ENCLOSED IS AN ARTICLE I NOTICED IN SCIENCE AND MECHANICS DEALING WITH SOME OF THE RUSSIAN CARS.

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03160A000500010040-6
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 9
• Document Creation Date: December 23, 2016
• Document Release Date: June 24, 2013
• Sequence Number: 40
• Publication Date: July 22, 1957
• Content Type: LETTER

STAT
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Declassified in Part - Sanitized Copy Approved for Release 2013/06/24: CIA-RDP78-0316OA000500010040-6
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Pobeda poses beside a 1956 American car.
Body workmanship on Pobeda was rougher
than that on the American car, with signs
of handwork. But Pobeda's chrome grille
work trim appeared to be of better quality.
qem ae RUSSIAN.Pobeda
Compares with American Cars
and What It Reveals About Russian Know-How
ANY attempt to measure the strength of
Russia's red heart should start with an
examination of the sinews-the products
which reveal Russia's ability to compete as an
industrial-nation.
This Pobeda, is one such product. Not a "show-
piece" jet plane or secret missile, it's true. It is,
however, a piece of everyday transportation that
Russia has manufactured for years in some
quantity. As such, it should show us whether
the Russians really know how to design and
build a good automobile.
When compared with current American auto-
motive standards, this 1956 car leaves a lot to be
desired. By Russian standards, however, the Po-
bedn does a job, and does it well.
ted Copycats. Is that a credit to the designing
ability of Russian engineers? Well, they seem to
know how to copy what they want. From its
styling skin to its mechanical core, the Pobeda
-is Iargel i "patter`"n'ed after=not so mtich ' our
preserit?da'y cars=bu parts aril p"feces of cars
we ma a years ago:If you want to compare
styling; go to the nearest junkyard, search out
~a 10'to"15 year old Plymouth, Ford, Chevrolet,
and Nash, blend them together in your mind's
eye, and you'll have something that looks like
a Pobeda. -
Or dig a bit deeper. Open the hood or put this
Pobeda up on a lift rack, and you'll find: a Jeep-
like engine turned end for end with the car-
buretor on the right side; a rear end similar to
that on a Model A Ford; a front end that also
looks like a Jeep's; a transmission that might be
a modified copy of a 1932 Model B Ford trans-
mission. With enough time (and enough junk-
yards) you could probably locate the original
versions from which Soviet engineers copied all
but a of w parts of`this car and its accessories
Frozen Models. Nor did the Russians, once they
decided to copy our immediate pre- and post-
war cars, bother with a yearly model change.
The 1946 Pobeda is almost a twin brother to the
1956 Pobeda, not only in styling, but also in en-
gine and body specifications.
Table A 9550 's the kind of performance the
Russians obtain from this sampling of old de-
signs. You'll note that the Pobeda is a placid
plodder with very little get-up-and-go, yet with
somewhat better fuel mileage than our 1957
models.
Clearly, this middle-price range Russian car,
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which sells for $1890 F.O.B. Helsinki,
Finland, would have a hard time find-
ing customers in the free American
market. But for the Russian market
(and those captive . satellite markets
tied to Russia with apron strings of
steel), the Pobeda is just what the
Kremlin ordered. It is a sturdy piece
of - transportation, designed for slow
speed operation over rough roads.
Not that Russia has no surfaced high-
ways. They. have about 50,000 miles-
of paved roads, usually of asphalt and
concentrated in oroughtares between
(Left) Running 52 hp Pobeda on a dynameter showed. that horse.
power delivered at the rear wheels was 34. (Right) Closeup of
that Pobeda engine. Note venting of oil filler pipe back to carb
'through large air cleaner. Other parts are: (q) "fine" fuel filter
(there's another "course" on_e);, (b) plug in for extra trouble
ig ; c engine compartment light; (d) coil; (e) 12-volt battery;
(f) large-size voltage regulator; (g) oil filler pipe; (h) fuel pump.
major cities. But the far more numerous country
ro ds arenot surfaced, and become either lakes
of mud or beds of dust, depending on the
weather. In this environment, the slow-moving
Pobeda might. do as well as any other transporta-
tion, short of a four-wheel drive Jeep. Or a de-
termined horse.
Military Meaning? Far more important to the
,
Kremlin planners is the fact that the Pobeda have determined the.5.125 to 1 axle ratio used
will operate on low quality. that ism o~ octane; ` in this Pobeda. That's not very far from some of
ga` s-ol n? the ratios our cars have in second gear, which
TIis low octane requirement might indicate is a good ,gear to use on heavily rutted roads or
that Russian oil refineries are geared to produce hills at slow speeds. The small size of the engine
jet fuels for fighter and bomber aircraft, rather in relation to the car's weight also accounts for
than high octane gasoline for high performance the high axle ratio used.
automobiles (see the discussion on this point in There are other clues which confirm the fact
the Tech Talk accompanying. this article). that this car is intended for operation under
In contrast, most fuel production
in the United States is high octane
gasoline, produced in a cracking
process. And this fuel cannot be used
in our jet aircraft. In other words,
the major effort of our refineries is
geared for automobile, not jet air-
craft production, and any sudden
conversion to major wartime de-
mands might take time that we could
ill afford. If their fuel production
effort is indeed geared for jet air-
craft, the Russians would not have
this particular problem. (But they
would have others, as we shall see.)
There is a remarkably elaborate
crankcase scavenging system on the
Pobeda, with both the sturdy oil
filler pipe and the tappet cover plate
vented into the carburetor intake
(Fig. 2). This means that gas getting
FUEL ECONOMY
POBEDA
HIfANt run
AMERICAN CARS?
Best Level Road
23.1 mpg at 35 mph 20 mpg at 30 mph
Driving in Traffic (22 mph average)
14.2 mpg
11 mpg
Driving in City-Country (33 mph av.)
18.7 mpg
15 mpg
Overall Fuel Mileage (includes traffic and
City-country driving, stop and starts, etc.)
ACCELERATION
15.5 mpg
11.6 mpg
0-30 mph
9.27 sec.
4 sec:
0.60 mph
39.6 sec.
11 sec.
20-40 mph
19.1 sec.
5 sec.
Curb Weight
3125 lb.
3200-4500 lb.
Weight distribution on front wheels
51%
55%
Rear-axle ratio
5.125
3.2
Octane Number Requirement
60-70
85.95
Lateral sway on curve
40
4-4V2?
Frontal dip an braking
30
30
Torque, high gear, at 30 mph
405 lb-ft
630 lb-ft
Horsepower available
1 40 lip
200 hp
Top speed
70 mph
100+ mph
Engine rpm at 60 mph
3690 rpm
2400 rpm
Cubic feet of mixture at 60 mph
138 cfm
220 cfm
Engine hp per ton of car (advertised)
33 hp/ton
130 hp/ton
o Based on averages for domestic 1956 and 1957 cars we have tested.
rings is scavenged into the carburetor. But the
real justification for such an elaborate system
would be the dusty roads of Russia. By venting
the oil filler pipe and tappet cover plate back
into the carb intake, crankcase breathing is es-
sentially sealed off from incoming dust and dirt
that would increase engine wear.
The same rough Russian roads (and the hills
of Finland, which buys many Russian cars)
may
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Worm's-eye view of Pobeda. (Left) Looking at underneath from
the rear to show: (a) short frame pieces (rest of frame is made
up of the body itself); (b) driveshaft; (c) spiral bevel gear dif-
ferential; (d) boot-covered leaf springs; and (e) muffler. Note
that both pipes go into back of muffler and it would be hard for
rough roads or rocks to "bang up" any vital parts of this well
covered underbody. (Right) View of sturdy front suspension.
Adequate Engine? The Pobe- line knock at each speed (see Test
da's power'plant, while badly over- Chart diagram). With a 60 octane
tasked by American standards, is -number (ON) blend, no knock was
adequate for slow speed operation. audible at any speed. Upon chang-
For example, many American cars ing to a 58 octane number (ON)
can barely develop 180 - lb-ft of blend, trace knock occurred at 70
torque at 2000 rpm, yet they must kph; upon changing to a 55 ON
propel a.4000 lb. car, with an axle blend, trace knock occurred 'at 6,0
ratio of around 3.5. This means and at 82 kph (and a heavier knock
180 (3.5) = 630 lb-ft of torque . at 70 kph).
available in high gear. From the standpoint of engine
The Pobeda would have about 79 -knock alone, the Pobeda would op-
lb-ft of torque times a 5.125 axle erate on kerosene (jet engine fuels
ratio or 405 lb.ft. of torque avail- are essentially kerosene) without ob-
able in high gear. Thus it would be jectionable knock. However, a fuel
35% deficient in pulling power, from must not only avoid knock, but
it also shortens warm-up time. The fact
is, a lot of U.S. car owners might like
to see this old idea make a comeback
on American cars. .
The short two-member frame under
the engine has three cross members,
with an all steel, semi-unit type body
serving as a carrier with several cross
panels beneath it. Additional enclosing
panels are used around such compo-,
nents as the parking brake system. You
don't get much racking with such
body construction, but the sympathetic
vibrations of 'all these panels at speeds of 37
mph (60 KPH) and up, is enough to give anyone
a headache. Drive slowly, though, and you'll find
the ride relatively serene, no matter how rough
the road surface.
Springing is rugged, too, with heavy coils in
front and massive, but flexible, rear leaf springs
covered with rubberized fabric boots (Fig. 3).
The Jeep-like front.end uses no spacers or shims,
while we are doing more and more shimming
on American models, to reduce initial produc-
rugged conditions with few maintenance .facili-
ties (service stations are 70 to 100 miles apart in
most of Russia, and the scarce replacement parts
can only be obtained with official permission).
Mud Hooks.- The Pobeda has two frame-
mounted towing rings for hauling you out of the
mud (Fig. 6). Behind the grille and-in front of
the radiator are louvers -(like the old Pines Win-
terfront!), which can be opened or shut from the
driver's seat. Not only should that help the Po-
beda stand off the severe Russian winters, but
American values. This is a much
-smaller margin than the wide differ-
ence in horsepowers (say 200 lip for
the American car and 40 hp for the
Pobeda) would seem to indicate.
Determining Octane Require.
tion costs. The eccentric pin for
camber and caster is substantial-
ly made. Shocks are double act-
ing. Brake drums are composite
steel and cast iron; and -linings
are hard and riveted. Wheel bear-
ings appear to be"precisely ground
from quality steel. . .
The tires have a diamond tread
which would be effective on wet
roads. This -design tread should
wear well enough at low speeds,
but poorly at high speeds. Once
again, there's that emphasis on
the Pnlrieda being intended for
b..
engine, and to avoid washing down operaTiotr.
the walls of the cylinder with liquid (There's no doubt the Russian
gasoline. drivers prove they're patient.)
The Pobeda requires a gasoline- And, once again, when you ex-
with about the same vaporization .
quality as ours, but with a much amine the Pobeda's engine, you
ment. An engine's octane number' lower octane or knock rating, say a get the picture of either trying
requirement is increased by high straight run gasoline from a plant to avoid maintenance by using
compression ratios; deposits, and by designed primarily to produce jet heavy, apparently sturdy con-
spark advance. Modern American ibels. All processed crude oil yields
cars have their maximum octane - a small fraction of volatile fuel struction, or encouraging the car
number (ON) requirements of 85 to called natural gasoline, and another owner to do it himself.
95 at relatively low speeds of 20 to fraction called straight run gasoline. Double Trouble Lights. Servicing
40 mph. Such fractional by-product yields
The Pobeda's "octane require- from a major jet fuel processing points are readily" accessible, and
went" was found by accelerating in effort, might be enough to supply there are-two trouble lights (Fig.
high gear at wide open throttle and- Russia's relatively small automotive 2). The car comes equipped with
listening for trace knock or borderreq_iremnts.________- almost enough repair tools (Fig.
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14r
Russian M-20 Pobeda
MODEL: Pobeda (Russian) M-20 4 cylinder; 2-door Sedan
TEST DATES: March 21 through April 6, 1957
GENERAL ROAD AND WEATHER CONDITIONS: Port-
land concrete generally smooth and level; cold, damp
spring days; 29.25 to 29.95 in Hg; 35? to 54? F
MILEAGE AT START: 2120
MILES COVERED: 418 -
,GAS: Regular; OIL: SAE 20W
CURB WEIGHT (with 10 gal gas): 3125 lb 51% on front
wheels; 49% on rear wheels
TIRE PRESSURE: 28 psi front; 31 psi rear
SPARK SETTING: 4? bTC at Idle rpm
REAR AXLE GEAR RATIO: 5.125:1 (spiral-bevel)
TRANSMISSION: Manual shift, 3-speed with Syncro-
mesh 2nd, and 3rd gears. Ratios are 3.115 in
1st; 1.772 in 2nd; direct in 3rd; and 3.738 in Reverse
TEST DATA
GASOLINE MILEAGE (checked with fuel volume flow
meter and 5th wheel. Temperature 40? F; relative
humidity 80%; barometer 29.8 in. Hg)
LEVEL ROAD FUEL CONSUMPTION (carried weight 540
ib. Average of two or more runs made in opposite
directions over same road):
True
MPH KPH
True.
MPG
Odometer
MPG
True
Ton
MPG
20
(32.2)
21.0
20.6
35.0
30
(48.2)
22.6
22.2
37.6
35
(56.3)
23.1
22.7
38.4
40
(64.3)
22.6
22.2
37.6
50
(80.5
19.7
19.4
32.8
60
(96.5) ,
16.0
15.8
26.7
?
TRAFFIC FUEL CONSUMPTION (carried weight 520 lb):
Simulated traffic pattern of city driving-stops, ac-
celeration, braking:
I rue MPG Odometer MPG Irue Ton MPG True Average MPH
14.2 14.0 25.8 22.7
CITY-COUNTRY FUEL CONSUMPTION (miles covered on
5 gal gas): .
True Mileage Odometer Mileage True MPG True Average MPH
93.3 91.6 18.7 33.1
OVERALL FUEL AND OIL consumed during test:
Total Total Total True Odometer Oil
Mileage Gal. Fuel Oil . MPG MPG MPQ
418 26.8 5/6 qt. 15.5 15.3 501
OVERALL EFFICIENCY to move car's mass against road
friction and air resistance, calculated from level road
mpg, weight, and frontal area of car: 10.5% at 30
mph; 14.7% at 60 mph.
ACCELERATION-LEVEL ROAD (timed with 5th wheel;
carried weight 450 lb; temperature 42? F; relative
humidity 70%; barometer 29.7 in. Hg; spark 4? bTC;
average of two or more runs in opposite directions
over same road):
True
Gear
Average True
MPH
Range .
Time (sec.)
0.20
1st
4.80
2nd to speed
9.27
1st to 20 mph
2nd to 35 mph
3rd to speed
15.6
0.50
26.5
0-60
39.6
SPEED AT END .OF 1/4 MILE FROM STOP: 52 mph (true)
in 27.6 sec
MINIMUM ACCELERATION lime for 0-60 mph (true)
over level road with no wind, best spark setting,
premium fuel and driver alone: 36.2 seconds
ACCELERATION FACTORS:
True MPH
Gear
MPH/sec.
Ft/sec.'
10
Lo
4.3
6.3
30
2nd
2.0
2.9
50
High
0.9
1.3
HILL CLIMBING (calculated from acceleration data with
allowances made for rotational inertia): '
Approx. MPH Gear Grade % . Pull in lb.
15 Lo '27 925
40 Drive 6.7 240
SPEEDOMETER-ODOMETER CORRECTIONS: Odometer
distance 16.00 km or 9.94 miles; true distance 10.10
miles; odometer error at 40 mph -0.16 miles.
Multiplication factor and % of error 1.02 and -1.6%.
Speedometer True % Error Engine
KPH MPH Speedometer RPM
? 20 13.0 +4.3 820.
30 19.3 +2.9 1220
40 25.5 +2.7 1620
50 32.0 +2.8 2030
60 37.5 +0.8 2360
70 43.4 +0.23 2710
80 49.4 +0.41 3070
90 56.0 0.00 3470
100 62.2 0.00 3810
110 68.8 -0.57 4210
LATERAL SWAY TEST OF CORNERING ABILITY: At 40
mph on 285-ft radius circle, side tilt angle recorded
was 4?
BRAKE FADE TESTS (repeated applications of brake
from 45 mph to 30 mph at deceleration rate of 7
ft/sect): As indicated below, pedal effort did not
double in 14 test stops
X60