Amo-F-15 is considered the first serial Soviet truck. This car participated in all the grand construction and endeavors of the first years of Soviet Russia, and subsequently the USSR. It became a prototype of many types of special vehicles and cargo equipment. The car is called one of the achievements of the Soviet car industry, although the history of the appearance and the formation of the car speaks a little about the friend.

The plant that issued AMO-F-15 was built in the last year of the existence of the Russian Empire. In 1916, the Government concluded a contract with one of the family dynasties of large Russian entrepreneurs - Ryabushinsky - for the purchase of a large batch of trucks for the needs of the army. They were not machine builders, and more were, as if they were expured, investors. Therefore, having received the task to build a plant, we decided to attract those who have already had such an experience.

The choice fell on the Italian company Fiat. It was with her help and "Automotive Moscow Society" was created - AMO, which became the manufacturer of a new car. Tips did not even immediately change the name of the plant after its nationalization, and this was a very rare case.

AMO-F-15 is a close copy of Fiat 15 Ter. However, in contrast to its pre-preparation, the Russian truck was more in demand and entered the story, while the Italian model was not so well known.

Already until the October Revolution of 1917, more than 400 cars were released. And the plant did not stop the production until 1919, having supplying car vehicles, then the other parties participating in the Civil War. Then the plant still stopped. But the advice was long able to hold out on the ground of cars that were taken from the royal times, and by 1924 it was decided to restore the release of AMO.

This time, Soviet Russia again decided to resort to the help of foreign representatives and invited Mercedes to engage in recovery, which was done. Already on the 7th anniversary of the October Revolution on Red Square, the first 10 really Soviet trucks of AMO-F-15 passed. At first, all cars were produced in the bright scarlet coloring, but soon realized that such a manifestation of ideology was inappropriate for a truck operating in difficult conditions and off-road, and all the copies were repainted back into a dark green color.

The first model of the AMO-F-15 remained in production over the next six years. By that time, the plant was renamed in the 1st Stalin Automobile Plant (ZIS). And until 1931, until a new modification appeared, more than 6,500 copies were released. For a young automotive industry, such volumes were quite large. He led the program directly director Ivan Likhachev, recognized by subsequently one of the creators of the entire automotive industry of the USSR. In honor of him, the plant was renamed "ZIL".

Amo-F-15 became a prototype of the next more mass truck ZIS-5, but that truck has already had its own story. And AMO-F-15 forever entered the story as the firstborn of the Soviet cargo car industry.

AMO F-15 occupies a special place in the history of the domestic auto industry. And it's not only in the status of the "first Soviet serial cargo car", but also in the role that the Moscow semi-thirds played in the formation of the army and the national economy of the young Soviet state.

Fiat for the Russian Empire

During World War I, the problem of the deficit of freight, sanitary and staffing machines could not solve even due to the mobilization of almost all the "civilian" cars - from the passenger to trucks and a carriage of ambulance.

In 1916, the main Military Technical Administration (GWT) russian army Conducted contracts for the construction of automotive plants - five private and one stateless, three of which were planned to build in Moscow: AMO (Fiat passenger and trucks, productivity of 1500 pieces per year), RBVZ (passenger "Rousse-Balt" type C, 1500 pieces in Year) and the "state plant of military self-propelled" together with the British engineering society "Bekos" (Carsley cars, 3000 pieces per year).

In Yaroslavl, the plant "Joint-Stock Company of Mechanical Movements and Production of V. A. Lebedeva" was built (CROSLY and VOLASLY cars, 1500 pieces per year), in Rybinsk - "Russian Renault" (Renault cars, 1500 pieces per year ). In the south of the country in Nakhchiwan-on-Don (near Rostov-on-Don), the company Aksai Company (cars "Panar-Levassor", 1500 pieces per year) were erected.

Among the most promising to the revolution of private plants was considered the most promising. It was the project of Ryabushinsky brothers - Sergey Pavlovich and Stepan Pavlovich, representatives of one of the most influential in Russian financial circles of families. The correct initial name of the enterprise is the Moscow Automobile Plant (AMO) of the Partnership on the pays of Kuznetsov, Ryabushinsky and K ".

The administrative resource was played in obtaining a profitable state order. An administrative resource was played: another one of the brothers Ryabushinsky, Paul, was the chairman of the Moscow Military Industrial Committee. In addition, Ryabushinsky achieved the transition to their enterprise qualified engineers and constructors of the autotard of the Russian-Baltic Wagon Plant.

Under the terms of the contract with GWU, contractors should have completed the preparation of assembly lines no later than October 1916, and the release of cars for the army to start no later than March 7, 1917. The first thing IMO has acquired 64 hectares of land on the southern outskirts of Moscow. The terrain that is once known under the romantic name of the Tyufev Grove, by the time the construction of a new auto plant has become a developed bodice, geographically united powerful production, including metallurgical and pipe rolling.

The construction of the IMO plant began in July 1916 and went at such a pace that it seemed quite real to establish the production of cars to the outlined deadlines. There was no time to develop a car's own design, therefore it was originally planned to produce a licensing foreign car. The choice fell on the semi-trial Fiat-15 ter.

Speed \u200b\u200b(by that time) semi-trial Fiat freight cars equipped pneumatic tires On metal disk wheels and a cardanny, not a chain, transmission. These trucks during the First World War were supplied to the Italian army and have proven themselves in combat actions. One of the early modifications of the Italian "half-timer", FIAT-15 BIS, in 1912 he participated in the autochene of army technology in Russia and made an excellent impression on the experts. Therefore, the choice of management AMO looks quite logical.

By June 1917, 95% of all production buildings were built, recruited personnel - over 300 people qualified workshop workers and about 300 employees, including technicians. In the autumn of the same year, the workshop was 50-60% equipped with equipment, the plant had metal reserves, fuel, tools. Experts of the GWTA were evaluated by an AMO as a first-class production facility, besides, designed for greater performance than it was provided for by the contract.

But after the February Revolution of 1917, strikes, strikes, the disappearance of state property began. In the end, the Military Ministry freed AMO from the fulfillment of contractual obligations. However, Ryabushinsky tried to extract from their brainchild at least some benefit, and the FIAT-15 TER assembly from cars purchased in Italy began at Italy. Until the autumn of 1917 managed to collect 432 cars.

Breakdown and tenting

The plant's management of all forces sought to keep the profile of AMO: cars from components were collected in the shops and engaged in replacement repair. But on August 15, 1918, the Supreme Council of the National Economy (High) announced AMO with the property of the RSFSR and together with the Rousse-Balt plants in Filles and Russian Renaults, in Rybinsk, transferred them to the maintenance of the All-Russian Metal Department.

In 1918, 779 trucks collected at the factory and repaired 74 cars different marks. In 1919, they collected the last Fiat (106 pieces) and repaired 66 cars.

In 1921, due to the low labor discipline and insufficient qualifications of managing personnel, only 27 cars were restored at the factory. In May 1922, the enterprise returned the former director - Vladimir Ivanovich Tsipulin, the truth is already as the chief engineer. In August 1923, Georgy Queen was appointed to the post of director of the plant. It was Korolev who was Cipulin and inhaled a new life into dying production.

The civil war ended, in the conditions of NEP grew up the standard of living, the economy has stabilized, labor discipline has tightened. Bastling or walking has become risky. In the factory workshops, the missing equipment was received, and by the end of 1922, AMO independently made up to 75% of components for overhaul WHITE cars. Production success have not been ignored by the leadership: On April 30, 1923, AMO was renamed to "Automotive Moscow Plant. Ferrero.

Breakthrough

In early 1924, the plant received "Goszakaz" to resume the serial assembly of FIAT-15 TER trucks. But by this time, the company has only a set of "reference" details to auto Fiat. and a pile of technical documentation. And this meant that the own production of all the details would be to be established, guided by drawings, of which about a third are Italian, and the rest are made on an AMO in previous years.

The situation was also complicated by the fact that technical documentation was performed in the metric system, and therefore it was necessary to recalculate in inches because most of New machines entered the plant from the United States.

The preparation and "recalculation" of the drawings were engaged in Tsipulin, who received the position of the chief designer, and E. Vazhiensky. The leading constructors of B. Savricanov, A. soldering and M.Vlasov adapted the design of Fiat details to production. I. Herman answered body work, for the assembly - N. S. Korolev. General issues related to the preparation of production, solved G. N. Korolev, Technical Director S. Makarovsky and New chief Engineer B. Sokolov.

The appearance of the first trucks for the designated deadline - the seventh anniversary of the October Revolution - it would be impossible without selfless actions of a young team. No one complained about the absence of the necessary equipment, no one stopped the handicraft methods of work.

Yuri Dolmatovsky in his book "Familiar and strangers" describes the manufacture of some details: "The beams of the front axles, the longitudinal bars of the frames were torn by hand hammers. The crankshafts of the engines were made as follows: first from a huge metal boulder, the slab was treated, then the outline of the shaft was placed on it, the holes were drilled along the contours and the sledgehammer was hit unnecessary sheds.

The coarse shaft billet, thus obtained, was rushed and scratched on the lathe, then grinding manually. The steel sheets of the cabin of the cabin, the hood, the wings were dispelled about the same way as stray tinsmiths make buckets ...

The installation sites of the parts were placed on the frame of the delighter or even chalk, and if the item did not fit, it was customized, washed. From one operation to another, from the workshop in the workshop, the details traveled ... on the shoulders of workers or on horse rods. "

Despite such extreme assembly conditions, by November, it was possible to build the installation batch of completely Soviet trucks. On November 1, 1924, chassis №1 was mounted: Vladimir Tsipulin himself performed the trial trip to the plant. The next day, the assembly of the car was completed finally, and by November 6, it was possible to collect the first ten cars.

Such a significant achievement of the Soviet industry should demonstrate to citizens of the country, and the best opportunity than the participation of new cars in Avtodofil on Red Square, did not exist at that time. Therefore, the "pilot" trucks were painted in a revolutionary red color and decorated with transparencies and slogans.

But the catchy "outfits" could not be misled: everyone perfectly understood that the main customer of the first Soviet trucks is the army, and it means that AMO is destined to serve the Fatherland in the "uniforms" of protective color. By the way, afterwards, in April 1925, ten red "firstborn" were repainted in dark green color.

On October 25, 1924, three cars from the "Parade Dozens" (No. 1.8 and 10) went to the test and agitation route on the route Moscow-Tver-Vyshchiy Volochek-Novgorod-Leningrad-Luga-Vitebsk-Smolensk-Roslavl-Moscow. The total length of the path amounted to 1986 km.

On the road there were tests of cars with full load on maximum speed From the move when overclocking one kilometer. Machine No. 1 showed 57 km / h, No. 8 - 53 km / h, and No. 10 - 55 km / h. The column finished in Moscow on December 9. The entire route, without taking into account the standings, overnight stays, business and demonstration events, three AMO was overcome in 62 hours of 29 minutes with an average speed of 32 km / h, demonstrating enviable reliability. The only breakdown was the loss of a lock bolt of the cardan articulation of AMO No. 8. It took 17 minutes to eliminate the problem.

Work days

Successful debut allowed the leadership of the plant to take a small respite and make up the re-equipment and organization of production. The regular assembly of AMO-F-15 was able to establish in April 1925. After the release of the hundredth of the car (in just 1925, 115 trucks managed to build) Another indicative reflege took place: Leningrad-Moscow-Kursk-Tiflis-Moscow.

Participation in mileage foreign production It made it possible to call the event "international" and put it with an element of adversarity. The victory of AMO-F-15 in this "Rally-Raid" caused legal pride in the creators of the car.

In 1925, the company once again renamed - now in the "1st State Automobile Plant", but its products still had a brand "AMO". In September 1925, F. I. Kholodilin became the director of the plant, and in December 1926 - I. A. Lihachev. It was during Likhache that the capital reconstruction of the enterprise began, which allowed it in some time to turn it into a large industrial facility.

According to Ivan Alexseevich himself, "the coat was sewed to the button." If for the 1924/1925 operation year (from October to September), it was possible to build 100 trucks, then for 1925/1926 - 275, and for 1926/1927 there are already 425 cars. March 30, 1928 from the gate of the 1st State car factory"The thousandth AMO-F-15 came out.

Easy and reliability

From the point of view of production capabilities and operating conditions, the "Up defoption" of the design of the FIAT-15 TER, which was based on the basis of AMO-F-15, was all on hand. Moreover, on the way to production, the Italian prototype was simplified, it was reduced, the reliability of nodes and aggregates increased.

What was the IMO-F-15 of the first issues? The bearing base served a spar frame of a staircase type. In its front part four-cylinder row carburetor Engine F-15 with a capacity of 35 liters. from. With the vertical location of the cylinders and the lower location of the valves.

This motor had one feature, which today may seem funny. Directly behind the radiator did not have a fan. Eight blades were cast in the body of a massive flywheel located between the cylinder and clutch block. Thanks to the closed volume of the operating space (its sidewalls did not have the ventilation cracks), covered below the casing, the air flow was pulled by a fan-flywheel through the cells of the radiator.

From 1924 to 1928, the fuel engine was powered by a vacuum apparatus. It was possible to start the engine only with an energetic rotation of the "starter curve". A 70-liter benzobac allowed without refueling to pass around the highway about 300 km.

Until 1927, AMO-F-15 was equipped with a wet-type clutch with 56 discs. The mechanical four-stage gearbox connected to the main transmission of the cardan shaft. I wonder what cardan Val. and main gear The total T-shaped protective force case was enclosed. The front end of this "T" hinged joined the traverse frame and passed on her pushing efforts. The rear wheels had equal to 1 ° collapse, specified by the form of the rear axle crankcase.

The knife (working) brake was performed on the rear wheels, manual - on the cardan transmission. At the same time, the handbrake was considered not strictly parking, but rather auxiliary. Both systems had boopred mechanisms and mechanical drive. The steering was located on the right, because at the time when FIAT-15 TER was designed, the parent had to pay more attention to not rare oncoming cars, and driving at the cost of horse crews and frivolous pedestrians.

The single-wire six-power equipment was powered by the battery, the engine ignition system is from magneto. The AMO-F-15 of the first issues had a double wooden cabin with a tarp awkle and a wooden platform Stirring with opening sides.

However, AMO-F-15 throughout the entire release time was constantly upgraded. Unlike the ten pre-seventures, trucks that went to the series in 1925 were equipped with new tires and a flat hood and radiator. Since 1926, part of the vehicles received electric lighting instead of acetylene, the cab appeared the back wall, and the tarp awnings changed the stationary rigid roof on the racks, equipped with removable tarp top half of the doors. Then the control levers located outside, over the footboard, moved to the cockpit.

In 1927, the transmission received the sixdiscular grip of a dry type and a simplified steering mechanism. In the same year, the benzobac from the driver's seat moved to the front shield, which made it possible to supply fuel to the Motor Self. In addition, the engine flywheel, which tormented the land at the irregularities, decreased in size.

As a result of B. last years The release of AMO-F-15 is thoroughly capable of "genetically" laid constructive backlog from contemporaries. The car could not be called progressive at all desire, but the lack of engineering innovations with interest was compensated for simplicity, reliability and "plasticity" of the platform, which allowed to build all sorts of modifications on its base.

But, in the end, from Fiat-15 Ter with its archaic design and low loading capacity refused. AMO-2, the second model of the 1st State Automobile Plant (the name of Stalin, the company was assigned only on October 1, 1931), issued since 1930, copied the American truck AutoCar-SA with a loading capacity of 2.5 tons.

Modifications Момо-Ф-15

Sanitary van

The first test chart of ambulance on the basis of AMO-F-15 was built in 1925. In 1926, they made a batch of ten cars and transferred them to the MosgorzdranVotel car. However, the design of the car caused complaints from doctors. Very tough "cargo" suspension made a cake shaking, and therefore, which is affordable for the transport of patients.

Masters Autobare tried to replace the springs of the AMO to the longer and thin with the change in the points of their attachment, but the problems of adaptation of the "brutal" truck to the needs of medicine did not solve it. Despite the fact that in 1927-1928, Moshogorztvotel had already twenty-sanitary AMOs, a chassis Cranet on the Mercedes 15/70/100 PS chassis 15/70/100 PS was taken to the sick chassis, and AMO was used for other needs.

Postal bus

The main products of AMO considered ordinary onboard trucks. However, some types of transport demanded specialized bodies. The body workshop of the plant was engaged in bodies of cars of its own production and retrofitting of any "third-party" chassis, including imported, such as Leyland, Renault or Zaur.

Basically, the body shop built the body of the bus type: passenger, sanitary, prison, postal. At the same time, part of the mail buses that were used on regular passenger lines for the simultaneous transportation of people and postal shipments were open (without glazing) the sidewalls of the passenger compartment and the fully closed and glazed compartment for transporting mail.

Two-ton truck

In the process of operation of the AMO-F-15 trucks, especially in the BA-27 armor-vehicle version, a small loading capacity of the chassis was revealed. As a temporary measure, AMO designers suggested a version of the machine with an increased up to two tons with a lifting capacity. A large load capacity was achieved at the expense of the rear bridge of the new design developed by E. I. Vienhazhinsky.

At that time, welding was completely not used at all, so the rear beam of the bridge was conceived in the form of a wrought banjo. Such a forgings had to be ordered on the side, and the construction of two prototypes was delayed. They were ready only by the beginning of the first reconstruction of the plant, when the modernization of the AMO-F-15 was no longer needed, since the company had to master new model AMO-2 with a loading capacity of 2.5 tons.

Fire trucks

In July 1926, the Leningrad Plant "Promet" on the AMO-F-15 chassis was released the first auto-pump line of its own production. From the same year, the chassis AMO began to use the plant number 6 of the Auto Plomorg. From 1926 to 1929, 145 fire trucks were manufactured on the Autobromtorg. In addition, since 1927, similar rules were produced by the forces of the "1st State Automobile Plant" by the forces of the "1st State Automobile Plant", the truth in a small quantity was made 12 pieces.

The line with the pump on the basis of AMO-F-15 was built in the image and likeness of pre-revolutionary analogues. At the same time, the design of the Peter Plant "Promet" was somewhat different from the design of the "Autobromtorg". Both cars were completely open, behind the back front seats Started longitudinal "rules" for the team.

However, the extreme rear places of the Promethovsky option were rotated by the "face" in the course of the movement, which allowed the fire equipment and a proven pump in special boxes in the stern part. In addition, the "Promethovsky" AMO was completed with a triangled staircase, a storm staircase, as well as wheel coils with fire sleeves. Three plants were manufactured by more than three hundred firefighters of AMO-F-15: 176 in Moscow and 145 in Leningrad.

AMO-F-15 - freight car, produced in 1924-1931 in the Soviet Union. This is the first serial truck of the EMO plant (Moscow). It was created on the basis of the Italian car Fiat 15 Ter (gathered at the factory in 1917-1919), but with a number of significant improvements and changes. Of the advantages of AMO-F-15, thanks to which he received positive reviews Drivers are simplicity and convenience of operation, the simpleness of the design, reliability.

Two-axis cargo car as-F-15 with rear wheel drive It was characterized by very compact dimensions and a small mass. So, its length, width, and the height was 5050 mm, 1760 mm, and 2250 mm, weight - 1920 kg, and full weight Machines were 3570 kg. In this case, loading capacity this car Reached 1.5 tons when moving along the highway, and 1 tons - by primer. The car could develop the speed of up to 42 km / h, while the 30 liters of gasoline spent 100 km of way.


For 7 years of release of AMO-F-15 (1924-1931), 6084-6465 units of trucks were produced (figures differ in information from different sources). At the same time, for the first 3.5 years, about 1000 copies were released, after which the production growth began in 1929-1930 (for one host. Year) more than 2,500 cars were created.

The AMO-F-15 is created by the type of Fiat 15 Ter, but has a number of differences from the prototype, namely:

• engine flywheel reduced in diameter from 590 mm to 510 mm to increase clearance. The weight of the flywheel is preserved for the same;
• the area of \u200b\u200bthe radiator is increased in order to avoid overheating to compensate for the decrease in the flywheel (which, in fact, served as a fan);
• the shape of the hood is changed, taking into account the new sizes of the radiator, as well as the device of the braid sidewalls;
• wheels installed disk stamped (instead of wheels with wood spokes);
• the piston finger is characterized by a different form and planting, while the mass of pistons and rods is reduced;
• the clutch design is changed and improved;
• the carburetor is replaced with the domestic model - "Zenith №42";
• models until 1928 were produced with a gas tank, located not on the front panel, and under driver's seat, with vacuum fuel supply, not by gravity;
• implemented the ability to dismantle individual machine elements for simpler and affordable repair.

The engine on the AMO-F-15 was a 4-cylinder, with a volume of 4396 cm3, with a capacity of 35 hp. at 1400 rpm. Separately, the gearbox (4-speed) was located. The switching transition lever is installed behind the right side of the cab, since steering wheel This model also left on the right. The brakes were provided solely on the rear wheels (shods, mechanical). The distinctive features of this model was quite large ground clearance - 225 mm and the angle between the rear wheels - 178 ° semi-axles, which as a result of heavy loads was deformed to 180 °.


Elements such as electric starter, air filterThe signal and lighting were absent here. At the same time, a handle was used to start the engine, the roof of the car was soft and could be folded, the sound was published by a special horror, and the lighting provided acetylene lanterns.

The cargo car AMO-F-15 was originally made truly handicraft methods. A lot of different parts made of non-ferrous metals left its production. As a result, its cost was too high and the price has significantly inferior to imported machines. As the production increases, the cost of AMO-F-15 gradually decreased, but it never reached the desired result. So, if the cost of the first copies (1924) was 18 thousand rubles. For a unit, the second release has already assumed costs about 13 thousand rubles, and the third - 11 thousand rubles.

In 1928, the cost of AMO-F-15 decreased to 8.5 thousand rubles. At the same time, similar in terms of freight car Ford. With the delivery of its delivery cost no more than 900 rubles, that is, almost though cheaper. At this stage, the import of cars turned out to be much more profitable for their production. It was the impetus for the reconstruction of the AMO plant and the start of the mass production of American AutoCar Dispatch SA (AMO-2, and after - 3). By 1934, AMO-F-15 with a lifting capacity of 1.5 tons cost 6265 rubles. (and his chassis - 6091 rubles.), While AMO-2 with a loading capacity of 2.5 tons cost 6068 rubles.

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The history of the car AMO-F15 began with the assembly of the Italian truck Fiat 15 Ter. This truck was collected by the Moscow Plant IMO from 1917 to 1919, after which I taking it as a basis, in 1924 the release of the first Soviet cargo called AMO-F15 was established. Although the Italian was taken as the basis, but significant changes were made to its design.

In January 1924, the AMO plant began to prepare its own production, by this moment the plant had 163 drawings received from Italy, as well as 513 drawings made already at the IMO factory in previous years. In addition, there were two reference instances of Fiat 15 Ter, which were stored in a special room.

Vladimir Ivanovich Tsipulin was appointed chief designer. His closest assistants were: E.I. Vienhazhinsky, who was preparing workers drawings, B.D. Strakanov - Engaged in the revision of the design of Fiat 15 Ter, I.F. Herman - led body work, N.S. Korolev answered the assembly. Preparation of production also engaged in G.N. Korolev (at that time director of the plant), technical director S.O. Makarovsky and chief engineer V.G. Sokolov.

On the night of November 1, 1924, the first car AMO-F15 was collected, and by November 6, 10 cars were collected by the last pre-seventive party. The next day, these 10 trucks painted in red took part in the proletarian demonstration on Red Square in Moscow, and on November 25, at noon, three cars from the top ten (No. 1, 8 and 10) went from Red Square to the first for Soviet cars Test Mileage on the route: Moscow - Tver - Vyshny Volochek - Novgorod - Leningrad - Luga - Vitebsk - Smolensk - Roslavl - Moscow. The success of the autocalega confirmed the sufficient level of product quality AMO, and from March 1925 there began serial production of car AMO-F-15.

In 1925, 113 AMO-F15 trucks were manufactured, and in the next, 1926 - already 342 copies. The production gradually increased, and by 1931 6971 copies of AMO-F-15 were made.

The design of the car AMO-F15 for all the production time was upgraded twice. So in 1927 the car received a more comfortable cabin with a rigid roof and "dry" clutch, a steering mechanism was simplified. In 1928, the power system was simplified, the car received an electric starter, headlights and a signal.

The AMO-F15 car was in serial production until November 1931, there were buses, sanitary and fire trucks, passenger cars and armored cars on his chassis. For seven years of production, a little less than 7,000 cars were released.

Design and design

Cabin truck 2-seater with solid seat. The steering wheel was located on the right and too close to the seat, but the only door to access the cab was on the left side, therefore, it was extremely uncomfortable to stay at the driver's seat. Also because of the too close position of the steering wheel to the seat, the backs and legs quickly were tired, as well as the spine sick.

As a power unit, a 4-cylinder in-line carburetor engine with a vertical position of cylinders and the lower location of the valves was installed on the AMO-F15 car. The power of this engine was 35 horse power With 1400 revolutions per minute, and the maximum number of motor revolutions was 1,700 rpm. To cool the engine, a liquid (water) was used by the centrifugal pump (pump). The lubrication system is under pressure, with a six-metered pump.

The gas distribution mechanism is the novel flap, with two valves on the cylinder located on the left side of the block. Intake and exhaust valves were interchangeable. The camshaft was given a gear.

AMO-F15 engine cylinders were cast by one block at the same time with the shirt of the cooling and removable head did not have. At the same time, the cover was mounted on top of the cylinder block, after the removal of which, it was possible to clean the shirt from scale. The cylinder block was attached to the upper part of the aluminum crankcase, which supplied his paws to fastening the frame in four points. Lower Carter was cast from aluminum alloy. Pistons - cast iron, rods - steel, tubular. Crankshaft - Steel, forged, with inclined brushes (on early crankshaft cars had straight brushes and cut out of a solid piece), installed on three native bearings. The axis of the crankshaft was shifted by 10 millimeters relative to the axes of cylinders. A trigger handle was installed on the sock of the crankshaft, and on the shank - the resulting steel flywheel of a large diameter was sat down, eight spiral spiral spokes of which had the shape of the fan blades and created a flow of cooling air through the radiator. This is the location of the fan (behind the engine) with the front arrangement of the radiator required a special, hermetic casing and dense (without cracks) of the fitness of the sideline of the hood to the frame.

Engine ignition system - from the magneto of the company Bosch, sitting on the same shaft with a centrifugal pump (pump) of the cooling system.

Power system - Zenit №42 carburetor. Depending on the time of year, it was recommended to regulate the power system by replacing the jets in the carburetor.

Low-fledged automotive gasoline was used as fuel. Until 1928, the fuel engine was powered from the tank located under the driver's seat, with the help of a vacuum apparatus. Later, the power system was simplified - gasoline was served by a self-tank made on the front panel. Capacity fuel tank 70 liters. The stock of the fuel movement when driving along the highway was about 300 km.

As mentioned earlier, the cargo car AMO-F15 was significantly different from his Italian prototype.

The main differences of AMO-F-15 from the Italian prototype:

• Reduced by 80 mm in order to increase the clearance of the engine flywheel diameter (Fiat - 590 mm, AMO-F-15 is 510 mm) while maintaining its weight.
• The mass of pistons and rods is reduced, the shape of the piston finger and its landing is changed.
• The area of \u200b\u200bthe radiator is increased to compensate for the decrease in the diameter of the flywheel, which served as a fan and eliminate overheating.
• Changed the shape of the hood (due to the increase in the area of \u200b\u200bthe radiator) and simplified the design of the shutters of its sidewall.
• Wheels with wooden knitting needles are replaced by more durable stamped discs.
• The Italian carburetor was replaced by Zenit №42, produced by the 4th State Automobile Plant.
• Changed the clutch design.
• The benzobac was moved from the front shield under the driver's seat, while instead of supplying the fuel, the compulsory with the help of a vacuum apparatus was introduced (in 1928, the decision was abandoned, returning the "native", FIAT-OVA system).
• To simplify repair, provided the opportunity separately to dismantle the onboard platform, driver's booth, sidewalls and torpedoes.

There were a car and their shortcomings. The chaffers complained about the quality of the assembly of the machines, the frequent outlets of the differential, on the poor installation of electrical equipment (open wiring quickly lagged and closed), on short-lived brakes with cast-iron pads, which were enough for a maximum of 2-3 months, on high wear of the dual rear wheels, caused by the absence of a gap between their skates, on frequent breakdowns Spring, on poor-quality batteries, on an uncomfortable location manual brakes (Outside), to which it was necessary to stretch "behind the mile", on a strong craving of cold air (in winter) to the driver's feet due to the combination of the flywheel and the fan in one detail. Drivers of sanitary AMO-F-15 complained about a strong shaking when driving, which became unacceptable for the transportation of patients.

Modifications

• Bus - Built in 1926 bus on the chassis of the AMO-F15 truck. Serially produced 5 years from 1926 to 1931.
• Fireman car - Serial production from 1927 to 1931.
• Staff car - The car for the needs of the army is designed for 7 passengers. Serially was made from 1926 to 1931.
• Ambulance - sanitary car Built on the AMO-F15 chassis. Serially made from 1925 to 1931.
• BA-27 - Anti-F15 armored car was produced from 1927 to 1931.

General

The car was produced from 1926 to the end of 1929. In total, 308 cars were released.

In the early 1920s There were amazing "homemade". So, Simferopol firefighters restored freight "Pakcard" and turned it into a kind "LINE". On it, all the necessary accessories for extinguishing a fire, but most importantly, the team of 16 firefighters took the disaster. In Kherson, Kursk, Smolensk and many other cities, several old trucks were listed in the same way in Autolinets.

Combat work