GAZ M415 pickup truck: description. GAZ-M415 - "The first parade Operation of the GAZ-M415 pickup in the national economy and the army

Good day!
I present to your attention the model of the Gaz-M-415 pickup truck from ACE. The model turned out to be difficult to assemble, having defects in geometry, and the complexity was aggravated by sprues that were far from the first run. Also, working on the model allowed me to get a handle on some technologies that I had not used before. I hope the result was worth it.

Story

The very first pickups appeared in North America and Europe in the early twentieth century. A car with such a body is very practical and convenient for transporting small loads, whether it be building materials or the fruits of the agricultural sector. Looking at the aforementioned parts of the world, Soviet automakers in the 1930s also decided to build a pickup truck, since one and a half trucks, not to mention larger trucks, were not always rational to use, and ordinary cars could not satisfy the needs of villagers and various economic organizations.

The ancestor of pickups in the Soviet Union was the GAZ-4, built in 1933 on the basis of the GAZ-A sedan, but it had one design flaw - the sides of the body and the cab converged into a single whole, and the frame could not withstand the loads and twisted, and therefore the car was often actually torn in half.

With the release of the new GAZ-M1 car in 1936, engineers Sorochkin, Kirillov, Komarevsky and others immediately set about developing a pickup truck on its platform. The first prototype appeared two years later and, like the ideological predecessor, had fused sides of the body and the cargo platform, however, on subsequent copies, they were nevertheless divided, considering that this would increase the level of reliability.

In September 1938, the 415th was present at the exhibition of novelties in the Kremlin. The pickup received a very flattering assessment from the "leader of the people" Stalin himself, who considered it necessary for collective farms. Comrade Stalin's word meant a lot, and after the exhibition about the GAZ-M415 almost all the press trumpeted. Serial production of the GAZ-M415 started in 1939, and in the same year he went to the All-Union Agricultural Exhibition. However, the new product did not manage to work in the villages for a long time - the Patriotic War began, and all the pickups ended up in the Red Army. Despite the fact that almost 5.5 thousand of them were collected, only a few survived after the war.

Assembly

This is my second model of Emka from ACE, the first one was damaged due to the wrong approach to the glazing of the model. As a result, she happened to be a cat on which I practiced techniques and technologies.
He began work with the assembly of the cabin, connected the halves together, glued the back wall, and began a long work of working out the relief, which was very blurry on the details. Some moldings could not be cut, but a stretched sprue helped out.

When adjusting the cab to the lower part of the body, cracks sometimes formed up to a millimeter, it took a lot of time. The problem was aggravated by the fact that the nose part constantly walked left and right, which knocked down the fit. Therefore, I resorted to the method that Valentin Muchichko looked at, with a piece of sprue and a groove on the body, allowing the cab to be fixed on the platform without glue. Additional convenience was expressed in the fact that it was possible to carry out the glazing stage after painting the model.

After the first adjustment of the cockpit, a discrepancy between the model and the photographs caught my eye, and in my search I came to the need to seriously cut down the front part of the roof in order to provide it with a greater inclination forward towards the windshield, as well as grind down the rear wall of the cockpit, which should have gone under the reverse corner closer to the floor, while it was straight. Based on my experience with the previous emko, I squashed the arches of the front and rear fenders by the amount of flanging that was originally present on the platform:

The flanging, of course, had to be restored, I again used the pulled sprue, carefully gluing it around the perimeter. At this moment, I was convinced that I wanted to make not a classic pre-war pickup, but a remake pickup, on low-profile tires, with modern salon... I wanted to give him more gambling appearance, make it practically a hot rod. For this purpose, a toy Kararamovskaya Volvo was bought and broken, from which the seats and the steering wheel immediately migrated to the salon, and fitting of the body to the wheels began:

In the photos above, you can pay attention to what slots the sidewalls of the body have with, which have not yet been fitted with a file in place. And if the sidewalls could still be finished off, then the front wall and even more so the folding tailgate required an unambiguous alteration. The alteration was made of 0.25mm plastic sheet, next to it I put a tailgate from the set for comparison. Then he installed folding benches in the body, which were not in the set at all:

I found shops on a good photo shoot of a beige pickup, restored in the workshop of Evgeny Shamansky, and at this moment the appearance of the upcoming model underwent another change. I wanted the same beige pickup. It has been restored quite well, but it uses modern low profile tiresthat make the silhouette not narrow and high, but, on the contrary, lower and wider. I gave up the wheels on alloy wheels, which looked foreign on the pickup, and returned to using the familiar, well-developed wheels from the set, but cut off high tires from them without a tread pattern and shod kararama rubber bands into the tires. There is not much to tell about the process of pasting the model with etching, except that the Armory etching was used, which I consider to be simply mandatory when building Emka on a 72nd scale. The set has good bumpers, openwork door handles, and an absolutely necessary frame windshieldwhich I don't know how to do without.

Coloration

The painting phase turned out to be no less fun than assembling the model. The first opinion that it is possible to blow out the car with a run and then fill it with glossy varnish hit the harsh reality of models viewed on the Internet, on which the normal shiny paint of a body polished to a shine was rarely found. I decided to seek help from the 24th scale modellers' techniques, who pay much more attention to painting than to assembling the model itself. The main instruction was the Ekha article from Karopka:
http://karopka.ru/forum/forum256/topic15421/
From the main, thorough preparation of the surface before painting, the use of enamel instead of acrylic, and the actual polishing itself. Previously, I did not use any enamels or polishes, and the glossy varnish was applied only in the form of a semi-gloss so that the remover spreads well. Therefore, the coloring stage filled me with a lot of bumps, some of which I could not fix. First, I used the wrong solvent, catching semolina all over the painted surface, then (apparently) allowed the rubber plunger of the syringe, which I was pouring the paint, into contact with the varnish, which caused the varnish to lie with holes. Therefore, I had to conduct another experiment with soaking the model in a mole.

The second time everything went much better. The semolina was again, but it was possible to sand it off, the varnish lay well, and those flaws that were, were perfectly polished. And the details finally shone with the same smooth mirror gloss of the polished car body:

Then came the stage of glazing, painting the interior and gluing various little things. I deliberately moved the assembly of the suspension closer to the end of the construction site so as not to break fragile parts while twisting the model while painting, and so that immediately with the finished body set the car relative to the ground. I consider this point very important, the wrong ground clearance, the wheels sticking out of the arches unnecessarily, a roll to the side or an accidentally raised nose can ruin the whole impression of the model, so the wheels stuck and came off very often until I got the desired silhouette.

Here, two more mistakes appeared, which I made in the initial stages of construction, and which at this stage it was too late to correct. Due to the fact that I did not deepen the joining

The very concept of a pickup - a small truck based on passenger car - was quite popular in those years in the West. Pickups also appeared in the USSR, in the early thirties. It was GAZ-4, a pickup truck based on GAZ-A. When in 1936 the GAZ-A was replaced by a more advanced passenger car - GAZ-M1 (the letter M in the name means “Molotovets”), pickups began to be built on its basis. They were released in 1939-41. Only a few have survived to this day. It is interesting to look at this car from a modern point of view, get acquainted with its structure and compare it with the current pickups.

GAZ-M415, like the base "Emka", had a frame structure. Generally, for trucks, a frame structure is preferred. Let's remember the VIS trucks. Although they are made on the basis of passenger cars, their bodies are mounted on a frame. If you look at the GAZ-M415 in profile, you will notice that the cab takes up a significant part of the length. Cars of those years had a small front overhang, the engine was within the wheelbase. Consequently, the length cargo compartment here it is about the same as that of the well-known “heel” IZH-2715 (its open version, the pickup itself, was called IZH-27151) with a greater overall length (4.58 m versus 4.1 m). The officially established carrying capacity is 500 kg. on paved roads and 400 kg. on unpaved (IZH-2715 has a lifting capacity of 400 kg).

Let's look into the cockpit. Despite the considerable overall width (1.75 m), it is even closer here than in IZH, which is 20 cm narrower. Especially in the front. The body shape with developed fenders and footrests suggested a significant narrowing of the cab in the front. The doors open against the course. Wheel it is located very close to the door, and the elbow rests against it (for IZH-2715, the elbow rests exactly on the armrest (in "Emka", of course, there are no armrests)). The seat (sofa) is not regulated (it was practically not regulated on the sedan). There is a battery under the seat, there is no room for it under the hood, and it cannot be with this shape of the engine compartment.

Let's get acquainted with the device of this interesting car closer. Let's start with the engine. This is a low-valve in-line four-cylinder four-stroke engine with a volume of 3285 cm 3. (98.43x107.95 mm.). It is derived from the Ford-A engine. In 1936, at Emka, it was improved: the lubrication system was improved, a new carburetor appeared, a centrifugal ignition timing machine was used for the first time, an air cleaner and a gasoline pump were modernized. Power increased from 42 to 50 hp. Some of the solutions used in the engine seem unusual to us now.

For example, fixing the piston pin with a split spring ring that fits into the annular grooves of the upper connecting rod head and pin. Or lack of lubrication connecting rod bearings under pressure. They were lubricated by special scoops on the lower caps of the connecting rod bearings, as well as holes in the upper part of the lower head. The bearings themselves were filled with babbitt, there were no liners. Between the detachable parts, special gaskets were placed, which could be removed as the babbitt wears out. In general, the lubrication system was very simple. There was no oil filtration (there was no oil filtration on the first "Moskvich" cars (until 1949)). The oil had to be changed after 750 kilometers.

Interesting that maximum pressure in the system was only 0.8 kg / cm 2. The cooling system was also simple, of a mixed type, where the water pump performed only an auxiliary function, enhancing the thermosiphon effect. There was no thermostat. But the K-14 carburetor is not as simple as it might seem at first glance. It is of a compensating type, in addition to the main and compensating nozzles, there is also a power nozzle. There was also an enricher, its needle was driven together with an air damper. There was no booster pump.

The clutch is of traditional design, with 12 cylindrical pressure springs. Clutch disc without damper springs. But in some ways the clutch of the old pickup truck is more progressive than the clutch IZH-2715. This is ballpoint release bearing instead of the graphite "Moskvichovsky". Transmission. It is three-speed, 3-shaft, the gear lever is located on the floor. The box is interesting for the presence of a clutch for easy engagement of the second and third gears. This, of course, is not a synchronizer, but, nevertheless, it greatly facilitates the inclusion of gears. The filling from this box was used until 1951 and at Pobeda. The rear axle was similar in design to "Pobedovsky" and differed from it in the design of the wheel hub. The half-shafts used there were called 3/4 unloaded.

The cardan transmission is very original in its structure. It was enclosed in a pipe rigidly connected to the rear axle. Naturally, there was no rear hinge, there was only a front one, of the "Spicer" type. The design is rather complex and has not received further distribution. Both in front and behind it is dependent, spring. Moreover, the springs were longitudinal (Ford-40, which was considered the prototype of "Emka", had transverse springs). Shock absorbers - hydraulic, lever, single-acting, worked only on rebound (double-sided shock absorbers before the war were installed only on the ZiS-101). It must be said that the springs themselves, in contrast to the springs, have some damping effect due to inter-sheet friction.

Steering. The mechanism is a "worm-roller". With dependent front suspension, the steering gear design is very simple. Mechanical brakes (or, as they wrote in the old literature, brakes) are quite interesting. There was a whole system of rods and cables. The cables were led to the front steerable wheels. Brakes - drum, shoe (for GAZ-AA rear brakes were tape type). Mechanical brakes have one advantage - design parking brake simplified, its lever works almost in parallel with the brake pedal and acts on all four wheels.

Electrical equipment. It was 6 volt, as in all pre-war cars (12 volt electrical equipment first appeared on the ZiS-8 bus). The generator (as it was written then, a dynamo) is a 3-brush generator, without a voltage regulator and a current limiter. The relay-regulator consisted only of a reverse current relay. Interestingly, during the war (and not only), in the event of its failure, the drivers manually connected and disconnected the generator-battery circuit. Starter is not quite common. Of course, his circuit was closed mechanically, using a foot drive, there were no relays. But the inclusion of the drive gear was carried out automatically, when the armature rotated, due to inertia, it received a translational movement along the cutting of the shaft and meshed with the flywheel ring gear. It should be noted that due to the low compression ratio (4.6), the engine of considerable volume rotated quite easily.

The car had a signal relay that turned on two signals of different tones. Instrument cluster looked modern enough. It consisted of two large dials. On the left was the speedometer, ending at 120. And, most interestingly, it had a counter daily run (IZH-2715 cannot boast of this!). The right dial contained a fuel gauge, ammeter and oil pressure gauge. The latter was hydraulic; a copper tube was connected to the device from the engine. There was no temperature gauge, it was judged indirectly, by the oil pressure (it was the same on the Moskvich-401).

There were no direction indicators either, but there were sidelights in a beautiful chrome case on the front fender. There was only one lantern behind, on the left wing. He also lit the license plate. How does the car behave on the move? The pedals are tight, you have to get used to mechanical brakes. The steering wheel is not heavier than that of the Volga. The gearbox works quite well. Not synchronized first gear requires skill (this is familiar to the drivers of old "Muscovites", "Volga", UAZs). The second and third gears are turned on unexpectedly easily, even without double squeezing and rebounding. Although they are useful here.

The engine with a modest power (50 hp) is striking in its high torque. Affected by a large working volume and narrowed valve timing. In direct gear, you can move at a speed of 20 km / h, without interference. First gear is needed mainly for pulling away. If desired, on an empty car, you can start with the second without much stress, although it ratio only 1.6. True, all this is given due to the fact that the engine fades on high revs... And it is not designed for such regimes. Lack of forced lubrication of the connecting rod bearings will lead to their rapid melting. And the pistons do not have a large margin of safety. Athletes tried to use them in the forced engines of the Volga, but there were cases of bottom separation.

The cruising speed of the pickup is 60 km / h, although the maximum is 90. Tires 7.00X16 with a diameter of 760 mm. provide ground clearance 210 mm. under the sump rear axle... In combination with a high-torque engine, this gives good cross-country ability... True, it is a little limited due to the huge wheelbase (2.83 m.). But the pickup is not prone to galloping. Yes, and the smoothness of the loaded pickup truck is not bad (empty because of the hard rear springs bounces on bumps). In winter, it is cold in the cab, there were no heaters then (only the ZiS-101 was equipped with them).

This pickup also had an all-wheel drive modification with 6 cylinder engine - GAZ-61-415. A small number of them (36 pieces) in a simplified version, with a canvas cab (GAZ-61-417) during the war were used as tractors with a carrying capacity of 750 kg. for light anti-tank artillery of 45 mm caliber. and 57 mm. In the rear, under the longitudinal seats, boxes with trays for shells and artillery equipment with a total mass of up to 250 kilograms were placed. In addition, 6 crew members were also accommodated in the back. In this respect, the designers of GAZ turned out to be unusually perspicacious, guessing the concept of the future car. All-wheel drive pickups have become widespread in the future and are now very popular.

After the war, car factories did not seem to build pickups officially. True, in my childhood I had a chance to see pickups based on the Volga GAZ-21. They worked for a trans agency at the bazaar. Perhaps it was a semi-handicraft assembly. I also remember the children's book "Formula Che-Che" (Man to Man). There, the pioneers enthusiastically restored the old pickup at the base of "Victory", it seems, they even gave it a proper name ...

Of course, now the Emka-based pickup, with a huge old-fashioned cab and a short, narrow body (it retains the rear protruding fenders from the sedan), looks quirky. But ... Separate wing ears with streamlined headlights mounted on brackets, high narrow lining with an original pattern, chrome-plated steel bumper - this is something ... The image of a pickup truck, a rural worker is somehow more suitable than modern design with an abundance of plastic. If in the aforementioned film instead of “Emka” a more modern pickup truck was shot, the film would have lost a lot ...

©. Photos are taken from publicly available sources.

SOCIALIST INDUSTRY

The fence, in which the aging and decrepit pickup stood for many years, divided the life of the car into "before" and "after". But a miracle happened: she, who turned, in fact, into scrap metal, was given new life... Like all those who have lived long, the pickup truck remembers the young years best ...

"We have surpassed the main capitalist countries in terms of production rates and industrial development rates ..." The words from the report of the "father of nations" at the Congress of the All-Union Communist Party of Bolsheviks in March 1939 are as meaningless as they are hypocritical. “Tempos” were repeated like a spell, but they did not bring victory over the total shortage of goods and products. And then the saying was even quoted in the famous "Book of tasty and healthy food" - the first such edition of "the country of victorious socialism." But the abundance on the tables, about which the authors so profoundly broadcast, must first be grown somewhere. This was not spread in the book, photographs of villages, in contrast to giant food factories, were not given, and the equipment of the village was kept quiet. But on the lips of everyone the concepts of "industry" and "mechanization" (to demonstrate the success of the first in 1939, an exhibition was opened on the Frunzenskaya Embankment of Moscow, the second theme is devoted to the pavilion at the grand agricultural exhibition). First of all, for collective and state farms in 1939, a pickup truck based on the GAZ-M1 was launched into production - the country's only mass passenger car.

Some “emki” pickups, despite the war, have lived quite long lives. Over time, homemade hubcaps were often put on the body, turning cars into a van, and given the benches in the back, even a station wagon.

The GAZ-M415 pickup is clearly made according to the American model. Farmers (read: kulaks) in the USSR, however, were exhausted by the end of the 1930s. But the workers 'and peasants' army was gaining strength, for which, like the collective farmers, any car fit, especially a cargo one. In the back, you can carry 400 kg (who counts them?) Or six thin hard workers. Why should they get fat! .. ... It's amazing how this big car managed to make it so tight! Not only is the sofa (loudly said!) Pressed against the steering wheel, but the angle between its pillow and the back is almost sharp! So as not to relax? However, by the standards of 1939 and taking into account the development of the Soviet car industry, the GAZ-M415 pickup truck is very good: more comfortable than a lorry, it is dynamic almost like an emka. Loud slogans and bravura songs, funny films about a happy life ... True, they very rarely showed the village. Only "Pig and Shepherd" and "Tractor Drivers" are remembered. However, the latter is more of a “mechanized defense” rather than a village one. In other paintings, the village was presented as a dacha, as in Hearts of Four, or the plot revolved around the exodus from the village to a large industrial city. So, the girl Tanya even became a deputy of the Supreme Soviet, and she flew into a bright future (literally!) In an open GAZ-11-40 - a distant relative of our pickup truck. The latter, of course, is much more modest than the phaeton, so let's go to where he spent his youth.

RURAL LIFE Local roads near Moscow are not much different from those they rocked 70 years ago. And in some places they are more reminiscent of 1941. Large wheels of the cargo "emka" with high tires, durable springs allow you to break away from newer cars. It is difficult to break something in an ancient pickup, the ground clearance is 210 mm. Hey, modern off-road vehicles! But sometimes you have to slow down in front of the pits. It doesn't work out very well! The fact that the brakes are mechanical is half the trouble, on our pickup they are very weak. Therefore, I try to go around the pits, practicing taxiing. A bit like a longboat: a few turns to the left - the pickup slowly sailed to the opposite side of the road. Helm in back side - we are drifting to our lane. It is good that in second gear you can go completely "in a whisper", and with a certain skill - and get under way without much difficulty. The lower valve with a capacity of only 50 hp. (with a volume of 3 liters and a quarter!), jerking, pulls the car not quickly, but persistently. By the way, gear changes are unusually easy. There are no synchronizers in the modern sense in the box, but the edges of the teeth of the gears were given a special shape to facilitate the transition from one gear to another. However, double squeeze upshifting clutches and downshifting lag won't hurt at all.

Single-acting hydraulic shock absorbers are better ... than none. But as soon as the grooves become frequent, the "emo" enters into resonance - I jump up to the ceiling, my feet slide off the pedals. They say that the car from behind looks very funny at such moments. And what if, say, milkmaids with cans were sitting in the back? That would also "have fun"! But at low speed, the car is not afraid of any country roads (at least dry ones).
Unlike cars, villages, even those near Moscow, have not changed much since the late 1930s. The house, where the village council was, may have been tinted, but the cowsheds were completely abandoned as unnecessary. It was approximately in this landscape that the "Gazik" spent his youth: he sneezed from dust in the fields, forced the seasonal mud, made his way through the snowdrifts. He took vegetables or milk, or maybe meat, which was sent, say, to Moscow - to the Mikoyan plant. Or in Baku - to the one named after Beria ... LABOR AND RED STAR The leader proclaimed: "Life has become better, life has become more fun." Compared with 1913, the production of everything and everyone (especially that which was not produced at all) has grown many times over. It seems that all the enemies of the people have been exposed. And on September 18, 1939, in a joint communique of the Soviet and German troops, they formulated the task: "... to restore order and tranquility in Poland, disturbed by the collapse of the Polish state ...". Well, let’s defeat the Finns quickly!

At the All-Union Agricultural Exhibition (VSKhV, later VDNKh) in the pavilion "Mechanization" "emka" flaunts, which "is creamy in the sun, and at nightfall glows emerald." Regular television broadcasting began in the USSR (trial - back in 1937). While in the country, however, there are only about 100 receivers, mainly in clubs and "very few" apartments. And a pickup truck is injected somewhere on a collective farm, and, as the poet said, his "work flows into the work of my republic" ...

Rare car, having gone “on a furious campaign”, he lived to the end of the Great Patriotic War: damaged cars, sometimes simply left without gasoline, were thrown into roadside ditches. This GAZ-M415 was lucky: he helped to restore the country, then got to a private owner, and in the end ended up under the fence. There he would have died quietly, had not fallen into the golden hands of restorers in time ... It is worth stopping in a crowded place, the audience gathers around the "emka" and begins to make the most incredible assumptions about the origin of the machine. For young people, even such a device that is not old in terms of history is a dinosaur. Here is the story that the machine tells, someone will probably also seem like a myth of the ancient world ... WORKER OF THE FIELDS

The GAZ-M415 pickup is a cargo version of the GAZ-M1. Produced from 1939 to 1941. The motor developed 50 hp. at 2800 rpm, the gearbox is three-stage, the carrying capacity is 400 kg. On the basis of the modernized sedan GAZ-11-73 of 1940 with a 6-cylinder engine, prototypes were built: GAZ-11-415 and all-wheel drive GAZ-61-415. In 1941, a small batch of GAZ-61-417 all-wheel drive pickups with a simplified body was produced. The editors would like to thank the workshop of Evgeny Shamansky for the car provided.

At the end of the 30s, the national economy of our country needed small cars, capable of carrying small consignments of cargo weighing up to 500 kilograms. By that time, the GAZ-4 pickup truck had already become obsolete because it was produced on the basis of the GAZ-A phaeton and in 1937 it was discontinued. It was decided to build a replacement for him. Such a car was the GAZ-415 pickup, built on the basis of the GAZ M-1 passenger car and was its modification.

The first prototype GAZ M-415 was produced in 1938, this car was based on the GAZ-M-1 chassis, but unlike it did not have a passenger compartment, immediately behind the driver's cab there was a body that served as its continuation, just like for GAZ-4. However, after a series of tests, it turned out that the divided cab and body are much more durable, the original design had to be abandoned, and on serial models GAZ-M-415, the body with the cab have already been separated.

With the onset of World War II, the production of GAZ-M-415 pickups was frozen, and the total number of copies produced was approximately 8000.

Design and construction

GAZ-M-415 received exactly the same grille as the sedan GAZ-M-1, and not only the grille, the entire front end was the same. Also, the pickup was in no way inferior in terms of comfort. It had exactly the same sun visors, an ashtray, a cigarette lighter, a solid sofa-type seat. Folding wooden benches were installed in the back to carry six passengers, just like on the GAZ-4.

As a power unit, the GAZ-M-415 pickup received exactly the same engine that was used to complete the Emki, although it was originally planned to replace it with a newer one. But it was not immediately possible to master the production of a new engine. However, in the interval between 1940 and 1941, several copies of GAZ-M-415 vehicles were still produced, on which new 6-cylinder GAZ-11 engines were installed, this model was named GAZ-11-415, and later the all-wheel drive pickup GAZ-61-415 was built.

Photos

Car video

Specifications

Specifications car GAZ-M-415 "\u003e

Layout	Front-engine, rear-wheel drive
Wheel formula	4x2
Number of seats	2
Dimensions, mm
Length	4580
Width	1770
Height	1750
Wheelbase	2385
Weight, kg
Curb	1370
Full	1870
Carrying capacity, kg	500
Engine
Model	GAZ-M-1
A type	Petrol
Number of cylinders	4
Volume, cm 3	3285
Power, h.p.	50
Transmission	Mechanical, 3-stage
Maximum speed, km / h	90
Fuel consumption, l / 100km
Track	13

The ancestor of pickups in the Soviet Union was, built in 1933 on the basis of the GAZ-A sedan, but it had one design flaw - the sides of the body and the cab converged into a single whole, and the frame could not withstand the loads and twisted, and therefore often the car actually broke in half ...

With the release of a brand new car in 1936, engineers Sorochkin, Kirillov, Komarevsky and others immediately set about developing a pickup truck on its platform. The first prototype appeared two years later and, like the ideological predecessor, had fused sides of the body and the cargo platform, however, on subsequent copies they were nevertheless divided, considering that this would increase the level of reliability.

The spar frame with an X-shaped cross member to increase rigidity served as the constructive basis for the pickup. The dependent suspension of all wheels was borrowed from a related "emka", like the engine, and drum brakes with a mechanical drive, and a rear-wheel drive transmission with a three-speed manual box gear. Interestingly, it was originally planned to equip production cars with a new six-cylinder GAZ-11 engine (3.5 liters, 76 hp), and prototypes with the already mastered four-cylinder GAZ-M engine (3.3 liters, 50 hp) , however, with its assembly tightened, and more powerful power unit it was not possible to massively introduce it into a semi-truck, called GAZ-M415.

Despite the purely agricultural orientation of the car, notes of comfort, such as ventilation, sun visors and even a cigarette lighter and an ashtray, migrated to the interior from the "emka". Behind the cabin, however, was located what this car was built for - a spacious cargo platform designed for 400 kg of cargo or six people who could be accommodated on folding benches. The front and side walls were fixed, and the rear one could recline for more convenient loading of various luggage. Also, special holes were provided into which it was possible to insert arcs, pull an awning over them, and thus protect passengers or cargo from the wind, bad weather.

Serial production of the GAZ-M415 started in 1939, and in the same year he went to the All-Union Agricultural Exhibition. However, the new product did not manage to work in the villages for a long time - the Patriotic War began, and all the pickups ended up in the Red Army.

In 1940, the GAZ-11 engine was finally ready, and it was installed on prototypes GAZ-11-415 and all-wheel drive GAZ-61-415. A year later, a light army GAZ-61-417 tractor with a simplified body was built, which later became the prototype of the GAZ-64. However, none of the three prototypes had much success: most of all 417 were produced - 36 copies. As for the GAZ-M415 model, almost 5.5 thousand of them were collected, but only a few survived after the war.