[Sourceress]

Он самый. Цитирую нашу с Дитрихом книгу:

"В 1976 г. на основе серийных деталей был изготовлен четвертый двигатель для автомобиля Капшеева, относившийся к классу 8 (до 3000 см³), – этот вариант обозначался как К-3000. Двигатель базировался на V-образном восьмицилиндровом блоке цилиндров, заново сваренном из частей блока ЗМЗ-53 (от грузового автомобиля ГАЗ-53А) и расточенном под гильзы двигателя «Москвич-412». Головки блока цилиндров и ряд других деталей использовались также от двигателей «Москвич-412», а поршни, шатуны и коленчатый вал были изготовлены самостоятельно. Двигатель имел восемь карбюраторов и систему смазки с сухим картером; применение турбонаддува не предусматривалось. Рабочий объем составлял 2956 см³, а мощность – около 170 л. с."

[GOOGLE]

[MoonLight]

Наверное известное фото ГЛ-1 из архива музея ГАЗ
Источник

[CountOlaf]

Что за автомобиль на 4 фото? Остальные мне вроде знакомы. Из альманаха "Автомобилист" №2 1962.

[Sourceress]

Любопытно, что этот неизвестный автомобиль на четвертой картинке возникает на форуме с завидной регулярностью, раз в три-четыре года, и все время с одним и тем же вопросом...

[Sourceress]

Порылся в своем архиве, и по косвенным данным получается, что это 1957 или 1958 год, самоделка из какого-нибудь московского таксопарка.

[ТРАНС]

57 год, Волга только пошла по конвейеру...Не рано для спортивной модификации? Или тогда такие темпы были в ходу? А ОБХСС?

[Sourceress]

На подписи внимания не обращайте - тут даже спортивные "Москвичи" умудрились обозвать автомобилями на агрегатах "Победы". А эта самоделка, я уверен, была сделана именно на базе "Победы", а не "Волги".

[Сергей 62-а7]

Появление материала о спортивных "Победах" на "Автоспорт в СССР" пробудило интерес к судьбе автомобиля переданного в таксопарк №6. Возможно кто-то располагает информацией или фотографией этого автомобиля в период 1961-62 гг.
Заранее благодарен.

[stoyan]

статья в декабрьском номере 1962 года журнала "Car & Driver"

Russian Championship
The Soviets take a step toward world racing — by Stig Bjorklund

на ебее. есть предложения как самого журнала так и статьи отдельно

Текст статьи и комментарии к фото

Car & Driver - Page 42
_____________________________________
When Russia's first FIA meet was announced for late August in Leningrad, we decided to send our man Stig to work as any motoring journalist would at Nilrburg- ring, Le Mans or Sebring. His report follows. — Ed.
_____________________________________
RUSSIAN CHAMPIONSHIP
A phone call to Moscow's Central Auto Moto Club proved a very wise step, since I got the information that the races were postponed. Two more calls during the next weeks got me the exact days for the meeting, the news that tickets could be bought together with coupons for hotel accommodations and food (in advance as always when you go to Russia); and off I went — still a bit nervous, since nobody had cared to tell me who was the organizer of the races.
Saturday morning in Leningrad. The hunt for the organizers started. Two hours later, after phone calls, taxi tours, and tram traveling between different offices, I was back two blocks from my hotel, at the Leningrad office of DOSAFF. (Those are initials for the organized free-time activities within the Army, Air Force, and Navy.) DOSAFF was organizing the races. They gladly handed me a press card, together with a list of the cars and drivers of the various classes, helped me arrange a lift to the track, and there I was, the only Western correspondent at the meeting, free to look, ask, and photograph.
The first impression was rather confusing, since racing and sports cars behind the Iron Curtain are something quite special. I could recognize the Formula Three cars; there were a lot of Juniors, most of them rather heavy and primitive; but the two other classes involved were quite strange. Formula Libre sports cars looked fast from the exterior, but all of them were heavy and shared the same 2.5-liter Volga engine in various tuning stages.
Sports cars normally race in different classes, according to engine capacity, but this time they were all put together and raced with the racing cars. Russian sports cars just aren't like anything else. Most of them are very big. Body forms are often quite fantastic, sometimes with very extreme streamlining.
What can they do? After having investigated the cars, seen them in competition and spoken to the drivers, mechanics, and constructors, I can say definitely that Russians are not yet ready for international competition west of the Curtain. Not if they want to make their debut a success, as they seem to like it in other sports. The plain fact is that Russia, through a very special system for building and racing cars, has figuratively been put in the last row of the starting grid even in competition with its smaller satellite countries. That

■Junior race brought out variations on Wartburg engine theme: East German (round tail); Polish (oval); Russian (flat oval).
■Crowd of 40,000 watches finish of main event at huge Kirov stadium outside Leningrad. Formula Libre racer leads Volga sports car to finish line.
■Poster announces first International (top word) Car Contest (lower) to be held in the Soviet Union, with East German, Polish and Czechoslovakian cars.

Car & Driver - Page 43
■Smiling Soviet driver Yuri Vishnyakov won first two Formula Libre races< but three laps from finish of third lost race and smile

Car & Driver - Page 44
■Junior winner, East German Melkus Wartburg, was most modern, admired, kicked.
■Formula Three is popular in Russia although abandoned in satellite countries, Team Estonia members talk strategy.
■Horseshoe cource inside and around Kirov Stadium is two miles long, proved fast.
■Experimental Moskvich Junior, behing sign saying "Keep Out," was built by Soviet Scientific Automobile and Engine Research Institute, is first to use a rear engine.
■Smart-looking Juniors from Tallinn, Estonia are powered by 50-bhp Wartburg engines, too small for these cars.
■A.C. Argentov checks Moskvich engine in his Kozenkov Junior. Engine is mounted diagonally at the front
■Simple but seemingly efficient way of getting at everything is demonstrated on Volga Formula Libre.

Car & Driver - Page 45
system is primarily an educational one. It is meant to train the talents of mechanically interested young boys. Clubs of different kinds are ready to give them all a chance to try out as co-constructors, co-builders, and maybe even drivers of racing or sports cars. The result is a pyramid with an enormous base but a very modest total height. In the tall, narrow shadow of other countries' more concentrated efforts, this is beginning to look much too low. Something has to be done, and is being done.
Let us take the Formula Junior story to tell what this something is. The first Russian Junior is said to have been constructed by a Leningrad taxi driver and motor club enthusiast, Valentin Kozenkov. The year was 1959, and the result was a Moskvich Junior with the rather heavy four-cylinder Moskvich engine mounted in front. Three years later, Kozenkov is a Master of Sports, a very distinguished title that you get only after having passed third, second, and first pilot degrees. Kozenkov-built Juniors are all over Russia, but they still are of the same basic design as in 1959: large, heavy, and not too fast.
Russia's system was never meant to produce amateur Stirling Mosses or Colin Chapmans, and racing used to be a rather fair duel between men and machines of about the same quality. Since international racing was taken up in modest scale behind the Curtain, things are not what they were. Russian constructors and organizers really have something to think over.
The differences when the East Germans and the Poles come to race with the Russians are not less than between a 1959 Stanguellini and a 1962 Lotus. The East Germans are producing Juniors of nearly top quality, and they showed it very clearly during this meeting. Practice became a battle between the Germans and the Poles, who both had their builders, Hans Melkus and E. Jankovsky respectively, as number one drivers. Their rear-engined two-strokers were really fast and good, and there are said to be even faster types available. Western drivers could really get a battle on East European tracks.
Russian Juniors were bound to be the slowest, but things are changing. In a garage in Tallinn, Estonia, a group of enthusiasts is busily working overtime in a repair shop. During the last years they have produced an astonishing number of interesting designs. Raced this time were two smart-looking Juniors of the same type as the East German Melkus-Wartburg. Both cars managed to get well ahead of the traditional Russian Juniors, though their modest 50 bhp from the rear- mounted Wartburg engines, together with their higher weight, made it impossible for them to threaten the visiting cars. Tuning will go on, however, and in another year they should have a far better chance against the East Germans.
Immediately after practice an interesting deal was closed. Melkus is to build two Wartburg Juniors for NAMI (the Scientific Automobile and Engine Research Institute) in Moscow. The role of NAMI in this instance is to produce new racing designs for the clubs to try.
Rear-mounted engines nowadays seem a must for Juniors. Russia's first Junior with a Moskvich engine behind the driver was to have been raced at this meeting, but never started since there was some engine trouble that couldn't be solved in time. Power was 70 bhp at 6,200 rpm, a rather normal figure for Moskvich Juniors, but I was told that NAMI now really wants to get the revs up. The goal for next year is 100 bhp, a figure that might silence complaints that the engine is too heavy for its power.
Another experimental car from NAMI started in the Formula Three class, an all-Russian affair behind the Curtain nowadays. The engine normally used, a BMW- like opposed twin, develops around 40 bhp for racing, but on this car gave 52 bhp. Total weight is just over 600 pounds and the car's speed is said to be 105 mph. On the wet, uneven track of Leningrad's Kirov Stadium it lapped at nearly 67 mph. Design was interesting — torsion-bar suspension in front, de Dion rear axle system, light plastic body over a feather-light tube frame. Success was clear-cut — all the other cars were left far behind from start to finish.
Would it stand up against Western competition — Coopers, for instance? "It is probably even faster," was the answer from the otherwise rather modest driver, Grigori Surgutyov. "But it is still not perfect."
That the combined event for racing and sports cars was an interesting and popular one was due to personal more than technical performances. These cars, especially the heavy sports cars with primitive construction, made a very lively, exhilarating sight as they bounced by, braking into the tricky bends with leaning bodies and screaming tires, then roared like wounded lions in their efforts to catch up speed again. The hairpin bend just before the finishing straight forced the giant cars to reduce speed quickly, and soon you could tell some of them in advance just by the sound of their tires when braking.
"Foreign birds" among these giant sports cars were two Skodas (August, 1959 C/D) shown in Paris a few years ago. They had no difficulty in finishing first and second. The 1,100-cc Skoda engine delivered 90 bhp, Simple suspension (left) on Volga-powered 80-bhp

Car & Driver - Page 46
■Simple suspension (left) on Volga-powered 80- bhp Formula Libre doesn't use shock absorber.
■Fastest Formula Three was experimental rear-engined car with 480-cc, 52-bhp cycle engine.
■Fastest Junior was a chain-driven Melkus- Wartburg. This odd transmission performed well and car set meet's best lap time.
■First karts ever seen racing in Russia made debut at Kirov Stadium, were immediate success. Engines are 125-cc, 4.5-bhp units.

the gearbox was in the rear together with the differential unit, and the cars had very efficient drum brakes, the rear ones mounted inboard.
Among the Formula Libre cars there was an interesting duel between two Leningrad drivers, Vishnyakov and Novozilov. Young Vishnyakov smiled happily lap after lap as he kept his best competitor behind during all the Saturday run. Next day the procedure was repeated. Vishnyakov kept his eternal happy smile — till about five laps before the finish. Novozilov managed to sneak by in a corner, and Vishnyakov just couldn't get his untuned 70-bhp Volga engine to produce the extra power he needed. The smile was gone, but his gestures, as he passed his supporters, told enough. Karts have now reached Russia. They were raced in Leningrad for the first time, and there is no doubt they have good possibilities of becoming very popular there. Thus far, the go-karts (which is what they are called even in Russian) are rather primitive. All the 15 cars started were exactly similar, each having a 125-cc, untuned 4.5-bhp motorcycle engine and live rear axle. None of the drivers had yet heard of the newer American types, small, light karts with one or two high-revving power-saw engines, but you can bet they were interested to hear.
Both pictures and technical data tell how Russian machines compare to what we have in the West. In short, still much below our level. As to the men, it is harder to say, since slow machinery made it impossible for them to fight for victory. The truth is, however, that only the best Russian drivers have a chance to get behind the wheel at an important meeting like this. A Russian driver must pass three initial stages — first as driver of third degree, then second and first. After that, if he can qualify by winning a championship, he may become a Master of Sports. Of 42 Russian drivers at Leningrad, 17 were Masters of Sports and the rest first- degree drivers. Russian racing drivers are generally very well prepared, since they have usually taken part in their cars' construction and maintenance. It's the cars that hold them back, and the lack of wholehearted support from the industry that keeps mechanical quality down.
"Come back in three years," one mechanic said to me as we clustered in a Russian pit tent during one of the numerous rainstorms. "By then we will be much further, perhaps into the Sputnik class. We did it in space, and we can do it on the track. Provided, of course, that our automobile industry really backs us up the way they are doing in the German Democratic Republic, the Polish People's Republic, and the Czechoslovakian Socialistic Republic. But they will!" C/D

[Сергей 62-а7]

Постараюсь пояснить суть своих сомнений. Автомобиль на фото стр.91 в этой теме это СГ1(55) образца 1960? Передняя часть имеет заметные отличия, а задней не видим. Смущает исполнение,безобразно заварен проем двери, шов(?) позади арки колеса, в то время как СГ1 выполнен очень аккуратно. Совсем другой почерк. Почему? Автомобиль был поврежден, но поскольку к 60гг утратил конкурентоспособность восстановлен " на скорую руку, по принципу необходимой достаточности для начинающих спортсменов? Или это вполне самостоятельная конструкция "по мотивам"? Интуитивно придерживаюсь первой версии но надо-бы иметь объективную мотивацию. На мой взгляд какая-то ясность появится если удастся узнать водителя или увидеть этот автомобиль полностью. К сожалению это мне пока недоступно. Если в чем-то заблуждаюсь прошу поправить.