NO.57 Restaurant.
The song "Summer Rain" was played from the speakers, sung by Igor Tarikov. In today's world where rock and disco dominate the mainstream, he is a rare lyrical singer in the Soviet revisionists and one of the few who does not add political elements to his lyrics.
Nan Yi asked Aksinya to order a set meal. When the dishes were served, the two of them chatted about light topics while eating in a harmonious atmosphere. Nan Yi did not bring up any offensive topics that would ruin the atmosphere.
Some things need to be done slowly and not rushed.
The next day, around noon, Bao Huantou called Nan Yi and told him that another place had been robbed last night. A lot of money was stolen, and a beautiful female trader was also arrested.
Not long after finishing his conversation with Bao Huantou, Nan Yi received another call from Moscow's 71st Branch, from Leerlin.
After Episov became an important figure in the National Guard, he naturally had to arrange his own confidants and some capable people. Lehrlin was Altonyan's confidant, and Altonyan was Episov's die-hard supporter. Naturally, Lehrlin was also accommodated and assigned to the 71st Branch as a major.
The National Guard still mainly follows the military structure model, with military ranks. Promotion of positions often follows promotion of military ranks. It is rare for lower-ranking officers to lead higher-ranking officers. There is no such thing as a low-ranking officer with a high degree of authority or a high-ranking officer with a low degree of authority. In the same department, a major is definitely the superior of a captain.
Lerlin was the second-in-command in the 71st Precinct, and he was in charge of basically all the specific operations. To make a horizontal comparison, he was almost the executive deputy director/political commissar of the precinct and captain of the criminal police team/major case team. However, at that time, there was no such thing as director or deputy director at the level of the National Self-Defense Force precinct, and people were generally addressed by their military rank.
"Mr. Adam, our branch has arrested two groups of people. One group can be confirmed to have committed crimes in Moscow many times, and the other group is new and committed a crime for the first time last night."
"learn."
After a brief conversation, the two ended the call. They had already arranged what to do in advance, so there was no need to say more now. Nan Yi believed that Laierlin would definitely take care to get things done. After all, he was one of the shareholders who had received money.
Besides, who wouldn’t be interested in generating income?
Nan Yi had heard about the existence of oligarchs in Russia in his previous life, and had also seen the term "seven major oligarchs", but he didn't know who these seven people were. He only knew one, Berezovsky.
Nan Yi couldn't quite remember why he knew him. He only vaguely remembered the two points, "Automobile Union" and "unexplained death". It could be said that Nan Yi knew nothing about Berezovsky's life before.
There was no way. He didn't expect that there would be such a thing as time travel. The Seven Oligarchs and the Eight Oligarchs were already in the past tense and were far away from him. Who the hell would have the time to remember these insignificant things?
It was his birthday in his previous life, but Nan Yi couldn't react quickly. Every time he thought of it, he would first recall his ID number in his mind, and then extract eight digits from it, the year, month, day and one minute, before he suddenly realized.
Nan Yi used to hang out in Internet cafes for a while, and after doing business he often filled in his ID number, so he had a very clear memory of it.
As for birthdays, he has never taken them seriously. He didn't have the conditions to celebrate his birthday when he was a child. When he grew up, he frequently went to entertainment venues and came into contact with many women who celebrated their birthdays every day, or even several times a day. So birthdays were not so sacred in his heart.
There was such a woman who pestered him to buy a birthday present in March. Nan Yi bought her one. In July, she acted coquettishly and said, "Honey, it's my birthday tomorrow. I want to buy a bag."
At that time, Nan Yi felt that his IQ was greatly insulted.
Previously, the KGB was split hastily and was divided into three parts in just a few days. However, for an organization with more than one million members and more than 200,000 members overseas (front-line agents and logistics personnel), it is not so easy to sort out.
After the August 19 Incident, corpses of people who died in unknown circumstances appeared all over the world. Many of them had Slavic features. If you think about it, you can imagine that there must have been stories of purges, silencing, and defection.
Nan Yi could roughly estimate the annual cost of supporting an unproductive intelligence officer. Since 1990, the Soviet revisionist army had problems with logistics supply, and both allowances and food began to be discounted. This year, it was even more obvious how tight the finances were.
This is the case in China, and it will be even more difficult for KGB agents who are stationed outside and need to spend foreign currency. When you take into account wages, housing, food, safe houses, weapons and equipment, costs of bribing people/intelligence, etc., it is not excessive for an agent to spend twenty or thirty thousand US dollars a year.
Trying to estimate the lowest possible cost, with 200,000 people paying $20,000 per person per year, the total cost would be $4 billion. Nan Yi was certain that the Kremlin could not afford this amount of money. Even if the KGB agents were very frugal and reduced the cost by 10 times, the Kremlin still would not be able to afford it.
Last year, in order to buy urgently needed materials such as food from abroad, the unit "billion" has disappeared from the Soviet revisionist foreign exchange reserve account book, and the "tens of millions" is also in jeopardy. So far, the situation of the "million" is relatively optimistic, and there is a high probability that there will be no sudden illness.
The current situation of the Soviet revisionists is that they owe hundreds of billions of dollars to the outside world. At the same time, they also have some accounts receivable from the outside world. Among them, the largest debtor is India. From the 1950s to the 1980s, the total amount owed was about 14 billion rubles.
Nan Yi guessed that Moscow had already hinted to New Delhi that it was time to repay the money, but New Delhi certainly had no shortage of people who understood politics and economics, and the Soviet revisionists had a clear idea of ​​the situation. It would be wishful thinking to ask it to repay the money at this time. Once the ruble depreciated significantly, it would immediately repay the money on its own initiative without any urging.
Without money to support so many people, there are only two choices: one is to increase revenue, the other is to reduce expenditure. After Nan Yi and Yepisov became friends, he had a general understanding of the current situation of the KGB. The First Directorate, which was originally responsible for external affairs, began to streamline its staff since the beginning of last year.
Whether it was the 10 divisions specifically responsible for external operations and intelligence gathering, the 11th division responsible for dispatching "advisors" abroad, the 12th division responsible for forging documents, and so on, a lot of troubles occurred during the streamlining process.
As for streamlining, common sense should be to remove the dross and retain the essence, and keep the elites. However, the reality is not like this. From the highest level of the KGB all the way down, the leaders and chiefs make a streamlined list based on closeness to the officials. Taking advantage of this good opportunity, there are many incidents of cracking down on dissidents and covering up shameful scandals. It can be said that everyone in the KGB's overseas personnel is in danger.
Under such circumstances, some agents disappeared from the face of the earth, some took the initiative to disappear, and some took the opportunity to leave the KGB.
After knowing this situation, Nan Yi asked Sergei to recruit a group of streamlined personnel to form a business espionage team specifically responsible for gathering business intelligence within the Soviet revisionist territory - Blood Type.
Blood Type is managed by Sergey and has its own system. Nanyi only provides the initial operating funds, and the team will be responsible for their own profits and losses in the later stage. Nanyi will pay the fees if it asks them to do things.
To put it bluntly, Nan Yi does not trust these KGB people and it is impossible for him to absorb them into the Nan Group. It is good for the two sides to simply position the relationship as a cooperative one and there is no need to go a step further.
After the blood type was established, Nan Yi asked them to investigate the background of Izmailov and Berezovsky, and found out that there was no great figure standing behind Izmailov;
He also knew that Berezovsky's career had just started, so he took advantage of the situation and established a company specializing in car imports, called Rogovaz. It started out by importing second-hand Mercedes-Benz from scratch, and now has begun to cooperate with Rog Systems AG in Turin, Italy, to sell Zhiguli cars on behalf of others.
The reason why Nan Yi was thinking about Berezovsky was very simple, it was for trucks. He had planned to establish driver back-to-back and driver friend information services in the reclamation group. Driver back-to-back services would be expanded to include affiliation services, loan purchase services, and would also be extended to auto repair, auto modification and decoration, and auto insurance agency.
In order to successfully implement these two plans, especially the driver back-to-back plan, we need a low-priced, high-performance truck, preferably with a single channel so that we can easily control the domestic market.
With these conditions in mind, when it comes to matching automobile suppliers, only the Soviet Union can find the most suitable one.
During the Tsarist Russia period, the automobile industry in the Soviet revisionists lagged behind in development. It was not until before World War I in 1916 that five automobile factories were built in an effort to quickly make up for the shortcomings and promote the development of the automobile industry.
By the time World War I broke out, Russia had produced a total of 17,000 vehicles of various types, of which more than 90% were foreign brands, which was far from meeting the needs of the army, let alone promoting economic development.
After the October Revolution, the automobile manufacturing industry received great attention from the Kremlin, and automobile production began to increase steadily year by year. The research and development of new automobiles and the nationalization reform of the existing automobile industry also progressed smoothly.
In 1921, factories such as Citroën, which the French helped build before World War I, were nationalized.
By 1924, the Soviet revisionists began to produce cars they had developed themselves.
From the late 1920s to the early 1930s, the economic crisis swept the Western world, and Western automobile manufacturing technology began to enter the Soviet Union, promoting the rapid improvement of the production and quality of Soviet automobiles.
By 1937, the Soviet Union's automobile production exceeded 200,000 units, of which truck production ranked second in the world and first in Europe, surpassing Britain, France and Germany and second only to the United States.
On October 1, 1931, Stalin published a congratulatory message in Pravda entitled "To the Workers and Administrative and Technical Personnel of the Amo Automobile Plant", marking the formation of the Soviet revisionist automobile industry and truck manufacturing system.
After increasing automobile production, the Soviet revisionists began to pay attention to improving automobile quality, changing the situation of "lack of heavy products and few light products", and started to develop large-load trucks that met military needs, had strong off-road capabilities, and were compatible with the Soviet revisionist road system.
In the early 1930s, Britain developed a four-axle all-wheel drive truck, which was a new concept at the time. The Kremlin paid great attention to this and was determined to overcome this difficulty, and gave the task to the Yaroslavl Automobile Plant.
The Yaroslavl Automobile Plant lived up to expectations and quickly developed the uniquely shaped YAZ-12 (ЯАЗ12) four-axle off-road truck, which was improved based on the YAZ-10 three-axle 6×4 truck.
In order to achieve heavy-load all-wheel drive mode, the vehicle adopts a double-axle structure installed at the front and rear to improve the load-bearing capacity. For this purpose, a new complex transmission and transfer system is designed. This system includes 30 ball bearings, 12 roller bearings, 9 universal shafts and 18 universal joints, and uses a US-made 120-horsepower Continental 22R 6-cylinder engine and Brown Line 554 gearbox.
After testing, the performance of the Yas 12 is relatively good. The vehicle weighs 20 tons, is 6.6 meters long, has a ground clearance of 320 mm, a maximum highway speed of 45 kilometers per hour, can cross a 1.5-meter-wide gully, wade through a 0.6-meter-deep shoal, and has a load capacity of 12 tons. It can be said that it set a precedent for the Soviet revisionist four-wheel drive full-motion heavy-duty truck.
But in the end, it was abandoned because the technology was too complicated and mass production was difficult.
The history of the Claas series of models can be traced back to the 1930s, when the Kremlin built an aviation factory in Kremenchug, Poltava region, Ukraine. This factory was the predecessor of the famous Kremenchug Automobile Factory. During the Great Patriotic War, the factory was destroyed by war.
After World War II, in order to heal the wounds of war, on August 26, 1945, the Kremlin issued Document No. 9905 " On the Recovery and Development of the Automobile Industry" to plan the post-war automobile development.
Five days later, on August 31, 1945, the Soviet revisionist People's Transport Route Committee ordered the Kremenchug Aviation Plant to quickly resume reconstruction and take on the task of producing bridge components.
The factory began to rebuild in 1946 and completed the task in 1948.
In the following eight years, the bridge components produced by the factory were used to build more than 600 bridges on major Soviet revisionist rivers such as the Dnieper River, the Moscow River, the Dniester River, and the Volga River.
In 1956, the factory was transferred to the Soviet Ministry of Tractor and Agricultural Machinery and renamed Kremenchug Combine Harvester Factory. By May 1958, the factory had produced 11,000 various agricultural machines, and its production efficiency was still very high.
On April 17, 1958, the Kremlin decided to convert the Kremenchug Combine Harvester Plant into a heavy-duty automobile manufacturing plant and transfer the production of Soviet revisionist heavy trucks from the Yaroslavl Automobile Plant to the Kremenchug Automobile Plant.
In 1959, the first batch of cars produced by the Kremenchug Automobile Plant was shipped. They were the Yas 214 heavy-duty all-wheel drive trucks. This type of car was a new model that the Yaroslavl Automobile Plant began to produce in 1956. It used some imported spare parts and was mainly supplied to the Soviet revisionist army.
As the car changed its name, the brand was also changed from "YAS" to "CLAAS".
From then until 1966, the plant produced the YAS/CLAAS series 6×6, 6×4 and 4×4 heavy trucks.
By 1981, the total production of Claas series trucks by the Kremenzug Automobile Plant reached 197,100 units. In addition to the Soviet revisionist army, the Warsaw Pact countries and the armies of other countries in the world, the trucks were also widely used in economic construction.
After decades of development, the Claas truck series has gradually formed a large family with a wide range of models and variants, reflecting the following characteristics:
Appearance styling.
From the Yaroslavl Automobile Plant's Yas 210 and Yas 214 in the late 1950s, to the Claas 214 (same as the Yas 214) and Claas 219 produced after the transfer to the Kremenchug Plant in 1959, to the Claas 256B in the 1970s;
Although the performance is constantly improving, the appearance looks almost like a product that came out of the same blueprint, with a tall body, a long engine compartment, a spacious cab, and large tires. The overall vehicle design mostly uses undecorated straight lines, which are rough and majestic. The differences are only reflected in individual details such as the installation of headlights.
The appearance of the Claas series has been maintained for more than 30 years, which can be called a consistent style for 30 years.
It was not until the appearance of the Claas 260 in 1976 that the car gained a new look.
In fact, this is not surprising, because the Soviet revisionist industrial products of the same period were basically developed according to the principle of "small steps and fast progress".
The so-called "small steps and fast progress" simply means improving product performance by integrating a certain proportion of advanced technologies into the original platform. This not only strengthens inheritance, saves R&D costs and time, but also allows you to get suitable products faster.
Therefore, for the Claas series of models, the old appearance does not mean backward performance, and the technical level is not inferior to the contemporary products of Western countries. In addition to trucks, Soviet revisionist tanks, armored vehicles and other military equipment were developed according to this principle.
Power unit.
Another feature of the Claas series is that it is powered by diesel engines. At that time, most cars in the world were powered by gasoline engines, but the advantages of diesel had already emerged and been recognized.
Compared with other countries, the Soviet Union was one of the first countries to develop diesel engines. The T34 tank developed by the Soviet Union before World War II used the B2 diesel engine, which was at the world's most advanced level at that time.
In terms of automotive diesel engines, we started early.
In 1932, the Special Design Bureau under the Soviet State Political Security Bureau designed the first 87-horsepower four-stroke six-cylinder automobile diesel engine, which was then called a compression ignition engine. However, due to its high fuel consumption and the Soviet Union's lack of high-precision parts processing and production capabilities, it ultimately failed to go into production.
However, the Soviet revisionists did not stop their plan to develop diesel engines. In 1938, they launched an improved 110-horsepower diesel engine. At the same time, they developed the Yas 14 truck diesel engine based on the American GMC803 diesel engine.
At the same time, the Soviet revisionists also required the industrial sector to realize the localization and mass production of diesel engines as soon as possible, and carried out technical transformation of the Yaroslav Automobile Plant the following year, planning to have an annual production of 10,000 domestically produced diesel engine trucks in 1942, but the sudden outbreak of the Great Patriotic War disrupted this plan.
The Soviet revisionists did not really use diesel engines on a large scale in automobiles until after the end of World War II.
After the end of the Great Patriotic War, the YAS 200 diesel truck was displayed in the Kremlin in the summer of 1945. In 1947, the production of the two-stroke YAS 204 and YAS 206, which were modeled after American engines, began. Since then, diesel engines have begun to be widely used in the Soviet automobile industry.
By January 1990, 69% of the Soviet revisionists' freight was transported by diesel engines.
The Claas series has a variety of models in its development over the years:
Yas 210, 6×4 structure, produced by Yaroslavl Automobile Plant from 1951 to 1958.
The vehicle weighs 11.3 tons and has a maximum load capacity of 12 tons. It is equipped with a Yas 206A6 six-cylinder two-stroke water-cooled diesel engine with a maximum power of 165 horsepower at 2000 rpm, a maximum speed of 55 km/h, a maximum range of 340 km, and a fuel consumption of 65 liters per 100 kilometers.
The YAS/CLAAS 214 was finalized in 1951 and produced by the Yaroslavl Automobile Plant from 1956 to 1959. It was originally called the YAS 214. After 1959, it was transferred to the Kremenchug Automobile Plant for production and the name was changed to "CLAAS 214".
The vehicle has a 6×6 structure, a self-weight of 12.3 tons, a maximum load capacity of 7 tons, and is equipped with a Yas 206B six-cylinder two-stroke water-cooled diesel engine with a maximum power of 205 horsepower at 2000 rpm, a maximum speed of 55 kilometers per hour, and a fuel consumption of 70 liters per 100 kilometers.
Claas 219, an improved model of Yas 210, was produced by the Kremenchug Automobile Plant from 1959 to 1963.
The vehicle has a 6×4 structure, a self-weight of 11.3 tons, a maximum load capacity of 12 tons, and is equipped with a Yas 206D 6-cylinder two-stroke water-cooled diesel engine with a maximum power of 180 horsepower at 2000 rpm, a maximum speed of 55 km/h, a maximum range of 340 km, and a fuel consumption of 65 liters per 100 km.
Claas 257, produced by the Kremenchug Automobile Plant from 1965 to 1977.
The vehicle has a 6×4 structure, weighs 11.1 tons and has a maximum load of 12 tons. Its biggest feature is the use of the Yas 236 diesel engine, which is a V-type eight-cylinder four-stroke water-cooled diesel engine developed by the Yaroslavl Engine Plant in the 1960s. It has a maximum power of 240 horsepower at 2100 rpm and is used to replace the Yas 204 and Yas 206 diesel engines. Later, multiple models were derived.
The vehicle has a maximum speed of 62 km/h, a maximum range of 800 km, and a fuel consumption of 38 liters per 100 km, which was still advanced in the world's truck industry at the time. Thanks to the new diesel engine, the vehicle's fuel consumption has been greatly reduced and its economy has been improved.
The Claas 255B is an improved version of the Claas 214. It was finalized in the mid-1960s and produced by the Kremenchug Automobile Plant from 1967 to 1994.
The vehicle has a 6×6 structure, a self-weight of 11.95 tons, a maximum load capacity of 7.5 tons, and is equipped with a Yas 238 V-type eight-cylinder four-stroke water-cooled diesel engine with a maximum power of 240 horsepower at 2100 rpm, a maximum speed of 71 kilometers per hour, a fuel consumption of 40 liters per 100 kilometers, and a maximum range of 800 kilometers.
In 1979, based on this type of vehicle, several models were launched, including the improved Claas 255Б1.
The Claas 260 is a later product that appeared in 1976. This model of car has a new "face" and improved performance. Although it has not completely replaced the old model, it has injected a bit of vitality.
There are many models in this series, and it is still in production, and is also equipped by the Chinese military.
In addition to these models, as a mature model, the Claas series has many transformable vehicles, among which military off-road vehicles are mostly 6×6 structures, mainly various tractors, rocket launchers, air defense missile tractors, etc.
Most civilian vehicles have a 6×4 structure, mainly dump trucks, engineering vehicles, such as timber transport trucks, aircraft tractors, snowplows, cranes, fire trucks, concrete transport trucks, tank trucks, special vehicles used to deal with the Chernobyl nuclear power plant accident, etc.
As early as the mid-to-late 1950s, China began importing the Yas series of vehicles from the Yaroslavl Automobile Plant, such as the Yas 210 truck and the Yas 210Е dump truck.
After the Yas series of models were transferred to the Kremenzug Automobile Plant for production, China imported Claas 219 and Claas 222 dump trucks, as well as some military models. However, the number of imports during this period was not large, mainly because the production of the vehicle could not keep up, and it was mainly used to equip the Soviet army at that time.
In the 1960s, for some reasons, imports were stopped for a period of time. In the late 1970s, China gradually shifted to a period centered on economic construction. Especially in the early days of reform and opening up, China was in urgent need of heavy-duty vehicles.
Although the Claas series of models seemed old and outdated at this time, they were not backward, especially with their stable performance, solid structure, strong adaptability and low price. In addition, many units in China that use the Claas series have accumulated more than 20 years of experience in use, maintenance and repair, and the localization of parts also has a certain foundation, so they are still popular among users.
During this period, China imported a number of models, including the Claas 256B 12-ton dump truck, the Claas 257B 12-ton truck, and the Claas 258B 30-ton semi-trailer tractor. These are the truck models that China has imported in the largest number since the 1970s, and are widely used in many industries such as metallurgy, petroleum, coal, chemicals, building materials, railways, water conservancy and hydropower.
Although China introduced Steyr's technology from Austria and the first domestically-produced Steyr heavy-duty truck rolled off the assembly line in June 1989, there is still a window period before the technology matures. Nan Yi expects that he can still reap the benefits of Claas for three or four years before Steyr is fully mature.
At present, the price of a Claas 256B in China is slightly over 80,000 yuan, and the Soviet revisionism will soon completely disintegrate. The Kremenchug Automobile Plant is in Ukraine, and many parts for the production of Claas need to be provided by factories in Russia. Needless to say, it won't be long before the parts are in short supply.
Before Berezovsky went into business, he worked at the Institute of Control Problems of the Soviet Academy of Sciences (one of the earliest automation institutes in the world). In the past few years, the Soviet revisionists were engaged in "industry-university-research" and in order to complete the assessment, the institute's staff had to find ways to prove that their research results could bring profits, which was destined to have a relationship with factories.
Berezovsky's research field is related to automobiles. He often visits various automobile factories and has good relationships with many of them. That is why he chose the automotive field for his entrepreneurial project.
As a person who was very familiar with the automobile factory and encountered a great historical opportunity, Berezovsky only needed to connect his connections to continue producing Claas trucks, and the cost could be kept very low.
Berezovsky's costs are low, so Nan Yi's purchase price will naturally be low, which means his profit margin will be very high.
In addition, in addition to the rougher truck brands such as Claas, the Soviet revisionists also have a more refined truck model - the NAMI-0286 truck.
The NAMI-0286 truck, also known as the "Typhoon", NAMI stands for the Soviet-built Automobile and Engine Research Institute, which is responsible for developing new technologies for Soviet-built vehicles and machinery. NAMI-0286 represents the hard work of the institute.
More than thirty companies are contributing to NAMI-0286, including KAMAZ and Ural.
The exterior design of NAMI-0286 is very modern, with no unnecessary elements on the front. There are multiple square headlights installed inside the bumper, and a front grille with horizontal bars to provide airflow for cooling the vehicle's engine. Above the bumper, the entire front face looks very smooth.
NAMI's goal is to make the vehicle as energy-efficient and fuel-efficient as possible, so the vehicle's exterior is designed to be as streamlined as possible, while integrating the roof and the fairing behind the cab to allow air to pass more smoothly. The entire cab structure is made of fiberglass material, which greatly reduces weight.
The shape of the cab is very similar to the concept truck launched by Renault in the early years, but NAMI-0286 was born many years earlier than Renault's concept car. The vehicle's boarding step adopts a folding design, and at the same time integrates the vehicle's overall side skirts, further optimizing the flow field on the side of the vehicle.
NAMI-0286 adopts a 6x4 design, with the upper cargo box integrated into the vehicle, creating an excellent visual effect. NAMI also developed a new tire "Alpha" for this vehicle, which has a 15% lower rolling resistance than ordinary tires.
NAMI-0286 is also very advanced in terms of power system configuration.
The vehicle uses a YaMZ-8424 turbocharged V8 engine with about 500 horsepower. The engine uses some composite and polymer materials to reduce the weight of the structure.
At the same time, the engine also uses a novel electromagnetic actuator and an electronically controlled fuel injector, matched with a 14-speed manual transmission. The vehicle is equipped with disc brakes and airbag suspension. The vehicle's maximum GVW reaches 51.5 tons and the maximum speed reaches 120km/h.
After all, NAMI-0286 is just an ordinary 6x4 truck and cannot fully cover the operating conditions of trucks. Therefore, NAMI launched the NAMI-0295 model in 1990. The car was code-named "Rus" and was also called "Typhoon 2".
The main difference between the two is that the NAMI-0295 is a 4x2 tractor.
The design of the vehicle is basically the same as that of NAMI-0286, but the difference is that the doors of NAMI-0295 are sliding doors that slide backwards, and the boarding steps also use an integrated sliding ladder instead of the folding boarding steps of NAMI-0286.
In terms of power system, NAMI-0295 has made greater innovations. The vehicle is equipped with a YaMZ-752 six-cylinder engine with horsepower ranging from 400 to 450. The vehicle's supercharging and fuel injection are all controlled by the on-board microprocessor, providing first-class fuel consumption performance.
At the same time, the vehicle is equipped with an automatic transmission from Mercedes-Benz, which brings the vehicle's power performance to a new level.
The interior design highlights the futuristic feel of NAMI-0295. The two-spoke steering wheel, pure white interior, neatly arranged instrument panel and large speedometer provide first-class ergonomics.
In order to optimize the comfort of the vehicle, the Soviet revisionists have made a lot of efforts, including integrating air conditioning into the vehicle, adopting a flat-floor cab, and even optimizing the width of the sleeper berth and cab suspension. In order to facilitate the use of the vehicle, a reversing camera system was even integrated.
Let me put it this way, the NAMI-0286 and NAMI-0295 models have a big drawback, which is that they are too advanced. It is not an exaggeration to say that they are the most advanced trucks in the world today. There is no truck manufacturer in the Soviet revisionists that can meet the technical and financial requirements.
The outdated equipment needs to be updated, and the introduction of new materials requires truck manufacturers to purchase new equipment. No company can mass-produce this vehicle. From its launch in 1989 to the present, both models have never been mass-produced.
The information of the two models NAMI-0286 and NAMI-0295 has been sent to Shennong Nanliang, Scarlett Mining Group and Scarlett Petroleum. The three parties are quite satisfied with the two models and are looking forward to trying them out.
It just so happens that most of Nan's companies are about to enter the car replacement season. The trucks purchased earlier have reached the time to be replaced in batches. The number is not small, as many as several thousand vehicles. This order from Nan is enough to support an automobile company.
Although the Volagon Automotive Group has been planning for several years, so far, Volagon has only acquired the engine research departments of several car companies to enter the engine research and development field, and currently has no plans or capabilities to build complete vehicles. In addition, Volagon has no plans to invest in building a large truck production line.
Nan Yi has never had much interest in fuel vehicles, mainly because he has no confidence in himself. Life is not a novel. Volkswagen, BMW, Toyota, Mitsubishi, any one of them is not something that Wolagon can compare to. He works hard to compete with them, but only gets leftovers and earns only a few hundred to three hundred million dollars a year. This kind of business is boring.
He still wants to wait until the "electric car" era to make a big move in the automotive field. Before that, he will enter the field of special vehicles, such as oil tankers, gas tankers, liquid tankers, and those engaged in professional work such as monitoring, firefighting, money transport, medical treatment, and television broadcasting, which are what Volagon wants to produce.
There is relatively little competition in the field of special vehicles, and profits are relatively high, so a good balance can be achieved between profitability and technological accumulation. In this way, Volagon has funds to continue research and development.
The era of electric vehicles that has not yet arrived is not the end of Wolagon, but another starting point. Nan Yi’s long-term goal for Wolagon is to develop a multi-functional vehicle that can go into the sky, underground and underwater in all spaces and on multiple terrains.
With intelligent unmanned driving, you only need to enter the destination and the car will set off automatically. If an energy source with ultra-long driving range has not been developed by then, the car will automatically enter a "gas station" before the energy is exhausted, replace the energy bar and continue driving to the destination.
Smart city and smart travel are Nan Yi’s ultimate goal in his heart, and also his real expectation for Volagon.