In the union, a seagull could not be bought with money alone. It was something one had to earn—a high-status assignment, an office in a designated building, and a garden house behind a tall fence.
GAZ-13 continued to be produced until 1981 at about 140 units a year. Some of these cars found their way to allied socialist nations as well.
Line by line with the world
The seagull, like all Soviet executive cars, followed American design cues. Interestingly, the model of choice was the 1955 Packard Clipper, a company then facing tough times while still known for its once-prominent style. From Packard, the Seagull borrowed aesthetics, not engineering—emphasizing borrowed grandeur rather than a direct copy.
The engine was a V-shaped 5.52-liter unit with a layout reminiscent of Chrysler, yet the GAZ powerplant stood out as original and advanced. It used an all-aluminum construction, making it lighter than many foreign rivals. A four-chamber K-114 carburetor powered the engine to about 195 horsepower for that era.
With a three-speed automatic transmission, the Seagull mirrored the early Volga setup, drawing on Ford’s design lineage. The frame adopted an X-shaped configuration, a forward-looking approach at the time, a feature that American cadillacs sometimes shared. The car also used a vacuum brake booster, a concept echoing Chrysler’s systems.
The Chaika’s V8 engine delivered 195 horsepower.
Alphabet for vending machine
Inside Chaika’s cockpit, each switch and lever bore elegant engravings, and the car offered nearly every comfort of its time—apart from air conditioning. It boasted a stylish clock, electric windows, and the era’s best radio equipment. The crown jewel was the push-button gearbox, a remote-control system akin to Chrysler’s, though its wiring required careful handling. There was no parking position, so a handbrake was essential.
The gearbox in Chaika operated with push buttons. The brake button labeled “T” was intended for long descents. Up to 40 km/h, the first gear remained engaged; beyond that, the second gear took over. The third gear only activated when the driver pressed “D” for drive.
In the salon cupboard
The rear cabin presented a strict Soviet-style office environment, yet Seagull remained a sedan, not a limousine. Additional seats existed, described as strapons, but there was no glass partition between the driver and rear passengers, even though a few Chaika limousines were still produced.
The suspension offered a notably soft ride, while power steering could feel quirky. The steering resistance varied with engine speed, making maneuvering in tight spaces a bit tricky. Still, the overall behavior of suspension, steering, and the machine’s temperament matched the American counterparts in a way that was never truly superior nor inferior.
Chaika captured the essence of Soviet automotive production in the 1950s. In the United States, these machines were produced by the millions and carried ordinary citizens along. The Chaika’s mission was to serve people responsible for important state, industrial, scientific, and technical work, and behind the wheel, drivers did more than steer—they worked, served, and carried out significant tasks.
By the late 1950s, the Union had begun to close the gap with its longtime rival in this class. When the last GAZ-13s rolled off the line in 1981, they already looked like museum pieces, substantial remnants of a bygone era.
Among the notable Soviet achievements of the 1950s, Chaika earned its rightful place. It may not have been the first, but it left a lasting impression. [citation: historical record of Chaika production]
- “Behind the wheel” can also be read in Telegram.