ZIS - History of the automotive brand. ZIS - History of the automotive brand KHS ZIS 5

Of course, there will be replicas - cars assembled on the basis of modern aggregates, but externally similar to these three-shoes. But there are still places where you can see this ZIS, even with a new cabin and body - a tree cannot be maintained for seventy years. But this Zis has a native heart - the motor. Where do these aggregates come from now? We will dedicate to this today's material, the story about how the restoration of the motor is happening. To do this, we have seen a few months as the engine is restored in one of the best restoration workshops of St. Petersburg, in Retrotruck.

It all starts with theory

Before proceeding with the story about the process, say a few words about the ziis motor. It is called - ZIS-5, as well as the car. Its production began in 1932, and his very close relative can be considered the American unit Hercules, and the ZIS-5 engine was used almost on all pre-war trucks and buses - another motor was simply not.

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ZIS-5 "1933-41

Its power is 73 liters. p., Volume - 5.55 liters. This six-cylinder motor is low rustic, and taking into account the torque 279 nm at 1,200 rpm, it is directly terrible. The motor has a row diagram with the lower location of the valves. Since during the restoration, we still have time to draw attention to the features of its design, on this while the theoretical part will finish and proceed to ... the search for our future motor.

Such different people

In the center of mechanical processing of engine parts

The repair method is quite obvious: setting the sleeves with the subsequent manufacture of the landing space for the valve plate. We will follow how to do it. In the meantime, we note that this fact will turn to the crankshaft. The crankshaft was not in the worst condition. It did not have to remark the root cakes, but without a groove and grinding, of course, could not do. And this operation should be carried out as quickly as possible: it depends on its results, how much will have to pour babbit on each crankshaft support.

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What does it mean to fill? There are inserts stand! And here is not. The sliding bearings in the ZIS-5 motor are flooded with babbit (antifriction alloy), no root and connecting rod liners. Why did it be for such technology? Because this is the most maintainable solution. Imagine the era when the trip for a hundred kilometers is already a "long-range", there are no auto parts stores, and it is necessary to repair the motor. Where to get the liners? What is the repair size? There were no cell phones either, stand on virgin - to get out of themselves. Here Babbita was as impossible. Many have taken ready-made mandrels with them, in which melted babbit, and get a new "liner". Of course, the tolerances in those times were simply huge, the processing center machines for such repairs are even too accurate, but still control the parameters at the boring accounts every second. Now for this, modern high-precision machines are used, and then such equipment was only at large plants, in MTS (machine-tractor stations) and the like enterprises. Indigenous I. skeeping inserts Cleared manually. For indigenous liners, special devices were manufactured, which were attached to the block, then twisted the handle, and the cutter mounted on the screw mechanism was reassigned with support. The connecting rods were mounted using a mandrel on the usual turning machine. In addition to the crankshaft supports, it is also necessary to prepare camshaft bushings and cylinder sleeves. Everything happens here modern technologieswhich is already told by a lot. The camshaft sleeves, as well as the crankshaft supports, are reset for one "pass". Sleeves, like pistons installed on this motor, from the reserves of Jacob Fedorovich - original, factory. Even the finger fastening in the connecting rod has been preserved "correct" - a bolt on the connecting rod, the finger was tightened hard in the head and loosely entered the piston. On the modern motors Finger is rigidly fastened in the piston, but has a gap in the splock bushing.

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So, the crankshaft supports are ready. But what kind of copper plates are under the covers of the crankshaft? And this is again another way to simplify the repair of the motor. This is not an amateurness of modern repairmen, as it may seem at first glance: thin copper plates were placed at the factory and in the manufacture of a new motor, and during its overhaul. Babbit - Material soft. If now multi-layer liners serve dozens, and even hundreds of thousands of kilometers, then the filled babbit wear thousands of 20 kilometers. This is where the copper pads are remembered. The repair was performed as follows: filmed the pallet of the crankcase, the covers of the supports, pulled out one plate and collected everything back. Everything, motor again in working condition! Such an operation was to be able to do every driver (let's tell me how you know how you can upload a "non-freeze" in your focus!). The number of plates varied from three to five - they were put in different ways. This means that three or five times repaired the motor could be in a few hours. Not that completely, but at least somehow.

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Working with block and crankshaft are over. Now the engine returns to Retrotruck.

On spare parts and methods

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Block, pistons, valves, sleeves, crankshaft - this is all, of course, beautiful details, but it is still not all the engine. If there are all components, the restoration will take one and a half or two months. But it does not happen so that the fate is sent to the found motor, the starter, water pump, the oil pump, the tramber, filters, or at least a set of springs for valves or piston rings. To collect everything you need, the engine is planted - it's just hellish work, and it lasts sometimes for years. While everything you need is not collected, it makes no sense to even begin to mess with the block. Where to take parts? The owners of the restoration workshop were lucky to be familiar with an amazing person - Yakov Fedorovich Lisin. This man became the driver of ZIS-5 in the war, in 1943. And he was until the last days of life - until 2009 ... This is incredible, but the mileage of his truck, on which he worked all his life, during this time amounted to more than four million kilometers! After his death, ZIS got into the restoration workshop, along with him to a new place of residence moved and a huge number of spare parts for "three-thin". Moreover, both already in operation and absolutely new (albeit even half a century) details. Of course, among this "wealth" there is absolutely everything, but very much is used from the reserves of Yakov Fedorovich. And yet a lot has to be restored - it is impossible to use "Novodel" in a high-quality renovated car.

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It is easy to restore the oil filter: cut the boots - and everything is ready, because this filter was made from felt. But with most other aggregates work much more. Look at the pictures of the water pump in the current state and on how it looked before recovery. I do not know how you, and I was very impressed. Once upon a time I traveled at a penny of 1978 and madly rejoiced when I myself changed the brush of the starter for the first time. But what is a neglected case and how to treat it, I understood only when I saw what was happening with the starter or generator in the hands of the masters.

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Build a new old motor

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About the famous "Three-shoes" from military likholety, battle chariots of front roads and work horses of the rear, heard, of course, many. But not everyone knows, probably that the production of such cars continued over three decades, and ended only a year of the 20th anniversary of the Great Victory. And even more so, not everyone knows the technical nuances of the device of cars from that far from the era.

The range of trucks, buses, tractors and specialists, created using engines, aggregates of the transmission of cabins and the details of the plumage from the ZIS-5, reaches fifty species. In this material we will consider only some cars that have left for the history of personnel photos and newsreel.

In the preparation of this material, a number of books of 1932-1958 of the publication were used, the list of which is shown at the end. In addition, we used only archival photos of those years. Internet suffer, offering "funny pictures" from our days, does not think, and apparently simply does not know that they are in most cases do not correspond to historical reality.

The cars are sometimes painted in such a color palette, which was not and could not be 60-80 years ago. On the pre-war specimens you can see the wheels from GAZ-51-53-3307, then everywhere. The same cars can carry the post-war body. On machines supplied as Uralzis-355, there may be cabins, a metal "in a circle". Finally, on many ZIS-5V and Uralzis-5M machines, on their "direct" wings of a military sample, farkers are installed, which the plants have never been installed.

The predecessors of the ZIS-5 truck were AMO-2, (1931 G.V.) and AMO-3, (1932 G.V.), the prototype of which the overseas "autocars" appeared. Amo trucks did not differ significantly with each other. Their principal difference was that the "Two" had a part of the American components, and "Trejca", (or "New AMO") was collected from Soviet, although in some cases licensed parts and nodes.

As ZIS-5 inherited not only the appearance of their predecessors, but also a number of their constructive features, it seems that not to remember the technical solutions transferred by "inheritance", it will be simply unfair. This zis did not appear by itself, from "nowhere."

AMO machines, a lifting capacity of 2.5 tons, were equipped with six-cylinder, rigid, low-blanked carburetor motors with a working volume of 4.88 liters (cylinders size 95x114 mm.) The degree of compression is 4.7 units, and with a capacity of 60 hp.

The transmission of these cars included:

• 2-disk clutch of the Long construction, used on all ZIS machines and Uralzis, until 1965. If the clutch of the ZIS is different from the aggregates of AMO with the size of the discs or the force of pressure springs, it does not have a fundamental value;

• 4-speed gearbox, type of brown-lope, with a single casting of clutch and gear crankcases, with gear ratios 5.35; 2.84; 1.47; 1.00; back Stroke 6.25. The same checkpoints, but with other gears, (see below), were used on all ZIS and Uralzis machines, until 1965. Their peculiarity was the lack of synchronizers, therefore switching transmissions accounted for a double clutch disclosure, and the transmission algorithm was the same as all Soviet "lawns";

• Rear axles with two-stage main transmission, (conical and cylindrical pairs of gears), with a shared gear ratio of 6.41, fully unloaded by semi-axles and separate hubs on dual roller bearings. Bridges with the same gear ratio of the gearbox, were used to the first half of the 50s, to the car Uralzis-5M inclusive.

The rear axles of this design were used later on all the "highway" trucks ZIL, up to the defeat of the auto plant in the "zero" years. And if readers know the bridge device of the same, then in the drawing of the same aggregate of AMO, they will not find anything fundamentally new for themselves.

The front bridges from AMO, with a "deep" beam, were used until 1957, to the model "355V" inclusive.

Steering mechanisms from AMO, type, type "worm - crank with a finger", according to the American steering wheel "Ros-gir", with a gearbox 15.9, moved to ZIS trucks.

But what is 15.9 for a truck weighing 6 tons? The first post-war "victories", (1.85 tons) had gearboxes 16.6, and since 1950, at the request of the workers, received a new gearbox, 18.2. Recall that there were 20.5 reducers, and ZIS-150 machines, 23.5 units reducers. Nevertheless, the steering gearboxes from AMO without change were used until the mid-50s, to the Uralzis-5M model inclusive.

The brake systems of the AMO trucks were combined. The drive of the rear mechanisms was mechanical, traction, and to the front wheels - hydraulic, acting from one, with the rear "mechanics", pedals. But since the front hydraulic guide did not do, it was refused to ZIS-5 from it.

But the design of the rear drive from AMO, together with the mechanisms, was used until 1947. The peculiarity was that every wheelchair had two pairs brake shoeslocated mutually crucible. One pair was given only from the working pedal, and the other was only from the "handbrake"

The main character of this narrative appeared in 1933. From AMO externally, it was distinguished by only the fact that he had no two-story chrome front buffer. Bumpers, as now "Quests" instead of holidays, then have not yet come up with.

In the preparation of its production, designers, headed by Evgeny Ivanovich Vazhinsky, the main attention was paid to improving the traction characteristics of the machine, which in the era of the absence of roads, and existence, mainly directions, (according to the expression attributed to General Guderian), was crucial. By the way, in the dock. The film "Cars in the pursuit", (Studio "Wings of Russia", 2009), unequivocally stated that the Germans willingly used the trophy zisa for them. The audience saw the chronicle as ZIS-5, a pre-war release with "round" wings, managed helplessly protruding in Russian dirt, "Opel-Blits" and "Mana".

Engines car ZIS-5

To exclude the curvators regarding the continuity of Motors IMO and ZIS, we will give a interpretation from the 1936 book.

To this, it is necessary to add that for export versions of machines, (already in the 1930s there were supplies to Turkey, India and Iran), the Motors of the ZIS-5A were produced with a compression ratio of 5.3 and a capacity of 77 hp.

Well, readers, of course, know that the above-mentioned sizes of the cylinder-piston group have retained the Motors of the ZIS-150 trucks and, and the ZIS-155 buses and Zil (Liaz) -158.

Appearance power aggregate ZIS (AMO) are presented below.

On the ZIS-5 motors, gear drives of the water pump and the generator were used. From the drive shaft of the water pump, it was rotated and a breakright roller - the ignition system distributor. And the belt drive had only the cooling fan. We draw attention to such a layout of the engine attached equipment because, with the last, post-war modernization of the car, they refused it.

Engine lubrication system

The reader, of course, realized that the illustrations of the power unit in two projections were given from different books. Digital footnotes - Comments, the source is given in the text. But it seems that there is no need for them.

On these pre-war engines, thin-walled shift liners of the crankshaft bearings have not yet been used. Bearing beds were poured by babbit, and at the place were processed under the diameters of the neck of a particular shaft.

How the oil pressure was controlled, it is better to quote literally:

The only, full-flow (!) Oil filter with a felt rings was used in the lubrication system, it was completely disassembled, individual rings were washed in gasoline, blurred with compressed air, and therefore the replacement was not required at each change of oil. All purified oil has completely received on the lubricant of the parts, and only after that fastened into the pallet.

If this readers seem incredible - even post-war motors in the 50s did not have such full-flow filtration, we suggest to see the scheme of this filter, and circulation of oil through it, (right drawing).

The circulation of oil on a heated engine is shown. Through the channel 8, from the pump, the oil passes through the filter-bottle, from where the exit, only one, on the channel 6 - to the main oil housing line. Q.E.D. Lower channel 9, with its valve 3 - drainage, to prevent overpressure on cold thick butter. And the upper valve is 7 - bypass, in order to avoid "oil starvation" of the engine during a frozen or contaminated filter.

Engine power system

The power system included a 60-liter benzobac (under the driver's seat, provided only 200 km. Run), and carburetors with the "ascending" flow of the mixture, only by discharge in the cylinders. Carburators of the Moscow AutoMature Plant, (subsequently, Moscow Carburetor, MCZ), MAAZ-3 and MAEZ-5, were designed according to American "Zenitov", but were simpler and technologically for our production conditions.

The carburetors had "dry" air cleaners, (on the terminology of the time), which first combined with them into a single block. But in the future, air filters derived as high as possible into the subcarrane space, connecting with carburetners using transitional benches, the fuel supply was carried out by diaphragm fuel pumps, which were performed in a single assembly with filters - sumps.

Motor cooling systems - open type, without tightness of radiator, thermostats and blinds. Their temperature regimen was not controlled, but due to the lack of hermetic plugs, the increased evaporation from the radiator neck was visible well and in advance. Naturally, therefore, the water to check-tosses accounted for more often than antifreeze during sealed systems.

Motors had two additional lever controls on the steering column, under the "Branca". One of these levers was provided by the "permanent gas" - manual control of the throttle of the carburetor, for which the ZIL and gas in post-war machines - flexible cables were used. Another lever, the ignition advance was regulated, since the standard interrupters-distributors of the IGC type, the automatic vacuum regulator has not yet had. But low compression engines forgotable possible errors with such adjustments, "paying" only fuel facing and deterioration of the dynamics of machines. Information about any frequent or serious breakdowns because of this, the story did not leave us.

The list of used literature does not mention the publication on which we will come down once. This is a book M.M. Orlova "Mottozos", (ONTY, 1936). Apparently, only from this source, today we can learn that the installation of AMO-3 and ZIS-5 was planned diesel engines. What were manufactured, tested, and ready to serial production 60-strong Motor NATI 1-60, and a 70-strong power unit M-12. But the obvious problem was that at that time there were no extended devices for a more easy launch of diesel engines in winter, which for mass promising trucks, and in the conditions of our winters, was unacceptable. Not by chance, even diesel compatriots, more than half of the world, were roasted on armored vehicles with gasoline engines.

And carburetor power units AMO and ZIS, together with their gearboxes, on the pre-war, and first post-war mothers and drinkers, found their use.

So, Motovoz Kaluga Plant. NKPS, with a power unit from AMO-3, and both leading axes on the highest transmission in the checkpoint could move the composition weighing up to 85 tons, (2-3 two-axis carbus - "Tavers", depending on their loading), at a speed of 40-45 km / h And on the first gear, the weight of the composition on the horizontal portion of the path, could reach 260 tons, - 6-8 such cars.

Such railway cars were only until 1936, more than a thousand were made.

And since we touched the railway themes, you can recall another fact from our history. From the book - the collection "Echelon for Echelon", edited by Lieutenant General of Technical Service A.S. Clememina, (Military Publishing Department of the Ministry of Defense of the SSR, Moscow, 1981), we learn the case that took place during the battle in Ukraine.

Unfortunately, the story has not kept the photosVediacy for us to the Russian soldiers' seven years old. But how to know, maybe it is one who is unprecedented in the history of domestic transport the case, and was not forgotten after the victory. And pushed the Soviet machine builders and transport workers, to create and operating cars on a combined, (railway) go. Machines, undoubtedly universal destination, the bulk of which was naturally trucks.

Transmission car ZIS-5

As already mentioned, the clutch of the AMO machines and the ZIS principal differences did not have two-disc, with a mechanical drive. The clutch pedal block and brakes were attached to the clutch carder, and when removing the unit, starred with him.

The gearboxes of the ZIS-5 machines and their further varieties of-modelinations, received other gear ratios: 1 - 6.60; 2 - 3.74; 3 -1.84; 4 - 1.00; Z.Kh. - 7.63. And already with such gears were applied on all subsequent models of the family, until the end of its production in October 1965 ..

On the ZIS-5 machines and their modifications, they found the use of cardan transmissions with Garden type hinges - a spice, which were used on AMO trucks. But unlike the latter, the designers abandoned the intermediate soft couplings, leaving only two universal hinge with crosses on sliding bearings.

And the rear bridges from the AMO, on the pre-war ZIS-5 machines no changes received.

Chassis ZIS-5

Car suspension AMO and ZIS on longitudinal springs. The springs were attached to the threaded fingers and earrings. The springs did not have central tie bolts, and to avoid longitudinal displacement of sheets relative to each other, there were special recesses and protrusions for the mutual fixation of the neighboring sheets.

The front 11-leaf springs worked in a pair with mechanical lever shock absorbers. Friction nodes of such shock absorbers were collected from the packages of steel elastic multi-treating "stars", due to the friction forces between which oscillations in the suspensions were quenched. In the rear suspensions, 10-sheet basic stem packages were used, and 7-leaf "pre-sodes". Shock absorbers not from behind

"Two-poon" wheels had a size of 34x7 inches tires. According to pre-war standards of tire dimension, this meant: 34 inches - the external diameter of the tire on the treadmill, and 7 inches - the width of the shelf wheels for the tire mounting. Tires were considered high pressure, (St. 5 atm), and they were supposed to be punished with a special standard compressor installed on the transmission box.

ZIS-5 control mechanisms

About the steering controls of pre-war cars, with classic longitudinal and transverse traction, to those who have said earlier, add nothing to. And on the brake mechanical drive ZIS-5 you need to pay some attention

In the figure, we see two independent couples to the rear wheelchairs - confirmation of previously given information about separate drives of working and parking braking. And the flexible cables of the drive of the front mechanisms unequivocally indicate that the front wheels when braking began to act later than the rear dual skates. For front-wheel drive Must have big backlash - slack, to avoid self-removing wheels when turning.

However, the efficiency of braking with the front wheels, with other things being equal, was to be higher than that of the rear wheels. The area of \u200b\u200bthe working braking pads at the rear wheels are smaller, and the load on the rear axle is always higher. Because B. necessary casesTo reduce the braking path, the driver should also use the "handbrake".

As for the speculation that with the mechanical drive of the brakes, the pedal is always more severe and "hard", then let them speculate and remain. Liquid, (and brake including), incompressible, and in the absence of air bubbles in the hydraulic system, there will be no feeling of light and soft pedal - if anyone from the readers traveled to GAZ-51 or, it is not observed. Everything, ultimately, is not determined by non-liquid, or cables - traction, but by transmitting efforts the lengths of the shoulders of pedals and intermediate levers.

The device and the principle of operation of a very surround front wheel slot mechanism, we will not comment in detail. We only note that in this Soviet on the fact of the design, everything was done for servo effect - additional symmetric "breeding" of both shoes to the drum. When braking, one of the pads, due to the friction force of the drum, increased the power of pressing and another pad to the drum. Such ability of the mechanism was equally worked as in front and rear progress cars.

Electrical equipment ZIS-5

Electrical equipment of the ZIS-5 machines and their varieties, it is worth considering it in more detail. For many typical technical solutions of that era, the current readers may learn for the first time.

In the material there will also be presented by several options for the CIS Electros. They also have undergone evolution as well as the external differences in trucks, attachments of their engines, changes in transmission or brakes. Therefore, for a number of readers, such changes may also be not indifferent.

The electrical equipment of the ZIS-5, voltage of 6 volts, had polarity "plus for mass" and rechargeable batteries with a capacity of 112 amps-hours. Starter inertial type, Maf-4007did not have a forced mechanical activation of the drive. As prompts the name, the gear turned on and discarded only inertia by the forces.

Type generator GBF-4600, with a capacity of 80 W., had a current of return to 13 amps. There were no automatic voltage regulators, and therefore the return was regulated by a third brush that the driver was rearranged at its discretion at his own discretion. How? So that the ammeter always showed the charging current on medium and large turns.

On the engines of these machines, two different options for ignition systems were installed: one is a classic battery, with a coil and ignition distributor, the other - from a magneto, an autonomous high voltage current pulse generator, which had and distribution node for wires to candles.

With low, (4.6), compression degree, starting the engine with the help of the "starter curve" - \u200b\u200ba starting handle, - caused the problems. And the car with ignition from Magneto could be operated even at all without battery.

We are now unknown, how reliably worked the magneto in comparison with the "Bobin - the Trambl" kits, but they still did not get much spread. Perhaps because the ignition advance was impossible to regulate even manual levers, and there were cars because of this wast speaker overclocking.

As for the battery systems of ignition, then interrupters-type distributors IGC-4221There were automatic centrifugal advance regulators, and manual advance control was only auxiliary.

We can offer readers two varieties of electricity from ZIS-5, with battery ignition, and from magneto. Any reader will notice that in different schemes - general switches are also different. It could not be different: the ignition system from magneto is separate, and no other relationship has nothing to do with any other circuits of general electricity.

According to any of the schemes, readers, versed in the automotive wiring, will see that the ignition turned on the same switch as the lighting of cars.

Professional car thieves were not yet born, the discipline and attitude towards popular goodness from the Soviet man were the stock edge higher than now, and therefore the need for "ignition locks" with the keys was not. By the way, although on the ZIS-150 trucks, the ignition locks appeared immediately, on the ZIS-155 buses, and even ZIL (LIAZ) -158, which were produced until 1970, did not have locks with keys, not only electrical equipment, but even the doors of Cabin! Everything was solved by ignitions, buttons of starters, and ... conscience of Soviet people.

So, in the "zero" position of the switch, everything was turned off in the first position only ignition turned on, (and a separate button - starter), and so it was possible to ride the day. If it were not for one "but": no "stop" was not working - a signal nor a beep. With the second position of the switch, not only signals, but also the rear lamp, and the "small" light of the headlights.

How not to remember the position of the current rules - and the day ride with the light! But small headlights, according to the concepts of that time, it is just a light bulb of the overall light, which, for the lack of subharbones, were located in the headlights.

Two types were used on the pre-war trucks and buses ZIS headlights. At first, with the AMO trucks, the headlights of the Ford type were switched to ZIS-5 and its varieties, (on the interpretation from the book. 2), with flat stools.

These devices had two separate light bulbs - side overall, in 3 sv. (3 W.) and one-time central, power of 21 sv. The divisions on the "closest" and "far" light was not, and the actual night lighting of the road had only one mode, ("big" light). These headlights were interchangeable with gas-ah headlights, and.

But we recall that the power of light in 21 sv. , (21 watts.) Has "near" light in trucks ZIS-150 and GAZ-51, the rays of which were also sent down. And in ZIS-5, the only thread of the lamp was located in the focus of the device, and therefore the headlights of even such power shone further than the near light of post-warning machines.

Closer to the end of the 30s, domestic headlights appeared, such as 50-00-A, with spherical stools. These headlights have a central two-dimensional lamp, capacity (21 + 3 sv.), Provided the "small" or "large" light mode. And as can be seen in the figure, the threads of the same lamp were powered through different cable inputs in the headlight housing.

On all Soviet pre-war trucks installed only one, a unified rear left lantern, such as 30-00, created by an American pattern. According to the standard of that time, the "Stop" section is a signal, with a light bulb in 15 st. Closed with yellow glass, and the section of the overall light with a lamp 3 sv. - glass "Ruby", (according to the terminology of the time). That is why in the picture from the 1936 book, these windows are marked with different shades. These were real windows, not plastic "diffusers", as now.

According to some information, together with the headlights 50-00-A, the new rear lights, unified with lamps of passenger EMCI, have come for the last pre-war trucks. These devices had a total two-dimensional, (envelope + "stop" -cignal), a central lamp, a total round glass "Rubin" with a frame, symmetrical at the height of the screws of their attachment, and the lower side glass backlight.

We have reason to consider such information by a technical error in the publication. But if at what a retro parade the reader will see this lantern on the ZIS-5, it will still be more correct than the FP-101b lantern with a plastic lid - the scatterer, the SIL-130 era.

Cabin and car body ZIS-5

On pre-war trucks ZIS Cabin had a wooden frame, but outside "in a circle" they were trimmed with sheet metal. The levers - the pedals had a standard purpose, and the instrument shield included only two positions - the oil pressure control device, ("controller" or a switch pressure gauge) and a "coil" speedometer, where the movable coil - the roller rotated relatively fixed risks - the arrows applied in the center of the glass instrument. In addition, an ammeter was located separately.

There was no electric pointer to the fuel level, the gas of the gasoline was checked by a ruler - the dipstick, the benefit that the benzobac was immediately in the cabin, under the seat. Just as it was done on both GAZ-51 - 53. The cabin is the lifting wind glass with the only one, from the driver, a vacuum wiper.

Trucks ZIS-5 before the war were issued 532.3 thousand copies, of which about 102 thousand, on 06/22/41, were in the army. And on mobilization, there came there, of course, much more. We do not accidentally give only the estimated numbers of a general released number - the accuracy of plus-minus one copy is hardly interesting to anyone. And in "specific" figures, not in our fault may also be inaccuracies.

Pre-war varieties of CIS cars

The 1934 sample truck could conditionally be considered an increased passability machine. For the second rear axle served to increase the lifting capacity of up to 4 tons only on the highway. And for off-road, the load limit was prescribed to 2.5 tons, as well as from the all-wheel drive ZIS-32 appeared (see below). And then the third axis served not only to increase the tapestility of the machine, but also to reduce the axial load on the grinding ground.

By the way, three-way, with the same transmission layout, - without the front leading bridge, but with a demultiplier, and with a "universal" tire protector, the usual, "highway" truck, was not considered. And with comparative tests on off-road, left the Ural-ZIS-355m, which showed phenomenal permeability and traction qualities on the mud, (see below) far behind themselves. But let's return in the 30s.

The car had a motor and gearbox from the ZIS-5. The novelty was an additional gearbox with a demultiplier, (1. -1.54, 2. -1.00).

The main programs of the leading bridges were "two-storey", worm-type, with ratio of 7.4. And taking into account all the previously given data on the transmission of machines, it is easy to calculate that on the first gear into the checkpoint, and the lowering in an additional box, the ZIS-6 on the taigament is exceeded by the usual three-thunder than almost 80%.

This three-grader, there were one common cardan Val. On both bridges, the central transmission parking disc brake, and the vacuum amplifier in the mechanical drive of working brakes. And the rear bridges had double spring hanging, like a three-way "lawn".

Treaters, with an application for the title of high-passing machines, in pre-war time received the simplified name "Werethe". However, the three-way type of Gorky half-flight, Gas-aaa, the soldier's brethren in the years of war with disgust called the "omnip".

It is not surprised to be surprised at this - a 40-housing engine gas could not always "pull out" the car from the dirt on the previously enabled transmission. Well, switching gears with double clutch disclosure, and almost always - with a complete stop of the machine, for the further possibility of movement, sometimes becomes fatal. The fact that such a "honorary title" received a three-axis zis with his more tracked motor, we are unknown.

According to information launched at one time, the domestic automotive historic L.M. Shugurov, (now deceased), Motors of all CIS-6 cars, had ignition only from Magneto. It is difficult to disagree with this - the army machines were to manage and without batteries. However, for a number of reasons, we will not confirm this.

ZIS-6 cars were released a little more than 21 thousand pieces. How many of the original samples are preserved to this day, after four years of front-road off-road, it will not say, apparently no one. But, for example, the ZIS-6 car, from the game column of the Mosfilm film studio, has a back truck completely from ZIL-157. Therefore, it was not a fact that she ever had a ZIS - sixth.

Buses ZIS-8, ZIS-16, and ZIS-16S

Buses to the subject of the magazine do not belong. Therefore, here they will be discussed only as a variety of chassis of the base truck ZIS-5, since their specific features - carrier or semi-suite bodies, bad, medium- or rear-engine arrangements - did not have.

And above all, it must be said that the pre-war buses ZIS had their own chassis. Nic universal chassis, for long-tone trucks, buses or fire trucks, how sometimes they are trying to imagine other readers, or "linnet" other writers did not exist.

The ZIS-8 bus chassis, (1934) in comparison with the ZIS-5, had a longer base, (4420 mm against 3810 mm). This requires an additional shaft and intermediate support in the cardan transmission. Softy rear springs were also applied - the main packages of 9 (versus 10) sheets, and the predsorry - 6 sheets, instead of 7-leaf packets. The gas tank of increased tank, 110 liters instead of 60 was installed. The reserve of the move increased to 360 km.

But the main difference was in electrical equipment. ZIS buses had 12-volt sources and current consumers. This is explained by the insufficient capacity of 6-volt "cargo" generators for the substitution of a larger number of lighting lamps of the cabin, and route lanterns.

And what to explain the various polarity - the buses - "minus for mass", the question is of course interesting. But, as they say, facts - a stubborn thing. And they are obvious (see the electricity). The generator for the ZIS-8 bus, type Ga-27, had a return on 20a., With a power of 250 W. Where there is a 13-ampeer truck generator, with a capacity of 80 W! In addition, buses were equipped with akb of greater tanks, (144 against 112 A.Ch at ZIS-5).

According to the applicability of starters, even in the original sources of those years, already, alas, there are discharges. Thus, in the 1936 edition, it states that the motors were completed with the starting electric motors of the company "BOSH", with electromagnetic forced inclusion of the drive gear using a traction relay. And in the consolidated collection of TTX soviet cars, 1954 the publication, it is argued that domestic inertial starters, such as MAF-31 installed. The Golden Mid may be in what was used both ...

Bus chassis ZIS-16 and ZIS-16C, equipped with forced motors. With an increase in from 4.6 to 5.7 degrees of compression, and new carburetors of the ICP-6, their power units developed the capacity of 88 hp, (against 73 hp), at 2700 rpm, (earlier - 2300). These chassis received a base of 4970 mm, and gearboxes of the main gears of leading bridges 7.67, against 6.41 in ZIS-8.

In both of these varieties, there were vacuum amplifiers in mechanical brake drives. In addition, the time of using hydraulic lever shock absorbers and bilateral action - ZIS-8 and ZIS-5 were mechanical friction shock absorbers. But if the ZIS-16 urban passenger car has installed such nodes only at the front springs, then its sanitary version "16C", had similar shock absorbers in the suspensions of both axes.

These same buses were equipped with larger tires, 36 x 8 inches. However, on the landing diameters wheels It did not affect, they still had a diameter of 20 inches, (508 mm.).

Buses put on production in 1938 and 1939, respectively, had other generators, G-62, with a return 32 A., and with a capacity of 400 W. The generator sets of all three buses received automatic regulators relays, and their work was not checked for ammeters, but according to control lamps.

The 1934 sample machine was designed to work with a semi-trailer PP-6, a lifting capacity of 6 tons. Since the total weight of such a road train when using the basic motor and gearbox, was 11.3 tons. The car was another rear axle, with a gearbox 8.24, (against 6.41 in ZIS-5). And the tank had a capacity of only 65 liters. And at fuel consumption 38 l / 100 km, the reserve of the stroke did not exceed 170 km. (UIS-5 30 l / 100 km, and 200 km travel)

The car tractor had a regular brake system of the base truck, and to control the vacuum, (due to the difference between atmospheric pressure and the vacuum in the engine cylinders) by the drive of the semi-trailer brakes, a manual crane was provided.

Distribution truck did not receive, its release was less than 800 pcs.

This fire engine, like other varieties of the chassis of the base truck ZIS-5, appeared in 1934 - a whole "fan" of varieties of cars in a year and a half, after mastering the main "three-thunder"!

The fire truck had the same wheel base as the ZIS-8 bus, (4420 mm), but "freight" springs and 6 volt electrical equipment.

From the ZIS-5 chassis, the fire chassis was distinguished by the presence of a second fuel tank by 60 liters, a "switchant" box in the transmission and a reinforced engine cooling system. Additional box In the transmission, managed by one lever, and stood after the main gearbox, switched the drive from the motor or on the driving wheels or on the fire pump.

The cooling system included an additional heat exchanger in the fire pump housing and pipelines connecting it with a motor cooling shirt, due to which the total amount of cooling system increased from 23 to 41 liters. The heat exchanger did not allow the fire pump to climb when departures in winter. And the water in the engine cooling system was additionally cooled by the "external" water supplied to the extinguishing of fire, during the operation of the motor at an elevated ambient temperature at the fireplace.

These machines were released a little more than three thousand

This car was different from the ZIS-5 only with the size of a wheelbase, (4420 versus 3810 mm), and a long cargo platform, (3540 counter2930 mm). When maintaining a load capacity of 3 tons, it was intended for the transport of bulk cargo with a small specific weight.

But it is interesting to note that this car was actually the forerunner of another elongated car, and already from another era - ZIL-130G. For, if the sake of interest, compare the proportions of changes in the lengths of wheel databases and bodies of the ZIS-12 to the ZIS-5, and ZIL-130G to ZIL-130, we will get almost the same values. Up to the second meaning digitAfter a comma.

ZIS-12 cars were about 4.2 thousand pcs.

The car was put on production in 1941, and was different from the ZIS-5 in the main transmission, except for the changed place of the "spare" fastening, to increase the rear corner of the congress. Yes, this zis was the record holder among all his freight pre-war fellows, on the stock in one refueling. The new gas tank with a volume of 115 liters, allowed to take up to 330 km.

The transmission appeared a handout with a demultiplier, (1. -2.07;, 2.- 1.00). The front leading bridge of the car, in various photos on the network, is visible both with left and with the right gearbox. It may well be that somewhere "restorers" rolled up what was capable of hand.

According to various sources, various hinges of equal angular velocities are also used, and the "disc", and "Bendix-Wais", and even the "Spice", (crossmen, such as those that are now applied on all-wheel drive "Gazelles"). Where the truth, where the fiction is, we do not take it unambiguously. It is known for certain only that the gearboxes of both leading bridges were not "freight", 6.41, and "bus", 7.67.

The car was released in an amount of less than 200 pieces, and therefore it is unlikely that at least one such truck reached victory. And "renovated" ZIS-32 (?) On color photo on the network, may be banal versatiles, elminated, as in the song known "plywood" singer, from what was. This is just the question of the "left" and "right-wing" carders of the main gears of the front axles.

Since this machine was not upgraded with ZIS-5 in order to improve its performance characteristics, and was produced, as well as ZIS-32, since 1941, it can also be considered a pre-war species. In addition, it is impossible to exclude this option that on the eve of the inevitable war, the whole complex of alterations was worked even before June of the first military summer.

Features of this military modification are known to many lovers of the Soviet autorecore - wooden cabin, straight bent wings, only one, rear opening board, no front wheel brakes ...

We only add what was and one more change in the brake system. Now all four blocks of each rear brake mechanism, managed in parallel - either from the working pedal, or from the parking braking lever.

ZIS-5V cars were produced since 1942 in Ulyanovsk, (Ulzis), and from 1944 in Miass, Chelyabinsk region, (Uralzis)

The number of machines released in the war years and the post-war period for us - mystery for eight seals. But, as the reader understands, it was originally the material thought not for the sake of statistics ...

Post-war Modernization ZIS-5

After the victory, Moscow ZIS, released a certain amount of ZIS-50 transition machines, with the appearance of the ZIS-5B, but with a new engine and gearbox from the future ZIS-150. In 1947, the production of three-thundered in Moscow was discontinued, the Ulyanovsk plant was instructed to continue the release of the Gas-MM, and the production of ZIS-5 remained only in the Ural Factory program.

Car uralzis-5m

1947 sample machine, retained the exterior of the model of military years - "straight" bent wings, a fully wooden cabin, only one rear opening board - was not to the sizes.

But appeared, unified with the engine ZIS-120, (a / m zh-150), crankshaft, connecting rod-piston group, thin-walled replacement liners and oil pump. The engine compression has been increased to 5.3 units, and its power up to 76 hp. at 2400 rpm.

Amed with GAZ-51, a hydraulic brake system appeared. And the drive of the parking brake by car, was carried out, as before - on the pads of the rear wheels. For this, designers used the scheme applied earlier on the "victory" - the cable drive to the expansion levers of the pads inside the wheelchair.

Where the pads, and where the expansion levers, we think, do not need to comment.

In Uralzis-5m, new headlights were introduced, such as 53-00-A. And with them, there were separate, "near" (21 sv.), And "far" (32 s) light headlights. And the lamps are "small", now the overall light, as in the headlights of pre-war cars, again became the side, (3 W.).

Instead of a pre-war rear light, type 30-00, a rear lamp type FP-13 type has appeared with other Soviet trucks, with a common glass "Ruby" on both sections.

However, the bulbs with most other domestic machines were non-violent - the post-war car ZIS-5, still, had a six-handed electrical equipment.

Cars Uralzis-355 and Uralzis-355V

According to its original car, Uralzis-355, appeared in 1956. He combined a number of sufficiently modern technical solutions at the time, and the retro-design of the quarter-century ago. And on this combination, according to the concepts of our time, it could be attributed to replicators.

But before we consider it technical features, we consider reasonable, bring the words of the car designers, from the already distant era.

We clarify some points mentioned by constructors casual, as well as not mentioned at all. The engine power was raised to 85 hp at 2600 rpm. Due to the increase in the compression ratio of up to 5.7 units, and the use of the new K-75 carburetor, with the "incident" flow of the mixture. The centrifugal (!) Oil purifier, (centrifuge), and an electrical oil pressure pointer is introduced. 110-liter benzobac (stroke reserve has been increased to 400 km.), With electric benzier.

As well as the option, the engine preheater was offered with an electric fan, - these cars, with archaic already external speciesThey were intended primarily for the regions of Siberia and the Far East.

In the transmission, a single drive shaft with two hinges was applied, without intermediate support, but still, with crosses on sliding bearings.

The steering column and the gearbox were now used from GAZ-51, and the gear ratio of the steering mechanism was now 20.5 units.

The car received six-pointed wheel disks from ZIS-151, and wider tires, measuring 8.25x20. And the reserve "moved" from under the back of the frame, under the right side of the body, as well as in GAZ-51.

The diagram of the 12-volt electrical equipment system was "approximate" to the technical solutions applied on post-war Soviet trucks. PF-3 subharbones with light bulbs 3 sv., (Over the overall light), and the headlights of FG-1, unified with ZIS-150 and ZIS-151. But it remained non-violent with other machines, a 12-volt generator G-42, with a return of 18 A. - he still had a gear drive. And the MAF-31 starter, from the pre-war busement ZIS-8, was still inertial type.

Although the car of Uralzis-355 had a fully wooden cabin, which, of course, was still not locked, but there was still an ignition lock with keys. And the combination of devices and the design of the dashboard has already matched similar design of other Soviet trucks.

This truck, very similar to the pre-war ZIS-5, was externally different from the last wing arral part of the front wings, due to the installation of more wide tires. A longitudinal amplifying wooden bars appeared on the side sides of the body. Well, and as already mentioned, there was no outer metal cube sheat, and sweathers appeared.

The Uralzis-355V car, produced in 1957, and retained the pre-war appearance was the transition model for the machine "355m".

The Uralzis-353 engine, with a compression ratio of 6.0 and the K-75 carburetor, "issued" 95 hp at 2600 rpm. In comparison with the same engines, it was significantly recomposed.

The side water pump with a gears-actuator gave way to the central "front" pump with a common, (with a generator) with a belt drive. M-12 generator with an impact of 18 amps in its fastening and drive, if necessary, could be replaced by similar nodes from gas or ZIS machines. The ignition distributor of a new type P-32 is now installed on the right side of the front cover of the distribution gear. And the starter was attached to the right side of the cylinder block, now installed on the left side of the power unit. New starting electric motor ST-14B, had forced inclusion Drive gears from a foot pedal.

The latest modernization of the legendary three-thunder was delivered to production in 1958. Outwardly, it was more similar to GAZ-51, which is no wonder: by that time, Andrei Alexandrovich Lipgart was translated into Uralzis, the former chief designer gas. This explains many previously mentioned similarities of the Machines of the Ural and Gorky Plants.

Lipgart, of course, knew all the strong and worked qualities of the former "their" cars. In addition, he understood the feasibility of unification of such equipment of that era like freight cars. He also "crossed" for the URAL-ZIS-355M stamps of the Cabin of an old sample, no longer used in the production of GAZ-51 and GAZ-63 machines. That is why the "lawn cabins" from the second half of the 50s, differed from the machines "355m" form of doors and doorways - in the latter case there were "straight" bottom corners of these structural elements.

In addition, Uralzis-355m to last day The production maintained wooden carcasses of doors that had only metal sheets of external and internal trim.

The machine is very updated in design, retained all the same, tested by time and roads, the main units are engine, gearbox and rear axle. But she got a completely new frame, as a result, the clutch pedal block and brakes are now attached not to the clutch can, but to the spar frame. The shoulders of pedals have now become the same.

In the transmission, a cardan transfer was introduced with crosses on needle rolling bearings and with an intermediate support, as well as in GAZ-51. New springs allowed to raise the carrying capacity of the machine to 3.5 tons. Hydraulic shock absorbers appeared in the front suspension.

The car received its own six-fledged wheels with windows - "lykovkov". But unlike the previous models of this plant, the trucks have now been completed with the tires of the "Werethe" type, with the tread "Christmas tree". They are still intended mainly for the eastern regions of the country, where there were not only roads, but also remained simply "directions".

There were changes in brake systems. In the rear wheels, for the first time, the only time on trucks, two diametrically opposite working cylinders were used, each of which pressed only its block. And the ends of these pads were directed towards the rotation of the drums during the front course of the machine, to obtain a servo effect - self-grinding pads when braking.

The same picture, as in the front drum brake mechanisms of any "Volga". In the absence of an amplifier, it was a considerable help of the driver of the truck if emergency braking is necessary. But such a decision completely excluded the possibility of using expansion levers of parking braking drive. Therefore, the central transmission "handler" was used in Uralzis-355m.

The reservation was not done by chance: in the reference book NIIAT 1958 the publication, it is indicated that the car had a calent drive of the parking brake on the rear wheels. What is the error of the compilers of this reference book, and does not correspond to reality.

This truck model had FG-2 headlights unified with "optics" of GAZ-51, it received and unified PF-10 subharbones, with 2-stranded lamps 21 + 3 sv. (Gabritis and "turn signals"), as well as the rear selected lights of the PD-5 turn signs, unified with gas and ZIS trucks. But the rear left oven lamp is type FP-13, remained the only one before the early 60s.

And with the cabin from GAZ-51, its heater appeared on the car, as well as the second, right wiper.

The Ural Automobile Plant was named Stalin until 1961, when the "355M" hood is the inscription "Uralaz" appeared on the sidewalls. But this faceless name from professional motorists did not take root - it remained only in the "gaiish" documentation, accounting reports of auto believes, and in the car directories of the time of Khrushchev.

Cars Uralzis-355m, (we will call things own name) In the autoships of the eastern regions of the USSR, remained in more or less regular operation until the end of the 80s. So, at least, it is declared, in the materials of the modern historian of Soviet trucks and buses, M. Sokolova, dedicated to this particular, last model Uralzis, (Magazines "Avtotrak" and "Commercial Transport", 2009).

By the way, in the materials mentioned, all the same author told readers and the following. These trucks, with the only lead axis, in a number of leshozes of Siberia, Altai and the Far East, re-equipped to forestry tractors, exported whims of logs from forest plots along with all-wheel drive tractors MAZ-501, (4x4) and ZIS-151, (6x6)! And as the reader understands, only the tires with the tread "Christmas tree", there would be little here ... Of course, in the photographs-evidence of such opportunities, the latter of the M Rican of Zis, there was no lack.

And the zises with wooden cabins, and in the first-hearth, worked until the beginning of the 80s. At the Moscow Confectionery Factory. P.A. Babayeva, Uralzis-355 served as an intra-water transport, and only the death of a front-line driver worked on it, put the car to the joke.

And in the 15th taxi park of the capital at the same time, a pre-war copy of the ZIS-5 was also worked - a polishing "barrel". Moscow fans of the Soviet autoretro these facts should be known ...

Used Books

1. "Car" M. Peter, with Application for cars AMO-2 and AMO-3, Ogiz Gtorransisdat, Moscow - Leningrad, 1932.
2. "Cars ZIS-5 and ZIS-8" A. Babich, Navy of Ukraine, Kharkov-Kiev, 1936.
3. "Automotive brakes" I.L. Cruise Publishing Min. Armed Forces of the SSR Union. Moscow 1947.
4. "Electrical equipment of cars" Yu.M. Galkin Publishing House of Mintchomhoz RSFSR, Moscow-Leningrad, 1948.
5. "Soviet car", Acad. E.A. Chudakov, Publishing House of the Academy of Sciences of the USSR, Moscow, 1952.
6. "Operational specifications car. HELL. Abramovich, Publishing House of Mintchomhoz RSFSR, Moscow, 1954.
7. "Car Uralzis-355" Guide Mashgiz, Moscow, 1957.
8. Quick Directory NIIAT, Avtotransisdat, Moscow, 1958.
9. Autotractor electrical equipment and appliances. Directory Catalog, Center Institute Scientific. Tehn Information Engineering Information at the Soviet of the USSR, Moscow, 1962.

For many of my peers, post-war trucks ZIS-150 are associated with the period when the mass construction of the famous five-storey-crushes has unfolded in Moscow and other cities. Thousands of dump trucks on the basis of these cars were delivered to construction sites concrete, a lot of saddle tractors with bulky semi-trap - wall panels, and onboard cars - All other goods, including people, that at that time did not have to be reborn by the rules road. By the way, in those years of concosant mixers, we still did not have, and so that the concrete did not grab prematurely, the dump trucks had to move through the urban streets with considerable speeds, generously breaking the contents of the bodies.

We are talking about the most massive trucks of that time - ZIS-150 and ZIL-164, which could exist, except experts and all-knowing boys - they knew that the "One hundred fifty" radiator lattice had horizontal slots, and "one hundred and sixty Fourth "- vertical.

The replacement of the famous "Three-thin" ZIS-5 constructors of the Moscow Automobile Plant named after Stalin began to prepare even in pre-war years, since the car, the basis of which in 1 920 was the American freight car AutoCar, no longer subject to further upgrades. The country needed a new truck - more powerful, greater lifting capacity, more durable and more convenient for the driver.

Experienced samples of the new truck, called the ZIS-15, were built in 1938. The car had a new frame, a different all-metal tribal cabin and modernized engine Power 82 hp It was assumed that basic model ZIS-15 will be the basis for a whole series of cars - buses, dump truck, a car of increased passability and a number of others.

However, the Great Patriotic War was prevented by the mass production of ZIS-15. True, she also prompted the production workers to further improve the pre-war "Triumphons" - on its basis, the three-axis ZIS-6 was created, half-sized ZIS-42, all-wheel drive ZIS-32 with a wheel formula 4 x 4 and gas generator ZIS-21.

In 1944, the issue of the release of a modern cargo car was raised again, but the ZIS-15 sample of 1938 was recognized as irrational. Therefore, at the Stalin's auto plane, the internalized cargo was developed, differing from the American Land Lizovsky Truck International KR-11 in appearance. By the summer of 1944, the prototypes of the new truck entered the tests.

The ZIS-150 installation batch left the territory of the automotive industry on October 30, 1947. The car with a lifting capacity of 4000 kg was equipped with a 90-strong engine, signed with a five-speed (for the first time in the domestic auto building!) Box with gears of constant engagement and pneumatic drive brakes. For the car developed a cabin of a mixed design - due to the shortage of a special steel sheet, it was made of plywood and artificial leather with partial trim. By the way, such technology was used in the manufacture of many cars of those years - gas-51 was at first with a wooden-metal cabin, a pickup body was gathered from the tree on the basis of Moskvich-401.

For the first time on the domestic cargo car, the doors were equipped with lowered stalks. The windshield is a V-shaped, consisting of two windows located at an angle, and the left, driver, could deviate up and fixed in any position using the roller mechanism.

The engine, called the ZIS-120, mastered in production in 1947, was comprehensively running on the serial "three-shoes" (cars with such motors were called ZIS-50), released in the period 1947-1948 in the amount of 13,895 copies.

The development of the production of ZIS-150 began in January 1948. Up until April 26, a new conveyor was installed without stopping the old one, and from April 27, the serial issue of the ZIS-150 began. A few days later the production of "Triumphons" ZIS-5 and ZIS-50 was discontinued.

The operation of the ZIS-150 revealed a number of disadvantages, the main of which became a small margin of the strength of the long cardan shaft - when the car moves with increased speed (as a rule - under the mountain) the rotation frequency of the shaft exceeded the safe, which led to its cliff. As a result, "Cardan" damaged the pipeline of the pneumatic acting of the brakes, and in this situation it was almost impossible to stop the car.

I had to install the developers on the car a special engine crankshaft speed limiter, which prevented its turnover from over 2400 per minute.

The first solid modernization of the ZIS-150 was produced in 1950. The machine was equipped with a all-metal cabin and equipped with a more modern carburetor K-80 with a falling flow of a mixture and a new exhaust manifold, which increased the power of the engine and improved its efficiency.

The next modernization was produced in 1952 - taking into account the accumulated experience of the ZIS-150 operation. First of all, the constructors got rid of the long and, accordingly, the fragile cardan shaft and replaced it with two shafts with an intermediate support on the middle crossbar. The suspension was also improved - the car was completed with elongated springs. The engine was equipped with a floating oil pump oil pump, and in front of the radiator installed the blinds driven by the driver. They took care of the driver - reduced the height of the seat and the tilt of the back, and also increased the gear ratio of the worm steering gear. The last improvement was particularly relevant because to control the cargo machine full mass Over 8 tons in the absence of a hydraulic agent required truly warrior efforts.

Before the launch of modernized trucks, the prototypes were sent to the test run of about 25 thousand km along the roads with various coating, including the primers.

The latest modernization of the ZIS-150 car was produced in 1956. The car was replaced by the cast iron head aluminum engine, which made it possible to increase the compression ratio to 6.2, installed a new carburetor, intake manifold and air filter, as a result of which the engine power increased to 96 hp. In addition, it was reinforced by the frame, we used rubber supports for the front springs and hydraulic shock absorbers were installed.

The latest innovation on the "One hundred and fiftieth" - replacement of the "ZIS" to the hood: instead of her there appeared abbreviation "ZIL", since it was in 1956, after the XX Congress of the CPSU, the Avtozavod was renamed in honor of I.A. Likhacheva - the former factory director And the former Minister of Automobile Transport and the Soviet roads of the USSR.

ZIL-150 cars were not produced too much - in 1957, instead of this car, the car went outwardly very similar to it ZIL-164. Since 1947 to 1957, 774,615 ZIS-150 trucks and ZIL-150 were released.

In addition to the ZIS-150, work was carried out on the creation of high-passing machines. Thus, from the mid-1940s, on the basis of the ZIS-150, the all-wheel drive car ZIS-150P of the wheel formula 4 × 4 was developed. However, the car turned out to be severe, which did not meet the requirements of the USSR Ministry of Defense, and the plant was proposed to develop a three-time version of the "one hundred fifties".

At the beginning of 1945, the design of a three-way machine began in the plant, which was subsequently called the ZIS-151 name. The first two samples were built already in 1946 - one with barter rear wheels and the other - with single-sided. In the summer of 1947, comparative tests began, in which, along with a pair of ZIS-151, the three-axis Lenid Lizovskiy International and Studebaker participated. At the same time, the best passability demonstrated all-wheel drive ZIS-151 with single-sided tires, which had the rear wheels on the trail left by the front, which required the smaller energy consumption for the installation of a gauge. But representatives of the Ministry of Defense for incomprehensible reasons spoke out for the release of cars with two-tie rear bridges. By the way, in the near future, the plant still launched a single-wheel drive zil-157 single-wheel drive scheme.

Well, the ZIS-151 began, thus, the first three-wheel-drive car of the wheel formula 6 × 6 in the country. The serial release of this car continued from 1948 to 1958. Battle cars of jet artillery, armored personnel carriers, large floating cars (BAV), tankers and a number of other military and civil transport vehicles were created on its basis.

In 1957, instead of ZIS-150, the Avtozavod put on the ZIL-164 conveyor, which externally did not differ from the predecessor, but had a number of differences from the "One hundred fifty" - reinforced frame, a more powerful engine with a modern carburetor, telescopic shock absorbers, etc.

Car Design ZIL-164

ZIL-164 was a cargo vehicle with a three-seater all-metal cabin and a wooden platform with three opening sides.

The car engine is a carburetor, inline, six-cylinder, four-stroke, low-flaped, with a working volume of 5.55 liters. The degree of compression is 6.2. Maximum engine power - 100 hp At the rotation frequency of the crankshaft 2800 rpm.

Engine cylinders are located in one block, cast from the cast iron along with the crankcase. The plane of the crankcase connector is below the crankshaft axis. Around the cylinders in the block there is a water shirt. The overall head of the water jacket cylinder head is installed on the engine block, in which combustion cameras are located. The head made of aluminum alloy is fixed on the bolt and stud block.

Pistons with a flat bottom cast aluminum alloy. On the top of the piston, three compression and one oil-changing ring are installed.

The crankshaft is made of carbon steel, the necks are subjected to superficial hardening of high frequency currents. In the engine, the shaft rotates on seven bearings having steel thin-walled liners with Babbit Pouring.

The flywheel is fastened with six bolts on the flange of the rear end of the crankshaft.

The front of the shaft is fixed on the key steel distribution gear, oil reflector and fan drive pulley. From the bottom to the engineer of the engine is attached to the steel stamped pallet.

Carbon steel camshaft is installed on four steel bushings with babbipite fill. In the middle of the shaft, there is a gear of the oil pump drive and the ignition distributor, in the rear - eccentric for the gas station drive, and in front of the cast iron gear, which is in engaging with the crankshaft gear.

The engine is attached to the frame on three supports using rubber pillows.

Engine cooling system is forced, closed. A radiator of tubular plate type is mounted on a frame through rubber pillows. Thermostat is one-owned. The hexadened fan rotates in the casing attached to the radiator. The drive of the radiator and the water pump - the single wedge belt from the crankshaft pulley.

Engine lubrication system - combined: under pressure, indigenous and connecting crankshaft bearings, camshaft bearings, camshaft gears and a distributor drive shaft are lubricated; To the rest of the rubbing surfaces, the oil is served by splashing and self-shot. Oil filtration - double.

By car ZIL-164, a dry two-disc clutch is installed. In the future, at regular upgrades (on ZIL-164A), the clutch was replaced by one-sized, with peripheral springs and with a mechanical shutdown drive.

The gearbox is a five-speed, and the fifth gear is accelerating, that is, when it is turned on, the secondary shaft of the box rotates faster than the crankshaft of the engine.

The car uses a double main gear, assembled with a differential in a crankcase, cast from a forging cast iron. The rear beam of the bridge is also cast from the maquette of the cast iron. The semi-axes of the beams are pressed and secured steel pipes, the ends of which serve as a support for bearings of the hubs. The rear opening in the beam is closed by a steel stamped lid attached on the beam with screws. Ratio the main transfer - 7,63.

The frame of the car consists of two steel stamped spars of the chamber cross section of a variable profile connected by transverse beams on the rivets. Bumper and towing hooks are fixed in the front of the frame, in the back - a towing device with a hook and a snatch.

The front axle is a steel 2-axis beam attached to the frame on two longitudinal semi-elliptic springs. Springs are installed in the frame brackets on rubber pillows. Piston shock absorbers are included in the front suspension (in the future, telescopic hydraulic duplex shock absorbers were used on the ZIL-164A car). The front ends of the rear springs are attached to the brackets of the frame with fingers, and the rear - with the help of seryo with two fingers each.

Flat rim disk wheels have a removable side ring with a key ring. Rear wheels - duplex.

The steering mechanism of the car is a pair of worms - a three-grade roller, while the worm is installed in the crankcase roller bearings, and the roller rotates on two needle bearings.

The braking system of the car consists of a foot brake with a pneumatic actuator acting on all wheels and a manual central transmissive brake. Pneumatic brakes have a high efficiency with small efforts on the pedal, which greatly facilitates the control of the car.

Today, trucks are applied in logistics. With their help, various goods are delivered or provide various delivery services. Modern cars With high lifting capacity, it is literally equipped with the latest technology - this makes it possible to ensure comfort, as well as the safety of the driver. However, during the Great Patriotic War, feats were performed. They participated in the delivery of weapons, ammunition, food and water. What was worth only the delivery of meals in Blocked Leningrad. Some of these are the legendary ZIS-5 truck. About him and will be speech.

This car with a lifting capacity of 3 tons was the second largest production.

During the Second World War, he was one of the most part. This model was manufactured at Stalin's factory from 1933 to 1948.

Child perestroika

At the very beginning was "otokar" - this is an American, not too well-known and not a particularly popular model that was going to AMO. He was very simple according to the design, and his cost was low, which was very relevant.

And in 1931, the automotive Moscow society successfully survived modernization, and then at the capacity of the Company, they began to assemble the works of the new AMO-2. The car was built on the basis of American nodes and details. Then there were still many modifications. You can select AMO-3. This truck had a loading capacity of 2.5 tons - and here in 33, he again subjected to refinement. In the meantime, the plant was renamed, the new name is Stalin's plant. ZIS-5 is built on the basis of AMO-3, but only already on the domestic component base.

In the first batch there were only 10 copies. The conveyor assembly was established at the end of 33 years without the production of an experienced car. The design was very simple, so when assembling there were no failures. In the series, the car managed to launch in the shortest possible time.

His folk name, and his name was not different as "three-shoes", the ZIS-5 truck received, due to its carrying capacity. The redarmeys called the car respectfully - "Zakhar Ivanovich".

As for the design, it does not differ from other models of the military years. This is a classic automotive industry. The development participated in the work carried out actually completely "from scratch". The main emphasis that stood in front of the engineers was an increased maintenance and maximum simplicity. However, it was necessary to improve the characteristics of patency and carrying capacity.

ZIS-5: device

The design was simple, if not primitive. The machine consisted of 4500 parts.

They were mainly made of cast iron, steel and wood. You could disassemble the car with a minimum of tools. Hardware and fastening details were in nine sizes, and it was impossible to thread threads. Only 29 bearings were used in the device.

But with all the simplicity of ZIS-5 (car), it was fairly modern at that time. The kit was an electric starter, a diaphragm type gas station, a fuel tank under the driver's seat. The oil replacement was made through 1200 km, and not through 600, as on other models. Mileage without need overhaul accounted for 70,000 km.

Permanent improvements

In the course of improvements, engineers have developed and embodied in the hardware new engine ZIS-5. AMO Z, and "American" was equipped with a six-cylinder "Hercules". He issued 60 horses for 2000 rpm. For Zakhar Ivanovich, this power was not enough.

Therefore, it was decided to increase the size of the cylinders. The result was successful - the power rose to 76 liters. from. So, the "three-shock" became one of the most powerful trucks for that period of time.

The power unit showed itself very reliable. He was equally worked on any mercy. He could effectively work even on kerosene. When it was hot, he evaporated no worse than gasoline.

In winter, the unit started, pouring a little gasoline into the cylinders. To do this, had to unscrew the spark plugs. Then the candles were returned back, and only after these manipulations were rotated the ignition knob. Is it worth saying that the unit started at almost half a turn.

Transmission

The old gearbox with a new engine work categorically refused, so it was urgent to create a new design. It happened new PPC For four programs, not three, as it was on the last model.

This box was 6.6, and on the main transmission this number was 6.4. This allowed ZIS-5 to drag a trailer at 16 tons, while the engine turnover was 1,700 rpm, and the speed was 4.3 km / h.

The first transmission was used only on off-road, or at maximum loads. By the way, ZIS-5's permeability was just excellent. Low-robust engine, successful transmission, large clearance of 260 mm. The car could drive where others were just stuck.

Gears in the PPC of the new design were connected to the intermediate shaft not traditionally, but with the help of slots. This allows you to improve the center of gear wheels.

The last model from Brown End Like had a simpler design. There the gears were simply planted on a square fellow.

Unreliable cardan shaft, which was equipped with three hinges and intermediate support, changed to simpler. He was distinguished by two hinges. They were easier and cheaper to make.

Chassis

Many were sure that the chassis in this truck is quite weak.

Frame was difficult to break, she did not bend. However, it could be very easy to squeeze. For example, if one wheel fell into road bumps.

Hard springs have not brought any benefit. And such elasticity was obtained due to the special technology of heat treatment. Coasts, as well as other details, were not connected with spars with the help of traditional welding, and were stuck. If you repair with welding machines, it has significantly weakened it.

Cabin

During the war, the engineers had the task as simplified the design of the cab.

She began to be made of wood, as well as plywood. The wings were performed by the method of flexible rolled, in the pre-war time they were stamped. The right headlight was dismantled. After the war, of course, the complete set was led to normal.

The road review was not as good as on today's models of trucks, but did not have to choose at that time. About Comfort You can also not remember. To fit between the steering wheel and the driver's seat, you need to be very easily dressed. There was no sound insulation in the car - to hear the interlocutor, it was necessary to scream.

The cabin was equipped with a ventilation system, but there was no stove. And if the glass was frozen, had to use ventilation. However, the cabin was perfectly ventilated naturally - there were many slots.

Brake system

There were no modern in the design. They were provided, but in wartime there were no necessary volumes brake fluid. Therefore, the truck could be braked with mechanical rear brakes. By the way, the truck braked perfectly with the engine. It is worth the driver only to weaken the pressure on the gas, or to completely remove the leg from it, as the car immediately slowed down. After the war, the hydraulic was still installed.

Specifications

ZIS-5, model of the 30s with a volume of the power unit in 5.5 liters, could produce power in 73 liters. C, then after refinement - 76, and after the war - 85 liters. from. The four-stage gearbox allowed to perfectly adjust the thrust. The weight of the truck is 3100 kg, and maximum speedwhich was achieved, was 60 km / h. Fuel consumption could fluctuate from 30 to 33 liters per 100 km of mileage.

Thanks to its design, the car could easily pass by Brody to 0.6 m in depth.

The maximum rise at full load is 15%. The fuel tank had a capacity of 60 liters.

Soldier, Worker, Legend

In 41, an airline was performed to the factory. Stalin. It was ordered to completely remove all production. In 42, the release was again resumed. These trucks performed a variety of functions in the rear and on the front. There were no buses yet, and 25 people could fit in the body of this car. They were raised by ammunition, various equipment. These cars brought the soldiers of the Red Army to Berlin and back.

In Moscow, the truck was produced up to 48 years. The last party was equipped with a new unit - ZIS-120. In total, about a million such types of trucks were created.

This car is a rather modest worker with a very long and very tangled fate. Today, these are no longer found on the roads. They are preserved either in museums or in private collections. If you really want, you can make a reduced model of the ZIS-5 car. There are drawings in our article - this is a very exciting occupation.

So, we found out the history of the creation and technical characteristics of the ZIS truck.

From Амо-3 to zh-5

In a good way, the history of ZIS-5 began not in 1933, when this car stood up on the conveyor, and two years earlier, October 1, 1931, when a large-scale reconstruction was completed on the 1st State Automobile Plant, which allowed to increase its production capacity several times , deploying a truly mass production of trucks.

Its result, in particular, began the launch of the first car conveyor in the country, and the plant itself received the name of Comrade Stalin. Instead of outdated AMO-F15, the production of more lifting AMO-3 was mastered in its workshops, as the basis for which the American Autocar was taken, until then, we gradually collected under the designation of AMO-2 from imported machine collectors. His heir to AMO-3, designed in 1928-1930 under the leadership of the head of the design department of the BD plant. Strakanov, manufactured already on the domestic aggregate base. Under the hood of the car, a gasoline engine was installed, which was based on the design of the engine of the American company "Hercules". As planned, the reconstruction made it possible to sharply increase the tempo of release: if in 1931, 2.8 thousand trucks were published from the factory gate, then in 1932 more than 15 thousand!

Nevertheless, AMO-3 was only a transitional model: Immediately after the launch, it began to introduce one improvement after another to the series: modernized gearbox, increased the volume of the radiator, replaced the hydraulic drive of the front brakes to mechanical, and the double drive shaft per single. Serial trucks disappeared by the Pijon Front Bumper, which was saved only on exhibition samples. Load capacity increased from 2.5 to 3 tons, and the engine power received by air filters from 60 to 73 hp As a result of all listed innovations, a car was released with higher characteristics, which was called ZIS-5. The first ten of his copies came up from the factory conveyor in June 1933, in 1934 the daily production of these cars was brought to 65 units. And according to the results of 1937, exceeded the 60th thousand mark.

Machine for our conditions

The design of the ZIS-5 was typical for the trunth of the early 1930s: a carburetor engine, a durable ribbon frame, a completely spring suspension, drive to the rear axle, a double metal-shaped cabin and a fully wooden platform. The six-cylinder engine with the lower arrangement of the valves, the working volume of which was 5.55 liters, could consume even kerosene. In general, the car was distinguished by the simplicity of the design, was maintained and unpretentious. His middle Mileage Before the overhaul managed to bring up to 70 thousand km.

In addition to three tons in the body "Zakhar" could be towed also a 3.5-ton trailer. That is, it could be used as a road train, which increased the efficiency of transport, and in military units - as a tractor of artillery guns. Moreover, the tests showed the excellent patency of the ZIS-5, which increased even more when installing tires with developed primer.

Until the war, the car released almost unchanged, but after the start of the hostilities, its design was as simplified as much as possible: more than 100 kg decreased metal-capacity of the cabin, one of the headlight headlamps and front brakes were removed, and the front wings stamping was replaced by flexible using for this Normal leaf rolling. Such a modification received the designation of the ZIS-5B - it was in this form that the truck was manufactured from 1942 in Ulyanovsk, where in 1941 part of the equipment from Moscow were evacuated, and then its production was transferred to Miass, where he resumed from July 1944.

All Zakharov Family

On the basis of Zakhar, massively produced a wide range of vehicles, tank trucks and tankers, as well as utility machines, including polyvalny and sandburry. For fire trucks Plant In 1934, the plant has mastered the modification of the ZIS-11, the wheel database of which increased from 3810 to 4420 mm. Later, other long-base trucks appeared, of which the most famous ZIS-12 with the maximum lowered by the onboard platform, who received peer niches (including used for the installation of spotlights and anti-aircraft plants). To attach semi-trailers from 1938 to 1941, the modification of the ZIS-10 was made with the seat-trap unit installed behind the cab.

In order to simplify exploitation in remote regions of the country, in 1936 the small-seater release of gas generator ZIS-13 began, which worked on wood chocks. Three years later, the improved model of ZIS-21 came to replace it, as a fuel for which coal briquettes could also be used. The power of its engine was small, only 45 hp, because of which the carrying capacity had to be reduced to 2.4 tons. It is interesting to add that the history of these gas generator trucks after the war continued in Miass, where from May 1946, the release of the ZIS has launched 21 on the basis of the ZIS-5V, which prompted the Mercalis of Middle Machinery in November of the same year to determine the Urals Automobile Plant to the production of gas generator zisov. " In 1947-1948, an upgraded ZIS-21A was standing on his conveyor, and in 1952, "Uralzis-352" came to a shift, which, thanks to the use of a centrifugal supercharger, served in the gas generator, could work on wooden chocks of any humidity.

From 1934 to 1936, on the basis of the ZIS-5, the 29-seater ZIS-8 bus was built with a metal trim of a wooden bodywork (547 units.), And in 1938, a more streamlined and aesthetic 34-seater ZIS-16 went to the series. Forced to 84 hp Engine (3250 units Made.).

Not bad established himself "Zakhar" and in military service, becoming one of the most famous trucks of the Second World War. In addition, at the request of the military who wanted to get a car with higher patency and lifting capacity, in 1940 the production was launched in the plant developed on the basis of the ZIS-5 half-sized ZIS-22, and in 1941 - all-wheel drive ZIS-32. Unfortunately, the war violated plans to unfold their production - to Eva

deviations each of the models managed to make just two hundred copies. Later, when the plant in 1942 began to start working again, the production of semi-drug cars was resumed under the designation of the ZIS-42M and continued until 1944, but during this period there were not so many of them - 6372 units. But at the beginning of the Great Patriotic Army, they managed to be saturated with ZIS-5 unified with ZIS-5, but the 6x4 Wheel Formula - since 1934, and before the end of production in 1941, they were produced in an amount of just over 21.4 thousand in 1941. particular, these trucks have become a base for creating first reactors volley fireWe called "Katyusha", as well as repair agents and automotive reinforces for mechanized parts.

In Moscow, the release of ZIS-5 was turned in 1948, making in the amount of more than 587 thousand, and in Miass on the "Uralzis" conveyor under his own index, he lasted until February 1956, when a modification with the streamlined wings of the front wheels in the conveyor took The designation of Uralzis-355 and produced until 1958.