Veterans veterans. Veterans-veterans old horse furrow does not spoil

The permeability of this truck, which lasted in production over 30 years, and now can be called outstanding. The path to its creation was long and difficult, but everyone who worked behind the wheel of these all-terrain vehicles remember their goodwalk. Numerous versions of the model ZIL-157 could be found in the extreme north, and at construction sites of Siberia, and on the laying of pipe-wires in Central Asia, and, of course, in the army of many countries of the world. Undoubtedly, it was one of the worthy domestic developments, and she deserves to remember it.

At the end of the 1930s, when the inevitability of the Second World War did not cause doubts, constructors of European factories, producing army machines, broke their heads over how to increase car permeability. Their efforts did not remain unnoticed in the USSR, because issues of improving defense focused serious attention. The greatest successes in this business were achieved in the Gorky Auto Plant, where they were first mastered in the production of hinge of equal angular velocities, which turned the front axle of the car in the presenter.
The merit of the team of designers under the leadership of Andrei Aleksandrovich Liphard is that, having experienced various two-axis and three-axis trucks, they proved that all-wheel drive machines must have a single-skate tire, tires with a special protector for various location conditions, special rapes along the axes and T . D. It's a pity that the war prevented the implementation of plans for the release of the family of all-terrants, and after the war, the country received only one biaxial all-wheel drive truck GAZ-63, however, who possessed unique crossings.

On the Moscow Automobile Plant. Stalin before the war managed to release a small batch of two-axis trucks increased passibility ZIS-32. At the end of the 1940s, designers sought to create a Soviet "Studelker US 6x6", taking the basis of its technical features and based on the units of the new 4-ton truck ZIS-150. As you know, these legendary all-terrain vehicles with double rear wheels have proven themselves in battles with fascists, including as a carrier of famous launchers "Katyusha".
Three-axle ZIS-151, to the great chagrin of his creators, it turned out to be much worse than the "studebecker". In April 1948, he was significantly inferior in April 1948 in April 1948, during a long run in the spring off-road, and the lend-Lizovsky prototype, and the GAZ-63 all times, which more than once had to pull out the zisa from dirt and snowy captivity.

Heavy machines (the mass of the ZIS-151 exceeded the mass of the "studebreker" on a ton) with a small wheel in size and insufficient road clearance, low-power engines and rear axle bridges in the test medium received the nickname "irons", forced drivers to shoot the second skates and push the stuck car to another car, the good design of special rear bumpers This allowed. In the memoirs of the test, you can read that thick liquid dirt easily flamed the rear wheels, turning them into four barrels, helplessly rotated in the mud mass. Shipping outdoor skates flipped with mud, hiding scrap mud, it was a mortality, but it was necessary to increase the passability. Two-tight wheels required more power from the engine, as they laid extra rhesis, while GAZ-63 rear wheels were accurate by rings of the front.

Truck with Soviet know-how
Errors needed to be corrected in the shortest possible time, especially since the ZIS-151 trucks went to the army, and the ways of solving problems did not look foggy. In 1950, the production of armored personnel carriers of the BTR-152 based on the modified ZIS-151 aggregates began, but already with a single-sided screening of all wheels with tires greater dimension. At the factory, experimental samples of the ZIS-151 trucks with single-sided wheels and a single ribbon of bridges were created, work was developed to increase engine power, an increase in the reliability of other aggregates, the design of the winches. But the main hopes associated with the fundamental increase in patency were pinned on the system of centralized regulation of air pressure in the tires created (for the first time in world practice). Tirenits were instructed to develop a design and master the production of special tires that allow the movement of the vehicle at a temporarily reduced air pressure into them. As a result, a tire of 12.00-18 was developed (the air pressure range is 3.0 ... 0.5 kgf / cm2), which allows for the possibility of working with a variable of the radial deformation to 35% of the profile height, while in conventional tires the radial deformation is not more than 13%. The tire was distinguished by increased elasticity due to an increase in 25% of the profile width, reduced to eight cord layers in the framework and the use of special grafts from very soft rubber.

When the air pressure decreases in tires, the deformation increases and the specific pressure on the ground is reduced. As a result, the depth of the gauge decreases and the energy costs on the formation of a gauze or the resistance of the wheels are reduced accordingly. True, it was possible to move at air pressure 0.5 kgf / cm2 only at no more than 10 km / h.

The change in tire pressure was carried out by a driver using a centralized system that allowed adjusting and bringing pressure to the norm in all tires during the movement of the machine. The use of such a system especially liked the military. The fact is that with this system the vitality of the car was higher. The traffic of the truck could continue and in case of damage to the individual tire, since the pumping system compensated for the drop in the air pressure in it.
The tests of the new system have fully confirmed theoretical surveys, and when developing a new car ZIL-157, who has changed the ZIS-151 all-terrain vehicle in 1958, the choice was made in favor of new tire 12.00-18. As a result, designers had to radically revise the arrangement of the all-terrain vehicle. Reducing the number of wheels from 10 to 6 made it possible to avoid installing two spares, which were attached to the ZIS-151 vertically for the cab.

This solution led to liquidation for the cabbage holders and made it possible to move the platform to the cockpit, and in the back to shorten the frame by 250 mm, which reduced the overall length of the truck for 330 mm at the same wheel of the wheelbase. The only spare wheel found a place under the platform.

The ZIL-157 truck layout optimization has improved the mass distribution along the axes, while the mass of the machine decreased by 100 kg.
First on cars used the air pressure control system in tires with an outer air supply tubes with hinged connectionsBut very soon awarded serious shortcomings of this design. During the movement of the road off road, the protruding outer tubes were damaged, the seal of the hub in the air supply unit turned out to be poorly protected from dirt, and the installation and disassembly of the wheels caused great difficulties. As a result, almost immediately after the start of the car, the air supply unit to the tire was recycled in favor of supplying air from the inside of the wheel.

Modernization power aggregate
Experience in operating cars ZIS-151 revealed their low trailer-dynamic qualities, especially when towing trailer, the motors often overheated, the truck spent a lot of fuel, had low average speeds of driving on the roads with a solid coating, while the reliability of the components of the nodes did not suit the operational points.
All this it was necessary to fix when creating ZIL-157. The use of a block aluminum head on a row-valve 6-cylinder engine with a working volume of 5.55 l made it possible to increase the compression ratio from 6.0 to 6.2, which, together with the installation of a new carburetor, gave an increase in power from 92 to 104 hp. At 2600 rpm and the maximum torque from 304 to 334 n m. The cooling system and a new radiator and a new radiator and a new radiator were significantly changed.
The engine design was introduced a new oil pump, new crankshaft seals, a water pump seal, a closed Carther ventilation system, a suspension of the power unit, etc., was modernized, which increased its operational properties. Constructive activities led to a decrease in the fuel consumption of the ZIL-157 car on 7 ... 22% depending on the road conditions.

In the process of production, the car engine was upgraded even twice. In 1961, its power increased to 109 hp. (Model ZIL-157K), replaced the two-disc clutch on one-piece, and since 1978 the truck began to be released with an engine, in which a number of nodes were unified with the engine of the SIL-130 car (this version was called ZIL-157CD). The transmission box with 5 forward and one back was also strengthened, and until 1961 was produced with a fifth to increase the transmission, from which in the future refused.
Two-stage dispensing box with forced inclusion front Bridge Compared with the ZIS-151, it was produced with wear-resistant gears and new seals, and the cardan transmission was re-designed. The transfer of moment to the rear bridge was carried out with the help of a promotion fixed on the middle bridge. Leading bridges received substantially reinforced casing semi-axes, new hubs and brakes. The number of fastening the wheels has increased from 6 to 8.

The driver has become more convenient
Among the remarks on the ZIS-151 model there were also claims to the cabin: the inconvenience of the driver's landing on the unregulated seat, the lack of heater, the poor dust, unsatisfactory air ventilation, as well as the inefficient operation of the shock absorbers and the large forces transmitted to the driver's hands from the wheels. All of the listed challenged the driver, turning it, especially in winter time, in frank flour. It turned out that the shortcomings were not so difficult to eliminate.
Long-liver prize
The carrying capacity of all-terrain vehicles on the roads with a solid coating was limited to 4.5 tons (from 1978 - 5.0 tons), on dirt roads - 2.5 tons. The truck overcame the brother depth of 0.85 m, developed with full load on the highway speed 65 km / h, spent 42 liters of fuel per 100 km. At normal tire pressure (3.0 ... 3.5 kgf / cm2), ZIL-157 performed transportation On roads with a solid unprincipled coating. When the pressure drop is reduced to 1.5 ... 2.0 kgf / cm2 easily moved along soft and loose soil, and at 0.75 ... 1.0 kgf / cm2 overcame sand, spacious ground and blurred ground roads. Tire pressure 0.5 ... 0.7 kgf / cm2 made it possible to move freely on raw meadow, wetlands, and also successfully overcome deep snow cover. The total mass of the towing trailer when driving along the highway was 3.6 tons.
For high operational parameters, the car received the Grand Prix at the World Exhibition of 1958 in Brussels. It was exported to dozens of countries in the world. Serial production of models of the ZIL-157 family, which included a good ten of all sorts of performances, lasted on the Moscow Automobile Plant. Likhacheva until 1988, i.e. for long years after reaching more modern machines ZIL-131. In 1978-1994 The car was collected at the Urals Auto Corner Plant (Novouralsk), at the time the branch of Zil. In total, 797,934 car ZIL-157 of all modifications that many are called "kings of off-road" were manufactured.

After graduating from the Great Patriotic War on Stalin's auto plane, Moscow began to produce a truck ZIS-151. He was distinguished by increased patency and three leading axes. The model was produced for ten years (from 1948 to 1958). For the past two years, the car was called Zil-151. It was associated with renaming the plant in the summer of 1956. In the history of history, it was released without a small one hundred and fifty thousand copies.

At the development stage

The automaker during the war was engaged in production military equipment. For the war years, about one million ZIS-5 models were released. In parallel with this, designers developed new model With two leading axes. So, in 1944 the first sample of the ZIS-150 car was assembled. Due to excessive weight, this development did not comply with the requirements of the Ministry of Defense. Therefore, it was decided to produce three-axis models. The development of a new model began in the winter of 1945. From this point on, the history of the creation of ZIS-151 begins.

A year later, two versions of the car were developed. The first appeared in May. It was distinguished by two-tie wheels from behind. The second version was collected a little later (in the autumn of this year). This option possessed the cabin from the ZIS-150 and single-sided wheels from the back.

In the summer of 1947, tests of the WIS-151 car were carried out. He showed himself from the best side. Tires walked very smoothly. Locking the path left less fuel than competitors. In 1948, the production of serial cars began.

Force aggregate

On the car was installed initially engines ZIS-120. This motor had a volume of five and a half liters.

Since 1950, they were replaced by the ZIS-121 engine. This is a four-stroke gasoline carburetor with six cylinders. ZIS-151 engine possessed a power in ninety-two horsepower. Cooling liquid. For fuel on a truck, two tanks were installed. Each of them had a volume of a hundred fifty liters. They hid from two sides under the cargo platform.

The installed engine allowed the car accelerate to fifty five kilometers per hour. At the same time, fuel consumption was forty-two liters per hundred kilometers of the way.

Transmission and chassis

The ZIS-151 model was staffed by incomprehensive gearbox with five speeds. Last speed is accelerating. Clutch - dry type with two discs.

Suspension springs are complemented by hydraulic double-sided shock absorbers. Drum-type brakes equipped with pneumatic drive.

Wheel formula 6 x 6. ZIS-151 - a car with a full drive. It was complemented by a handout with two steps. This allowed to turn off the front axle drive. Transmission included five cardan shaftswhere there were ten hinges. Carters of the two rear axles were shifted in different directions. The bridges themselves at the expense of the balancing suspension were suspended and had two longitudinal springs. Two bridges of the rear wheels were equipped with three cardan shafts, supplemented needle-type bearings. For each of them a separate drive has been developed.

Exterior appearance

ZIS-151 "Star" was a universal on-board truck. The side is made in the form of a lattice. The body is complemented by benches located longitudinally and awning.

The first models (until 1950) were installed a wooden cabin with metal elements in which three people were placed. Facing was made of plywood. Wooden were both steps. The front wall was made of metal. The windshield is folding. After 1950, they installed a cabin made entirely of metal.

A small length bumper was installed on the spar-frame frame. He allowed to push the car that goes ahead. It was relevant taking into account the heavy road conditions.

Specifications

The length of the car is 6930 millimeters. Its width - 2320 millimeters. Height at a cabin 2310 millimeters. If measurements are carried out up to the uptake, then the height will increase to 2740 millimeters. The wheelbase is 3665 + 1120 millimeters. Pitch the rear wheels - 1720 millimeters. Front - 1590 millimeters. Clearance - 260 millimeters.

The cutting mass of the car is 5580 kilograms. Load capacity varied from two and a half thousand to four and a half thousand kilograms. Lower importance is characteristic of driving on the roads with a ground coating. Permissible full mass of the truck - 10100 kilograms.

If we talk about the standard modification, the truck was equipped with wood sides that were installed on a universal platform. The back board opened. Total car had ten wheels measuring 8.25-20. Spare tires (two of them) were attached between the cabin and body.

On the ground and country roads the car is able to carry loads weigh two and a half tons. Along the highway, this value increases almost twice and is four and a half tons. The permissible value of the mass of the trailer, which is capable of pulling the car, is considered 3.6 tons.

The cargo car is able to rise to the mountain with a steepness of up to twenty-eight degrees. The side roll of the car should not exceed twenty-five degrees. Overcomes the car and the ferrod, the depth of which does not exceed eighty centimeters.

Modifications

Several versions of ZIS-151 were released. Auto studio, in addition, includes information about several models produced on its basis.

In the spring of 1946, an experimental model of the ZIS-151-2 was released, which was distinguished by the presence of two-screw rear wheels. A few months later, in the fall of the same year, a car appeared in the second version - ZIS-151-1. Unlike the previous version, he had single-sided wheels from behind. They installed a cabin from the ZIS-150.

The modification equipped with a winch was called ZIS-151A. The traction force was 4.5 vehicles. The winch cable had a hundred meters long. A model of a power take-off box with three steps is staffed. It also served to transfer torque to attachments.

Even the SIS-121 tractor was made and the ZIS-153 car, which was distinguished by a half-art chassis. There was an experienced sample ZIS-151g, also known as ZIL-E157. It worked out a tire paging system.

Military equipment

On the basis of the ZIS-151, several versions of military equipment were performed. Among them can be allocated:

• ZIS-485 Bav. Can moving around the water.

• BM-13-16, intended for reactive artillery.

• BM-14-16 (8U32) - another fighting machine. It was equipped with a 140-millimeter reactive system, allowing to give fire to a volley.

• BMD-20 (8U33) with a two-hundred-mallimeter reactive system installed on it capable of sending charges for long distances. Worked with volleam lights like MD-20 "Storm-1".

• BM-24 (8U31) was staffed by the system of reactive launch of the M-24 salvo flame fire.

• BTR-152 (or ZIS-152) - armored personnel carrier.

Specialized Technology Peace Time

On the basis of the ZIS-151 truck, several versions of trucks intended to perform one particular function were developed. These were an ARS-12D authoritative station, PMZ-27 tank truck, a sleeve car PMR-43.

On the chassis from the ZIS-151, several versions of fire truck were performed:

• PMM-3 - tank truck for fire extinguishing ATS-40. Produced from 1952 to 1954 at the fire truck plant in Moscow.

• PMZ-13, which changed the previous version. It was produced from 1954 to 1959 by the Priluksky Plant. This is the fire tank truck ADP-25.

• PMZ-15, produced from 1952 to 1959. It was the first car in the Soviet Union to extinguish fires intended for the airfield service.

• PMZ-16, designed for chemical foaming. Collected it from 1956 to 1959.

Disadvantages of the car

During operation, the ZIS-151 car showed several of its drawbacks. During the first tests of this model, this model was significantly lower than other participants. ZIS-151 often had to pull out of dirt or snow by the forces of "competitors". This was connected with several factors. Thus, the representative of the domestic auto industry was heavier than the American "studebecker", which he was equal during production, for a whole ton. The wheels of small sizes, small ground clearance.

The engine lacked power. Due to the two-sheet wheels, it felt particularly acute. The second pair of the wheels had to put the way on their own. For example, at the same GAZ-63, the rear wheels did not spend additional forces (they walked along the front track).

ZIS-151 Nicknamed "Iron". Judging by the reviews, the rear wheels were regularly clogged by mud, while losing the ability to move. They simply robbed in dirt helplessly. I had to clean the wheels with the help of scrap and other girlfriends so that you can move on.

The history of the car ZIL-151 (ZIS-151) begins back in 1944, when at the automotive plant released a new full-drive two-axis model not past standards of the ZIS-150 Ministry of Defense, after which the instantaneous development of a three-axle full-driving vehicle began. In 1946, two prototypes of the ZIS-151 were built in May. In May, the first version of the car with duplex rear wheels was ready (ZIS-151-2), and the second test sample (ZIS-151-1) was released on the test. He had a single-sided rear wheels and a cab of the ZIS-150.

In the summer of the same year, ZIS received a technical task on the wheel triaxial armored personnel carrier "Object-140". In the summer of 1947, on the comparative tests of the off-road American three-axis car "Studebeeker", "International", domestic ZIS-151-1 and ZIS-151-2, ZIS-151-1 on the bus tires 10,50-20, "showed the best permeability and Higher average road off-road, except for the swampy meadow. Single tires walked "track to footprint" and demanded less energy costs for laying a gauge than double.

However, the main Army Customer insisted on the use of double rear wheels, despite the results of road tests favorable for ZIS-151-1. ZIS-151 was not a Soviet version of the "Studekewer", "International" or "Jiemsi". Their relatives appointment, layout, design and sizes cargo platforms with lattice sides and longitudinal folding benches. At the same time, the ZIS-151, inherited from GAZ-33 the layout of the leading bridges, which were identical to the GAZ-63 assemblies and did not have anything in common with the ZIS-150.

During the Year of the Cold War, the American authorities imposed a ban for the sale Soviet Union certain types of special machines. Among them were also the browning machines for the manufacture of spiral teeth of the conic gears of the main transmission. Their monopoly supplier for most automotive plants of the country was the American firm "Glison". When the serial production of trucks ZIS-151 began in April 1948, a bottleneck of the production of these machines began, became a section of the cutting of teeth on the gears of the main transmission.

Acquired before the war, the park of Machines "Gleason" was insufficient for each ZIS-151, it was necessary to three more gears than on the CIS-150 of the usual type. Director Zisa I.A. Likhachev accepted the decision to make the necessary machines at the factory, cooperating with other industries. The power unit ZIS-151 was a 6-cylinder, gasoline, four-stroke carburetor engine liquid cooling ZIS-121 (until 1950 was installed engine ZIS-120) with a capacity of 92 hp.

In the transmission used two-way dry clutch, 5-speed gearbox, a dispensing box with a two-stage demultipator, five cardan shafts with ten hinges. Front suspension - on two longitudinal semi-elliptic springs with hydraulic duplex shock absorbers and hinges of equal angular velocities like "Bendix-Waiss", rear on two longitudinal springs (balancing). The working brake is kernels, on all wheels, with a pneumatic drive and an output to connect to the trailer braking system. Tire size - 8.25-20. The car was installed two gas tank with a capacity of 150 liters.

Until 1950, the car had a wood-metal design cabin, with wooden steps, stamped plywood veneer and a metal front wall, later - reduced all-metal sizes. Body - wooden, universal type: with high lattice front wall and side sides, folding benches and awning. In the back of the car, there was a special buffer located on the same level with the front. This allowed to overcome particularly difficult areas of the path together with other single-type vehicles working as Tolkachi. The car did not have a pre-launcher engine heater and driver cabin heater. Modification of the ZIS-151a had a swan installed between the engine and the front buffer.

ZIS-151 became the first domestic car With three leading axes. It was widely used in the post-war years in the Red Army. The ZIS-151 chassis served as a base for a number of rocket artillery combat vehicles, such as BM-13-16, BM-14-16, BMD-20, BM-24. In 1955, auto-filling station of the Chemical Troops ARS-12D was adopted. Also produced tanks of the ACV-28-151 for the delivery of water, the tanker of the ATZ-3-151, the water separator of the VMZ-151 and many other special cars. On the basis of the ZIS-151a, a mosteo-stacker KMM (Karia mechanized bridge) was produced. There were modifications with shielded electrical equipment. The last ZIS-151 left the assembly conveyor in 1958, when he came to replace the more perfect all-terrain vehicle) - ZIL-157. ZIS-151 cars still have in good condition and are in museums different countries World.

© Photos are taken from publicly available sources.

In 1948, at the Moscow Automobile Plant named after Stalin, the release of the first in the USSR, three-axis all-wheel drive trucks was launched. The ZIS-151 model externally resembled American lend-lease trucks from Military Liphethey, and first of all was associated with the most famous then. And such a long-range degree of kinship in the title of the material is not accidental. In general, two of these cars, in reality, was not much as it may seem. What no significant changes were borrowed from these foreign cars? What are the creators of the new truck ZIS, was done at their discretion? What was the evolution of the development of the Soviet car for almost a 45-year history, (taking into account its modernization -), production? All this, with numbers and facts - in the proposed material.

General car layouts

Figure 1. Studebaker US6

Figure 2. ZIS-151

"Studebeder" and ZIS-151 are partly similar. This emphasizes the total dimensions of the machines in general, similar cargo-passenger platforms, as well as dual "hexoconse" wheels on the rear trolleys. In addition, both cars have a similar layout of transmissions aggregates.

This gave a reason to some kind of Kochnev from the "Wheel.ru" magazine in the article "Legendary Studebaker and the Red Army: What would it become, I did not have you?", It is concluded that the "knock" and was the prototype of the ZIS-151.

Sick from the pitue to this overseas car, (and how else can you regard the title of its material), the author directly states the following. "His, (" knock ") loosely copied with the development of post-war domestic trucks" And what about otherwise? And in the other!

From 1934, three-way, (6x4) truck ZIS-6 was produced in the USSR. Also, as subsequently on the ZIS-151, the balancing rear spring suspension of two leading bridges, and a demultiplier in the transmission, (1. -1.53; 2.--1,00) - (1. -1.53; 2. -1.00) - Application for all-wheel drive Transmissia cars high passability. In 1938, real running samples of the ZIS-15 machine were constructed, with a all-metal closed streamlined cabin, such as future CABI-150 and ZIS-151.

And in 1941, a model of a two-axis all-wheel drive truck ZIS-32 went to production. On this machine, the two-stage dispensing box was already used (1.-1.76; 2.- 1.00).

And here "Studebeeker", which, until the second year of war, in the country, in the country, in general, did not hear? Or Kochnev will prove to prove to someone that do not give American allies examples with their lend-lydis three-graders, our designers did not "collected" a similar car from the already mentioned and previously used technical solutions? And why it is the "studebeder", and not "international" or "Ji-Em-Si", was the prototype of the future layout of the three-grader ZIS? But Kochnev, about the answers to such questions, of course, and did not think. His word, (which, how we will see more than once, there is little about something), he already said.

ZIS-151 / ZIL-157 engines

The power units of the American and Soviet machines were similar not only externally and in general layout - six-cylinder row lower valves, they even had the same nominal diameters of cylinders, 4 inches, (101.6 mm).

Nothing amazing - on the "knock" was established one of the varieties of the "Hercules" motor, and on the ZIS-151, the further development of this American model of the power unit, but already under the Soviet scenario.

Of course, these motors have the fundamental differences. First, the American engine had a "lateral" pump of cooling system with a gear wheel drive from camshaft, and the Motor ZIS - "Central" pump with a belt drive from pulley crankshaft. And on the second, the Yankees used one-piece clutch with the central conical pressure spring, and the Soviet designers were considered for the benefit of the reinforced two-disc clutch with peripheral cylindrical pressure springs. Although the clutch and belong to the aggregates of the transmission, but they are executed - they are, as you know, in the overall assembly with motors.

On the ZIS-151 machines, the release before the middle of 1950, there was another fundamental difference from the "title" - the ZIS-120 Motor-120 was installed with the "Lower" location, the MKZ-14B carburetor, which was attached under the intake manifold, and provided an upward flow combustible mixture, only at the expense of discharge in the cylinders. Such a power unit with a working volume of 5.55 liters. and a compression ratio of 6.0 units., Developed 90 hp. at 2400 rpm., and 31 kgm at 1200-1300 rpm.

The new ZIS-121 engine, from mid-1950 and until the end of 1956, used a single-chamber "upper" K-80B carburetor, with a falling mixture stream. This gave an increase in power up to 92 hp at 2600 rpm. And the transition to a two-chamber device K-84, with a simultaneous increase in compression ratio to 6.2 units, allowed to achieve power 104 hp and torque up to 34 kgm with the same revolutions.

The ZIS-121 engine was inherited and "younger brother", ZIL-157, which was used until 1961. There was nothing surprising in this, because already in the first editions new Machine, (For example, the "Catalog of spare parts of the SIL-157 and ZIL-157V car", M. "Mechanical Engineering" 1958), unambiguously indicated that ZIL-157 is the modernization of the ZIS-151 machine.

In 1961, an updated truck ZIL-157K appeared, with a power unit of the same factory notation. The K-84M carburetor allowed several times to raise power, to 109 hp. At 2800 rpm., And the fundamental difference of the new engine was in one-piece clutch.

In 1978, a modification of the 157kd power unit appeared, where the piston group was unobed with the engine ZIL-130. The motor was completed with the K-88An carburetor, and received increased to 6.5 units. compression ratio. Power increased to 110 hp at 2800 rpm., And torque up to 35 kgm., at 1100-1400 rpm. On this engine, centrifugal oil purification was introduced, instead of two-stage filtering, used from the times of "knocks" and ZIS-151.

It is impossible to go around the attention and one more, in its unique design of the motor, which was a continuation of the ZIS engine, and not received, unfortunately, the way to life. In the second half of the 50s, a power unit was created for promising then the basic truck of the new family.

It was a row motor with the same sizes of the cylinder-piston group, as in the ZIS-151 / ZIL-157, - 6 x 101.6 x 114.3, and with the same working volume of 5.55 liters. But he had a topless gas distribution mechanism, increased to 7.5 units. The degree of compression, and a completely new two-chamber carburetor K-86.

Let the reader do not confuse the indicated degree of compression - it is freely "digestible" the then weighting gasoline A-74 and A-76. And known to lovers retro car "Moskvich-407", for example, with a compression ratio of 7.0 units, it was prescribed to operate on gasoline A-72.

According to the reference book NIIAT, 1958, the publication, promising inline "Sixer" ZIL developed the capacity of 140 hp at 3200 rpm. And her torque was 36 kgm. at 1500-1600 rpm. The well-known V-shaped 8-cylinder Motor ZIL-130, as we know, was powerful for only 10 hp. With the same knee speeds. Shaft, and his torque was only 5 kgm. more.

But during the time of Khrushcheva, as it is known, it was customary to prove "American guys" that we also know how to do the same thing as they. And in a policy order for new trucks, ZIL, obliged to install a two-row "eight". With the worst balance of moving parts and the entire motor as a whole, due to the mutually perpendicular operation of the left and right connecting rod-piston groups. With the worst filling of the "extreme", 1st, 4th, 5th, and 8 cylinders due to the extension resistance of the long channels of the intake manifold - "Spider". With lower efficiency of tilting cylinders. With more complex crank-connecting and gas distribution mechanisms. But why this, 140-strong superpowered "six", for example, did not install on the same ZIL-157 - the question is, of course, interesting ...

Soviet three-axis ZIS, unlike the American Fatherment, immediately received a practically doubted fuel reserve, - 2 tanks of 150 liters. Domestic designers and did not count on timely possibilities of refueling the army machine with the only gas tank, in possible combat conditions. They thought, thereby, about increasing the vitality of the car, and the autonomy of his turn, in case of damage to one of the tanks. I wonder why the Americans who prepared their cars actually immediately at war, were not puzzled by this very much?

But, unfortunately, creating something new, we sometimes cannot do not do something worse what was before, we still see more than once. And on ZIL-157, the total fuel supply was reduced to 215 liters. - Main tank 150, and additional - 65 liters. True, with the original margin, (2x150 l.), All varieties of saddle tractors remained, (ZIL-157B, -157KV, and -157kdv), but after all, all these cars were initially developed and produced for the same conditions of service!

Transmission ZIS-151 / ZIL-157

As already mentioned, until 1961, and after, the "brothers" engines differed in clutches. I personally make a big doubt the meaning of the transition to one-piece clutch on the machines "heavy weight category", which was the cars of the ZIL brand.

A two-way unit is more durable and wear-resistant by definition, smaller loads fall on damping springs of both slave drives, more smooth transmission of efforts to wheels fall at the beginning of the movement on a heavy and slippery off-road, especially with trailers.

On machines are closer to the "Rodney", and the same weight category - trucks of the Ural Automobile Plant, one-piece clutch, for example, the zil engines have never been used. But I do not judge the Moscow designers from 1961. I myself just appeared on the light.

The gearboxes of the ZIS machines and ZIL, before and after 1961, they differed constructively, gear ratio relations and gear shift algorithms.

The ZIS-151 unit, as well as the "Studekewer" gearbox, the five-speed, and had a fifth increase. The transfer ratios differed from American characteristics (in brackets), and the following numbers were: 1.-6.24 (6.06); 2. -332 (3.5); 3.- 1.90 (1.8); 4.- 1.00 (1.00); 5.- 0.81 (0.79); Z.Kh.- 6.70 (6.0).

Pay attention to the following. When the "reverse" is on, (transmissions Z.Kh.) in the domestic gearbox, due to an additional gear that changes the direction of rotation of the gearbox to the opposite, this leads to an increase in the ratio of this transmission in comparison with the first speed of the front turn.

The Americans did so that their "reverse" in traction loses the first gear. If this data on the American transmission is not a typo in the time of Land Liza, then another visual evidence that the ZIS gearbox, a copy of the checkpoint "knock" was not. General concept, and no more.

What really, without any significant changes, was borrowed from the "title" on this topic for the ZIS cars and ZIL, and only the kinematics of transmission control drives.

If until 1961, the gearbox from the previous model was established at ZIL-157, (in fact, from the ZIS-150), starting from the model 157K, it began to establish a gearbox from a promising truck ZIL-130, with a fifth "straight" transmission and relationships: 1.- 7.44; 2.- 4.10; 3. - 2.29; 4. -1.47; 5. -1.00; Z.Kh.-7.09.

Already known to us Kochnev unequivocally stated that the ZIS-151 used American, (without "quotes"!), Handouts and leading bridges. Well at least did not say that the American cardan shafts. But also a statement already made, he publicly sat himself in her ears himself. Without thinking that at the time of the beginning of the production of ZIS-151, the cold war was already going on, and any technical assistance in the production of army machines could not be speeches. But - to other facts.

The fact that the distributors of the ZIS and the "title" had different gear ratios, 1.- 2.44, (2,602); 2. - 1.24, (1.55), respectively, Kochev, I could, could not know. However, if he considers himself a connoisseur, and has the right to teach others, it was obliged to know the following:

1. These dispensing boxes had various parking brake mechanisms in the design. A disc braking mechanism was used on the Soviet car, and on the American - drum ribbon brake. But "the handbounds" are not tied with so much with the weekends of "Distopatakes", as with their basic details - carters. And this is already the inevitable differences in the crankcasers.
2. ZIS and the "stouseholder" were fundamentally distinguished by the addition of cardan shafts, both to distributors and leading bridges. The Soviet machines used the flange mutual connection of these elements of the transmission, with the already assembled cardan joints, and among the American - through the detachable "ears" of the forks of the Cross. Therefore, when connected - dusting of cardan transmissions, Yankees had to collect cardan hinge "at the place" under the car, or disassemble these hinge to dismantle the aggregates. Here you have "the same" - the interchangeability of the rattles!

Disposable boxes ZIS-151 and ZIL-157 are also unreserved with each other. Razdatka "Younger Brother" has other gear ratios, 1. -2.27; 2. -1.16.

But in any case, one instead is not possible to install purely technically, due to the size and layout of their parking brake mechanisms. In both cases, the nearest crossbars have mutually interfere with various configuration and fastening along the frame length.

With the "American" ("quotes" - A.K.) leading bridges on the ZIS-151, is still funnier, and more stupid. For the American car had brake mechanisms with hydraulic drive, and the ZIS was equipped with pneumatics. If Kochnev does not understand the fact that the brake mechanisms, by definition, are components of the general aggregate assembly of leading bridges, then where did it be with such a "competence" at all? And if at least it realizes that domestic and foreign bridges are designed to connect to completely different brake systems on the device, how could it "give" ZIS-151 bridges from "Studekewer"?

Find at least four "screaming" differences in American, (Fig. 9), and "American" (according to Kochneva), (Fig. 10), rear axle cargo bridges, is an optional task for readers.

In the front bridges of Soviet trucks ZIS-151 and ZIL-157, as well as the "Tricks" type "Bendix-Wais" type ball screws were used. But the ball joints were known from us before the Lenid Lizovski three-graders, in GAZ-61-40 cars, (1938) and GAZ-64, (1941)

In Figures 11, 12 and 13, images of hubs, swivel fists and hinges of equal angular velocities of the front axles of the "studebeder" cars, ZIS-151 and ZIL-157, respectively, are given. They are given without footnotes - explanations, only to illustrate visual differences in related units, and did not have the task of learning readers detailed device. And it seems that it is not necessary to specifically comment on the differences in overseas and domestic structures - there is no need. For it is clearly seen that ZIS bridges are not "gifts" from Truman, nor their quality "copies" are not.

Figure 11. Rotary fist and the "Studekewer" hub

Rear leading bridges ZIS-151 and ZIL-157 were fully implemented equally - with "direct" main gears, fully unloaded by half-axles and individual hubs on dual conical roller bearings. But they differedled the profile of brake drums, and in addition, the hubs of the rear axles "157" were distinguished by the structural elements in terms of air supply to the tires. And the front bridges of these machines, as the reader has already seen, had completely different designs of the hubs, and the length of the outer fists of the shruses. The main programs of all bridges of both models, with a number of 6.67 units., There were, of course, completely interchangeable.

Chassis ZIS-151 / ZIL-157

The front springs of the ZIS-151, as well as the "studekewer", had "ears" and was attached to the frame hinged, with the help of gray and threaded fingers, and ZIL-157 these suspension elements had a sliding seal in brackets with rubber pillows.

In addition, an early model was used in the front suspension lever shock absorbers, and the subsequent machines are telescopic nodes. The rear balancing suspensions of both "brothers" were made equally, with two pairs of lower jet levers, and with one pair of the upper. The ends of the springs had sliding supports on the beams of bridges.

The Soviet three-grader, as well as the "knock", had a ten-wheeled chassis, but at the same time he was equipped with two spare wheels, and not one fellowship as "American." And again, our designers abandoned "loose-free copying", in favor of common sense!

ZIS-151, in contrast to the "studekera, never had a tire with a reversible pattern of the tread, and was completed only by the directional" Christmas tree ". On the production machines of the 40s, "two-pointed" wheels from the ZIS-5 were still used (Fig. 21), with tires from ZIS-32. This is evidenced by the pre-war standard of their designation, 34x7, where 34 inches - the outer diameter of the tires along the treadmill, and 7 inches - the width of the internal diameter of the tire on the wheels shelf.

And on the "six-foam" wheels for a new three-grader, a modified "Christmas tree" was installed, a new standard for the designation, 8.25x20, where only the landing dimensions of the disk were specified in inches, respectively, the width of its shelf and the rim diameter. And ZIL-157 had only one variety of tread "Christmas tree" and tires of 10.0x18.

The anecdote is that the ZIL-157 includes more severely, in comparison with the ZIS-151, wheels, (110 kg against 75 kg, respectively), designers refused and from a more convenient and easy attachment of the next "stock".

Instead of rolling the wheels, on the folding sidewalls, the apiaryls of the holders, for the cockpit, as it was until 1958, they were now having to hang under the body. But how? With the help of attached removable additional swans. And the swans are these, like swans of self-drawing, the cars were completed only "according to a special agreement" !!!

Imagine that according to a special agreement it would be attached to the "spares", as well as jacks and "Baloons"! And these swans could be in hot, and lost, and just "expropriated" for auxiliary, household needs! Moreover, these removable-suspended, (Fig. 15) auxiliary mechanisms, did not even have their own, any comfortable knobs, twisting, and to work with them, was prescribed to use conventional 19x22 wrench! Truly, as a famous politician of our time spoke, "I wanted it better, but it turned out as always ..."

On ZIL-157, as is known, a centralized control system for tire pressure regulation was introduced. Until 1968, this system had an intracable block of tire valves, and the driver, at least on the move of the car, could operate with "subdivide" of any wheel if the remaining cylinders did not require this. But for some reason, for some reason, for some reason, forcing the drivers, forcing the drivers to open, close the wheeled cranes by wrench, running around the car, and maybe in the rain ...

I will allow myself to express my personal opinion in the fact that such a paging system, on this machine for a big account was not needed. ZIL-157 won in the passability of the ZIS-151 at least wide-profile tires, and single-sided rear wheels that were not allowed, (by the terminology of employees us), the "bulldozer effect" of the rear trolley.

This dignity did not lead to excess losses of power and the force of thrust. And taking into account the characteristics of the engine, (see below), a 10-step transmission, and good weighing along the axes, with a full mass, permissible for dirt roads, 2,800. + (2.9 t. + 2.9 t.), "One hundred and fifty-seventh" could give odds to many other cars.

The lot of such machines of high passability, which only lazy calls "SUVs", (a completely different category vehicle) are roads. Grinding, soaked, with deep ribs, snow-covered and iced, possibly with steep descents and lifting on the crossed area. But only such machines are suitable for movement.

Why drive these machines on a snowy virgin knee depth and higher, into wetlands and rivers with baked banks and or orst bottom - in the "zone of responsibility" of tracked snow-grooves GAZ-47 and ZIS-485 amphibians, which appeared even earlier?

A centralized podachka involves the use of softer tires, for the possibility of their deformation and increase the area of \u200b\u200bsupport on weak soils. But the same tires are easier to damage on sharp stones, stumps and other "accessories" off-road. In such a situation, more rigid tires, like y or reliable, and therefore, it is preferable. And to whom it is not clear that dropping pressure, and reducing the ground clearance, the driver makes the car start earlier "plow" off-road beams of bridges?

On the Internet there are quite a few amateur videos about the possibilities of ZIL-157. There are almost hopeless cases of "landing" machine in dirt or deep snow. But we see, as in most cases, these three-graders are chosen in the roll and from there, and at the same time - on "inflated", and not on the "flattened" tires.

Yes, the podachka helps in the case of small punctures to get to the base, without changing the wheel. Since replacing it to "157", taking into account all the necessary operations - the task is hardly no more "vigorous" than to replace the dual rear skate on the ZIS-151.

But everything will be determined by the air leakage through the damaged tire. If at the same time the compressor will not be able to provide minimal pressure for normal triggering of the brakes, (4.5 atm.), The swap will be disabled with an automatic valve from the total pneumatic system of the machine. But the manuals-tutorials describing the advantages of constant paging of the damaged wheel on the go, they are silent about it!

Taking into account the foregoing, it seems that if the ZIL-157 had tires of the same size, but constant pressure and with more hard sidewalls, hardly any of the chaffins of such cars had lost something from it.

Control mechanisms

Steering trapezoids "Studekewer", ZIS-151 and ZIL-157 were almost identical in layout, kinematic scheme. But the steering mechanisms are different. The Americans used the mechanism of the type "Cylindrical Worm and Krivosha with two fingers", with a gear ratio of 22 units. And both soviet cars They had the mechanisms "Global Worm - Three Greaved Roller", with a ratio of 23,5 units. Again not by Kochnev!

The brake system "Studekewer", as already mentioned, had a hydraulic drive with an amplifier. The amplifier significantly facilitated the work of the driver, but did not replace his strength. Soviet zis There was a pneumatic drive of the brakes, and the efficiency of the machine decelerate depended only on the magnitude of the movement of the brake pedal, and not from the effort of its press.

Well, and how the reader is guessing, in the case of the leaks of the brake mechanisms, in domestic machines, unlike the "knockouts", did not need to unscrew the wheels and remove the brake drums.

Cars ZIS-151 on towing trailers have always been calculated, but double brake cranes for controlling the pneumothormous trailers, they received only in 1953.

A little about wheeled brake mechanisms. It was previously mentioned that the bridges of models "151" and "157" differed in brake drums. And so as not to make unfounded statements, I must say the following. Since the ZIS truck rear wheels were twisted, then a greater efficiency of the rear mechanisms was also required. Therefore, the "one hundred fifty-first" rear pads were wider than the front, (100 versus 70 mm. Respectively), with the same front and rear diameters of brake drums - 420 mm. But in three-graders ZIL constructors equalized the width of all pads "in a circle" to 70 mm., With a simultaneous decrease in the diameters of all drums up to 380 mm.

It has already been mentioned that Machines ZIS-151 and ZIL-157 before 1961 had open disk mechanisms parking brakeAnd after them were replaced by closed drum mechanisms. I personally cause big doubts the expediency of such a replacement.

First, on the kinematics of the work of its drive levers, the disk handbrake is the mechanism of "tick-borne" type, and provides equal efforts of pressed the front and rear pads, (see Fig. 16).

By analogy, as the same equal conditions internal and outer blocks of wheeled disk working brakes, provide "floating" caliper, (brake brakes). And in the drum mechanisms, the pads work not quite in equal conditions - only one, "counter-" shoe, has the effect of self-creation.

In those times, when there was no separate braking along the axes, and the working brake system Could fail to fully, for emergency braking "handling", it seems that there was an important factor in favor of the disk mechanism.

Secondly, the disk mechanism is always "in sight" in terms of the possibility of controlling the state of his pads. And when replacing them, it does not require disconnection and re-fastening of the cardan shaft, removal and installation of the brake drum.

Well, and thirdly, as we know, it has time and workers of wheeled disc brakes on trucks. So was the reson from the disk "handles"?

Electrical equipment ZIS-151 / ZIL-157

Trucks ZIS-151, unlike "knockouts", immediately received 12-volt electrical equipment, although 6-volt "American" electrical strokes were still applied on the cars of Urals, (URAL-ZIS-5M), and Ulyanovsky, (gas-mm ) Plants.

In the absence of 12 volt, the battery was used for two 6-volt batteries 3T-84 serial connections. The same battery was used later on ZIL-157, before the early 70s. Next, ZIL-157 was completed with two batteries 3T-95 or one AKB 6T-75.

All ZIS-151 had Plus polarity on the "mass", which was inherited and the first releases of ZIL-157. However, in accordance with the Union-Union Standard introduced from May 1, 1960, in the future, all soviet cars Received the polarity of "minus" on "Mass"

Until the second half of 1953, ZIS-151 engines were completed with ST-15 starters, 1,8 hp. With remote electromagnetic inclusion and control of the button on the dashboard. Subsequently, ST-15B launchers were installed with direct inclusion from the foot pedal. However, the explanation for this the simplest - truck, especially for the army, must have the smallest number of potential faults - failures. Therefore, starters on all ZIL-157 were included from the pedals.

DC generators, M-15, ("plus" for mass), and M-108, ("minus" for mass), had the same characteristics - the return current of 18-20a., And the power of 225 W. And only on all the saddle tractors - ZIL-157B, -KV and -KDV, found the use of DC generators M-56, with a return 28a. and with a capacity of 350 W.

In the entire history of its production, the Soviet "brothers" had four varieties of instruments combinations.

On the ZIS-151, since the beginning of production, and until the second half of 1953, a unified with other brands of Soviet trucks were used, a combination of type KP5, with a total for all appliances with glass, internal lamps of their backlight, and a rainbow type speedometer.

Figure 17. Combination of KP5

In 1953-1956, a combination of type KP5-b was established, with separate round "windows" under all the arrow pointers, the lanterns of their external lighting, and the only control lamp of the "far" light headlights.

Since 1956, in the latest releases of ZIS-151, and the first parties of ZIL-157, a combination of type KP5-K was used. A fundamental difference from the previous node is added separate control lamps of the left and right turns.

The last combination of devices was the type of KP5-E, with the overall control lamp of the turning pointer, and the lamp of the "distant" light.

It is interesting to note that neither the ZIS-151, nor on ZIL-157, the electrical chains of the arrow pointers of the instrument combinations, were not protected by the fuses at all. The fuses on these machines were laid only with lighting and alarm systems, ("Stop" signals, "turn signals", and beep), and the "157" model, in addition - the fans of the "stove" and blowing the cockpit.

External lighting devices had a standard range, like other USSR trucks. Until the second half of the 50s, unified subharbones of the PF3 type, with a single-dimensional lamp for overall light were used.

With the introduction of a standard for the use of light PF10 under double-litam lamps, and the rear indicators of turns in separate turning pointers, the unified loading farkers of the UP5 lamps appeared.

Until the end of the 50s, only the left rear dimensional lights and the "stop" - the signals were installed, (Lantern of type FP-13, with a real glass "Rubin", and not with a plastic diffuser). But the rear right lights, judging by the already mentioned catalog of spare parts, 1958 of the publication, have not yet had the first issues of ZIL-157.

As is known, part of the SIL-157 machines, (modifications with the letter underfix "g" after the digital index of the model), had shielded electrical equipment, to reduce interference by the work of army radio stations.

The engines of such machines were equipped with ignition distributors P-51, (instead of standard R-21A devices), ignition coils B5-A, (instead of B1), shielded generators M-112 or M-118, (instead of ordinary M-12 or M-108 ), as well as shielded wires of low and high voltage of ignition systems.

In addition, the machines were equipped with FR-82A Ignition Coil Chain Filters, and relay regulator FR-81A, as well as the shielded variants of the relays themselves of regulators - PP-24E.

Why such details? If the reader in such materials from other authors will meet only mention, about shielded electrical equipment, passing, but without any specifics, he has the right to draw conclusions about the sufficiency of the "superficial" knowledge of such an author. In another case, a smart author, what he does not know well, will try to bypass the "Tenth Dear"

Cabins, plumage, body ZIS-151 / ZIL-157

Machines ZIS-151 first issues had a tree - metal cabins, their features are well visible in the photo. The roofs of the cabin are not yet solid, and the set. Doors and doorways do not yet have rounded corners at the bottom. And under the windows of the doors, Moldings are noticeable - "layouts", reinforcing the place of attachment of the outer metal sheets of the trim to their wooden frames.

Some modern "biographers" of machine-brothers, almost one step put the cabins "151" and "157", describing them as "ascetic, Spartan, devoid of all and every other amenities." But it is impossible to state!

When driving on the ZIS-151 in winter, in the absence of heating of windshield winds, it was necessary to either rub them with a salt solution against fogging, which still worsened transparency and visibility through them. Or ride "with the breeze", (and this in the absence of a "stove"!), Partially lowering the glass of both side windows of the door.

But nothing of this was no longer required for ZIL-157, with the advent of the heater and the heating fan of the glass and the cab. By the way, it is ZIL-157, (1958), the first among the Soviet army trucks, received an electric fan of the overall heating of the entire cab. On cars GAZ-63, (since 1952), YAAZ-214, (1956), and even, (1961), forcibly heated only lob's windowsAnd the cabins could only be heated at the expense of the incoming air flow when the car moves.

In addition, ZIL-157, there was also a ceiling fan blowing the cabin, ed. 191-8104210. He calming him from sleep could act in distant and nightlife, and helped it easier to endure heat. Is that, also the same disadvantage of discomfort? By the way, the usual two-axis machines ZIL, with a wheel formula 4x2, the last option did not have ...

Cabins of the machines under consideration were equipped with pneumatic wipers, with a smooth adjustment of the speed of the stroke of the broth and the backup manual drive. They, like units, were interchangeable on the installation on the chassis of cars, one instead of another.

Unless of course, do not take into account the difference in special equipment for the system of centralized tire paging, (pressure controller tap, control pressure gauge, and intra-binary tire cranes, in machines of 1958-1968 releases). But the hoods - "butterflies" were non-violent. In the "Stalinist" machine, they were recorded in a closed position with simple folding outer hooks, and Khrushchev - more complex on the device and less convenient for using internal valves. Who thought to such a meaningless "unification" - the story about Tom silent.

Welded, from the corners and strips, the facing of the radiator "151" may have been designed for both the machine and small trees, if necessary, headlights were also introduced to the "prolaming" of the machine. But allotted from sheet metal, facing "157" was more vulnerable to damage.

Universal cargo-passenger platforms with longitudinal folding benches along the sides, which appeared on the Soviet army trucks - this is really the merit of American designers. On the RKKA machines before the war, it was customary to carry a personal composition on transverse removable benches. However, to fall into Euphoria about this, "" Well done Americans, invented such "! - I personally would not. For, as the famous, (and universal) says professional motorists, "does not affect the speed."

When comparing the ZIS-151 and ZIL-157 to the profile, immediately rushes into the eyes attached close to the cabin of the body of the second car. This made it possible to reduce the rear Svea frame and body, and increase the rear corner of the congress, (horizontal passability) from 32 to 43 degrees.

But the reverse side of the medal was a forced refusal of the second 150-liter benzobacker, - in its place placed the only spare wheel now. Whether the performance won from such a change in geometric patency more than lost from the loss of the past, and the aforementioned constructive advantages? Let the answers to these questions remain a homework for readers.

And the frames with the former value of the rear sink, like the ZIS-151, on the part of the species of the ZIL-157 chassis, still remained ...

Modifications

Since on the chassis of three-axis trucks ZIS and Zil, the plants were mounted by the most different installations for the army and the national economy ( jet systems Slosovoy Fire, Transport and Charge Machines, Fire Tensystems and Auto Machines, AutoShildren) As well as closed body specials (Parms, PRP, CSM, MTO-AP, ARS), there is no point in considering all their assortment. It is better to consider the main modifications of the head plant and the differences in their chassis.

The ZIS-151 car was produced by the onboard platform in two versions - the main model, and modification "151a" With a swan. Although the car was intended primarily for the army, in those. The documentation has always indicated that "winchs are established according to a special agreement with the customer." Apparently, the representative of the latter, determined the package of machines of power take-off, (com), which had three varieties.

Three-speed com, with the first transmission 2, 0 and the second speed of 0.739, had also reverse 1.13, for the forced issuance of the cable of the winch.

The two-speed whom had the same gears of the first and second gear, but the reverse did not have, and therefore the cable had to be unwound manually.

Both of these power take-off (optional) were installed on the crankcase of the main gearbox of the machine, and were designed only to work with a neutral position of the PPC lever - the selection of power from the engine during the movement of the car they were not allowed. The same units existed in two versions, with the issuance of their shaft forward along the machine, (for the winch drive), or back, to drive another special equipment without a winch.

And only one-speed com, with a gearbox 1.0, could be installed on the cutter additional equipment. Just as the first two power take-off boxes, the third, the operation of the auxiliary equipment when moving the car did not allow.

In the special literature dedicated to forest-carriage trains of that era, the forest-free tractor ZIS-151 was mentioned. However, at the same time, it was not specifically stipulated that such machines were not produced by the head plant, or its adjustments were not produced, and they were re-equipped from ordinary "bortovikov" in their leshozes operated.

According to some information, there were cars and in the variant of the saddle tractors. But nor the Handbook of NIIAT, (1958 g), nor the catalog of parts of the ZIS-151 does not confirm this. Consequently, if such tractors actually existed, then consider them otherwise, as "samopals", it is also impossible.

Modernized CIS-151 car, which, as we now know, was the model ZIL-157, got a kind saddle tractor "157V", further - "157kv", I. "157kdv". The mandatory complete set of all the "saddles" included, as well as the model 151, two identical fuel tanks, and two holders for spare wheels. In addition, all these cars had rabies of self-drawing, and a commander hatch in the roof, over the passenger seat. These machines were equipped with saddle-coupped devices with three degrees of freedom - along the rotation, and on the longitudinal and transverse corners of the swing of the semi-trailer frame, relative to the car-tractor frame. By the way, the usual road "Sadelniki", ZIL-164AN, in the three degrees of freedom had not always.

Fig. 26. The so-called "rocket train" with ZIL-157B tractor. Beginning of the 60s

ZIL-157 cars, unlike the ZIS, did not have alphabetic indexes pointing to the presence of a winch., But just as in the first case, they were completed with swans only "according to a special agreement." A box of power take-off on the winch, on these machines had one cooler speed - 1.0, and the reverse - 0.76.

But the varieties of cars ZIL-157K., I. ZIL-157kDe, produced as a chassis for special installations and special types of bows of the type Kung. They had a somewhat elongated rear svel frame, and also two identical fuel tanks.

It is such a chassis, as in their time and the ZIS-151 chassis, were used for the manufacture of fire fighters and tank trucks. However, the chassis of fire trucks had their own, additional features laid out by another head factory, and to the "intervention" of other directors - firefare factories.

Special equipment of the chassis of Soviet fire trucks - tank trucks, auto expenses and machinery of the auxiliary technical service, (Tri-core ZIS and Zil no exception), in terms of their preparation at the head plant, included the following additional design solutions.

1. Changed exhaust systems, with collectors of selection of exhaust engines for:

• GasAnrutic pumps of ejector type, (on the principle of fluid capture by the vacuum of the passing air, gases, or steam), to fill the tank truck in the field of any open reservoirs;
• Heating of the back of the cabin, (combat calculation, only on the ZIS machines), and water tank in winter;
• On the power of the signal gas siren. A special lever on the cabin floor was redirected a part of the exhaust gases into signal siren, like the steam beeps are powered from the boiler.

1. Drives of remote control of engine turnover and clutch, for the possibility of controlling the fire pump from the back of the tank truck, or to control the rotary bar of the auto expense and the extension of its knees.

1. Reinforced engine cooling systems, for the possibility of their long-term operation without overheating standing car, In the absence of an incoming flow of counter air, and in the zone of elevated temperatures at the fire site. For this purpose, additional heat exchangers were installed in the engine compartments, where the water of the main cooling system, through the coils, in contact with the cold water supplied to the fire pump to the fire extinguishing site.

1. Auxiliary systems for cooling gearboxes and power take-off boxes, in order to avoid their overheating in the conditions described above. Camerers of these aggregates passed coils connected with the engine cooling system. In addition, on the output shafts of power take-off boxes, special impeller were installed - fans, for external cooling with air units of transmissions of special fire equipment during its work.

And the chassis of fire tank trucks still equipped with additional terminal blocks, to connect special auxiliary electrical equipment - additional lighting of the controls of specials. Equipment, combat branch and compartments of equipment and chant tools, water level control lamps, temperature modes, etc. Machines also had electrical fans cooling engine starters, and control their inclusion from the rear compartment.

In the late 80s, a batch of Sil-MMZ-4510 dump trucks was made in the Mytishchinsky Machine-Building Plant. These cars were collected on capital and re-equipped chassis of ZIL-157 cars, while maintaining their original cabins and plumage parts. With all the dubious feasibility of such a design, (useful load on off-road, minus the weight of the dump truck, decreased to 2 tons), these were machines released by the ZILA factory. And therefore, they apparently and are the latest modifications "One hundred and fifty-seventh"

Conclusion

What to say in the conclusion of this material? Readers, of course, can know that ZIL-157 on the conveyor of the Novoural Automobile Plant of the full cycle, (and not the "taxiing" assembly), produced until 1993, survived the Moscow ZIL-131, (produced until 1990). Is it natural? Of course!

Low-speed motors of "Troshnyh Brothers" were better adapted for heavy off-road conditions and deep mud., Rather than the "eight" ZIL-131 - a more high-speed and powerful motor, which was a variety of power unit of a regular highway truck. More traveled "seisters", with other things being equal conditions less frequently required shifting gear, not forcing the driver once again to interrupt the strength of the thrust on wheels, which sometimes brought to the full stop and jaming the machine.

The second incomprehensible plus six-cylinder row engines ZIS and ZIL, as it will not seem strange - their smaller power and lower rigging. The driver was more insured from erroneous "overdose" revolutions, the release of weak soil from under the wheels, and the failure of the car on the bridges.

Of course, not everything is so unequivocal. Much depends on the skill of a particular driver, and on the state of the soil under the wheels of a particular machine, and from its actual weight. And yet, it seems, many professional chasters, and civil, and military, who had the opportunity to personally compare the work opportunities "brothers", and their descendants, will challenge this axis ...

At the end of the 1930s, when the inevitability of the Second World War did not cause doubts, constructors of European factories, producing army machines, broke their heads over how to increase car permeability. Their efforts did not remain unnoticed in the USSR, because issues of improving defense focused serious attention. The greatest successes in this business were achieved in the Gorky Auto Plant, where they were first mastered in the production of hinge of equal angular velocities, which turned the front axle of the car in the presenter.
The merit of the team of designers under the leadership of Andrei Aleksandrovich Liphard is that, having experienced various two-axis and three-axis trucks, they proved that all-wheel drive machines must have a single-skate tire, tires with a special protector for various location conditions, special rapes along the axes and T . D. It's a pity that the war prevented the implementation of plans for the release of the family of all-terrants, and after the war, the country received only one biaxial all-wheel drive truck GAZ-63, however, who possessed unique crossings.

On the Moscow Automobile Plant. Stalin before the war managed to release a small batch of two-axis trucks of high passability of ZIS-32. At the end of the 1940s, designers sought to create a Soviet "Studelker US 6x6", taking the basis of its technical features and based on the units of the new 4-ton truck ZIS-150. As you know, these legendary all-terrain vehicles with double rear wheels have proven themselves in battles with fascists, including as a carrier of famous launchers "Katyusha".
Three-axle ZIS-151, to the great chagrin of his creators, it turned out to be much worse than the "studebecker". In April 1948, it was significantly inferior in April 1948, after a long run on the spring road, he significantly inferior on the passability and the Lenid Lizovsky prototype, and the GAZ-63 all times, which more than once had to pull out the zisa from the dirt and snow captivity.

Heavy machines (the weight of the ZIS-151 exceeded the mass of the "stybelkeker" on a ton) with a small wheel in size and insufficient road lumen, low-power engines and rear bridges with a duplex in the test medium received the nickname "irons", forced the drivers to remove the second skates and push the stuck The car is another car, the good design of the special rear bumpers is allowed. In the memoirs of the test, you can read that thick liquid dirt easily flamed the rear wheels, turning them into four barrels, helplessly rotated in the mud mass. Shipping outdoor skates flipped with mud, hiding scrap mud, it was a mortality, but it was necessary to increase the passability. Two-tight wheels required more power from the engine, as they laid extra rhesis, while GAZ-63 rear wheels were accurate by rings of the front.

Truck with Soviet know-how
Errors needed to be corrected in the shortest possible time, especially since the ZIS-151 trucks went to the army, and the ways of solving problems did not look foggy. In 1950, the production of armored personnel carriers of the BTR-152 based on the modified ZIS-151 aggregates began, but already with a single-sided screening of all wheels with tires greater dimension. At the factory, experimental samples of the ZIS-151 trucks with single-sided wheels and a single ribbon of bridges were created, work was developed to increase engine power, an increase in the reliability of other aggregates, the design of the winches. But the main hopes associated with the fundamental increase in patency were pinned on the system of centralized regulation of air pressure in the tires created (for the first time in world practice). Tirenits were instructed to develop a design and master the production of special tires that allow the movement of the vehicle at a temporarily reduced air pressure into them. As a result, a tire of 12.00-18 was developed (the air pressure range is 3.0 ... 0.5 kgf / cm2), which allows for the possibility of working with a variable of the radial deformation to 35% of the profile height, while in conventional tires the radial deformation is not more than 13%. The tire was distinguished by increased elasticity due to an increase in 25% of the profile width, reduced to eight cord layers in the framework and the use of special grafts from very soft rubber.

When the air pressure decreases in tires, the deformation increases and the specific pressure on the ground is reduced. As a result, the depth of the gauge decreases and the energy costs on the formation of a gauze or the resistance of the wheels are reduced accordingly. True, it was possible to move at air pressure 0.5 kgf / cm2 only at no more than 10 km / h.

The change in tire pressure was carried out by a driver using a centralized system that allowed adjusting and bringing pressure to the norm in all tires during the movement of the machine. The use of such a system especially liked the military. The fact is that with this system the vitality of the car was higher. The traffic of the truck could continue and in case of damage to the individual tire, since the pumping system compensated for the drop in the air pressure in it.
The tests of the new system have fully confirmed theoretical surveys, and when developing a new car ZIL-157, which has changed the WIS-151 all-terrain vehicle in 1958, the choice was made in favor of a new tire of 12.00-18. As a result, designers had to radically revise the arrangement of the all-terrain vehicle. Reducing the number of wheels from 10 to 6 made it possible to avoid installing two spares, which were attached to the ZIS-151 vertically for the cab.

This solution led to liquidation for the cabbage holders and made it possible to move the platform to the cockpit, and in the back to shorten the frame by 250 mm, which reduced the overall length of the truck for 330 mm at the same wheel of the wheelbase. The only spare wheel found a place under the platform.

The ZIL-157 truck layout optimization has improved the mass distribution along the axes, while the mass of the machine decreased by 100 kg.
First, the air pressure control system was used on tire pressure control system with external air supply tubes with hinged connections, but serious disadvantages of this design were performed very soon. During the movement of the road off road, the protruding outer tubes were damaged, the seal of the hub in the air supply unit turned out to be poorly protected from dirt, and the installation and disassembly of the wheels caused great difficulties. As a result, almost immediately after the start of the car, the air supply unit to the tire was recycled in favor of supplying air from the inside of the wheel.

Modernization of power aggregate
Experience in operating cars ZIS-151 revealed their low trailer-dynamic qualities, especially when towing trailer, the motors often overheated, the truck spent a lot of fuel, had low average speeds of driving on the roads with a solid coating, while the reliability of the components of the nodes did not suit the operational points.
All this it was necessary to fix when creating ZIL-157. The use of a block aluminum head on a row-valve 6-cylinder engine with a working volume of 5.55 l made it possible to increase the compression ratio from 6.0 to 6.2, which, together with the installation of a new carburetor, gave an increase in power from 92 to 104 hp. At 2600 rpm and the maximum torque from 304 to 334 n m. The cooling system and a new radiator and a new radiator and a new radiator were significantly changed.
The engine design was introduced a new oil pump, new crankshaft seals, a water pump seal, a closed Carther ventilation system, a suspension of the power unit, etc., was modernized, which increased its operational properties. Constructive activities led to a decrease in the fuel consumption of the ZIL-157 car on 7 ... 22% depending on the road conditions.

In the process of production, the car engine was upgraded even twice. In 1961, its power increased to 109 hp. (Model ZIL-157K), replaced the two-disc clutch on one-piece, and since 1978 the truck began to be released with an engine, in which a number of nodes were unified with the engine of the SIL-130 car (this version was called ZIL-157CD). The transmission box with 5 forward and one back was also strengthened, and until 1961 was produced with a fifth to increase the transmission, from which in the future refused.
A two-stage dispensing box with the forced inclusion of the front axle compared to the ZIS-151 was produced with wear-resistant gears and new seals, and the cardan transmission was reinstalled. The transfer of moment to the rear bridge was carried out with the help of a promotion fixed on the middle bridge. Leading bridges received substantially reinforced casing semi-axes, new hubs and brakes. The number of fastening the wheels has increased from 6 to 8.

The driver has become more convenient
Among the remarks on the ZIS-151 model there were also claims to the cabin: the inconvenience of the driver's landing on the unregulated seat, the lack of heater, the poor dust, unsatisfactory air ventilation, as well as the inefficient operation of the shock absorbers and the large forces transmitted to the driver's hands from the wheels. All of the listed challenged the driver, turning it, especially in winter, in frank flour. It turned out that the shortcomings were not so difficult to eliminate.
Long-liver prize
The carrying capacity of all-terrain vehicles on the roads with a solid coating was limited to 4.5 tons (from 1978 - 5.0 tons), on dirt roads - 2.5 tons. The truck overcame the brother depth of 0.85 m, developed with full load on the highway speed 65 km / h, spent 42 liters of fuel per 100 km. Under normal tire pressure (3.0 ... 3.5 kgf / cm2), ZIL-157 was transported on roads with a solid-indexed coating. When the pressure drop is reduced to 1.5 ... 2.0 kgf / cm2 easily moved along soft and loose soil, and at 0.75 ... 1.0 kgf / cm2 overcame sand, spacious ground and blurred ground roads. Tire pressure 0.5 ... 0.7 kgf / cm2 made it possible to move freely on raw meadow, wetlands, and also successfully overcome deep snow cover. The total mass of the towing trailer when driving along the highway was 3.6 tons.
For high operational parameters, the car received the Grand Prix at the World Exhibition of 1958 in Brussels. It was exported to dozens of countries in the world. Serial production of models of the ZIL-157 family, which included a good ten of all sorts of performances, lasted on the Moscow Automobile Plant. Likhacheva until 1988, i.e., for long years after reaching more modern ZIL-131 cars. In 1978-1994 The car was collected at the Urals Auto Corner Plant (Novouralsk), at the time the branch of Zil. In total, 797,934 car ZIL-157 of all modifications that many are called "kings of off-road" were manufactured.