In 1917, 432 trucks were assembled at the plant, in 1918 - 779, and 108 cars in 1919. But, at the same time, the plant was not completed for the manufacture of its own cars due to the October Revolution and the war.

From the beginning of 1920, AMO took part in the Soviet tank program. Between February and July, 24 tank engine tank "Russian Renault".

In March 1924, the plant received a government order to produce the first batch of Soviet trucks.

In 1925, the plant was given the name of the 1st State car factory.

In 1927, I.A. became the director of the plant. Likhachev. The plant was subordinate to the auto trust, which decided to start its reconstruction.

1930 was marked by the purchase of a license for american truck Autocar-5S with a load capacity of 2.5 tons. The plans were to produce trucks using the conveyor method.

The launch of the reconstructed plant took place in 1931

In 1931 the reconstructed plant was launched, and on October 1, it was named after Stalin ( Plant named after Stalin, ZIS).

October 25, 1931 - the date of the launch of the first Soviet automobile assembly line, which produced the first batch of 27 AMO-3 trucks.

Since 1932, the production of minibuses ZIS-8 (AMO-4) began.

On August 21, 1933, the Council of People's Commissars of the USSR decided to make a second reconstruction of the plant, which was aimed at expanding the range of cars.

Having undergone reconstruction in the 33-37s, ZiS produced new modification- ZIS -5, which was given the nickname "Zakhar".

Since 1934, ZIS-6 trucks and ZIS-8 buses began to be produced.

In 1936, they began to roll off the assembly line cars ZIS-101.

The Aremkuz plant in the same year produced bread vans on the AMO-3, ZIS-5 chassis.

After the death of Ivan Alekseevich Likhachev in 1956 The plant is named after him ZIL.

Passenger car production:

ZIS-101 (1936-1940)

ZIS-101S (1937-1941)

ZIS-101A (1940-1941)

ZIS-102 (1939-1940)

ZIS-102A (1940-1941)

ZIS-101A-Sport (1939)

ZIS-110 (1945-1958)

ZIS-110A (1949-1957)

ZIS-110B (1945-1958)

ZIS-110P (1955)

Racing car production:

ZIS-101A-Sport

ZIS-112 (1951)

Truck production:

ZIS-5 (1933-1941)

ZIS-5V (1942-1946)

ZIS-6 (1934-1941)

ZIS-22 (1941)

ZIS-22M (1941)

ZIS-32 (1941)

ZIS-42 (1942-1944)

ZIS-42M (1942-1944)

ZIS-50 (1946-1948)

ZIS-150 (1947-1957)

ZIS-151 (1948-1958)

Bus production:

ZIS-8 (1934-1936) - urban on the ZIS-12 chassis

ZIS-16 (1938-1941) - urban on the ZIS-15 chassis

ZIS-16S (1940-1941) - ambulance on chassis with cab ZIS-12

ZIS-154 (1947-1949) - large urban, diesel-electric power plant rear location

ZIS-155 (1949-1957) - large city using elements of the ZIS-150 chassis

ZIS-127 (1955-1961) - large intercity diesel

Special equipment and prototypes:

ZIS-153 - half-tracked transporter

ZIS-E134 is a multi-purpose four-axle (8 × 8) experimental ultra-high cross-country vehicle, which was not released into serial production due to changes in the requirements of the customer - the military department. Taking into account these requirements, a more powerful wheeled conveyor, the ZIL-134, was created on the basis of the ZIS-E134.

ZIS-152V (BTR-152V) (1955-1957) - armored personnel carrier, wheel arrangement 6 × 6

ZIS-485 (BAV) (1952-1958) - amphibian, wheel arrangement 6 × 6

By the 30s of the last century, many issues had not been resolved in the Country of Soviets, but the issue of organizing the production of cars was resolved. For example, the GAZ-A car was produced in Nizhny Novgorod, and it was a licensed copy of the Ford-A. Since the end of 1932, the domestic analogue of Ford went under the hammer to the masses. In total, more than 40,000 cars were stamped at the Gorky Automobile Plant (and later at the Moscow KIM Plant). GAZ-A, of course, was also bought for party and government agencies. But since the middle class car did not meet the requirements of all authorities, it was decided to develop a car for the highest level. This task was entrusted to the Leningrad plant "Red Putilovets".

Already in March 1933, Leningrad-1 (L-1) saw the light. The manufacturers did not hide the fact that they were creating a "Soviet Buick": the Buick-32-90 of the 1932 model was taken as the basis.

For a month, "Red Putilovets" assembled six cars that took part in the May Day demonstration, becoming the subject of universal pride. And on May 19, these cars took part in the run to Moscow and back.

In general, the party, represented by the head of the People's Commissariat for Heavy Industry G.K. Ordzhonikidze, was satisfied with the creation of the Leningrad plant. A plan was set for the next year: 2000 cars. Ideally, it was planned to produce 20,000 L-1 cars per year. But these plans were not destined to come true.

"Leningrad-1" was unfinished. The developers did not have enough experience in developing such complex equipment. The run between the two capitals revealed a number of technical problems, not all cars covered this distance without breakdowns. As a result, the production of cars for the first persons was transferred to Moscow. The development was taken up at the ZIS. And the director of the ZIS, I. A. Likhachev, did not disappoint.

ZIS-101

Engineers under the leadership of E. I. Vazhinsky, unlike their Leningrad predecessors, did not copy, but started producing their own car. And in 1936 the plant. Stalin released the ZIS-101.

It would not be entirely true to say that the ZIS-101 did not borrow anything from its competitors.

Eight-cylinder overhead valve engine migrated from Buick, steering and rear suspension borrowed from Packard. The exterior was commissioned to develop the American bodywork studio The Budd Company. And the Americans coped with their task. The car turned out not in a communistic elegant way.

The first copies went out into the world in the spring of 1936 and were presented to Joseph Vissarionovich, who was pleased with the development. And since the beginning of 1937, ZIS launched a conveyor assembly.

Specifications

Length - 5750 mm; width - 1890 mm; height - 1870 mm; ground clearance - 190 mm; weight - 2550 kg (full - 2970 kg); engine capacity - 5750 cu. cm; tank volume - 85 l; fuel consumption - 20 liters per 100 km.

For the first time in the history of the domestic automotive industry, the interior of the car was heated. Some cars were even equipped with a radio. ZIS-101 developed a power of about 110 liters. With. and a speed of 115 km/h.

Modernization of the 101st

Despite the fact that the creation of the plant. Stalin was warmly received, ZIS had a number of shortcomings. The car was about half a ton heavier than its competitors; the motor was not impressive compared to analogues. In addition, the plant faced both financial and personnel problems: Vazhinsky, the project manager, was arrested, and in 1938, according to the cruel context of the era, he was shot.

Despite the difficulties, the designers managed to squeeze the maximum out of the project. In August 1940, the ZIS-101A was released. The wood was no longer used in the production of the body. Carburetor - with a falling stream. The motor in the upgraded ZIS had a power of 116 hp. With.

At the same time, they released the ZIS-102 with a convertible body.

At the plant, they understood that progress could not be stopped and that the car produced was giving way to time. Based on this, it was decided to "hit with a doublet." The plant was preparing two modernized versions at once: ZIS-101B and ZIS-103. The first was distinguished by a protruding trunk, the difference of the second was an independent front suspension. ZIS-101B gave life in May 1941. In total, only two samples were released.

It is noteworthy that the ZIS-101 was at the disposal of not only officials, but also ordinary people. In Moscow, there were more than 50 cars of this brand, and most of them were used in the taxi service. In total, almost 9,000 ZIS-101 vehicles were produced. Production of the ZIS-101 ceased on 7 July 1941. Continued the story domestic auto industry bright ZIS-110. But after the war.

ZIS-110

Everything continued in 1944, when ZIS engineers began designing a new executive car model. They got down to business thoroughly: the head of the project, B. Fitterman, knew what a responsible task was entrusted to him and what results were expected at the top.

The engineers of the Stalin plant knew about Dzhugashvili's love for American cars. Therefore, it was decided to take the Packard in the 180th body of 1941 as a basis. Indeed, at first glance, a new Soviet car executive class turned out to be similar to its overseas counterpart. But only at first glance. Domestic automakers have introduced a number of both visual and technical changes (an armored version was also developed, but more on that below). The landing steps are hidden under the door, the rear part of the body has been changed for the spare wheel. And yes, we can say that the body of the new car was completely designed and prepared inside the country (before that, friends from America helped Soviet designers with the design at that time).

Since Stalin personally followed the project, the development was carried out very briskly. In July, the first sample, the ZIS-110, was born.

Specifications

The new ZIS, like its predecessor, was designed for 7 seats. An eight-cylinder engine accelerated a six-meter car to 100 km / h in 28 seconds. The engine of the new ZIS (power 140 hp at 3600 rpm) was considered the most powerful engine Soviet production until 1950.

The designers did a great job: the engine ran quietly and smoothly. Max speed- 140 km / h. Weight - 2575 kg (full - 3335 kg). Width - 1960 mm. Height - 1730 mm. Fuel consumption - 28.0 liters per 100 km.

The gearbox was located on the steering column. The box is mechanical, three-stage. On the dashboard there was a speedometer, a fuel gauge, a thermometer, an ammeter, an oil pressure gauge, control lamps for the left and right direction indicators, high beams, and ignition.

The cabin had a radio, cigarette lighter, clock, heater.

Modernization of the 110th

For the needs of the ambulance, the ZIS-110A was developed. This modification differed in that it had a lantern with a red cross above the windshield, a hatch in the rear of the body that leaned upwards, a special first aid kit, and a retractable stretcher in the passenger compartment

ZIS-110B - a phaeton with a folding fabric roof.

ZIS-110V - convertible, only three pieces were produced.

ZIS-110Sh - experimental all-wheel drive vehicle. Four copies were created, which were subsequently destroyed, but gave life to the full-fledged all-wheel drive ZIS-110P.

ZIS-110Sh - staff car.

And finally, the ZIS-115 is a government vehicle with armor protection.

ZIS-115

If outwardly the first premium armored car did not differ from the serial ZIS-110 (except that there were no white stripes on the sides, larger diameter tires and a powerful fog lamp installed in the middle front bumper), then the design changed radically.

All chassis units were reinforced due to the weight (it's no joke, 7 tons!). The clutch, gearbox, rear axle, front and rear suspension (for the same reason). The ZIS-115 had a more powerful (162 hp) engine with two carburetors.

The armor was made by one of the defense factories. All armor panels were subjected to test fire. Since there were few armored ZISs (some 32 copies), an individual car number was knocked out on all body parts.

It was impossible to buy these cars (due to the specifics of the time), one could only earn them.

For example, one of these cars was presented by the head of the atheistic state to the Patriarch of Moscow and All Russia Alexy the First with the wording "For help in the fight against the Nazi invaders." Igor Kurchatov (the father of the Soviet atomic bomb) and Kim Il Sung (the founder of the North Korean state, if anything) also rose to the ranks of ZIS.

A total of 2072 copies were issued. Production ceased in 1958. Having handed over the palm to ZIL, the ZIS-110 went to rest.

Lev Eremeev from GAZ was involved in designing the design. For inspiration and study by the party, they constantly purchased american cars upper class: Cadillac Fleetwood-75, Chrysler Imperial Crown, Packard Executive Patrician, Packard Executive Caribbien, Packard Executive Caribbien. The result was sometimes a direct borrowing of both technical and stylistic solutions from the American automotive industry. Robert Turnquist states in his book The Packard History that the ZIL-111 is a copy of the Packard Caribbien.

And he is not so far from the truth: the ZIL-111 is really similar to the 1956 Packard Patrician. Body contours repeat the Chrysler Imperial Crown, and the mechanical part and interior are identical to the Cadillac Fleetwood-75.

Specifications

ZIL-111 design: frame chassis with independent spring suspension of the front wheels, V-shaped “eight”, automatic transmission gears, power steering, vacuum brake booster, automatic power windows, antennas, soft top and air conditioning, and on the outside of the body - an abundance of chrome decorative details. The American counterparts had all this, but the ZIL differed in size, and it seemed heavier.

The car was longer than its predecessor (6 m 14 cm) and wider (2 m 4 cm). It had an overhead valve V8 engine with a volume of 5.969 liters and a power of 220 liters. With. The engine accelerated the car to 100 km / h in 23 seconds. The maximum speed is 170 km/h. Fuel consumption - 29 liters per 100 km. But thanks to the large tank (120 l) of the 111th, the cruising range was also great. Front suspension - spring, rear - spring.

Modernization

Here the Likhachev Plant first encountered the unthinkable - competition, and within the Union. GAZ-13, popularly known as the "Seagull", in all respects approached the flagship. The only way out of this situation was urgent modernization.

The result of this modernization was the ZIL-111G. It had a four-headlight headlight system, round taillights, and swept-back side moldings. Air conditioning appeared on all cars from now on. As a result of the changes, the car became longer (by 50 mm) and heavier (by 210 kg). All visual changes were adopted from Cadillac models 1961 (they say that according to the wishes of Khrushchev himself). ZIL-111G was produced from 1962 to 1966.

In addition, several phaetons were built on the basis of the ZIL-111G. If the model with an opening body was called ZIL-111V, then the new phaeton was called ZIL-111D.

ZIL-111, unlike ZIS-110 and 101, was not massive. In total, only 112 cars of all modifications were assembled.

An open ZIL was presented to Fidel Castro on behalf of Khrushchev in 1963, when a distinguished guest from the Island of Freedom visited the plant.

Until 1968, ZILs were an integral element of all parades. At the same time, the plant assembled the first batch of brand new ZIL-114 high-class passenger cars, distinguished by their strict design and finish. It is noteworthy that the new cars, although they retained certain American features, in general (finally!) Did not look like any of the American models.

Proponents of originality and authenticity apologists will easily find in this ZIS a lot of inconsistencies with the time of his birth. However, timing is not easy to set. At the core, they say, is a military-style machine, overgrown, like thousands of the same three-ton tanks, with what those who fought and worked on it could get and install. By the way, even today this ZIS is not a museum exhibit, but a hard worker. But his work is incomparably easier now than when he was young.

BORN BY RESTRUCTURING

First there was the American "Otokar" - not the most famous and popular American truck. But simple and inexpensive, which was much more important for our country in the late 1920s. Under the new model, the AMO plant, near Tyufeleva Grove, was not just reconstructed in 1931, in fact, it was rebuilt (then the second part was the main thing in this word). At first there was AMO-2 - assembled entirely from imported parts. Then AMO-3 went - with a different rear axle, battery ignition, and not from magneto ignition and some other changes, already completely domestic in terms of components. well and next model, AMO-5, was already heavily modernized by Soviet designers led by E.I. Vazhinsky.

We increased the engine displacement from 4.9 to 5.6 liters, raised the power from 60 hp. up to quite solid for those times 73 hp, increased the carrying capacity from 2500 to 3000 kg. At the same time, the design was simplified: among other things, hydraulic brakes on the front wheels were abandoned - they were considered too complicated for our conditions. The mechanical drive was much easier not only to manufacture, but also to repair. The first modernized truck at the Stalin plant was assembled in the summer of 1933, on October 1, the ZIS-5 was put on the conveyor, and mass production was launched a year later.

ZIS-5 was simple and therefore reliable. The oil filter was made of felt, ten keys were enough for repairs (the drivers joked that, if necessary, one “seventeenth” key could be dispensed with). The motor easily digested gasoline with an octane rating of 45–60, and in warm weather, kerosene.

At the same time, the car was quite modern: it had an electric starter, a diaphragm fuel pump (the tank was under the seat), the oil had to be changed after 1200 km of run, and not after 600 km, as on the GAZ-AA. The average mileage before the overhaul was 70,000 km, and for especially careful drivers it reached 100,000 km - a lot in those days! ZIS-5 became the first Soviet car exported to Turkey, the Baltic States, Bulgaria, Republican Spain.

IN SERVICE AND FRIENDSHIP

In terms of effort on the clutch pedal, this car is comparable only to the T-34 tank. However, I quickly adapt to press the middle of the foot. It is best if she is shod in a boot or felt boots with galoshes. Squeezing between the steering wheel and the seat, even in relatively light clothes, is not so easy, and in order to see the road normally, you have to tilt your head a little all the time.

The starter slowly and somehow sleepily invigorates the engine. But even a cold engine only needs a couple of revolutions to confidently strike.

The gear ratio of the first speed is 6.59! It has to be used only off-road or at maximum load. By the way, the three-ton truck was also famous for its cross-country ability - thanks to a low-speed engine, a well-chosen transmission and a ground clearance of 260 mm under the rear axle, it drove where it seemed impossible to drive on one rear-wheel drive. I stick the second one, maximally tucking in and so it seems that the leg that is not particularly set aside to the right. More gas! A simple muffler announces the surroundings with a warning roar. Let's go!

The car does not forgive relaxation. He is strict, rude, but direct and honest. Learned how to quickly shift gears without synchromesh, pressing twice deadly tight grip and avoiding (well, or almost avoiding) the treacherous rattle - well done! We are already driving under 50 km / h, and the maximum speed according to the passport is only 60 km / h. True, my three-ton is empty. I'm not going to load it - I dragged my own!

The hood of the truck always reminds: "Do not yawn!". The front wheels are constantly looking for a trajectory, and the steering play is such that even on a straight arm they constantly rotate a huge steering wheel at decent angles. A modern car would have enough of these for a noticeable turn. Of course, this ZIS is old and worn out. But, I think, about the same cars drove along military roads - far from new, but remaining on the move only thanks to the dexterity of front-line drivers.

You can only talk in the cockpit in raised tones - the engine roars, the transmission sings loudly. But she, like on others domestic cars those years, diligently brakes the engine. As soon as you release the gas pedal, the car slows down by itself. So mechanical brakes installed only on the rear wheels (cars simplified to such an extent were made during the war) were enough for those conditions. But on this ZIS, the brakes are post-war - hydraulic and surprisingly effective. Even not very fitting with the general image of the car.

If the windows are frosted over, it is necessary to use ventilation. Unlike the missing stove, it is actually provided and consists of lowering side windows and a slightly opened front section. However, with so many slots and holes in the cabin, the ventilation is already blowing, be healthy!

CALL 1941

The first air raid on the plant was carried out by the Germans on July 23, 1941. On the evening of October 15, ZIS director Likhachev returned from the Kremlin and announced a complete halt in production (cars and buses had not been made since the summer) and an urgent evacuation of the plant. It began the next day, when the city was in a state close to panic. The highways to the east were blocked by cars, wagons and crowds of people with belongings. Many state and party institutions remained, in fact, ownerless, and white spots of papers thrown away in a hurry flew over Moscow. Some fled, while others dismantled and prepared almost 13,000 pieces of equipment for shipment to the east in ten days! So the ZIS-5 ceased to be only a "Muscovite". Two new car factories appeared in the country - in Ulyanovsk and in the Urals, in Miass. The wartime vehicle, conditionally called the ZIS-5V, was distinguished by the most simplified cabin, sheathed with wooden slats instead of steel, angular wings made on a bending machine, the absence of front brakes, and sometimes the right headlight. In 1942, production was resumed in Moscow. These trucks (even before the war, the Red Army was armed with approximately 104,000 ZISs, almost a third of the total number produced) honestly transported people and ammunition, a wide variety of equipment and weapons - from searchlights to huge pontoons, under which the three-ton truck looked like a tiny pickup truck. So we got to Berlin and Prague and returned back ...

THANKS, ZAHAR!

They say that witty drivers called the car "Zakhar Ivanovich" even before the war. This name lived for a long time, even after the ZIS-5 was discontinued. By inertia, they also called the ZIS-150, and sometimes even the ZIL-164. In the Urals, cars were produced almost until the mid-1960s. Well, the “zahars” worked, especially in the provinces, right up to the 1970s, going through small, medium and large repairs, acquiring non-native details.

Here is this truck, with which we seem to have found a common language - a modest, not at all pretentious hard worker with a long, confusing fate. But even today it is not a museum piece. This ZIS is an employee of Mosfilm, he plays himself in the pictures. By the way, not everyone, even the eminent actor, is honored with such an honor. ZIS-5 deserved it.

WORKER, PEASANT, SOLDIER

ZIS-5 - a noticeably modernized AMO-3; produced since 1933. The three-ton truck was equipped with an in-line 6-cylinder 73 hp engine. and a four-speed gearbox. On the basis of the ZIS-5, many serial, small-scale modifications and prototypes were created. In particular, truck tractor ZIS-10, three-axle ZIS-6, extended chassis for special equipment, gas generator ZIS-13, all-wheel drive ZIS-32, half-track ZIS-22 and ZIS-42. In Moscow, the car was produced until 1948, the last batches, under the ZIS-50 index, were equipped with a 90-horsepower ZIS-120 engine. ZIS-5 was also produced in Ulyanovsk (UlZIS) and Miass (UralZIS). In the Urals, since 1956, a version of the UralZIS-355 was built with an 85-horsepower engine, a gas tank under the body, hydraulic brakes and other improvements. The last modification with a more modern cabin a la GAZ-51-UralZIS-355M was produced until the mid-1960s. In total, about a million copies of the ZIS-5 of all versions were built.

The editors thank the General Director of the Mosfilm Concernand a game column of the film studio for the provided car.

The post-revolutionary formation of the national economy of the USSR, the development of industry and agriculture led to an increase in the volume of transported goods.

The AMO-F-15 trucks available at that time and a number of various imported vehicles clearly could not cope with the task. It was necessary to establish the production of a sufficient number of modern domestic cars.

History of creation

After reconstruction, in the late 20s - early 30s, the AMO (Moscow Automobile Society) plant began producing a new AMO-2 truck, which was completely assembled from imported parts, it was based on the American AutoCar-SA truck. From November 1931 the AMO-3 truck went into the series, which differed from its predecessor in the rear axle, battery ignition, headlight brackets and the shape of the front fenders. The new machine consisted entirely of domestic components. As a result of the deep modernization of the AMO-3 car, carried out by Soviet designers led by E.I. Vazhinsky, a new model AMO-5 was obtained. After the reconstruction, which ended on October 1, 1931, the AMO plant was renamed, and it became known as ZIS (Stalin Plant), therefore, the truck received the designation ZiS-5. Unlike its predecessor, the ZiS-5 received an engine with increased power up to 73 hp. (at 2300 rpm), a new gearbox was created with four gears instead of three, hydraulic drive The front wheel brakes were replaced with mechanical ones. The carrying capacity of the machine has also increased to 3 tons. The first 10 cars were assembled in June 1933. The car was put on the assembly line, without pre-assembly of prototypes. The production of cars was constantly increasing, if at first 6-7 pieces were collected per day, then the production reached tens and hundreds of cars per day. ZiS-5 immediately gained a reputation as a simple and reliable machine, it proved to be excellent in off-road conditions. The engine started easily in the cold, and could consume gasoline with an octane rating of 45-60, and in warm weather it could also run on kerosene. A truck designed for 3 tons could carry 4-5 tons of cargo without strain. The ZiS-5 had an amazing cross-country ability, comparable to all-wheel drive trucks, it could be successfully operated at any time of the year on muddy dirt or snowy roads. This was achieved by high traction characteristics of a low-speed engine and a good distribution of masses along the axes. The ZiS-5 did not differ in high comfort, the suspension was without shock absorbers, the cabin was not heated, and ventilation was carried out through the ajar windshield, therefore, it was cold in the cabin in winter, and hot and dusty in summer. But on the other hand, the car had excellent maintainability, which was appreciated by German specialists who tested the captured trucks. All components of the machine could be disassembled and reassembled with a minimum of tools, and the parts could be broken only with very rough and inept handling. During the Great Patriotic War, the need for trucks increased greatly, in addition to transporting goods, it could be used as a tractor for regimental, divisional guns and anti-aircraft guns. In October 1941, when the Germans came close to Moscow, the State Defense Committee decided to evacuate industrial enterprises to the rear, ZiS was sent to Ulyanovsk and Miass. The Ulyanovsk plant already in February 1942 began the production of trucks from the existing backlog of parts. After the end of the Battle of Moscow, the plant returned from evacuation and in 1942 resumed production of the ZiS-5. In wartime, starting in 1942, the car was produced in the ZiS-5V "military" modification. To simplify production, the stamped wings were replaced with bent ones made of sheet metal, the wooden cabin was sheathed with plywood and clapboard, and the roof was made of wooden slats and covered with leatherette. The brakes were left only on the rear wheels, one tailgate remained in the body, and often, instead of two headlights, only one was placed on the driver's side. On the basis of the ZiS-5, in addition to the truck, a large number of special vehicles were created. These were tankers and tanks for the transport and storage of various liquids, searchlights and anti-aircraft installations, buses, tractors, half-track trucks, fire engines, cranes, garbage trucks, city cleaning vehicles and many others. After the war, the ZiS-5 was used in the national economy for a long time, until it was replaced by more modern cars. We can say with confidence that the ZiS-5 made an invaluable contribution to the victory over the enemy in the Great Patriotic War and the post-war restoration of the national economy. In total, about a million copies of the ZIS-5, various modifications, were produced.

Truck specifications:

Length: 6060 mm
Height: 2160 mm
Width: 2230 mm
Ground clearance (clearance): 250 mm
Weight: 3100 kg.
Base: 3810mm
Front wheel track: 1545mm
Track rear wheels: 1675mm
Engine: carburetor ZIS;
Power: 76 hp
Gearbox: manual transmission 4
Maximum speed (on the road): 60 km/h;
Power reserve: 200 km
Fuel consumption: 30-33 l/100km
Load capacity: 3000 kg (25 people can be transported in the back)
Crossable ford: 0.6 m
Gradeability with full load: 14-15 o
Permissible trailer weight: 3500 kg

Today I offer you a photo review of the ZiS-5 truck, made during the celebration of May 9, 2014. This car from the exposition of the museum of the Ulyanovsk Automobile Plant is in good condition technical condition, and arrived at the event on their own.

Models of this truck are produced in various scales and by various manufacturers. In more detail, we will consider the construction of the ZiS-5 model on a scale of 1:72 from the Elf company.

Photos

Of course, many have heard about the famous "three-tons" from the military hard times, war chariots of front-line roads and workhorses of the rear. But not everyone knows, probably, that the production of such machines lasted over three decades, and ended only in the year of the 20th anniversary of the Great Victory. And even more so, not everyone knows the technical nuances of the design of machines from that distant era.

The range of trucks, buses, tractors and special vehicles, created using engines, cab transmission units and plumage parts from the ZIS-5, reaches fifty varieties. In this article, we will consider only some of the cars that have left photo and newsreels for history.

In preparing this material, a number of books published in 1932-1958 were used, a list of which is given at the end. In addition, we used only archival black and white photographs of those years. The Internet fraternity, offering "funny pictures" from our days, does not think, and apparently simply does not know that in most cases they do not correspond to historical reality.

Cars are sometimes painted in a color palette that was not and could not be 60-80 years ago. On pre-war copies, you can see wheels from GAZ-51-53-3307, then everywhere. These same machines can also carry post-war bodies. On machines supplied as UralZIS-355, there may be cabs upholstered with metal “in a circle”. And finally, on many ZIS-5V and UralZIS-5M vehicles, sidelights were installed on their “straight” military-style wings, which the factories never installed.

The forerunners of the ZIS-5 truck were the AMO-2, (1931 onwards) and AMO-3, (1932 onwards), the prototype of which were overseas "Autocars". AMO trucks did not differ significantly from each other. Their fundamental difference was that the "two" had part of the American components, and the "three" (or "New AMO") was assembled entirely from Soviet, although in some cases licensed parts and assemblies.

Since the ZIS-5 inherited not only the appearance of its predecessors, but also a number of their design features, it seems that it would be simply unfair not to recall the technical solutions passed down “by inheritance”. This ZIS did not appear on its own, out of nowhere.

AMO vehicles with a carrying capacity of 2.5 tons were equipped with six-cylinder, in-line, lower-valve carburetor engines with a working volume of 4.88 liters (cylinder size 95x114 mm), a compression ratio of 4.7 units, and a power of 60 hp.

The transmission of these cars included:

• 2-disk clutch designed by Long, used on all ZIS and UralZIS vehicles, until 1965. If the ZIS clutches differ from the AMO units in the size of the discs or the forces of the pressure springs, then this is of no fundamental importance;

• 4th manual gearbox, Brown-Loip type, with a single casting of clutch housings and gears, with gear ratios of 5.35; 2.84; 1.47; 1.00; ass move 6.25. The same gearboxes, but with different gears (see below), were used on all ZIS and UralZIS vehicles until 1965. Their feature was the absence of synchronizers, so they had to shift gears with a double clutch release, and the gearshift algorithm was the same as that of all Soviet "lawns";

• Rear axles with two-stage final drive, (bevel and cylindrical pairs of gears), with an overall gear ratio of 6.41, fully balanced axle shafts and separate hubs on double roller bearings. Bridges with the same gear ratio of the gearbox were used until the first half of the 50s, up to and including the UralZIS-5M machine.

Rear axles of a similar design were later used on all ZIL "highway" trucks, up to the defeat of the car factory in the "zero" years. And if readers know the structure of the same bridge, then in the drawing of the same AMO unit, they will not find anything fundamentally new for themselves.

Front axles from AMO, with a "deep" beam, were used until 1957, up to and including the "355V" model.

Steering gears from AMO, such as "worm - crank with a finger", modeled on the American Ros-Gear steering wheel, with a 15.9 gearbox, were also transferred to ZIS trucks.

But what is 15.9 for a truck weighing under 6 tons? The first post-war "Victory", (1.85 tons) had gearboxes 16.6, and since 1950, at the request of the workers, they received a new gearbox, 18.2. Recall that they had gearboxes of 20.5, and ZIS-150 vehicles, gearboxes of 23.5 units. Nevertheless, steering gears from AMO were used without changes until the mid-50s, up to and including the UralZIS-5M model.

The braking systems of AMO trucks were combined. The drive of the rear mechanisms was mechanical, rods, and to the front wheels - hydraulic, acting from a single pedal with the rear "mechanics". But since the front hydraulic drive did not make the weather, it was abandoned on the ZIS-5.

But the design of the rear drive from AMO, along with the mechanisms, was used until 1947. The peculiarity was that each wheel mechanism had two pairs brake pads located mutually crosswise. One pair was driven only from the working pedal, and the other - only from the "handbrake"

The main character of this story appeared in 1933. Outwardly, it differed from AMO only in that it did not have a two-story chrome-plated front buffer. Bumpers, as now “quests” instead of holidays, were not yet invented then.

In preparing its production, the designers, led by Evgeny Ivanovich Vazhinsky, paid the main attention to increasing traction characteristics machines, which in the era of the absence of roads, and the existence, in the main, of directions, (in the expression attributed to General Guderian), was of decisive importance. By the way, in the doc. the film "Cars in uniform" (studio "Wings of Russia", 2009), it was unequivocally stated that the Germans willingly used the ZISs captured for them. The audience saw the chronicle of how the ZIS-5, a pre-war issue with “round” wings, bypassed Opel Blitz and MANs helplessly sticking out in the Russian mud.

ZIS-5 car engines

In order to exclude rumors regarding the continuity of the AMO and ZIS motors, we will give an interpretation from the 1936 book.

It should be added to the above that for export versions of machines (already in the 30s there were deliveries to Turkey, India and Iran), ZIS-5A engines were produced with a compression ratio of 5.3 and a power of 77 hp.

Well, readers, of course, know that the mentioned dimensions of the cylinder-piston group retained the engines of the ZIS-150 trucks and, and, the ZIS-155 and ZIL (LiAZ) -158 buses.

Appearance power unit ZIS machines (AMO) is presented below.

On the ZIS-5 motors, gear drives of the water pump and generator were used. From the drive shaft of the water pump, the roller of the breaker - the distributor of the ignition system, also received rotation. And the belt drive had only a cooling fan. We draw attention to this layout of the attachments of the engine, because during the last, post-war modernization of the car, it was abandoned.

Engine lubrication system

The reader, of course, understood that the illustrations of the power unit in two projections are given from different books. Numerical footnotes - comments, in the original source are given in the text. But I don't think they are needed here.

Thin-walled replaceable bearing shells have not yet been used on these pre-war motors. crankshaft. The bearing beds were filled with babbitt, and locally processed to match the diameters of the necks of a particular shaft.

How oil pressure was controlled is best quoted verbatim:

In the lubrication system of pre-war ZIS vehicles, a single, full-flow (!) Oil filter with a package of felt rings was used. It was completely disassembled, individual rings were washed in gasoline, purged compressed air, and therefore did not require replacement at each oil change. All the purified oil was completely supplied to the lubrication of the parts, and only after that it drained into the sump.

If this seems incredible to readers - even post-war engines in the 50s did not have such full-flow filtration, we suggest that you look at the diagram of this filter, and the oil circulation through it, (right figure).

The oil circulation is shown on a warm engine. Through channel 8, from the pump, the oil passes through the filter package, from where there is only one exit, through channel 6 - into the main oil line. Q.E.D. The lower channel 9, with its own valve 3, is a drain channel to prevent excess pressure on cold thick oil. And the top valve 7 is a bypass valve, in order to avoid "oil starvation" of the engine with a frozen or dirty filter.

Engine power system

The power system included a 60-liter gas tank (under the driver's seat, it provided only 200 km of run), and carburetors with an "upward" flow of the mixture, only due to vacuum in the cylinders. The carburetors of the Moscow Automobile Fittings Plant (later the Moscow Carburetor Plant, MKZ), MAAZ-3 and MAAZ-5, were designed on the model of the American Zeniths, but were simpler and more technologically advanced for our production conditions.

The carburetors had "dry" air cleaners, (in the terminology of that time), which were first connected to them in a single unit. But in the future, air filters taken as high as possible engine compartment, having connected with carburetors using transitional bellows, the fuel supply was carried out by diaphragm fuel pumps, which were carried out in a single assembly with filters - sedimentation tanks.

Engine cooling systems - open type, without sealed radiator caps, thermostats and shutters. Their temperature regime was not controlled in any way, but due to the absence of hermetic plugs, increased evaporation from the radiator neck was clearly visible and in advance. Naturally, therefore, it was necessary to check and top up water more often than antifreeze with sealed systems.

The motors had two additional controls levers on the steering column, under the "steering wheel". One of these levers provided "constant gas" - manual control carburetor throttle, for which flexible cables were used on post-war ZIS - ZIL and GAZ vehicles. Another lever regulated the ignition timing, since standard IGC-type breakers-distributors did not yet have an automatic vacuum regulator. But engines with a low compression ratio forgave possible errors in such adjustments, “paying back” only with fuel burns and a deterioration in the dynamics of cars. History has left us no information about any frequent or serious breakdowns due to this.

The list of references does not mention the edition to which we refer once. This is a book by M.M. Orlov "Motor trucks", (ONTI, 1936). Apparently, only from this source, today we can find out that it was planned to install on the AMO-3 and ZIS-5 vehicles diesel engines. What were manufactured, tested, and ready for mass production are the 60-horsepower NATI 1-60 engine, and the 70-horsepower M-12 power unit. But the obvious problem was that at that time there were no proven devices for easier starting diesel engines in the winter, which was unacceptable for promising mass trucks, even in our winter conditions. It is no coincidence that even Diesel's compatriots, more than half of World War II, fought in armored vehicles with gasoline engines.

And the AMO and ZIS carburetor power units, together with their gearboxes, found their application on pre-war and first post-war locomotives and railcars.

So, a motor locomotive of the Kaluga NKPS plant, with a power unit from AMO-3, and both driving axles in the highest gear at the checkpoint, could move a train weighing up to 85 tons, (2-3 two-axle "heater" cars, depending on their load), at a speed of 40-45 km / h. And in first gear, the weight of the train on a horizontal section of the track could reach 260 tons - 6-8 such cars.

Until 1936, more than a thousand such railway machines were made.

And since we have already touched on the railway theme, we can recall one more fact from our history. From the book - collection "Echelon after echelon", edited by Lieutenant General technical service A.S. Klemina, (Military publishing house of the Ministry of Defense of the USSR, Moscow, 1981), we learn an incident that took place during the fighting in Ukraine.

Unfortunately, history has not preserved for us photographic evidence of the Russian soldier's ingenuity of those years. But who knows, maybe it was that case, unprecedented in the history of domestic transport, that was not forgotten after the Victory. And he pushed the Soviet machine builders and transport workers to create and operate cars on a combined (railway) track. Machines, no doubt universal purpose, the bulk of which, of course, were trucks.

Transmission of the car ZIS-5

As already mentioned, the clutches of AMO and ZIS machines had no fundamental differences - two-disk, with a mechanical drive. The clutch and brake pedal block was attached to the clutch housing, and when the unit was removed, it was removed along with it.

Gearboxes of ZIS-5 machines and their further modifications - modernizations, 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 they were used on all subsequent models of the family, until the end of its production in October 1965 ..

On ZIS-5 vehicles and their modifications, cardan gears with Garden-Spicer type joints were used, which were also used on AMO trucks. But unlike the latter, the designers abandoned the intermediate soft couplings, leaving only two universal joints with crosses on plain bearings.

And the rear axles from AMO, on the pre-war ZIS-5 vehicles, did not receive any changes.

Chassis ZIS-5

Suspension of AMO and ZIS vehicles on longitudinal springs. The springs were hinged on threaded fingers and earrings. The spring packs did not have central coupling bolts, and in order to avoid longitudinal displacement of the sheets relative to each other, there were special recesses and protrusions for mutual fixation of adjacent sheets.

The front 11-leaf springs were paired with mechanical linkage shock absorbers. The friction units of such shock absorbers were assembled from packages of steel elastic multi-petal "asterisks", due to the friction forces between which vibrations in the suspensions were damped. The rear suspension used 10-leaf main spring packs, and 7-leaf "suspensioners". There were no rear shock absorbers.

"Two-horse" wheels had a tire size of 34x7 inches. By pre-war tire size standards, this meant: 34 inches is the outer diameter of the tire on the treadmill, and 7 inches is the width of the rim shelf for mounting the tire. Tires were considered high pressure (over 5 atm), and they were supposed to be inflated with a special standard compressor installed on the transmission.

Control mechanisms ZIS-5

About the steering controls of pre-war vehicles, with classic longitudinal and transverse rods, there is nothing to add to what was said earlier. And you need to pay some attention to the brake mechanical drive ZIS-5

In the figure, we see two independent pairs of rods to the mechanisms of the rear wheels - confirmation of the previously given information about separate drives for working and parking braking. And the flexible cables for the drive of the front mechanisms clearly indicate that the front wheels, when braking, began to act later than the rear dual slopes. For the front-wheel drive must have large backlash - slack, in order to avoid self-braking of the wheels when cornering.

However, the braking efficiency of the front wheels, other things being equal, should have been higher than that of the rear wheels. The area of ​​the brake pads for the rear wheels is smaller, and the load on rear axle always higher. Therefore, in necessary cases, to reduce the braking distance, the driver also had to use the "handbrake".

As for the speculation that with a mechanical brake drive, the pedal is always heavier and “harder”, then let them remain speculation. The fluid, including brake fluid, is incompressible, and in the absence of air "bubbles" in the hydraulic system, the feeling is light and soft pedal it won’t - if any of the readers drove a GAZ-51 or, they know this firsthand. Everything, in the final analysis, is determined not by the liquid, or cables - rods, but by the force-transmitting lengths of the pedal arms and intermediate levers.

The device and principle of operation of a very tricky front wheel expansion mechanism, we will not comment in detail. We only note that in this Soviet design, in fact, everything was done for the servo effect - an additional symmetrical "pressure" of both pads to the drum. When braking, one of the pads, due to the friction force on the drum, increased the pressing force of the other pad on the drum. This ability of the mechanism worked equally well both with forward and with reversing cars.

Electrical equipment ZIS-5

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

The material will also present several options for electrical circuits of VMS vehicles. They, too, have evolved in the same way as the external differences of trucks, attachments their engines, transmission or brake changes. Therefore, for a number of readers, such changes may also be indifferent.

The electrical equipment of the ZIS-5, with a voltage of 6 volts, had a “plus to ground” polarity and batteries with a capacity of 112 ampere-hours. Inertial starter, MAF-4007, did not have forced mechanical activation of the drive. As the name suggests, the gear was turned on and thrown back only by inertia forces.

Type Generator GBF-4600, with a power of 80 watts, had a recoil current of up to 13 amperes. There were no automatic voltage regulators, and therefore the return was regulated by a third brush, which the driver, if necessary, rearranged at his discretion. How? So that on average and high speed The ammeter always showed charging current.

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

At a low (4.6) compression ratio, starting the engine with the help of a “crooked starter” - a starting handle - caused problems. And a car with magneto ignition could be operated even without a battery at all.

We now do not know how reliably magnetos worked in comparison with the “reel-distributor” sets, but they still did not receive wide distribution. Perhaps because the ignition timing could not be adjusted even with manual levers, and because of this, the cars had the worst dynamics overclocking.

With regard to battery ignition systems, the breakers-distributors of the type IGC-4221, had automatic centrifugal advance controllers, and manual advance control was only auxiliary.

We can offer readers two types of electrical circuits from ZIS-5, with battery ignition, and from magneto. Any reader will notice that different schemes- common switches are also different. It could not be otherwise: the magneto ignition system is separate, and has nothing to do with any other circuits of the common electrical circuit.

In any of the diagrams, readers versed in automotive wiring will see that the ignition was turned on by the same switch as the car lights.

Professional car thieves were not yet born then, the discipline and attitude to the people's good among the Soviet people were a hundred times higher than now, and therefore there was no need for "ignition locks" with keys. By the way, although on ZIS-150 trucks, ignition locks appeared immediately, on ZIS-155 buses, and even ZIL (LiAZ) -158, produced before 1970, they did not have locks with keys, not only electrical equipment, but even cab doors! Everything was decided by the ignition toggle switches, starter buttons, and ... the conscience of the Soviet people.

So, in the “zero” position of the switch, everything was off. In the first position, only the ignition was turned on (and the starter was switched on with a separate button), and so it was possible to drive during the day. If not for one "but": at the same time, neither "stop" - a signal, nor a beep worked. In the second position of the switch, not only the signals worked, but also the taillight and the “small” headlights.

How can one not remember the position of the current Rules - and ride with the light during the day! But the small headlights, according to the concepts of that time, are just side light bulbs, which, in the absence of sidelights, were located in the headlights.

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

These devices had two separate light bulbs - side marker, 3 sv. (3 watts) and single-filament central, with a power of 21 St. There was no division into "near" and "far" light, and the actual night illumination of the road had only one mode, ("big" light). These headlights were interchangeable with the headlights of GAZ-A cars, and.

But let us recall that the power of light in 21 St. , (21 Tue) had a "dipped" light from the ZIS-150 and GAZ-51 trucks, the rays of which were also directed downwards. And in the ZIS-5, the only filament of the lamp was located in the focus of the device, and therefore the headlights of even such power shone further than the dipped beam of post-war vehicles.

Toward the end of the 30s, domestic headlights appeared, such as 50-00-A, with spherical glasses. These headlights have a central double-filament lamp with a power (21 + 3 light) that provides a "small" or "large" light mode. And as you can see in the figure, the threads of the same lamp were powered through different cable entries in the headlight housing.

All Soviet pre-war trucks had only one, unified rear left lamp, type 30-00, created according to the American model. According to the standard of that time, the “stop” section is a signal, with a light bulb of 15 St. closed with yellow glass, and the side light section with a lamp of 3 St. - glass "Ruby", (according to the terminology of that time). That is why in the drawing from the 1936 book, these glasses are indicated by different shades. These were real glasses, not plastic "diffusers", as they are now.

According to some reports, along with the 50-00-A headlights, new rear lights came to the last pre-war trucks, unified with the lights of the GAZ-M1 passenger car. These devices had a common double-filament (size + “stop” signal) central lamp, a common round glass “Ruby” with a frame, a symmetrical arrangement of screws for their fastening, and a lower side glass for backlighting the number.

We have reason to consider such information as a technical error in the publication. But if at some retro parade the reader sees just such a lantern on the ZIS-5, it will still be more correct than the FP-101B lantern with a plastic cover - diffuser, of the ZIL-130 era.

Cabin and car body ZIS-5

On pre-war ZIS trucks, the cabs had a wooden frame, but on the outside they were sheathed with sheet metal “in a circle”. The levers - the pedals had a standard purpose, and the instrument panel included only two positions - an oil pressure control device, ("controller" or dial gauge) and a "reel" speedometer, where the moving coil - the roller rotated relative to the fixed risk - an arrow printed in the center of the glass device. In addition, an ammeter was located separately.

There was no electric fuel level indicator, the gasoline supply was checked with a ruler - a probe, fortunately, the gas tank was right there - in the cab, under the seat. Just as it was later done on the GAZ-51 - 53. The cab has a lifting windshield with a single vacuum wiper on the driver's side.

Before the war, ZIS-5 trucks were produced 532.3 thousand copies, of which about 102 thousand, as of 06/22/41, were in the army. And on mobilization, there came, of course, much more. It is no coincidence that we give only indicative figures for the total amount issued - the accuracy of plus or minus one copy is hardly of interest to anyone now. And in the "specific" figures, through no fault of ours, there may be inaccuracies.

Pre-war varieties of ZIS vehicles

A 1934 model truck could conditionally be considered a car off-road. For the second rear axle served to increase the carrying capacity to 4 tons only on the highway. And for off-road, a load limit of up to 2.5 tons was prescribed, as was the case with the all-wheel drive ZIS-32 that appeared later (see below). And then the third axle served not only to increase the thrust-weight ratio of the machine, but also to reduce the axial load on wet soil.

By the way, a three-axle, with the same transmission layout - without a front drive axle, but with a demultiplier, and with a “universal” tire tread, was by no means considered an ordinary, “highway” truck. And in comparative off-road tests, it left the Ural-ZIS-355M, which showed phenomenal cross-country ability and traction on mud, (see below) far behind itself. But back to the 30s.

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

The main gears of the driving axles were "two-story", worm type, with a ratio of 7.4. And taking into account all the previously given data on the transmissions of cars, it is easy to calculate that in first gear in the gearbox, and downshift in an additional box, the ZIS-6 exceeded the usual three-ton by almost 80% in terms of thrust-to-weight ratio.

This three-axle had one common driveshaft for both axles, a central transmission parking disc brake, and a vacuum booster in the mechanical drive of the service brakes. And the rear axles had double spring suspension, like the three-axle "lawn".

Three-wheelers, with an application for the title of off-road vehicle, in the pre-war period received the simplified name "all-terrain vehicle". However, the three-axle version of the Gorky lorry, GAZ-AAA, was called "everywhere" by the soldiers during the war with malice.

This is not surprising - the 40-horsepower GAZ engine was far from always able to “pull” the car out of the mud in a previously engaged gear. Well, shifting gears with a double clutch release, and almost always with a complete stop of the car, for further movement, sometimes became fatal. We do not know that a three-axle ZIS with its more high-torque engine received such an “honorary title”.

According to information launched at one time by the domestic automobile historian L.M. Shugurov, (now deceased), the engines of all ZIS-6 vehicles had ignition only from magneto. It’s hard to disagree with this - cars for the army should, if possible, do without batteries. However, for a number of reasons, we will not confirm this.

A little over 21 thousand pieces of ZIS-6 machines were produced. How many original samples have survived to this day, after four years of front-line off-road, no one will say, apparently already. But, for example, the ZIS-6 car, from the game column of the Mosfilm film studio, has a rear bogie completely from the ZIL-157. And therefore, it is not a fact that she has ever been ZIS - the sixth.

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

Buses do not belong to the subject of the magazine. Therefore, here they will be considered only as varieties of the chassis of the base ZIS-5 truck, since they did not have their own specific features - load-bearing or semi-supporting bodies, cabover, mid- or rear-engine layouts.

And first of all, it must be said that the pre-war ZIS buses had their own chassis. There were no universal chassis for long-wheelbase trucks, buses or fire engines, as other readers sometimes try to imagine, or other writers “rub” to others, did not exist.

The chassis of the ZIS-8 bus, (1934), in comparison with the ZIS-5, had a longer base (4420 mm versus 3810 mm). This required both an additional shaft and an intermediate support in the driveline. Softer rear springs were also used - the main packages of 9 (against 10) sheets, and the springs - 6 sheets each, instead of 7-leaf packages. A gas tank of increased capacity was installed, 110 liters instead of 60. The power reserve increased to 360 km.

But the main difference was in the electrical equipment. ZIS buses had 12-volt sources and current consumers. This is explained by the insufficient power of the 6-volt "cargo" generators to power more interior lighting lamps and route lights.

And how to explain the different polarity - for buses - "minus to ground", the question is of course an interesting one. But, as they say, facts are stubborn things. And they are there, (see wiring diagram). The generator for the ZIS-8 bus, type GA-27, had a return of 20A., with a power of 250 watts. Where is the 13-amp truck generator, 80 watts! In addition, the buses were equipped with a larger capacity battery (144 versus 112 Ah for the ZIS-5).

According to the applicability of starters, even in the primary sources of those years, alas, there are already discrepancies. So, in the 1936 edition, it is stated that the motors were equipped with Bosch starting electric motors, with electromagnetic forced engagement of the drive gear using a traction relay. And in the summary collection of performance characteristics Soviet cars, 1954 edition, it is stated that domestic inertial starters, such as MAF-31, were installed. The golden mean may be that both were used ...

The ZIS-16 and ZIS-16S bus chassis were equipped with forced motors. With the compression ratio increased from 4.6 to 5.7, and the new MKZ-6 carburetors, their power units developed a power of 88 hp (against 73 hp), at 2700 rpm, (previously - 2300). These chassis received a base of 4970 mm, and gearboxes of the main gears of the drive axles 7.67, against 6.41 for the ZIS-8.

Both of these varieties had vacuum boosters in the mechanical brake actuators. In addition, the time has come to use double-acting hydraulic lever shock absorbers - the ZIS-8 and ZIS-5 had mechanical friction shock absorbers. But if the city passenger car ZIS-16 had such units installed only at the front springs, then its sanitary version "16C" had similar shock absorbers in the suspensions of both axles.

The same buses were equipped with tires bigger size. 36 X 8 inches. However, on landing diameters rims this did not affect, they still had a diameter of 20 inches, (508 mm.).

The buses put into production in 1938 and 1939, respectively, had other generators, G-62, with a return of 32 A., and a power of 400 watts. Gensets all three buses received automatic relay-regulators, and their work was checked not by ammeters, but by control lamps.

The 1934 model car was designed to work with a PP-6 semi-trailer with a carrying capacity of 6 tons. Since the total weight of such a road train, when using the base engine and gearbox, was 11.3 tons, the car had a different rear axle, with a gearbox of 8.24 (versus 6.41 for the ZIS-5). And the tank at the same time had a capacity of only 65 liters. And with a fuel consumption of 38 liters / 100 km, the cruising range did not exceed 170 km. (ZIS-5 has 30 liters / 100 km, and 200 km of travel)

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

The truck did not receive distribution, its release amounted to less than 800 units.

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

The fire truck had the same wheelbase as the ZIS-8 bus (4420 mm), but with “cargo” springs and 6-volt electrical equipment.

From the ZIS-5 chassis, the fire truck chassis was distinguished by the presence of a second 60-liter fuel tank, a “switching” box in the transmission and an enhanced engine cooling system. An additional box in the transmission, controlled by one lever, and standing after the main gearbox, switched the drive from the motor either to the drive wheels or to the fire pump.

The cooling system included an additional heat exchanger in the fire pump housing and pipelines connecting it to the engine cooling jacket, due to which the total volume of the cooling system increased from 23 to 41 liters. The heat exchanger kept the fire pump from freezing when traveling in the winter. And the water in the engine cooling system was additionally cooled by "external" water supplied to extinguish the fire when the engine was running at elevated ambient temperature at the fire site.

A little more than three thousand of these cars were produced.

This machine differed from the ZIS-5 only in the size of the wheelbase (4420 versus 3810 mm) and the long loading platform (3540 versus 2930 mm). While maintaining a carrying capacity of 3 tons, it was intended for the transportation of bulk cargo with a low specific gravity.

But it is interesting to note that this car was actually the forerunner of another elongated car, and already from a different era - the ZIL-130G. For, if for the sake of interest, to compare the proportions of the change in the lengths of the wheelbases and bodies of the ZIS-12 to the ZIS-5, and the ZIL-130G to the ZIL-130, we will get almost the same ratios. Accurate to the second significant digit after the decimal point.

There were about 4.2 thousand ZIS-12 machines.

The car was put into production in 1941, and differed from the ZIS-5 mainly in the transmission, except for the changed place for attaching the "reserve" to increase the rear exit angle. Moreover, this ZIS was the champion among all its cargo pre-war counterparts, in terms of power reserve at one gas station. A new gas tank with a volume of 115 liters allowed to travel up to 330 km.

A transfer box with a demultiplier appeared in the transmission, (1.-2.07;, 2.-1.00). The front drive axle of the car, in various photographs on the Web, is visible both with the left and with the right gearbox. It may well be that somewhere the "restorers" rolled up what came to hand.

According to various sources, various joints of equal angular velocities were used, and "Rzeppa", and "Bendix-Weiss", and even "Spicer" (crosses, such as those currently used on all-wheel drive Gazelles). Where is the truth, where is fiction, we can’t say for sure. It is only known for certain that the gearboxes of both drive axles were not “cargo”, 6.41, but “bus”, 7.67.

The car was produced in quantities of less than 200 pieces, and therefore it is unlikely that at least one such truck reached Pobeda. And the “restored” ZIS-32(?) in color photos on the Web may turn out to be banal remakes, molded, as in the song of a famous “plywood” singer, from what was. This is just in time for the question of the "left" and "right" crankcases of the main gears of the front axles.

Since this machine was not a modernization of the ZIS-5 in order to improve its performance characteristics, and was produced, like the ZIS-32, since 1941, it can also be considered a pre-war variety. In addition, one cannot exclude the possibility that, on the eve of the inevitable war, the entire complex of alterations was worked out before June of the first military summer.

The features of this military modification are known to many fans of the Soviet autoretro - a wooden cabin, straight bent wings, only one rear opening side, no front wheel brakes ...

Let's add only what was and one more change in the brake system. Now all four pads of each rear brake mechanism were controlled in parallel - either from the working pedal or from the parking brake lever.

ZIS-5V vehicles have been produced since 1942 in Ulyanovsk (“UlZIS”), and since 1944 in Miass, Chelyabinsk region (“UralZIS”)

The number of cars produced during the war years and the post-war period for us is a mystery behind eight seals. But, as the reader understands, this material was originally conceived not for the sake of statistics ...

Post-war modernization of the ZIS-5

After the Victory, the Moscow ZIS produced a number of transitional ZIS-50 vehicles, with the appearance of the ZIS-5V, but with a new engine and gearbox from the future ZIS-150. In 1947, the production of three-tons in Moscow was discontinued, the Ulyanovsk plant was instructed to continue the production of one and a half GAZ-MM, and the production of ZIS-5 remained only in the program of the Ural plant.

Vehicle UralZIS-5M

The car of the 1947 model, retained the appearance of the model of the war years - "straight" bent wings, a completely wooden cabin, only one rear opening side - there was no time for frills.

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

A hydraulic brake system unified with the GAZ-51 appeared. And the parking brake drive on the car was carried out, as before, on the rear wheel pads. To do this, the designers used the scheme used earlier on the "Victory" - cable drive to the expansion levers of the shoes inside the wheel mechanism.

Where are the pads, and where are the expanding levers, we think there is no need to comment.

New headlights were introduced on UralZIS-5M, type 53-00-A. And along with them, there were separate, "near" (21 St.), And "distant" (32 St.) headlights. And the lamps of the “small”, now side light, as in the headlights of pre-war cars, again became side ones, (3 watts).

Instead of the pre-war taillight, type 30-00, a taillight of the FP-13 type, unified with other Soviet trucks, appeared, with a common Rubin glass for both sections.

However, light bulbs with most other domestic cars were non-interchangeable - the post-war car ZIS-5, still, had six-volt electrical equipment.

Cars UralZIS-355 and UralZIS-355V

In its own way, the original car UralZIS-355 appeared in 1956. It combined a number of technical solutions that were quite modern at that time, and a retro design of a quarter of a century ago. And according to this combination, according to the concepts of our time, it could be attributed to replicars.

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

Let's clarify some points mentioned by the designers in passing, as well as not mentioned at all. Engine power has been increased to 85 hp at 2600 rpm. by increasing the compression ratio to 5.7 units, and using the new K-75 carburetor, with a "falling" mixture flow. A centrifugal (!) oil cleaner (centrifuge) and an electric oil pressure gauge have been introduced. 110-liter gas tank, (power reserve has been increased to 400 km.), With electric fuel gauge.

And also, as an option, it was offered preheater engine with an electric fan - these machines, with an archaic already appearance, were intended primarily for the regions of Siberia and the Far East.

The transmission used a single cardan shaft with two hinges, without intermediate support, but still with crosses on plain bearings.

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

The car received six-window wheel disks from ZIS-151, and wider tires, 8.25x20 in size. And the spare wheel “moved” from under the rear overhang of the frame, under the right side of the body, like the GAZ-51.

The scheme of the 12-volt electrical system was "closer" to the technical solutions used on post-war Soviet trucks. PF-3 sidelights appeared with 3 light bulbs (only side light), and FG-1 headlights, unified with ZIS-150 and ZIS-151. But it remained non-interchangeable with other machines, the 12-volt generator G-42, with a return of 18 A. - it still had a gear drive. And the MAF-31 starter, from the pre-war ZIS-8 bus, was still of the inertial type.

Although the UralZIS-355 car had a completely wooden cabin, which, of course, was still not locked, an ignition switch with keys appeared. And the instrument cluster and the design of the dashboard already corresponded to the similar design of other Soviet trucks.

This truck, very similar to the pre-war ZIS-5, outwardly differed from the latter in a wider arched part of the front fenders, due to the installation of more wide tires. Longitudinal reinforcing wooden beams appeared on the side sides of the body. Well, and as already mentioned, there was no outer metal lining of the cab, and sidelights appeared.

The UralZIS-355V, produced in 1957 and retaining its pre-war appearance, was a transitional model for the 355M.

The UralZIS-353 engine, with a compression ratio of 6.0 and a K-75 carburetor, “gave out” 95 hp. at 2600 rpm. In comparison with previous engines, it was significantly reconfigured.

The gear-driven side water pump gave way to a central "front" pump with a common (with alternator) belt drive. The G-12 generator with a return of 18 amperes in its mounting and drive, if necessary, could be replaced with similar units from GAZ or ZIS vehicles. Ignition distributor of the new type R-32, now installed with right side, the front cover of the timing gears. And the starter, which was previously attached to the right side of the cylinder block, was now installed on the left side of the power unit. The new starting electric motor ST-14B had a forced engagement of the drive gear from the foot pedal.

The last upgrade of the legendary three-ton tanker was put into production in 1958. Outwardly, it looked more like a GAZ-51, which is not surprising: by that time, Andrey Alexandrovich Lipgart, the former Chief Designer of GAZ, had been transferred to UralZIS. This explains many of the previously mentioned similarities between the machines of the Ural and Gorky plants.

Lipgart, of course, was well aware of all the strong and proven qualities of the former "his" machines. In addition, he understood the expediency of unifying such technology of that era as trucks. He also “married” for the Ural-ZIS-355M stamps of old-style cabins that were no longer used in the production of GAZ-51 and GAZ-63 cars. That is why the cabins of the "lawns" from the second half of the 50s differed from the "355M" machines in the shape of the doors and doorways - in the latter case there were "straight" lower corners of these structural elements.

In addition, UralZIS-355M up to last day production kept the wooden frames of the doors, which had only metal sheets of the outer and inner skins.

The car, which was very updated in design, retained all the same, time-tested and road-tested, main units - the engine, gearbox and rear axle. But she received a completely new frame, as a result of which the clutch and brake pedal block was now attached not to the clutch housing, but to the frame spar. The shoulders of the pedals are now the same.

In the transmission, a cardan drive was introduced with crosses on needle roller bearings and with an intermediate support, like the GAZ-51. New springs made it possible to raise the carrying capacity of the machine to 3.5 tons. There were also hydraulic shock absorbers in the front suspension.

The car received its own six-window rims with windows - "onions". But unlike the previous models of this plant, the trucks were now equipped with all-terrain tires with a herringbone tread. As before, they were intended mainly for the eastern regions of the country, where there were not only roads, but there were still just “directions”.

There have been changes in the brake systems. In the rear wheel mechanisms, for the first time, and 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 forward movement of the car, to obtain a servo effect - self-locking of the pads during braking.

The same picture as the front drum brakes of any Volga. In the absence of an amplifier, this was a considerable help to the truck driver if necessary. emergency braking. But such a solution completely excluded the possibility of using the expanding levers of the parking brake drive. That is why the central transmission "handbrake" was used on the UralZIS-355M.

The reservation was not made by chance: in the NIIAT reference book of 1958, it is indicated that the car had a cable-operated parking brake on the rear wheels. Which is the mistake of the compilers of this guide, and is not true.

This truck model had FG-2 headlights, unified with GAZ-51 “optics”, it also received PF-10 unified sidelights, with 2-filament lamps 21 + 3 St. (gauge and "turn signals"), as well as rear separate lights for direction indicators UP-5, unified with GAZ and ZIS trucks. But the rear left marker lamp of the FP-13 type remained the only one until the beginning of the 60s.

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

The Ural Automobile Plant bore the name of Stalin until 1961, when the inscription "UralAZ" appeared on the sides of the hood of the "355M" model. But this faceless name did not take root among professional motorists - it remained only in the "traffic cop" documentation, the accounting reports of car fleets, and in automobile reference books from the time of Khrushchev.

Cars UralZIS-355M, (we will call things by their own names) in the fleets 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 stated in the materials of the modern historian of Soviet trucks and buses, M. Sokolov, dedicated to this particular, latest model UralZIS, (magazines "Avtotrak" and " commercial vehicles", year 2009).

By the way, in the mentioned materials, the same author told the readers the following. These trucks, with a single drive axle, in a number of forestry enterprises in Siberia, Altai and the Far East, converted into timber tractors, took out logs from forest plots along with all-wheel drive tractors MAZ-501, (4x4) and ZIS-151, (6x6)! And as the reader understands, only tires with a herringbone tread would solve little here ... Of course, there was no shortage of photographic evidence of such capabilities, the last of the ZIS Mohicans.

And ZISs with wooden cabins, and in the Mother See, worked until the beginning of the 80s. At the Moscow confectionery factory. P.A. Babaev, UralZIS-355 served as an intra-factory transport, and only the death of a front-line driver who worked on it put the car on hold.

And in the 15th taxi fleet of the capital, at the same time, a pre-war copy of the ZIS-5 was still working - a watering "barrel". Moscow fans of the Soviet autoretro should know these facts...

Used Books

1. "Car" M. Peter, with an application for cars AMO-2 and AMO-3, OGIZ Gostransizdat, Moscow - Leningrad, 1932.
2. "Cars ZIS-5 and ZIS-8" A. Babich, GNTI of Ukraine, Kharkov-Kiev, 1936.
3. "Car brakes" I.L. Kruse Min. Armed Forces of the USSR. Moscow 1947.
4. "Electrical equipment of cars" Yu.M. Galkin Publishing House of the Ministry of Communal Services of the 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 and technical characteristics of cars." HELL. Abramovich, Publishing House of the Ministry of Communal Services of the RSFSR, Moscow, 1954.
7. "Car UralZIS-355" Manual Mashgiz, Moscow, 1957.
8. Brief reference book of NIIAT, Avtotransizdat, Moscow, 1958.
9. Automotive electrical equipment and devices. Directory-directory, Center Institute Nauchn. Tech. Information of Mechanical Engineering under the Council of Ministers of the USSR, Moscow, 1962.