GAZ-51 is a truck of the Soviet period, popular in the 50s of the last century. The carrying capacity of 2.5 tons made it possible to use the machine in almost all sectors of the national economy of the USSR. The model was quite reliable flatbed truck. Over 30 years of continuous production, 3,480 thousand vehicles of various modifications rolled off the assembly line.

History of creation

In 1937, a project was launched at the Molotov Gorky Automobile Plant to create a new medium-class truck. The concept of the car was indicated quite clearly: for the needs of the national economy of the country, a universal, reliable and unpretentious carrier was required. The GAZ-51 became such a car, the technical characteristics of which from the very beginning were very good.

Tests

In the summer of 1938, the production of the main components and assemblies was launched, in January 39 the first prototypes were assembled, and a year and a half later new car passed the test. In the summer of 1940, the GAZ-51 car was exhibited at the Exhibition of Economic Achievements in Moscow as the best achievement of Soviet engineering.

pre-war period

In the spring of 1941, the technical documentation was transferred to the assembly shop of the plant to launch the machine into mass production. But the war began, and the production of a new car had to be suspended. The developments on the units were useful for other vehicles, including military ones. Engine and gearbox GAZ-51, cardan shaft with crosses on needle bearings, clutch with release bearing and other nodes were used in the production of military equipment.

Start of release

After the end of the war, the Gorky Plant continued preparations for mass production of the GAZ-51, and by the end of 1945, an initial batch of 20 vehicles was produced. New car immediately established itself as a reliable and inexpensive truck to operate. The GAZ-51 gearbox was improved, and the transmission of the car worked flawlessly. The release was continued, and in 1946, 3,136 cars entered the roads of the country.

Speed ​​characteristics

The model turned out to be extremely simple. It was the first truly successful development in the USSR that did not require improvements. The characteristics of the GAZ-51 seemed impeccable. The car was fast cruising speed was about 75 km/h. The car held the road steadily, while being easy to drive. A fairly soft suspension, combined with effective hydraulic shock absorbers, made it possible to reach speeds of over forty kilometers per hour on country roads, which was a tangible advantage in comparison with other vehicles.

Stalin Prize

The performance of the GAZ-51 was higher than that of the popular "three-ton" ZIS-5, while the Gorky car consumed 30% less fuel. Taking into account all the advantages, both high-speed and economic, the machine was recognized as the most suitable for the needs of agriculture. Starting from the end of 1946, almost all cars were sent directly from the assembly line to collective farms and state farms. And in 1947, a group of car creators, together with the chief designer of the Gorky plant, A. A. Lipgart, was awarded the Stalin Prize.

Production expansion

The State Planning Committee of the USSR submitted monthly applications for the production of GAZ-51 in quantities significantly exceeding production capabilities. Thus, the question arose of expanding the assembly areas. In 1948, the production of popular cars was mastered at the Odessa Automobile Assembly Plant, and in 1950 the conveyor was launched in Irkutsk, where production continued from 1950 to 1952, then the production of trucks was curtailed for a number of reasons. In Odessa, cars were produced for 27 years. The last car that rolled off the assembly line on April 2, 1975 was sent to the factory museum.

Engine

The power plant of the car was fully consistent with the tasks that were set for the truck. The optimal volume of cylinders made it possible to develop sufficient power for movement in any mode. The GAZ-51 engine had the following characteristics:

• type - gasoline;
• number of cycles - 4;
• cylinder volume - 3,485 cubic meters / cm;
• power - 70 Horse power at 2750 rpm;
• torque - 200 Nm at 1500 rpm;
• arrangement of cylinders - in-line;
• number of cylinders - 6;
• number of valves - 12;
• cylinder diameter - 82 mm;
• compression ratio - 6.2;
• cooling system - circulating liquid, closed loop;
• power system - carburetor.

Improvements

The motor is the successor power plant GAZ-11, which was once created on the basis of the Chrysler lower valve engine under a 1937 license. The piston group was constantly improved, the liners were installed from special wear-resistant cast iron, the compression piston rings were chrome-plated, new bimetallic (steel-babbit) liners were developed for the main and connecting rod journals of the crankshaft. As a result of the use of technical innovations, the engine resource has increased significantly.

Modernization

During the modernization, an aluminum block head and plug-in valve seats were used. The car gradually absorbed all the advanced technologies, its design was systematically improved. In 1954, the cab of the car became all-metal, and a heater was installed at the same time. The new cabin became an incentive to change the shape of the front end, the cladding acquired a more modern look, the fenders with headlights organically fit into the overall style. Special vertical blinds were installed behind the radiator grille, which prevented excessive cooling of the engine in winter.

Export

In 1949, a modification of the GAZ-51U was developed, which was intended for shipment abroad, to countries with a temperate climate. The car was exported for six years, from 1949 to 1955, in small batches. Then the design bureau of the Gorky Automobile Plant developed the GAZ-51Yu model, adapted for operation in a tropical climate. This modification was produced for almost twenty years, from 1956 to 1975. Trucks were sent to Africa and Asia, where they were used at construction sites or used as a conventional vehicle for transporting goods and livestock.

For export, a model of increased carrying capacity - GAZ-51V was also supplied. The body of the car contained 3.5 tons. Production continued from 1957 to 1975. The car was equipped with a 78 horsepower engine, rear axle GAZ-51 was borrowed from all-wheel drive all-terrain vehicle GAZ-63. Oversized tires were used - 8.25x20.

Another export modification is the GAZ-51DU. It was a car for regions with a temperate climate, produced on the basis of a tipper chassis.

GAZ-51DYu was exported to countries with a tropical climate on a dump basis GAZ-93AT.

Truck tractors were also exported: GAZ-51PU was intended for countries with moderate climatic conditions, GAZ-51PYu - for hot regions.

Modifications

Over the thirty-year period of production of the popular truck, special models for various purposes were created on its basis. The list includes experimental and serial modifications of the GAZ-51:

• All-wheel drive car two-axle (wheel formula 4x4). The rear axle GAZ-51 was equipped with single wheels. Serial production of the model lasted from 1948 to 1946. The car was delivered to logging and forestry as an auxiliary off-road vehicle. The sides of the body were built up, the car was equipped with arcs for installing an awning.
• GAZ-93 - construction dump truck with a carrying capacity of 2.25 tons, layout on a shortened GAZ-51 chassis. It was produced in small series by the Odessa Assembly Plant. The release lasted from 1948 to 1955.
• GAZ-51N - an army truck with a body from the GAZ-63 model, an additional 105-liter gas tank and folding longitudinal seats along the sides. It was mass-produced from 1948 to 1975.
• GAZ-51B - modification with a gas cylinder fuel system running on natural liquefied gas. It was produced in small batches from 1949 to 1960 on the basis of the GAZ-51A.
• GAZ-51ZH - a model equipped with a base-cylinder device operating on liquefied petroleum gas. Produced in limited quantities from 1954 to 1959. The total number of gas-powered vehicles that rolled off the assembly line is 12212.
• GAZ-51A - airborne base car, differed by an extended body with high sides. Used for agricultural harvesting. It was mass-produced from 1955 to 1975.
• GAZ-51F is a small-scale modification equipped with an 80-horsepower prechamber-torch type ignition engine. The car was produced in 1955.
• GAZ-51S - a specialized modification with an additional fuel tank volume of 105 liters. The car was designed for long trips. It was mass-produced from 1956 to 1975.
• GAZ-51SE is a highly specialized model equipped with a 105-liter reserve fuel tank and shielded electrical equipment. The machine was designed to work in areas of electromagnetic waves.
• GAZ-51R - a cargo taxi with the ability to transport people. Folding seats were mounted along the sides, the tailgate was equipped with a door and a ladder. Serial production lasted from 1956 to 1975.
• GAZ-51T - the car was intended for the transportation of bulky goods. The modification was produced in small series from 1956 to 1975.
• GAZ-51P - a tractor with a saddle device for towing semi-trailers with a carrying capacity of up to 3 tons. Produced from 1956 to 1975.
• GAZ-51D - a specialized chassis with a frame shortened by 320 mm was intended for dump trucks of the GAZ-93A, GAZ-93B, SAZ-2500 brands. Cars were mass-produced from 1958 to 1975.
• GAZ-93A - construction dump truck. It was produced on a shortened GAZ-51A chassis from 1958 to 1975 in Odessa and Saransk.
• Bonnet buses of small class: KAvZ-651A, PAZ-651A, PAZ-651, GZA-651 for 19 seats. Produced on the GAZ-51 chassis. Production was established at Kurgan bus factory(KAvZ) in 1958-1973, the Gorky Bus Plant (GZA) in 1949 and at the Pavlovsk Bus Plant (PAZ) in 1950-1958.
• Passenger buses of the PAZ-651 brand on the GAZ-51 chassis were produced at factories in Kiev, Tartu, Kaunas, Tosno and Borisov. In Sochi, in 1955, one hundred tour buses of the "cabriolet" type with an open top were manufactured.
• GZA-653 - ambulance car. Produced by the Gorky Bus Plant in the period from 1958 to 1975.
• Cars were produced on the GAZ-51 and GAZ-63 chassis special purpose: tank trucks, furniture vans, isothermal vehicles, grain trucks, fire trucks, utility vehicles, aerial platforms and many others.

tuning

Some cars of the past, which ceased production many years ago, sometimes get a second life. Enthusiasts and collectors are engaged in the restoration of cars from the 50s and 60s. They find preserved rarities in landfills or in abandoned garages, transport them to their workshops, and already there the long and painstaking process of reviving the car begins.

Simultaneously with the restoration, the exterior is often updated. This creative process is called tuning. As a result of alterations, the car can radically change its appearance.

GAZ-51, the tuning of which became possible thanks to the use of the latest technologies and the latest technical means, is one of the cars of the middle of the last century, with good potential for reincarnation.

At the first stage, it is necessary to make a list of all the changes that the tuning masters intend to make to the exterior of the car. Drawing accuracy is essential. GAZ-51, the tuning of which can be complicated by the dimensions of the car, should be carefully measured and made two sets of technical documentation - original dimensions and change options. Then you can get to work. For full-fledged tuning, you will need equipment in the range of a repair shop: gas welding, grinder, drilling machine, a set of bench tools, painting equipment.

GAZ-51, the technical characteristics of which are considered ideal for tuning conditions, can be a good object for creativity. A tuned car can become a participant in a rare exhibition automotive technology, as well as fairs and sales of vintage vehicles. If the rarity is in good technical condition, he will be able to take part in a rally or even in competitions.

Mini-tractors designed by M-K readers, as a rule, are intended for general purpose agricultural work. They have a track rigidly conditioned by the dimensions of the bridge, which can only be changed by rearranging the elements of the wheel, when the different arrangement of disks and rims allows the machine to be adapted to a particular row spacing. An interesting technical solution to a long-standing design problem, which makes it possible to minimize the risk of damaging plants when processing row-spacing row crops with a mini-tractor, was proposed by V. Chirkov from the working village of Lotoshina (Moscow Region). In his new agricultural machine MT-7 (about the previous ones, which were highly appreciated by specialists at the VDNKh of the USSR, see "MK" 2/83), the track width can easily be changed. As they say, by order! After all, the front axle of this mini-tractor is sliding, and the required track width along the rear axle (taken from the GAZ-51 car with its subsequent shortening according to the original method) is achieved by replacing the conventional wheel (right) with a special one with a welded hub.

Mini-"Kirovets" - from serial units

I do not consider myself a beginner in the creation of home-made small-scale mechanization. At least for the reason that many of my developments have long been "replicated" by other DIY enthusiasts, and the best ones, such as the MT-5 minitractor, won awards even from the country's main exhibition. But I don’t feel any particular attraction to motoblocks. Especially - to "industrial". Painfully much is revealed in them often shortcomings. Parts break, belt drives “burn”. And what to restore! On top of that, in my opinion, motoblocks for cultivating soil for potatoes are too light: they slip. Mowing is also child's play. As, however, in the provision of transport work (complete with a trailer trolley).

I am convinced that the farm needs a more versatile and powerful mechanical assistant - a mini-tractor. He is not indifferent to the creation of such machines: the seventh is already in the account. From the one published in M-K, the new development (MT-7) has somewhat larger dimensions - it is as much as 650 mm longer. It would be possible to squeeze the entire structure (see illustrations) into the previous dimensions, if I had a good combined gearbox at my disposal instead of two connected in series. But, alas, do-it-yourselfers often do not have wide opportunities in acquiring the necessary nodes and blocks. They take it differently - with a natural mind.

In particular, I managed to arrange everything in such a way that the maneuverability of the new mini-tractor, more powerful than the previous designs, remained practically the same as that of the MT-5. Mainly due to the removal of the engine forward, like the well-known Kirovets. Although the ultra-high maneuverability of this machine when plowing is not so necessary. Indeed, with a working width of 500 mm or more, at the end of each run it is possible not to turn around, but ... to feed back. Moreover, the speed of the new mini-tractor when plowing the land is 2 times greater than that of the MT-5.

The MT-7 was assembled mainly from serial components and assemblies of obsolete equipment. Naturally, all of them had to be sorted out, to renew worn parts. Moreover, he tried not to subject the used serial components and assemblies to a radical alteration. Firstly, because in the event of the failure of any of them, the replacement will not present any special difficulties. Secondly, I was convinced that alterations, which some amateur designers willingly go for, sometimes threaten to reduce the strength and reliability of what is being altered.

Take, for example, the input shaft of the gearbox from the GAZ-51 car. Using the KP-51 in the design of a homemade mini-tractor, it is difficult to resist the temptation to shorten it. But after all, cutting off the shaft, they remove the most, perhaps, valuable thing - splines. And now, to fix the asterisk, gear, etc. on the shaft, you have to drill a hole for the bolt in it or machine a groove for the key. Too much work in my opinion! In addition, the bolt is not splines: under heavy load, it can simply be cut off. And be a do-it-yourselfer more prudent, do not shorten, take care of the shaft - there will be no problems. After all, a clutch disc with removed linings is easily put on the splines, to which you can attach elementary any part: a flange, an asterisk, etc. In addition, there is enough space on the shaft to install additional power take-off devices for other units: a water pump, a mower, circular saw...

1 - power unit(engine from a GAZ-69 car with a primary gearbox and clutch), 2 - steered (front) wheel (2 pcs., from a Volga car), 3 - additional gearbox (from a GAZ-51 car with a power take-off and oil pump NSh), 4 - rear axle (from the GAZ-51 car, shortened), 5 - drive (rear) wheel (2 pcs., from the MTZ-52 tractor, on wheel disks from the GAZ-51 car), 6 - flange couplings , open.

There are no alterations, improvements, and the power unit, which was used as a virtually trouble-free engine from a GAZ-69 car with a capacity of 55 liters. with., along with its gearbox (having three speeds forward and one back) and clutch. Torque from KP-69, which in this case is the primary gearbox, is transmitted to KP-51 directly, without “soft” connections, thanks to flanges bolted tightly together. In a similar way, the KP-51 is also connected with the cardan flange mounted on the final drive gear. Distortions here, of course, are unacceptable. The exact center of the longitudinal line of the installation of series-connected power transmission units from the engine to the wheels of the rear axle can be observed if the preliminary assembly itself is carried out, as they say, on weight, placing everything on stands so that the units are in the same horizontal plane. Having achieved the absence of beats, the bolts on the flanges (couplings) are rigidly fixed. Then the structure is transferred to the minitractor frame, which is an isosceles trapezoid (2400 mm high, with bases 680 mm and 550 mm), made of a 120x50 mm channel for welding, with a wide ass outward. The power and running units are fixed “in place”, making the final fine-tuning of the kinematics (so that there are no distortions anywhere). Then the entire structure is tested. Let the engine idle for some time, for which the rear wheels are raised above the ground on the goats. After making sure that everything is in order, install the remaining components and parts in their places.

Actually, I am not a supporter of blind copying of someone else's, even the most successful, development. I am convinced that it is more rational only to focus on the scheme chosen as a prototype, using in its design those details and capabilities that this do-it-yourselfer has. Therefore, talking about the MT-7, I deliberately omit the description and specific dimensions of the brackets, spacers and other "little things", the features of fastening certain parts, assemblies. Everyone, to the best of their abilities and abilities, will solve the issues that arise during the manufacture of a mini-tractor, including replacing, say, a second, additional gearbox from a GAZ-51 car with a power take-off and an NSh oil pump (which, for example, you have was not at hand) to similar ones taken from other equipment. Combining them into a single whole, you just have to remember: the KP-51 has straight, small gear teeth; other teeth, and the pitch of their cutting, are different. So, we need the corresponding power take-offs.

The hydraulic pump is connected by gasoline and oil-resistant armored standard hoses to an oil distributor (of any type) and a hydraulic tank, a power cylinder for lifting attachments, a bulldozer shovel, and a trailer body tipping mechanism.

The instrument panel is combined. The panel was taken from a KrAZ vehicle, the gauges were taken from other vehicles with 12-volt voltage.

On the right front fender MT-7, a rectangular hole was cut out - in order to see the position of the wheel when controlling its progress during hilling.

Convertible front axle

The "highlight" in the design of the MT-7 is the transforming front axle. The use of this technical solution allows you to easily and quickly change the track width of the mini-tractor, which becomes a truly reliable mechanical assistant not only when plowing a field, vegetable garden, and performing other (usual for machines of this kind) operations; it is possible to perfectly process aisles, plant and hill up potatoes, other root crops, taking into account the recommendations of science and practice.

The idea I proposed is based on structural elements telescopically sliding into each other. At the same time, the dimensions of the structure itself change significantly. For example, when hilling potatoes, the front wheels of the MT-7 move away from each other, and the track width becomes not 1080 mm, as usual, but 1400 mm. For beds cut every 700 mm, this is the best option.

And such a profitable innovation is achieved very simply. Instead of a single transverse beam, two channels are taken: 120x50 mm and 100x50 mm, fastened to each other with three M12 bolts. The length of the channels is 680 mm and 730 mm, respectively. When the track is widened, the bolts are unscrewed. The upper channel, easily sliding along the lower one, extends to the required distance (in this case 320 mm). Then both channels are bolted again.

Naturally, when extending the front axle, it is necessary to increase the length of the transverse link. The latter is made up of two pieces of steel corners nested in each other and fastened together with three M8 bolts. When changing the gauge, the bolts are unscrewed. Having extended the transverse thrust to the required length, the corners are again fastened with bolts.

Features of the execution of the remaining nodes and elements of the front axle are clear from the illustrations. I will only note that from below, in the middle of the transverse channel beam 120x50 mm, a sleeve is welded, which is a piece of seamless steel pipe 30x5 mm (GOST 8734-75) 120 mm long. An axle is inserted into the bushing in the form of an M20 bolt passing through holes in two transverse brackets (made from a 50x50 mm angle) screwed to the frame of the mini-tractor symmetrically with respect to the composite transverse beam. The latter balances on an axle-bolt, turning when driving on uneven ground at an angle limited on both sides by stops from a 45x45 mm corner. Brackets for more rigid fixation are additionally reinforced with two braces connected to the frame of the mini-tractor.

The steering column is from a UAZ-452 car. My mechanical assistant has it located with right side. Therefore, the mounting of the steering mechanism with a steering gear on the MT-7 in itself is not particularly difficult. As for the lever, it is removed from the slots and then, turning, is put back on, but already in a vertical position.

Tie rod! For all the unusualness of its sliding, concisely outlined above design, it is not so difficult to make this important link. Especially for someone who is familiar with gas welding. After all, it is only required to weld tips with ball pins to an elementary system of two 30 × 30 mm corners sliding over each other, fastened with three M8 bolts.

Rescues a special wheel

So, when hilling, say, potatoes, the front left wheel extends along with a 100x50 mm channel and a 30x30 mm corner to the side by 320 mm. Track on front axle becomes equal to 1400 mm. The track on the rear axle also increases by the corresponding amount. But not due to the transformation of the latter, but by installing another in place of the left rear wheel: a special one, having a special design (see drawing).

It is easy to see that this removable wheel, which is used only when working with an expanded track, differs from the usual wheel by a welded hub. Located between the "main" and "annular" parts of the disk cut by autogenous, the latter, as it were, increases the length of the rear beam. And instead of the standard track for the MT-7 on the rear axle - 1000 mm - it turns out (taking into account the "automobile" method of attaching this wheel) 1400 mm.

Unlike the front wheels with tires 6.5-16 (from the Volga car), the rear wheels of the MT-7 have tires from the MTZ-52 tractor, the size of which (6.5-20) makes it easy to mount them on wheel disks from a GAZ-51 car. The removable wheel is also no exception here.

The tread pattern is herringbone. To increase the grip weight of a mini-tractor, it is recommended to screw on removable loads or fill the chamber through a valve by about 2/4 of the volume with water (with the onset low temperatures- 25% aqueous solution of calcium chloride, freezing at minus 32°C). With an increase in soil moisture, when the mutual connection of its particles is broken, the increase in traction force by the above method is not provided. In these cases, it is advisable to reduce the pressure in the tires.

Rear axle: long - shorten!

The rear axle from the GAZ-51 car is attractive to many amateur designers of mini-equipment. Its reliability, availability, finally. But the length...

First of all, it is necessary, of course, to clean the ZM, removing old oil and adhering dirt. Then the rear axle is disassembled into separate parts. Having unscrewed the corresponding nuts, remove the axle shafts (see Fig.), and having half the crankcase, remove the differential.

On the ZM stockings, the rivet heads are cut off with a sharp chisel and, with the help of a punch, they are “drowned” inward, so that the stockings can then be carefully knocked out of the body with a sledgehammer. If necessary, sometimes you have to warm up the seats with a blowtorch. And in order not to suffer later during assembly, achieving the exact alignment of the mating parts with each other, take care of the timely application of special marks on the stockings and the differential housing (with a chisel, until the components are separated).

The stockings are machined along the diameter of the seating surface to the spring cushion, after which the left cutter is shortened by 180 mm, and the right one by 235 mm from the differential side. Cropped stockings are inserted back into their landing slots. And in order to secure them thoroughly, through the old holes in the differential, where the rivets knocked out inside were previously located, new ones are drilled in the stockings. Former (or specially made with a diameter of 0.1 mm larger) rivets are driven into these holes and welded flush by electric welding. After assembling the entire bridge, it is installed on a mini-tractor. This ZM is attached to the frame with M12 bolts passing through holes prudently made in the right places. Dimension A (see figure) is chosen so that the minimum track width on the rear axle is 1000 mm.

As for the semi-axes, they are drilled from the side of the flanges strictly in the center to a depth equal to the thickness of this flange itself. The diameter of the drill is slightly less than the diameter of the axle shaft. Next, the axle shaft is machined along the diameter of the drill to the appropriate length (see Fig., Size B). For the right axle it will be 235 mm, and for the left it will be 180 mm. Each is inserted into its own flange and thoroughly welded on both sides (use electric welding, not autogenous!). So that the metal does not “release” at the same time, the axle shaft with the flange is periodically cooled with water. Then the axle shafts are shortened, removing everything superfluous with a cutter on a lathe.

1 - hood, 2 - radiator, 3 - fan, 4 - chassis frame, 5 - engine, 6 - air filter, 7 - front axle, 8 - GAZ-69 gearbox, 9 - instrument panel, 10 - tool box, 11 - steering wheel with column, 12 - gear lever, 13 - power handle hand brake, 14 - accelerated gear lever, 15 - clutch pedal, 16 - accelerator pedal, 17 - gearbox from a GAZ-51 car, 18 - seat from a UAZ-452 car, 19 - hydraulic distributor shift lever, 20 - hydraulic distributor, 21 - hydraulic power cylinder , 22 - rear axle from a GAZ-51 car, 23 - subframe, 24 - hydraulic tank, 25 - gas tank, 26 - plumage, 27 - removable tarpaulin awning.

1 - wheel (from the Volga car, 2 pcs.), 2 - left steering unit (relative to the direction of travel), 3 - M12 bolt with nut (3 pcs.), 4 - lower transverse beam (channel 120x50 mm), 5 - welded sleeve (120 mm pipe section 30x5 mm), 6 - axle (M20 bolt), 7 - M20 nut with washer, 8 - subframe-bracket (corner 50x50 mm), 9 - upper transverse beam (channel 100x50 mm) , 10 - hub assembly (2 pcs.), 11 - right steering unit (relative to the direction of movement), 12 - transverse link (two corners 30x30 mm telescopically sliding into each other), 13 - welded frame (channel 100x50 mm), 14 - stop (piece of angle 45x45 mm, 120 mm long, 2 pcs.), 15 - M8 bolt with nut (3 pcs.).

1 - the main part of the wheel disk (from the GAZ-51 car), 2 - welded hub, 3 - the annular part of the wheel disk (from the GAZ-51 car), 4 - wheel (front from the MTZ-52 tractor).

1 - left wheel disc, 2 - left spring, 3 - left axle shaft, 4 - left stocking, 5 - rivets, 6 - left crankcase half, 7 - cardan flange, 8 - nut, 9 - right crankcase half, 10 - right stocking , 11 - right half shaft, 12 - right spring, 13 - right wheel disk, 14 - half shaft flange.

55 horsepower for a mini-tractor created by the longtime author of "MK" V. Chirkov from Lotoshin near Moscow. Among the successful technical solutions found by an amateur designer are the compact placement of components and parts on the frame (see photo), a wheel, by turning it by 180 °, a quick change in the track width along the rear axle is achieved, structural elements of the transforming front axle telescopically sliding into each other ... And what is important for any farm is a set of attachments that allows you to successfully carry out plowing and processing even the heaviest soils.

The author of the design continues to talk about the features of his mechanical assistant.

In the field and in the garden

So that the mini-tractor does not stand idle, you need to take care of a set of various mounted and trailed agricultural implements. And above all for high-quality plowing, mechanized planting (say, the same potatoes, other valuable crops), inter-row cultivation and harvesting of the grown crop.

1-4 - hillers with their serial numbers, 5 - a cultivator with a lancet share (for loosening the earth crushed by the left wheels of a mini-tractor), 6 - an adjustable rubberized wheel, 7 - a frame of hillers (corner 50x50 mm), 8 - an attachment point to a subframe mini-tractor, 9 - rear wheels of a mini-tractor, 10 - soil profile when cutting ridges (hillers 1-3 and cultivator 5 are pubescent, hiller 4 is raised), 11 - soil profile when planting potato tubers (first run; hillers 1-2 and cultivator 5 are lowered, hiller 4 is raised by 1/2 of the height of the first ones, hiller 3 is raised or removed), 12 - soil profile at the subsequent entry of the mini-tractor to plant potatoes (the position of hillers and cultivator is similar to the previous paragraph), 13 - potato tubers ( sprouts oriented upwards).

I recommend getting one- and one-and-a-half-horse plows for plowing, which you can do on your own - fortunately, suitable drawings were published in M-K. These tillage implements are installed in the nests of a special frame: welded, from a channel 80x40 mm (see illustrations), which has a special adjustment mechanism, a rubberized wheel and actuating mechanism hydraulic suspension. And since the right wheels of the MT-7 go along the furrow when plowing, the plows are pre-installed with such a deviation from the vertical to the right so that during operation they take a perpendicular position (the slope of the mini-tractor body itself gives compensation). Accordingly, the toe of each plow must be turned 1-2 degrees, but already to the left. Then the resistance of the earth, "selecting" all the gaps, will turn the machine (again to the right), and both tools will be in the longitudinal plane of the mini-tractor.

1 - adjustable rubberized wheel (from decommissioned agricultural machinery), 2 - horse-drawn plow, 3 - one and a half or two-horse plow, 4 - adjustment mechanism, 5 - welded plow frame (channel 80x40 mm), 6 - suspension hydraulic drive actuator, 7 - hydraulic cylinder, 8 - welded mini-tractor frame, 9 - subframe (from decommissioned agricultural machinery).

The cutting of the ridges is carried out by three hillers (see the corresponding illustration). When planting tubers, the hillers are rearranged, respectively, into other nests, and with one run of the mini-tractor, the tubers planted in the finished furrow are covered with hillers on both sides. At the same time, the third hiller, installed 350 mm to the left of the second and slightly behind it, cuts a new furrow for planting the tubers of the next bed. That is, in one pass, MT-7 performs both the filling of the previous one and the preparation of a new furrow.

When hilling potatoes, the front axle, as mentioned earlier, moves apart from one, left side to a track of 1400 mm. The rear left wheel is replaced by another - a special one, with an elongated welded hub (see the option in the photo). And there is no damage to the processed potatoes.

Technical characteristics of the mini-tractor

Overall dimensions, mm: 2650x1100x1400

Base, mm: 1470

Track (variable), mm

on the front axle: 1080-1400

on the rear axle: 1000-1400

Weight (without trailer and attachments), kg: 500

Engine: GAZ-69

Engine power, l. With. : 55

Maximum transport speed, km/h: 40

Working speed minimum, km/h: 1

Plowing width, mm: 500

V. CHIRKOV, Lotoshino village, Moscow region

GAZ-51 is a Soviet-made car, which was produced between 1946 and 1975. The legendary "lorry" was replaced by transport, the carrying capacity of which was not enough in the post-war years. The 51st model carried loads weighing up to 2,500 kg.

The first prototype of the GAZ-51 car was prepared before the start of the Second World War. Further development stopped due to the crisis in the Union. It was resumed only in 1946, at the same time mass production was launched. In 1955, the classic version gave way to the 51A, on the basis of which a fire truck was developed in the future and passenger bus. For 29 years, a little less than 3.5 million copies of all varieties have rolled off the assembly line.

The history of the creation of the GAZ-51

The development of a new product at the Gorky Automobile Plant began in early 1937. At the direction of the country's leadership, a machine was required with a simple design, consisting of innovative and most reliable technical units.

The preparation of the necessary documentation lasted a little less than a year and a half. In June 1938, engineers began assembling the first units. Of these, in January of the 39th year, they began designing a prototype. First finished car showed the heads of the enterprise in the spring of the same year. Distinctive features a new development was a new cabin and cladding. Before the start of the war, the dump truck managed to appear at the All-Union Agricultural Exhibition as a promising project.

Field testing took place within 10 months. The car was tested in a variety of conditions, after which they came to the conclusion about its suitability. Since the beginning of 1941, they planned to launch large-scale production, but the beginning of the Second World War forced them to put the new product on the back burner. Many technical units that were part of the GAZ-51 device were used on other developments during the years of hostilities.

By 1943, the Union had recovered from the crushing enemy attack, as a result of which work on the 51st model was resumed. In two years, progress has taken a big step forward, so serious changes had to be made to the design of the machine. Only the name remains of the old one. Engineers replaced everything: the engine, carburetor, hoisting device, GAZ-51 power take-off and much more.

During the first two years of the war, the designers gained a lot of experience, which allowed them to modernize the structure of the power plant, increasing power. The classic braking system was replaced with hydraulic-type mechanisms. The shape of the cabin was changed, making it more comfortable and spacious. Tires received larger size. The weight of the dump truck was reduced, while increasing the maximum load capacity - up to 2.5 tons.

In 1944, two prototypes left the walls of the plant, which were sent to field tests. After them, all identified defects were eliminated. The final serial cars were assembled next year. Their high quality satisfied the first persons of the state, so they began immediate preparations for mass production.

GAZ-51 design

GAZ-51 specifications:

• Length - 5.7 m;
• Width - 2.3 m;
• Height - 2.1 m;
• Ground clearance - 24.5 cm;
• Wheelbase - 3.3 m;
• Weight - 2.7 tons;
• Engine capacity - 3.485 l;
• Power - 70 hp at 2.8 thousand revolutions;
• The highest torque - 205 Nm at 1.5 thousand revolutions;
• The highest speed - 70 km / h;
• Gas tank - 90 l;
• Tires - 7.50-20.

For many years, the Gorky Automobile Plant had a license to assemble an American Dodge engine. By the beginning of the creation of the GAZ-51 truck, it was already very outdated (created in 1928) and required serious improvement, which Russian specialists did. Piston rings to increase the strength of steel coated with a thin chrome layer. Cylinder liners were made of cast iron, created according to the unique formulas of domestic scientists. Also, the design of the motor was supplemented with an oil cooler and a preheater.

The babbit "fills" of the crankshaft were replaced with steel babbit liners. In spite of large volume power plant, the compression ratio remained at a low level - no more than 6.2. Thanks to this, drivers could refuse the recommended fuel and use low-quality fuel up to kerosene. Traction characteristics were valued by the military, as they were enough to overcome impassability. To start, use a starter or a handle.

Developing 70 horsepower with a volume of 3.485 liters, the engine had a serious drawback. There was no overdrive, which excluded the possibility of working under serious loads. The oil supply system was designed for low and medium. If the driver violated the operating conditions developed by the enterprise, the engine could fail. When moving at a speed of more than 70 km / h, the melting of babbit from the crankshaft liners began.

Chassis

The chassis is based on two channel-type spars, which make up wheelbase 3.3 m long. Successful solutions were the special location of the engine and the shift of the cab forward. This allowed to leave more "usable" space. The total length is 5.7 m. Moreover, modern mechanics who managed to find a copy of the GAZ-51, through tuning and installing unique body kits, make the car longer.

The GAZ-51 rear axle had an innovative design for its time. He received 16 GAZ-51 axle shafts and 8 satellites. They were connected by washers made of steel of an unusual composition. It was characterized as cyanidated, phosphated low-carbon. Drivers were required to monitor their condition. Failure led to serious damage, so it was always necessary to carry out timely replacement.

The entire design of the GAZ-51 onboard had a drawback: in each part there were several parts that accounted for an increased load. This includes components for brake mechanisms (they were not designed for the mass of a car), a dedicated compartment for an oil pump, a carburetor, and much more. Such spare parts are easily replaced with new ones even in the field. If the driver carefully monitored the transport, its service life could reach 40-50 years.

The frame is tough. Its rear part was equipped with a cruciform cross member to increase strength. The frame arrangement was well connected to both spars. It included unloading braces. Towing devices were fixed under the wings on the frame.

Suspension and transmission

Dependent suspension made in accordance with technical requirements 50s of the last century. Military and economic specimens received four longitudinal semi-elliptical springs. The rear axle was supplemented with two suspension brackets. A similar device was received by the product of the latest generation of Gorkovsky car factory- Lawn Next.

To increase comfort when moving, the front axle of the dump truck was equipped with double-acting hydraulic lever shock absorbers. To ensure good off-road stability (this was necessary with such a weight), the hodovka was supplemented with a heavy king pin and steering knuckle. The bus and other modifications worked on two cardan shafts.

Dry clutch did not have high strength, but was easily repaired with improvised means. The GAZ-51 gearbox had four gears - three forward and one reverse. To increase the stock of a working resource and save materials, the GAZ-51 gearbox was deprived of synchronizers. The shift lever was in the floor. Power steering was absent in military and civilian vehicles.

Varieties of GAZ-51

Based on the standard version, engineers released a lot of modifications, including military vehicles, buses, fire trucks:

• 63 - four-wheel drive truck, consisting of two axles. Carried cargo weighing up to 2 thousand kilograms. Single tires with acceptable power provided high throughput;
• 93 - cars designed for the construction industry, carrying capacity - 2,250 kg (in fact, they carried more cargo). The chassis was shortened by 32 cm;
• 51N is an improved vehicle for the military, which received a cabin from the 63rd model. The carburetor was redesigned, benches were installed along the sides for transporting soldiers and the volume of the gas tank was increased to 105 liters;
• 51U - standard car for delivery to countries with moderate weather conditions;
• 51NU - export version of the army variety for areas with a temperate climate;
• 51B - differed in the fuel consumed - they used compressed natural or coke oven gas (there was no carburetor). During the 11 years of assembly, several limited editions were produced;
• 51Ж - instead of the usual gasoline, the truck consumed liquefied petroleum gas;
• 51ZHU - export version of the model with the index "Zh";
• 51A - improved standard car. The main difference was in the body - it became larger in size;
• 51F - dump truck with power increased to 80 horsepower. The ignition system was changed to a prechamber-torch;
• 51AU - an upgraded version supplied to states with a temperate climate;
• 51Yu - machine for tropical countries;
• 51C - the variety received an additional 105-liter gas tank;
• 51SE - similar to the previous version with shielded electrical equipment;
• 51P - bus with folding seats. In the tailgate, the designers built a semblance of a door and a convenient staircase;
• 51RU - a bus exported to countries with moderate climatic conditions;
• 51Т - cargo taxi;
• 51P - truck-type tractor;
• 51PU - version "P", supplied to states with a temperate climate;
• 51PYU - modification "P", exported to tropical countries;
• 51B - a machine produced for delivery to allied countries with an increased load capacity of up to 3,500 kg. The new power unit (78 hp) worked with a modernized carburetor. The rear axle was installed with GAZ-63;
• 51D - chassis with a shortened frame, which was used to install various superstructures;
• 51DU - "D" for delivery to states with a temperate climate;
• 51DYU - "D", exported to tropical areas;
• 41 - a prototype half-track transport.

Each species has its own rich history.

History of mass production and export of GAZ-51

Mass production

The first series rolled off the assembly line in 1945. Consisted of 20 copies. They were sent to undergo field tests. In 1946, even before their completion, the enterprise supplied more than 3 thousand GAZ-51s to various industries. Transport easily passed all the tasks, experts characterized it as reliable with a simple design and maintainability.

The car was in great demand both in the army and in agriculture. The main advantage over all competitors was reduced fuel consumption (less by 28-36%). In 1947, the design team of the Gorky Automobile Plant was awarded the Stalin Prize.

Due to the high interest, GAZ could not cope with production plan. In 1950, part of the orders was "transferred" to the Irkutsk enterprise. The assembly took two years, as the workshops were not equipped with the necessary equipment in sufficient quantities. In 1948, the Odessa Automobile Assembly Plant was connected. He was engaged in the production of the 51st model and numerous modifications until 1975 (until the complete abandonment of obsolete equipment).

The largest release was achieved in 1958 with over 173,000 copies. High quality and great interest confirms the release date - 29 years. The last car was assembled in April 1975. She was placed in the museum of the Gorky enterprise. In total, engineers managed to assemble a little less than 3.5 million trucks, including all modifications. 11.4 thousand vehicles left the workshops of the Irkutsk plant. In the early 50s, the leadership of the Union sold a license for production to Poland. The equipment was produced under the name Lublin-51 until 1959. For 8 years, designers have produced 17.4 thousand copies.

Export

The first model supplied to other states was the 51U. It was positioned as one of the best cars in its class. Until the end of the 1960s, many cars were sent to African and Asian countries (there is no official information on the exact number). A variety with an increased load capacity of up to 3 thousand kg was in high demand in the agricultural sector of Hungary, the GDR and Finland. Some countries have bought permission to produce trucks in their territories.

What can be the conclusion?

GAZ-51 is a legend of domestic engineering, which made an invaluable contribution to the restoration of the USSR in the post-war years. The car turned out to be of such high quality that it can be purchased today at secondary market. Transport in good condition costs 100-250 thousand rubles. Instances that require repair will cost 20-100 thousand rubles.

If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.

GAZ-51 is the most massive Soviet-made truck in the period from the late 40s to the mid-70s of the twentieth century. Universal car with a carrying capacity of 2.5 tons was widely used in all spheres of the national economy of the USSR and the socialist countries in that period and subsequent years.

In total, during the years of serial production (1946-1975), 3,481,033 GAZ-51 vehicles were produced. Tens of thousands more of these trucks were produced by car factories built with the help of the Soviet Union in Poland, China and North Korea. Further - the details of the device and operation of the GAZ-51.

If not for the war, the GAZ-51 would have been put into mass production already in 1941. Preparations for this had been carried out since 1937, and everything necessary for this was already ready. The design, development, testing of a new universal national economic truck, the approval of this model and its preparation for launch in the "series" were completed. GAZ-51 from an experimental batch in the summer of 1940 was exhibited at the All-Union Agricultural Exhibition in Moscow.

This truck, which replaced the pre-war lorry and GAZ-MM, was practically incomparable with its predecessors in terms of its technical performance.

The design of the GAZ-51 in the last years of the war was subjected to a total revision and modernization. A group of designers, led by Alexander Prosvirnin, tried to take into account the best practices gained during operation trucks in wartime. Including trucks supplied from the United States under the Lend-Lease agreement.

In accordance with this experience, not only the engine and its supporting systems have been improved. The design was based on a new hydraulic brake drive at that time; the changes affected both the cabin and the cladding.

It was decided to increase the size of the wheels, bring the load capacity to the optimal 2.5 tons. Was held serious job to ensure significant (up to 80%) unification with all-wheel drive, the future basic army version of the truck -.

An experimental ("installation") batch of 20 GAZ-51 trucks was produced in 1945, and the year 1946 already gave the national economy of the war-ravaged and resurgent country 3136 serial trucks of this brand. The very first years of operation showed that the GAZ-51 largely surpassed its predecessors (even a three-tonner) in all respects.

It was fast (at that time, of course, the speed was 75 km / h), reliable, economical, durable and hardy, as well as convenient and easy to drive. Compared to its predecessors, the GAZ-51 had a softer suspension with new efficient shock absorbers. He was significantly ahead of everyone in terms of performance, demonstrating lower fuel consumption.

GAZ-51 in the workshop of the Gorky Automobile Plant.

In the autumn of 1947, a control rally GAZ-51 was carried out along a 5500-kilometer route: from Gorky to Moscow, from there through Belarus and Ukraine to Moldova, and back to Gorky. The truck performed flawlessly.

GAZ-51 production was constantly increasing, reaching its maximum in 1958, when more than 173,000 trucks of this brand were produced during the year. Additionally, their production was established at the Odessa and Irkutsk car assembly plants. In addition, the Soviet Union helped establish the production of copies of the GAZ-51 in Poland (the truck was produced under the name Lublin-51), in North Korea (Syngri-58) and the People's Republic of China (Yuejin-130).
The last truck of the GAZ-51 brand left the assembly line of the Gorky Automobile Plant on April 2, 1975 and went to the museum of the enterprise.

Specifications GAZ-51

Our days. "Alive and healthy" GAZ-51 on the roads of the capital.

GAZ-51 on virgin soil.

Some of the technical innovations used in the design of the car were subsequently applied by Soviet and foreign car builders on cars of other brands. Among them:

• wear-resistant, made of special cast iron, motor cylinder liners;
• chrome-plated piston rings;
• radiator vertical blinds;
• pre-heater, working by means of blowtorch(An unknowing person might think that we are talking about warming up the oil pan and oil, as drivers sometimes do today. In reality, the coolant was heated in the heater boiler, and, according to the thermosiphon principle, circulated in the cooling jacket, warming up the cylinders and combustion chambers);
• oil cooler (their use significantly strengthened the durability of the engine),
• bimetallic thin-walled bushings crankshaft(steel-babbitt, instead of bearings filled with babbitt without liners, and later - steel-aluminum).

The engine received lubrication of the crankshaft and camshaft bearings under pressure and replaceable liners, high-quality oil filtration, valve clearance adjustment, a carburetor with a “falling” combustible mixture flow, and a closed-type cooling system with forced circulation. Now the driver could control the oil pressure and water temperature in the engine from his seat using instruments - before there were no such instruments at all.

The work of the driver was also significantly facilitated: with the advent of devices for automatically adjusting the ignition timing and recoil of the generator, there was no need to constantly adjust them “offhand”, with a lever on the steering wheel, and a switch under the hood. The gearbox was changed and a completely new driveline with crosses on needle bearings was used.

The rear axle received a fundamentally new design of the differential and axle shafts, which simplifies the repair of the entire unit. Easily removable and axle-independent rear wheel hubs on double roller bearings appeared. The lever-cable mechanical brake drive was replaced by a hydraulic system with a differentiated distribution of braking forces between the front and rear wheels.

The single front transverse spring with reactive rods gave way to two longitudinal packages, and the rear cantilever suspension with its reactive rods was replaced by a simpler, more reliable, and designed for higher loads, suspension with “sprungers” familiar today.

For the first time used on the GAZ-51, aluminum block head, valve inserts, adjustable mixture heating, double oil filtration, closed crankcase ventilation have become generally accepted in the practice of the world truck industry. Double oil cleaning worked for drainage, and oil was supplied to rubbing parts after a single rough cleaning. The easily removable brake drums used on the GAZ-51 also became a new word in the automotive industry. For those years, these were extremely advanced and progressive solutions.

• Length - 5.715 m; Width - 2.280 m; Height - 2,130 m.
• Ground clearance - 245 mm.
• Wheelbase - 3.3 m.
• Rear track - 1,650 m; Front track - 1.589 m.
• Curb weight - 2.710 tons; Full mass- 5,150 tons.
• Tire size - 7.50:20.

GAZ-51 engine

The motor of this truck is an advanced modification gasoline engine GAZ-11, created at the Gorky Automobile Plant in the 30s on the basis of the American lower-valve in-line Dodge D-5 engine purchased under license. Characteristics of a four-stroke 6-cylinder carburetor engine GAZ-51 in numbers:

• The working volume of the cylinders is 3,485 cm / cubic;
• Power - 70 horsepower at 2750 rpm;
• Torque - 200 Nm at 1500 rpm;
• Number of valves - 12;
• Cylinder diameter - 82 mm;
• Compression ratio - 6.2;
• Fuel consumption (low-octane gasoline A-56, A-66) - 20-25 liters per 100 km.

GAZ-51 engine.

The closed hermetic engine cooling system was used for the first time on a serial truck of this plant. This minimized the loss of water from evaporation. And the latter, in turn, together with the rarer need to add water in the heat, gave a significant reduction in scale in the system.

For the first time blinds and a thermostat were also used. During the production of the machine, the cooling system received the only fundamental change. Until 1955, the fan and water pump were driven by twin narrow belts, and after that the engine received only one, but wider and more durable aggregate drive belt.

The lubrication system received two filters, and on pre-war lorries there was no oil filtration at all, except for the grid at the oil pump. The lamellar-slotted all-metal coarse filter cleaned all the oil taken by the pump from the sump. It had a mechanism for manually turning the plates and cleaning them daily. The oil after the first stage of purification was supplied to lubricate all working parts. After pre-cleaning in the first filter, part of the oil also entered the filter fine cleaning type ASFO, (automobile superfilter sump), with a filter element made of cardboard plates assembled in a single block. The purified oil after this filter was not supplied to the lubricant, but was drained back into the sump through the drainage line. But due to this, the oil turnover through both successive filters was quite intense, which ensured its normal cleaning during a relatively short (1,500 - 2,000 km), but prescribed by the factory, service life.

The GAZ-51, like a number of other cars of that time, had a "constant gas", a forced fixed opening of the carburetor throttle by a special manual drive from the driver's seat. Firstly, when the engine was warming up, it was not necessary to abuse the “suction” with the help of air damper enriching combustible mixture, - the motor kept the speed well on the manual “gas”. Secondly, low intensity traffic in those years, on long-haul flights, it also allowed you to ride on the “autopilot” - by turning on the fourth speed, and setting the desired engine speed, not “attached” to the accelerator pedal, but sitting in any free position, only working with the steering wheel.

Originally, by today's standards, a gasoline pump with a glass sump glass was also arranged. Without disassembling it, one could always see its work, control the cleanliness of the filter, and check the absence of air leakage through the diaphragm and gaskets. No tool was needed to remove the hood, clear the sediment and blow out the filter. True, there was a drawback: in the heat, a large glass sump provoked the accumulation of steam plugs inside and a refusal to supply gasoline. In this case, a rag was hung on him, poured with cold water, and the car could continue its journey.

Despite the relatively low power, the GAZ-51 engine has excellent traction. It was possible to start the car even with a failed starter, and with an idle battery, or without it at all - by putting the handle of the manual “crooked starter” into action.

It should be noted that the GAZ-51 engine did not have a significant margin of safety in the event of prolonged operation on high revs and heavy loads. The motor could fail due to the melting of babbitt from the bimetallic main bearings of the crankshaft.

With long work at high speeds, the oil supply turned out to be insufficient, and the lack of overdrive and main couple rear axle with a large gear ratio contributed to the "twisting" of the low-speed motor. Therefore, to maintain a high resource and durability of the engine, the carburetor had a speed limiter, and the maximum practical speed of the GAZ-51 did not exceed 75 km / h, regardless of road conditions.

On the first cars with a wood-metal cab, a 105-liter gas tank was located under the body. After the introduction of all-metal cabs, a 90-liter fuel tank was placed under the driver's seat. Drivers received a good gift in the form of a high filler neck with a wide bell. Now the car could be refueled on the way without bending, even from a bucket. one more pleasant surprise became a regular measuring ruler of the remaining fuel, in case of failure of the electric gas gauge.

Transmission, suspension, chassis, cargo platform GAZ-51

The layout of the GAZ-51, with the engine and cab shifted forward (which, with a fairly short base, made it possible to have a rather long cargo platform at hand) was traditional for trucks bonnet layout in general.

The GAZ-51 transmission includes a single-disk dry type clutch, a 4-speed gearbox without synchronizers and a single-stage final drive.

On the engines of the cars of the first releases, a semi-centrifugal clutch was used. The “basket” had additional weights at the outer ends of the release levers, which diverged to the sides as the engine speed increased, and contributed to an increase in the compression force of the pressure and driven disks. And in the future, more powerful peripheral pressure springs began to be used.

The simplest mechanical clutch drive consisted of a shaft with a crank, and a threaded rod with a special "shaped" adjusting nut. The shaft was rotated by the clutch pedal fixed on it, the release rod was pivotally connected to the crank, and its nut was included in a special socket of the release bearing fork.

Rear axle GAZ-51.

The car used a four-speed three-way gearbox. At its core, she repeated the checkpoint of the pre-war lorry - the same gear ratios, 1 - 6, 4; 2 - 3.09; 3 - 1.69; 4 - 1.0; Z.Kh. - 7.82, the same lack of synchronizers. But these units were not interchangeable with each other due to the different shapes of the crankcases, and the different ends of the secondary shafts, designed to be connected to cardan gears that were completely different in design.

Due to the lack of synchronizers, it was necessary to shift gears with double clutch disengagement. During the acceleration of the car, the first time you press the pedal, the previous gear is turned off, and when you press it again, the next required speed is turned on. And with a decrease in speed, between squeezes, a little more “gasping” was required to better align the speed of the intermediate and secondary shafts.

The suspension design of the GAZ-51 truck is dependent, but essentially modern even by today's standards: 4 longitudinal, semi-elliptical springs and two sprung on rear axle(which is comparable with the modern generation of the Gorky Automobile Plant -). The introduction of hydraulic lever shock absorbers of 2-way action in the front suspension of the GAZ-51 can also be called a solution ahead of its time. The rigid front axle, with heavy kingpin and steering knuckle, had a positive effect on the stability and controllability of the car.

The GAZ-51 gearbox had interesting feature– forced blocking of transmission reversing. Accidentally turn "reverse" on high speed machine, confusing it with direct transmission, was impossible. To turn on the reverse gear, the driver had to press a special flag next to the "knob" of the gear lever. The rod from the flag, repeating the shape and length of the lever itself, set aside a ratchet with an automatic lock spring.

The cardan gear with two shafts and an intermediate support had three crosses on needle bearings.

The rear axle of the car was assembled inside a beam with a split crankcase. He had a "direct" single main gear - the axis of the drive gear and the axle shafts of the wheels were located in the same plane. The gearbox had a gear ratio of 6.67 units, and later found application in the drive axles of three-axle trucks and. The axle shafts of the rear axle were of a fully unloaded type, and were removed and installed regardless of the mounting of the rear wheel hubs.

The frame of the car with open spars of channel type and variable section, has five riveted cross members that unite them and a removable cross member of the rear engine mount.

The rear suspension consisted of the main springs, which had 13 sheets each, and additional "sprung" springs, which had 7 sheets each. The main springs had one main leaf each, and were hinged to the frame, on lubricated steel pins, and the additional packages had only a basic sliding fit on the brackets. Shock absorbers were not installed in the rear suspensions of trucks. They relied only on the chassis of the bonnet-type buses of the 651 model, and the PAZ-653 ambulances.

The front springs had 11 sheets each - two main ones, one radical one, and one "reverse" sheet, which was placed on top of the main ones. The “reverse” sheet, unlike all other sheets in the package, was not curved in the opposite direction, but straight. And the root sheets were doubled, since their ears with different twist diameters entered one into the other. The front springs, as well as the rear units, were hinged on lubricated fingers.

Shock absorbers in the front suspension were used until the mid-60s of the lever type, and after that they were replaced by telescopic units.

The front axle of the car consisted of a simple transverse beam and wheel knuckles. steering knuckles in the horizontal plane they relied on special thrust ball bearings, and vertically they were mounted on pivots with plain bearings, the role of which was played by bronze bushings. This design of the front, non-driving axle is still used on GAZ trucks, including the 3309 model.

The wheels of the GAZ-51 car with a tire size of 7.50 X 20 inches had three varieties during the entire production period. In the 40s, disks with two windows were used, such as the ZIS-5. In the 50s and the first half of the 60s, “six-window” wheels of the ZIS-151 type were used, with side and lock rings. And from the second half of the 60s, six-window disks unified with the GAZ-52 began to be installed with a single side split ring, which also performed the functions of a lock.

More details need to dwell on the mounting of the wheels. It was typical, and in terms of fasteners - and unified with most Soviet trucks. And now, for the sake of "Western democratic values", such wheel mounting almost everywhere has already gone down in history.

Mounting threaded products for the front and rear wheels were not the same. There were nuts for the front wheels, as well as kits for the rear dual slopes, which were attached independently of one another. The inner wheels of the rear axle were fastened with special internal cap nuts - futors, with external and internal threads, and the outer cylinders - with special nuts that worked on the external threads of the futors. The internal threads of both the futors and the nuts of the front wheels were the same, which made it possible not only to unify the studs of the front and rear hubs, but also, if necessary, to use the futors on the front hubs.

The independent fastening of the rear wheels excluded the possibility of their simultaneous loss on the go, which is increasingly becoming fashionable with Gazelles. After all, until the outer ramp starts to “play” on its loosened nuts, the futhors of the inner cylinder pressed by it will not even budge! For futorok, and both varieties of nuts, there was a unified Soviet all-Union cargo "balonnik" with boxer heads. A 38 hex head was for the front wheel nuts and outer rear ramp nuts, and an opposite 22 square head was for the futons.

To prevent self-loosening of fasteners during rotation of the wheels, they had a different thread direction. For the left side of the car, parts with a left-hand thread were relied on, and for the wheels of the starboard side, with a classic right-hand thread. Nuts and futorkis with left and right threads differed in appearance. The “left” products of all three varieties first had characteristic grooves in the middle of the faces, and then the nuts on the ends were marked “O”, and the futorok, in the center of the turnkey squares, the letter “L”

The cargo platform of the car was assembled from wood. If necessary, the folding tailgate could be used as a continuation of the floor - for this, chains were used to hold the board in a horizontal position when tilted. The internal dimensions of the GAZ-51 body (length x width x height) are as follows: 2.940 x 1.990 x 0.540 m. The height increased as much as necessary, using extension boards. New body with three folding sides (+ side ones) on the GAZ-51 began to be installed from 1955.

For the first time on the GAZ-51, an original, and quite convenient underbody mount for a spare wheel was used. It was made in the form of a folding bracket, which had a "working" and "transport" fixation, and its ratchet and threaded fasteners. If you need a spare tire, the driver unscrewed the transport fixation nut of the folding bracket with a regular “balloon”, which continued to be held by the working fixation lock. Next, the lever of the remote drive of this lock was pressed with the foot, and the bracket with the spare wheel was folded all the way into the road. After that, with the same balloon, two nuts securing the wheel to the holder were unscrewed. As the reader guesses, all three holder nuts are the same as on the right front wheel. After installing the punched ramp on the holder, the driver, manually or using a standard jack, pressed the installed wheel into a horizontal position. The lock of automatic fixation of the holder in the working position was activated. Then the transport fixation nut was tightened, and behind the wheel. This solution is still used on all large "lawns".

Cabin of GAZ-51 truck

By modern standards, the cab of the truck looks more than Spartan. However, compared to the cabin of a lorry, it is more than comfortable and ergonomic. On the dashboard, unlike the same lorry, there is already a full set of instruments that are familiar in modern cars.

In the interior of cars of later years of production, there is even a clock - as in cars. The windshield can be tilted forward/up to let the oncoming air flow into the cabin in summer. Unusual exotic - manual drive wipers, "janitors". But - as an additional and backup, of course. And the main mode of operation had a vacuum drive from a vacuum in the intake manifold.

Since there was not enough metal in the post-war years, the cabin until 1950 was wooden (wood blocks, plywood and tarpaulin); then - combined, wood-metal; and since 1954 - all-metal, heated.

The rational design of the front of the car, with a hood tapering forward, was, to some extent, revived in the trucks of the Gorky Plant of the late 90s / early 2000s (GAZ-3307 and models similar to this family).

Modifications of the GAZ-51 car (in chronological order)

• • GAZ-51 N- an army version, with a lattice body from the GAZ-63, equipped with benches along the sides, as well as with an additional 105-liter gas tank. Produced from 1948 to 1975.
  • GAZ-51 U- export option, for a temperate climate. Produced from 1949 to 1955.
  • GAZ-51 NU- export modification of the army version of the truck, for countries with a temperate climate. Produced from 1949 to 1975.
  • GAZ-51 B- a gas-cylinder version that runs on compressed gas. Produced from 1949 to 1960.
  • GAZ-41- an experimental modification on a half-track, was built in 1950.
  • GAZ-51 Zh- Another gas-cylinder option, for operation on liquefied gas. Produced from 1954 to 1959.
  • GAZ-51 ZHU- an export gas-balloon version running on liquefied gas for a temperate climate.
  • GAZ-51 A- modernization of the base model GAZ-51, which replaced it in 1955 and was produced until 1975. It differs from the GAZ-51 in a larger cargo platform, folding side boards, and an improved braking system.
  • GAZ-51 F- an experimental batch, equipped with an 80 hp engine, with ignition of a prechamber-torch design with a power of 80 hp. Was released in 1955.
  • GAZ-51 AU- an export version for a temperate climate, serial production continued from 1956 to 1975.
  • GAZ-51 Yu- an export version for a tropical climate, produced from 1956 to 1975.
  • GAZ-51 C- option equipped with an additional 105-liter fuel tank. Serial production was carried out from 1956 to 1975.
  • GAZ-51 SE- option with an additional 105-liter gas tank and shielded electrical equipment.
  • GAZ-51 R- a cargo-passenger version, on the sides of the body of which folding benches were equipped, and a door and a ladder were provided in the rear side. Produced from 1956 to 1975.
  • GAZ-51 RU- export version of the passenger-and-freight modification, for a temperate climate, years of production - 1956-1975.
  • GAZ-51 T- cargo taxi, 1956-1975.

Truck tractor GAZ-51P.

• GAZ-51 P- truck tractor. Produced from 1956 to 1975. For the first time in the USSR, a hydrovacuum brake booster was used on a GAZ-51P truck tractor.
• GAZ-51 PU- export version truck tractor, for a temperate climate, years of production - 1956-1975.
• GAZ-51 PYu- an export modification of a truck tractor, designed for a tropical climate, was produced from 1956 to 1975.
• GAZ-51 V- export version, with an expanded load capacity of up to 3.5 tons. It was equipped with a 78-horsepower engine
• GAZ-51V, oversized tires up to 8.25-20 ″ and the rear axle of the all-wheel drive GAZ-63. Serial production was made in 1957-1975.
• GAZ-51D- a chassis with a shortened frame, designed specifically for dump trucks GAZ-93A, GAZ-93B and SAZ-2500, which were made by the Saransk and Odessa dump truck plants. In mass production from 1958 to 1975.
• GAZ-51 DU- export version of the dump chassis, for a temperate climate.
• GAZ-51 DU- export version of the dump chassis, for a tropical climate.

In addition to trucks, a number of small class bonneted buses were built on the GAZ-51 chassis. They were produced both in Gorky and at the Pavlovsk PAZ bus plant, and at the Kurgan bus plant KAvZ. As well as at auto repair shops around the world. Soviet Union: in Borisov, Tartu, Tosno, Kiev, Kaunas, etc. About a hundred sightseeing buses with open "convertible" bodies were very colorful. GZA-653, PAZ-653, AS-" - ambulance vans on the GAZ-51 chassis.

Excursion bus based on GAZ-51 in Gagra.

A countless number of large, medium and small enterprises in the expanses of the Union republics produced various specialized machines: furniture and isothermal vans; grain carriers and tank trucks, fire and municipal special vehicles, aerial platforms, mobile repair shops, etc.

Rear axle design trucks shown in FIG. 158. The rear axles of GAZ-51A and GAZ-63 cars differ from one another only in the final drive gears. Ratio final drive GAZ-51 A-6.67 (40X6), final drive GAZ-63-7.6 (38X5). Other than adjusting the pinion bearing preload, there are no other adjustments. The correct meshing of the final drive gears and the preload of the differential bearings are ensured by high precision machining of parts.

The rear axle housing consists of two parts, with a connector in a vertical plane, cast from ductile iron and connected by bolts. In both halves of the crankcase (right - crankcase, left - cover) semi-axle casings are pressed and riveted. The outer ends of the casings are upset to a smaller diameter and machined for tapered roller bearings. Forged flanges for attaching brake shields are pressed onto the casings and welded to them. Spring pads are also welded to the casings.

The main gear is conical with a spiral tooth. The differential is conical, four-satellite. The gears of the axle shafts 16 and satellites 8 are equipped with support washers 25 and 23, made of low-carbon steel and subjected to cyanidation to a depth of 0.15-0.25 mm. On the surfaces of the washers facing the gears, there are spherical recesses that improve their lubrication. To improve the running-in, the washers are hot phosphated with iron and manganese salts. Thickness of new washers 1.71 +0.01 - 0.04 mm

An important condition for the normal operation of the rear axle is the timely replacement of these washers. In most cases, failure of differential gears occurs due to untimely replacement of washers. The permissible value of worn washers is 1.4 mm.

The wear of the washers causes the contact patch of the gears to shift towards the top of the tooth and increase the backlash in the engagement, as a result of which the gear may break.

When repairing rear axles, it must be borne in mind that the differential gears (16 and 8) manufactured by the Gorky Automobile Plant have a special (not involute) tooth profile, different from the profile of gear teeth manufactured by other spare parts factories. Those and other gears are not interchangeable and differ in coating: the first (gas) are phosphated (black), the second are copper-plated. If one gear fails, you can replace it with another with the same coating or completely replace all gears (two axle gears and four satellites) with one or another, but always of the same type of coating.

The satellite box consists of two parts, cast from ductile iron and tightened with eight bolts. To prevent pain

the largest deformations of the driven gear under load in the crankcase cover, a support plate 26 is installed on the pin.

Abundant lubrication of the gears of the differential and the trunnions of the crosses is provided by the oil catcher 24. introduced into the design of the bridge in 1955. An oil ring is installed in front of the stuffing box 3. Oil seals 10 are used to prevent oil from flowing from the crankcase into the axle shaft housings. Sleeve 22 is used to protect the seals from damage when installing the axle shafts. Breather 9 is installed in the crankcase.

Since November 1961, parts 10 and 22 have not been installed in the rear axles.

Preload adjustment of bearings 5 ​​of the drive gear is necessary in cases where the axial clearance in the bearings exceeds 0.05 mm. The tightening should be checked every 12 thousand kilometers.

The axial clearance is checked with an indicator (Fig. 159), moving the gear from one extreme position to another. If there is no indicator, the clearance is checked by swinging the drive gear by the flange by hand. If you feel the pitching of the gear in the bearings, it is necessary to make an adjustment. For this you need:

1) disconnect the rear end of the cardan shaft;

disconnect one of the rear axle springs;

unscrew the cover bolts 29 (Fig. 158);

disconnect the crankcase and move one half of the crankcase 3-4 cm from the other (otherwise, you cannot remove the drive gear, since the bearing 7 can touch the driven gear 18);

turn the cover 29 until its holes coincide with the threaded holes of the coupling 4, screw two cover bolts into them and, using them as a puller, remove the clutch with a gear;

disassemble the coupling and adjust using spacers 27. Tighten nut 31 without cover 29 and stuffing box 3. When tightening the nut, turn the gear so that the bearing rollers take the correct position. Tighten the nut until it stops;

check the preload using the steelyard (Fig. 160). The moment of resistance to rotation (without gland) must be within 6-14 kgf.h. Indications of the steelyard should be in the range of 1.25-1.9 kg;

mark the position of the nut 31, make marks with a center punch on the ends of the shank and the nut;

9) unscrew nut 31, put it on the gland with a cover and tighten the nut to the position marked with a center punch;

10) put the clutch in place, assemble the rear axle, put the springs and connect the flanges of the cardan shaft and the drive gear. If there is no steelyard, the preload is checked by turning the drive gear by hand. When properly adjusted, the gear should rotate with slight braking with little hand force.

After adjustment, it is necessary to monitor the heating of the bearings when the car is moving. If the bearings become very hot, repeat the adjustment by adding a shim.