The release of the legendary GAZ-51 truck took place in the fifties and seventies of the last century, this car became a legend of its time. For all the time, about three and a half million trucks left the production line. Recently, this model is almost never found on the roads, but its popularity is quite large.

The history of the creation of the legendary truck dates back to pre-war times. No less well-known by that time was morally obsolete and did not meet the requirements.
GAZ-51 is a Soviet truck with a carrying capacity of 2.5 tons. The most popular truck model, which was produced between 1950 and 1970.

First samples this car were developed before the start of the Great Patriotic War, and the mass production of this car began in 1946, immediately after it ended. After 10 years, in 1955, a new modernized model of this car was developed - the GAZ-51A, which from that moment was produced until 1975.

The design of the basic version of this car, which at first was called the GAZ-11-51, began long before the war, in the winter of 1937. The concept of the new car was formulated extremely precisely - it was required to develop a very simple and reliable truck, which would be assembled from the best, by the standards of those times, perfectly processed and carefully time-tested parts.

In June 1938, the production of units was launched, and in the winter of 1939, their assembly. In May of the same year new model The vehicle has been road tested. They ended in the summer of 1940. At the same time, the first prototype of the car was presented at the All-Union Exhibition of Agriculture in Moscow, as one of the best examples of the Soviet automobile industry.

I was not satisfied with the carrying capacity of the machine, the reliability of components and assemblies. also did not reach the desired level. It was necessary to create a new truck - simple, and at the same time reliable.

The development of the project began in 1937, at the same time it was decided to create a new six-cylinder engine. New load capacity truck it was planned to increase to two tons.

Since the summer of 1938, work began on the manufacture of units for new car, and in the days of May 1939, the first experimental model was tested at the test site.

The car was first given a name associated with the brand of the new 6-cylinder GAZ 11 engine, the model had the GAZ 11 51 index.

It looks like a modification of the car GAZ 11 51

The tests were carried out quite successfully, the prototype of the future truck was shown by the GAZ developers at the Moscow agricultural exhibition, which was held in the last pre-war year. Everything was going to launch the GAZ-51 into mass production, but the war interfered with the plans.

Tests on the road were successful, which made it possible for the plant in 1941 to take up serious preparations for the serial production of the GAZ-51, but this was prevented by the start of World War II. Some details from this vehicle(motor, clutch, gearbox, cardan joints) by that time were already successfully produced by the plant. At that moment, they found their application in other machines that were more in demand at that time.

Work on serial production of the car resumed only in 1943. Dynamic development automotive technology during the war years, made its changes to the design of this car. Leading designer of the plant, A.D. Prosvirnin completely reconfigured and thoroughly modified the car. After such actions, from the previously developed car model, which was planned to be produced back in the pre-war period, in fact, only the name itself remained. Due to the fact that in wartime, the designers had accumulated quite serious experience in operating six-cylinder engines on combat vehicles, they were subsequently able to thoroughly refine and improve the engine as much as possible, as well as all service systems.

The hydraulic brake drive, which has shown itself very well in world practice, has been added to the project. In addition, the designers also developed a more modern and comfortable cab for the new truck and changed its lining. The dimensions of the tires also increased, its carrying capacity increased a couple of times - to the most optimal at that time 2.5 tons. They also managed to achieve up to 80 percent unification with another car model, an all-wheel drive version of it called the GAZ-63. The latter was designed in parallel with the GAZ-51, right on the adjacent layout boards. Engine unification also stopped at 80% with a four-cylinder engine designed for the future Pobeda.

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Engine for car GAZ 51

The promising project had to be stopped, but they returned to it in 1943.

An example of a GAZ 63 truck

At that time, the nodes developed for the new "lawn" ( cardan shaft, gearbox, clutch parts) have been successfully used in military equipment and other brands of vehicles. Wartime made its necessary amendments, which benefited the project being developed. GAZ-51 was significantly modernized, and little was left of the prototype.

In May and September 1944, 2 more new samples of this car were built, which had a different front end design. Later, in June 1945, two more new modifications were released, now they have been finalized and have become pre-production samples. The confidence that the new design turned out to be of high quality allowed the plant to immediately begin preparations for its serial production.

So, in June 1945, the new GAZ-51, as well as other novelties from the Soviet car manufacturer, were presented in the Kremlin. All presented cars received full approval from members of the government.

The serial production of the car began very quickly, the experience gained in wartime affected. By the end of 1945, the first pilot batch was produced, which included about two dozen cars. The following year, 1946, even before the official completion of the tests, the whole country already received 3136 trucks of the latest generation.

drawing with the dimensions of the car GAZ 51

In principle, we can say that the car turned out to be very successful and extremely simple. Perhaps, for the first time in the USSR, the task of creating a car with a truly solid design, in which all units and components were equal in strength, was successfully solved.

The new version has the following changes:

• The engine and attachments were significantly improved;
• Carrying capacity increased to two and a half tons;
• A hydraulic type brake system has been used, it has become much more effective than mechanical brakes;
• The new cabin acquired a modern outline for those years, the lining was modified;
• Increased wheel radius.

Since the all-wheel drive version of the GAZ-63 truck was being developed in parallel, the designers tried to unify the parts of both new models, and they managed to do this - 80% of the spare parts for the GAZ-52 and GAZ-63 were interchangeable.

Truck for transportation of furniture based on GAZ-52

In 1944, the search for optimal design solutions continued, and the creators of the "fifty-first" offered two samples with different hood options, in 1945 - two more modified versions with a modified cab. Wartime taught to work quickly and efficiently, so work on the preparation of a new model progressed quickly. As early as June 1945 new project was approved by the Soviet leadership and deserved high marks.

By the end of 1945, the first twenty trucks left the production line of the Gorky Automobile Plant, and in 1946 the country received more than three thousand more vehicles, not even looking at the fact that the final tests had not yet been completed.

On the basis of the "fifty-first" truck, a lot of various modifications were created.

GAZ 51 truck tuning option

The truck became so popular that under license it was assembled in the Polish People's Republic, China and North Korea. The fifty-first "Lawn" was made for export, sending cars to African and Asian countries. In the Hungarian People's Republic, eastern Germany and Finland, legendary trucks also took root.

In addition to the Gorky Automobile Plant, in the USSR, the production of the “fifty-first” was debugged in Odessa and Irkutsk, however, the car was not assembled at the Irkutsk Automobile Plant for long - in 1950 they opened its production, and already in 1952, Irkutsk factory workers decided to re-profile for the production of radios.

Its existence as a serial truck on the GAZ factory line "fifty-first" model ceased on 04/02/1975, the brand lasted almost 30 years.

Dump truck based on GAZ 51

It is difficult to find a more successful model in the Russian automotive industry, and the Gorky Automobile Plant can rightly be proud of this.

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Where to buy GAZ-51

Technical characteristics of the first models Gas 51

• Type of car - Dump truck;
• Wheel formula - 4 × 2;
• Gross vehicle weight, kg - 2710;
• Gross train weight, kg - 7500;
• Load capacity, kg - 2500;
• Platform area, m2 — no data;
• Platform volume, m3 — no data;
• The mass of the equipped car, kg - 2710;
• Maximum speed (km / h) - 70;
• Engine GAZ-51 carburetor, 2800 rpm;
• Engine power (hp) - 70;
• Gearbox - Mechanical;
• Number of gears - 4;
• Gear ratio driving axles - no data;
• Suspension - spring;
• Tire size - 7.50-20;
• Fuel tank - 90;
• Cabin - Double, bonnet layout.

Overall dimensions of the GAZ 51 truck

GAZ-51 modifications

Based on the basic GAZ-51 model, many different modifications were created. Vans, buses, various special equipment were produced. Trucks had their own equipment for the operation of vehicles in hot climatic conditions. "Lawns" were also supplied for Soviet army exported to temperate countries. There was also fire equipment, mail vans, aerial platforms were produced. Cars were produced that could run on natural or petroleum gas.

Here are some of the main modifications created on the basis of the GAZ-51:

Specifications

During all the ongoing upgrades, the curb weight of the GAZ 51 gradually decreased, and eventually became a little more than the carrying capacity. The cabin was also improved - in the first post-war years it was mostly wooden. But the production of metal in the country gradually improved, and closer to 1950, the lining of the GAZ 51 became combined, even later the cabin was produced only all-metal.

Cabins of pre-war prototypes of the GAZ 51 cab appearance more like cars those years. But before launching the truck into the series, the cabin design was changed - it began to resemble the Studebaker, but only in a reduced form. Starting in 1956, the car interior was made heated; before that, the GAZ 51 was not equipped with a stove.

It looks like a stove for a car gas 41

GAZ 51 had the following technical characteristics:

• Cabin - stamped metal with rounded shapes;
• Number of seats in the cabin - 2;
• The mass of a fully equipped car is 2710 kg;
• Load capacity - 2.5 tons;
• Wheel drive - rear (4x2);
• The maximum permitted speed is 70 km / h;
• The maximum allowable crankshaft speed is 2800 rpm;
• Gearbox - mechanical 4-speed, non-synchronized;
• Main gear - conical type;
• Engine capacity - 3.485 l;
• Number of cylinders in the engine - 6;
• The location of the valves in the internal combustion engine is lower, in the cylinder block;
• Compression ratio (with aluminum cylinder head) - 6.2;
• Ground clearance - 24.5 cm;
• Fuel consumption is 20 liters per 100 kilometers (perhaps this is an underestimate).

Technical characteristics of the GAZ 51 truck

The GAZ 53 car has a driving rear axle, a beam is installed on the front axle. Both axles are mounted with springs, shock absorbers are present only on the front suspension. On the rear axle of the "53rd" a gable tire is provided, that is, four wheels are installed in total at the rear.

GAZ 53 truck cab trim

The rear axle on the GAZ-53 is one of the most important nodes on which the performance of the car depends. Therefore, it is necessary to periodically arrange an inspection of the details. rear axle and make adjustments.

The composition of the rear axle GAZ 53 includes the following parts:

8.2 liters are poured into the rear axle housing transmission oil. A control plug is screwed on the right side of the gearbox housing. Having unscrewed the plug, check the oil level in the bridge, pour or add oil through the same hole to the required level. The bridge is considered filled when oil starts to flow back from the control hole during filling.

Disassembled reducer for gas 53

For refueling the bridge, the plant provides oil of the TSP-14GIP brand, but in our time it is practically not found anywhere. As a replacement, it is recommended to use TAD-17 or TAP-15. A breather is installed in the "stocking" of the bridge, which plays the role of an air valve. If the breather is clogged, due to excess air pressure, oil may begin to flow from the axle shaft seals. There is a drain plug at the bottom of the crankcase.

Specifications:

• Gear ratio - 6.83 (the number of teeth on the driven gear - 41, on the drive gear - 6);
• The weight of the bridge in the assembled state is 270 kg;
• Gears of the main pair - hypoid type;
• Differential - gear, conical type;
• Track rear wheels(distance from the center of the twin wheels of one side to the center of the other) - 1.69 m.

It should be noted that the rear axle in its basic design is no different from the GAZ 53 axle, and the gear ratio is the same.

It looks like the rear axle for GAZ 66

The bridge for outwardly is absolutely the same as the 53rd, but it has a different gear ratio of 6.17, that is, it is faster (the number of teeth on a pair is 37 to 6).

Rear axle inspection

In order to inspect all the parts of the rear axle, you must first soak these parts in a cleaning solution. This does not apply to bearings. Next, the parts must be thoroughly washed and inspected. Those parts on which you find cracks must be replaced without fail.

This is what the rear axle looks like.

Its weight is 69 kg.

Now let's start inspecting the driving and driven gears. Here we are looking for wear or tear. If there is at least one flaw, it is better to immediately change the gear, no need to try to repair it. The effect will not last long.

After that, you can proceed to the bearing rings. Here they need to be examined for the presence of a badass and uneven wear. Special attention should be given to the ends of the rollers.

The device of the bridge Gas 53.

To check the screwing of the nuts, you need to install the bearing cover, and screw the nuts. If the nuts turn without any problems, then everything is fine. You should immediately inspect the end of the driveshaft flange, which is connected to the drive gear bearing. The end must be perfectly smooth. If it doesn't, then sand it down.

The oil passages on the bearing coupling must be periodically cleaned. Inspect it for damage, burrs, etc.

Make sure the bearings are tight on all bearing surfaces to ensure that your differential will last a long time. You should also check the runout of the driven gear. If the beating is not normal, then look for the cause of this in the gear, which may have been deformed. Or maybe the differential box is damaged or the bearing is worn out.

Rear axle malfunctions

There are certain signs by which you can determine that the rear axle needs to be adjusted, repaired or replaced. The most noticeable and banal sign is if the car does not move and its rear wheels do not spin. This can happen if the bridge has worked for some time without any lubrication at all. But this happens quite rarely - not all drivers bring their car to such a deplorable state. Also, the car will not go if the axle shaft bursts.

A sign of a failed bridge is:

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Diagnostics and repair of springs on a GAZ-53 truck

Rear noise can occur not only due to a faulty final drive, hub bearings often make noise. But the nature of the sound here is somewhat different - it is constantly present at any speed, and if there is a howl, then at a lower frequency. Checking a humming bearing is easy - you need to lift any rear wheel on a jack and twist it with your hands. Bearing noise will be heard when scrolling.
Breakdowns can be different, there are different reasons for them:

• Harsh operating conditions;
• Low quality gear oil or its non-compliance with technical standards;
• Poor quality of spare parts;
• Late maintenance.

The main gears and tapered bearings in the rear axle gearbox are primarily affected by an insufficient amount of oil or its poor quality. The satellites in the differential also get it well - the teeth lose their mirror surface, sometimes they partially crumble.

The main gear gears must be changed in pairs - at the factory they are “rolled” to each other. If you change only the drive or driven gear, then you will not be able to adjust the gap well, and the bridge will still howl.

Rear axle clearance adjustment GAZ 53

But what its resource with increased noise is another question.
In practice, there have been cases when, with a howling rear axle GAZonchik, to drive up to 100 thousand km (of course, under conditions of careful operation and appropriate care). But the bridge is not predictable - it can jam even after 50 km.

If the bridge suddenly hummed, first of all it is necessary to check the condition and oil level. If water gets into the oil, then the bridge may also make noise on the emulsion, especially the hum will be noticeable at speeds above 60 km / h. It is often advised to add sawdust to a noisy bridge, as if this method allows you to eliminate the hum. But this method is doubtful - it is unlikely that the worn teeth of the main gear will recover from this.

Front axle

The front axle is a massive beam, which is the bearing basis for the entire front suspension. An I-section beam, its ends have lugs for installing swivel pins using a pivot connection. The trunnions (knuckles), in turn, are connected to the steering rods, through which the wheels are turned. AT seats(lugs) bronze or brass bushings are pressed under the pivots. On the steering knuckles, the front wheel hubs are mounted on the bearings, the bearings are filled with thick grease of the “lithol” type.

Front axle malfunctions

Only one misfortune can happen with the beam itself - seats for the pivot bushings will be developed. It is not easy to bend or break such a massive element. But first of all, the pivots and the bushings themselves wear out.

Front axle drawing for GAZ 53

In order for the pivot connection to serve for a long time, it is necessary to regularly spray it with lithol or other grease. For injection on the suspension, special grease fittings are provided - they are located on the lower and upper bosses of each pivot pin.

A sign of a malfunction of the front axle may be a knock in the area of ​​\u200b\u200bthe front wheels. Knock occurs due to increased play in the pivot joints.

It is not difficult to determine the defect - you need to hang one on the jack front wheel and shake it up and down. It is believed that with a backlash of more than 1.6 mm, the kingpins and bushings must be replaced. But how these millimeters are measured is not very clear. Just with a noticeable gap, it's time to repair the front axle. Hub bearings can be noisy on the front axle. The defect of the front bearing is checked in the same way as on the rear axle - the wheel is hung out and scrolled.

Checking the front axle bearing GAZ 53

If a defect is found, the defective parts are replaced.

Mini-tractors designed by M-K readers, as a rule, are intended for general purpose agricultural work. They have a track rigidly determined 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 one or another row spacing. An interesting technical solution to a long-standing design problem, which allows minimizing 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 remade.

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 mounted units, 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, garden, 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 one in place of the left rear wheel: a special one, which has 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” inside, so that the stockings can be carefully knocked out of the body with a sledgehammer. If necessary, sometimes you have to warm up the seats 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 Horse power at the mini-tractor, created by the longtime author of "M-K" 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 power plant by increasing the power. classical brake system replaced by 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. rear axle supplemented with two springs. 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 kingpin and 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. She was positioned as one of the most best cars in your class. Until the end of the 1960s, many cars were sent to African and Asian countries ( official information not available in exact quantity). 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.

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. Gear ratio of the 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 timely replacement these pucks. In most cases, the failure of differential gears is due to untimely replacement 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 an increase in the side clearance 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 from the other by 3-4 cm (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.