The design of the rear axle for trucks is shown in FIG. 158. The rear axles of the GAZ-51A and GAZ-63 vehicles differ from each other only in the gears of the main drive. The gear ratio of the main gear GAZ-51 A-6.67 (40X6), the main gear GAZ-63-7.6 (38X5). Other than adjusting the drive 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, split vertically, cast from ductile iron and bolted together. In both halves of the crankcase (the right one is the crankcase, the left one is the cover), the half-axle covers are pressed and riveted. The outer ends of the casings are upset to a smaller diameter and machined for tapered roller bearings. Forged flanges are pressed onto the casings and welded to them for fastening the brake shields. The spring cushions 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 the satellites 8 are equipped with support washers 25 and 23, made of mild steel and cyanidized to a depth of 0.15-0.25 mm. The surfaces of the washers facing the gears have spherical grooves that improve their lubrication. To improve the running-in, the washers are hot phosphated with iron and manganese salts. New washers thickness 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, the breakdown of the differential gears occurs due to the untimely replacement of the washers. The permissible size of worn washers is 1.4 mm.

Washer wear causes a shift of the contact patch of the gears to the tooth tip and an increase in the lateral clearance in the engagement, as a result of which the gear can 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 (non-involute) tooth profile that is different from the profile of the gear teeth manufactured by other spare parts factories. Those and other gears are not interchangeable and differ in coating: the first (gas) phosphated (black), the second - copper-plated. If one gear fails, you can replace it with another one with the same coating or completely replace all gears (two semi-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

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

Abundant lubrication of the gears of the differential and the trunnions of the crosspieces is provided by an oil trap 24. introduced into the bridge design in 1955. An oil wiper ring is installed in front of the oil seal 3. To prevent oil overflow from the crankcase into the axle shaft casings, oil seals 10 are used. To protect the oil seals from damage when installing the axle shafts, bushing 22 is used. Breather 9 is installed in the crankcase.

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

Adjustment of the preload of the bearings 5 \u200b\u200bof the drive gear is necessary in cases where the axial clearance in the bearings exceeds 0.05 mm. The tightness should be checked every 12 thousand kilometers.

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

1) disconnect the rear end of the propeller shaft;

disconnect one of the rear axle springs;

unscrew the cover bolts 29 (Fig. 158);

separate the crankcase and move one half of the crankcase away from the other by 3-4 cm (otherwise it is impossible to 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 in two cover bolts into them and, acting as a puller, remove the gear coupling;

disassemble the clutch and make adjustments using shims 27. Tighten nut 31 without cover 29 and gland 3. When tightening the nut, turn the gear so that the bearing rollers take the correct position. Tighten the nut to failure;

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

mark the position of the nut 31, punch marks on the ends of the shank and nut;

9) unscrew the nut 31, put it on the gland with the 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 propeller shaft and the drive gear. If there is no balance, check the preload by turning the pinion by hand. When properly adjusted, the gear should rotate with light braking under little hand pressure.

After adjustment, it is necessary to monitor the heating of the bearings when the vehicle is moving. If the bearings are very hot, the adjustment must be repeated by adding an shim.

Mini-tractors designed by the readers of "M-K" are usually intended for general agricultural work. They have a track that is rigidly determined by the size 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 with a mini-tractor, was proposed by V. Chirkov from the settlement of Lotoshina (Moscow region). In his new agricultural machine MT-7 (about the previous ones, highly appreciated by specialists at the USSR Exhibition of Economic Achievements, see "M-K" 2/83), the track width can be easily 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 usual 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 homemade means of small-scale mechanization. If only for the reason that many of my developments have long been "replicated" by other amateurs of making everything with their own hands, and the best ones, such as the MT-5 mini tractor, have won awards even at the main exhibition of the country. But I do not feel special traction for motoblocks. Moreover - to "industrial". They often reveal a lot of flaws. Parts break, belt drives "burn". And how to restore! In addition to everything, in my opinion, walk-behind tractors are too light for cultivating the soil for potatoes: they skid. Mowing is also child's play. As, however, and when providing 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. The new development (MT-7) has somewhat larger dimensions from the one published in "MK" - it is as much as 650 mm longer. It would be possible to squeeze the whole structure (see illustrations) into the previous dimensions, if I had at my disposal a good combined gearbox instead of two connected in series. But, alas, homemade people often do not have ample opportunities in purchasing the necessary units and blocks. They take it differently - with a natural eye.

In particular, I managed to arrange everything in such a way that the maneuverability of the new, more powerful than the previous designs, mini-tractor remained practically the same as that of the MT-5. Mainly due to the removal of the engine forward, like the well-known "Kirovtsa". 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, you can not turn around, but ... feed back. Moreover, the speed of the new mini-tractor when plowing the land is 2 times higher than that of the MT-5.

The MT-7 was assembled mainly from serial components and assemblies of old equipment. All of them, of course, had to be sorted out, worn out parts were renewed. Moreover, he tried not to radically alter the used serial units and assemblies. Firstly, because if any of them fail, the replacement will not present any particular difficulties. Secondly, I was convinced that alterations, which some amateur designers willingly go to, sometimes threaten to reduce the strength and reliability of what is being altered.

Take, for example, the input shaft of a gearbox from a GAZ-51 car. Using KP-51 in the construction 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 valuable thing - the splines. And now, to fix the sprocket, gear, etc. on the shaft, you have to drill a hole in it for a bolt or grind a groove for a key. Superfluous, in my opinion, work! In addition, the bolt is not a slot: under heavy load, it can simply shear. And be a self-made man more prudent, do not shorten, take care of the shaft - no problems will arise. After all, a clutch disc with removed linings can be 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 - a steered (front) wheel (2 pcs., From a Volga car), 3 - an additional gearbox (from a GAZ-51 car with power take-off and NSh oil pump), 4 - rear axle (from the GAZ-51 car, shortened), 5 - the drive (rear) wheel (2 pcs., from the MTZ-52 tractor, on wheel disks from the GAZ-51 car), 6 - open flanged couplings.

The power unit also has no alterations or modifications, which is used as an almost trouble-free engine from a GAZ-69 car with a capacity of 55 hp. with., together with its gearbox (having three speeds forward and one reverse) 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 fastened tightly with bolts. In a similar way, the KP-51 is also connected with the cardan flange mounted on the main gear drive gear. Distortions are naturally unacceptable here. The exact center of the longitudinal line of installation of the power transmission units connected in series 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 the weight, placing everything on supports 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 of 680 mm and 550 mm), made of a 120x50 mm channel by welding, with a wide butt outward. Power and running units are fixed "in place", making the final adjustment of the kinematics (so that there are no distortions anywhere). Then the whole structure is tested. Let the engine run idle for a while by lifting the rear wheels off the ground on the trestle. After making sure that everything is in order, they put the rest of the components and parts in their places.

Actually, I am not a supporter of blind copying of someone's, even the most successful, development. I am convinced that it is more rational to only focus on the scheme chosen as a prototype, using in its design those details and capabilities that a given DIYer has. Therefore, talking about the MT-7, I deliberately omit the description and specific dimensions of brackets, spacers and other "little things", the features of fastening certain parts and assemblies. Everyone, to the best of his strength 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 NSh oil pump (which, for example, you have was not at hand) to similar ones taken from other equipment. Composing them into a single whole, we just need to remember: KP-51 has straight, small gear teeth; the other teeth, and the step of their cutting, are different. This means that the corresponding power take-offs are also needed.

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

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

On the right front fender of the MT-7, a rectangular hole is cut out - in order to see the position of the wheel while 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 a mini-tractor, which becomes a truly reliable mechanical assistant not only when plowing a field, a vegetable garden, performing other (usual for machines of this kind) operations; you can perfectly process the aisles, plant and huddle 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. In this case, 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 that are cut every 700 mm, this is the best option.

And such a profitable innovation is achieved quite 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 widens, 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 into each other and fastened together with three M8 bolts. When changing the tracks, the bolts are unscrewed. Having extended the transverse rod to the required length, the corners are again bolted together.

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

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

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

Helps out a special wheel

So, when hilling, say, potatoes, the front left wheel moves out together with a channel 100x50 mm and a corner of 30x30 mm sideways by 320 mm. The track on the front axle becomes 1400 mm. The track on the rear axle also increases by an appropriate amount. But not by transforming the latter, but by installing in place of the left rear wheel of another: a special one with a special design (see drawing).

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

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

Herringbone tread pattern. To increase the adhesion weight of a mini-tractor, it is possible to recommend screwing on removable loads or filling the chamber through a valve by about 2/4 of its volume with water (with the onset of low temperatures - a 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 violated, an increase in the traction force by the above method is not ensured. In these cases, it is advisable to reduce the tire pressure.

Rear axle: long - shorten!

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

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

On the ZM stockings, the heads of the rivets are cut off with a sharp chisel and, with the help of a punch, they are “sunk” inward, so that then with a sledgehammer, carefully knock the stockings out of the body. If necessary, sometimes it is necessary to warm up the seats with a blowtorch. And in order not to suffer later during assembly, achieving exact alignment of mutually mating parts with each other, - take care of the timely application of special marks on the stockings and the differential case (with a chisel, until the component parts 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 side of the differential. The trimmed stockings are inserted back into their sockets. And in order to secure them thoroughly, through the old holes in the differential, where previously there were rivets knocked out inside, new ones are drilled in stockings. Previous (or specially made with a diameter of 0.1 mm larger) rivets are driven into these holes and welded flush with electric welding. After assembling the entire axle, it is installed on the mini-tractor. This ZM is attached to the frame with M12 bolts passing through the holes, prudently made in the right places. Dimension A (see fig.) Is chosen so that the minimum track width on the rear axle is 1000 mm.

As for the semiaxes, they are drilled from the flange side strictly in the center to a depth equal to the thickness of this flange itself. The drill diameter is slightly less than the semiaxis diameter. Next, the semiaxis is machined along the diameter of the drill to the appropriate length (see Fig., Size B). For the right axle shaft, this will be 235 mm, and for the left axle, 180 mm. Each is inserted into its own flange and welded thoroughly on both sides (use electric welding, not autogenous!). To prevent the metal from being "released", the semi-shaft with the flange is periodically cooled with water. Then the axle shafts are shortened, removing everything unnecessary 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 - toolbox, 11 - steering wheel with a column, 12 - gear lever, 13 - handbrake lever, 14 - overdrive lever, 15 - clutch pedal, 16 - accelerator pedal, 17 - gearbox from GAZ-51, 18 - seat from UAZ-452 car, 19 - hydraulic valve switch lever, 20 - hydraulic valve, 21 - hydraulic power cylinder, 22 - rear axle from GAZ-51, 23 - subframe, 24 - hydraulic tank, 25 - gas tank, 26 - tail, 27 - tarpaulin awning removable.

1 - wheel (from the car "Volga", 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 bushing (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 assembly (relative to the direction of travel), 12 - transverse thrust (two telescopically sliding corners 30x30 mm), 13 - welded frame (channel 100x50 mm), 14 - stop (angle piece 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 - the welded hub, 3 - the annular part of the wheel disk (from the GAZ-51 car), 4 - the wheel (front from the MTZ-52 tractor).

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

55 horsepower from a mini-tractor, created by the longtime author of "MK" V. Chirkov from the Moscow Region Lotoshin. Among the successful technical solutions found by the amateur designer, there is a compact arrangement of units and parts on the frame (see photo), a wheel, turning which by 180 ° achieves an operational change in track width along the rear axle, telescopically sliding structural elements of the transforming front axle ... And what is important for any farm is a set of mounted implements that allows you to successfully plow and cultivate even the most difficult 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 - cultivator with a lancet paw (for loosening the ground trampled by the left wheels of the mini-tractor), 6 - adjustable rubberized wheel, 7 - hillers frame (corner 50x50 mm), 8 - attachment point to the stretcher 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 the cultivator 5 are lowered, the hiller 4 is raised by 1/2 the height of the first, the hiller 3 is raised or removed), 12 is the soil profile during the next entry of the mini-tractor on planting potatoes (the position of the hillers and the cultivator is similar to the previous paragraph), 13 - potato tubers ( oriented sprouts up).

For plowing, I recommend acquiring one- and one-and-a-half-horse plows, which you can make 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 an actuator for the hydraulic drive of the suspension. And since the MT-7 has the right wheels when plowing along the furrow, the plows are preset with such a deviation from the vertical to the right so that during operation they take a perpendicular position (compensation is provided by the tilt of the mini-tractor body itself). Accordingly, the toe of each plow must be turned 1-2 degrees, but already to the left. Then the resistance of the earth, "choosing" 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 plow, 3 - one and a half or two-horse plow, 4 - adjusting mechanism, 5 - welded plow frame (channel 80x40 mm), 6 - hydraulic suspension actuator, 7 - hydraulic cylinder, 8 - welded mini-tractor frame, 9 - subframe (from decommissioned agricultural machinery).

The ridges are cut 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 to the left of the second by 350 mm and slightly behind it, cuts a new furrow for planting the tubers of the next row. That is, in one pass, the 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 a welded extended hub (see the variant 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 mounted implements), kg: 500

Engine: GAZ-69

Engine power, hp from. : 55

Maximum transport speed, km / h: 40

Working speed minimum, km / h: 1

Capture width when plowing, mm: 500

V. CHIRKOV, Lotoshino settlement, Moscow region

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 has practically not been found on the roads, but its popularity is quite large.

The history of the creation of the legendary truck begins in pre-war times. No less famous by that time was morally outdated 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 produced between 1950 and 1970.

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

The design of the basic version of this car, which at first was called GAZ-11-51, began long before the war, in the winter of 1937. The concept of the new car was formulated very 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, the new car model began to undergo road tests. 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 automotive industry.

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

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

Since the summer of 1938, work began on the manufacture of units for the new machine, 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 engine GAZ 11, 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, held in the last pre-war year. Everything went to launch the GAZ-51 into mass production, but the war intervened in the plans.

Tests in road conditions were successful, which made it possible for the plant in 1941 to take up the serious preparation of the serial production of the GAZ-51, but this was prevented by the beginning of the Great Patriotic War. Some parts from this car (engine, clutch, gearbox, cardan joints) were already successfully produced by the plant by that time. At that moment, they found their application in other, more popular machines at that time.

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

To the project was added a hydraulic brake drive, which has proven itself very well in world practice. In addition, the designers have also developed a more modern and comfortable cab for the new truck and redesigned its lining. The size 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, its all-wheel drive version called GAZ-63. The latter was designed in parallel with the GAZ-51, right on the adjacent assembly boards. The engine unification also stopped at 80% with a four-cylinder engine designed for the future "Victory".

Read also

Engine for the 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 assemblies developed for the new "lawn" (cardan shaft, gearbox, clutch parts) were successfully used in military equipment and on other brands of cars. Wartime made its necessary amendments, which benefited the project being developed. GAZ-51 was significantly modernized, and little remained of the prototype.

In May and September 1944, 2 more new models of this car were built, which had a different design of the front end. Later, in June 1945, two more new modifications were released, now they were finally finalized and became 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 cars presented received full approval from members of the government.

Serial production of the car began very quickly, the experience gained in wartime affected. By the end of 1945, the first installation batch was produced, which included about two dozen cars. The next year, 1946, even before the official completion of the tests, the whole country 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 problem of creating a car with a truly solid construction, in which all units and assemblies were equal in strength, was successfully solved.

The new version has the following changes:

• The engine and attachments have been significantly improved;
• Carrying capacity increased to two and a half tons;
• The hydraulic brake system is applied, it has become much more effective than mechanical brakes;
• The new cabin acquired a modern shape for those years, the cladding was modified;
• The radius of the wheels has increased.

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 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 cabin. Wartime taught me to work quickly and efficiently, so the work on preparing a new model was progressing quickly. Already in June 1945, the new project was approved by the Soviet leadership and earned high marks.

By the end of 1945, the first twenty trucks had left the production line of the Gorky Automobile Plant, and in 1946 the country received more than three thousand cars, even without looking at the fact that the final tests had not yet been completed.

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

Tuning option for the GAZ 51 truck

The truck became so popular that it was assembled under license in the People's Republic of Poland, China and North Korea. The fifty-first "Gazon" was made for export, sending cars to African and Asian countries. In the Hungarian People's Republic, East Germany and Finland, legendary trucks have also taken 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 a long time - in 1950, its production was opened, and already in 1952, the Irkutsk plant workers decided to redesign it to produce radio receivers.

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

Dump truck based on the GAZ 51 car

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

Read also

Where to buy GAZ-51

Technical characteristics of the first models Gas 51

• Car type - Dump truck;
• Wheel formula - 4 × 2;
• Gross vehicle weight, kg - 2710;
• Full mass of the road train, kg - 7500;
• Carrying capacity, kg - 2500;
• Platform area, m2 - no data;
• Platform volume, m3 - no data;
• Curb weight, kg - 2710;
• Maximum speed (km / h) - 70;
• The GAZ-51 engine is carbureted, 2800 rpm;
• Engine power (hp) - 70;
• Transmission - Mechanical;
• Number of gears - 4;
• The gear ratio of the driving axles - no data;
• Suspension - leaf springs;
• Tire size - 7.50-20;
• Fuel tank - 90;
• Cab - Double, bonneted layout.

Overall dimensions of the GAZ 51 truck

GAZ-51 modifications

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

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

Specifications

During all the modernizations carried out, the curb weight of the GAZ 51 gradually decreased, and ultimately became a little more 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 was gradually improving, and closer to 1950, the lining of the GAZ 51 became combined, even later the cab was produced only all-metal.

The cabins of the pre-war GAZ 51 cabins were more reminiscent of passenger cars of those years in appearance. But before the truck was put into production, the cab design was changed - it began to resemble a Studebaker, but only in a reduced form. Since 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 cockpit - 2;
• The mass of a fully equipped vehicle is 2710 kg;
• Carrying capacity - 2.5 tons;
• Wheel drive - rear (4x2);
• The maximum permitted speed is 70 km / h;
• The maximum permissible crankshaft speed is 2800 rpm;
• Gearbox - mechanical 4-speed, unsynchronized;
• Main gear - bevel type;
• Engine capacity - 3.485 liters;
• The number of cylinders in the engine - 6;
• The location of the valves in the internal combustion engine - lower, in the cylinder block;
• Compression ratio (with an aluminum cylinder head) - 6.2;
• Ground clearance - 24.5 cm;
• Fuel consumption is 20 liters per 100 km of run (possibly underestimated data).

Technical characteristics of the GAZ 51 truck

GAZ-51 is the most massive Soviet-made truck in the period from the late 40s to the mid 70s of the twentieth century. A universal vehicle with a carrying capacity of 2.5 tons became widespread in all spheres of the national economy of the USSR and the socialist countries during that period and subsequent years.

In total, over 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 it were not for the war, the GAZ-51 would have been put into mass production already in 1941. Preparations for that had been going on since 1937, and everything needed 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 into the "series" have been 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 lorries 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 the operation of trucks in wartime. Including trucks supplied from the United States under a lend-lease agreement.

Based on this experience, not only the engine and its service systems have been improved. The design included a new at that time hydraulic brake drive; changes affected both the cockpit and the cladding.

It was decided to increase the size of the wheels, bring the carrying capacity to the optimal 2.5 tons. Serious work was carried out to ensure significant (up to 80%) unification with an 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 a war-ravaged and reviving country with 3136 serial trucks of this brand. The very first years of operation showed that the GAZ-51 has largely surpassed its predecessors (even a three-ton one) in all respects.

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

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

In the fall of 1947, a GAZ-51 control rally 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 showed itself flawlessly.

The production of GAZ-51 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 to establish the production of copies of the GAZ-51 in Poland (the truck was produced under the name "Lublin-51", in North Korea ("Sengri-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.

Technical characteristics of 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 used by Soviet and foreign car manufacturers and on cars of other brands. Among them:

• wear-resistant, made of special cast iron, engine cylinder liners;
• chrome-plated piston rings;
• radiator vertical blinds;
• preheater, working by means of a blowtorch (An unaware person may think that we are talking about warming up the oil pan and oil, as drivers sometimes do today. cylinders and combustion chambers);
• oil cooler (their use significantly strengthened the durability of the engine),
• bimetallic thin-walled crankshaft liners (steel-babbitt, instead of babbit-filled bearings 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, adjustment of clearances in the valve drive, a carburetor with a "falling" flow of the combustible mixture, 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 automatic adjustment of the ignition timing and generator recoil, there was no longer the need to constantly adjust them “on the fly,” a lever on the steering wheel and a switch under the hood. The gearbox was changed and a completely new cardan transmission with crosspieces on needle bearings was applied.

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 semi-axle-independent rear wheel hubs with double roller bearings have 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 own reactive rods was replaced by a simpler, more reliable, and designed for higher loads, the suspension with “springs” that is usual today.

For the first time used on the GAZ-51, the following have become generally accepted in the practice of the world truck industry: an aluminum block head, plug-in valve seats, adjustable heating of the mixture, double oil filtration, closed crankcase ventilation. Double oil purification 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 have also become 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.
• The ground clearance is 245 mm.
• The wheelbase is 3.3 m.
• Back track - 1,650 m; The front track is 1.589 m.
• Curb weight - 2,710 tons; Gross weight - 5,150 tons.
• Tire size - 7.50: 20.

GAZ-51 engine

The engine of this truck is an improved modification of the GAZ-11 gasoline engine, created at the Gorky Automobile Plant in the 30s on the basis of the American Dodge D-5 low-valve in-line engine purchased under license. Characteristics of the GAZ-51 four-stroke 6-cylinder carburetor engine 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 sealed engine cooling system was used for the first time on a serial truck of this plant, which minimized the loss of water from evaporation. And the latter, in turn, together with the more rare 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 entire production period of the machine, the cooling system has received the only fundamental change. Until 1955, the fan and water pump were driven by double narrow belts, and after that the engine received only one, but wider and more durable drive belt for the units.

The lubrication system received two filters, and on the pre-war lorries there was no oil filtration at all, except for the mesh at the oil pump. A plate-slot 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. After the first stage of cleaning, oil was supplied to lubricate all working parts. After preliminary cleaning in the first filter, a part of the oil also entered the fine filter of the ASFO type (automotive superfilter sump), with a filter element made of cardboard plates assembled into a single block. After this filter, the purified oil was not supplied to the lubrication, but through the drain line it was drained back into the sump. But due to this, the oil turnover through both successive filters was quite intensive, which ensured its normal cleaning during a relatively short (1,500 - 2,000 km), but the service life prescribed by the plant.

The GAZ-51, like a number of other cars of that time, had "constant gas", forced fixed opening of the carburetor throttle with 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 the air damper, enriching the combustible mixture - the engine kept revs well even on manual "gas". And secondly, the low traffic intensity in those years, on long-haul flights, made it possible to ride on "autopilot" - by turning on the fourth speed, and setting the required engine speed, not "tied" to the accelerator pedal, but to sit in any free position, only working as a wheel.

The gas pump with a glass sump was also arranged originally by today's standards. Without disassembling it, you could always see its work, control the cleanliness of the filter, and check the absence of air leaks through the diaphragm and gaskets. No tools were required to remove the hood, clean the sludge 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 gas. 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 inoperative battery, or without it at all - by using the handle of the manual "crooked starter".

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

During prolonged operation at high speeds, the oil supply was insufficient, and the absence of an overdrive and the main pair of the 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 cabin, a 105 liter gas tank was located under the body. After the introduction of all-metal cabins, a 90-liter fuel tank was placed under the driver's seat. The drivers received a good present in the form of a high filler neck with a wide socket. Now the car on the way could be refueled without bending, even from a bucket. Another pleasant surprise was the standard gauge for the remaining fuel, in case of failure of the electric fuel gauge.

Transmission, suspension, chassis, cargo platform GAZ-51

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

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

On the engines of the machines 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 with an increase in engine speed, and contributed to an increase in the compression force of the pressure and driven discs. Later, more powerful peripheral pressure springs were 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 a clutch pedal fixed on it, the release rod was pivotally connected to the crank, and its nut entered a special socket of the release bearing fork.

Rear axle GAZ-51.

The car used a four-speed three-way gearbox. Basically, it 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 output shafts, designed for connection with cardan drives of completely different design.

Due to the lack of synchronizers, it was necessary to change gears with double clutch disengagement. During the acceleration of the car, when the pedal was pressed for the first time, the previous gear was disengaged, and when pressed again, the next required speed was turned on. And with a decrease in speed, between the squeezes, a small "podgazka" was required to better align the revolutions 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 springs on the rear axle (which is comparable with the modern generation of the Gorky Automobile Plant -). A decision ahead of its time can be called the introduction of 2-sided hydraulic lever shock absorbers in the front suspension of the GAZ-51. A rigid front axle, with a heavy kingpin and a steering knuckle, had a positive effect on the stability and handling of the car.

The GAZ-51 gearbox had an interesting feature - forced blocking of reverse gear. It was impossible to accidentally turn on "reverse" at high speed of the car, confusing it with direct transmission. To engage the reverse gear, the driver had to squeeze a special flag next to the "knob" of the gear lever. The pull from the flag, repeating the shape and length of the lever itself, set aside a ratchet with an automatic locking spring.

A cardan drive with two shafts and an intermediate support had three crosspieces on needle bearings.

The rear axle of the car was assembled inside a beam with a split crankcase. It had a "direct" single main gear - the axle of the drive gear and the axle 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 driving axles of three-axle trucks and. The rear axle half-shafts were of a fully unloaded type, and were removed and installed independently of the fastening of the rear wheel hubs.

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

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

The front springs had 11 sheets each - two root leaves, one root leaf each, and one "reverse" leaf, which was laid on top of the root leaf springs. The "back" sheet, unlike all other sheets in the package, was not bent in the opposite direction, but straight. And the root leaves were double, since their ears with different twist diameters entered one into the other. The front springs, as well as the rear units, were hinged on greased pins.

The shock absorbers in the front suspension were of the lever type until the mid-60s, and then they were replaced by telescopic assemblies.

The front axle of the vehicle consisted of a simple crossbeam and wheel steering knuckles. The steering knuckles in the horizontal plane rested on special thrust ball bearings, and vertically they were installed on pivots with sliding 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 for the entire production period. In the 40s, discs with two windows, such as ZIS-5, were used. In the 50s and the first half of the 60s, “six-window” wheels of the ZIS-151 type, with side and locking rings, were used. And from the second half of the 60s, six-window disks with a single side split ring, which also performed the functions of a lock, began to be installed unified with the GAZ-52.

It is necessary to dwell in more detail on the fastening 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 a fastening of wheels has already become history almost everywhere.

The fasteners 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 inner cap nuts - fittings with external and internal threads, and the outer cylinders - with special nuts that worked on the external threads of the fittings. The internal threads of both the front wheels and the front wheel nuts were the same, which made it possible not only to unify the front and rear hub studs, but also, if necessary, use the front hubs.

The independent fastening of the rear wheels excluded the possibility of their simultaneous loss on the move, which is increasingly becoming fashionable for Gazelles. After all, until the outer ramp starts to "play" on its loose nuts, the foot of the inner cylinder pressed by it will not even budge! For futorok, and both types of nuts, there was a unified Soviet all-Union cargo "balloon" with opposed heads. The head with a hexagon at "38" was relied on for the front wheel nuts and the outer nuts of the rear ramps, and the opposite head with a square at "22" was for the butts.

To prevent self-loosening of fasteners when the wheels rotate, they had a different thread direction. For the left side of the car, parts with a left-hand thread were relied, and for the right side wheels - with a classic right-hand thread. Nuts and futorkis left and right threads differed in appearance. The "left" products of all three varieties first had characteristic grooves in the midpoints of the edges, and then the nuts on the ends appeared marked "O", and on the footwear, in the center of the turnkey squares - the letter "L"

The cargo platform of the car was assembled from wood. If necessary, the tailgate could be used as an extension of the floor - for this, chains served, which, when folded back, hold the side in a horizontal position. 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 was increased as much as necessary with the help of extension boards. A new body with three folding sides (+ side) on the GAZ-51 began to be installed in 1955.

For the first time on the GAZ-51, an original and quite convenient under-body spare wheel mount was used. It was made in the form of a folding bracket, which had "working" and "transport" fixation, and its ratchet and threaded fasteners. If a spare wheel was needed, the driver unscrewed the transport fixation nut of the folding bracket with a standard "balloon", which continued to be held by the working fixation lock. Further, the lever of the remote drive of this lock was pressed with a foot, and the bracket with the spare wheel was folded back to the road. After that, with the same balonnik, two nuts fastening the wheel to the holder were unscrewed. As the reader guesses, all three retainer nuts are the same as those on the right front wheel. After installing the punched slope on the holder, the driver manually or with the help of a standard jack, squeezed the installed wheel to a horizontal position. The lock for automatic fixing of the holder in the working position worked. Then the transport lock nut was tightened, and - behind the steering wheel. This solution is still used on all large "lawns".

GAZ-51 truck cab

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

There are even clocks in the salons of cars of later years of production, just like in cars. The windshield can be lifted forward / upward, letting in the flow of oncoming air into the cab in summer. Unusual exoticism - manual drive of windscreen wipers. But - as an additional and backup, of course. And the main mode of operation had a vacuum drive from the discharge in the intake manifold.

Since there was not enough metal in the post-war years, the cabin until 1950 was made of wood (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 the hood tapering forward, was, to some extent, revived in the trucks of the Gorky plant of the late 90s / early 2000s (GAZ-3307 and similar models).

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 of temperate climates. Produced from 1949 to 1975.
  • GAZ-51 B - LPG version, running on compressed gas. Produced from 1949 to 1960.
  • GAZ-41 - an experimental version 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- export LPG version for temperate climates.
  • 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 with an oversized cargo platform, folding side walls, and an improved braking system.
  • GAZ-51 F - a pilot batch, equipped with an 80 hp engine, with ignition of a pre-chamber-flare design with an 80 hp It was released in 1955.
  • GAZ-51 AU - export version for a temperate climate, serial production lasted from 1956 to 1975.
  • GAZ-51 Yu - export version for tropical climates, produced from 1956 to 1975.
  • GAZ-51 S - a variant equipped with an additional 105-liter fuel tank. Serial production was carried out from 1956 to 1975.
  • GAZ-51 SE - a variant 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 cargo-passenger modification, for a temperate climate, years of production - 1956-1975.
  • GAZ-51 T - cargo taxi, 1956-1975.

The GAZ-51P truck tractor.

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

In addition to trucks, a number of small-class bonnet buses were built on the GAZ-51 chassis. They were produced both in Gorky and Pavlovsk bus plant PAZ, and at the Kurgan bus plant KavZ. And also at car repair enterprises throughout the 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 van buses on the GAZ-51 chassis.

Sightseeing bus based on GAZ-51 in Gagra.

Countless large, medium and small enterprises in the vastness of the Union republics produced various specialized vehicles on the GAZ-51 chassis: furniture and isothermal vans; grain trucks and tank trucks, fire and communal special vehicles, aerial platforms, mobile repair shops, etc.

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

Finishing the cab of the GAZ 53 truck

The rear axle on the GAZ-53 is one of the most important units on which the vehicle's performance depends. Therefore, it is necessary to periodically inspect the rear axle parts and adjust it.

The GAZ 53 rear axle includes the following parts:

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

Disassembled reducer for gas 53

To refuel the bridge, the plant provides for TSP-14GIP oil, but in our time it is practically not found anywhere. It is recommended to use TAD-17 or TAP-15 as a replacement. A breather is installed in the "stocking" of the bridge, which acts as an air valve. If the breather is clogged, due to excess air pressure, oil may begin to flow from the seals of the axle shafts. 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 assembled weight of the bridge is 270 kg;
• The main pair gears are of the hypoid type;
• Differential - gear, bevel type;
• Rear wheel track (distance from the center of the paired wheels on 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 a rear axle for GAZ 66

The axle for externally is absolutely the same with 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 by 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. Further, the parts must be thoroughly rinsed and inspected. Those parts on which you find cracks must be replaced without fail.

This is what the rear axle gearbox looks like.

Its weight is 69 kg.

Now let's start examining the drive and driven gears. This is where we look for wear or tear. If there is at least one flaw, it is better to change the gear immediately, 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 inspected for scuffing and uneven wear. Pay special attention to the roller ends.

Gas bridge device 53.

To check the screwing in of the nuts, you need to install the bearing cover, and tighten the nuts. If the nuts turn without any problems, then everything is fine. Immediately, you should also inspect the end of the propeller shaft flange, which is connected to the bearing of the drive gear. The butt should be perfectly smooth. If not, then sand it.

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

Make sure the bearings fit snugly on all seating surfaces to ensure your differential will last for a long time. You should also check the runout of the driven gear. If the runout does not correspond to the norm, then look for the reason for 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 it can be determined that the rear axle needs adjustment, repair or replacement. The most noticeable and commonplace sign is if the car does not move, and its rear wheels do not spin. This can happen if the bridge has been running for some time without any lubrication. But this happens quite rarely - not all drivers bring their car to such a deplorable state. Also, the car will not drive if the axle shaft bursts.

The sign of a faulty bridge is:

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Diagnostics and repair of springs on the 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 the humming bearing is easy - you need to lift any rear wheel on a jack and twist it by hand. Bearing noise will be heard when rolling.
Breakdowns can be different, there are different reasons for them:

• Severe operating conditions;
• Poor quality of transmission 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 primarily suffer from an insufficient amount of oil or its poor quality. The satellites in the differential also do well - the teeth lose their mirror surface, sometimes partially crumble.

The gears of the main drive must be changed in pairs - at the factory they "roll" to each other. If you change only the drive or driven gear, then it will not work well to adjust the gap, and the bridge will still howl.

GAZ 53 rear axle clearance adjustment

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

If the bridge suddenly hums, the first step is to check the condition and oil level. If water gets into the oil, then the bridge can 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 is a dubious method - it is unlikely that the worn out teeth of the main gear will recover from this.

Front axle

The front axle is not a massive beam, which is the supporting base for the entire front suspension. An I-beam, its ends have lugs for installing pivot pins using a pivot connection. The pivots (steering knuckles), in turn, are connected to the steering rods, through which the wheels are turned. Bronze or brass bushings are pressed into the seats (eyes) for the pivots. On the steering knuckles, the front wheel hubs are mounted on the bearings, and the bearings are filled with a thick "lithol" -type grease.

Front axle malfunctions

With the beam itself, only one trouble can happen - the seats for the pivot bushings will develop. It is not easy to bend or break such a massive element. But first of all, the pins and the bushings themselves wear out.

Front axle drawing for GAZ 53

In order for the pivot joint to serve for a long time, it is necessary to regularly inject it with lithol or other grease. Special grease nipples are provided for injecting on the suspension - they are located on the lower and upper lugs of each pivot pin.

A knock on the front wheels may be a sign of a front axle malfunction. Knocking occurs due to increased play in the pivot connections.

Determining the defect is easy - you need to hang one front wheel on a jack and shake it up and down. It is believed that if the backlash is more than 1.6 mm, the pins and bushings must be replaced. But how these millimeters are measured is not very clear. It's just that with a noticeable gap it's time to repair the front axle. On the front axle, hub bearings may make noise. The defect in the front bearing is checked in the same way as on the rear axle - the wheel is hung and scrolled.

Checking the bearing of the front axle GAZ 53

If a defect is detected, the defective parts are changed.