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

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

History of creation

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

Truck Specifications:

Length: 6060 mm
Height: 2160 mm
Width: 2230 mm
Ground clearance (clearance): 250 mm
Weight: 3100 kg.
Base: 3810mm
Front wheel track: 1545mm
Rear wheel track: 1675mm
Engine: carburetor ZIS;
Power: 76 hp
Transmission: manual transmission 4
Maximum speed (on the road): 60 km / h;
Cruising range: 200 km
Fuel consumption: 30-33 l / 100km
Carrying capacity: 3000 kg (in the back, 25 people can be transported)
Overcome ford: 0.6 m
Climb angle with full load: 14-15 o
Permitted trailer weight: 3500 kg

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

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

Photos

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

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

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

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

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

Since the ZIS-5 inherited not only the appearance of its predecessors, but also a number of their design features, it seems that it would be simply unfair not to remember the technical solutions that were inherited. This ZIS did not appear by itself, out of nowhere.

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

The drivetrain of these vehicles included:

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

• 4-speed gearbox, Brown-Loip type, with a single casting of clutch housings and gears, with gear ratios of 5.35; 2.84; 1.47; 1.00; back. stroke 6.25. The same gearboxes, but with different gears (see below), were used on all ZIS and UralZIS machines, until 1965. Their peculiarity was the absence of synchronizers, so gear shifting had to be done with double clutch release, and the gear shifting algorithm was the same as in all Soviet "lawns";

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

The rear axles of a similar design were later used on all ZIL road trucks, up to the destruction of the automobile plant in the "zero" years. And if the readers know the structure of the bridge of the same, then in the drawing of the same AMO unit, they will not find anything fundamentally new for themselves.

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

Steering mechanisms from AMO, type, type "worm-crank with a finger", modeled on the American steering wheel "Ros-Gir", with a 15.9 gearbox, went to the ZIS trucks.

But what is 15.9 for a truck weighing under 6 tons? The first post-war "Victory" (1.85 tons) had gearboxes 16.6, and since 1950, at the request of the workers, they received a new gearbox, 18.2. Recall that they had 20.5 gearboxes, and the ZIS-150 machines had 23.5 gearboxes. Nevertheless, AMO steering gears were used unchanged until the mid-50s, up to the UralZIS-5M model inclusive.

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

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

The protagonist of this story appeared in 1933. Outwardly, it differed from AMO only in that it did not have a two-story chrome-plated front bumper. Bumpers, as now "quests" instead of holidays, had not yet been invented.

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

ZIS-5 car engines

To exclude misinterpretation regarding the continuity of the AMO and ZIS motors, we will give an interpretation from the 1936 book.

To what has been said, it should be added that for export versions of cars (already in the 30s there were supplies to Turkey, India and Iran), ZIS-5A engines with a compression ratio of 5.3 and a power of 77 hp were produced.

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

The appearance of the power unit of the ZIS (AMO) machines is presented below.

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

Engine lubrication system

The reader, of course, understood that the illustrations of the power unit in two projections were given from different books. Numeric footnotes - comments in the original given in the text. But it seems that there is no need for them here.

Thin-walled replaceable crankshaft bearing shells were not yet used on these pre-war engines. The bearing beds were filled with babbitt and processed locally for the diameters of the necks of a particular shaft.

How the oil pressure was controlled is best quoted verbatim:

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

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

Shown is oil circulation on a warm engine. Through channel 8, from the pump, the oil passes through the filter package, from where there is only one outlet, through channel 6 into the main oil line. Q.E.D. The lower channel 9, with its own valve 3, is a drainage channel to prevent overpressure in cold thick oil. And the upper valve 7 is a bypass valve to avoid "oil starvation" of the engine when the filter is frozen or dirty.

Engine power system

The power system included a 60-liter gas tank (under the driver's seat, providing only 200 km of run), and carburetors with an "upward" mixture flow, only due to the discharge in the cylinders. The carburetors of the Moscow auto-armature plant, (later the Moscow carburetor, MKZ), MAAZ-3 and MAAZ-5, were designed on the model of the American Zenits, but were simpler and more technological for our production conditions.

Carburetors had "dry" air cleaners (in the terminology of the time), which were first connected to them in a single unit. But later, the air filters were brought out as high as possible into the engine compartment, connected to the carburetors with the help of transition bellows. The fuel was supplied by diaphragm gas pumps, which were carried out in a single assembly with filters - sedimentation tanks.

Motor cooling systems - open type, without sealed radiator plugs, thermostats and shutters. Their temperature regime was not controlled in any way, but due to the absence of sealed plugs, increased evaporation from the radiator neck was clearly visible in advance. Naturally, therefore, that the water had to be checked and added more often than antifreeze with sealed systems.

The motors had two additional control levers on the steering column, under the steering wheel. One of these levers provided "constant gas" - manual control of the carburetor throttle valve, for which flexible cables were used on the post-war ZIS - ZIL and GAZ machines. Another lever was used to adjust the ignition timing, since the standard switch-distributors of the IGC type did not yet have an automatic vacuum regulator. But engines with a low compression ratio forgave possible mistakes with such adjustments, "repaying" only by burning fuel and deteriorating the dynamics of cars. History has not left us any information about any frequent or serious breakdowns due to this.

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

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

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

There were more than a thousand of such railway machines just before 1936.

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

Unfortunately, history has not preserved for us photographic evidence of the Russian soldier's ingenuity of those years. But who knows, maybe it was the case that was unprecedented in the history of Russian transport that was not forgotten after the Victory. And he pushed Soviet machine builders and transport workers to create and operate vehicles on a combined (rail) track. Cars, undeniably universal, the bulk of which were, of course, trucks.

ZIS-5 vehicle transmission

As already mentioned, the clutches of the AMO and ZIS machines did not have any fundamental differences - two-disc, with a mechanical drive. The clutch and brake pedal unit was attached to the clutch housing, and when the unit was removed, it was removed with it.

Gearboxes of ZIS-5 machines and their further modifications - modernizations, received other gear ratios: 1 - 6.60; 2 - 3.74; 3 -1.84; 4 - 1.00; Z.Kh. - 7.63. And already with such gears they were used on all subsequent models of the family, until the end of its production in October 1965 ..

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

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

Undercarriage ZIS-5

Suspensions of cars AMO and ZIS on longitudinal springs. The springs were hinged on threaded pins and earrings. The spring packages did not have central tie bolts, and in order to avoid longitudinal displacement of the sheets relative to each other, there were special grooves and protrusions for mutual fixation of adjacent sheets.

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

The "two-window" wheels had a tire size of 34x7 inches. By pre-war tire sizing standards, this meant 34 inches was the outer diameter of the tire across the treadmill, and 7 inches was the width of the rim flange for mounting the tire. Tires were considered high pressure, (over 5 atm), and they were supposed to be inflated with a special standard compressor installed on the gearbox.

Control mechanisms ZIS-5

There is nothing to add about the steering controls of pre-war vehicles with classic longitudinal and transverse rods. And you need to pay some attention to the ZIS-5 mechanical brake drive

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

However, the braking efficiency of the front wheels, other things being equal, should have been higher than that of the rear wheels. The area of \u200b\u200bthe brake pads on the rear wheels is less, and the load on the rear axle is always higher. Therefore, if necessary, to shorten the braking distance, the driver had to use the "handbrake" as well.

As for the conjectures that with a mechanical brake drive, the pedal is always heavier and "stiffer", then let them remain speculations. The fluid, (including brake fluid), is incompressible, and in the absence of air "bubbles" in the hydraulic system, there will be no feeling of a light and soft pedal - if any of the readers drove the GAZ-51 or, they know it firsthand. Everything, ultimately, is determined not by the fluid, or by ropes - rods, but by the lengths of the pedal arms and intermediate levers transmitting forces.

The device and principle of operation of a very tricky front wheel expanding mechanism, we will not comment in detail. Let's just note that in this Soviet design, everything was done for the servo effect - an additional symmetrical "pressing" of both pads to the drum. When braking, one of the pads, due to the frictional force on the drum, increased the pressing force of the other pad on the drum. This ability of the mechanism was equally effective both in the forward and in the reverse course of the machine.

Electrical equipment ZIS-5

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

The material will also present several options for electrical circuits of ZIS cars. They, too, have undergone evolution, as have the external differences between trucks, their engine attachments, changes in the transmission or brakes. Therefore, for a whole number of readers, such changes may also be not indifferent.

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

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

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

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

We now do not know how reliably magneto worked in comparison with the "reel-distributor" sets, but they still did not receive wide distribution. Perhaps because the ignition timing was impossible to adjust even with manual levers, and the cars because of this had the worst acceleration dynamics.

As for battery ignition systems, the distribution breakers of the type IGC-4221, had automatic centrifugal advance controllers, and manual advance control was only auxiliary.

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

For any of the diagrams, readers who understand car wiring will see that the ignition was turned on with the same switch as the car lights.

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

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

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

Two types of headlights were used on pre-war ZIS trucks and buses. First, even from the AMO trucks, the headlights "Ford type" (according to the interpretation from book 2), with flat glasses, switched to the ZIS-5 and its variants.

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

But remember that the power of light in 21 St. , (21 Tue) had a "low beam" light for trucks ZIS-150 and GAZ-51, the rays of which were also directed downward. And in the ZIS-5, the only lamp thread was located in the focus of the device, and therefore the headlights, even of this power, shone farther than the low beam of post-war cars.

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

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

According to some reports, along with the 50-00-A headlights, new rear lights, unified with the headlights of the GAZ-M1 passenger car, came to the last pre-war trucks. These devices had a common two-strand (clearance + "stop" -signal), central lamp, common round Rubin glass with a frame, symmetrical height arrangement of screws for their fastening, and a lower side glass for room illumination.

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

Cab and body of the car ZIS-5

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

There was no electric fuel gauge, the stock of gasoline was checked with a ruler - a dipstick, fortunately that the gas tank was right there - in the cab, under the seat. The same was done later on the GAZ-51 - 53. The cab has a lifting windshield with a single, on the driver's side, a vacuum wiper.

Before the war, 532.3 thousand ZIS-5 trucks were produced, of which about 102 thousand, as of 06/22/41, were in the army. And after mobilization, of course, much more came there. It is not by chance that we give only approximate figures for the total produced quantity - the accuracy of plus or minus one copy is hardly anyone's interest now. And in the "specific" numbers, not through our fault, there may be inaccuracies.

Pre-war varieties of ZIS cars

The 1934 model truck could conditionally be considered an all-terrain vehicle. For the second rear axle served to increase the carrying capacity to 4 tons only on the highway. And for off-road conditions, it was prescribed to limit the load to 2.5 tons, as in the all-wheel drive ZIS-32 that appeared later (see below). And then the third axle served not only to increase the thrust-to-weight ratio of the machine, but also to reduce the axial load on soggy ground.

By the way, a three-axle one, with the same transmission layout - without a front drive axle, but with a demultiplier, and with a "universal" tire tread, was by no means a regular "road" truck. And in comparative off-road tests, he left the Ural-ZIS-355M, which showed phenomenal cross-country ability and traction on mud, (see below) far behind. But let's go back to the 30s.

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

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

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

Three-axle vehicles, with an application for the title of cross-country vehicle, in the pre-war period received the simplified name "all-terrain vehicle". However, the three-axle version of the Gorky lorry, GAZ-AAA, was called “ubiquitous” by the soldiers' fraternity during the war against malice.

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

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

A little more than 21 thousand units were produced ZIS-6. How many original samples have survived to this day, after four years of front off-road, no one will say, apparently no one. But, for example, the ZIS-6 car, from the game column of the Mosfilm film studio, has a rear cart completely from the ZIL-157. Therefore, it is not a fact that she ever was the ZIS - the sixth.

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

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

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

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

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

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

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

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

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

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

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

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

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

The truck did not receive distribution, its production was less than 800 units.

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

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

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

The cooling system included an additional heat exchanger in the fire pump housing and pipelines connecting it to the engine cooling jacket, which increased the total volume of the cooling system from 23 to 41 liters. The heat exchanger did not allow the fire pump to freeze when driving out in winter. And the water in the engine cooling system was additionally cooled by “external” water supplied to extinguish the fire when the engine was running at an elevated ambient temperature at the fire site.

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

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

But it is interesting to note that this car was actually the forerunner of another elongated car, and already from another era - the ZIL-130G. For, if for the sake of interest, compare the proportions of the change in the lengths of the wheelbases and bodies of the ZIS-12 to the ZIS-5, and ZIL-130G to the ZIL-130, we will get almost the same values \u200b\u200bof the ratios. Accurate to the second significant digit after the decimal point.

There were about 4.2 thousand ZIS-12 cars.

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

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

According to various sources, various hinges of equal angular velocities were also used, both "Rceppa" and "Bendix-Weiss", and even "Spicer" (crosses, such as those that are now used on all-wheel drive "Gazelles"). Where is the truth, where is fiction - we cannot say for sure. It is only known for certain that the gearboxes of both driving axles were not "cargo", 6.41, but "bus", 7.67.

The car was produced in an amount of less than 200 pieces, and therefore it is unlikely that at least one such truck reached Victory. And the "restored" ZIS-32 (?) On color photos on the Web may turn out to be banal remakes, cobbled together, as in the song of the famous "plywood" singer, from what was. This is exactly the question of the "left" and "right" crankcases of the main gears of the front axles.

Since this machine was not an upgrade of the ZIS-5 in order to improve its operational characteristics and qualities, and was produced, like the ZIS-32, since 1941, it can also be considered a pre-war version. In addition, it cannot be ruled out that on the eve of the inevitable war, the entire complex of alterations was worked out even before June of the first military summer.

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

Let's add only that there was one more change in the braking system. All four pads of each rear brake were now controlled in parallel, either from the working pedal or from the parking brake lever.

ZIS-5V machines were produced since 1942 in Ulyanovsk, (UlZIS), and since 1944 in Miass, Chelyabinsk region, (UralZIS)

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

Post-war modernization of the ZIS-5

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

UralZIS-5M vehicle

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

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

A brake system with a hydraulic drive, unified with the GAZ-51, appeared. And the parking brake drive on the machine was carried out, as before, on the rear wheel pads. To do this, the designers used a scheme previously used at Pobeda - a cable drive to the expanding levers of the pads inside the wheel mechanism.

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

New headlights, type 53-00-A, were introduced at the UralZIS-5M. And together with them, there appeared a separate, "near" (21 sv.), And "distant" (32 sv.) Headlights. And the lamps "small", now the side light, as in the headlights of pre-war cars, again became side, (3 watts.).

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

However, the bulbs with most other domestic cars were not interchangeable - the post-war ZIS-5, as before, had six-volt electrical equipment.

UralZIS-355 and UralZIS-355V vehicles

The original UralZIS-355 car appeared in 1956. It combined a number of fairly modern technical solutions at that time, and a quarter-century-old retro design. And according to this combination, according to the concepts of our time, it could be attributed to replicars.

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

Let's clarify some points, mentioned by the designers in passing, as well as not mentioned at all. Engine power was increased to 85 hp at 2600 rpm. by increasing the compression ratio to 5.7 units, and the use of a new K-75 carburetor, with a "falling" mixture flow. Introduced a centrifugal (!) Oil purifier (centrifuge), and an electric oil pressure indicator. 110-liter gas tank, (the range has been increased to 400 km.), With an electric gas meter.

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

In the transmission, a single propeller shaft with two joints was used, without an intermediate support, but still, with crosses on plain bearings.

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

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

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

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

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

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

The UralZIS-353 engine, with a compression ratio of 6.0 and a K-75 carburetor, "produced" 95 hp. at 2600 rpm. In comparison with the previous engines, it has been significantly redesigned.

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

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

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

In addition, UralZIS-355M, until the last day of production, kept the wooden door frames, which had only metal sheets of outer and inner skin.

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

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

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

There have been changes in the braking systems. In the rear wheel mechanisms, for the first time, and only once on trucks, two diametrically opposite working cylinders were used, each of which pressed only its own block. And the ends of these pads were directed towards the rotation of the drums when the machine was forward, to obtain a servo effect - self-locking of the pads during braking.

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

The reservation was not made by chance: in the NIIAT handbook published in 1958, it is indicated that the car had a cable drive for the parking brake on the rear wheels. What is the mistake of the compilers of this guide, and is not true.

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

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

The Ural Automobile Plant bore the name of Stalin until 1961, when the inscription “UralAZ” appeared on the sidewalls of the hood of the 355M model. But this faceless name did not catch on with professional motorists - it remained only in the "traffic police" documentation, accounting reports of auto enterprises, and in automobile directories from the times of Khrushchev.

UralZIS-355M cars, (we will call things by their names) in the auto services of the eastern regions of the USSR, remained in more or less regular operation until the end of the 80s. So, at least, it is stated in the materials of the modern historian of Soviet trucks and buses, M. Sokolov, dedicated to this very latest model of UralZIS (magazines "Avtotrak" and "Commercial Transport", 2009).

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

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

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

Used Books

1. "Automobile" M. Peter, with an appendix on cars AMO-2 and AMO-3, OGIZ Gostransizdat, Moscow - Leningrad, 1932.
2. "Cars ZIS-5 and ZIS-8" A. Babich, State Scientific and Technical Institute of Ukraine, Kharkov-Kiev, 1936.
3. "Automobile brakes" I.L. Kruse Publishing House Min. Armed Forces of the USSR. Moscow 1947.
4. "Electrical equipment of cars" YM Galkin Publishing house of the Ministry of Agriculture of the RSFSR, Moscow-Leningrad, 1948.
5. "Soviet car", Acad. E.A. Chudakov, USSR Academy of Sciences, Moscow, 1952.
6. "Operational and technical characteristics of vehicles." HELL. Abramovich, Publishing House of the Ministry of Agriculture of the RSFSR, Moscow, 1954.
7. "Car UralZIS-355" Mashgiz Management, Moscow, 1957.
8. A quick reference book of NIIAT, Avtotransizdat, Moscow, 1958.
9. Automotive electrical equipment and instruments. Directory-directory, Center Institute of Scientific. Tech. Information of Mechanical Engineering under the USSR Council of Ministers, Moscow, 1962.

Today trucks are used in logistics. They are used to deliver various goods or provide various delivery services. Modern vehicles with a high payload are equipped with literally the latest technology - this allows you to ensure the comfort and safety of the driver. However, during the Great Patriotic War, no feats were performed. They participated in the delivery of weapons, ammunition, food and water. What did it cost only to deliver food to the besieged Leningrad. One of these is the legendary ZIS-5 truck. We will talk about him.

This car with a carrying capacity of 3 tons was the second in mass production.

During World War II, it was one of the most massive. This model was made at the Stalin plant from 1933 to 1948.

Makeover child

At the very beginning there was "Otokar" - this is an American, not too well-known and not very popular model, which was assembled by AMO. It was very simple in design, and its cost was low, which was very important.

And in 1931 the Automobile Moscow Society successfully underwent modernization, and then the assembly works of the new AMO-2 were started at the facilities of the company. The car was built on the basis of American components and parts. Then there were many more modifications. AMO-3 can be distinguished. This truck had a carrying capacity of 2.5 tons - and in '33 it was redesigned again. In the meantime, the plant was also renamed, the new name was the Stalin Plant. The ZIS-5 is built on the basis of AMO-3, but only on the basis of a domestic component.

There were only 10 copies in the first batch. The assembly line was set up at the end of 33 years without the production of a prototype vehicle. The design was very simple, so there were no glitches during assembly. The car was put into production in the shortest possible time.

The ZIS-5 truck got its popular name, and its name was nothing but "three-ton", thanks to its carrying capacity. The Red Army men called the car respectfully - "Zakhar Ivanovich".

As for the design, it is no different from other models of the war years. This is an automotive classic. Participated in the development and the work was carried out almost completely "from scratch". The main emphasis that stood before the engineers was increased maintainability and maximum simplicity. However, it was necessary to improve the characteristics of cross-country ability and carrying capacity.

ZIS-5: device

The design was simple, if not primitive. The car consisted of 4500 parts.

They were mainly made from cast iron, steel and wood. The car could be disassembled with a minimum of tools. Hardware and fastening parts were in nine sizes, and it was impossible to break the threads on them. A total of 29 bearings were used in the device.

But for all its simplicity, the ZIS-5 (car) was quite modern for those times. The set included an electric starter, a diaphragm-type fuel pump, and a fuel tank under the driver's seat. The oil was changed after 1200 km, and not after 600, as on other models. The mileage without the need for major repairs was 70,000 km.

Continuous improvements

In the course of improvements, engineers have developed and implemented a new ZIS-5 engine in hardware. AMO Z, and the "American" was equipped with a six-cylinder "Hercules". It produced 60 horses at 2000 rpm. For "Zakhar Ivanovich" this capacity was not enough.

Therefore, it was decided to increase the size of the cylinders. The result was successful - the power increased to 76 liters. from. So, "three-ton" became one of the most powerful trucks at that time.

The power unit has proven to be very reliable. He worked the same way on any fuel. He could work effectively even on kerosene. When it was hot, it evaporated no worse than gasoline.

In winter, the unit was started by pouring a little gasoline into the cylinders. To do this, you had to unscrew the spark plugs. Then the candles were returned back, and only after these manipulations were the ignition knob turned. Needless to say, the unit started up almost half a turn.

Transmission

The old gearbox with the new engine categorically refused to work, so a new design had to be urgently created. So, it turned out a new gearbox with four gears, and not three, as it was on the previous model.

This box was 6.6, and in the main gear this number was 6.4. This allowed the ZIS-5 to haul a trailer of 16 tons, while the engine speed was 1700 rpm, and the speed was 4.3 km / h.

The first gear was used only off-road, or at maximum loads. By the way, the cross-country ability of the ZIS-5 was excellent. Low-speed engine, successful transmission, high ground clearance of 260 mm. The car could go where others just got stuck.

The gears in the gearbox of the new design were not connected to the intermediate shaft traditionally, but using splines. This improves the alignment of the gears.

The previous model from Brown & Lip had a simpler design. There the gears were simply planted on a square bollard.

The unreliable propeller shaft, which was equipped with three hinges and an intermediate support, was replaced with a simpler one. It featured two hinges. They were easier and cheaper to make.

Chassis

Many were convinced that the chassis in this truck was rather weak.

The frame was difficult to break, it did not bend. However, it could be skewed very easily. For example, if one wheel hit the road bumps.

The stiff springs were of no use. And such elasticity was obtained due to a special heat treatment technology. The cross members, as well as other parts, were not connected to the side members using traditional welding, but riveted. If repairs were carried out using welding machines, this significantly weakened it.

Cabin

During the war, engineers were faced with the task of simplifying the cab design as much as possible.

She began to be made of wood and plywood. The wings were made by bending rolled products; they were stamped before the war. The right headlight was removed. After the war, of course, the equipment was brought back to normal.

The road view was not as good as on today's truck models, but there was little choice at the time. You can also forget about comfort. To fit between the steering wheel and the driver's seat, you need to be very lightly dressed. There was no sound insulation in the car - you had to shout to hear the interlocutor.

The cabin was equipped with a ventilation system, but there was no stove. And if the glass froze over, you had to use ventilation. However, the cabin was naturally well ventilated - there were many cracks.

Brake system

There were no modern ones in the design. They were envisaged, but in wartime there was no necessary volume of brake fluid. Therefore, the truck could be braked with mechanical rear brakes. By the way, the truck had excellent engine braking. As soon as the driver relaxes the pressure on the gas, or completely remove his foot from it, the car immediately slows down. After the war, hydraulics were installed.

Specifications

The ZIS-5, a model of the 30s, with a power unit volume of 5.5 liters, could produce 73 liters of power. s, then after revision - 76, and after the war - 85 liters. from. The four-speed gearbox allowed excellent traction control. The weight of the truck is 3100 kg, and the maximum speed that was achieved was 60 km / h. Fuel consumption could range from 30 to 33 liters per 100 kilometers.

Due to its design, the machine could easily pass fords up to 0.6 m in depth.

The maximum lift when fully loaded is 15%. The fuel tank had a volume of 60 liters.

Soldier, hard worker, legend

In 41, an air raid was made on the plant. Stalin. It was ordered to completely remove all production. In 42, the release was resumed again. These trucks performed a variety of functions in the rear and at the front. There were no buses yet, and the back of this car could fit 25 people. They carried ammunition, various equipment. These vehicles took the Red Army soldiers to Berlin and back.

In Moscow, the truck was produced until the age of 48. The last batch was equipped with a new unit - ZIS-120. In total, about a million of these trucks were created.

This car is a rather modest worker with a very long and very confusing fate. Today these are no longer found on the roads. They have been preserved either in museums or in private collections. If you really want, you can make a reduced model of the ZIS-5 car. The drawings are in our article - this is a very exciting experience.

So, we found out the history of creation and technical characteristics of the ZIS truck.

After modernization in 1933, AMO-3 was renamed ZIS-5. The production of cars was constantly increasing. Since July 1933, the first 10 experimental machines were assembled, and from the beginning of 1934 the plant began mass production of the ZIS-5. In 1934, after the completion of the radical reconstruction of the enterprise, the truck went into mass production. The daily production volume due to in-line production exceeded 60 vehicles. On the basis of the ZIS-5, 25 models and modifications were created, of which 19 were on the conveyor.

The work on designing a new car began with an analysis of the shortcomings of the previous model - AMO-3, which appeared during the Karakum run and then, during operation in real conditions. The development was led by the chief designer of the plant E.I. Vazhinsky. We started with the engine: the engine's power was not enough, and the truck stopped going uphill. The working volume was raised from 4.88 to 5.55 liters, and the power, respectively, from 66 to 73 horsepower. The gearbox was replaced, the propeller shaft was simplified.

To speed up the transition to a new model, the modernized units were introduced by the plant as soon as production was ready, and the AMO-3 of the latest releases did not outwardly differ from the ZIS-5. The design of the car was a classic 4x2 on a spar frame with semi-elliptical springs. The cabin is rectangular, wooden, upholstered in tin. Its hydraulic brake drive, perfect at that time, was replaced by a mechanical one. Carrying capacity - up to 3 tons. Carrying frame, driving rear axle, leaf spring suspension without shock absorbers, mechanical brake drive, wooden cabin, covered with tin. The driver's cab was not heated and had the most primitive ventilation, but it was spacious.

It became the first domestic car with a built-in tire inflation compressor as standard equipment. The ZIS-5 was not equipped with bumpers, with the exception of export trucks. The ZIS-5 truck became a milestone model in the history of the plant and lasted 15 years in production. On the basis of the ZIS-5 car, 25 varieties and modifications of cars were developed, 19 of which were implemented in production. The long-base modification AMO-4 (1933-34) was mastered. All non-export vehicles were painted only in standard green.

The colors of the cab and body were slightly different, since dyes on a different basis were used to paint them (for metal - oil, for wood - glyphtal). They had different brands and, judging by the colors, differed in tone. After the war, the ZIS-5 trucks were built by the Moscow ZIS until April 1948 (from January 26, 1947, already with the new ZIS-120 engine), and UralZIS produced them until the end of 1955. At the end of 1941, the shortage of steel sheet forced to abandon deep-drawing stamping, so the wing blanks were molded on a bending machine and welded. The driver's cab has become solid wood and the frame is made of wooden beams, sheathed with clapboard. Footboards were also made of wood.

The cars were equipped with a left headlight only. The model received the ZIS-5V index; its release was mastered in May 1942 in Ulyanovsk, and later in Moscow and Miass. At the end of December 1942, due to the breakdown of the plant that supplied steering wheels with a plastic rim, wooden steering wheels began to be installed on the ZIS-5V. The ZIS-5 was equipped with standard universal platforms ZIS-5A or (much less often) ZIS-5U with high sides. After the war, the ZIS-5 externally returned to its pre-war design, but the shape of the wings changed somewhat (since 1949).

The ZIS-5 was considered the best Soviet pre-war truck. Its resource before major overhaul was 70 thousand km, and often "Zakhars" walked more than 100 thousand km. Their engines could run on almost anything that burns: gasoline with an octane rating of 55-60, benzene, a mixture of alcohol with gasoline or benzene, in hot weather - on kerosene. When the production of the ZIS-5 began, along with the main model, modifications with an elongated base (ZIS-11, ZIS-12, ZIS-14) were produced. The ZIS-11 chassis was intended for fire trucks (length - 7500 mm), and the ZIS-12 and ZIS-14 chassis were intended for various special vehicles. The three-axle ones received the ZIS-6 index (1934), the gas-cylinder ones - the ZIS-30.

There were also gas generators (ZIS-13, ZIS-21, ZIS-31), half-track (ZIS-22 and ZIS-42) and all-wheel drive ZIS-32. The model was supplied to Turkey, Iran, the Baltic republics and Mongolia. The export version externally differed in the presence of a front bumper, which, like the radiator grille, was nickel-plated. In total, before the war, they managed to make more than 325 thousand Zakharov, about a third of them were sent to army units. Dump trucks, tanks, grain vans, buses were made on the basis of the ZIS-5 ... The first legendary Katyushas were also assembled on the ZIS-5 chassis. In total, over the years of production 1934-48, 532311 ZIS-5 vehicles were produced, and the ZIS-5V model was produced from 1941 to 1958, ZIS-50 (1948), ZIS-11 in 1934-41, ZIS-12 in 1935-41 years, ZIS-14 in 1936-40. Followers of the model are UralZIS-5M, UralZIS-355, UralZIS-355M.

Despite repeated upgrades, the ZIS-5 became obsolete by the mid-1930s. In the early 1940s, it was to be replaced by a new ZIS-15, in the third "five-year plan" (1938-42). The new vehicle with a carrying capacity of 3.5 tons, the prototypes of which the plant built in 1938, received the ZIS-15 index. Among the innovations are a three-seater all-metal cab with modern plumage (fenders, radiator grille, engine hood), a new frame with an increased wheelbase, an enlarged gas tank and an upgraded engine. To reduce the noise level, the cast-iron gears of the drive of the auxiliary units were replaced with textolite ones. The car received a new transmission disc brake. The gearbox was left 4-speed, and the brake drive was mechanical, with a vacuum booster.

Engine - four-stroke, low-valve, carburetor, number of cylinders - 6, volume - 5555 cm 3; power - 82 HP at 2600 rpm; number of gears - 4; main gear - spur and bevel gears; tire size - 36X8 ″, length 6560 mm., width - 2235 mm., height - 2265 mm .; base - 4400 mm., curb weight - 3300 kilograms. The highest speed is 65 km / h. On the basis of the ZIS-15, it was planned to produce a family of models: a dump truck, an off-road truck, a bus. However, the war disrupted plans.

From AMO-3 to ZIS-5

In an amicable way, the history of the ZIS-5 began not in 1933, when this car was put on the conveyor, but two years earlier, on October 1, 1931, when a large-scale reconstruction was completed at the 1st State Automobile Plant, which made it possible to increase its production capacity several times , deploying a truly mass production of trucks.

Its result, in particular, was the launch of the country's first automobile conveyor, and the plant itself received the name of Comrade Stalin. Instead of the outdated AMO-F15 in its workshops, they mastered the production of more lifting AMO-3, which was based on the American "Autocar", until that time was gradually assembled under the designation AMO-2 from imported vehicle kits. His successor AMO-3, developed in 1928-1930 under the leadership of the head of the design department of the plant B.D. Strakanov, were already manufactured on a domestic aggregate base. A gasoline engine was installed under the hood of the car, which was based on the engine design of the American company "Hercules". As planned, the reconstruction made it possible to dramatically increase the rate of production: if in 1931 2.8 thousand trucks left the factory gates, then in 1932 - more than 15 thousand!

And nevertheless, AMO-3 turned out to be only a transitional model: immediately after launching into the series, one improvement after another was introduced into it: the gearbox was modernized, the volume of the radiator was increased, the hydraulic drive of the front brakes was replaced with a mechanical one, and the double propeller shaft was replaced with a single one. The production trucks have lost the foppish front bumper, which was retained only on exhibition samples. The payload capacity was increased from 2.5 to 3 tons, and the engine power, which received air filters, from 60 to 73 hp. As a result of all these innovations, a car with higher characteristics was released, which was named ZIS-5. The first ten copies left the factory assembly line in June 1933, in 1934 the daily production of these cars was brought to 65 units. and in 1937 exceeded the 60-thousandth mark.

A car for our conditions

The design of the ZIS-5 was typical of a three-ton model of the early 1930s: a carburetor engine, a sturdy riveted frame, a fully leaf spring suspension, a rear axle drive, a two-seater metal-wood cab and a fully wooden platform. The 6-cylinder engine with a lower valve arrangement, with a working volume of 5.55 liters, could even consume kerosene. In general, the car was distinguished by its simplicity of design, was maintainable and unpretentious. Its average mileage before overhaul was brought to 70 thousand km.

In addition to three tons in the back, the "Zakhar" could also tow a 3.5-ton trailer. That is, it could be used already as a road train, which increased the efficiency of transportation, and in military units - as a tractor for artillery guns. Moreover, the tests showed the excellent cross-country ability of the ZIS-5, which increased even more when tires with developed lugs were installed.

Until the war, the car was produced practically unchanged, but after the outbreak of hostilities, its design was simplified as much as possible: the metal consumption of the cab was reduced by more than 100 kg, one of the headlights and the front brakes were removed, and the stamping of the front wings was replaced with flexible ones, using for this ordinary sheet products. Such a modification received the designation ZIS-5V - it was in this form that the truck was manufactured since 1942 in Ulyanovsk, where part of the equipment was evacuated from Moscow in 1941, and then its production was transferred to Miass, where it resumed in July 1944.

The whole Zakharov family

On the basis of "Zakhara" a wide range of vans, tankers and tankers, as well as communal vehicles, including sprinklers and sand spreaders, were mass produced. For fire trucks, the plant in 1934 mastered the modification of the ZIS-11, the wheelbase of which was increased from 3810 to 4420 mm. Later, other long-base trucks appeared, of which the most famous is the ZIS-12 with a maximally lowered side platform, which received wheel wells (including used for mounting searchlight and anti-aircraft installations). For towing semi-trailers from 1938 to 1941, a modification of the ZIS-10 was made with a fifth-wheel coupling installed behind the cab.

In order to simplify operation in remote regions of the country, in 1936, a small-scale production of the gas generator ZIS-13 began, which worked on wood chocks. Three years later, it was replaced by an improved model ZIS-21, for which coal briquettes could also be used. The power of its engine was low, only 45 hp, because of which the carrying capacity had to be reduced to 2.4 tons. It is interesting to add here that the history of these gas-generating trucks after the war continued in Miass, where the production of ZIS was launched in May 1946. 21 on the basis of ZIS-5V, which prompted the People's Commissariat of Medium Machine Building in November of the same year to determine the Ural Automobile Plant as the leader in the production of gas-generating ZISs. In 1947-1948, the modernized ZIS-21A was installed on its conveyor, and in 1952 it was replaced by the UralZIS-352, which, thanks to the use of a centrifugal blower that supplied air to the gas generator, could work on wooden chocks of any humidity.

From 1934 to 1936, on the basis of the ZIS-5, a 29-seat ZIS-8 bus with a metal sheathing of a wooden body frame (547 units were made) was serially built, and in 1938 a more streamlined and aesthetic 34-seat ZIS-16 with forced up to 84 hp engine (3250 units made).

The Zakhar also made a good showing in military service, becoming one of the most famous trucks of the Second World War. In addition, at the request of the military, who wanted to get a car with a higher cross-country ability and carrying capacity, in 1940 the plant began production of the half-track ZIS-22 developed on the basis of the ZIS-5, and in 1941 the all-wheel drive ZIS-32. Unfortunately, the war disrupted plans to expand their production - before eva

each of the models was made in only two hundred copies. Later, when the plant resumed work in 1942, the production of half-track vehicles was resumed under the designation ZIS-42M and continued until 1944, but during this period not so many were made - 6372 units. But by the beginning of the Great Patriotic Army, they managed to saturate the ZIS-6 with a 6x4 wheel arrangement unified with the ZIS-5, but distinguished by a higher cross-country ability - starting from 1934 and until the end of production in 1941, they were produced in an amount of slightly more than 21.4 thousand. In particular, these trucks became the basis for the creation of the first multiple launch rocket launchers, called "Katyusha", as well as repair flyers and refuellers for mechanized units.

In Moscow, the production of ZIS-5 was curtailed in 1948, having produced more than 587 thousand, and in Miass on the UralZIS conveyor under its own index it lasted until February 1956, when a modification with streamlined front wheel fenders was installed on the conveyor, which received designation UralZIS-355 and produced until 1958.