Army 2.5-ton trucks ZIS-151 with all-metal cabs.
The carrying capacity of on-board vehicles on the ground or dirt roads was 2.5 tons, on the highway it reached 4.5 tons. The wheelbase (from the centers of the front wheels to the swing axis of the rear bogie) was 4225 mm, the rear bogie - 1120 mm +1120 mm). The track of the front and rear wheels is 1590 and 1720 mm, respectively. Ground clearance under bridges - 265 - 270 mm. The curb weight of the machine without a winch is 5580 kg, with a winch - 5840 kg. Gross weight - 10.1 tons. Overall length - 6930 and 7245 mm, respectively, width for all versions - 2310 mm, cabin height - 2295 mm. Trucks could tow trailers weighing up to 3.6 tons, overcame slopes of up to 28 °, side roll of 25 ° and fords up to 0.8 m deep. Their cruising range reached 700 km.
Truck ZIS-151A of the second release with a front 4.5-ton winch. 1951
With a general similarity with the American prototypes, the ZIS-151 turned out to be heavier, less fast and economical: its maximum speed did not exceed 60 km / h, and fuel consumption ranged from 46 to 55 liters per 100 km. Other disadvantages included an uncomfortable cabin, heavy control in the absence of power steering, excessive complexity and increased mass of the transmission, insufficient cross-country ability, large losses in the transmission units and chassis with dual wheels, and the presence of ten wheels led to the need to transport two “spare wheels” at once . Until September 1958, in total, the plant assembled 194,559 cars of the ZIS-151 series, and the last cars had a ZIL stamping on the hood.
Military variants of the ZIS-151
In the 1950s, ZIS-151 vehicles were the main medium trucks of all types of the Armed Forces of the USSR and the Warsaw Pact countries. They had only a few executions for military purposes. The basic cargo versions of the ZIS-151 were equipped with cabins with a round observation hatch in the roof and wooden lattice bodies with longitudinal folding benches for transporting military cargo or accommodating 16-20 soldiers, and also had a rear hitch for towing trailers and various guns up to 152 mm caliber. Especially for working with them, two-axle trailers IAPZ-754V, TMZ-802, GKB-83011 and others were produced. Production truck with shielded electrical equipment, bearing the index 151D, was used in the Signal Troops and in the Strategic Missile Forces, and the variant was supplied for export to tropical countries 151Yu. For the transportation of special military cargo, powerful ammunition and radiation materials, the ZIS-151 airborne vehicles and their trailers were retrofitted in accordance with the special requirements for their storage, transportation and handling operations. For their transportation, special metal containers were used, fastened on a cargo platform with an awning with strong chain or cable ties. The awning was equipped with longitudinal, rather than the usual transverse removable arcs, which reduced the time of their installation and dismantling. All cars were also equipped with grounding chains hanging under their frames.
The chassis with a cab for the installation of special equipment had the designations 121
without winch and 121A with winch. They mounted numerous types of vans, tankers, tankers and workshops, various special and engineering equipment, several types of new multiple launch rocket systems, as well as fundamentally new types of mobile vehicles for servicing missile systems. In 1951 - 1958, the plant also assembled a 110-horsepower special chassis 151P with a power take-off for driving fire-fighting and other equipment. In 1952 - 1955, a 95-horsepower truck tractor was produced 121B with a winch and shielded electrical equipment for towing semi-trailers with a gross weight of up to 6.1 tons, and since 1955 its version has been in production 121D with a 110-horsepower engine and an increased permissible load on the coupling device by 1100 kg (up to 7.2 tons). In Soviet military literature, the latter vehicle was sometimes referred to as the ZIS-151V. Such tractors with army single-axle semi-trailers OdAZ-778 and their special versions were used to transport missiles, maintain and reload missile systems. Using the ZIS-151 chassis and units, ZIS-485 floating trucks, ZIS-153 semi-tracked tractors and a number of promising prototypes were created. On a special shortened undercarriage (chassis) ZIS-123 the first Soviet three-axle armored personnel carriers BTR-152 were based, which, in turn, influenced the further improvement of trucks. In 1949, that is, at the initial stage of production of the ZIS-151, another experimental truck with an all-metal cab and rear axles with single wheels and widened tires of size 9.00 - 20 from the first BTR-152 armored vehicles was built on its chassis. It received some development in the early 1950s.
Military equipment on the ZIS-151 chassis
In all branches of the Soviet Armed Forces, more powerful all-wheel drive vehicles ZIS-151 immediately became the main base for numerous types of military special equipment of the middle class, first developed in the USSR. They mounted new inhabited van bodies equipped with communication systems, the first radar stations and field workshops, various tankers, new engineering, chemical and military equipment. Since the late 1940s, SK bodies have been used to accommodate special equipment, which were modified American wartime ST6 wooden frame structures. In 1950 - 1952, Plant No. 38 developed new SN frame-metal bodies, which for the first time received characteristic sloping side slopes of the roof. Since 1955, they were assembled by the military plant p / box 4111 - the future Moscow Specialized Automobile Plant (MZSA). More widely, the ZIS-151 used typical frame-wooden bodies KUNG-1 and KUNG-1M with high semicircular roofs. Since 1953, their development has been carried out by the Special Design Bureau at the Central Design Bureau of Furniture of the Ministry of Forestry Industry of the USSR, and production was launched in 1954 at the Shumerlin woodworking plant of the Chuvash ASSR.
ZIS-151 with a wooden body KUNG-1M for radio relay station R-400. 1952
Under the conditions of the beginning of the Cold War and with the advent of new types of weapons, including nuclear weapons, the ZIS-151 vehicles were in the initial phase of the active formation of a fundamentally new special middle-class motor vehicle, which was part of the first domestic complexes of ground-based technological equipment for servicing and providing stationary missile systems. basing. The first stage in the creation of such vehicles dates back to 1947 - 1952, when the development and launch of the first domestic ballistic systems R-1 and R-2 were carried out on the basis of German V-2 (V-2) missiles. By the mid-1950s, of the twenty items of special automotive equipment that worked in auxiliary operations and at launch positions, most of the vehicles were based on the ZIS-151 chassis. These were special rocket fuel tankers, vehicles for autonomous and horizontal testing of missiles, water-washing and petrol-electric units, as well as compressor stations, communications and control facilities. To transport the missiles to the starting position and reload them, both single ZIS-151 trucks and special road trains with truck tractors based on them were used.
Radio engineering means of communication and control
In a very short post-war period, the more powerful and lifting chassis ZIS-151 with special KUNG van bodies and shielded electrical equipment was widely in demand in the Soviet Armed Forces for the installation of a family of new heavier and more powerful communication and detection systems - radio stations of various levels and radar complexes. One of the first on ZIS-151 vehicles with SK bodies was a tube radio station RAT General Staff, developed back in the mid-1930s and also installed on the Studebaker chassis.
RAS« Prunes"- an ultra-short-wave radio station on two ZIS-151 vehicles with SK or SN bodies. Developed in 1947 - 1949 and produced since 1950. It served to provide telephone radio communications between ground radio stations and aircraft and ground communications between the headquarters of aviation divisions and the regiment. In automobile wooden vans there was a control room with a disc-cone antenna and a power station. The range of the station was within the range of 90 - 350 km and at an altitude of up to 10 km.
R-118« Tit"- an automobile short-wave tube radio station of medium power on the ZIS-151D chassis, developed at the Leningrad plant No. 210 and put into service in 1951. It belonged to a large family of R-118 radio stations, produced in the 1950s - 1970s in several versions, including automobile ones. The station was intended to provide communication in the radio networks of the operational-tactical and tactical level of command and control with various ground and aircraft radio stations. She maintained radio communications while stationary or on the move, could work in a system of communication centers of mobile command posts or autonomously, in telephone, telegraph, direct-printing mode or over cable lines up to 15 km long. The radio communication range in different modes is from 30 to 100 km.
R-400- decimeter radio relay station on three ZIS-151 vehicles. Developed at the Research and Testing Institute of Communications of the Ground Forces (NIIIS SV) and put into service in 1950. On the first car in the back of a van there was a control room, on two flatbed trucks - a rigging machine for an antenna mobile installation (AMU) and the first Soviet truss sliding mast "Sosna".
P-3A« Pechora"- an automobile version of one of the first Soviet radar stations P-3 of the meter range for early detection of enemy aircraft and target designation. The P-3 station was developed in accordance with the Decree of the State Defense Committee of March 20, 1943 at the Research Institute of the Radio Industry (NII-20, later VNIIRT) to replace the RUS-2 stations and was tested in 1944-1945. After the P-3 system was adopted by the Air Defense Forces, the Air Force and the Navy in 1945, it was produced by the Gorky Radio Plant. Initially, the station was mounted on a stationary installation and was equipped with two antenna systems - azimuth and vertical, installed at a height of 7 and 11 m from the ground, respectively. The maximum detection range was 160 km, height - up to 10 km. In 1947, on its basis, the P-3A automobile station was developed, the prototypes of which were based on Studebaker trucks. Since 1948, it was mass-produced under the code name "Pechora" and mounted in special wooden bodies on the ZIS-151D chassis. In terms of general design and parameters, it was identical to the P-3 station, distinguished by mobility, simplicity and reliability, replacing the previous P-2M and Redut stations. Until 1951, 435 sets of the P-3A station were manufactured in Gorky.
Radar station P-3A "Pechora" in a wooden body on the chassis ZIS-151D. 1950
P-8 "Volga" radar on two ZIS-151D vehicles with KUNG-1M bodies. 1952
P-8« Volga"- the first Soviet long-range radar with all-round visibility on two ZIS-151 vehicles with wooden KUNG van bodies. The locator was created in 1946 - 1948 in the Design Bureau of the Gorky Plant No. 197, was successfully tested in 1949 - 1950 and put into service with the code name "Volga". The station had two remote antennas on its own masts, which worked for radiation and reception and ensured the detection of aircraft in conditions of passive and active radio interference at a distance of up to 150 km at a flight altitude of up to 8000 m. Since 1951, it was equipped with a new antenna-mast device that increased the detection range up to 250 km.
P-10« Volga-A"- a modernized early warning radar with frequency agility, created in 1951 - 1953 as a development of the P-8 station. After testing, it was put into service in 1953 and produced at the Gorky Radio Plant. Its equipment was mounted on two ZIS-151D vehicles with wood-metal bodies KUNG-1 with a semicircular roof. In the first car there was a control room with an antenna station, in the second - a power generating station. To protect against noise interference in the P-10 station, a transition to another operating frequency was provided. With a detection range of 180–200 km and an altitude of 16 km, the maximum allowable error did not exceed 1 km.
Welding shop MS on the chassis ZIS-151 of the first release with the body SK. 1949
On the latest releases of ZIS-151 cars, a new radar station was installed P-15 "Path" with a two-section antenna unit on the roof of the van, put into service in 1955. Subsequently, ZIL-157 trucks became its main base.
Field repair shops
The most common add-ons on the ZIS-151 chassis were all kinds of workshops for maintenance and repair of military equipment and various equipment in the field. At first, their equipment was installed in modified Lend-Lease ST bodies, which had the SK index. They housed the first Soviet regimental and divisional field workshops of the 1949 model, which became the starting base for future more advanced mobile repair facilities. They were based on a MTO maintenance vehicle with a front detachable boom crane with a lifting capacity of 1 t, a TRM-A-49 tank repair shop with the same crane and a similar TRM-B-49 workshop with additional gas welding equipment, a mechanical PMM, a MS welding workshop and an electric gas welding workshop. EGSM, forging and coppersmithing KMM, workshops for the repair of electrical equipment MERO-3 and tank weapons and MTVO optics, repair and charging station PRSZ. The most famous among them was the VAREM universal workshop on the ZIS-151A chassis with a trailer.
VAREM- military automobile repair and maintenance workshop for maintenance and current repairs of automotive equipment in the field. The first VAREM workshops were assembled in 1949 at plant number 38 using American ST6 bodies, renamed SK. In parallel, they were mounted on Studebaker cars. These workshops passed military tests and in 1951 were put into service. Since 1952, their equipment began to be placed in more durable domestic SN frame-metal bodies with one frontal and four double side windows, thermal insulation and wood-burning heating. In this form, since 1953, VAREM workshops have been producing the Leningrad Central Automobile Repair Plant No. 7 of the USSR Ministry of Defense. In their bodies with internal dimensions of 4000x2250x1850 mm, equipment was mounted for checking the technical condition and repairing cars, for mechanical, gas welding, copper-tin, lubrication and filling, carpentry and even painting operations. The workshop set included drills, control and measuring equipment, sets of tools and fixtures, an air compressor and an M-300 remote motor pump. A jib crane with a lifting capacity of 1 ton driven by a winch was installed on the front bumper of the car, and an autonomous power station ZhES-4 with a capacity of 3.2 kW was used to power the electrical equipment. In the 1950s, four types of VAREM workshops entered the Soviet Army, differing in purpose and configuration. The VAREM-1, VAREM-2 and VAREM-3 workshops, respectively, served in rifle regiments, brigades and divisions, and VAREM-4 in a tank division. The VAREM-3D workshop was located in the wood-metal body of KUNG-1. Subsequently, all of them were mounted on the ZIL-157 chassis.
Military repair shop VAREM in a frame-metal body CH. 1954
The second most common in the troops was a mobile (or mobile) car repair shop PARM first generation, produced since 1955. In fact, for the first time it was a set of various specialized military-level workshops for the maintenance and repair of almost all types of mobile military equipment, various units and weapons, which were placed in SN bodies with three side windows. The main specialization of the PARM-1 workshops was the maintenance and repair of vehicles, tracked vehicles, their units, electrical equipment and weapons, mechanical, welding, and forging and copper works. Since 1954, the workshop has been produced PRM-54 for the repair of various steel tanks, equipment and equipment for the rear fuel service, identical to the workshop of the same name on the ZIS-150 chassis. Most of the first mobile repair facilities were equipped with their own power plants and light loader cranes. In Poland, on the ZIS-151, they mounted their own universal streamlined bodies with an elevated roof position for installing equipment for automobile and tank field repair shops.
Canistrovoz on a ZIS-151 truck with racks for 144 fuel cans. 1958
Tank trucks and tankers
On the basis of the ZIS-151, for the first time, a fairly complete range of military or civilian tankers appeared for the delivery of up to 4000 liters of various liquids and refueling military and aviation equipment. This program included simple tankers AVTS-28-151 and ATs-4-151 for transporting water and fuel, and two types of tankers for various purposes. The most unusual means of transporting fuel was the so-called canister, built in prototypes in 1957-1958. It was a ZIS-151 with a low onboard platform, in which 144 canisters with a total capacity of 2880 liters were placed on special tubular racks.
Fuel tanker ATs-4-151 on the ZIS-151 chassis without pumping equipment. 1951
AC-4-151(1949 - 1957) - a general-purpose fuel tanker with a capacity of 4000 liters without pumping equipment, structurally identical to the AC-4-150 model, rearranged on the ZIS-151 chassis. In military units, it was used for transportation and temporary storage of various types of liquid fuel. Gross vehicle weight - 9160 kg.
ATZ-3-151(1950 - 1958) - a special army tanker with a tank capacity of 3300 liters on the chassis of the ZIS-151 car, produced since 1950. The vehicle was used to transport and refuel almost any mobile military equipment with filtered fuel. SVN-80 was used for pumping fuel, driven by a car power take-off. All operations were controlled from the rear cockpit with instrumentation, filter and fuel meter. The tanker kit included pipelines, suction and dispensing hoses and taps, electrical and fire-fighting equipment. Tank filling time - 10 - 20 minutes. Curb weight - 6750 kg, full - 9600 kg. All tanker equipment was then mounted on the ZIL-157 chassis.
VMZ-ZIL-151(1956 - 1958) - a military water and oil tanker on the ZIL-151 chassis with two tanks and a heating system, partially unified with the MZ-150 dual-use model. It was put into service in 1956 and was only produced for two years. Subsequently, his equipment was mounted on the ZIL-157 chassis.
Means of providing missile systems
One of the main support vehicles for missile systems were special tankers on the ZIS-151D chassis with shielded electrical equipment: 8G11(1955 - 1956) for refueling with hydrogen peroxide medium-range ballistic missiles R-12 and 8G17(1956 - 1958) for refueling with an oxidizer missile systems manufactured before 1959, in particular ballistic missiles R-11 and R-11M. The second type of special equipment was a universal compressor station 8G33(1956 - 1957) for refueling medium-range ballistic missile systems with compressed air.
In general, by 1958, several dozen superstructures of the missile system support system were mounted on the ZIS-151 chassis. For example, only when servicing the early operational-tactical complexes R-11 and R-11M on tracked chassis, special 8T114 rocket fuel tankers, 8G17 series oxidizer tankers, 8N15, 8N154 and 8N16 various test vehicles, 8N211 control vehicles, 8G33 mobile compressor stations and 8G33U, 8T39 vehicle for the transportation of spare parts, 8T326 and 8T339 for the delivery of accessories, 8T328 storage vehicle, 8T311 washing and neutralization station and 8T22 truck crane. These were only the first single samples, and subsequently their upgraded versions were based on the ZIL-157 chassis. Other vehicles of missile systems are mentioned in other sections.
Chemical troops vehicles
Soon after the war, a powerful filling station appeared on the ZIS-151 chassis ARS-12 with the main elliptical steel tank for the delivery of up to 2700 liters of degassing and disinfection of weapons and equipment. In 1948, a new laboratory was adopted AL-3 for chemical and sanitary-chemical reconnaissance, which had advanced analysis capabilities. The appearance in service with the armies of a potential enemy of new organophosphorus poisonous substances led to the creation in 1949 of a heavy auto-degassing machine ADM-48 for chemical cleaning of weapons, equipment and degassing kits. All of its equipment was placed in the tarpaulin body of a serial ZIS-151 truck. Since 1953, when the emergence of atomic and bacteriological (biological) weapons became a reality, the creation of new equipment began not only for degassing, but also for decontamination and disinfection of terrain and military equipment. So there was a modernized car ADM-48D with additional equipment. It consisted of two tanks with manual pumps for transporting and pumping various types of degassing solutions, a container with a decontaminating solution, rubber-metal hoses, boxes with tools and dosimetric devices. At the same time, the automatic filling station ARS-12 was modernized in a similar way. Her variant ARS-12D, mass-produced in 1954 - 1958, was equipped with additional side tanks with special liquids for decontaminating terrain, buildings and military equipment, as well as for disinsection of large areas and communications. In 1957, the first samples of the washing and neutralization machine appeared on the ZIS-151 chassis. 8T311, originally created to service the R-12 missile system. Subsequently, its multifunctional upgraded versions were based on the new chassis of the Moscow Automobile Plant.
engineering equipment
Apparently, the Soviet engineering troops had been waiting for a long time for the appearance of a new all-terrain chassis with increased payload capacity, and with the advent of the ZIS-151, a large number of various middle-class vehicles were immediately created on its basis. The championship belonged to various systems of pontoon parks and bridge layers. In addition to them, powerful domestic AK-5 and German ADK-III truck cranes, DKA-0.25 single-bucket excavators with a backhoe and an autonomous power unit, and BKMS-4 compressor stations for driving pneumatic tools were based on the ZIS-151 chassis. In the mid-1950s, on the ZIS-151 chassis, an experimental road tape (rolled path) paver was built and tested, structurally similar to the same machine based on the GAZ-63.
Bridge block of the KMM mechanized track bridge on the ZIS-151A chassis. 1955
KMM- a set of gauge mechanized bridges with a carrying capacity of 15 tons, consisting of five bridge-laying vehicles on the ZIS-151A chassis with winches. It served for the operational construction of military track bridges and operational support for the passage of light wheeled and tracked vehicles. Each bridge layer was equipped with a 7 m long steel gauge bridge block, which, with the help of a reloading device, was tipped back and laid in the desired area, blocking narrow ditches and ditches. To install several blocks on obstacles up to 3 m deep, folding supports were used at the ends of each block. In the daytime and at night, in 60 - 80 minutes, the KMM kit made it possible to mount a five-span bridge 35 m long with a track of 1.1 m and a carriageway width of 3.0 m. - 65 km / h. The gross weight of one vehicle is 8.8 tons. The combat crew for the entire set of KMM was 12 people. Since 1958, the KMM has been mounted on the ZIL-157 chassis.
The cross-country ability of this truck, which has lasted in production for over 30 years, can still be called outstanding. The path to its creation was long and difficult, but everyone who worked behind the wheel of these all-terrain vehicles remembers them with a kind word. Numerous versions of the ZIL-157 model could be found in the Far North, and at construction sites in Siberia, and at the laying of pipelines in Central Asia, and, of course, in the armies of many countries of the world. Undoubtedly, it was one of the worthy domestic developments, and it deserves to be remembered.
At the end of the 1930s, when the inevitability of the Second World War was not in doubt, the designers of European factories producing army vehicles were puzzled over how to increase the cross-country ability of cars. Their efforts did not go unnoticed in the USSR, because serious attention was paid to the issues of increasing defense capability. The greatest success in this matter was achieved at the Gorky Automobile Plant, where for the first time they mastered the production of constant velocity joints, which turned the front axle of the car into a leading one.
The merit of the team of designers under the leadership of Andrey Alexandrovich Lipgart lies in the fact that, having tested various two-axle and three-axle trucks, they proved that all-wheel drive vehicles must have single tires, tires with a special tread for various driving conditions on the terrain, special weight distribution along the axes, etc. It is a pity that the war prevented the implementation of plans for the production of a family of all-terrain vehicles, and after the war the country received only one two-axle all-wheel drive truck GAZ-63, although it had a unique cross-country ability.
At the Moscow Automobile Plant. Stalin, before the war, they managed to release a small batch of two-axle off-road trucks ZIS-32. In the late 1940s, the designers sought to create the Soviet Studebaker US 6x6, based on its technical features and based on the units of the new 4-ton ZIS-150 truck. As you know, these legendary all-terrain vehicles with gable rear wheels have proven themselves in battles with the Nazis, including as a carrier of the famous Katyusha launchers.
The three-axle ZIS-151, to the great chagrin of its creators, turned out to be much worse than the Studebaker. Put into production in April 1948, a year later, during a long run on spring off-road, it was significantly inferior in terms of cross-country ability to both the Lend-Lease prototype and the GAZ-63 all-terrain vehicles, which more than once had to pull ZISs out of the mud and snow captivity.
Heavy vehicles (the mass of the ZIS-151 exceeded the mass of the Studebaker per ton) with small wheels and insufficient ground clearance, low-power engines and rear axles with dual tires among the testers were nicknamed "irons", forcing drivers to remove the second ramps and push the stuck car with another car, since the design of special rear bumpers allowed this. In the memoirs of the testers, one can read that thick liquid mud easily covered the rear wheels, turning them into four barrels, helplessly rotating in the mud mass. It was a real torment to remove the outer slopes covered with mud, picking off the dirt with a crowbar, but this was necessary to increase the patency. Dual wheels required more power from the engine, as they laid additional tracks, while the GAZ-63 rear wheels went exactly along the front track.
Truck with Soviet know-how
The mistakes needed to be corrected as soon as possible, especially since the ZIS-151 trucks entered the army, and the ways to solve problems did not look vague. In 1950, the production of the BTR-152 armored personnel carrier began on the basis of the modified ZIS-151 units, but with single-wheel tires for all wheels with tires of a larger dimension. Experimental models of ZIS-151 trucks with single wheels and single gauge axles were created at the plant, work was underway to increase engine power, increase the reliability of other units, and design winches. But the main hopes associated with a radical increase in cross-country ability were placed on the system being created (for the first time in world practice) for centralized regulation of air pressure in tires. The tire manufacturers were instructed to develop a design and master the production of special tires that allow the car to move with a temporarily reduced air pressure in them. As a result, a tire with a size of 12.00-18 was developed (air pressure range 3.0 ... more than 13%. The tire was distinguished by increased elasticity, achieved by increasing the profile width by 25%, reduced to eight layers of cord in the carcass and the use of special interlayers of very soft rubber.
When the air pressure in the tires decreases, the deformation increases and the specific pressure on the ground decreases. As a result, the depth of the rut decreases and, accordingly, the energy consumption for the formation of the rut decreases or the resistance of the soil to the rolling of the wheels decreases. True, it was possible to move at an air pressure of 0.5 kgf / cm2 only at a speed of no more than 10 km / h.
The change in tire pressure was carried out by the driver using a centralized system, which made it possible to regulate and, if necessary, bring the pressure to normal in all tires while the car was moving. The use of such a system was especially liked by the military. The fact is that with this system the survivability of the car was higher. The movement of the truck could continue even in the event of damage to a single tire, since the inflation system compensated for the drop in air pressure in it.
Tests of the new system fully confirmed the theoretical research, and when developing the new ZIL-157 car, which replaced the ZIS-151 all-terrain vehicle on the conveyor in 1958, the choice was made in favor of a new 12.00-18 tire. As a result, the designers had to radically revise the layout of the all-terrain vehicle. Reducing the number of wheels from 10 to 6 made it possible to avoid the installation of two spare wheels, which were mounted vertically behind the cab on the ZIS-151.
This decision led to the elimination of wheel holders behind the cab and made it possible to move the platform to the cab, and shorten the frame by 250 mm at the back, which reduced the overall length of the truck by 330 mm with the same wheelbase. The only spare wheel found a place under the platform.
Optimization of the layout of the ZIL-157 truck improved the distribution of mass along the axles, while the weight of the vehicle decreased by 100 kg.
At first, cars used a system for regulating air pressure in tires with external air supply by tubes with swivel joints, but very soon serious shortcomings of this design appeared. During the off-road movement of the all-terrain vehicle, the protruding outer tubes were damaged, the hub seal in the air supply unit turned out to be poorly protected from dirt, and mounting and dismounting of the wheels caused great difficulties. As a result, almost immediately after the launch of the car, the tire air supply unit was redesigned in favor of air supply from the inside of the wheel.
Modernization of the power unit
The experience of operating ZIS-151 vehicles revealed their low traction and dynamic qualities, especially when towing a trailer, the engines often overheated, the truck consumed a lot of fuel, had low average speeds on paved roads, while the reliability of the components did not suit the operators at all.
All this had to be corrected when creating the ZIL-157. The use of an aluminum block head on a 5.55-liter in-line lower-valve 6-cylinder engine made it possible to increase the compression ratio from 6.0 to 6.2, which, together with the installation of a new carburetor, gave an increase in power from 92 to 104 hp. at 2600 rpm and maximum torque from 304 to 334 N m. The cooling system has also undergone a significant change, which received a six-bladed fan and a new radiator.
A new oil pump, new crankshaft seals, water pump seals, a closed crankcase ventilation system were introduced into the engine design, the suspension of the power unit was modernized, etc., which increased its operational properties. Constructive measures led to a decrease in fuel consumption of the ZIL-157 car by 7 ... 22%, depending on road conditions.
During the production process, the car engine was upgraded twice more. In 1961, its power was increased to 109 hp. (model ZIL-157K), they replaced the double-disk clutch with a single-disk one, and since 1978 the truck began to be produced with an engine in which a number of units were unified with the engine of the ZIL-130 car (this version was called ZIL-157KD). The gearbox with 5 gears forward and one reverse was also strengthened, and until 1961 it was produced with a fifth, overdrive gear, which was later abandoned.
The two-stage transfer case with forced engagement of the front axle compared to the ZIS-151 was produced with wear-resistant gears and new seals, and the driveline was redesigned. The transmission of torque to the rear axle was carried out with the help of a propeller fixed on the middle axle. The drive axles received significantly reinforced axle housings, new hubs and brakes. The number of wheel studs has increased from 6 to 8.
The driver is more comfortable
Among the comments on the ZIS-151 model were complaints about the cab: the inconvenience of the driver landing on an unregulated seat, the lack of a heater, its poor dust protection, poor air ventilation, as well as the inefficient operation of shock absorbers and large forces transmitted to the driver's hands from the wheels. All of the above made the work of the driver difficult, turning it, especially in winter, into frank flour. It turned out that eliminating the shortcomings was not so difficult.
Long-liver-winner
The carrying capacity of an all-terrain vehicle on paved roads was limited to 4.5 tons (from 1978 - 5.0 tons), on dirt roads - 2.5 tons. The truck overcame a ford 0.85 m deep, developed a speed of up to 65 km / h, consumed 42 liters of fuel per 100 km. At normal tire pressure (3.0 ... 3.5 kgf / cm2), ZIL-157 performed transport work on roads with a hard unimproved surface. With a decrease in pressure to 1.5 ... 2.0 kgf / cm2, it easily moved on soft and loose soil, and at 0.75 ... 1.0 kgf / cm2 it overcame sand, soaked soil and unpaved dirt roads after a rainstorm. Tire pressure of 0.5 ... 0.7 kgf / cm2 made it possible to freely move around a damp meadow, wetlands, and also successfully overcome deep snow cover. The total mass of the towed trailer when driving on the highway was 3.6 tons.
For high performance parameters, the car received the Grand Prix at the 1958 World Exhibition in Brussels. It was exported to dozens of countries around the world. Serial production of models of the ZIL-157 family, which included a dozen different versions, continued at the Moscow Automobile Plant. Likhachev until 1988, that is, for many years after the release of more modern ZIL-131 machines. In 1978–1994 the car was assembled at the Ural Automobile Plant (Novouralsk), at that time a branch of ZIL. In total, 797,934 ZIL-157 vehicles of all modifications were manufactured, which many call "off-road kings".
Cars of the Soviet Army 1946-1991 Kochnev Evgeny Dmitrievich
ZIS-151 (1946-1958)
(1946-1958)
In the post-war years, the ZIS-151 (6x6) truck became the first domestic serial off-road vehicle with three drive axles and the first multi-purpose military vehicle of the 2.5-ton class. With the almost complete absence in the USSR of its own experience in creating such complex vehicles, mass deliveries of foreign all-wheel drive vehicles under Lend-Lease could not but affect its general concept, design and appearance. Indeed, the design of individual units, the main parameters and shapes of the cab and plumage of the ZIS-151 were borrowed from similar American vehicles, but Soviet engineers also used their own pre-war developments in power units, transmission units and drive axles.
The formal starting point in the creation of the ZIS-151 can be considered the work of the Scientific Automotive Institute (NATI), carried out during the war under the guidance of engineer N. I. Korotonoshko. In the winter of 1944, they led to the modernization of the American Studebaker US6.U4 truck, which received a new transfer case with a center differential and rear single wheels. However, the future ZIS-151 was not at all a copy of the Studebaker. Back in 1940, the Moscow Automobile Plant assembled its first experimental three-axle all-wheel drive vehicles ZIS-36, and at the Gorky Plant, work was simultaneously carried out on its own version of the GAZ-33, the documentation for which was subsequently transferred to the ZIS. The war prevented bringing them to a workable state.
The first prototype of the future ZIS-151 was built in May 1946. Outwardly, it resembled a Studebaker, was similar to it in general design, appearance and parameters, was equipped with American axles, rear gable wheels with tires 8.50 - 20 in size, but was already equipped with a promising domestic engine ZIS-120. This car subsequently received an unofficial designation ZIS-151-2 and had two options for the front cladding - with a self-made semicircular grille and a rectangular radiator moved forward. In the fall of 1946, the second prototype appeared. ZIS-151-1 with the same power unit, through-pass middle axle and lining from the ZIS-150, but all single wheels with the same gauge and tires 10.50 - 20 from the pre-war YATB-3 trolleybus. In the summer of next year, comparative tests of both prototypes were carried out with similar American trucks. The best results in terms of cross-country ability were shown by the “single-sided” ZIS-151-1, however, at that time, pro-American views that had taken root in the domestic automotive industry again prevailed. As a result, under the strong influence of overseas authority, our military insisted that preference should be given to a car with rear dual wheels, similar to American trucks, "perfectly performing all their functions during the war." In addition, according to the military, dual wheels with conventional tube tires provided increased vitality of a vehicle with ten driving wheels versus a six-wheeled single-wheel. So, a less progressive “gable truck” was recommended for serial production, which slowed down the creation of more efficient domestic all-terrain vehicles for at least ten years.
The second single-slope prototype ZIS-151-1 with cladding from ZIS-150. Autumn 1946.
The first pre-production samples appeared in early April 1948, and in October an army flatbed vehicle began to roll off the assembly line of the Moscow Automobile Plant. ZIS-151 with rear gable wheels, as unified as possible with the ZIS-150 national economic car produced in parallel. From him, the new car received all the main units: a slightly forced 6-cylinder ZIS-120 engine (5.55 l, 92 hp), a dry double-disc clutch, an unsynchronized 5-speed gearbox with a fifth accelerating stage, a classic spring suspension with double-acting hydraulic lever-piston shock absorbers and all pneumatically actuated drum brakes. Additionally, the ZIS-151 was equipped with a two-stage transfer case with a Bendix-Weiss constant-velocity front axle drive shut-off mechanism. Two rear drive axles with a vertical split of crankcases displaced in different directions were suspended on a balancer suspension with two longitudinal semi-elliptical springs and had an individual drive with three cardan shafts with needle bearings, which increased the survivability of the machine in the event of failure of one of the bridges. In total, the transmission consisted of five cardan shafts with ten joints. The car was equipped with a pneumatic output to the trailer brakes, a power outlet, two fuel tanks with a capacity of 150 liters each under the loading platform on both sides of the car and a short bumper at the rear end of the spar frame. It served as a support surface for the same type of cars, moving behind and pushing the front trucks in difficult road conditions. On the cars of the first release, a 3-seater wood-metal cab was installed with plywood lining, a metal front wall, a left folding windshield and wooden steps. In 1950, the ZIS-151 received a modernized ZIS-121 engine with a new carburetor and a double oil pump, the power of which increased to 95 hp, as well as an all-metal cab with a pneumatic drive of two upper windshield wipers. Externally, the updated versions were distinguished by the installation of an oil cooler in the radiator lining. In the standard version, the machines were equipped with a universal loading platform with internal dimensions of 3566x2090 mm, wooden lattice sides 926 mm high and one tailgate, but did not have a preheater and a winch. All tires in size 8.25 - 20, when installed on the front and rear wheels, were brought to their own normalized internal pressure. Two spare wheels were placed between the cab and the body. Option ZIS-151A it was equipped with a front winch with a pulling force of 4.5 tf and a drive from a 3-speed power take-off, which also served to transmit torque to attached working equipment. The working length of the winch cable was 100 m.
Army 2.5-ton trucks ZIS-151 with all-metal cabs.
The carrying capacity of on-board vehicles on the ground or dirt roads was 2.5 tons, on the highway it reached 4.5 tons. The wheelbase (from the centers of the front wheels to the swing axis of the rear bogie) was 4225 mm, the rear bogie - 1120 mm +1120 mm). The track of the front and rear wheels is 1590 and 1720 mm, respectively. Ground clearance under bridges - 265 - 270 mm. The curb weight of the machine without a winch is 5580 kg, with a winch - 5840 kg. Gross weight - 10.1 tons. Overall length - 6930 and 7245 mm, respectively, width for all versions - 2310 mm, cabin height - 2295 mm. Trucks could tow trailers weighing up to 3.6 tons, overcame slopes of up to 28 °, side roll of 25 ° and fords up to 0.8 m deep. Their cruising range reached 700 km.
Truck ZIS-151A of the second release with a front 4.5-ton winch. 1951
With a general similarity with the American prototypes, the ZIS-151 turned out to be heavier, less fast and economical: its maximum speed did not exceed 60 km / h, and fuel consumption ranged from 46 to 55 liters per 100 km. Other disadvantages included an uncomfortable cabin, heavy control in the absence of power steering, excessive complexity and increased mass of the transmission, insufficient cross-country ability, large losses in the transmission units and chassis with dual wheels, and the presence of ten wheels led to the need to transport two “spare wheels” at once . Until September 1958, in total, the plant assembled 194,559 cars of the ZIS-151 series, and the last cars had a ZIL stamping on the hood.
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The history of the ZIL-151 (ZIS-151) car begins back in 1944, when a new all-wheel drive two-axle model that did not pass the standards of the Ministry of Defense ZIS-150 was released at the automobile plant, after which the development of a three-axle all-wheel drive vehicle immediately began. In 1946, two prototypes of the ZiS-151 were built; in May, the first version of the car with gable rear wheels (ZiS-151-2) was ready, and in the autumn the second prototype (ZiS-151-1) was tested. It had single rear wheels and a cab from the ZiS-150.
In the summer of the same year, ZiS received a technical assignment for a wheeled three-axle armored personnel carrier "Object-140". In the summer of 1947, in comparative off-road tests of American three-axle Studebaker and International cars, domestic ZiS-151-1 and ZiS-151-2, ZiS-151-1 on bus tires 10.50-20 ″ showed the best cross-country ability and higher average off-road speed, except for driving on a swampy meadow. Single-pitch tires went “track to track” and required less energy costs for laying a track than dual-pitch ones.
However, the main army customer insisted on the use of gable rear wheels, despite the more than favorable road test results for the ZiS-151-1. The ZiS-151 was not a Soviet version of the Studebaker, the International, or the GM. They were related by the purpose, layout, design and dimensions of cargo platforms with slatted sides and longitudinal folding benches. At the same time, the ZiS-151 inherited the layout of the drive axles from the GAZ-33, which were identical in design to the GAZ-63 nodes and had nothing to do with the ZiS-150.
During the Cold War years, the American authorities imposed a ban on the sale of certain types of special machine tools to the Soviet Union. Among them were gear-cutting machines for the manufacture of helical teeth of bevel gears of the main gear. Their monopoly supplier for most of the country's automobile plants was the American company Gleason. When the serial production of ZiS-151 trucks began in April 1948, the bottleneck that held back the growth in the production of these vehicles was the section for cutting teeth on the gears of the final drive.
The fleet of Gleason machine tools purchased before the war was insufficient for each ZiS-151, three times more gears were needed than for a conventional ZiS-150 truck. Director of ZiSa I.A. Likhachev then decided to manufacture the necessary machine tools at the plant, cooperating with other industries. The ZiS-151 power unit was a 6-cylinder, gasoline, four-stroke liquid-cooled carburetor engine ZiS-121 (until 1950, the ZiS-120 engine was installed) with a power of 92 hp.
The transmission used a two-disk dry clutch, a 5-speed gearbox, a transfer case with a two-stage demultiplier, five cardan shafts with ten joints. The front suspension is on two longitudinal semi-elliptical springs with double-acting hydraulic shock absorbers and Bendix-Weiss constant velocity joints, the rear suspension is on two longitudinal springs (balanced). The service brake is a shoe brake, on all wheels, with a pneumatic drive and an outlet for connecting to the trailer brake system. Tire size - 8.25-20 ". The car was equipped with two gas tanks with a capacity of 150 liters.
Until 1950, the car had a cabin of wood-metal construction, with wooden steps, stamped plywood cladding and a metal front wall, later - reduced dimensions of all-metal. The body is wooden, of a universal type: with high lattice front walls and side walls, folding benches and an awning. At the rear of the car there was a special buffer, located on the same level as the front. This made it possible to overcome particularly difficult sections of the road together with other vehicles of the same type, working as pushers. The car did not have an engine pre-heater and a heater for the driver's cab. The ZiS-151A modification had a winch installed between the engine and the front buffer.
ZiS-151 became the first domestic car with three driving axles. It was widely used in the postwar years in the Red Army. The ZiS-151 chassis served as the basis for a number of rocket artillery combat vehicles, such as BM-13-16, BM-14-16, BMD-20, BM-24. In 1955, the automatic filling station of the chemical troops ARS-12D was put into service. The ACV-28-151 tank for water delivery, the ATZ-3-151 tanker, the VMZ-151 water and oil tanker and many other special vehicles were also produced. On the basis of the ZiS-151A, the KMM bridge-layer (mechanized track bridge) was produced. There were modifications with shielded electrical equipment. The last ZiS-151 left the assembly line in 1958, when it was replaced by a more advanced all-terrain vehicle) - ZIL-157. Cars ZiS-151 are still in good condition and are in museums around the world.
©. Photos taken from publicly available sources.
