From the heroes of yesteryear
Not left, sometimes, names.
Those who took the fight to the death
They became just earth and grass ......
According to the already established tradition, new projects were prepared for the Victory Day. In past years, these were three Su-37s for group aerobatics.
This year, on the occasion of Victory Day, a new ZIS project was launched. With flights, it was not yet clear whether it was allowed or not.
So, the car is a veteran ZiS 5V. The grandfather of our chief designer of this project during the Second World War, it was on such a car that he went to Victory. This is a memory of him and other veterans of the Second World War.
In terms of events, it was that this model would take part in the Victory Parade on May 9 in the College column where we are now based. Managed to prepare everything less than a day before the event. In less than a day, it was decided to make a frame and an awning in the body.
It was decided to use a ready-made chassis based on Baja in 1:5 scale for the scale of the project.
The car is new, just run in. It was the rear-wheel drive version that was chosen, for its "stretching" for a future project. 
The front part with electronics is disconnected from the frame. The frame is increased in length by 50 cm. The wheels are 25 cm in diameter.
The main problem was in the assembly of the frame and the manufacture of the wheels themselves or the use of ready-made ones. 
In winter, different options were considered, but they presented some difficulty, although, according to the plan, they should have looked more like a copy. But this was abandoned in favor of finished products. The way out was found in the use with the refinement of finished wheels from carts. So, 7 wheels are prepared. including one spare. A pattern has been removed on the emery on the sides of the tires. The hubs were dismantled and in their place they were made of wooden stock hexes for more convenient installation. The rear wheels are twin, interconnected by screws. The wheels are chambered, all this is left as is.
The bottom frame is reinforced with aluminum corners. Top with aluminum rail. The body and cabin will be attached to it.
From the electronics, the radio box with the steering servo is moved forward as it was placed with the stock version. The brake drive servo was left in its stock location on the new mount due to not changing the settings for dismantling and collecting the stock version of the Baja. 
Drawings are made in scale 1:1. According to them, the assembly of the car is underway. 
Options for making a body, a cabin from plywood were considered, but due to a more accurate correspondence, it was decided to make it from rails, everything is like in the original. 
To comply with the proportions, a model of the ZIS 5V was assembled on a scale of 1:35. 
It was on it that the number of boards (rails) in each node was calculated. Thus, the body and cabin contain the same number of rails and boards as in this scale model. The sizes are the same. 
Body boards, cabins are glued together. Tightened into a shield with clamps and wedges. The body is trimmed with small replica details - hinges, canopies.
Cabin.
As in the original, it is made of boards (battens). The hood and roof will be made of tin. Ventilation ribs are made on the sides of the hood. 
The steering wheel was made, the seat was modeled as in a scale model. 
The doors are also made of rails. Doors opening. 
The local art school, (children of the art modeling circle), were engaged in the manufacture of the driver and passenger. The driver was molded according to the photo of the grandfather of the Chief Designer of this project. 
To reduce the volume of the exhaust, a muffler was assembled from corrugations and water pipes. A metal mesh was placed in the barrel. 
The model is quite heavy. 26cc stock engine is rather weak for her. In general, the task was to drive in a straight line, on asphalt. Which was done. Sound, smoke everything was as intended.
The task of maximum detail and similarity with the prototype was not set, but they tried to make it look similar.
Perhaps later we will remake it in an electric version. The stock 26cc engine is rather weak for her.
Model making.
Frame break-in
Participation in the parade. All in all, everything worked out as planned. 
At the end of the parade, the model was put up for a photo shoot by everyone who was in abundance, even standing in line. 
It was nice to hear the old people who said that they had a chance to ride on such trucks after the war, as well as those whose fathers and grandfathers went to the front and returned on such machines. 
The legend of the Soviet automobile industry, the ZIS-5 truck originates back in 1933, when its predecessor AMO-3 was modernized. Then they updated the power plant, increasing the engine power and, as a result, the carrying capacity of the machine.
ZIS-5 had a very hardy engine. Another, very valuable feature of the "three-ton" was that almost all of its parts had such proportions and sizes that they could not be damaged or broken even with the most rough and inept handling. The simplicity of the car meant a lot for ease of maintenance and repair. It consisted of only four and a half thousand parts, and its components could be disassembled and repaired with minimal use of special equipment and tools. "Three-ton" proved to be an indispensable machine for work in the then conditions. The engine started easily in cold weather, worked on any grade of gasoline. The car stood out for its good cross-country ability and won the sympathy of drivers. He withstood the tests of the war with honor, was modernized more than once and was taken out of production (its last version, Ural-355M), only in 1963. Thus, if you keep score from AMO-2, then this truck, which has become almost legendary, has been in production for 33 years.
Many interesting pages of the biography of the Soviet automotive industry are connected with the ZIS-5 car. He was the first domestic car, which already in 1936 began to be bought abroad. When the Nazis approached the capital in 1941, the Moscow plant had to be evacuated to several cities, and a simplified version of the “three-ton” (ZIS-5V, that is, wartime) was produced at the Ural Automobile Plant. But the Moscow plant already in 1942 resumed the production of the same trucks. During the war years, the ZIS-5 meekly carried guns and the wounded, ammunition and food. He carried out a difficult service on the "Road of Life", which ran from Leningrad besieged by the Nazis on the ice of Lake Ladoga, passed through the frost and fire of Stalingrad, and participated in the liberation of European countries from the Nazi yoke.
Size XI characterizes the inclination of the frame relative to the ground in the area between the axles with a load of about 50 mm, without a load of about 140 mm. In the drawing, the frame is shown horizontal, and the ground is sloping, for the convenience of measuring the dimensions of the body, the lines of which are parallel to the frame or located at right angles to it
Numerous models and their modifications were produced on the basis of the "three-ton". Among them, it is necessary to single out off-road vehicles - three-axle, - half-tracked and with a drive not only to the rear, but also to the front wheels. The first Katyushas were mounted on a three-axle ZIS-6 chassis.
In parallel with the military branch, the civil branch also developed. So, in 1933, an elongated ZIS-11 chassis appeared (it was used for fire trucks), and three years later the production of gas generating machines began. The fuel for them was gas, obtained from wood chocks in gas generators. Based on the experience gained with these models, it was also possible to create a ZIS-30 truck, which was fueled by liquefied methane or lighting gas. The calorific value of this fuel is much higher than that of generator gas.
Over time, the engine of the "three-ton" became more and more powerful (up to 85 hp), a hydraulic brake drive appeared, in 1956 the car acquired a rounded steering mechanism. Finally, from 1958 to 1963, the Ural-355M was produced. It featured an all-metal cab of the GAZ-51 type, new fenders, a radiator lining and a hood.
At the Moscow plant ZIS-5V lasted until 1946. It was replaced by another truck - the ZIS-150. It was a significant step forward. It had a five-speed gearbox, air brakes, and many other design differences. On the basis of its units, the ZIS-151 with three driving axles, a truck tractor, a dump truck, as well as cars running on liquefied and compressed gas were produced.
ZIS-150 - the successor to the ZIS-5 on a pedestal in Ivanteevka near Moscow
A large family of ZIS trucks gave rise to two more related lines. In 1951, the production of "Zisov" truck tractors and dump trucks began in Kutaisi. Almost simultaneously, the Mytishchi Machine-Building Plant began to build dump trucks and road trains with truck tractors on the basis of the chassis obtained from the ZIS. In the mid-fifties, the ZIS-150 had new "relatives": trucks in China and Romania were built on its model.
In 1957, the ZIS-150 underwent a radical modernization, after which the car received the index 164, and later - 164A and 164AP. Outwardly, these cars differed slightly from the ZIS-150, but they had more powerful engines and improved units. Since in 1956 the plant was named after I.A. Likhachev, who was its director for a long time, then all models received the designation "ZIL". The ZIS-151 was replaced by the ZIL-157, equipped with single wheels and a centralized tire pressure control system.
By 1965, the Likhachev Automobile Plant had created a completely new basic truck model. She gave rise to the fourth generation of trucks of this company. The first, whose ancestor was AMO-F15, lasted seven years. The second, which began with AMO-2 and was developed in ZIS-5, as we already know, spanned three decades. The post-war generation of the ZIS-150, the third in a row, lasted almost twenty years. It retained the most important engine unit - continuity from the ZIS-5 and even from Avtokar; inch measurements of many parts have been preserved, for example, starting from AMO-2 and up to ZIL-164A, but the size of the piston stroke has changed - 114.3 mm, that is, exactly 41/2 inches. Despite numerous improvements, this engine was obsolete by 1965. The transition to a new one inevitably required the reconstruction of other components, the entire car. And in 1965, the ZIL-130 with an eight-cylinder overhead valve engine got on the conveyor. Along with this model, its modifications were produced - 130G with an extended base, a 130V1 truck tractor, an MMZ-555G dump truck, and a ZIL-131 car with three driving axles.
In the early 1960s, the Ural Automobile Plant prepared a three-axle off-road model, the Ural-375, to replace the three-ton car. On its basis, a truck tractor and a road-type truck are also produced. The engines installed on them are manufactured at ZIL and are of the same type with engines of the ZIL-130 and ZIL-131 models.
ZIS-6 is distinguished by the presence of a third axle and a slightly enlarged radiator. The semi-tracked ZIS-22, ZIS-42 have caterpillars instead of the rear wheels, and the ZIS-10 tractor has a support-coupling device instead of a platform. On pre-war production vehicles (before the evacuation of the plant to Ulyanovsk and the Urals) there was no cab visor, buffer and front brakes, the footrest mudguard was shortened.
The cabin of the ZIS-5V (and all its modifications of the war and post-war period) is sheathed with wooden slats, the so-called "lining"; stamped wings are replaced by angular welded ones, and steel platform hinges are replaced by wooden racks; a significant part of the cars was produced with one (left) headlight, which was equipped with a blackout disc.
The external details of the main model of the ZIS-5 do not require special explanation - they are visible in the drawing. It is only necessary to draw the attention of the modeler to the new roof lining (which differed in color and texture from the color of the entire cabin), the absence of horizontal stamping in the area between the hood and the door, the corrugation of the footboard, the steering wheel hub protruding upwards with two shifters on it. Characteristic tire tread pattern with ridges extending to the sidewalls. Simple forms of the engine and other mechanisms (this is for those modelers who want to open the hood, and also show the details of the chassis from below) schematically on the drawing. Inside the cab, don't forget the wooden door sills and ceiling slats. The rear light is single, located on the left.
ZIS-5 cars were painted most often in a light protective green color, including the radiator lining and fenders. The wheels, frame and all chassis mechanisms, as well as the headlights (except for the chrome rims) were black. Cars destined for export were painted in beige, and the radiator lining, headlight housings, buffer and wheel nuts were chrome plated.
Yu. DOLMATOVSKY Candidate of Technical Sciences, L. SHUGUROV, journalist
Of course, there will be replicas - cars assembled on the basis of modern units, but outwardly similar to these three-tons. But there are still places where you can see a real ZiS, even with a new cabin and body - a tree cannot be preserved for seventy years. But the real ZiS will have a native heart - a motor. Where are these units coming from? This is what we will devote today's material to, a story about how the restoration of the motor takes place. To do this, we watched for several months how the engine was being restored in one of the best restoration workshops in St. Petersburg, at RetroTruck.
It all starts with theory
Before proceeding to the story of the process, let's say a few words about the ZiS motor. It is called that - ZiS-5, just like the car. Its production began in 1932, and the American Hercules unit can be considered its very close relative, and the ZiS-5 engine was used on almost all pre-war trucks and buses - there was simply no other engine.
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ZiS-5" 1933–41
Its power is 73 liters. s., volume - 5.55 liters. This six-cylinder engine is low-revving, and taking into account the torque of 279 Nm at 1,200 rpm, its thrust is downright locomotive. The motor has an in-line scheme with a lower valve arrangement. Since during the restoration we will still have time to pay attention to the features of its design, for now we will finish the theoretical part and proceed to ... the search for our future motor.
Such different people
It is obvious that military equipment must be sought where there was a lot of it during the war. But not every motor found can be restored: a lot depends on where this motor was found. The main enemy of any iron is corrosion, rust. It is formed during the oxidation of the metal. There were cases when, at first glance, magnificent specimens of equipment were raised from the bottom of Ladoga (after all, we remember, for example, about the Road of Life, don't we?). But it was impossible to work with them: the iron was almost completely destroyed by water. The most “unbearable” storage conditions are warm and humid air. Another thing is equipment that has lain somewhere in the northern region, in a swamp, where clay blocks access to oxygen. Or at least just in the ground, but better - in a cold climate. If you are very lucky, then the motor can simply be cleaned, and it will be almost in working order. But this, unfortunately, is from the category of miracles, usually old motors (to be more precise - blocks) are in a very deplorable state, and there is no point in messing with some at all. Therefore, the first thing a restorer has to face is the search for a future engine and its attachments. Where was the motor that our story is about found? Different people walk through our forests, steppes and swamps. They are not interested in mushrooms and berries, but in scrap metal, which in some regions has remained since the Great Patriotic War. Until now, they find a lot of all sorts of iron, sometimes interesting, sometimes not. Let's say you discovered such a "search engine" metal, what will it do next? In the worst case, it will be handed over to the metal collection point. For pennies, but quickly. In this case, no matter how valuable his find is, it has only one way - to be melted down. And restorers can only guess what kind of “wealth” they have lost due to the activities of people of this type. There is another extreme. A person who finds something interesting tries to sell his find as expensive as possible. Puts up for sale, arranges auctions, wants to squeeze the maximum benefit. Sometimes it works out, sometimes it doesn't. It's bad that the prices for his finds can be so inhumane that something valuable again passes by the restorers. RetroTruck owners are lucky to know a nice man named Valera. He has a job, and the search for old iron is more of a hobby and, of course, additional income. What does Valera have that many others don't? Most likely conscience. He understands what can be scrapped and what cannot. But he never breaks the price for interesting finds, he sells at the price of scrap, the main thing is that it hits someone who is really interested in this. One of the finds seemed interesting to him, and he sent a photograph to his friends from the restoration workshop. On it is a ZiS-5 engine block. "Must go!" - they decided in the workshop, got into the van and drove to Medvezhyegorsk. In the photo received by mail, only the block was shown. Everything turned out to be more interesting on the spot - a huge pile of scrap metal of all eras, except, perhaps, the Neolithic - everything was made of stone.
In the engine parts machining center
The disassembled engine is sent to a specialized workshop, where the craftsmen will restore the block and crankshaft. Before that, specialists from the restoration workshop and PKF Motor Technologies LLC carefully examine the unit and determine the future scope of work. There are no cracks on the block, which is good. But there is a lot of work to be done. First, the block must be sleeved. The technology of this operation is no different from that used in the repair of modern engines. But with valve seats it will be a little more difficult: the ZiSa block, in principle, does not have saddles, there are only seats. Time has not spared them, they have defects. They'll have to be repaired.
The repair method is quite obvious: the installation of bushings, followed by the manufacture of a seat for the valve disc. We will see how they do it. In the meantime, let's note this fact to ourselves and move on to the crankshaft. The crankshaft was not in the worst condition. Here it was not necessary to weld the main necks, but, of course, one cannot do without turning and grinding. And this operation must be carried out as quickly as possible: how much babbitt will have to be poured onto each crankshaft bearing depends on its results.
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What does it mean to pour? That's where the inserts are! And here it is not. The plain bearings in the ZiS-5 motor are filled with babbitt (anti-friction alloy), there are no main and connecting rod bearings. Why was it done using this technology? Because it is the most maintainable solution. Imagine an era when a trip of a hundred kilometers is already a long-distance trip, there are no auto parts stores, and the engine needs to be repaired. Where to get inserts? What repair size? There were no cell phones either, if you stand on virgin soil, you will have to get out yourself. This is where the babbitt came in handy. Many carried ready-made mandrels with them, into which they could pour melted babbitt and get a new “liner”. Of course, the tolerances in those days were simply huge, the machines of the processing center for such repairs turn out to be even too accurate, but still, you have to control the parameters during boring every second. Now modern high-precision machine tools are used for this, and then such equipment was only at large factories, at MTS (machine-tractor stations) and similar enterprises. The main and connecting rod bearings were bored by hand. For the main liners, special devices were made that were attached to the block, then the handle was turned, and the cutter mounted on the screw mechanism bored the support. The connecting rods were bored with a mandrel on a conventional lathe. In addition to turning the crankshaft bearings, it is also necessary to prepare the camshaft bushings and cylinder liners. Here everything happens according to modern technologies, about which a lot has already been said. The camshaft bushings, like the crankshaft bearings, are bored in one "pass". The sleeves, as well as the pistons installed on this motor, from the stocks of Yakov Fedorovich are original, factory. Even the fastening of the pin in the connecting rod remained “correct” - the bolt on the connecting rod tightened the finger rigidly in the head and freely entered the piston. On modern engines, the pin is rigidly attached to the piston, but has a gap in the connecting rod bushing.
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So, the crankshaft bearings are ready. But what kind of copper plates are under the covers of the crankshaft bearings? And this is again another way to simplify the repair of the motor. This is not the amateur performance of modern repairmen, as it might seem at first glance: thin copper plates were installed at the factory both during the manufacture of a new motor and during its overhaul. Babbitt is a soft material. If now multilayer liners serve tens, or even hundreds of thousands of kilometers, then the flooded babbit wears out thousands in 20 kilometers. This is where copper gaskets come into play. The repair was carried out as follows: they removed the oil pan, support covers, pulled out one plate and assembled everything back. Everything, the motor is back in working order! Every driver should have been able to do such an operation (come on, tell us how you know how to fill in the “anti-freeze” in your Focus!). The number of plates varied from three to five - they were placed in different ways. And this means that it was possible to repair the motor three to five times in a few hours. Not completely, but somehow.
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Block and crankshaft work completed. The engine is now back in the RetroTruck.
About spare parts and methods
How is our insert on the valve seat? As you can see, it has changed its shape - now there is a saddle. How was it made? There is such a tool - a countersink. Its full definition sounds like this: a multi-blade cutting tool for processing holes in parts in order to obtain conical or cylindrical recesses, support planes around holes, or chamfering center holes. This is the tool that the specialists of the workshop worked with. But their countersinks have a very interesting feature: they are made specifically for the repair of engines of Soviet trucks, namely GAZ-AA and ZiS-5. Yes, yes, an old motor - an old instrument! At the end of the work, an almost new valve seat is obtained. Can you assemble the motor? And here it is not.1 / 5
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The block, pistons, valves, liners, crankshaft - these are all, of course, wonderful details, but this is still far from the whole engine. If you have all the components, then the restoration will take one and a half to two months. But it doesn’t happen that fate sends a brand new generator, starter, water pump, oil pump, distributor, filters, or at least a set of springs for valves or piston rings to the found motor. Gathering everything you need, equipping the engine is just a hell of a job, and it sometimes lasts for years. Until everything you need is assembled, it makes no sense to even start messing with the block. Where to get spare parts? The owners of the restoration workshop were lucky to be acquainted with an amazing person - Yakov Fedorovich Lisin. This man became the driver of the ZiSa-5 during the war, in 1943. And he was until the last days of his life - until 2009 ... It's incredible, but the mileage of his truck, on which he worked all his life, during this time amounted to more than four million kilometers! After his death, ZiS ended up in a restoration workshop, and with him a huge amount of spare parts for the “three-ton” moved to a new place of residence. Moreover, both those that were already in operation, and completely new (even if half a century old) parts. Of course, among this “wealth” there is absolutely nothing, but a lot is used from the reserves of Yakov Fedorovich. And yet, a lot has to be restored - it is impossible to use a “remake” in a high-quality restored car.
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It is easy to restore the oil filter: cut the felt boots - and you're done, because this filter was made of felt. But with most of the other units, there is much more work. Look at the photos of the water pump in its current state and what it looked like before restoration. I don't know about you, but I was very impressed. Once upon a time, I drove a penny in 1978 and was madly happy when I changed the starter brushes for the first time. But what a neglected case is and how to treat it, I understood only when I saw what was happening with the starter or generator in the hands of the masters.
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Assembling a new old motor
After all the mounted units are assembled, the most interesting part begins - the assembly of the engine. There are none of your phase change systems and intercoolers with turbines, so the assembly is quite fast. While the team of the restoration workshop gently and lovingly tightens the screws, we can finally appreciate the design features of this unit. Question one: why do we need wire on the bolts of the crankshaft covers? The fact is that it was the easiest way to "lock" the bolts, to prevent their possible loosening. There were already growers then, but not in responsible places, and there was a lot of wire everywhere. I note that such mind-blowing technology was used even after the end of the production of the ZiS-5. For example, in the engines of the Gorky Automobile Plant. Question two: what kind of cover is on the oil pan? This cover is one of the hallmarks of early motors. By removing it, it was possible to get to the oil pump, although there is also a separate oil drain plug in this cover. Later, the crankcase lost this part. Well, if we started talking about what changed in the ZiS engines during the time of their production, let's talk about this in a little more detail. The modernization of the engine took place gradually, so it is impossible to unambiguously name the year when the engines changed. But you can say approximately: the early units differ from those that were produced after 1938, and changes began to be made back in 1936. Firstly, blocks before 1938 did not have a water jacket cover. After 1943, the block head changed: recesses for spark plugs appeared. Thus, the volume of the combustion chamber was reduced, increasing the compression. Based on these and some other signs, it can be established that our motor is one of the earliest, produced before 1936. But back to the design features of the engine.1 / 3
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A little earlier we talked about, a brief historical background was given and detailed photographs of this truck were presented. Today I want to tell you about the construction of his model on a scale of 1:72 from the company "Elf".
Overview of the ZiS-5 model
If we first consider the set itself, then we can say with confidence that today, with a number of shortcomings, this is the best model of the ZiS-5 truck in 1:72 scale. True, it is very difficult to acquire it now. First, a brief overview of the source material. The model represents the ZiS-5V car, it consists of seven small sprues, a part of the body platform, two parts of the frame, parts of the wings and cab steps, glazing, rubber tires for the wheels, and instructions. There are no decals in the set.
Everything is cast very high quality, however, there are two small weights on the body platform. The wheels are very high quality, I hope those who know the products of the Elf company will understand what is at stake, the headlights consist of several parts, including reflectors.
Assembling the ZiS-5 model
Let's move on to the actual assembly. At the first inspection, the minimum scope of work immediately becomes clear. The first thing I noticed was the grille. In the set, it is made very poorly, it needs to be changed. In the photo above, this is clearly visible. I really didn’t like the wings, but I’m afraid these are the costs of technology. Although, on a scale of 1:72, I saw more subtle and openwork elements, made much more accurately. Well, the initial scope of work is defined, the rest will become clear along the way. Let's start with the radiator. From the plastic part, I left only the edging, cut out the rest and chose the engraver from the inside to install the metal mesh. On the reverse side, I made an insert from sheet polystyrene and laid it with a two-component putty for Tamiya models. Here's a detail.
After assembled the engine hood. Since the lower part of the radiator grille is smaller than it should be, I had to build it up, according to the drawing and photo.
In preparation for work, I read the reviews of colleagues and descriptions of the construction of models. It was noted there that the rear wall of the cabin has a smaller width than necessary. When checking with the drawing and recalculating the dimensions to a scale of 1:72, it became clear that this was indeed the case, therefore, the part had to be made anew. I made it from sheet plastic. Due to the change in the width of the rear wall, the roof had to be remade, also from a piece of polystyrene. When assembling the frame, it turned out that it was somewhat short, so the axles of the wheels do not match either the drawing or the overall dimensions. I had to build up the frame, the photo shows white inserts. I also needed to putty the weights from the sides.
During the dry assembly of the bridges, it was discovered that the frame was not parallel to the ground. I had to make substrates on the front springs. In the photo they are visible from white plastic.
The next stage, as expected, turned out to be quite difficult - this is the manufacture of wings. When viewing the photos, it turned out that there are several options for the execution of this node. I had to stop at one of them and think about how to translate it into metal. First, I cut off the plastic wings from the part of the bottom of the cab.
Then he made templates of wings out of paper, and then, from copper foil, he made plates of the desired shape, and bent them in the right way. Then, according to the same principle, he made the side, inner parts of the wings.
It did not work on the first try, but in the end, we have this result.
While all the nodes are disassembled, I made headlight brackets from foil and copper wire.
I did the same for the door handles.
From copper foil, made footboard brackets
Now, after the final assembly of the cab, body and a number of adjustments, here is such an intermediate assembly of the entire model.
After that, I made the handles for opening the sides of the body and assembled the headlight brackets. Then, again, an intermediate assembly with a fitting.
Then I made and painted the interior of the cabin: steering wheel, gearshift lever, pedals, and added some other little things. Now you can start painting work. I limited all the glasses, along the contour, with thin strips of Tamiya adhesive tape and closed them with Mr.Masking Sol stop color from Hansa.
AKAN paint, color 4BO was used for painting. This ZiS-5V was made for the exhibition on May 9, painting was done at night, before the deadline. Due to the lack of time, there was no talk of tinting and washes. In the morning, almost all the remaining elements were installed: headlights, a muffler with an exhaust pipe, wheels, and all the nodes were glued. In this form, the model was put up for the competition, where it won first place, sharing it with a colleague in the nomination. According to legend, the car just rolled off the assembly line. Further, of course, both tinting and washes will be applied, glass will be cleaned, there are a number of shortcomings. While the model is lying, I can’t find the state. number on the tailgate and cabin doors. In the meantime, a small video and a gallery of photos of the newly painted work.
Video and gallery of the ZiS-5 model
The archive has a complete set of drawings for the ZIS-5 flatbed vehicle of the 1939-1941 model, for the ZIS-5V vehicles mod. 1942 and 1943, as well as additions to later design changes, including the ZIS-50 model. There are drawings of military versions of the ZIS-5 with universal bodies (ZIS-5A). There are also drawings for the gas-cylinder modification of the ZIS-5, as well as for the gas generator versions of the ZIS-21, ZIS-41, army all-terrain vehicles ZIS-22 and ZIS-42, and the all-wheel drive vehicle ZIS-32. For a truck tractor, there are only drawings of the PP-6 semi-trailer. There are no drawings for long-base versions (ZIS-11, ZIS-12, ZIS-14) in the archive. There are 50% of drawings for the ZIS-6 car.
Standard versions (base 3810 mm)
- ‒ basic 3-ton truck with a universal body (1933-1941)
- - export version with an additional gas tank and front bumper (1933-1941)
- ‒simplified model, replacement for ZIS-5 (1942-1948)
- - late modification with the ZIS-120 power unit, 11204 pcs. (1947-1948)
Non-standard versions (base 4420 mm)
- ZIS-11‒ chassis with a cab with an enlarged radiator and a lowered rear axle crankcase for a PMZ-1 fire truck, 852 pcs. (1939-1941)
- ZIS-12‒ extended chassis for sale to other plants for the installation of various bodies and superstructures, 4576 pcs. (1934-1941)
- ZIS-14- export chassis with and without cab, with nickel-plated radiator lining, long wheelbase analogue of ZIS-5E, 823 pcs. (1936-1940)
Triaxial modifications
- ZIS-6- standard 6x4 car (1933-1942)
- ZIS-6E‒ export version with chrome grille and front bumper
- ZIS-6A- variant with enlarged sides for the transportation of personnel (1939-1941)
- ZIS-34‒ three-axle shortened chassis without cab for BA-11 armored car, 16 pcs. (1939-1940)
- ZIS-36‒ an experimental car with a 6x6 wheel formula (1940)
Truck tractors
- ZIS-10‒ short-wheelbase truck tractor for a 6-ton semi-trailer PP-6, 760 pcs. (1938-1941)
Gas modifications
- ZIS-Dekalenkov- the first serial Soviet gas-generating car, assembled at the ZIS, 125 pcs. (1935-1936)
- ZIS-13‒ a car with a charcoal gas generator, 1730 pcs. (1936-1938)
- ZIS-18‒ an experimental gas-generating vehicle with the ZIS-13 installation on the ZIS-5 chassis (1937)
- ZIS-21/21A/21E- car ZIS-5 with a charcoal plant, 19345 units. (1938-1941)
- ZIS-31‒ a car with a charcoal gas generator, 32 pcs. (1939)
- ZIS-41‒ ZIS-5 vehicle with a gas generator unit, replacement of ZIS-21, 10 pcs. (1941-1943)
- ZIS-62‒ an experimental gas generating vehicle with a simplified gas generating installation (1942)
- ZIS-30- a car running on compressed gas had four cylinders, 15 pcs. (1938-1939)
- ZIS-40‒ prototype of a car running on liquefied gas with two gas cylinders (1941)
Military executions
- - military modification with two gas tanks and elevated sides of the body for transporting personnel, mass production (1939-1941)
- - analogue of the ZIS-5A with a universal body (1939-1941)
- ZIS-32‒ all-wheel drive vehicle, 197 pcs. (1941)
dump trucks
- ZIS-19‒ experimental dump truck with one-sided unloading (1934-1935)
- ZIS-20‒ an experienced dump truck with three-way unloading (1934-1935)
- ‒ one-way dump truck with a ZIS-19 body (1946)
ATVs for the army
- ZIS-33- army three-ton with a removable caterpillar device, 4539 pcs. (1940-1941)
- ZIS-35- an experimental tracked vehicle (1939)
- ZIS-22- half-tracked vehicle, 564 pcs. (1939-1940)
- ZIS-42/42M- half-tracked vehicle, 6321 pcs. (1942-1946)
Three-ton car, modernization of the AMO-2 and AMO-3 cars, which in turn were an adapted model of the American Autocar SA truck. The car was produced at ZIS in 1933-1941, as well as at UlZIS and UralZIS, where since 1950 it has been transformed into the Ural variants of ZIS (ZIS-5M, UlZIS-355), and will last in production until the beginning of the 60s. During the war, the car was made in a simplified version, after the war, a wooden cabin and bent wings were left at the ZIS.
The ZIS-5 car is also known for the fact that a record number of modifications in the history of the global automotive industry were built on its basis: all-terrain vehicles, buses, dump trucks, vans, construction and road vehicles. Variants of cars on the ZIS-5 chassis, according to some estimates, reach a thousand pieces.
