The all-wheel drive truck GAZ-66 became a living legend during the years of its mass production. Unique car more than half a century after its creation, it continues to be widely used both by the organizers of hunting raids and resort “rides”, and by those who often have to deal “not with roads, but with directions”. So long service GAZ-66 provided its excellent off-road performance, with relatively compact size and simple device.
An important role in the continuation of the active practical application of this model was also played by the fact that many of these vehicles are today in a fairly decent technical condition.
Due to the fact that during the period of the withdrawal of the GAZ-66 from the armed forces, many had a real opportunity to purchase this army all-terrain vehicle, removed from conservation, for relatively little money. And a lot of them were stored in conservation!
Among the people, the GAZ-66 was nicknamed "shisharik", or "shishiga". Not by analogy with “the relatives of the goblin that lives in the reeds” (the meaning of the old Slavic word “shishiga”), but simply in consonance with the phrase “sixty-six”.
Design features of the GAZ-66; briefly about its differences from the GAZ-63
GAZ-66 - Soviet truck with a 4 × 4 wheel arrangement; frame structure, cabover layout; carrying capacity of 2 tons. This truck at one time repeatedly became the winner of various exhibitions, including international ones. But the biggest award of the 66th is the nationwide love and recognition for its reliability and reliability in the most difficult operating conditions.
The amazing cross-country ability of the GAZ-66, which has helped many in our country more than once, is achieved, to a large extent, due to the self-locking differentials of the front and rear axles used in it. But not only this.
When developing a new four-wheel drive truck design team Gorky Automobile Plant based on the design of a 2-ton off road truck, produced in 1948-1968. This model can rightfully be called the predecessor and prototype of the 66th. However, the GAZ-66 became a car completely new design- cabover with a reclining cab.
The predecessor of the "shishiga" is the all-wheel drive GAZ-63.
Serious comparative tests have convincingly shown the significant superiority of the GAZ-66 over its predecessor. The GAZ-66 car with a full load in the back (2 tons), plus a trailer with a mass (weight) of another 2 tons, was able to cross the sandy desert in any direction.
Under the same conditions, the GAZ-63 car could not advance far even without a trailer. It was found that GAZ-66 can overcome sandy slopes of 22-23 °, and GAZ-63 - slopes of no more than 4 °.
If the GAZ-63 truck is capable of moving on virgin snow up to 0.4 m deep, then for the GAZ-66 this figure is 0.7 m. For the 66th, a new, more powerful engine that improved it dynamic characteristics and, ultimately, contributing to an increase in cross-country ability. Self-locking limited slip differentials were used in the drive axles, which made it possible to transfer up to 80% of the torque to one wheel.
The location of the cab above the engine made it possible, with a wheelbase equal to the base of the GAZ-63 car, to increase usable length cargo platform and place spare wheel behind the cab. This made it possible to lower the loading height of the platform. which, in turn, contributed to the improvement roll stability car.
Tests have established: if the GAZ-63 car, when driving with a low (slightly above the level of the sides) load on a concrete platform along a curve with a radius of 25 m, begins to tip over to its side at a speed of 44 km / h, then the GA3-66 truck does not lose stability under these conditions at any speed. And only at speeds over 65 km / h it skids (side skid, without tipping over).
The best stability of the GAZ-66 was also given best balance center of gravity and an increase in the track of the front wheels - by 200 mm, and the rear wheels - by 150 mm. For the 66th, new tires with an increased profile were also developed, with developed lugs (tire size 12.00–18).
The installation of spacer rings in the wheel makes it possible for the GAZ-66 to move on soft soils with a tire pressure reduced to 0.5 kg / cm2. Reducing tire pressure provides a larger tire footprint, dramatically reducing ground pressure.
Serious improvements were made to the chassis of the main GAZ cargo SUV. The GAZ-63 had short and stiff springs, while the GAZ-66 used long and soft ones. Therefore, the GAZ-63, when passing ditches, is prone to diagonal hanging of the wheels. But this completely stops the car: the wheels are spinning - the car is standing still! GAZ-66, on the other hand, confidently overcomes the strongest terrain irregularities.
The placement of the cab above the engine ensured a uniform distribution of the total load along the axles: 47% - on the front axle and 53% - on the rear, while the distribution of loads on the axles of the GAZ-63 car is 37 and 63%, respectively. Thanks to this feature grip weight the car is implemented by both bridges to the same extent.
GAZ-66 in the service of the USSR Airborne Forces
These features of the GAZ-66 are an excellent center of gravity, almost equal load on the front and rear axle; compactness due to the cockpit above the engine - they launched a long-term successful "career" of the car in the airborne troops of the USSR. "Shishiga" is so far the only serial "truck-paratrooper" in the history of our army.
GAZ-66B - the original landing version with a folding cab.
During 1965, the GAZ-66 successfully passed the entire range of tests on ground stands and in real landing from different heights, and on March 2, 1966, by order of the Minister of Defense of the USSR No. 38, the GAZ-66B landing vehicle was adopted by the Airborne Forces of the Soviet Army. It differed from the serial folding cab with soft top and folding frame windshield. The fact is that at that time military transport aviation had AN-8 and AN-12 aircraft, in cargo cabins which the GAZ-66, mounted on a parachute platform, did not fit in height.
When the IL-76 became the main transport aircraft in the army, this problem was removed, and the GAZ-66 with a conventional all-metal cabin began to enter the airborne units. "Shishiga" proved to be excellent in real combat and military exercises close to combat conditions and local military conflicts.
With the exception of one - in the conditions of mine ambushes of Afghan dushmans. The limited internal volume of the cab and its location directly above the wheels turned out to be dangerous for the crew in the event of a mine explosion, so the GAZ-66 was withdrawn from combat units in Afghanistan soon after the start of this ten-year war.
GAZ-66 on landing platforms.
As of 2017, the GAZ-66 remained the only landing truck in history. Although there is a project to create a more modern airmobile truck, as part of the KamAZ-Mustang program; there are prototypes of this successor to the GAZ-66 in the Airborne Forces; its tests are scheduled for 2018-2019.
GAZ-66 were withdrawn from the armed forces in the late 90s. According to the modern concept, the Airborne Forces do not need trucks landed from aircraft - only for transporting personnel. After all, for 40 years tracked amphibious lightly armored BMDs have been used, with cannon and machine gun weapons and the ability to install ATGMs, AGS and other effective weapons on them.
About the history of GAZ-66
However, those who talk about the purely military purpose of "shishigi", of course, are wrong. GAZ-66 was developed at the turn of the 50s / 60s of the twentieth century as a multifunctional all-terrain chassis universal spectrum applications.
First of all, of course, in the armed forces, but not least in the national economy. This car has repeatedly served well for geologists and oilmen, forestry specialists, etc., etc.
Really outstanding personalities had a hand in the creation of the GAZ-66, whose names are inscribed in golden letters in the history of the enterprise and the entire domestic engineering industry: designers Alexander Prosvirnin, Oleg Obraztsov, Rostislav Zavorotny. Work on the creation of a new engine for an off-road truck was headed by Pavel Syrkin.
The first batch of GAZ-66 trucks was produced in 1962, and on July 1, 1964, the model entered mass production. The triumph of the new off-road truck was the super-motor race organized in 1967 along the unthinkable route Gorky - Vladivostok - Gorky. Most of the way passed through the Urals, Siberia, Transbaikalia and the Far East, in severe off-road conditions.
GAZ-66 trucks passed this ordeal with honor. In 1968, a centralized tire pressure control system was also introduced into the machine's device.
GAZ-66 lasted on the factory conveyor, in different modifications up until 1995. Then he was replaced by a family built on the same platform and equipped with diesel engines. all-wheel drive vehicles. The latest, 965 941st in a row, copy of the GAZ-66 rolled off the assembly line of the Gorky Automobile Plant exactly on the eve of the 35th anniversary mass production models: July 1, 1999. But it was no longer serial (conveyor), but a piece assembly from the remaining car kits.
Specifications GAZ-66 in numbers
- Max. length (with winch): 5.806 m; Width: 2.322 m; Height of the awning without load: 2.520 m; Cabin height with gross weight: 2490 mm.
- Load capacity: 2000 kg; Weight: 3470 kg; Allowed maximum weight: 5940 kg.
- Wheelbase: 3.3 m; Front wheel track: 1.8 m; Track rear wheels: 1.75 m.
- Ground clearance: from 315 mm to 870 mm.
- Turning radius: 9.5 m.
- Fording depth (along the bottom): 0.8 m.
- The volume of fuel tanks: 2 x 105 liters.
GAZ-66 engine
Regular engine GAZ-66 - ZMZ-66 Zavolzhsky engine plant- carburetor, eight-cylinder four-stroke, V-shaped layout, with liquid cooled. Working volume this motor- 4254 cubic centimeters.
- Power - 120 horsepower.
- Maximum torque (at a crankshaft speed of 2500 rpm) - 284.4 Nm.
- Cylinder diameter -92 mm. Piston stroke - 80 mm.
- Compression ratio: 6.7.
- Engine weight: 262 kg.
- Carburetor type: K-126 (until the end of the 80s) or K-135 (the remaining years of production).
- Fuel type: low-octane gasoline (A-76).
- Fuel consumption: 20-25 liters per 100 kilometers.
The GAZ-66 engine turned out to be both shorter and smaller in size than the GAZ-63 engine. The engine of the GAZ-66 car was also equipped with starting preheater PZHB-12.
Motor ZMZ-66-06 under the cab "shishigi".
A much smaller part of the GAZ-66 trucks was equipped with an engine ZMZ-513.10, which is an improved version of the ZMZ-66-06 engine at the turn of the 80s / 90s (the same volume, power - 125 hp)
In the 90s, GAZ-66 with diesel engine GAZ-544 85 hp and a torque of 235 Nm; as well as with turbocharged diesel engines GAZ-5441. (116 hp). These modifications received an index GAZ-66-41.
Manufacturer defined maximum speed is 90 km/h. Although it is possible to independently remove the engine speed limiter (then it will be possible to accelerate to 110-120 kilometers per hour), this car it is, in general, to nothing.
Transmission, chassis, steering and brakes
The gearbox on the GAZ-66 is mechanical, 4-speed, with synchronizers in the 3rd and 4th gears. Transfer case has two gears, with a lowering and disconnected front axle. The inclusion of direct transmission in the Republic of Kazakhstan does not mean disabling the front axle. It is activated by a separate lever and can work in any gear in the transfer case. The steering type is a globoidal worm with a three-ridged roller, there is a hydraulic booster.
In order to facilitate driving, not only synchronizers are used. For the same purpose, the design of the steering introduced hydraulic booster, applied brake system with hydraulic vacuum brake booster. The clutch is made according to a single-plate type, a hydraulic drive is also installed.
Front and rear suspension- on longitudinal semi-elliptical springs with double-acting hydraulic telescopic shock absorbers, the GAZ-66 was distinguished by a smooth ride. Due to single leaf springs rear axle and self-locking differentials in the main gears, this car must not be overloaded.
The service brake system is separate (but this technical solution only came into use in the 1980s and 1990s. model production); parking - drum transmission brake. working mechanism brake system- drum, has a hydraulic drive and a hydraulic vacuum booster. This design provides good braking on any pavement. Parking brake works on all wheels of the truck. But the "handbrake" is installed on the rear axle drive shaft. And in this case, he can block the front wheels only when the front axle is also turned on in the “razdatka”.
Bridges GAZ-66
Drive axles GAZ-66 hypoid type. The design of the GAZ-66 rear axle is represented by the following components and parts: crankcase, prefabricated gearbox, two axle shafts. The gearbox is located in the crankcase: there is a special thickening for it. It provides optimal number revolutions transmitted from driveline on the axle shaft, and increases the torque on the wheels.
The GAZ-66 gearbox consists of a housing, main gear drive and driven gears, a prefabricated differential and bearings. Front axle Gas-66 includes the same gearbox as the rear.
Rear axle GAZ-66 - unit with a solid axle beam; main gear single, hypoid, semi-axes are completely unloaded.
Body and cab GAZ-66
The body of the GAZ-66 is a metal platform, along the high lattice sides of which there are folding benches. The back board opens, the awning is stretched on five arcs.
In the all-metal cabin there are two unified seats - for the driver and for the passenger, separated by the upper engine cover. To rest the driver long trips the cabin is provided with a suspended sleeping area. Simply put, a canvas hammock with four hooks.
The situation in the cockpit is more than brutal and spartan - there is only metal around, nothing more. But comfort is still better than that of its predecessor, the GAZ-63: the cabin is equipped with efficient ventilation and heating, blowing and washing devices for the windshield.
In our time, GAZ-66 ride vacationers in many resorts in the Krasnodar Territory.
For inspection and repair of the motor, the cabin quite easily leans forward on hinges. Between the driver's seat and the passenger's seat there is a non-removable casing that covers the engine, and because of this, the curved gear lever is located to the right-rear of the driver. This causes considerable inconvenience when shifting gears; You still need to get used to such a lever.
Overview of GAZ-66 modifications
- GAZ-66-1(1964-1968) - the first model, without a centralized tire pressure control system.
- GAZ-66A(1964-1968) - with a winch.
- GAZ-66B(since 1966) - for the USSR Airborne Forces, with a telescopic steering column, a folding cab top and a folding windshield frame.
- GAZ-66D(1964-1968) - chassis with power take-off.
- GAZ-66P – truck tractor(not distributed).
- GAZ-66E(1964-1968) - with shielded electrical equipment
- GAZ-66-01 (1968-1985) – base model, There is centralized system tire pressure regulation.
- GAZ-66-02(1968-1985) - plus a winch.
- GAZ-66-03(1964-1968) - with shielded electrical equipment.
- GAZ-66-04(1968-1985) - chassis with shielded electrical equipment.
- GAZ-66-05(1968-1985) - with shielded electrical equipment and a winch.
- GAZ-66-11(1985-1996) - the basic model is modernized. By the way, it still serves as an aircraft tractor on the heavy aircraft-carrying cruiser Admiral Kuznetsov.
- GAZ-66-12(1985-1996) - modernized, with a winch.
- GAZ-66-14(1985-1996) - chassis with shielded electrical equipment.
- GAZ-66-15(1985-1996) - with shielded electrical equipment and a winch.
- GAZ-66-16(1991-1993) - a modernized version with a 125-horsepower ZMZ-513.10 engine, with reinforced tires and single wheels, modified brakes, a platform without wheel niches and a load capacity increased to 2.3 tons.
- GAZ-66-21(1993-1995) - national economic modification, with double tires on the rear axle and a wooden platform of the type, with a load capacity of 3.5 tons.
- GAZ-66-31– Chassis for installation of tipper bodies.
- GAZ-66-41(1992-1995) - with a naturally aspirated diesel engine GAZ-544.
- GAZ-66-40(1995-1999) - equipped with a turbocharged GAZ-5441 diesel engine.
- GAZ-66-92(1987-1995) - for the northern regions.
- GAZ-66-96– special chassis for shift buses
For export to fraternal (and not very fraternal too) countries went GAZ-66-51 (1968-1985);GAZ-66-52(1968-1985) - with a winch; GAZ-66-81(1985-1995) - for countries with temperate climate; GAZ-66-91(1985-1995) - tropical version.
Overview of common special vehicles based on the GAZ-66
- AP-2 - auto-dressing, army mobile folding medical station. Extended version of the serial transport ambulance armed forces THE USSR.
- AS-66– transport army ambulance to evacuate the wounded.
- DDA-66– disinfection-shower car, for sanitary-hygienic and disinfection measures.
- DPP-40- pontoon park, a special vehicle of army engineering units for crossing water barriers.
- GZSA-731, 983A, 947, 3713, 3714- vans of the type "Mail", "Bread" and "Medications".
- MZ-66- oiler.
- R-125 And R-142- command and staff vehicles / radio stations with kung.
Command vehicle R-142.
- 3902, 3903, 39021, 39031 – mobile workshops to provide technical assistance to agricultural machinery. ("Tekhnichki", or "gait").
- 2001, 2002, 3718, 3719, 3716, 3924, 39521 – mobile clinics.
- GAZ-SAZ-3511- dump truck for agricultural purposes (assembly on the GAZ-66-31 chassis in Saransk, Udmurtia).
- PAZ-3201- all-wheel drive version of the PAZ-672.
- PAZ-3206, all-wheel drive version of the PAZ-3205.
Frame and chassis GAZ-66 as the basis for the creation of all-terrain vehicles
The most massive two-axle truck Soviet army became a popular base for the inspired fantasy of craftsmen. GAZ-66 can even be called a champion in the number of various alterations and original cars created on its chassis. It's all about the excellent off-road potential of the shishiga.
Created on a conventional factory frame and running gear of the 66th kungi-"mobile home", as well as monster- and "hammero"-like jeeps, more than once struck the public's imagination with their size and brutal appearance. Including at large forums, such as Moscow and Alma-Ata auto exhibitions.
Craftsmen from the workshop "Retro-Style" in Kyrgyzstan became especially famous as "masters of deep tuning" of the 66th Lawn. Their off-road vehicles Barkhan (2002) and Bulat (2007), created from serial shishigs, were not only exhibited many times at popular exhibitions, but also found several real buyers. A detailed reviews of these models appeared not only on the Internet, but also in a number of respected publications with an impeccable reputation. For example, in the magazine "Behind the wheel".
Other famous GAZ-66 modifications include the Partizan pickup truck, the Bizon jeeps by Alexander Chuvpilin and the MegaCruiser by Vyacheslav Zolotukhin. And, of course, out of competition - assembled from three decommissioned GAZ-66 and one UAZ all-terrain vehicle "Matryona".
This hard-working miracle car was created by the craftsmen of one of the Russian Railways emergency teams in Krasnoyarsk and helps them get to the most hard-to-reach places through which the railroad passes.
Thinking about what to write about this time, I looked at the calendar and found that today is the Day of Forest Workers, with which I congratulate them all! One of the main tasks of foresters is to fight forest fires, for this, forestries have fire stations and posts staffed special equipment. Special fire trucks for extinguishing forest fires began to be developed in the USSR in the late 1960s, and the first sample of such a vehicle was produced in 1970. Initially, GAZ-66 was chosen as a chassis for forest fire trucks, which had good cross-country ability and small dimensions. Fire trucks for foresters based on the GAZ-66 were produced until the end of the 1990s, until the "shishiga" was discontinued. Many of these vehicles are still in service, such as this ALP-30(66-11)-4VR forest patrol vehicle, manufactured in 1993, found at a fire station in the village of Dachny.
The vehicle is equipped with a 1000 liter water tank, a pump and a cabin for firefighters, in total it can take up to 7 crew members to a fire. Its index is standard for fire engines, it is deciphered as follows: first comes the designation of the type of car, in this case ALP - forest patrol vehicle, then one or more main parameters of the vehicle are indicated, in this case the pump capacity is 30 l / s (however, more than powerful pump, with a capacity of 40 l / s, but for some reason they did not change the index), then in brackets the numbers of the chassis model are 66-11, and in the last part the model index is 4VR, where "VR" is the designation of the Vargashinsky plant of fire fighting equipment.
Since the late 1990s, the production of forest fire trucks based on the GAZ-3308 "Sadko" has been launched at the Vargashinsky plant. This ATs(L)-1.0-30(3308)-4VR tanker, serving in the Ust-Zaostrovsky forestry, became just the successor to the ALP-30 (as can be seen from the index), it has the same tank capacity, the pump is the same performance, but the cabin has become more comfortable and more cramped, now only 5 fighters will be able to go to the fire.
In the same forestry there is another Vargashinskaya fire engine- АЦ (l) -1.6-30 (GAZ-3308) -2ВР, this machine has increased the capacity of the water tank to 1600 liters due to the installation of a conventional double cab.
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Recently, more and more companies have been developing and selling forest fire trucks - due to large-scale forest fires recent years for the purchase new technology much more money is being allocated than before. The same GAZ-3308 is most often used as a chassis. Once I caught at one of the gas stations on the Tyukalinsky tract an ATs (L) -1.0-40 (GAZ-3308) tanker truck manufactured by the Miass company "Pozhavto", very similar in characteristics and layout to Vargashinsky products.
On the fire theme, I still have a lot of photographic material, so there will be stories about other interesting fire trucks.
There are many small towns and villages in Russia where you can see unusual or even rare cars. For example, this truck is a mix of an all-wheel drive chassis from a GAZ-66 and a cab from a ZIL-130.
Please note that he has a two-row cabin. She used to stand on an old fire truck. This combination of chassis and cab looks ridiculous, but not everyone has the opportunity to buy new trucks.
There were problems installing the cabin: it turned out to be too long, so the bottom had to be cut out to fit it rear doors. By the way, in the background you see a GAZ-66, which became a donor of spare parts for this project.
The destination of the truck is not known. Previously, people created such machines out of necessity from what was at hand. It is likely that the truck was used as a tractor, and maybe workers were transported on it through difficult and swampy places.
Since the cab and hood of the truck take up almost all the space on the frame, the designers had to look for a new place for fuel tank. It was installed behind the cab on the only free piece of the truck frame.
Photos - Erofeev, Rudov
In the USSR in countryside, in the 60-70s, the fire tankers of the simplified design ACU-20 (manufactured in 1962-1968) were most widely used. Interestingly, the ACU-20 served for a very long time, and individual specimens could be found on collective farms, state farms and small enterprises even in the nineties!
In 1962, a special fire truck for the countryside, developed by the Special Design Bureau of Fire Engines of the Ministry of Construction, Road and Municipal Engineering of the USSR, went into production. It was an ACU-20 tank truck, officially designated in departmental circulars as "model 60". ACU-20 was a simplified design tank truck designed to deliver personnel, a supply of water and a minimum amount of fire fighting equipment to the fire site, as well as to supply the so-called first barrel without installing a tank on a water source. Also, these tank trucks can also be used for pumping water over long distances or for transporting water in waterless areas.
ATSU-20 was produced in two versions - based on truck GAZ-51A with a 4x2 wheel formula and based on the GAZ-63 all-terrain vehicle, which made it possible to use them in off-road conditions. In accordance with the classification adopted in those years, this fire truck, mounted on the chassis of a car with a carrying capacity of up to 4 tons, belonged to a light type. Based on the intended purpose - delivery to the fire site of the maximum possible (based on the carrying capacity of the chassis) amount of water, the ACU-20 (51A) and ACU-20 (63) tankers had a simplified design body and a standard single-row cab designed for two people. It was assumed that the missing amount of the combat crew of the tank during fire fighting would be replenished from voluntary fire organizations locality or the facility where the machine is applied.
By eliminating the combat crew cabin and reducing the amount of fire fighting equipment, it was possible to increase the amount of water taken out to 1550 liters. In the rear compartment of the tanker there was a PN-20 pump with a water supply of 1200 l / min, which is driven on the ACU-20 (51A) tanker from the engine through the power take-off and on the ACU-20 (63) tanker through the power take-off and gearbox .
Simplified design fire tanker ATSU-20 (63) on the GAZ-63 chassis 1 - driver's cab 2 - spare wheel; 3, 4 - left and right compartments: 5 - tank; 6 - pump; 7 - engine control mechanism; 8 - pump compartment
The pump compartment was all-metal, welded, it was located behind the tank and was heated with heat exhaust gases engine, passing through a special battery located under the pump.
The water tank was made of 3 mm thick sheet steel. It was welded, with a hinged lid on the neck, was located in the middle part of the car and was attached to the chassis side members by means of tie-down clamps. At the bottom of the tank there was a sump with a screwed-on plug, and on the rear end wall there were two flanges for fastening the pump pipelines for filling the tank with water and drawing water from it. Behind the cab, on the left and right sides tank trucks, two all-metal boxes of welded construction were installed on the brackets. Each of them was divided into two compartments and was intended to accommodate fire and technical weapons. Both boxes had blind doors equipped with locks and restrictive stops.
A heat exchanger was included in the engine cooling system for additional cooling water circulating during stationary operation of the engine in summer period. The cooling system provided long-term continuous operation of the engine to drive the pump at an ambient temperature of up to 35 degrees. The cars were equipped with two all-metal boxes for the placement of fire-technical weapons.
The production of ACU-20 was carried out by the Vargashinsky plant of fire-fighting equipment (VZPPO), which is in the Kurgan region. This pozhmashina has become widespread throughout almost the entire territory of the former Soviet Union. However, her life was short-lived. The point is that in the 1960s Russian Federation fire equipment similar light class on automobile chassis(and on the same GAZ-51A) also produced a plant in the village of Grabovo, Penza Region. Starting from 1967-1968, this enterprise intended to master the production of more progressive fire engines of the 106 model, which were already based on the GAZ-53 chassis. But "from above" it was decided to specialize GrAZ in the construction of refueling equipment, so the documentation for the "106th" was transferred to Vargashi, where they soon began to do it instead of the "60th". In the same place, at VZPPO, they later mastered the production of a simplified type tank truck and on an all-wheel drive chassis, however, not the GAZ-63, but the GAZ-66 was taken as the basis.
The performance characteristics of the fire truck ATSU-20
| Model | ATSU-20 (51A) | ATSU-20(63) |
| Base Chassis | GAZ-51A | GAZ-63 |
| Overall dimensions, mm | ||
| length | 5820 | 5820 |
| width | 2200 | 1920 |
| height | 2130 | 2200 |
| base, mm | 3300 | |
| Engine | GAZ-51 | |
| type | Carburetor, four-stroke | |
| number of cylinders | 6 | |
| maximum power (with limiter), l. With. |
70 | |
| Capacity, l | ||
| water tank | 1550 | |
| fuel tank | 90 | |
| cooling systems | 15 | |
| heat exchanger | 1,5 | |
| Pump | ||
| brand | PN-20L | PN-20L |
| type | Centrifugal, left hand rotation, without guide vane | |
| delivery at a pressure of 95 m w.c. Art. and suction lift 3.5 m, l/min |
1200 | |
| pump installation location | In a closed compartment, at the rear of the chassis | |
| Weight with full load and combat crew 2 people, kg | 3350 | 3510 |
| Maximum speed (with limiter), km/h | 70 | 65 |
| Control fuel consumption at a speed of 40 km/h, l/100 km of track | 20 | 25 |
