A new book from the author of the bestseller "Cars of the Soviet Army"! The first encyclopedia of top-secret projects of the military automotive industry, irrefutably proving that in this area the USSR was “ahead of the rest” and that the highest achievement of our automotive industry was not even the well-known mass army vehicles, but the unique multi-axle all-wheel drive chassis for strategic missile systems developed in absolute secrecy appointments that were on combat duty in constant motion along special secretive dirt roads and were virtually invulnerable to the enemy. Unsurpassed high-speed amphibians and special floating trucks, active road trains and multi-section vehicles, the most advanced units and materials: multi-fuel, gas turbine, electric and even jet engines, heavy-duty titanium alloys - Soviet engineers and designers truly knew no equal!
The new encyclopedia of the leading historian of automotive technology, illustrated with hundreds of exclusive photographs, provides a complete overview of these secret developments that were decades ahead of their time and turned the USSR into a leader in the military automotive industry.
KZKT-7428 (1988 - 1991)
(1988 - 1991)
Only after 25 years of production of MAZ-537 vehicles at the Kurgan plant, a worthy replacement finally appeared for them - the first fourth-generation KZKT-7428 tractors, representing a combination of all previous vehicles. These works were headed by the new chief designer Yu. T. Butrov. Formally, the basis of the new family was the KZKT-7427 variant, on which a new power unit and cab were installed for the first time, although the 537th series remained its original basis. Cars of the 7428 range were also designed to tow all standard semi-trailers weighing up to 70 tons and operate in extreme weather and temperature conditions, and taking into account the experience of the Afghan campaign, the maximum height of the mountain passes to be overcome was increased to 4000 m.
As with intermediate prototypes, the main design innovations of the 7428 series were also the engine and cab. They mounted a more economical automobile diesel YaMZ-8401.10 V12 (25.86 l, 650 hp) liquid-cooled turbocharged, combined lubrication system with a "wet" sump, shielded electrical equipment and a number of new auxiliary units. These included an electric torch preheater PZhD-600I, a tank for preheating fuel, an additional oil cooler, an even more powerful 3-kilowatt generator and the only electric start system. The cars had a metal 6-seater pressurized cabin with an elevated roof with a sunroof, three windshields tilted forward, folding side windows and upper quadrangular side windows. The first releases had front reinforcing gussets, since 1989 a single-piece welded cabin wall slightly advanced forward was used. In order to increase strength, it was again made 2-door, and the preserved outlines of the rear doors only imitated their real presence. In front of the cab there were two individual sprung seats for the driver and crew commander, which had adjustments in length, height and backrest. The second row housed four single seats for the crew of towed vehicles, which could be transformed into two berths. The cockpit included reinforced noise and heat insulation, a filter-ventilation unit, double glazing, two independent heating systems, light curtains, radiation protection screens and brackets for personal weapons. The third and last original solution was the replacement of the longitudinal steel balance arms of the rear bogie with multi-leaf springs. From the later prototypes of the KZKT-7426 series 7428, they got an automatic gap selection in the wheel brakes and a dual-circuit brake system. All other units remained practically unchanged, not only in comparison with their immediate predecessors, but also with the first MAZ-537 Minsk tractors.
The base vehicle of the new family was the KZKT-7428 truck tractor without a winch, assembled in 1988 and having a hitch load of 27 tons. When using an extended cab, the front overhang reached 2984 mm, the overall length increased to 10,060 mm, height - up to 3060 mm. All this could not but affect the weight parameters, which significantly exceeded the values of the MAZ-537G model with a winch: curb weight - 23.7 tons (+1.4 tons), gross weight - 50.7 tons (+1 tons), total weight road trains – 93.7 tons (+3 tons). The maximum speed remained at the same level (65 km / h), the control fuel consumption returned to the earlier value (125 liters per 100 km), but the cruising range reached 1.5 thousand km, however, it took into account the contents of the spare fuel tanks on the semi-trailer. The loaded road train overcame a 1.1-meter ford and climbs with a steepness of up to 16?. The official warranty mileage of the tractor was at the level of 20 thousand km with a service life of at least five years. All other characteristics corresponded to the 537 series. The derived saddle version 74281 was distinguished by the installation of a 15-ton winch with a cable 100 m long and, in general, was an analogue of the 537G machine. It weighed 1.3 tons more than the base model 7428, and worked as part of road trains with a gross weight of up to 95 tons. The 74282 ballast tractor with a winch and a 3.2-meter metal platform from the 74261 machine also had all the parameters inherited from the 537A models and 537L, but was the heaviest in the range 7428 - 25.8 tons.
These three basic vehicles successfully passed acceptance tests, were adopted by the Soviet Army, and in 1990 formally entered virtual serial production. The last new machine of the KZKT brand of the Soviet period in 1991 was a special tractor 74283 with a fifth wheel shifted 345 mm back. All these machines were the progenitors of the KZKT-7428 family that has been produced so far. Since then, it has been replenished with specialized military variants with new units and assemblies, which are now being supplied to the Armed Forces of the Russian Federation. Such a bright future back in the early 1990s was seriously overshadowed by the beginning of the transition to commercial versions, thanks to which Rusich OJSC barely managed to survive the times of economic reforms, the absence of military orders, the free market and stay afloat as part of the ruined domestic military automobile complex.
Only after 25 years of production of MAZ-537 vehicles at the Kurgan plant, a worthy replacement finally appeared for them - the first fourth-generation KZKT-7428 tractors, representing a combination of all previous vehicles. These works were headed by the new chief designer Yu. T. Butrov. Formally, the basis of the new family was the KZKT-7427 variant, on which a new power unit and cab were installed for the first time, although the 537th series remained its original basis. Cars of the 7428 range were also designed to tow all standard semi-trailers weighing up to 70 tons and operate in extreme weather and temperature conditions, and taking into account the experience of the Afghan campaign, the maximum height of the mountain passes to be overcome was increased to 4000 m.
As with intermediate prototypes, the main design innovations of the 7428 series were also the engine and cab. They mounted a more economical automobile diesel YaMZ-8401.10 V12 (25.86 l, 650 hp) liquid-cooled turbocharged, combined lubrication system with a "wet" sump, shielded electrical equipment and a number of new auxiliary units. These included an electric torch preheater PZhD-600I, a tank for preheating fuel, an additional oil cooler, an even more powerful 3-kilowatt generator and the only electric start system. The cars had a metal 6-seater pressurized cabin with an elevated roof with a sunroof, three windshields tilted forward, folding side windows and upper quadrangular side windows. The first releases had front reinforcing gussets, since 1989 a single-piece welded cabin wall slightly advanced forward was used. In order to increase strength, it was again made 2-door, and the preserved outlines of the rear doors only imitated their real presence. In front of the cab there were two individual sprung seats for the driver and crew commander, which had adjustments in length, height and backrest. The second row housed four single seats for the crew of towed vehicles, which could be transformed into two berths. The cockpit included reinforced noise and heat insulation, a filter-ventilation unit, double glazing, two independent heating systems, light curtains, radiation protection screens and brackets for personal weapons. The third and last original solution was the replacement of the longitudinal steel balance arms of the rear bogie with multi-leaf springs. From the later prototypes of the KZKT-7426 series 7428, they got an automatic gap selection in the wheel brakes and a dual-circuit brake system. All other units remained practically unchanged, not only in comparison with their immediate predecessors, but also with the first MAZ-537 Minsk tractors.
The base vehicle of the new family was the KZKT-7428 truck tractor without a winch, assembled in 1988 and having a hitch load of 27 tons. When using an extended cab, the front overhang reached 2984 mm, the overall length increased to 10,060 mm, height - up to 3060 mm. All this could not but affect the weight parameters, which significantly exceeded the values of the MAZ-537G model with a winch: curb weight - 23.7 tons (+1.4 tons), gross weight - 50.7 tons (+1 tons), total weight road trains – 93.7 tons (+3 tons). The maximum speed remained at the same level (65 km / h), the control fuel consumption returned to the earlier value (125 liters per 100 km), but the cruising range reached 1.5 thousand km, however, it took into account the contents of the spare fuel tanks on the semi-trailer. The loaded road train overcame a 1.1-meter ford and climbs with a steepness of up to 16?. The official warranty mileage of the tractor was at the level of 20 thousand km with a service life of at least five years. All other characteristics corresponded to the 537 series. The derived saddle version 74281 was distinguished by the installation of a 15-ton winch with a cable 100 m long and, in general, was an analogue of the 537G machine. It weighed 1.3 tons more than the base model 7428, and worked as part of road trains with a gross weight of up to 95 tons. The 74282 ballast tractor with a winch and a 3.2-meter metal platform from the 74261 machine also had all the parameters inherited from the 537A models and 537L, but was the heaviest in the range 7428 - 25.8 tons.
These three basic vehicles successfully passed acceptance tests, were adopted by the Soviet Army, and in 1990 formally entered virtual serial production. The last new machine of the KZKT brand of the Soviet period in 1991 was a special tractor 74283 with a fifth wheel shifted 345 mm back. All these machines were the progenitors of the KZKT-7428 family that has been produced so far. Since then, it has been replenished with specialized military variants with new units and assemblies, which are now being supplied to the Armed Forces of the Russian Federation. Such a bright future back in the early 1990s was seriously overshadowed by the beginning of the transition to commercial versions, thanks to which Rusich OJSC barely managed to survive the times of economic reforms, the absence of military orders, the free market and stay afloat as part of the ruined domestic military automobile complex.
Tractors have always surprised with their power and impressive dimensions, but even among them there are such giants, at the sight of which the breath stops. I bring to your attention a look at the 5 largest truck tractors that we are unlikely to ever see in real life.
KZKT-7428
The KZKT-7428 truck tractor replaced the MAZ-537 tractor, which was produced at the Kurgan Wheel Tractor Plant named after D.M. Karbysheva (KZKT, later - Rusich OJSC). The length of the giant monster was 10 meters, the width was almost 3 meters, and the height was 3.3 meters. A 23-ton tractor can tow trailers weighing up to 75 tons, and all its eight wheels were driving. KZKT-7428 is able to overcome not only severe impassability, but also a ford up to 1.1 meters deep.
Double-row six-seater all-metal cabin provides transportation of the crew of the transported equipment. The rear row of seats can be transformed into two beds. The cab is equipped with thermal and sound insulation, a filter-ventilation unit, two independent heating systems and allows the vehicle to be operated in almost any climatic zone (-50°С..+50°С). Four engines were installed on the truck in different years: 8401.10-14 with a capacity of 650 hp, 240NM1B with a capacity of 500 hp, D-12A-525A from MAZ-537 with a capacity of 550 hp, as well as the American Cummins KTTA19-C650 with a capacity of 650 hp. The average fuel consumption of the engines was about 125 liters per 100 km.
Oshkosh M1070
The heavy off-road tractor Oshkosh M1070 is designed for operation on rough terrain, including absolute off-road of any category in difficult weather and climatic conditions from - 50 ° to + 50 °. The design of the machine is optimized for heavy use and is capable of carrying loads weighing 80 tons.
The length of the M1070 is 9 meters, the height is almost 4 meters, and the curb weight is about 21 tons. The American M1070 tractor is equipped with two power units: a 12-liter Detroit Diesel 8V-92TA with a capacity of 500 hp. and 18-liter Caterpillar C-18 with 700 hp. (seven-speed automatic).
Elphinstone Haulmax 3900
This huge monster called Elphinstone Haulmax 3900 cannot be driven on ordinary roads. It is designed to deliver parts and heavy equipment to the quarry. The length of this colossus is 13 meters, the width is 3.4 meters, and the height is 5.2 meters. Elphinstone Haulmax 3900 weighs 47 tons. It can tow up to 183 tons.
To move such a mass from its place, a 27-liter Caterpillar C27 ACERT engine is used, which produces 740 hp. and 3501 Nm. The Haulmax 3900 has a 1000 liter fuel tank.
BelAZ 7420
In 1973, the first coal-carrying train, 19 meters long, 5 meters wide and 4.6 meters high, left the factory gates. BelAZ 7420, combined with a single-axle semi-trailer BelAZ-9590, was intended for the transportation of coal and other rocks from quarries. The coal, taken out by him at a time, could fill two railway cars.
The total mass of the Belarusian giant was 217 tons, of which 120 were only minerals in the back of a semi-trailer. Of course, the BelAZ 7420 cannot move along ordinary roads, but a diesel power plant with a capacity of 1200 hp helps it travel around the quarries. Even a monument was erected to this tractor in the city of Neryungri, in the Republic of Sakha (Yakutia).
Nicolas Tractomas
A huge Tractor tractor is used to transport transformers from seaports to power plants in South Africa. Such cars, lined up in a road train, slowly go to their destination. The speed of such a trip is only 14-16 km / h. The weight of a road train of 3 loaded vehicles is approximately 900 tons.
Nicolas Tractoma dimensions: length 11 meters, width 3.48 meters, height 4.67 meters. The five-axle tractor is equipped with a 950-horsepower engine that allows you to accelerate to 62 km/h.
By the seventies, the MAZ-537 tractor, produced at the Kurgan Wheel Tractor Plant named after D.M. Karbysheva (KZKT, later - Rusich OJSC), became obsolete. Then the designers of the plant, headed by V.A. Piskarev - began work on improving the tractor. The main direction of work was to increase engine power. Attempts were made to install tank diesel engines V-38 (on KZKT-545) and D-12A-650 (on KZKT-7426) on a car, the prototype cars were successfully tested, but they did not get into the series due to the short engine life.
On April 6, 1978, the Decree of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 262 was issued (supported by the corresponding order of the Ministry of Automotive Industry No. 141 of June 6), instructing the KZKT to develop a family of promising tractors for working with heavy trailers. The work on the creation of the tractor was headed by the chief designer V.P. Kosiv. As a result, a KZKT-7427 car with a D-12AN-650 diesel engine manufactured by Barnaultransmash appeared. In 1985, acceptance tests began, in which two experimental KZKT-7427 ballast tractors took part. But the resource of this engine turned out to be insufficient - during normal operation of the tractor, it would only last for a year.
Then it was decided to use the YaMZ-8401 engine of the same power produced by the Yaroslavl Motor Plant. Further work on improving the tractors was headed by the new chief designer of the plant Yu.T. Butrov. Using the experience of creating KZKT-7426 and KZKT-7427, a new basic model, KZKT-7428, was developed. As a power plant, it was decided to use the YaMZ-8401.10-04 engine, which by that time had already been successfully used on BelAZ-7540 and BelAZ-7548 mining dump trucks. In the late 80s, KZKT-7428 successfully passed all types of tests and was recommended for production.
The functions of the main bearing element were taken over by the spar frame, to which most of the mechanisms and systems are attached. As a power plant, a four-stroke twelve-cylinder V-shaped liquid-cooled diesel engine YaMZ-8401.10-14 was used, which is located in the engine compartment behind the cab. The engine is equipped with two turbochargers and an air intercooler system. The air system has two filters with replaceable filter elements. For reliable starting of the engine, there is a spark plug electric torch device EFU.
For starting at temperatures below -15 o C, the PZhD-600I preheater is used. The fuel supply is located in two main tanks of 420 liters each. The power system has a heated service tank with a capacity of 60 liters. For pumping the fuel system, a manual pump RNM-1KU2 is installed. The transmission is hydromechanical, includes a torque converter, a three-speed planetary gearbox, a two-stage transfer case and a hydraulic retarder (used as an auxiliary brake system). In 2nd and 3rd gears, the torque converter may lock up.
To increase the cross-country ability, the cross-axle differentials of the two front axles are made as mechanisms of increased friction, the two rear ones are self-locking. Center differentials - lockable. All wheel drive with 18.00-24″ tires is permanent. The suspension of each wheel is independent, on transverse levers, torsion elastic elements and hydraulic shock absorbers. In this case, the two rear axles are connected to the frame only with the help of longitudinal balancers. The steering mechanism is equipped with a hydraulic booster. The brake system has a separate pneumohydraulic drive.
A two-row six-seater all-metal cabin provides for the transportation of the crew of the transported equipment. The cab is equipped with heat and noise insulation, FVU, IMD-21B dose level meter, double glazing, light-protective curtains on the windows, two independent heating systems (one heater is connected to the engine cooling system, the other is autonomous) allowing the car to be operated in almost any climatic conditions. zones (from -50 o C - up to +50 o C), arms for mounting weapons.
