Fire trucks powered by gas. Fire trucks based on gas Gas 66 fire truck AC 40

14.06.2019

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 it has a two-row cabin. It used to be 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 was too long, so to fit it, we had to cut out the bottom part rear doors. By the way, in the background you can see the GAZ-66, which became a donor of spare parts for this project.

The purpose of the truck is unknown. Previously, people created such machines out of necessity from what was at hand. It is likely that the truck was used as a tractor, or perhaps it was used to transport workers through difficult and swampy areas.

Since the cab and hood of the truck take up almost all the space on the frame, the designers had to find a new place for fuel tank. It was installed behind the cab on the only free piece of the truck frame.

Photos - Erofeev, Rudov

The GAZ-66 all-wheel drive truck became a living legend even 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 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 was ensured by its excellent off-road performance, with relatively compact sizes and a simple device.

An important role in the continued active practical use of this model was also played by the fact that many of these vehicles are today in fairly decent technical condition.

Due to the fact that during the period of withdrawal of the GAZ-66 from the armed forces, many people had a real opportunity to purchase this army all-terrain vehicle, which had been removed from conservation, for relatively little money. And there were a lot of them stored for conservation!

The GAZ-66 was popularly nicknamed “shisharik” or “shishiga”. Not by analogy with “the relatives of the devil who live in the reeds” (the meaning of the ancient Slavic word “shishiga”), but simply by consonance with the phrase “sixty-six”.

Design features of GAZ-66; briefly about its differences from the GAZ-63

GAZ-66 - Soviet truck with a 4x4 wheel arrangement; frame structure, hoodless layout; with a lifting capacity of 2 tons. This truck at one time repeatedly became a laureate of various exhibitions, including international ones. But the biggest reward for the 66th is popular 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 people 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 that.

When developing a new four-wheel drive truck design team Gorky Automobile Plant relied 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 has become a completely new design– a cabover with a tilting cab.

The predecessor of the “shishiga” was the all-wheel drive GAZ-63.

Serious comparative tests have convincingly shown the significant superiority of the GAZ-66 over its predecessor. A GAZ-66 car with a full load in the back (2 tons), plus a trailer weighing another 2 tons, was capable of crossing the sandy desert in any direction.

Under the same conditions, the GAZ-63 car could not move far even without a trailer. It was found that the GAZ-66 can overcome sandy inclines of 22-23°, and the GAZ-63 can overcome inclines of no more than 4°.

If the GAZ-63 truck is capable of moving through virgin snow up to 0.4 m deep, then the GAZ-66 car has this figure - 0.7 m. For the 66th, a new, more powerful engine, who improved it dynamic characteristics and, ultimately, helping to increase cross-country ability. Self-locking limited-slip differentials were used in the drive axles, which made it possible to transmit up to 80% of the torque to one wheel.

The location of the cabin above the engine made it possible, with a wheelbase equal to that of the GAZ-63 car, to increase useful length cargo platform and post spare wheel behind the cabin. This made it possible to lower the loading height of the platform. Which, in turn, contributed to the improvement lateral stability car.

Tests have established: if a GAZ-63 vehicle, when driving with a low-lying (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 on 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 a speed above 65 km/h does it skid (lateral skid, without capsizing).

The GAZ-66 was also given better stability better 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 and developed lugs were also developed (tire sizes 12.00–18).

Installing spacer rings in the wheel allows the GAZ-66 to move on soft soils with tire pressure reduced to 0.5 kg/cm2. Lowering tire pressure provides more tire support surface area, dramatically reducing ground pressure.

Serious improvements were made to the chassis of the main GAZ SUV cargo. The GAZ-63 had short and hard springs, while the GAZ-66 used long and soft ones. Therefore, the GAZ-63, when passing through ditches, is prone to hanging its wheels diagonally. But this completely stops the car: the wheels are spinning - the car is standing still! GAZ-66 confidently overcomes the most severe uneven terrain.

Placing the cabin above the engine ensured an even distribution of the total load along the axles: 47% on the front axle and 53% on the rear axle, while for the GAZ-63 the distribution of loads on the axles is 37 and 63%, respectively. Thanks to this feature grip weight the vehicle is realized by both bridges to the same extent.

GAZ-66 in service in the USSR Airborne Forces

These features of the GAZ-66 are an excellent location of the center of gravity, almost equal load on the front and rear axle; compactness due to the cabin above the engine - gave the start to a long-term successful “career” of the vehicle in the airborne forces of the USSR. “Shishiga” is so far the only serial “paratrooper truck” in the history of our army.

GAZ-66B - the initial landing version with a folding cabin.

During 1965, the GAZ-66 successfully passed the entire range of tests on ground stands and in real landings from different heights, and on March 2, 1966, by order of the USSR Minister of Defense No. 38, the GAZ-66B landing vehicle was adopted by the Airborne Forces of the Soviet Army. It differed from the serial one by a folding cabin with soft top and folding frame windshield. The fact is that at that time military transport aviation had AN-8 and AN-12 aircraft, cargo cabins which GAZ-66, installed 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 GAZ-66s with a conventional all-metal cabin began to arrive in airborne units. “Shishiga” has proven itself excellently in real combat and near-combat conditions of military exercises and local military conflicts.

With the exception of one thing - in the conditions of mine ambushes by Afghan dushmans. The limited internal volume of the cabin 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 shortly after the start of this ten-year war.

GAZ-66 on landing platforms.

As of 2017, the GAZ-66 remained the only airdropped truck in history. Although there is a project to create a more modern airmobile truck, within the framework 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-66s were withdrawn from the armed forces back in the late 90s. According to the modern concept, the Airborne Forces do not need trucks dropped from aircraft - only for transporting personnel. After all, tracked floating lightly armored infantry fighting vehicles have been used for 40 years, with cannon and machine gun armament 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 the “shishiga” are, of course, wrong. The 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 geologists and oil workers, forestry specialists, etc., etc. well.

Truly 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 mechanical engineering: designers Alexander Prosvirnin, Oleg Obraztsov, Rostislav Zavorotny. Work on the creation of a new engine for an off-road truck was led by Pavel Syrkin.

The first batch of GAZ-66 trucks was produced in 1962, and on July 1, 1964, the model entered production mass production. The triumph of the new off-road truck was the super-auto rally organized in 1967 along the unimaginable route Gorky - Vladivostok - Gorky. Most of the journey passed through the Urals, Siberia, Transbaikalia and the Far East, in severe off-road conditions.

GAZ-66 trucks passed this severe test with honor. In 1968, a centralized tire pressure control system was also introduced into the machine.

GAZ-66 lasted on the factory assembly line, in different modifications, up to 1995. Then it was replaced by a family built on the same platform and equipped with diesel engines. all-wheel drive vehicles. The very last, 965,941st copy of the GAZ-66 rolled off the assembly line of the Gorky Automobile Plant exactly on the eve of its 35th anniversary mass production models: July 1, 1999. But this was no longer a serial (conveyor) assembly, but a piece assembly from the remaining vehicle kits.

Technical characteristics of the GAZ-66 in numbers

Max. length (with winch): 5.806 m; Width: 2.322 m; Canopy height without load: 2,520 m; Cabin height from 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 (on the bottom): 0.8 m.
Fuel tank volume: 2 x 105 liters.

Engine GAZ-66

Standard GAZ-66 engine – ZMZ-66 Zavolzhsky motor plant– carburetor, eight-cylinder, four-stroke, V-shaped arrangement, with liquid cooled. Working volume of this motor– 4254 cubic centimeters.

Power – 120 horsepower.
Maximum torque (at a crankshaft speed of 2500 rpm) – 284.4 Nm.
Cylinder diameter –92 mm. The piston stroke is 80 mm.
Compression ratio: 6.7.
Engine weight: 262 kg.
Carburetor type: K-126 (until the end of the 80s) or K-135 (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 GAZ-66 car engine was also equipped preheater PZHB-12.

Motor ZMZ-66-06 under the shishigi cabin.

A much smaller proportion of GAZ-66 trucks were equipped with an engine ZMZ-513.10, which is a version of the ZMZ-66-06 engine improved at the turn of the 80s/90s (same volume, power - 125 hp)

In the 90s, GAZ-66 with diesel engine GAZ-544 85 hp and torque 235 Nm; as well as with turbocharged diesel engines GAZ-5441. (116 hp). These modifications received the index GAZ-66-41.

Manufacturer defined maximum speed is 90 km/h. Although it is possible to independently remove the engine speed limiter (then you can accelerate to 110-120 kilometers per hour), this car this is, in general, useless.

Transmission, chassis, steering and brake control

The gearbox on the GAZ-66 is mechanical, 4-speed, with synchronizers in 3rd and 4th gears. Transfer case has two gears, with a reduction gear and a switchable front axle. Enabling direct transmission in the RC does not mean disabling the front axle. It is activated by a separate lever and can operate in any gear in the transfer case. The steering type is a globoidal worm with a three-ridge roller, there is a hydraulic booster.

To make driving easier, not only synchronizers are used. For the same purpose, a hydraulic booster, a brake system with a hydraulic vacuum brake booster is used. The clutch is made of a single-disc type, and a hydraulic drive is also installed.

Front and rear suspension– on longitudinal semi-elliptic springs with double-acting hydraulic telescopic shock absorbers, the GAZ-66 was distinguished by its smooth ride. Due to the single springs on rear axle and self-locking differentials in the main gears, this vehicle cannot be overloaded.

The service brake system is separate (but this technical solution began to be used only in the 80-90s. production model); parking – drum transmission brake. Working mechanism brake system– drum, has a hydraulic drive and a hydraulic vacuum amplifier. This design provides good braking on any road surface. Parking brake acts on all wheels of the truck. But the handbrake is installed on the rear axle drive shaft. And in this case, it can block the front wheels only when the front axle is also turned on in the transfer case.

Bridges GAZ-66

Drive axles of GAZ-66 are hypoid type. The design of the GAZ-66 rear axle is represented by the following components and parts: crankcase, assembled 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 cardan transmission on the axle shaft, and increases torque at the wheels.

The GAZ-66 gearbox consists of a housing, drive and driven gears of the main gear, a prefabricated differential and bearings. Front axle Gas-66 includes the same gearbox as at the rear.

The rear axle of the GAZ-66 is a unit with a solid axle beam; main gear single, hypoid, axle shafts are completely unloaded.

Body and cabin of GAZ-66

The body of the GAZ-66 is a metal platform, along the high lattice sides of which there are folding benches. The tailgate opens and the awning is stretched across five arches.

The all-metal cabin has two unified seats - for the driver and for the passenger, separated by the upper engine casing. For driver rest long trips the cabin is equipped with a suspended sleeping area. Simply put, a canvas hammock with four hooks.

The atmosphere in the cabin is more than brutal and spartan - there is only metal around, nothing superfluous. But comfort is still better than that of its predecessor, the GAZ-63: the cabin is equipped with effective ventilation and heating, blowing and windshield washing devices.

Nowadays, GAZ-66 is used by vacationers at many resorts in the Krasnodar region.

To inspect and repair the engine, the cabin can be hinged forward quite easily. Between the driver's seat and the passenger's seat there is a permanent cover that covers the engine, and because of this, the curved gearshift lever is located to the right-rear of the driver. This causes considerable inconvenience when changing gears; You still need to get used to such a lever.

Review of GAZ-66 modifications

GAZ-66-1(1964-1968) - the first model without a centralized tire pressure regulation 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 – tractor unit(did not receive distribution).

GAZ-66E(1964-1968) – with shielded electrical equipment
GAZ-66-01 (1968-1985) – basic model, There is centralized system regulating air pressure in tires.
GAZ-66-02(1968-1985) – plus 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) – modernized basic model. 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) - modernized version with a 125-horsepower ZMZ-513.10 engine, with reinforced tires and single-pitch wheels, modified brakes, a platform without wheel wells 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 installing dump bodies.
GAZ-66-41(1992-1995) - with a naturally aspirated diesel engine GAZ-544.
GAZ-66-40(1995-1999) - equipped with a GAZ-5441 diesel engine with turbocharging.
GAZ-66-92(1987-1995) – for the northern regions.
GAZ-66-96– special chassis for rotation buses

They were exported to fraternal (and not so fraternal too) countries 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.

Review of common special vehicles based on GAZ-66

AP-2 – auto-dressing station, army mobile folding medical station. Expanded version of the serial transport ambulance Armed Forces THE USSR.

AS-66– army transport ambulance for the evacuation of the wounded.
DDA-66– disinfection-shower vehicle, for sanitary, hygienic and disinfection measures.
DPP-40- pontoon park, a special vehicle of army engineering units for establishing crossings over water obstacles.
GZSA-731, 983A, 947, 3713, 3714– vans such as “Mail”, “Bread” and “Medicine”.
MZ-66- oil dispenser.
R-125 And R-142– command post vehicles/radio stations with kung.

Command and staff vehicle R-142.

3902, 3903, 39021, 39031 – mobile workshops to provide technical assistance to agricultural machinery. (“Techniques” or “gaits”).
2001, 2002, 3718, 3719, 3716, 3924, 39521 – mobile mobile clinics.
GAZ-SAZ-3511– dump truck for agricultural purposes (assembled on GAZ-66-31 chassis in Saransk, Udmurtia).

PAZ-3201– all-wheel drive version of PAZ-672.
PAZ-3206, all-wheel drive version of PAZ-3205.

GAZ-66 frame and chassis as the basis for creating all-terrain vehicles

The most popular two-axle truck Soviet army has become a popular basis for the inspired imagination of folk craftsmen. GAZ-66 can even be called a record holder for the number of various modifications and original cars created on its chassis. It’s all about the excellent off-road potential of the “shishiga”.

Created on the usual factory frame and chassis of the 66th kungi-“homes on wheels”, as well as monster- and “hummer”-like jeeps, they have repeatedly amazed the public with their size and brutality. appearance. Including at major forums, such as the Moscow and Alma-Ata auto exhibitions.

The craftsmen from the Retro-Style workshop 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 “shishig”, were not only exhibited at popular exhibitions many times, but also found several real buyers. A detailed reviews 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 modifications of the GAZ-66 include the Partizan pickup truck, the Bison jeeps by Alexander Chuvpilin and the MegaCruzer by Vyacheslav Zolotukhin. And, of course, there is no competition - the Matryona all-terrain vehicle, assembled from three decommissioned GAZ-66s and one UAZ.

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 along which the railway passes.

In the USSR in rural areas, in the 60-70s, the most widely used fire tankers were the simplified design ATSU-20 (produced 1962-1968). Interestingly, the ACU-20 served for a very long time, and individual copies could be found on collective farms, state farms and small enterprises even in the nineties!

In 1962, a special fire truck for rural areas, developed by the Special Design Bureau of Fire Engines of the USSR Ministry of Construction, Road and Municipal Engineering, went into production. It was an ATSU-20 tank truck, officially designated in departmental circulars as “model 60.” ATSU-20 was a tank truck of a simplified design, designed to deliver personnel, a supply of water and a minimum amount of fire-fighting equipment to the site of a fire, as well as to supply the so-called first barrel without installing the tank on a water source. Also, these tanker trucks can also be used to supply water over long distances or to transport water in waterless areas.

ATSU-20 was produced in two versions - based on truck GAZ-51A with a 4x2 wheel arrangement 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 engine, mounted on a vehicle chassis with a carrying capacity of up to 4 tons, was of the light type. Based on the intended purpose of delivering the maximum possible amount of water (based on the load capacity of the chassis) to the fire site, the ATSU-20 (51A) and ATSU-20 (63) tank trucks had a simplified body design and a standard single-row cabin designed for two people. It was assumed that the missing number of tank crews for firefighting would be replenished from voluntary fire organizations settlement or the facility where the machine is used.

By eliminating the crew cabin and reducing the amount of fire-fighting equipment, it was possible to increase the amount of transported water to 1550 liters. In the rear compartment of the tank truck there was a PN-20 pump with a water supply of 1200 l/min, which was driven on the ATSU-20 (51A) tank truck from the engine through the power take-off box and on the ATSU-20 (63) tank truck through the power take-off box and gearbox .

Fire tanker of a simplified design ATSU-20 (63) on a GAZ-63 chassis 1 - driver's cabin 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 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, located in the middle part of the car and attached to the chassis side members using tie 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 pump pipelines for filling the tank with water and drawing water from it. Behind the cab, on the left and right sides tanker trucks, two all-metal boxes of welded construction were installed on brackets. Each of them was divided into two compartments and was intended to accommodate fire-fighting equipment. Both boxes had solid doors equipped with locks and stops.

A heat exchanger was included in the engine cooling system to additional cooling water circulating during stationary engine operation in summer period. The cooling system ensured long-term continuous operation of the engine driving the pump at ambient temperatures up to 35 degrees. The vehicles were equipped with two all-metal boxes to accommodate fire-fighting equipment.

The Vargashinsky Fire-Fighting Equipment Plant (VZPPO), in the Kurgan region, was engaged in the production of ATSU-20. This press machine has become widespread throughout almost the entire territory of the former Soviet Union. However, her life was short-lived. The fact is that in the sixties in Russian Federation similar fire equipment, light class on car chassis(and on the same GAZ-51A) it was also produced by a plant in the village of Grabovo, Penza region. This enterprise, starting from 1967-1968, intended to master the production of more advanced “fire trucks” of the “106” model, based on the GAZ-53 chassis. But “from above” it was decided to specialize GrAZ in the construction of fuel refueling equipment, so the documentation for the “106th” was transferred to Vargashi, where they soon began to make it to replace the “60th”. There, at VZPPO, they later mastered the production of a simplified type of tanker truck on an all-wheel drive chassis, although the basis was no longer taken from the GAZ-63, but from the GAZ-66.

Tactical and technical characteristics of the ATSU-20 fire truck

Model	ATSU-20 (51A)	ATSU-20(63)
Basic 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 rotation, without guide vane
supply at a pressure of 95 m of water. Art. and suction height 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 of 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	20	25

Trucks produced by GAZ have always been famous for their high maintainability. And it's very important quality– The good thing about a GAZ truck is that it can be repaired almost in the field. On chassis trucks various special equipment was created - “medics”, military vehicles, drilling machines, etc.

Fire tanker AC 1.6-40 based on Gas

GAZ fire trucks were also produced - they also became popular due to high reliability and low price.

The history of fire trucks at GAZ begins in 1932. The PMG-1 vehicle was produced at the base of the first Nizhny Novgorod truck. The car was equipped with a 50 hp engine. s., fire equipment could reach speeds of up to 70 km/h. The car, unlike a simple truck, was equipped with a power take-off. Only two people could fit in its cabin, including the driver. But for the personnel, a wooden body was installed at the back, designed for 8 people.

This is what the first fire truck PMG-1 looks like

A container of water was mounted in the middle of the body; it was designed to hold only 150 liters. At the back of the cabin there was a device that allowed connection to a centralized water supply network.

Fire trucks of the Gorky Automobile Plant

Even if we do not take into account the pre-war years, quite a lot of brands have been produced on the basis of the chassis over the entire history of GAZ’s existence. fire equipment. It was created on the chassis:

GAZ 63;
GAZ 66;
GAZ-33092;
GAZ 3308 “Sadko”;
and GAZ 53 12;
GAZ-331041 "Valdai";

Fire truck GAZ-66

Fire truck GAZ 66 V big city you don't see it often, and that's not surprising. By good roads Any car can get there quickly – an SUV is more needed where a simple truck won’t “go.” In particular, the 66th is practically irreplaceable when extinguishing forest fires, at drilling sites and in remote rural areas.

Many modifications of the fire truck were created on the basis of the GAZ 66. The history of fire tankers begins in the mid-60s of the twentieth century. In total, there are 9 modifications on the “66” chassis.

The main manufacturer of tank trucks was the Vargashinsky plant in the Kurgan region, which was engaged in the production of fire-fighting equipment.

The first model AC-20(66) began to be produced in 1966. The vehicle was intended to extinguish forest fires and fires in rural areas.

Fire truck based on GAZ 66

Fire truck models were designated digital indexes, this modification had the number 99. ATs-20(66) had a tank capacity of 920 liters and a PN-20K pump.

The next model 146 (ATs-30(66-01)) was produced from 1971 - the capacity was increased to 1500 liters, and it was installed new pump PN-40. The Vargashinsky plant produced model 147 since 1976 - the car had a tank of 980 liters and a portable pump of the PMP-L brand. In 1979, the Kurgan residents created a new fire engine ATs-30(66) - this is one of the most famous tank trucks on chassis 66. This vehicle had a solid supply of water (1600 l) and a powerful pump PN-40UA.