So, the history of Soviet buses began with a bus based on AMO F-15.
The first AMO bus with a capacity of 14 passengers was created in 1926 on the chassis of a 1.5-ton AMO-F-15 truck. The body was made on a frame of bent wooden profiles and sheathed with metal, the roof was covered with leatherette. There was only one passenger door - in front of the rear wheel arch. Four-cylinder carbureted engine 35 HP allowed the bus to accelerate to 50 km / h. In addition, since 1927, a two-door mail bus has been produced ( backdoor was behind the rear wheel arch) and an ambulance (without side doors). Third Party Manufacturers they put their own bodies on the AMO-F-15 chassis, for example, an open one with a tarpaulin awning for serving resorts. Photo from a 1983 postcard:
Later appears extended version- AMO 4 (1933). 22 places. Max speed with 6-cylinder 60 hp engine. was 55 km/h. A batch of several dozen cars was produced.
Based on the ZIS-5, or rather its lengthened base from 3.81 to 4.42 m, the ZIS-11 chassis in 1934-1936. a 22-seater (total number of seats 29) ZIS-8 bus was produced. Six-cylinder in-line carburetor motor volume of 5.55 liters with a capacity of 73 hp. allowed ZIS-8 gross weight 6.1 t accelerate to 60 km / h. Only 547 units were produced at ZIS. ZIS-8.
In 1938, the ZiS-8 was replaced on the assembly line by a more advanced ZiS-16 that met the trends of that time. The production of the ZIS-16 bus, which, in accordance with the then automobile fashion, had a streamlined body shape, but was still made on a wooden frame, was deployed from 1938 and continued until August 1941. The bus accommodated up to 34 passengers (with 26 seats). Forced up to 84 hp the ZIS-16 engine accelerated the car with a gross weight of 7.13 tons to 65 km / h.
The production of passenger buses was resumed after the war, in 1946.
Then the body was developed, which simultaneously became the MTV-82 tram, the MTB-82 trolleybus and the ZiS-154 bus. ZiS-154 was not just a bus .. In 1946, domestic designers managed to create a hybrid!
The design of this bus was advanced for the domestic auto industry: the first domestic serial all-metal load-bearing body wagon type(by the way, unified with the MTB-82 trolleybus and the MTV-82 tram) with a passenger door in the front overhang and an engine in the rear of the body, pneumatic door actuator, adjustable in three directions driver's seat, diesel and electric transmission with electric generator and electric motor. Forced diesel YaAZ-204D with a power of 112 hp allowed the bus with a gross weight of 12.34 tons to accelerate to 65 km / h. A total of 1164 ZIS-154 buses were produced. However, the diesel engine, which was then just being mastered in production, turned out to be unfinished in terms of exhaust smoke and reliability, therefore the ZIS-154 equipped with it, which also suffered from a whole bunch of "childhood diseases", became the object of serious complaints from the townspeople and operators, which led to a relatively quick removal of the bus from production in 1950. One of them is preserved in the Mosgortrans museum.
The unsuccessful ZIS-154 was replaced by an easier-to-manufacture, but less capacious 8-meter ZIS-155, from the design of which elements of the ZIS-154 body and units of the ZIS-150 truck were used. By the way, it was on the ZIS-155 for the first time in domestic auto industry implemented generator alternating current. The bus could carry 50 passengers (28 seats). Engine ZIS-124 with a power of 90 hp accelerated the car with a gross weight of 9.9 tons to 70 km / h. A total of 21,741 ZIS-155 buses were produced, which remained the main model of the bus fleets of the capital and other large cities of the USSR from the mid-50s to the mid-60s.
Preserved in the Mosgortrans museum, as well as as monuments in some cities and sheds in some collective farms.
In 1955, for the first time in the USSR, an intercity bus was developed (before that, ZiS-155 cars ran along the Moscow-Yalta route, it’s scary to imagine how much and how it was to go in it ..) It turned out huge, luxury bus American style.
bus with original load-bearing body 10.22 m long could carry 32 passengers, located in comfortable aircraft-type seats with headrests and adjustable backrests. The power plant consisted of a YaAZ-206D two-stroke diesel engine, located transversely in the rear of the bus with a gearbox and driving the rear axle cardan shaft located at an angle to the longitudinal axis of the bus. In terms of level, design of the body and interior, comfort for passengers and dynamic qualities, the ZIS (ZIL) -127 corresponded to the best foreign analogues and deservedly was the flagship domestic automotive industry. However, the overall width of the ZIS-127 is too large, equal to 2.68 m, which exceeded international requirements (the width of the vehicle is not more than 2.5 m) and the emphasis on the development of economic ties with the socialist countries of the CMEA, which was given priority in the production of buses big class(Hungary, Czechoslovakia) decided the fate of a completely competitive model (in fact, the last competitive domestic bus) - in 1960, the production of ZIL-127 was curtailed. In total in 1955-1960. 851 ZIS(ZIL)-127 buses were produced.
Until our days in perfect condition ZiS-127 is preserved in the museum in Tallinn. Even on the territory of the former USSR there are several cars in the state of "a shed in the backyard of the motor depot."
Interestingly, on the basis of ZIL-127 in 1959, NAMI created and tested the Turbo-NAMI-053 gas turbine bus, which reached a speed of 160 km / h or more. GTE mounted in the rear of the cabin developed 350 hp. and was twice as light as the base YaMZ-206D diesel engine. However, such a machine did not go into series because of the complexity in production and operation.
ZIL-158, ZIL-158V - city bus. Produced from 1957 to 1959 at ZIL and from 1959 to 1970 at LiAZ. ZIL-158 was the main bus model in urban bus fleets Soviet Union in the 1960s and early 1970s. It was a further modernization of the ZIS-155 bus. It was distinguished by a body lengthened by 770 mm with an increased capacity of up to 60 people. nominal passenger capacity (32 seats), redesigned front and rear masks, modified side windows, as well as an engine with a 9% increase in power. The first ZIL-158 had windows in the ventilation hatches in the roof, as well as windows in the corners on the rear roof slopes.
A front-engine layout was used, which subsequently migrated to the LiAZ-677 and PAZ-652.
Sometimes there are buses like this...
At the same time, the production of buses was started in Lvov, at a plant that used to produce truck cranes and trailers.
LAZ-695. I think he needs no introduction. Initially, he looked like this. Huge windows in the ceiling (at the far, earlier - tinted), an interesting air intake on the back of the roof. Rear-engine layout, ZiLovsky engine. It began to be produced back in 1956, since then it has been simplified and transformed many times.
There were quite a few changes to the hodovka during the entire production period.
And in the end, 695 turned into such a dear and familiar worker to all of us commuter routes, which was produced right up to 2002 (and in fact - until 2010 !!!) of the year.
In the late 50s, LAZ began developing intercity buses. There were dozens interesting options, units went into the series. For example, LAZ-697
In 1961, the LAZ-Ukraine bus was created. Remember "Queen of the Gas Station". Learned?
In 1967, a bus was created that made a real world breakthrough.
In the spring of 1967, this bus took part in the international bus competition in Nice (XVIII International Bus Week), where it received the following awards:
- Prize of the President of France, two Grand Prizes of Distinction and a Special Prize of the Organizing Committee - for participation in the rally.
- Silver medal for bodybuilders - for the competition of bodies.
- Big prize and Organizing Committee Cup - for technical tests.
- Big Cup - for the absolute first place in driving skills (driver - test engineer S. Borim).
Here she is, "Ukraine-67"
Let's go back to LiAZ, which in 1962 started producing the legend. LiAZ-677. Warm, gurgling and swaying to an incredible amplitude, it is familiar to almost everyone and needs no introduction .. In some places they still run, but in most cities they have long been melted down "into pots".
There were many variations. e.g. for the far north.
Meanwhile, Ukravtobusprom engineers prepared a surprise.
1970 The world's first low-floor bus. LAZ-360. Collected two copies. The first one is LAZ360EM. In 1970, when creating the LAZ-360EM (in some sources LAZ-360E), the main task of the designers was to lower the floor level in the bus to 360 mm above the road level (hence the bus index - "360"). It was possible to make the bus low-floor only by abandoning cardan gears, so the transmission on the LAZ-360EM is electromechanical. The bus engine (170 hp / 132 kW), together with the electric generator, was located in front (most likely behind driver's seat), and the drive wheels were rear, connected with traction motors. A feature of the bus was a four-axle chassis with small tires. Two front axles are steered, two rear axles are driven. The body with an unusual artistic solution was also interesting - bent in a vertical plane windshields and trapezoidal side windows. The length of the bus was 11.000mm.
Some time later, it became clear that the chosen four-bridge scheme with electric transmission did not justify itself, and then the design of the bus was thoroughly revised and practically developed anew. For the updated version, a biaxial scheme was chosen, with the usual mechanical transmission, but with front-wheel drive and steered wheels - in this way it became possible to make a flat low floor for almost the entire length of the bus. The engine of the new bus also changed its position in the cabin - now it was right side from the driver. The number and arrangement of entrance doors has also changed. The modernized bus received the name LAZ-360 (that is, with low level floor, but without electromechanical transmission).
DAZhigh-field medium capacity
The bus has undergone modernization more than once, mainly with changes during appearance body, but at the same time the overall dimension and layout of the body and the main units of the bus remained the same. The most significant change relative to the base first generation 695/695B/695E/695Zh was the modernization of the front and rear in two stages - first in the second generation 695M was changed rear end(with the replacement of one large “turbine” air intake at the rear of the roof with two side “gills”) with an almost unchanged front mask, and then the third generation 695N / 695NG / 695D also received a modernized front end (“licked” form changed to “visor”) . In addition, the factory emblems and the headlight space on the front end changed (both from generation to generation, and within generations; for example, in the third - from an aluminum false radiator grille to the same black-plastic one and then its complete removal), headlights and sidelights , front bumpers, wheel covers and more.
Not devoid of a number of shortcomings (cramped interior and doors, frequent overheating of the engine of buses of the 2nd and 3rd generations, etc.), the bus was characterized by simplicity of design and unpretentiousness in operation in all categories highways. In the post-Soviet space, both manufactured in the 21st century and 30-year-old LAZ-695 buses are still used. Even without taking into account the ongoing custom assembly in small batches at DAZ, mass production buses on LAZ went for 46 years. The total number of LAZ-695 buses produced is about 115-120 thousand vehicles.
background
Despite certain shortcomings, LAZ-695 stood out among other domestic buses. Thin window pillars with sliding windows, curved glass built into the radius roof slopes gave the bus a light, “airy” look. Large radii roundings on the edges and corners of the body created the visual effect of a streamlined car.
If we compare LAZ-695 with the mass city bus of that time ZIS-155, then the first one could accommodate 5 passengers more, was 1040 mm longer, but 90 kg lighter and developed the same top speed- 65 km/h.
LAZ-695 buses had interesting feature in construction. If necessary, the bus could be easily converted into an ambulance. To do this, it was enough just to dismantle the seats in the cabin. In front of the bus, under the windshield to the right of the driver's seat, an additional door was provided in the body for loading the wounded. Such an innovation was fully justified at the time when this bus was created.
LAZ-695B
Serial production of LAZ-695E began in the city, but in a year 394 copies were made in total, and only from April the plant completely switched to the production of the "E" model. In total, 37916 LAZ-695E buses were manufactured up to the city, including 1346 for export.
The LAZ-695E buses of 1963 did not differ in appearance from the LAZ-695B buses produced at the same time, but since 1964 all LAZ buses have received new ones - rounded - wheel arches, according to which the LAZ-695E began to be recognized externally. LAZ-695E, unlike LAZ-695B, was equipped with front and rear axle hubs, as well as wheel disks the same as those used on the ZIL-158. Since 1969, an electro-pneumatic door control drive has been introduced. From the same year they began to install rear axles Hungarian production "Slave". On the LAZ-695E, the instrument panel was changed: a combination of instruments and a different speedometer appeared. On LAZ-695B and LAZ-695E cars, there were no upper rear marker lights.
LAZ-695Zh
In the same years, together with the laboratory of automatic transmissions of NAMI, the plant began the development of a hydromechanical transmission for a city bus. Already in 1963, the first industrial batch of buses with such a transmission was assembled at LAZ. These buses were named LAZ-695Zh.
However, in the two years from 1963 to 1965. collected only 40 LAZ-695Zh buses, after which their production was discontinued. The fact is that buses of the LAZ-695 type were mainly used on commuter lines, and for busy urban routes they were not suitable enough, therefore, especially for large cities in the mid-60s. created the LiAZ-677 bus, for which all sets of hydromechanical transmissions produced at LAZ were transferred.
LAZ-695Zh buses outwardly did not differ in any way from similar buses with manual transmission the same period of manufacture.
LAZ-695M
A set of innovations implemented in 1969 made it possible to seriously improve the appearance of the base model, which became known as the LAZ-695M. It provided for the installation of higher window panes on the car with the removal of the glazing of the roof slopes and corresponding changes in the design of the body frame, and the proprietary LAZ "turbine" central air intake at the rear was replaced first with narrow slots in the rear of the body above the hood, and later with small slots - "gills" on the sides. In 1974, the bus received one common muffler instead of the two separate ones that were previously used. The car has become 100 mm shorter, and its curb weight is greater.
The production of the second generation LAZ-695M lasted seven years and during this time 52,077 copies were made, including 164 for export.
LAZ-695N
In the city of the project diesel bus was significantly redesigned, as a result of which the LAZ-695D11 "Tanya" bus appeared. This project was coordinated by the Simaz company, which is part of the MAO. From previous diesel model the bus "Tanya" was distinguished by hinged doors in the front and rear overhang and installed soft seats in the cabin. By by and large, this was a return to the LAZ-697 medium-sized intercity bus, which had long been discontinued, in a new quality and under a new name. Modification LAZ-695D11 "Tanya" was mass-produced in small batches.
LAZ-695 now
In the city, a controlling stake in LAZ was acquired by Russian businessmen. Since that moment, the plant has experienced Big changes- all old models were discontinued and consumers were offered buses created using modern technologies.
But the production of LAZ-695N buses was never stopped. All technological documentation and the equipment was transferred to DAZ, where small-scale assembly of LAZ-695N buses continued. Dneprodzerzhinsk buses LAZ-695N differ from Lviv ones in the absence of a driver's door, seamless sides without molding and yellow handrails in the cabin.
Trolleybuses LAZ-695T
The rapid development of trolleybus systems in many cities of the USSR in the early 60s. and the lack of rolling stock for them forced the production of trolleybus vehicles in bus bodies. A trolleybus based on the LAZ-695B bus was first manufactured in Baku in the city and received the name BTL-62. It was converted from a first generation bus in 1959.
In the summer of 1963, the first trolleybus based on a bus body, presumably of the LAZ-695B model, was manufactured directly at LAZ. Some factory documentation indicated the basic body of the LAZ-695E bus. However, one should proceed from the fact that in 1963 the LAZ-695B was the main bus at LAZ, and only in 1964 the plant completely switched to the production of LAZ-695E. However, in fact, at that moment, these buses differed only in the model of the installed engine, which was not on the trolleybus, so the model of the base body in any case of the first generation for the trolleybus is not fundamental.
The Lviv trolleybus received the name LAZ-695T and was manufactured at the plant in the amount of only 10 pieces. All Lviv trolleybuses remained to work in their hometown, and for other cities, the production of trolleybuses was launched at the Kiev Electric Transport Plant (KZET), where it received the name Kiev-5LA (LAZ-695E). For the production of Kyiv-5, KZET received finished bodies Lviv buses, and at the electric transport plant, only electrical equipment was installed own production. Total at KZET in 1963-1964. 75 Kyiv-5LA trolleybuses were assembled.
However, the capacities of the Kyiv plant were not enough to meet the rapid development of the trolleybus even in the Ukrainian SSR, and the Odessa Automobile Assembly Plant (OdAZ) joined the production of LAZ-695T (in the same 1963). By that time, the Odessa plant transferred the production of its dump trucks to Saransk and, in fact, was left without a production facility. In Odessa, the trolleybus was named OdAZ-695T. From Lviv, OdAZ received bus bodies with elements of the running gear, and all electrical equipment from Kyiv. The trolleybuses assembled at OdAZ were mainly intended for trolleybus fleets of nearby regional centers with trolleybus traffic. In total, 476 OdAZ-695T trolleybuses were assembled in Odessa for three years (1963-1965).
On trolleybuses of the LAZ-695T type (as well as Kyiv-5LA and OdAZ-695T), an electric motor with a power of 78 kW was installed. Compared to the most common trolleybus of that time, MTB-82, the Lviv trolleybus came out much lighter and, with comparable engine power and maximum speed (about 50 km / h), was more dynamic and economical. Although at the same time it was short-lived (service life 7-8 years) and small-capacity (part of the electrical equipment was located in the already cramped cabin with narrow aisles between the seats and narrow doorways), the release of these machines to some extent made it possible to reduce the shortage in the country's trolleybus rolling stock.
LAZ-695 in the cinema
- Truckers (appears sporadically in many episodes)
Gallery city buses
LAZ-52528 CityLAZ-10LE CityLAZ-12 CityLAZ-20
Suburban buses
InterLAZ-10LE InterLAZ-12LE InterLAZ-13,5LE LAZ Liner 9
liners
NeoLAZ-10 NeoLAZ-12
airport buses
AeroLAZ
Trolleybuses
1994 LAZ-695N
LAZ-695 "Lviv"- Soviet and Ukrainian city bus of the middle class of the Lviv Bus Plant.
The bus has undergone modernization more than once, mainly with changes in the appearance of the body, but at the same time, the overall dimension and layout of the body and the main units of the bus remained the same. The most significant change relative to the base first generation 695/695B/695E/695Zh was the modernization of the front and rear parts in two stages - first, in the second generation 695M, the rear part was changed (with the replacement of one large "turbine" air intake at the rear of the roof with two side "gills" ) with an almost unchanged front mask, and then the third generation 695N / 695NG / 695D also received a modernized front part (“licked” shape changed to “visor”). In addition, the factory emblems and the headlight space on the front end changed (both from generation to generation, and within generations; for example, in the third - from an aluminum false radiator grille to the same black-plastic one and then its complete removal), headlights and sidelights , front bumpers, wheel covers and more.
There is reason to believe that a small batch of buses was produced with automatic transmission(LAZ-695E).
Not without a number of shortcomings (cramped interior and doors, frequent overheating of the engine of buses of the 2nd and 3rd generations, etc.), the bus was characterized by simplicity of design and unpretentious operation on all categories of highways. In the post-Soviet space, both manufactured in the 21st century and 30-year-old LAZ-695 buses are still used. Even without taking into account custom assembly in small batches at DAZ, mass production of buses at LAZ went on for 50 years. The total number of LAZ-695 buses produced is about 250 thousand cars (only 695M - more than 52 thousand and 695N - about 176 thousand cars).
background
In 1949, the plant began to manufacture car vans, trailers, truck cranes and (an experimental batch) electric vehicles. With development automotive production a design team was formed at the plant under the leadership of V.V. Osepchugov. At first, they planned to transfer the production of obsolete ZIS-155 buses from the Moscow Stalin Plant to the plant, but such a prospect did not inspire the young staff of the plant and its design bureau. With the support of the first director of LAZ, B.P. Kashkadamov, Osepchugov literally infected young designers and production workers who had just left the institute's classrooms with a “bus dream”.
The initiative to develop and manufacture a new bus model was supported "at the top" and samples of modern European buses: Magirus, Neoplan, Mercedes. They were carefully studied in terms of design and production technology, as a result of which the Lviv bus first-born was practically developed by the end of 1955. When designing its design, the experience of " Mercedes Benz 321", and the external stylistic solutions were made in the spirit of the Magirus bus.
The construction of the first LAZ-695 was started in 1955.
LAZ-695N (1974-2006)
Having received a new front body panel with higher windshields and a large visor on top, the car became known as LAZ-695N. On this model, the rear and front doors have become the same. The instrument cluster and speedometer have become somewhat smaller in diameter. The first prototypes were demonstrated in 1969.
In 1974, the plant began serial production of the LAZ-695N.
Cars LAZ-695N of the late 70s - early 80s. had small windows on the outside above the doors to the salon with illuminated inscriptions "Enter" and "Exit", they were removed on later cars. Also, late LAZ-695N buses differ from more early cars the shape and location of the front and rear lighting. On early buses, rectangular headlights manufactured by the GDR, the same as those of the Moskvich-412 car, and an aluminum false radiator grille were installed in front. Since the mid 80s. the aluminum grille was abolished, and the headlights became round.
In 1978, on the basis of the LAZ-695N, a special training bus was developed for training drivers, equipped with an additional control kit and a set of fixing equipment (SL-2M speedometer, 010/10 tachograph, mode meter, ZP-15M three-component overload recorder and tape recorder).
For the 1980 Olympics and export, a small number of LAZ-695R modification buses were produced with more comfortable and soft seats and double-leaf doors (which were also previously on LAZ-695N prototypes, but did not go into series). After the Olympics, buses of this modification were used as excursion buses.
Until 1991 in without fail LAZ-695N buses had a large opening hatch in the front wall of the body - in the case of military mobilization, these buses were converted into sanitary ones, and the hatch was intended for loading and unloading stretchers with the wounded (it would be impossible to carry a stretcher through narrow doors). After 1991, this "extra detail" was quickly abolished.
In the first half of the 1990s, a power steering appeared on the LAZ-695N. At the same time, they stopped installing the rear axles of the “Slave” and again, like many years ago, they began to equip the car with a double final drive (without wheel gears).
On the basis of the LAZ-695N bus, the LAZ-697N "Tourist" and LAZ-697R "Tourist" buses were produced.
History of the Lviv Automobile Plant. 50th anniversary of the USSR
Tourist bus LAZ-697 E "Tourist" USSRThis tourist (passenger) bus was produced by Lvov bus factory named after the 50th anniversary of the USSR.
LAZ, conceived as a car assembly, began to produce its first products in the fall of 1951 - AK-32 truck cranes. Since 1957, the automobile plant has specialized in the production of suburban, tourist and intercity buses with rear location power unit.
In 1964, LAZ produced the first domestic bus with automatic transmission- LAZ-695Zh. In the same 1964, the LAZ-699A bus with air springs in the suspension went into series - the result of several years of experimental work at the plant.
LAZ-699A is also interesting in that it became the first domestic bus with independent suspension front wheels - a rare feature in those years. In 1978, the production of its first model of the LAZ-4202 city bus with a KamAZ diesel engine and a new automatic transmission began.
LAZ also produced trailers for trucks.
Specifications:
The body is a carriage type, with a bearing base, has two doors, including one for passengers.
Number of seats - 33
Own weight - 6950 kg
Curb weight - 7 300 kg
Gross weight - 10 230 kg
Wheel formula - 4х2
Tire size 11.00-25
Base - 4 190 mm
Track - 2 076 mm
Minimum ground clearance 270 mm
Dimensions:
length 9190 mm
width 2500 mm
height 2990 mm
Maximum speed - 75 (87) km/h
Engine - ZIL 130 Ya2, 150 hp, carburetor, V-shaped, four-stroke, overhead valve
Cylinders - 8, working volume - 5,966 cm3
Compression ratio 6.5
Crankshaft speed - 3 200 rpm
Clutch single disc, dry, hydraulically actuated
Number of gears - 5
main gear double: a pair of bevel and a pair of cylindrical gears
Steering gear globoid worm and crank with roller
Fuel consumption - 35-40.5 liters per 100 km
Years of release - 1961-1970
From 1975 to 1978, a modernized LAZ-697N was produced
drawings of the bus LAZ-697 E "Tourist"
Today, this bus is quite difficult to find, there are only a few left and they are in a deplorable state. A year ago, I saw a couple of such buses in the backyard of a car park, and outwardly they were very well preserved. But now they are no longer there - the owners of the fleet "cleaned up" the territory and removed all the "trash" - where it is not known, but it is clear that not into the hands of restorers, but to the nearest landfill. It's a pity. The bus was interesting, and with the current surge of interest in history domestic technology and to original design, this model means something!
Illustrations from the magazine "Young Technician" No. 3, 1973
The legend of "LAZ"
On April 13, 1945, a government decree was adopted on the creation in Lvov car assembly plant, and on May 21 measures for its construction were determined. This date is considered the birthday of LAZ.
For almost ten years, single-axle trailers, trailer vans for transporting bread, mobile shops, etc. were produced here. 3-ton LAZ-690 truck cranes on the ZIS-150 chassis were also assembled (photo in the header below).
A good start
In the mid-50s, the Moscow Automobile Plant was preparing to produce a new medium-sized city bus ZIL-158, and they wanted to transfer the production of the already outdated ZIS-155 to the periphery - to the Lvov car assembly plant. However, a team led by Viktor Osepchugov took up the development of their own model. In 1956, prototypes of the LAZ-695 bus were tested, and the following year, its mass production began.
It must be said that this machine in all respects surpassed not only the old ZIS-155, but also the Moscow novelty. LAZ-695 had an innovative body structure for those times - with a load-bearing base, which was a spatial farm of rectangular pipes. The body frame was rigidly attached to it. The engine was located at the rear, and not at the front, like the ZIL-158. This significantly reduced the noise in the cabin and improved the working conditions of the driver. And one more thing - thanks to the spring suspension with additional corrective springs, the car had a good ride, regardless of the load. It should be noted and successful, then fashionable design. The body had strongly rounded shapes and glazed roof slopes.
It is no coincidence that in 1958 International Exhibition in Brussels, the Lvov car was awarded a gold medal and an honorary diploma.
Click on photo to enlarge!
The old bus…
The very first LAZ-695 had a small decorative grille on the front body panel, although the radiator was at the back. And above it was the inscription "Lviv". Model 695B, introduced in August 1958, had no grille. At the suggestion of the "internationalist" ideologues, the inscription in Ukrainian was also removed. It was replaced by one large letter "L" in the center, which became the hallmark of Lviv buses for many years.
Since 1961, instead of the in-line "six" ZIL-158 (109 hp), they began to install a new V-shaped 8-cylinder ZIL-130 engine. Such machines received the designation LAZ-695E. The maximum speed has increased by 10 km / h - up to 75 km / h. In 1969, they also began to produce LAZ-695Zh - with a 2-speed hydromechanical gearbox. Its manufacture, by the way, was established on the territory of the enterprise itself.
In 1969, the LAZ-695M appeared. The stern of the body has become more angular, due to which the doorway in the upper part has increased. The air intake was removed from the roof, which significantly blocked the view to the rear. Instead, they made grilles at the base of the roof pillars.
In 1976 he saw the light of the LAZ-695N. Externally, the bus was distinguished by a new front body panel, with a high windshield. The central passage in the cabin was expanded from 50 to 58 cm. The speed increased to 80 km/h.
… and others
LAZ-695 was originally designed as shuttle bus, however, it was widely used as an urban one. At the same time, a tourist version was also produced - LAZ-697. In the cabin there were "sleeping" aircraft-type chairs, a radio with a microphone attachment. All fundamental changes in the design of the "695th" were transferred to its tourist "brothers".
However, the capacity of the LAZ-697 "Tourist" bus (33 passengers) was often insufficient. And therefore, since 1964, a model extended by 1.4 m began to be produced - LAZ-699 "Tourist 2", designed to carry 41 people. Since the own weight of the car has increased, it has received a more powerful, 180-horsepower ZIL-375 engine. The highlight of the bus was air suspension all wheels, and at the front it was independent. Unfortunately, it was later abandoned.
In 1979, the construction of a new head building of the plant was completed. Its area exceeded all others production area twice! This allowed launching the production of a new city bus LAZ-4202. Unlike the veteran "695th", it had two wide (1.2 m) doors. There were only 25 seats in the cabin, but there were spacious aisles and storage areas in front and behind. The suspension was quite comfortable, spring-pneumatic. The engine was still at the back, but, what is very important, it was no longer carbureted, as on all other LAZs, but diesel, 180-horsepower - KAMAZ-7401-5. The gearbox was used automatic, hydromechanical 3-speed, with a hydraulic retarder. In 1984, start producing LAZ-42021 - with the usual "KAMAZ" box, cheaper and more reliable.
In the 80s, LAZ became the most a major producer buses in Europe. Up to 15 thousand cars could be produced here annually.
Difficult years
The beginning of the 90s in Ukraine, as in other post-Soviet states, was marked by a transition to the market. In 1994, LAZ was transformed into an open Joint-Stock Company. However, the controlling stake (65.14%) still remained in the ownership of the state.
Hard times have come for the plant. Solid and regular state orders disappeared like a morning mist, and the new owners - car fleets - had very little money. Bus production began to fall catastrophically. If in 1989 LAZ produced 14,200 cars, then in 1999 - only 234, that is, 60 (!) Times less.
Nevertheless, in these difficult years, new models and modifications were actively mastered at the enterprise. Already in 1990, the plant launched the production of a fundamentally new intercity bus LAZ-42071 with diesel engine. In 1991, work began on the large city bus LAZ-52523 and the trolleybus LAZ-52522 based on it. In 1994, both cars went into series. Interesting experimental buses were also built.
Bus Laz-4202
At a new stage
In October 2001, a controlling stake in LAZ (70.41%) was acquired on a competitive basis by the Ukrainian-Russian OJSC Sil-Avto. The plant went to the winner in a difficult condition: the entire I quarter of the enterprise stood idle. By the end of the year, only 514 cars were produced - that is, 45% less than in the previous year, 2000 (969 units). Moreover, the lion's share was made up of the "veterans" LAZ-695N, which, due to the low price, were in the highest demand. True, 28% of them were already equipped with diesel engines - Minsk MMZ D-245.9.
The product upgrade has begun. In May 2002 on Kievsky international motor show a family of buses "with improved layout and comfort" was presented: "Liner 9", "Liner 10" and "Liner 12" - 9, 10 and 12 m long, respectively. In the same year, they officially announced the cessation of the production of obsolete LAZ-695 and 699 from July. True, their production continued for some time, since there was demand.
At SIA'2002, a new city bus of an especially large class was also shown - a two-section A-291 for 180 passengers. But during peak hours, this "dimensionless" car could accommodate up to 300 people. A similar experimental model LAZ-6202 was built in Lviv in the early 90s. But then the first pancake came out lumpy - the bus was not reliable enough.
In 2003, a one-and-a-half-story tourist bus with the symbolic name "NeoLAZ" was lit up, which amazed everyone. At the Moscow motor show, he was recognized as the best. And in 2004, a fundamentally new "citizen" of a large class appeared - the "low-floor" LAZ-A183 "City", as well as its airfield "brother" - AH183 "Airport".
The new generation of Lviv cars meets modern European requirements, which is confirmed by a number of certificates. They are distinguished by high comfort and good design, equipped with units from leading manufacturers ( Mercedes engines and Deutz, ZF gearboxes and axles, etc.). The further fate of these machines depends on the development of the Ukrainian and Russian market. The plant's plan for 2005 is 615 buses.
Leonid Gogolev
Bus general purpose middle class. It has been produced by the Lviv Bus Plant since 1976. The body is a wagon type, with a supporting base, 3-door (two 4-leaf doors for passengers and one single-leaf hinged door for the driver). The layout of the seats is 4-row. Engine location - rear. The driver's seat is sprung, adjustable in height, length and backrest. The heating system is air, using the heat of the engine cooling system. Previously, the LAZ-695M bus was produced (1970-1976).
Modifications
LAZ-695NE and AAZ-695NT are buses for export to countries with a temperate and tropical (dry and humid) climate, respectively, LAZ-695NG is a bus whose engine runs on compressed natural gas or gasoline.Engine
Maud. ZIL-130YA2N (aka ZIL-508.10), gasoline, V-shaped, 8-cyl., 100x95 mm, 6.0 l, compression ratio 7.1, operation order 1-5-4-2-6-3 -7-8; power 110 kW (150 hp) at 3200 rpm; torque 402 Nm (41 kgf-m) at 1800-2000 rpm; carburetor K-90; air filter - inertial oil.Transmission
The clutch is single-disk with peripheral springs, the release drive is hydraulic. Gearbox - 5-speed, transmitted. numbers: I-7.44; II-4.10; III-2.29; IV-1.47; V-1.00; ZX-7.09; synchronizers on II-V gears. cardan gear consists of one shaft. Main gear - double spaced (bevel and planetary). Transferred number 6.98.Wheels and tires
Wheels - disc, rims 7.5-20, mounted on 10 studs. Tires 10.00-20 mod. OI-73A, NS - 12, tread pattern - road, front and rear tire pressure 6.0 kgf/cm. sq. The number of wheels is 6+1.Suspension
Dependent, front - on semi-elliptical springs with corrective springs, two shock absorbers; rear - the same, without shock absorbers.brakes
The working brake system is double-circuit, with a pneumatic drive, drum mechanisms (diameter 4 20 mm, lining width: front 70, rear 1 80 mm, unclamp-cam. Parking brake- on the mechanisms of the rear wheels, the drive is mechanical. Spare brake - one of the circuits of the working brake system. The pressure in the pneumatic drive of the brakes is 6.0-7.7 kgf / cm. sq.Steering
Maud. ZIL-124, globoidal worm with a three-ridged roller, transmitted. number 23.5. Steering wheel play up to 150.electrical equipment
Voltage 12 V, acc. ZST-150EMS battery (2 pcs.), G287-K generator with built-in Y112-A integrated voltage regulator, ST130-AZ starter, R137 distributor, TK102 transistor switch, B114-B ignition coil, A11 spark plugs. Fuel tank - 154 l, gasoline A-76;cooling system - 40 l, water;
engine lubrication system (with oil cooler) - 8.5 l, all-weather M-8V, or M-6 / 10V, in winter DV-ASZp-10V;
steering housing - 1.2 liters. TSp-15K or TSp-10;
gearbox - 5.1 l, TSp-15K or TSp-10;
drive axle housing and wheel reduction gears- 14 (8+6) l, TSp-15K or TSp-10;
hydraulic clutch drive system - 0.95 l, brake fluid"Tom";
shock absorbers - 2x0.85 l, AZH-12T;
washer reservoir windshield- 2l, liquid NIISS-4 mixed with water.
Mass of aggregates (in kg)
Engine with equipment and clutch - 502,gearbox - 120,
cardan shaft - 16,
front axle - 316,
rear axle - 665,
body - 3080,
wheel complete with tire - 110,
radiator - 35.
SPECIFICATIONS
| Capacity: | |
|---|---|
| number of seats | 34 |
| total number of seats | 67 |
| number of offices | 1 |
| Curb weight, kg | 6800 |
| Including: | |
| to the front axle | 2200 |
| on rear axle | 4600 |
| Gross weight, kg | 11630 |
| Including: | |
| to the front axle | 4100 |
| on the rear axle | 7530 |
| Max speed, km/h | 86 |
| Acceleration time up to 60 km/h, s | 40 |
| Max. overcome rise, % | 25 |
| Run-out from 60 km/h, m | 1100 |
| Stopping distance from 60 km/h, m | 32,1 |
| Control fuel consumption at 60 km/h, l/100 km | 33,9 |
| Radius: turning, m: | |
| on the outer wheel | 8,5 |
| overall | 9,6 |
