It is worth recalling that the prototype of these legendary cars was the American Autocar truck, converted into, from which the three-ton truck, which was mass-produced since the end of 1933, originated. He immediately began to enter the armed forces of the USSR and very soon became one of the main vehicles of the Workers 'and Peasants' Red Army (RKKA).
In 1942, after the evacuation of the plant, the production of a simplified and lightweight version with conditional marking (military model) was resumed in Moscow without one headlight and front brakes, the equipment of which was determined only by the presence of assembly units and parts. Outwardly, it was distinguished by angular wings and a cockpit with a sheathing of wooden slats. In the summer of 1944, the Ural Automobile Plant named after Stalin (UralZIS) launched a parallel production of this truck.
By the beginning of the war, over 104 thousand ZIS-5 vehicles were in service with the Red Army. During the war, 102,000 of them were assembled at three factories, including 67,000 in Moscow.
Military versions of ZIS-5 trucks
Most of the ZIS-5 vehicles that served in the Red Army were not adapted for military service at all, but they were equipped with removable benches to transport 12–24 personnel.
Ordinary three-ton tanks served as the basis for numerous superstructures and light weapons, transported various cargoes and engineering equipment, and served as artillery tractors. In special cases, they were equipped with special bodies with large side toolboxes, high sides of five boards and machine tools or a turret for an anti-aircraft machine gun.
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In the German army, captured three-ton tanks were equipped with their own high-sided bodies, put on a railway track and used to tow heavy guns and trailers.
Radio equipment
In simple wooden bodies or shielded vans, several types of powerful radio equipment were mounted on the ZIS-5 chassis. Among them were a particularly accurate transceiver RAT General Staff and military RAF with a communication range of up to 1000 kilometers.
In the conditions of massive bombardments of the first days of the war, all the efforts of the designers were thrown into the revision of the old and the creation of new top secret radar stations of the family RUS-2"Redoubt" on two trucks. The first housed a control room with a rotating antenna unit, the second carried a power gasoline-electric unit.
Auto repair shops
On the ZIS-5, in addition to type A flyers, they installed a car repair shop created especially for him. PM-5-6- type B fly. Its working equipment was placed in simplified bodies with folding side walls, and a stock of materials and accessories was stored in the visor above the cab.
In the first years of the war, this range expanded significantly due to specialized workshops located in type B pits. A removable manually operated transfer crane was often mounted on the bumper of such machines, and the power of their electric generators reached 30 kilowatts.
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Fuel service vehicles
The appearance of the three-ton tank made it possible to switch to heavier military refueling facilities with steel tanks for the delivery and distribution of various types of liquids. On the simplest tankers, manual or mechanical pumps were used, and the filling and emptying of tanks was carried out by gravity.
More advanced machines were equipped with their own pumps driven by the car's transmission. The basis of this range was an airfield tanker BZ-39 with a capacity of 2500 liters with a mid-position gear pump. It was equipped with a rear control compartment, dispensing sleeves, cans for lubricants and a mandatory grounding circuit under the chassis frame.
Upgraded variant BZ-39M differed by the right location of the pump and an open control unit. On a simplified model BZ-39M-1 wartime there were no control cabin and compartments for hoses.
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At the height of the war, a tanker appeared BZ-43, on which, due to the simplification of units and the use of light materials, the capacity increased to 3200 liters. The sleeves were hung right on the tank, along which there were platforms for a hand pump and cans for oils and lubricants.
Pre-war airfield tanker VMZ-40 was unified with the VMZ-34 model on the ZIS-6 chassis, but had a more powerful oil pump. During the war, it was replaced by a lightweight version VMZ-43. The heating boiler with two tanks for water and oil worked on wood or wood chocks, and the combustion products were thrown out through a folding chimney.
Aerodrome and balloon equipment
In the field of airfield vehicles, the ZIS-5 served as the basis for van bodies equipped with refueling stations for aircraft on-board systems. The first of these was the AKS-2 aviation compressor station with an auxiliary 40-horsepower engine that provided an operating pressure of 150 atmospheres. For refueling the balloons, the AK-05 oxygen-producing station was used, which produced pure oxygen from atmospheric air by strongly compressing it and distributing it into cylinders. At the end of the war, the AKS-05A variant appeared in a new body with improved insulation.
Engineering vehicles
The simplest vehicles of the engineering troops were various snowplows for cleaning military lines of communication and airfields. The engineering and construction and railway troops used ZIS-05 dump trucks with a carrying capacity of about three tons with all-metal rear tipping bodies.
In peace and war years, a whole range of automobile power plants was formed NPP for illumination of military territories and food of army consumers. They were placed on cargo platforms or in special vans and structurally differed from each other in the power of electric generators (12–35 kilowatts). Powerful power plants capable of moving along rails served in the railway troops.
A rare engineering technique included a filter station for natural water purification and disinfection using special reagents. For an hour of work, it produced 5,000 liters of clean water.
The engineering troops also included AVB-100 drilling rigs for digging trenches and shelters, as well as an SKS-36 compressor station for supplying compressed air to pneumatic working bodies and mechanisms. Floating pontoon parks for forcing water barriers, worthy of a special article, constituted a special category of engineering vehicles.
Chemical Service Vehicles
With the start of serial production of the ZIS-5, test samples of chemical machines of various designs and purposes were assembled on its basis. These included bleach autodegassers AHI for cleaning the area, machines ADM for the processing of military equipment, mobile hot air degassers AGV for thermal cleaning of equipment.
In the late 1930s, autofilling stations were tested and recommended for production. ARS for cleaning objects from toxic substances and a chemical intelligence laboratory. The most "terrible" in this list was a chemical machine BHM-1, equipped with a tank with poisonous compounds and a pump for spraying them on the ground. Fortunately, during the war, all this equipment was not useful.
Machine-gun three-ton guns
Since 1934, three-ton tanks have served as the base for various anti-aircraft systems to protect military columns and large objects from air attack. In their bodies, on special pedestals, anti-aircraft machines or turrets, Maxim machine guns, a 4M quad system, DShK heavy machine guns and an automatic anti-aircraft gun with a hitting height of about seven kilometers were mounted. Most of these machines were destroyed in the initial period of the war.
Huge losses and a shortage of armored vehicles at the first stage of the war led to the creation of their own armored hulls on the ZIS-5. The most famous were semi-armored trucks with armored cab and cargo platform with a 45-mm anti-tank gun, assembled in the summer of 1941 at the Izhora plant for the militia army.
Sanitary and staff buses
At the height of the war, on an ordinary ZIS-5 truck, the Moscow Automobile Plant assembled over five hundred simplest medical service vehicles with multi-purpose wooden bodies equipped with four hanging stretchers and longitudinal seats for the lying and sitting wounded.
Otherwise, a short set of ambulance vehicles was reduced to three purely civilian city buses on an elongated ZIS-5 chassis, which in the Red Army, without any changes, were adapted to perform a wide variety of military tasks.
The bus was used both for transporting personnel and accommodating headquarters, as well as transporting 10–12 wounded to large hospital centers. In 1936, the first field operating room was equipped in it with a working room in a portable tent, and veterinary care vehicles with a winch for dragging sick horses entered the cavalry units.
In wartime, sound broadcasting stations, workshops, filtering stations and photo laboratories for processing and deciphering aerial photographs were also placed in the ZIS-8 cabin.
Bus ZIS-16 served in large military formations for the transport of personnel, and its sanitary version with frosted glass could deliver up to ten lying wounded and 12 lightly wounded on longitudinal seats or folding benches.
The most spacious were three-axle ambulance buses, converted in the fall of 1941 from the Leningrad passenger vehicles AL-2 with a 6x2 wheel arrangement. They were equipped with two-tier stretchers, seats for 56 patients and were used to evacuate residents of besieged Leningrad along the ice Road of Life.
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| Transferring the wounded and evacuees from buses to an ambulance train (movie shot) |
Special versions ZIS-5
Special versions of three-ton tanks meant experimental and small-scale long-wheelbase variants, which were supplied to the Red Army in limited quantities. The first one was the chassis ZIS-11 with the equipment of fire lines PMZ-1, which served in large military formations and in air defense units.
The greatest success was accompanied by a car-chassis ZIS-12. Its main feature was a low-sided wooden body with wheel niches, which made it possible to significantly reduce the loading height. In the second half of the 1930s, it was produced in parallel ZIS-14 with ground clearance increased due to the installation of larger wheels from the ZIS-16 bus, and steel amplifiers of the loading platform.
In the Red Army, these machines were used to transport large-sized equipment, special vans and install twin 25-mm anti-aircraft guns capable of hitting enemy aircraft at an altitude of up to two kilometers.
These chassis also carried low-frame trucks with powerful electric arc anti-aircraft searchlights and sound pickups, which were widely used during the war. With the help of several such searchlights, light searchlight fields were created in the sky, which ensured the work of anti-aircraft artillery and the night operations of Soviet fighter aircraft.
In the title photo - a typical workshop PM-5-6 in working condition on a military-style ZIS-5 chassis
The article uses only authentic illustrations
Of course, many have heard about the famous "three-tons" from the military hard times, war chariots of front-line roads and workhorses of the rear. But not everyone knows, probably, that the production of such machines lasted over three decades, and ended only in the year of the 20th anniversary of the Great Victory. And even more so, not everyone knows the technical nuances of the design of machines from that distant era.
The range of trucks, buses, tractors and special vehicles, created using engines, cab transmission units and plumage parts from the ZIS-5, reaches fifty varieties. In this article, we will consider only some of the cars that have left photo and newsreels for history.
In preparing this material, a number of books published in 1932-1958 were used, a list of which is given at the end. In addition, we used only archival black and white photographs of those years. The Internet fraternity, offering “funny pictures” from our days, does not think, and apparently simply does not know that in most cases they do not correspond to historical reality.
Cars are sometimes painted in a color palette that was not and could not be 60-80 years ago. On pre-war copies, you can see wheels from GAZ-51-53-3307, then everywhere. These same machines can also carry post-war bodies. On machines supplied as UralZIS-355, there may be cabs upholstered with metal “in a circle”. And finally, on many ZIS-5V and UralZIS-5M vehicles, sidelights were installed on their “straight” military-style wings, which the factories never installed.
The forerunners of the ZIS-5 truck were the AMO-2, (1931 onwards) and AMO-3, (1932 onwards), the prototype of which were overseas "Autocars". AMO trucks did not differ significantly from each other. Their fundamental difference was that the "two" had part of the American components, and the "three" (or "New AMO") was assembled entirely from Soviet, although in some cases licensed parts and assemblies.
Since the ZIS-5 inherited not only the appearance of its predecessors, but also a number of their design features, it seems that it would be simply unfair not to recall the technical solutions passed down “by inheritance”. This ZIS did not appear on its own, out of nowhere.
AMO vehicles with a carrying capacity of 2.5 tons were equipped with six-cylinder, in-line, lower-valve carburetor engines with a working volume of 4.88 liters (cylinder size 95x114 mm), a compression ratio of 4.7 units, and a power of 60 hp.
The transmission of these cars included:
- 2-disk clutch designed by Long, used on all ZIS and UralZIS vehicles, until 1965. If the ZIS clutches differ from the AMO units in the size of the discs or the forces of the pressure springs, then this is of no fundamental importance;
- 4-speed gearbox, Brown-Loip type, with a single casting of clutch housings and gears, with gear ratios of 5.35; 2.84; 1.47; 1.00; ass move 6.25. The same gearboxes, but with different gears (see below), were used on all ZIS and UralZIS vehicles until 1965. Their feature was the absence of synchronizers, so they had to shift gears with a double clutch release, and the gearshift algorithm was the same as that of all Soviet "lawns";
- Rear axles with two-stage final drive, (bevel and cylindrical pairs of gears), with an overall gear ratio of 6.41, fully balanced axle shafts and separate hubs on double roller bearings. Bridges with the same gear ratio of the gearbox were used until the first half of the 50s, up to and including the UralZIS-5M machine.
Rear axles of a similar design were later used on all ZIL "highway" trucks, up to the defeat of the car factory in the "zero" years. And if readers know the structure of the same bridge, then in the drawing of the same AMO unit, they will not find anything fundamentally new for themselves.
Front axles from AMO, with a "deep" beam, were used until 1957, up to and including the "355V" model.
Steering gears from AMO, such as "worm - crank with a finger", modeled on the American Ros-Gear steering wheel, with a 15.9 gearbox, were also transferred to ZIS trucks.
But what is 15.9 for a truck weighing under 6 tons? The first post-war "Victory", (1.85 tons) had gearboxes 16.6, and since 1950, at the request of the workers, they received a new gearbox, 18.2. Recall that they had gearboxes of 20.5, and ZIS-150 vehicles, gearboxes of 23.5 units. Nevertheless, steering gears from AMO were used without changes until the mid-50s, up to and including the UralZIS-5M model.
The braking systems of AMO trucks were combined. The drive of the rear mechanisms was mechanical, rods, and to the front wheels - hydraulic, acting from a single pedal with the rear "mechanics". But since the front hydraulic drive did not make the weather, it was abandoned on the ZIS-5.
But the design of the rear drive from AMO, along with the mechanisms, was used until 1947. The peculiarity was that each wheel mechanism had two pairs of brake pads arranged mutually crosswise. One pair was driven only from the working pedal, and the other - only from the "handbrake"
The main character of this story appeared in 1933. Outwardly, it differed from AMO only in that it did not have a two-story chrome-plated front buffer. Bumpers, as now “quests” instead of holidays, were not yet invented then.
In preparing for its production, the designers, led by Evgeny Ivanovich Vazhinsky, paid the main attention to improving the traction characteristics of the machine, which in the era of the absence of roads, and the existence, in the main, of directions, (in the expression attributed to General Guderian), was of decisive importance. By the way, in the doc. the film "Cars in uniform" (studio "Wings of Russia", 2009), it was unequivocally stated that the Germans willingly used the ZISs captured for them. The audience saw the chronicle of how the ZIS-5, a pre-war issue with “round” wings, bypassed Opel Blitz and MANs helplessly sticking out in the Russian mud.
ZIS-5 car engines
In order to exclude rumors regarding the continuity of the AMO and ZIS motors, we will give an interpretation from the 1936 book.
It should be added to the above that for export versions of cars (already in the 30s there were deliveries to Turkey, India and Iran), ZIS-5A engines were produced with a compression ratio of 5.3 and a power of 77 hp.
Well, readers, of course, know that the mentioned dimensions of the cylinder-piston group retained the engines of the ZIS-150 trucks and, and, the ZIS-155 and ZIL (LiAZ) -158 buses.
The appearance of the power unit of ZIS (AMO) machines is presented below.
On the ZIS-5 motors, gear drives of the water pump and generator were used. From the drive shaft of the water pump, the roller of the breaker - the distributor of the ignition system, also received rotation. And the belt drive had only a cooling fan. We draw attention to this layout of the attachments of the engine, because during the last, post-war modernization of the car, it was abandoned. 
Engine lubrication system
The reader, of course, understood that the illustrations of the power unit in two projections are given from different books. Numerical footnotes - comments, in the original source are given in the text. But I don't think they are needed here.
On these pre-war engines, thin-walled replaceable crankshaft bearing shells have not yet been used. The bearing beds were filled with babbitt, and locally processed to match the diameters of the necks of a particular shaft.
How oil pressure was controlled is best quoted verbatim:
In the lubrication system of pre-war ZIS vehicles, a single, full-flow (!) Oil filter with a package of felt rings was used. It was completely disassembled, individual rings were washed in gasoline, purged with compressed air, and therefore did not require replacement at each oil change. All the purified oil was completely supplied to the lubrication of the parts, and only after that it drained into the sump.
If this seems incredible to readers - even post-war engines in the 50s did not have such full-flow filtration, we suggest that you look at the diagram of this filter, and the oil circulation through it, (right figure).
The oil circulation is shown on a warm engine. Through channel 8, from the pump, the oil passes through the filter package, from where there is only one exit, through channel 6 - into the main oil line. Q.E.D. The lower channel 9, with its own valve 3, is a drain channel to prevent excess pressure on cold thick oil. And the top valve 7 is a bypass valve, in order to avoid "oil starvation" of the engine with a frozen or dirty filter.
Engine power system
The power system included a 60-liter gas tank (under the driver's seat, it provided only 200 km of run), and carburetors with an "upward" flow of the mixture, only due to vacuum in the cylinders. The carburetors of the Moscow Automobile Fittings Plant (later the Moscow Carburetor Plant, MKZ), MAAZ-3 and MAAZ-5, were designed on the model of the American Zeniths, but were simpler and more technologically advanced for our production conditions.
The carburetors had "dry" air cleaners, (in the terminology of that time), which were first connected to them in a single unit. But later, the air filters were brought as high as possible into the engine compartment, connected to carburetors using transitional bellows. Fuel was supplied by diaphragm fuel pumps, which were carried out in a single assembly with filters - sedimentation tanks.
Engine cooling systems - open type, without sealed radiator caps, thermostats and shutters. Their temperature regime was not controlled in any way, but due to the lack of sealed plugs, increased evaporation from the radiator neck was clearly visible and in advance. Naturally, therefore, it was necessary to check and top up water more often than antifreeze with sealed systems.
The motors had two additional control levers on the steering column, under the "steering wheel". One of these levers provided "constant gas" - manual control of the carburetor throttle, for which flexible cables were used on post-war ZIS - ZIL and GAZ vehicles. Another lever regulated the ignition timing, since standard IGC-type breakers-distributors did not yet have an automatic vacuum regulator. But engines with a low compression ratio forgave possible errors in such adjustments, “paying back” only with fuel burns and a deterioration in the dynamics of cars. History has left us no information about any frequent or serious breakdowns due to this.
The list of references does not mention the edition to which we refer once. This is a book by M.M. Orlov "Motor trucks", (ONTI, 1936). Apparently, only from this source, today we can learn that it was planned to install diesel engines on the AMO-3 and ZIS-5 vehicles. What were manufactured, tested, and ready for mass production are the 60-horsepower NATI 1-60 engine, and the 70-horsepower M-12 power unit. But the obvious problem was that at that time there were no proven devices for easier starting diesel engines in the winter, which was unacceptable for promising mass trucks, even in our winter conditions. It is no coincidence that even Diesel's compatriots, more than half of World War II, fought in armored vehicles with gasoline engines.
And the AMO and ZIS carburetor power units, together with their gearboxes, found their application on pre-war and first post-war locomotives and railcars.
So, a motor locomotive of the Kaluga NKPS plant, with a power unit from AMO-3, and both driving axles in the highest gear at the checkpoint, could move a train weighing up to 85 tons, (2-3 two-axle “heat-bush” cars, depending on their load), at a speed of 40-45 km / h. And in first gear, the weight of the train on a horizontal section of the track could reach 260 tons - 6-8 such cars.
Until 1936, more than a thousand such railway machines were made.
And since we have already touched on the railway theme, we can recall one more fact from our history. From the book - the collection "Echelon by Echelon", edited by Lieutenant General of the Technical Service A.S. Klemina, (Military publishing house of the Ministry of Defense of the USSR, Moscow, 1981), we learn an incident that took place during the fighting in Ukraine.
Unfortunately, history has not preserved for us photographic evidence of the Russian soldier's ingenuity of those years. But who knows, maybe it was that case, unprecedented in the history of domestic transport, that was not forgotten after the Victory. And he pushed the Soviet machine builders and transport workers to create and operate cars on a combined (railway) track. Machines, no doubt universal purpose, the bulk of which, of course, were trucks.
Transmission of the car ZIS-5
As already mentioned, the clutches of AMO and ZIS machines had no fundamental differences - two-disk, with a mechanical drive. The clutch and brake pedal block was attached to the clutch housing, and when the unit was removed, it was removed along with it.
Gearboxes of ZIS-5 machines and their further modifications - modernizations, received other gear ratios: 1 - 6.60; 2 - 3.74; 3 -1.84; 4 - 1.00; Z.Kh. - 7.63. And already with such gears they were used on all subsequent models of the family, until the end of its production in October 1965 ..
On ZIS-5 vehicles and their modifications, cardan gears with Garden-Spicer type joints were used, which were also used on AMO trucks. But unlike the latter, the designers abandoned the intermediate soft couplings, leaving only two universal joints with crosses on plain bearings.
And the rear axles from AMO, on the pre-war ZIS-5 vehicles, did not receive any changes.
Chassis ZIS-5
Suspension of AMO and ZIS vehicles on longitudinal springs. The springs were hinged on threaded fingers and earrings. The spring packs did not have central coupling bolts, and in order to avoid longitudinal displacement of the sheets relative to each other, there were special recesses and protrusions for mutual fixation of adjacent sheets.
The front 11-leaf springs were paired with mechanical linkage shock absorbers. The friction units of such shock absorbers were assembled from packages of steel elastic multi-petal "stars", due to the friction forces between which vibrations in the suspensions were damped. The rear suspension used 10-leaf main spring packs, and 7-leaf "suspensioners". There were no rear shock absorbers.
"Two-horse" wheels had a tire size of 34x7 inches. By pre-war tire size standards, this meant: 34 inches is the outer diameter of the tire on the treadmill, and 7 inches is the width of the rim shelf for mounting the tire. Tires were considered high pressure (over 5 atm), and they were supposed to be inflated with a special regular compressor installed on the transmission.
Control mechanisms ZIS-5
About the steering controls of pre-war vehicles, with classic longitudinal and transverse rods, there is nothing to add to what was said earlier. And you need to pay some attention to the brake mechanical drive ZIS-5
In the figure, we see two independent pairs of rods to the mechanisms of the rear wheels - confirmation of the previously given information about separate drives for working and parking braking. And the flexible cables for the drive of the front mechanisms clearly indicate that the front wheels, when braking, began to act later than the rear dual slopes. For the front-wheel drive must have large backlash - slack, in order to avoid self-braking of the wheels when cornering.
However, the braking efficiency of the front wheels, other things being equal, should have been higher than that of the rear wheels. The area of the brake pads for the rear wheels is smaller, and the load on the rear axle is always higher. Therefore, in necessary cases, to reduce the braking distance, the driver also had to use the "handbrake".
As for the speculation that with a mechanical brake drive, the pedal is always heavier and “harder”, then let them remain speculation. The fluid, including brake fluid, is incompressible, and in the absence of air "bubbles" in the hydraulic system, there will be no feeling of a light and soft pedal - if any of the readers drove a GAZ-51 or, they know this firsthand. Everything, in the final analysis, is determined not by the liquid, or cables - rods, but by the force-transmitting lengths of the pedal arms and intermediate levers.
The device and principle of operation of a very tricky front wheel expansion mechanism, we will not comment in detail. We only note that in this Soviet design, in fact, everything was done for the servo effect - an additional symmetrical "pressure" of both pads to the drum. When braking, one of the pads, due to the friction force on the drum, increased the pressing force of the other pad on the drum. This ability of the mechanism worked equally well both in the forward and in the reverse direction of the machine. 
Electrical equipment ZIS-5
The electrical equipment of the ZIS-5 machines and their varieties is worth considering in more detail. For many of the typical technical solutions of that era, current readers may learn for the first time.
The material will also present several options for electrical circuits of ZIS vehicles. They, too, have evolved in the same way as the external differences of trucks, attachments to their engines, changes in transmission or brakes. Therefore, for a number of readers, such changes may also be indifferent.
The electrical equipment of the ZIS-5, with a voltage of 6 volts, had a “plus to ground” polarity and batteries with a capacity of 112 ampere-hours. Inertial starter, MAF-4007, did not have forced mechanical activation of the drive. As the name suggests, the gear was turned on and thrown back only by inertia forces.
Type Generator GBF-4600, with a power of 80 watts, had a recoil current of up to 13 amperes. There were no automatic voltage regulators, and therefore the return was regulated by a third brush, which the driver, if necessary, rearranged at his discretion. How? So that at medium and high speeds the ammeter always shows the charging current.
On the engines of these machines, two different versions of ignition systems were installed: one was a classic battery, with a coil and an ignition distributor, the other was from a magneto, an autonomous high-voltage current pulse generator, which also had a distribution unit for wires to candles.
At a low (4.6) compression ratio, starting the engine with the help of a “crooked starter” - a starting handle - caused problems. And a car with magneto ignition could be operated even without a battery at all.
We now do not know how reliably the magnetos worked in comparison with the “reel-distributor” sets, but they still did not receive wide distribution. Perhaps because the ignition timing could not be adjusted even with manual levers, and because of this, the cars had worse acceleration dynamics.
With regard to battery ignition systems, the breakers-distributors of the type IGC-4221, had automatic centrifugal advance controllers, and manual advance control was only auxiliary.
We can offer readers two types of electrical circuits from ZIS-5, with battery ignition, and from magneto. Any reader will notice that on different circuits - the common switches are also different. It could not be otherwise: the magneto ignition system is separate, and has nothing to do with any other circuits of the common electrical circuit.
In any of the diagrams, readers versed in automotive wiring will see that the ignition was turned on by the same switch as the car lights.
Professional car thieves were not yet born then, the discipline and attitude to the people's good among the Soviet people were a hundred times higher than now, and therefore there was no need for "ignition locks" with keys. By the way, although on ZIS-150 trucks, ignition locks appeared immediately, on ZIS-155 buses, and even ZIL (LiAZ) -158, produced before 1970, they did not have locks with keys, not only electrical equipment, but even cab doors! Everything was decided by the ignition toggle switches, starter buttons, and ... the conscience of the Soviet people.
So, in the “zero” position of the switch, everything was off. In the first position, only the ignition was turned on (and the starter was switched on with a separate button), and so it was possible to drive during the day. If not for one "but": at the same time, neither "stop" - a signal, nor a beep worked. In the second position of the switch, not only the signals worked, but also the taillight and the “small” headlights.
How can one not remember the position of the current Rules - and ride with the light during the day! But the small headlights, according to the concepts of that time, are just side light bulbs, which, in the absence of sidelights, were located in the headlights.
Two types of headlights were used on pre-war ZIS trucks and buses. At first, even from the AMO trucks, the ZIS-5 and its varieties were switched over to the headlights of the “Ford type”, (according to the interpretation from book 2), with flat glasses.
These devices had two separate light bulbs - side marker, 3 sv. (3 watts) and single-filament central, with a power of 21 St. There was no division into "near" and "far" light, and the actual night illumination of the road had only one mode, ("big" light). These headlights were interchangeable with the headlights of GAZ-A cars, and.
But let us recall that the power of light in 21 St. , (21 Tue) had a "dipped" light from the ZIS-150 and GAZ-51 trucks, the rays of which were also directed downwards. And in the ZIS-5, the only filament of the lamp was located in the focus of the device, and therefore the headlights of even such power shone further than the dipped beam of post-war vehicles.
Toward the end of the 30s, domestic headlights appeared, such as 50-00-A, with spherical glasses. These headlights have a central double-filament lamp with a power (21 + 3 light) that provides a "small" or "large" light mode. And as you can see in the figure, the threads of the same lamp were powered through different cable entries in the headlight housing.
All Soviet pre-war trucks had only one, unified rear left lamp, type 30-00, created according to the American model. According to the standard of that time, the “stop” section is a signal, with a light bulb of 15 St. closed with yellow glass, and the side light section with a lamp of 3 St. - glass "Ruby", (according to the terminology of that time). That is why in the drawing from the 1936 book, these glasses are indicated by different shades. These were real glasses, not plastic "diffusers", as they are now.
According to some reports, along with the 50-00-A headlights, new rear lights came to the last pre-war trucks, unified with the lights of the GAZ-M1 passenger car. These devices had a common double-filament (size + “stop” signal) central lamp, a common round glass “Ruby” with a frame, a symmetrical arrangement of screws for their fastening, and a lower side glass for backlighting the number.
We have reason to consider such information as a technical error in the publication. But if at some retro parade the reader sees just such a lantern on the ZIS-5, it will still be more correct than the FP-101B lantern with a plastic cover - diffuser, of the ZIL-130 era.
Cabin and car body ZIS-5
On pre-war ZIS trucks, the cabs had a wooden frame, but on the outside they were sheathed with sheet metal “in a circle”. The levers - the pedals had a standard purpose, and the instrument panel included only two positions - an oil pressure control device, ("controller" or dial gauge) and a "coil" speedometer, where the moving coil - the roller rotated relative to the fixed risk - an arrow printed in the center of the glass device. In addition, an ammeter was located separately.
There was no electric fuel level indicator, the gasoline supply was checked with a ruler - a probe, fortunately, the gas tank was right there - in the cab, under the seat. Just as it was later done on the GAZ-51 - 53. The cab has a lifting windshield with a single vacuum wiper on the driver's side.
Before the war, ZIS-5 trucks were produced 532.3 thousand copies, of which about 102 thousand, as of 06/22/41, were in the army. And on mobilization, there came, of course, much more. It is no coincidence that we give only indicative figures for the total amount issued - the accuracy of plus or minus one copy is hardly of interest to anyone now. And in the "specific" figures, through no fault of ours, there may be inaccuracies.
Pre-war varieties of ZIS vehicles
The truck of the 1934 model could conditionally be considered a cross-country vehicle. For the second rear axle served to increase the carrying capacity to 4 tons only on the highway. And for off-road, a load limit of up to 2.5 tons was prescribed, as was the case with the all-wheel drive ZIS-32 that appeared later (see below). And then the third axle served not only to increase the thrust-weight ratio of the machine, but also to reduce the axial load on wet soil.
By the way, a three-axle, with the same transmission layout - without a front drive axle, but with a demultiplier, and with a “universal” tire tread, was by no means considered an ordinary, “highway” truck. And in comparative off-road tests, it left the Ural-ZIS-355M, which showed phenomenal cross-country ability and traction on mud, (see below) far behind itself. But back to the 30s.
The car had an engine and gearbox from the ZIS-5. A novelty was an additional gearbox with a demultiplier, (1.-1.54, 2.-1.00).
The main gears of the driving axles were "two-story", worm type, with a ratio of 7.4. And taking into account all the previously given data on the transmissions of cars, it is easy to calculate that in first gear in the gearbox, and downshifting in an additional box, the ZIS-6 exceeded the usual three-ton by almost 80% in terms of thrust-to-weight ratio.
This three-axle had one common driveshaft for both axles, a central transmission parking disc brake, and a vacuum booster in the mechanical drive of the service brakes. And the rear axles had double spring suspension, like the three-axle "lawn".
Three-wheelers, with an application for the title of off-road vehicle, in the pre-war period received the simplified name "all-terrain vehicle". However, the three-axle version of the Gorky lorry, GAZ-AAA, was called "everywhere" by the soldiers during the war with malice.
This is not surprising - the 40-horsepower GAZ engine was far from always able to “pull” the car out of the mud in a previously engaged gear. Well, shifting gears with a double clutch release, and almost always with a complete stop of the car, for further movement, sometimes became fatal. We do not know that a three-axle ZIS with its more high-torque engine received such an “honorary title”.
According to information launched at one time by the domestic automobile historian L.M. Shugurov, (now deceased), the engines of all ZIS-6 vehicles had ignition only from magneto. It’s hard to disagree with this - cars for the army should, if possible, do without batteries. However, for a number of reasons, we will not confirm this.
A little over 21 thousand pieces of ZIS-6 machines were produced. How many original samples have survived to this day, after four years of front-line off-road, no one will say, apparently already. But, for example, the ZIS-6 car, from the game column of the Mosfilm film studio, has a rear bogie completely from the ZIL-157. And therefore, it is not a fact that she has ever been ZIS - the sixth.
Buses ZIS-8, ZIS-16, and ZIS-16S
Buses do not belong to the subject of the magazine. Therefore, here they will be considered only as varieties of the chassis of the ZIS-5 base truck, since they did not have their own specific features - load-bearing or semi-bearing bodies, cabover, mid- or rear-engine layouts.
And first of all, it must be said that the pre-war ZIS buses had their own chassis. There were no universal chassis for long-wheelbase trucks, buses or fire engines, as other readers sometimes try to imagine, or other writers “rub” to others, did not exist.
The chassis of the ZIS-8 bus, (1934), in comparison with the ZIS-5, had a longer base (4420 mm versus 3810 mm). This required both an additional shaft and an intermediate support in the driveline. Softer rear springs were also used - the main packages of 9 (against 10) sheets, and the springs - 6 sheets each, instead of 7-leaf packages. A gas tank of increased capacity was installed, 110 liters instead of 60. The power reserve increased to 360 km.
But the main difference was in the electrical equipment. ZIS buses had 12-volt sources and current consumers. This is explained by the insufficient power of the 6-volt "cargo" generators to power more interior lighting lamps and route lights.
And how to explain the different polarity - for buses - "minus to ground", the question is of course an interesting one. But, as they say, facts are stubborn things. And they are there, (see wiring diagram). The generator for the ZIS-8 bus, type GA-27, had a return of 20A., with a power of 250 watts. Where is the 13-amp truck generator, 80 watts! In addition, the buses were equipped with a larger capacity battery (144 versus 112 Ah for the ZIS-5).
According to the applicability of starters, even in the primary sources of those years, alas, there are already discrepancies. So, in the 1936 edition, it is stated that the motors were equipped with Bosch starting electric motors, with electromagnetic forced engagement of the drive gear using a traction relay. And in the summary collection of performance characteristics of Soviet cars, published in 1954, it is stated that domestic inertial starters, such as MAF-31, were installed. The golden mean may be that both were used ...
The ZIS-16 and ZIS-16S bus chassis were equipped with forced motors. With the compression ratio increased from 4.6 to 5.7, and the new MKZ-6 carburetors, their power units developed a power of 88 hp (against 73 hp), at 2700 rpm, (previously - 2300). These chassis received a base of 4970 mm, and gearboxes of the main gears of the drive axles 7.67, against 6.41 for the ZIS-8.
Both of these varieties had vacuum boosters in the mechanical brake actuators. In addition, the time has come to use double-acting hydraulic lever shock absorbers - the ZIS-8 and ZIS-5 had mechanical friction shock absorbers. But if the city passenger car ZIS-16 had such units installed only at the front springs, then its sanitary version "16C" had similar shock absorbers in the suspensions of both axles.
The same buses were equipped with larger tires, 36 X 8 inches. However, this did not affect the landing diameters of the rims, they still had a diameter of 20 inches (508 mm.).
The buses put into production in 1938 and 1939, respectively, had other generators, G-62, with a return of 32 A., and a power of 400 watts. The generator sets of all three buses received automatic relay-regulators, and their operation was checked not by ammeters, but by control lamps.
The 1934 model car was designed to work with a PP-6 semi-trailer with a carrying capacity of 6 tons. Since the total weight of such a road train, when using the base engine and gearbox, was 11.3 tons, the car had a different rear axle, with a gearbox of 8.24 (versus 6.41 for the ZIS-5). And the tank at the same time had a capacity of only 65 liters. And with a fuel consumption of 38 liters / 100 km, the cruising range did not exceed 170 km. (ZIS-5 has 30 liters / 100 km, and 200 km of travel)
The tractor car had a regular brake system of the base truck, and a manual valve was provided to control the vacuum (due to the difference between atmospheric pressure and vacuum in the engine cylinders) drive of the semi-trailer brakes.
The truck did not receive distribution, its release amounted to less than 800 units.
This fire engine, like other types of the chassis of the ZIS-5 base truck, appeared in 1934 - a whole “fan” of varieties of vehicles a year and a half after mastering the production of the main “three-ton”!
The fire truck had the same wheelbase as the ZIS-8 bus (4420 mm), but with “cargo” springs and 6-volt electrical equipment.
From the ZIS-5 chassis, the fire truck chassis was distinguished by the presence of a second 60-liter fuel tank, a “switching” box in the transmission and an enhanced engine cooling system. An additional box in the transmission, controlled by one lever, and standing after the main gearbox, switched the drive from the motor either to the drive wheels or to the fire pump.
The cooling system included an additional heat exchanger in the fire pump housing and pipelines connecting it to the engine cooling jacket, due to which the total volume of the cooling system increased from 23 to 41 liters. The heat exchanger kept the fire pump from freezing when traveling in the winter. And the water in the engine cooling system was additionally cooled by "external" water supplied to extinguish the fire when the engine was running at elevated ambient temperature at the fire site.
A little more than three thousand of these cars were produced.
This machine differed from the ZIS-5 only in the size of the wheelbase (4420 versus 3810 mm) and the long loading platform (3540 versus 2930 mm). While maintaining a carrying capacity of 3 tons, it was intended for the transportation of bulk cargo with a low specific gravity.
But it is interesting to note that this car was actually the forerunner of another elongated car, and already from a different era - the ZIL-130G. For, if for the sake of interest, to compare the proportions of the change in the lengths of the wheelbases and bodies of the ZIS-12 to the ZIS-5, and the ZIL-130G to the ZIL-130, we will get almost the same ratios. Accurate to the second significant digit after the decimal point.
There were about 4.2 thousand ZIS-12 machines.
The car was put into production in 1941, and differed from the ZIS-5 mainly in the transmission, except for the changed place for attaching the "reserve" to increase the rear exit angle. Moreover, this ZIS was the champion among all its cargo pre-war counterparts, in terms of power reserve at one gas station. A new gas tank with a volume of 115 liters allowed to travel up to 330 km.
A transfer box with a demultiplier appeared in the transmission, (1.-2.07;, 2.-1.00). The front drive axle of the car, in various photographs on the Web, is visible both with the left and with the right gearbox. It may well be that somewhere the "restorers" rolled up what came to hand.
According to various sources, various joints of equal angular velocities were used, and "Rzeppa", and "Bendix-Weiss", and even "Spicer" (crosses, such as those currently used on all-wheel drive Gazelles). Where is the truth, where is fiction, we can’t say for sure. It is only known for certain that the gearboxes of both drive axles were not “cargo”, 6.41, but “bus”, 7.67.
The car was produced in quantities of less than 200 pieces, and therefore it is unlikely that at least one such truck reached Pobeda. And the “restored” ZIS-32(?) in color photos on the Web may turn out to be banal remakes, molded, as in the song of a famous “plywood” singer, from what was. This is just in time for the question of the "left" and "right" crankcases of the main gears of the front axles.
Since this machine was not a modernization of the ZIS-5 in order to improve its performance characteristics, and was produced, like the ZIS-32, since 1941, it can also be considered a pre-war variety. In addition, one cannot exclude the possibility that, on the eve of the inevitable war, the entire complex of alterations was worked out before June of the first military summer.
The features of this military modification are known to many fans of the Soviet autoretro - a wooden cabin, straight bent wings, only one rear opening side, no front wheel brakes ...
Let's add only what was and one more change in the brake system. Now all four pads of each rear brake mechanism were controlled in parallel - either from the working pedal or from the parking brake lever.
ZIS-5V vehicles have been produced since 1942 in Ulyanovsk (“UlZIS”), and since 1944 in Miass, Chelyabinsk region (“UralZIS”)
The number of cars produced during the war years and the post-war period for us is a mystery behind eight seals. But, as the reader understands, this material was originally conceived not for the sake of statistics ...
Post-war modernization of the ZIS-5
After the Victory, the Moscow ZIS produced a number of transitional ZIS-50 vehicles, with the appearance of the ZIS-5V, but with a new engine and gearbox from the future ZIS-150. In 1947, the production of three-tons in Moscow was discontinued, the Ulyanovsk plant was instructed to continue the production of one and a half GAZ-MM, and the production of ZIS-5 remained only in the program of the Ural plant.
Vehicle UralZIS-5M
The car of the 1947 model, retained the appearance of the model of the war years - "straight" bent wings, a completely wooden cabin, only one rear opening side - there was no time for frills.
But there appeared, unified with the ZIS-120 engine (a / m ZIS-150), a crankshaft, a connecting rod and piston group, thin-walled replaceable liners and an oil pump. The compression ratio of the engine was increased to 5.3 units, and its power was up to 76 hp. at 2400 rpm.
A hydraulic brake system unified with the GAZ-51 appeared. And the parking brake drive on the car was carried out, as before, on the rear wheel pads. To do this, the designers used the scheme used earlier on Pobeda - a cable drive to the expanding levers of the pads inside the wheel mechanism.
Where are the pads, and where are the expanding levers, we think there is no need to comment.
New headlights were introduced on UralZIS-5M, type 53-00-A. And along with them, there were separate, "near" (21 St.), And "distant" (32 St.) headlights. And the lamps of the “small”, now side light, as in the headlights of pre-war cars, again became side ones, (3 watts).
Instead of the pre-war taillight, type 30-00, a taillight of the FP-13 type, unified with other Soviet trucks, appeared, with a common Rubin glass for both sections.
However, bulbs with most other domestic cars were not interchangeable - the post-war ZIS-5 car still had six-volt electrical equipment.
Cars UralZIS-355 and UralZIS-355V
In its own way, the original car UralZIS-355 appeared in 1956. It combined a number of technical solutions that were quite modern at that time, and a retro design of a quarter of a century ago. And according to this combination, according to the concepts of our time, it could be attributed to replicars.
But before we consider its technical features, we consider it reasonable to quote the words of car designers from that already distant era.
Let's clarify some points mentioned by the designers in passing, as well as not mentioned at all. Engine power has been increased to 85 hp at 2600 rpm. by increasing the compression ratio to 5.7 units, and using the new K-75 carburetor, with a "falling" mixture flow. A centrifugal (!) oil cleaner (centrifuge) and an electric oil pressure gauge have been introduced. 110-liter gas tank, (power reserve has been increased to 400 km.), With electric fuel gauge.
And also, as an option, an engine preheater with an electric fan was offered - these machines, with an already archaic appearance, were intended primarily for the regions of Siberia and the Far East.
The transmission used a single cardan shaft with two hinges, without intermediate support, but still with crosses on plain bearings.
The steering column and gearbox were now used from the GAZ-51, and the steering gear ratio was now 20.5 units.
The car received six-window rims from the ZIS-151, and wider tires, 8.25x20 in size. And the spare wheel “moved” from under the rear overhang of the frame, under the right side of the body, like the GAZ-51.
The scheme of the 12-volt electrical system was "closer" to the technical solutions used on post-war Soviet trucks. PF-3 sidelights appeared with 3 light bulbs (only side light), and FG-1 headlights, unified with ZIS-150 and ZIS-151. But it remained non-interchangeable with other machines, the 12-volt generator G-42, with a return of 18 A. - it still had a gear drive. And the MAF-31 starter, from the pre-war ZIS-8 bus, was still of the inertial type.
Although the UralZIS-355 car had a completely wooden cabin, which, of course, was still not locked, an ignition switch with keys appeared. And the instrument cluster and the design of the dashboard already corresponded to the similar design of other Soviet trucks.
This truck, very similar to the pre-war ZIS-5, outwardly differed from the latter in a wider arched part of the front fenders, due to the installation of wider tires. Longitudinal reinforcing wooden beams appeared on the side sides of the body. Well, and as already mentioned, there was no outer metal lining of the cab, and sidelights appeared.
The UralZIS-355V, produced in 1957 and retaining its pre-war appearance, was a transitional model for the 355M.
The UralZIS-353 engine, with a compression ratio of 6.0 and a K-75 carburetor, “gave out” 95 hp. at 2600 rpm. In comparison with previous engines, it was significantly reconfigured.
The gear-driven side water pump gave way to a central "front" pump with a common (with alternator) belt drive. The G-12 generator with a return of 18 amperes in its mounting and drive, if necessary, could be replaced with similar units from GAZ or ZIS vehicles. The ignition distributor of the new type R-32 was now installed on the right side, the front cover of the timing gears. And the starter, which was previously attached to the right side of the cylinder block, was now installed on the left side of the power unit. The new starting electric motor ST-14B had a forced engagement of the drive gear from the foot pedal.
The last upgrade of the legendary three-ton tanker was put into production in 1958. Outwardly, it looked more like a GAZ-51, which is not surprising: by that time, Andrey Alexandrovich Lipgart, the former Chief Designer of GAZ, had been transferred to UralZIS. This explains many of the previously mentioned similarities between the machines of the Ural and Gorky plants.
Lipgart, of course, was well aware of all the strong and proven qualities of the former "his" machines. In addition, he understood the expediency of unifying such equipment of that era as trucks. He also “married” for the Ural-ZIS-355M stamps of old-style cabins that were no longer used in the production of GAZ-51 and GAZ-63 cars. That is why the cabins of the "lawns" from the second half of the 50s differed from the "355M" machines in the shape of the doors and doorways - in the latter case there were "straight" lower corners of these structural elements.
In addition, the UralZIS-355M, until the last day of production, retained the wooden frames of the doors, which had only metal sheets of the outer and inner skins.
The car, which was very updated in design, retained all the same, time-tested and road-tested, main units - the engine, gearbox and rear axle. But she received a completely new frame, as a result of which the clutch and brake pedal block was now attached not to the clutch housing, but to the frame spar. The shoulders of the pedals are now the same.
In the transmission, a cardan drive was introduced with crosses on needle roller bearings and with an intermediate support, like the GAZ-51. New springs made it possible to raise the carrying capacity of the machine to 3.5 tons. There were also hydraulic shock absorbers in the front suspension.
The car received its own six-window rims with windows - "onions". But unlike the previous models of this plant, the trucks were now equipped with all-terrain tires with a herringbone tread. As before, they were intended mainly for the eastern regions of the country, where there were not only roads, but there were still just “directions”.
There have been changes in the brake systems. In the rear wheel mechanisms, for the first time, and the only time on trucks, two diametrically opposite working cylinders were used, each of which pressed only its block. And the ends of these pads were directed towards the rotation of the drums during the forward movement of the car, to obtain a servo effect - self-locking of the pads during braking.
The same picture as the front drum brakes of any Volga. In the absence of an amplifier, this was of considerable help to the truck driver in case of emergency braking. But such a solution completely excluded the possibility of using the expanding levers of the parking brake drive. That is why the central transmission "handbrake" was used on the UralZIS-355M.
The reservation was not made by chance: in the NIIAT reference book of 1958, it is indicated that the car had a cable-operated parking brake on the rear wheels. Which is the mistake of the compilers of this guide, and is not true.
This truck model had FG-2 headlights, unified with GAZ-51 “optics”, it also received PF-10 unified sidelights, with 2-filament lamps 21 + 3 St. (gauge and "turn signals"), as well as rear separate lights for direction indicators UP-5, unified with GAZ and ZIS trucks. But the rear left marker lamp of the FP-13 type remained the only one until the beginning of the 60s.
And along with the cab from the GAZ-51, its heater appeared on the car, as well as the second, right-hand wiper.
The Ural Automobile Plant bore the name of Stalin until 1961, when the inscription "UralAZ" appeared on the sides of the hood of the "355M" model. But this faceless name did not take root among professional motorists - it remained only in the "traffic cop" documentation, the accounting reports of car fleets, and in automobile directories of the Khrushchev era.
Cars UralZIS-355M, (we will call things by their own names) in the fleets of the eastern regions of the USSR, remained in more or less regular operation until the end of the 80s. So, at least, it is stated in the materials of the modern historian of Soviet trucks and buses, M. Sokolov, dedicated to this particular UralZIS latest model (magazines "Avtotrak" and "Commercial Transport", 2009).
By the way, in the mentioned materials, the same author told the readers the following. These trucks, with a single drive axle, in a number of forestry enterprises in Siberia, Altai and the Far East, converted into timber tractors, took out logs from forest plots along with all-wheel drive tractors MAZ-501, (4x4) and ZIS-151, (6x6)! And as the reader understands, only tires with a herringbone tread would solve little here ... Of course, there was no shortage of photographic evidence of such capabilities, the last of the ZIS Mohicans.
And ZISs with wooden cabins, and in the Mother See, worked until the beginning of the 80s. At the Moscow confectionery factory. P.A. Babaev, UralZIS-355 served as an intra-factory transport, and only the death of a front-line driver who worked on it put the car on hold.
And in the 15th taxi fleet of the capital, at the same time, a pre-war copy of the ZIS-5 was still working - a watering "barrel". Moscow fans of the Soviet autoretro should know these facts...
Used Books
- "Car" M. Peter, with an application for cars AMO-2 and AMO-3, OGIZ Gostransizdat, Moscow - Leningrad, 1932.
- "Cars ZIS-5 and ZIS-8" A. Babich, GNTI of Ukraine, Kharkov-Kyiv, 1936.
- "Car brakes" I.L. Kruse Min. Armed Forces of the USSR. Moscow 1947.
- "Electrical equipment of cars" Yu.M. Galkin Publishing House of the Ministry of Communal Services of the RSFSR, Moscow-Leningrad, 1948.
- "Soviet car", Acad. E.A. Chudakov, Publishing House of the Academy of Sciences of the USSR, Moscow, 1952.
- "Operational and technical characteristics of cars." HELL. Abramovich, Publishing House of the Ministry of Communal Services of the RSFSR, Moscow, 1954.
- "Car UralZIS-355" Manual Mashgiz, Moscow, 1957.
- Brief reference book of NIIAT, Avtotransizdat, Moscow, 1958.
- Automotive electrical equipment and devices. Directory-directory, Center Institute Nauchn. Tech. Information of Mechanical Engineering under the Council of Ministers of the USSR, Moscow, 1962.
In 1917, 432 trucks were assembled at the plant, in 1918 - 779, and 108 cars in 1919. But, at the same time, the plant was not completed for the manufacture of its own cars due to the October Revolution and the war.
From the beginning of 1920, AMO took part in the Soviet tank program. In the period from February to July, 24 tank engines of the Russian Renault tank were manufactured here.
In March 1924, the plant received a government order to produce the first batch of Soviet trucks.
In 1925, the plant was given the name of the 1st State Automobile Plant.
In 1927, I.A. became the director of the plant. Likhachev. The plant was subordinate to the auto trust, which decided to start its reconstruction.
The year 1930 was marked by the purchase of a license for an American Autocar-5S truck with a carrying capacity of 2.5 tons. The plans were to produce trucks using the conveyor method.
The launch of the reconstructed plant took place in 1931
In 1931 the reconstructed plant was launched, and on October 1, it was named after Stalin ( Plant named after Stalin, ZIS).
October 25, 1931 - the date of the launch of the first Soviet automobile assembly line, which produced the first batch of 27 AMO-3 trucks.
Since 1932, the production of minibuses ZIS-8 (AMO-4) began.
On August 21, 1933, the Council of People's Commissars of the USSR decided to make a second reconstruction of the plant, which was aimed at expanding the range of cars.
Having undergone a reconstruction in the 33-37s, ZiS made a new modification - the ZIS-5, which was given the nickname "Zakhar".
Since 1934, ZIS-6 trucks and ZIS-8 buses began to be produced.
In 1936, ZIS-101 cars began to roll off the assembly line.
The Aremkuz plant in the same year produced bread vans on the AMO-3, ZIS-5 chassis.
After the death of Ivan Alekseevich Likhachev in 1956 The plant is named after him ZIL.
Passenger car production:
ZIS-101 (1936-1940)
ZIS-101S (1937-1941)
ZIS-101A (1940-1941)
ZIS-102 (1939-1940)
ZIS-102A (1940-1941)
ZIS-101A-Sport (1939)
ZIS-110 (1945-1958)
ZIS-110A (1949-1957)
ZIS-110B (1945-1958)
ZIS-110P (1955)
Racing car production:
ZIS-101A-Sport
ZIS-112 (1951)
Truck production:
ZIS-5 (1933-1941)
ZIS-5V (1942-1946)
ZIS-6 (1934-1941)
ZIS-22 (1941)
ZIS-22M (1941)
ZIS-32 (1941)
ZIS-42 (1942-1944)
ZIS-42M (1942-1944)
ZIS-50 (1946-1948)
ZIS-150 (1947-1957)
ZIS-151 (1948-1958)
Bus production:
ZIS-8 (1934-1936) - urban on the ZIS-12 chassis
ZIS-16 (1938-1941) - urban on the ZIS-15 chassis
ZIS-16S (1940-1941) - ambulance on chassis with cab ZIS-12
ZIS-154 (1947-1949) - large urban, with a rear-mounted diesel-electric power plant
ZIS-155 (1949-1957) - large city using elements of the ZIS-150 chassis
ZIS-127 (1955-1961) - large intercity diesel
Special equipment and prototypes:
ZIS-153 - half-tracked transporter
ZIS-E134 is a multi-purpose four-axle (8 × 8) experimental ultra-high cross-country vehicle that did not go into mass production due to changes in the requirements of the customer - the military department. Taking into account these requirements, a more powerful wheeled conveyor, the ZIL-134, was created on the basis of the ZIS-E134.
ZIS-152V (BTR-152V) (1955-1957) - armored personnel carrier, wheel arrangement 6 × 6
ZIS-485 (BAV) (1952-1958) - amphibian, wheel arrangement 6 × 6
For many of my peers, the post-war ZiS-150 trucks are associated with the period when mass construction of the famous five-story Khrushchev buildings began in Moscow and other cities. Thousands of dump trucks based on these machines delivered concrete to construction sites, a lot of truck tractors with bulky semi-trailers - wall panels, and flatbed cars - all other goods, including people, which at that time was not forbidden by traffic rules. By the way, in those years we did not yet have concrete mixer trucks, and so that the concrete did not seize prematurely, dump trucks had to move along city streets at considerable speeds, generously spilling the contents of the bodies.
We are talking about the most massive trucks of that time - the ZiS-150 and ZIL-164, which could only be distinguished by specialists and all-knowing boys - they knew that the "one hundred and fifty" radiator grille has horizontal slots, and the "one hundred and sixty fourth "- vertical.
The designers of the Moscow Automobile Plant named after Stalin began to prepare a replacement for the famous "three-ton" ZiS-5 back in the pre-war years, since the car, the basis of which in the 1920s was the American truck Autocar, was no longer subject to further modernization. The country needed a new truck - more powerful, more payload, more durable and more comfortable for the driver.
The prototypes of the new truck, called the ZiS-15, were built in 1938. The car had a new frame, a different all-metal triple cab and an upgraded 82 hp engine. It was assumed that the base model ZiS-15 would become the basis for a whole series of vehicles - a bus, a dump truck, an off-road vehicle and a number of others.
However, the Great Patriotic War prevented the mass production of the ZiS-15. True, it also prompted the production workers to further improve the pre-war "three-ton" - on its basis the three-axle ZiS-6, the half-track ZiS-42, the all-wheel drive ZiS-32 with a 4 x 4 wheel formula and the gas generator ZiS-21 were created.
In 1944, the issue of producing a modern truck was again raised, but it was recognized as irrational to take the ZiS-15 of the 1938 model as its basis. Therefore, a modernized truck was developed at the Stalin Automobile Plant, which in appearance did not differ much from the American lend-lease truck International KR-11. By the summer of 1944, prototypes of the new truck were being tested.
The pilot batch of ZiS-150 left the territory of the automobile plant on October 30, 1947. The car with a carrying capacity of 4000 kg was equipped with a 90-horsepower engine interlocked with a five-speed (for the first time in the domestic automotive industry!) Gearbox with constant mesh gears and pneumatic brakes. A cabin of mixed design was developed for the car - due to the shortage of a special steel sheet, it was made of plywood and artificial leather with partial tin lining. By the way, this technology was also used in the manufacture of many cars of those years - the GAZ-51 was initially produced with a wooden-metal cab, a pickup truck body based on Moskvich-401 was assembled from wood.
For the first time on a domestic truck, the doors were equipped with sliding windows. Windshield - V-shaped, consisting of two windows located at an angle, and the left, driver's, could deviate upwards and be fixed in any position using a rocker mechanism.
The engine, called ZiS-120, mastered in production in 1947, was thoroughly tested on serial "three-ton" (cars with such engines were called ZiS-50), produced in the period 1947 - 1948 in the amount of 13,895 copies.
The development of the production of the ZiS-150 began in January 1948. Until April 26, the installation of a new conveyor was carried out without stopping the old one, and from April 27, serial production of the ZiS-150 began. A few days later, the production of the "three-ton" ZiS-5 and ZiS-50 was discontinued.
The operation of the ZiS-150 revealed a number of shortcomings, the main of which was the low margin of safety of the long cardan shaft - when the car was moving at an increased speed (usually downhill), the shaft speed exceeded the safe one, which led to its breakage. As a result, the “cardan” damaged the pneumatic brake pipeline, and in this situation it was almost impossible to stop the car.
The developers had to install a special engine crankshaft speed limiter on the car, which prevented it from reaching speeds above 2400 per minute.
The first major modernization of the ZiS-150 was carried out in 1950. The car was equipped with an all-metal cab and equipped with a more modern K-80 carburetor with a falling mixture flow and a new exhaust manifold, which increased engine power and improved its efficiency.
The next upgrade was made in 1952, taking into account the accumulated experience in operating the ZiS-150. First of all, the designers got rid of the long and, accordingly, fragile cardan shaft and replaced it with two shafts with an intermediate support on the middle cross member of the frame. The suspension was also improved - the car was equipped with elongated springs. The engine was equipped with a floating oil receiver for the oil pump, and driver-controlled blinds were installed in front of the radiator. They also took care of the driver - they reduced the height of the seat and the inclination of the back, and also increased the gear ratio of the worm gear. The last improvement was especially relevant, since truly heroic efforts were required to control a truck with a gross weight of over 8 tons in the absence of a hydraulic booster.
Before the launch of the upgraded trucks in a series, prototypes were sent to a test run of about 25 thousand km on roads with various surfaces, including primers.
The last modernization of the ZiS-150 car was carried out in 1956. On the machine, the cast-iron engine head was replaced with aluminum, which made it possible to increase the compression ratio to 6.2, a new carburetor, intake manifold and air filter were installed, as a result of which the engine power increased to 96 hp. In addition, the frame was reinforced, rubber mounts were used for the front springs and hydraulic shock absorbers were installed.
The latest innovation on the "one hundred and fiftieth" is the replacement of the "ZiS" stamping on the hood: instead of it, the abbreviation "ZiL" appeared there, since it was in 1956, after the XX Congress of the CPSU, that the automobile plant was renamed in honor of I.A. Likhachev, the former director of the plant and the former Minister of Automobile Transport and Highways of the USSR.
Not too many ZIL-150 cars were produced - in 1957, instead of this car, the outwardly very similar ZIL-164 came off the assembly line. In total, from 1947 to 1957, 774,615 ZiS-150 and ZIL-150 trucks were produced.
In addition to the ZiS-150, work was underway at the automobile plant to create off-road vehicles. So, from the mid-1940s, on the basis of the ZiS-150, an all-wheel drive vehicle ZiS-150P with a 4 × 4 wheel arrangement was developed. However, the car turned out to be heavy, which did not meet the requirements of the USSR Ministry of Defense, and the plant was asked to develop a three-axle version of the "one hundred and fiftieth".
At the beginning of 1945, the design bureau of the plant began designing a three-axle vehicle, which later received the name ZiS-151. The first two samples were built already in 1946 - one with double rear wheels and the other with single wheels. In the summer of 1947, comparative tests began, in which, along with a pair of ZiS-151s, the three-axle Lend-Lease International and Studebaker also participated. At the same time, the best cross-country ability was demonstrated by the all-wheel drive ZiS-151 with single tires, in which the rear wheels followed the track left by the front ones, which required less energy for laying the track. But representatives of the Ministry of Defense, for incomprehensible reasons, spoke in favor of the production of cars with dual-slope rear axles. By the way, in the near future, the plant nevertheless launched the production of an all-wheel drive ZIL-157 single-slope scheme.
Well, the ZiS-151 thus became the country's first three-axle all-wheel drive vehicle with a 6 × 6 wheel formula. The serial production of this machine lasted from 1948 to 1958. On its basis, rocket artillery combat vehicles, armored personnel carriers, large floating vehicles (BAVs), tankers and a number of other military and civilian vehicles were created.
In 1957, instead of the ZiS-150, the automobile plant put the ZiL-164 on the conveyor, which outwardly practically did not differ from its predecessor, but had a number of differences from the "one hundred and fifty" - a reinforced frame, a more powerful engine with a modern carburetor, telescopic shock absorbers, etc.
The design of the car ZIL-164
ZIL-164 was a truck with a three-seat all-metal cab and a wooden platform with three opening sides.
The car engine is a carburetor, in-line, six-cylinder, four-stroke, lower-valve, with a working volume of 5.55 liters. The compression ratio is 6.2. Maximum engine power - 100 hp at a crankshaft speed of 2800 rpm.
The engine cylinders are located in one block, cast iron together with the crankcase. The plane of the crankcase connector is below the crankshaft axis. There is a water jacket around the cylinders in the block. On the engine block, a common cylinder head with a water jacket is installed on a gasket, in which the combustion chambers are located. The head, made of aluminum alloy, is fixed to the block with bolts and studs.
The flat bottom pistons are cast aluminum alloy. Three compression rings and one oil scraper ring are installed on the top of the piston.
The crankshaft is made of carbon steel, its necks are subjected to surface hardening by high frequency currents. In the engine, the shaft rotates on seven bearings with thin-walled steel liners with babbitt filling.
The flywheel is fixed with six bolts on the flange of the rear end of the crankshaft.
In front of the shaft, a steel timing gear, an oil deflector and a fan drive pulley are fixed on a key. From below, a stamped steel pan is attached to the crankcase on gaskets.
The carbon steel camshaft is mounted on four babbitt-filled steel bushings. In the middle part of the shaft there is a gear for driving the oil pump and the ignition distributor, in the rear part there is an eccentric for driving the fuel pump, and in the front there is a cast-iron gear that engages with the crankshaft gear.
The engine is mounted on a frame on three supports using rubber cushions.
Engine cooling system - forced, closed. The tubular-plate type radiator is fixed to the frame through rubber cushions. The thermostat is single valve. A six-blade fan rotates in a shroud attached to a heatsink. The radiator and water pump are driven by a single V-belt from the crankshaft pulley.
Engine lubrication system - combined: main and connecting rod bearings of the crankshaft, camshaft bearings, timing gears and the distributor drive shaft are lubricated under pressure; oil is supplied to the rest of the rubbing surfaces by spraying and gravity. Oil filtration - double.
The ZIL-164 car has a dry double-disc clutch. Later, during the next modernization (on the ZIL-164A), the clutch was replaced with a single-disk clutch, with peripherally located springs and with a mechanical shutdown drive.
The gearbox is a five-speed one, and the fifth gear is accelerating, that is, when it is turned on, the secondary shaft of the box rotates faster than the engine crankshaft.
The car uses a double final drive, assembled with a differential in the crankcase, cast from ductile iron. The rear axle beam is also cast from ductile iron. Steel pipes are pressed into the semi-axial sleeves of the beam and fixed with locking screws, the ends of which serve as a support for the wheel hub bearings. The rear hole in the beam is closed with a stamped steel cover, fixed to the beam with screws. The final gear ratio is 7.63.
The frame of the car consists of two steel stamped spars of a channel section of a variable profile, connected by riveted transverse beams. A bumper and towing hooks are fixed in the front part of the frame, a towing device with a hook and a latch is fixed in the rear part.
The front axle is a steel I-beam attached to the frame on two longitudinal semi-elliptical springs. The ends of the springs are installed in the frame brackets on rubber cushions. Piston shock absorbers are included in the front suspension (later on the ZIL-164A car, double-acting telescopic hydraulic shock absorbers were used). The front ends of the rear springs are attached to the frame brackets with pins, and the rear ends are attached with two-pin earrings each.
Disc wheels with a flat rim have a removable bead ring with a locking ring. The rear wheels are double.
The steering mechanism of the car is a pair of worms - a three-ridge roller, while the worm is installed in the crankcase on tapered roller bearings, and the roller rotates on two needle bearings.
The brake system of the car consists of a foot brake with a pneumatic drive acting on all wheels, and a manual central transmission brake. Pneumatic brakes have a high efficiency of action with little effort on the pedals, which greatly facilitates driving.
Today, trucks are used in logistics. With their help, deliver various goods or provide various delivery services. Modern vehicles with a high load capacity are literally equipped with the latest technology - this allows you to ensure the comfort as well as the safety of the driver. However, during the Great Patriotic War, feats were not performed. They participated in the delivery of weapons, ammunition, food and water. What was the cost of only delivering food to Besieged Leningrad. One of these is the legendary ZIS-5 truck. About him and will be discussed.
This car with a carrying capacity of 3 tons was the second in terms of mass production.
During the Second World War, he was one of the most massive. This model was made at the Stalin plant from 1933 to 1948.
adjustment child
At the very beginning, there was Otokar - this is an American, not very famous and not very popular model that was assembled by AMO. It was very simple in design, and its cost was low, which was very important.
And in 1931, the Moscow Automobile Society successfully survived the modernization, and then, at the facilities of the society, they began to assemble the new AMO-2. The car was built on the basis of American components and parts. Then there were many more modifications. AMO-3 can be distinguished. This truck had a carrying capacity of 2.5 tons - and now in 1933 it was again modified. In the meantime, the plant was also renamed, the new name is the Stalin Plant. ZIS-5 was built on the basis of AMO-3, but only on a domestic component base.
There were only 10 copies in the first batch. Conveyor assembly was established at the end of 33 without the production of an experimental car. The design was very simple, so there were no failures during assembly. The car was launched into the series in the shortest possible time.
The ZIS-5 truck received its popular name, and it was called nothing more than a “three-ton”, thanks to its carrying capacity. The Red Army called the car respectfully - "Zakhar Ivanovich."
As for the design, it is no different from other models of the war years. This is an automotive classic. They participated in the development and the work was carried out virtually completely from scratch. The main focus that faced the engineers was increased maintainability and maximum simplicity. However, it was necessary to improve the characteristics of patency and carrying capacity.
ZIS-5: device
The design was simple, if not primitive. The machine consisted of 4500 parts.
They were mainly made of cast iron, steel and wood. It was possible to disassemble the car with a minimum of tools. Hardware and fasteners were in nine sizes, and it was impossible to break the thread on them. Only 29 bearings were used in the device.
But for all its simplicity, the ZIS-5 (car) was quite modern for those times. The kit included an electric starter, a diaphragm-type gasoline pump, a fuel tank under the driver's seat. The oil was changed after 1200 km, and not after 600, as on other models. The mileage without the need for major repairs was 70,000 km.
Continuous Improvements
In the course of improvements, engineers developed and implemented a new ZIS-5 engine in hardware. AMO Z, and the "American" was equipped with a six-cylinder "Hercules". He gave out 60 horses at 2000 rpm. For Zakhar Ivanovich, this power was not enough.
Therefore, it was decided to increase the size of the cylinders. The result was successful - the power increased to 76 hp. With. So, the "three-ton" became one of the most powerful trucks for that period of time.
The power unit proved to be very reliable. It worked equally well on any fuel. He could work effectively even on kerosene. When it was hot, it evaporated as well as gasoline.
In winter, the unit was started by pouring a little gasoline into the cylinders. To do this, I had to unscrew the spark plugs. Then the candles were returned back, and only after these manipulations the ignition knob was turned. Needless to say, the unit started almost half a turn.
Transmission
The old gearbox with the new motor categorically refused to work, so I had to urgently create a new design. So, it turned out a new gearbox for four gears, and not three, as it was on the previous model.
This box was 6.6, and in the main gear this number was 6.4. This allowed the ZIS-5 to pull a trailer of 16 tons, while the engine speed was 1700 rpm, and the speed was 4.3 km / h.
The first gear was used only off-road, or at maximum loads. By the way, the cross-country ability of the ZIS-5 was just excellent. Low-speed engine, good transmission, high ground clearance of 260 mm. The car could pass where others simply got stuck.
The gears in the gearbox of the new design were connected to the intermediate shaft not traditionally, but with the help of splines. This allows you to improve the alignment of the gears.
The previous model from Brown and Life had a simpler design. There, the gears were simply planted on a square fell.
The unreliable cardan shaft, which was equipped with three hinges and an intermediate support, was replaced with a simpler one. It featured two hinges. They were easier and cheaper to make.
Chassis
Many were sure that the chassis in this truck is rather weak.
The frame was difficult to break, it did not bend. However, it could be very easily skewed. For example, if one wheel hit the road potholes.
Stiff springs did not bring any benefit. And such elasticity was obtained due to a special heat treatment technology. The crossbars, as well as other parts, were not connected to the spars using traditional welding, but were riveted. If repairs were carried out with the help of welding machines, then this significantly weakened it.
Cabin
During the war, the engineers faced the task of simplifying the cabin design as much as possible.
It began to be made of wood, as well as plywood. Wings were made by bending rolled products, in pre-war times they were stamped. The right headlight was removed. After the war, of course, the equipment was brought back to normal.
The view of the road was not as good as on today's truck models, but at that time there was not much choice. You can also forget about comfort. To fit between the steering wheel and the driver's seat, you need to be very lightly dressed. There was no soundproofing in the car - in order to hear the interlocutor, it was necessary to shout.
The cabin was equipped with a ventilation system, but there was no stove. And if the windows were frosted over, you had to use ventilation. However, the cabin was well ventilated naturally - there were many cracks.
Brake system
There were no modern designs. They were provided for, but in wartime there were no necessary volumes of brake fluid. Therefore, the truck could be slowed down by mechanical rear brakes. By the way, the truck had excellent engine braking. As soon as the driver only relieves the pressure on the gas, or completely removes his leg, the car immediately slowed down. After the war, hydraulics were still installed.
Specifications
ZIS-5, a model of the 30s, with a power unit volume of 5.5 liters, could produce 73 liters of power. s, then after revision - 76, and after the war - 85 liters. With. The four-speed gearbox allowed for excellent traction control. The weight of the truck is 3100 kg, and the maximum speed that was achieved was 60 km/h. Fuel consumption could range from 30 to 33 liters per 100 kilometers.
Due to its design, the car could easily pass fords up to 0.6 m deep.
The maximum lift at full load is 15%. The fuel tank had a volume of 60 liters.
Soldier, worker, legend
In 41, an air raid was carried out on the plant. Stalin. It was ordered to completely take out all production. In 42, the release was resumed again. These trucks performed a variety of functions in the rear and at the front. There were no buses yet, and 25 people could fit in the back of this car. They carried ammunition, various equipment. These cars took the soldiers of the Red Army to Berlin and back.
In Moscow, the truck was produced until the age of 48. The last batch was equipped with a new unit - ZIS-120. In total, about a million of these trucks were created.
This car is a rather modest worker with a very long and very confusing fate. Today, these are no longer found on the roads. They are preserved either in museums or in private collections. If you really want to, then you can make a reduced model of the ZIS-5 car. There are drawings in our article - this is a very exciting activity.
So, we found out the history of the creation and technical characteristics of the ZIS truck.
