Zis 151 specifications. Veteran cars. General car layouts

Army 2.5-ton trucks ZIS-151 with all-metal cabins.

Carrying capacity onboard vehicles on the terrain or unpaved roads it was 2.5 tons, on the highway it reached 4.5 tons.The wheelbase (from the centers of the front wheels to the swing axis of the rear bogie) was 4225 mm, the rear bogie was 1120 mm (that is, 3665 + 1120 mm ). The track of the front and rear wheels is 1590 and 1720 mm, respectively. The ground clearance under the bridges is 265 - 270 mm. The equipped weight of the machine without a winch is 5580 kg, with a winch - 5840 kg. Gross weight - 10.1 tons. Overall length - 6930 and 7245 mm, respectively, width for all versions - 2310 mm, cab height - 2295 mm. Trucks could tow trailers weighing up to 3.6 tons, overcame slopes with a steepness of up to 28 °, a side roll of 25 ° and fords up to 0.8 m deep. Their cruising range reached 700 km.

Truck ZIS-151A of the second release with a front 4.5-ton winch. 1951 year.

With a general similarity with American prototypes, the ZIS-151 turned out to be heavier, less fast and economical: its maximum speed did not exceed 60 km / h, and fuel consumption ranged from 46 to 55 liters per 100 km. Other disadvantages included an inconvenient cabin, heavy control in the absence of a power steering, excessive complexity and increased mass of the transmission, insufficient cross-country ability, large losses in the transmission units and chassis with dual wheels, and the presence of ten wheels led to the need to transport two "spare wheels" ... Until September 1958, in total, the plant assembled 194,559 vehicles of the ZIS-151 series, and the last vehicles had a ZIL stamp on the hood.

Military variants of the ZIS-151

In the 1950s, ZIS-151 cars were the main medium trucks of all types of the Armed Forces of the USSR and the Warsaw Pact countries. They had only a few military performances. The basic cargo versions of the ZIS-151 were equipped with cabins with a round observation hatch in the roof and wooden lattice bodies with longitudinal folding benches for transporting military cargo or accommodating 16-20 soldiers, and also had a rear hitch for towing trailers and various guns of up to 152 mm caliber. Two-axle trailers IAPZ-754V, TMZ-802, GKB-83011 and others were specially produced for working with them. Serial truck with shielded electrical equipment bearing the index 151D, was used in the Signal Corps and in the Strategic Missile Forces, and the option was supplied for export to tropical countries 151Yu... For the transportation of special military cargo, powerful ammunition and radiation materials, the ZIS-151 onboard vehicles and trailers for them underwent additional equipment in accordance with special requirements for their storage, transportation and handling operations. For their transportation, special metal containers were used, fastened on a cargo platform with an awning with strong chain or cable ties. The awning was equipped with longitudinal rather than conventional transverse removable arches, which reduced the time of their installation and dismantling. All cars were also equipped with grounding circuits hanging under their frames.
The chassis with a cab for the installation of special equipment were designated 121 without winch and 121A with a winch. They mounted numerous types of vans, tank trucks, tankers and workshops, various special and engineering equipment, several types of new multiple launch rocket systems, as well as fundamentally new types of mobile vehicles for servicing missile systems. In 1951 - 1958, the plant also assembled a 110-strong special chassis 151P with a power take-off for the drive of fire protection and other equipment. In 1952 - 1955, a 95-horsepower truck tractor was produced 121B with a winch and shielded electrical equipment for towing semi-trailers with a gross weight of up to 6.1 tons, and since 1955 its version has been in production 121D with 110-horsepower engine and increased by 1100 kg permissible load per hitch (up to 7.2 t). In Soviet military literature, the last car was sometimes referred to as the ZIS-151V. Such tractors with single-axle army semi-trailers OdAZ-778 and their special versions served for the transportation of missiles, maintenance and reloading of missile systems. Using the ZIS-151 chassis and assemblies, the ZIS-485 floating trucks, the ZIS-153 half-track transporters, and a number of promising prototypes were created. On a special shortened undercarriage (chassis) ZIS-123 the first Soviet three-axle armored personnel carriers BTR-152 were based, which, in turn, influenced the further improvement of trucks. In 1949, that is, at the initial stage of production of the ZIS-151, another experimental truck was built on its chassis with an all-metal cab and rear axles with single wheels and extended tires measuring 9.00 - 20 from the first armored vehicles BTR-152. It received some development in the early 1950s.

Military equipment on the ZIS-151 chassis

In all branches of the Soviet Armed Forces, more powerful four-wheel drive vehicles ZIS-151 immediately became the main base of numerous military types of special equipment of the middle class, first developed in the USSR. They were equipped with new manned box bodies equipped with communication systems, the first radar stations and field workshops, various tankers, new engineering, chemical and military equipment. Since the end of the 1940s, SK bodies were used to accommodate special equipment, which were modified American ST6 frame-wooden structures of the military era. In 1950 - 1952, plant No. 38 developed new CH frame-metal bodies, which for the first time received characteristic side sloping roof slopes. Since 1955, the military plant p / y 4111 - the future Moscow plant of specialized vehicles (MZSA) - was engaged in their assembly. More widely, the ZIS-151 used standard frame-wooden bodies KUNG-1 and KUNG-1M with high semicircular roofs. Since 1953, they have been developed by the SKB at the Central Design Bureau of Furniture of the Ministry of Forestry Industry of the USSR, and the release was launched in 1954 at the Shumerlinsky woodworking plant of the Chuvash ASSR.

ZIS-151 with wooden body KUNG-1M for radio relay station R-400. 1952 year.

In the context of the outbreak of the Cold War and the emergence of new types of weapons, including nuclear, the ZIS-151 vehicles entered the initial phase of active formation of a fundamentally new special vehicles of the middle class, which were included in the first domestic complexes of ground-based technological equipment for servicing and providing missile systems for stationary basing. The first stage in the creation of such vehicles dates back to 1947 - 1952, when the first Russian ballistic systems R-1 and R-2 were developed and launched on the basis of German V-2 (V-2) missiles. By the mid-1950s, of the twenty items of special automotive equipment that worked in auxiliary operations and at launch positions, most of the vehicles were based on the ZIS-151 chassis. These were special rocket fuel tankers, machines for autonomous and horizontal missile testing, water washing and gasoline-electric units, as well as compressor stations, communication and control facilities. To transport missiles to the launch site and reload them, both single ZIS-151 trucks and special road trains with truck tractors based on them were used.

Radio technical means of communication and control

For a very short post-war period, the more powerful and lifting chassis ZIS-151 with special KUNG box bodies and shielded electrical equipment was widely demanded in the Soviet Armed Forces for the installation of a family of new heavier and more powerful communication and detection systems - radio stations of various levels and radar systems. One of the first on ZIS-151 cars with SK bodies was mounted a lamp radio station PAT General Staff, developed in the mid-1930s and also installed on the Studebaker chassis.
RAS« Prunes»- an ultrashort-wave radio station on two ZIS-151 vehicles with SK or SN bodies. Developed in 1947-1949 and produced since 1950. Served to provide telephone radio communication of ground radio stations with aircraft and ground communication between the headquarters of aviation divisions and the regiment. The wooden car vans housed a control room with a disc-cone antenna and a power station. The range of the station was within a range of 90 - 350 km and at an altitude of up to 10 km.
P-118« Tit»- automobile short-wave lamp radio station of medium power on the ZIS-151D chassis, developed at the Leningrad plant No. 210 and put into service in 1951. Belonged to the numerous family of radio stations R-118, produced in the 1950s - 1970s in several versions, including automobile ones. The station was intended to provide communication in the radio networks of the operational-tactical and tactical level of command and control with various ground and aircraft radio stations. It supported radio communication in a parking lot or on the move, could work in a system of communication centers of mobile control points or autonomously, in telephone, telegraph, direct-printing mode or over cable lines up to 15 km long. The radio communication range in different modes is from 30 to 100 km.
R-400- decimeter radio relay station on three ZIS-151 vehicles. Developed at the Research and Testing Institute of Communications of the Ground Forces (NIIIS SV) and put into service in 1950. The first car in the van body housed the control room, the two onboard trucks housed a rigging machine with an antenna mobile installation (AMU) and the first Soviet farm sliding mast "Sosna".
P-3A« Pechora"- a car version of one of the first Soviet radar stations P-3 meter range for early detection of enemy aircraft and target designation. Station P-3 was developed in accordance with the GKO decree of March 20, 1943 at the Research Institute of the Radio Industry (NII-20, later VNIIRT) to replace the RUS-2 stations and was tested in 1944-1945. After the P-3 system was adopted by the Air Defense Forces, the Air Force and the Navy in 1945, it was produced by the Gorky Radio Plant. Initially, the station was mounted on a stationary installation and was supplied with two antenna systems - azimuth and vertical, installed at a height of 7 and 11 m from the earth's surface, respectively. The maximum detection range was 160 km, and the height was up to 10 km. In 1947, on its basis, the P-3A automobile station was developed, the prototypes of which were based on the Studebaker trucks. Since 1948, it has been mass-produced under the code name "Pechora" and was mounted in special wooden bodies on the ZIS-151D chassis. In general design and parameters, it was identical to the P-3 station, differed in mobility, simplicity and reliability, replacing the previous P-2M and Redut stations. Until 1951, 435 sets of the P-3A station were manufactured in Gorky.

Radar station P-3A "Pechora" in a wooden body on the chassis ZIS-151D. 1950 year.

Radar P-8 "Volga" on two ZIS-151D vehicles with KUNG-1M bodies. 1952 year.

P-8« Volga"- the first Soviet early warning radar with all-round visibility on two ZIS-151 vehicles with KUNG wooden box bodies. The locator was created in 1946-1948 at the Design Bureau of the Gorky Plant No. 197, was successfully tested in 1949-1950 and put into service with the code name "Volga". The station had two remote antennas on its own masts, which worked for radiation and for reception and provided aircraft detection in conditions of passive and active radio interference at a distance of up to 150 km at an altitude of up to 8000 m.Since 1951, it was supplied with a new antenna-mast device that increased the detection range up to 250 km.
P-10« Volga-A»- modernized early warning radar with frequency tuning, created in 1951 - 1953 as a development of the P-8 station. After testing, it was put into service in 1953 and produced at the Gorky Radio Plant. Its equipment was mounted on two ZIS-151D vehicles with KUNG-1 wood-metal bodies with a semicircular roof. In the first car there was a control room with an antenna station, in the second there was an electric generator station. To protect against noise radio-technical interference in the P-10 station, a transition to another operating frequency was provided. With a detection range of 180-200 km and an altitude of 16 km, the maximum permissible error did not exceed 1 km.

Welding workshop MS on the ZIS-151 chassis of the first production with the SK body. 1949 year.

A new radar station was installed on the latest releases of ZIS-151 vehicles P-15 "Path" with a two-piece antenna unit on the roof of the van body, put into service in 1955. Subsequently, ZIL-157 trucks became its main base.

Field repair shops

The most common superstructures on the ZIS-151 chassis were all kinds of workshops for maintenance and repair of military equipment and various equipment in field conditions... At first, their equipment was installed in modified Lend-Lease ST bodies, which had the SK index. They housed the first Soviet regimental and divisional field workshops of the 1949 model, which became the starting point for future more advanced mobile repair facilities. They were based on a maintenance vehicle MTO with a front removable crane-boom with a lifting capacity of 1 ton, a tank repair workshop TRM-A-49 with the same crane and a similar workshop TRM-B-49 with additional gas welding equipment, mechanical PMM, welding workshop MS and electric gas welding EGSM, forging and copper KMM, workshops for the repair of electrical equipment MERO-3 and tank weapons and optics MTVO, repair and charging station PRSZ. The most famous among them was the VAREM universal workshop on the ZIS-151A chassis with a trailer.
VAREM- military automobile repair and maintenance workshop for maintenance and maintenance automotive equipment in the field. The first VAREM workshops were assembled in 1949 at Plant No. 38 using American ST6 bodies, renamed SK. At the same time, they were also installed on Studebaker cars. These workshops passed military tests and were put into service in 1951. Since 1952, their equipment began to be placed in more durable domestic frame-metal bodies CH with one frontal and four double side windows, thermal insulation and wood heating. In this form, since 1953, VAREM workshops have been producing the Leningrad Central Auto Repair Plant No. 7 of the USSR Ministry of Defense. In their bodies with internal dimensions of 4000x2250x1850 mm, equipment was mounted for checking technical condition and car repair, mechanical, gas welding, copper and tin, lubrication and filling, carpentry and even painting operations. The set of the workshop included drills, instrumentation, sets of tools and accessories, an air compressor and an M-300 external motor pump. On front bumper The car was equipped with a jib crane with a lifting capacity of 1 t driven by a winch, and an autonomous power plant ZhES-4 with a capacity of 3.2 kW served to power the electrical equipment. In the 1950s, four types of VAREM workshops, differing in purpose and equipment, entered the Soviet Army. VAREM-1, VAREM-2 and VAREM-3 workshops, respectively, served in rifle regiments, brigades and divisions, and VAREM-4 in a tank division. The VAREM-3D workshop was housed in the wood-metal body of the KUNG-1. Subsequently, they were all mounted on the ZIL-157 chassis.

Military repair shop VAREM in a frame-metal body CH. 1954 year.

The second most common in the troops was a mobile (or mobile) auto repair shop PARM the first generation, produced since 1955. In fact, for the first time, it was a set of various specialized military-level workshops for the maintenance and repair of almost all types of mobile military equipment, various units and weapons, which were placed in CH bodies with three side windows. The main specialization of the PARM-1 workshops were Maintenance and repair of cars, tracked vehicles, their units, electrical equipment and weapons, mechanical, welding and forge-and-copper works. Since 1954, a workshop has been produced PRM-54 for the repair of various steel tanks, equipment and equipping the rear fuel service, identical to the workshop of the same name on the ZIS-150 chassis. Most of the first mobile repair facilities were equipped with their own power plants and light transfer cranes. In Poland, on the ZIS-151, they installed their own universal streamlined bodies with an elevated roof position for the installation of equipment for automobile and tank field repair shops.

A canister truck on a ZIS-151 truck with racks for 144 fuel cans. 1958 year.

Tank trucks and tankers

On the basis of the ZIS-151, for the first time, a fairly complete range of military or civilian tankers appeared for the delivery of up to 4000 liters of various liquids and refueling of army and aviation equipment. This program included simple tank trucks AVTs-28-151 and ATs-4-151 for transporting water and fuel and two types of tankers for different purposes. The most unusual means of transporting fuel was the so-called canister truck, built in prototypes in 1957-1958. It was a ZIS-151 with a low side platform, in which 144 cans with a total capacity of 2880 liters were placed on special tubular racks.

Fuel tanker ATs-4-151 on ZIS-151 chassis without pumping equipment. 1951 year.

AC-4-151(1949 - 1957) - fuel tanker general purpose with a capacity of 4000 liters without pumping equipment, structurally identical to the AC-4-150 model, rearranged on the ZIS-151 chassis. In military units it was used for transportation and temporary storage different types liquid fuel. The gross vehicle weight is 9160 kg.
ATZ-3-151(1950 - 1958) - a special army tanker with a tank with a capacity of 3300 liters on the chassis of a ZIS-151 car, produced since 1950. The vehicle was used to transport and refuel almost any mobile military equipment with filtered fuel. An SVN-80 driven from a car's power take-off was used to pump fuel. All operations were controlled from the rear cockpit with instrumentation, filter and fuel meter. The refueling kit included pipelines, suction and dispensing hoses and taps, electrical and fire-fighting equipment. Tank filling time - 10 - 20 minutes. Curb weight - 6750 kg, full - 9600 kg. All equipment of the tanker was then mounted on the ZIL-157 chassis.
VMZ-ZIL-151(1956 - 1958) - military water-oil tanker on the ZIL-151 chassis with two tanks and a heating system, partially unified with the MZ-150 dual-purpose model. It was put into service in 1956 and was produced only for two years. Subsequently, his equipment was mounted on the ZIL-157 chassis.

Missile systems support facilities

One of the main vehicles for supporting missile systems were special tankers on the ZIS-151D chassis with shielded electrical equipment: 8G11(1955 - 1956) for refueling of R-12 medium-range ballistic missiles with hydrogen peroxide and 8G17(1956 - 1958) for refueling missile systems manufactured before 1959, in particular, ballistic missiles R-11 and R-11M. The second type of special equipment was a universal compressor station 8G33(1956 - 1957) for compressed air refueling of medium-range ballistic missile systems.
In general, by 1958, several dozen superstructures of the missile systems support system were mounted on the ZIS-151 chassis. For example, only when servicing early operational-tactical complexes R-11 and R-11M on tracked chassis, they used special 8T114 rocket fuel tankers, 8G17 series oxidizer tankers, 8N15, 8N154 and 8N16 various test machines, 8N211 control vehicles, 8G33 mobile compressor stations and 8G33U, an 8T39 vehicle for the transportation of spare parts, 8T326 and 8T339 for the delivery of accessories, an 8T328 storage vehicle, an 8T311 washing and neutralization station and an 8T22 truck crane. These were only the first single samples, and subsequently their modernized versions were based on the ZIL-157 chassis. Other vehicles for missile systems are mentioned in other sections.

Chemical troops vehicles

Soon after the war, a powerful auto-filling station appeared on the ZIS-151 chassis. ARS-12 with the main elliptical steel tank for the delivery of up to 2,700 liters of means for degassing and disinfecting weapons and equipment. In 1948, a new laboratory was put into service. AL-3 for chemical and sanitary-chemical reconnaissance, which had advanced analysis capabilities. The emergence of new organophosphorus toxic substances in the arsenal of the armies of the potential enemy led to the creation in 1949 of a heavy auto-degassing machine. ADM-48 for chemical cleaning of weapons, equipment and equipment of degassing kits. All its equipment was placed in the tilt body of a serial ZIS-151 truck. Since 1953, when the appearance of atomic and bacteriological (biological) weapons became a reality, the creation of new equipment began not only for degassing, but also for decontamination and disinfection of terrain and military equipment. This is how a modernized car appeared. ADM-48D with additional equipment... It consisted of two tanks with hand pumps for transportation and pumping different types degassing solutions, a container with a decontamination solution, rubber-metal sleeves, boxes with tools and dosimetric devices. At the same time, the ARS-12 filling station was modernized in a similar way. Her variant ARS-12D, serially produced in 1954 - 1958, was equipped with additional side tanks with special fluids for decontamination of terrain, buildings and military equipment, as well as for disinsection of large areas and communication lines. In 1957, the first samples of a washing and neutralizing machine appeared on the ZIS-151 chassis. 8T311, originally created to service the R-12 missile system. Subsequently, its multifunctional modernized versions were based on the new chassis of the Moscow Automobile Plant.

Engineering technology

Apparently, the Soviet engineering troops had long awaited the appearance of a new all-terrain chassis with increased carrying capacity, and with the advent of the ZIS-151, a large number of various middle-class equipment was immediately created on its basis. The championship belonged to various systems of pontoon parks and bridgelayers. In addition to them, powerful domestic AK-5 truck cranes and German ADK-III were based on the ZIS-151 chassis, single bucket excavators DKA-0.25 with a backhoe and an autonomous power unit and compressor stations BKMS-4 for driving pneumatic tools. In the mid-1950s, on the ZIS-151 chassis, an experienced road belt (roll path) stacker was built and tested, structurally similar to the same machine based on the GAZ-63.

The bridge block of the KMM mechanized track bridge on the ZIS-151A chassis. 1955 year.

KMM- a set of mechanized track bridges with a carrying capacity of 15 tons, which consisted of five bridge-laying vehicles on the ZIS-151A chassis with winches. Served for the operational construction of military track bridges and operational support for the passage of light wheeled and tracked vehicles. Each bridgelayer was equipped with a 7 m long steel track bridge block, which, with the help of a reloading device, was tipped back and laid in the desired area of the terrain, blocking narrow ditches and ditches. To install several blocks on obstacles up to 3 m deep, folding supports were used at the ends of each block. In the daytime and at night, in 60 - 80 minutes, the KMM set made it possible to mount a five-span bridge 35 m long with a track of 1.1 m and a carriageway width of 3.0 m. - 65 km / h. The total mass of one vehicle is 8.8 tons. The combat crew for the entire set of KMM was 12 people. Since 1958, the KMM has been mounted on the ZIL-157 chassis.

After the end of World War II, the ZIS-151 truck began to be produced at the Stalin automobile plant in Moscow. It was distinguished by its increased cross-country ability and three leading axles. The model was produced for ten years (from 1948 to 1958). The last two years, the car was called ZIL-151. This was due to the renaming of the plant in the summer of 1956. Throughout history, nearly one hundred and fifty thousand copies have been released.

At the development stage

The automaker was engaged in the production of military equipment during the war. During the war years, about one million ZIS-5 models were produced. In parallel with this, the designers were developing new model with two driving axles. So, in 1944, the first sample of the ZIS-150 car was assembled. Due to the excessive weight, this development did not meet the requirements of the country's Ministry of Defense. Therefore, it was decided to produce three-axle models. Development of the new model began in the winter of 1945. From this moment, the history of the creation of the ZIS-151 begins.

A year later, two versions of the car were developed. The first appeared in May. She was distinguished by dual wheels at the back. The second version was compiled a little later (this fall). This version had a ZIS-150 cab and rear single wheels.

In the summer of 1947, tests of the ZIS-151 car were carried out. There he showed himself with better side... The tires ran very smoothly. It took less fuel to pave the way than the competition. In 1948, production of serial cars began.

Power unit

ZIS-120 motors were originally installed on the car. This engine had a volume of five and a half liters.

Since 1950, they have been replaced by the ZIS-121 engine. It is a six-cylinder, four-stroke gasoline carburetor. The ZIS-151 engine had a capacity of ninety-two horsepower. Liquid cooling. For fuel, two tanks were installed on the truck. Each of them had a volume of one hundred and fifty liters. They were hiding on both sides under the cargo platform.

The installed engine allowed the car to accelerate to fifty-five kilometers per hour. At the same time, fuel consumption was forty-two liters per hundred kilometers.

Transmission and chassis

The ZIS-151 model was equipped with an unsynchronized gearbox with five speeds. The latter speed is accelerating. The clutch is dry type with two discs.

The suspension springs are supplemented with double-acting hydraulic shock absorbers. Drum brakes equipped with pneumatic drive.

Wheel arrangement 6 x 6. ZIS-151 - a car with four-wheel drive... It was complemented by a two-stage transfer case. This made it possible to turn off the drive. front axle... The transmission included five cardan shafts, on which ten hinges were installed. The crankcases of the two rear axles were offset in opposite directions. The bridges themselves were suspended due to the balance suspension and had two longitudinal springs. Two axles of the rear wheels were equipped with three propeller shafts, supplemented by needle-type bearings. A separate drive has been developed for each of them.

External appearance

ZIS-151 "Zvezda" was a versatile flatbed truck. The sides are made in the form of a lattice. The body is complemented by longitudinal benches and an awning.

On the first models (up to 1950), a wooden cabin with metal elements was installed, which could accommodate three people. The cladding was made of plywood. The footboards were also made of wood. The front wall was made of metal. Windshield folding. After 1950, a cabin made entirely of metal was installed.

A short bumper was installed on the spar frame at the rear of the car. It allowed you to push the car in front. This was relevant given the harsh road conditions.

Specifications

The length of the car is 6930 millimeters. Its width is 2320 millimeters. The height of the cabin is 2310 mm. If measurements are taken along the awning, then the height will increase to 2740 millimeters. The wheelbase is 3665 + 1120 millimeters. The rear wheel track is 1720 mm. Front - 1590 mm. Clearance - 260 millimeters.

The curb weight of the car is 5580 kilograms. The carrying capacity varied from two and a half thousand to four and a half thousand kilograms. A lower value is typical for driving on unpaved roads. Permissible full mass truck - 10,100 kilograms.

If we talk about the standard modification, the truck was equipped with wooden sides, which were installed on a universal platform. The tailgate opened. In total, the car had ten wheels measuring 8.25-20. Spare tires (there are two of them) were attached between the cab and the body.

On unpaved and country roads, the car is capable of transporting goods weighing two and a half tons. On the highway, this value almost doubles and amounts to four and a half tons. The permissible value of the mass of a trailer that is capable of pulling a car is 3.6 tons.

The truck is capable of climbing up a hill with a steepness of up to twenty-eight degrees. Lateral roll of the vehicle should not exceed twenty-five degrees. It overcomes a car and a ford, the depth of which does not exceed eighty centimeters.

Modifications

Several versions of the ZIS-151 were produced. Autohistory also includes information about several models produced on its basis.

In the spring of 1946, an experimental model ZIS-151-2 was produced, which featured dual-slope rear wheels. A few months later, in the fall of the same year, a car appeared in the second version - ZIS-151-1. Unlike the previous version, it had single wheels at the rear. A cabin from the ZIS-150 was installed on it.

The modification equipped with a winch was named ZIS-151A. Its tractive effort was 4.5 tf. The winch cable was one hundred meters long. The model was completed with a power take-off with three stages. It also served to transmit torque to attachments.

Even the ZIS-121 truck tractor and the ZIS-153 car were produced, which differed in a half-track chassis. There was a prototype ZIS-151G, also known as ZIL-E157. It worked out the tire inflation system.

Military equipment

On the basis of the ZIS-151, several variants of military equipment were produced. Among them are:

ZIS-485 BAV. Able to walk on water.

BM-13-16, designed for rocket artillery.

BM-14-16 (8U32) is another combat vehicle. She was equipped with a 140-mm rocket system, allowing you to fire in one gulp.

BMD-20 (8U33) with a two-hundred-millimeter reactive system installed on it, capable of sending charges over long distances. She worked with MD-20 "Storm-1" salvo fires.

BM-24 (8U31) was equipped with an M-24 multiple launch rocket launcher system.

BTR-152 (or ZIS-152) - armored personnel carrier.

Specialized Peacetime Technique

On the base truck ZIS-151 developed several versions of trucks designed to perform one specific function. These were the ARS-12D filling station, the PMZ-27 tanker truck, and the PMR-43 hose truck.

Several versions of fire trucks were produced on the chassis from the ZIS-151:

PMZM-3 - ATs-40 fire extinguishing tanker. Produced in the period from 1952 to 1954 at the fire engine plant in Moscow.

PMZ-13, which replaced the previous version. Produced from 1954 to 1959 by the Priluksky plant. This is an ADC-25 fire-fighting tanker.

PMZ-15, produced from 1952 to 1959. It was the first firefighting vehicle in the Soviet Union for the airfield service.

PMZ-16, designed for chemical foam extinguishing. Collected it from 1956 to 1959.

Disadvantages of the car

During operation, the ZIS-151 car showed several of its shortcomings. During the first tests, the permeability of this model was significantly lower than that of other participants. ZIS-151 often had to be pulled out of the mud or snow by "competitors". This was due to several factors. So, the representative domestic auto industry was heavier than the American "Studebaker", which it was equal to during production, by a whole ton. Small wheels, low ground clearance.

The engine lacked power. Due to the dual-slope wheels, this was felt especially sharply. The second pair of wheels had to work their way on their own. For example, the same GAZ-63 rear wheels did not spend additional forces (they walked along the front track).

The ZIS-151 was nicknamed the "iron". Judging by the reviews, the rear wheels were regularly clogged with mud, thus losing the ability to move. They just rolled helplessly in the mud. I had to clean the wheels with the help of crowbar and other improvised means so that I could move on.

The ZIS-151 (photos are posted on the page) was produced at the Stalin Moscow Plant from 1948 to 1958.

Development of

The first triaxial prototypes were created in 1946. One version of the truck, the ZIS-151-1, had single wheels and an all-metal cab from the ZIS-150 model. The second sample, ZIS-151-2, was equipped with gable rear wheels and was intended for the transportation of multi-ton cargo.

Both cars were to go into large-scale production. Some of the machines were planned to be produced for the national economy, and some for the armed forces. Army trucks were equipped with a wheel inflation system.

In the summer of 1947, representatives of the command of the Soviet army adopted the ZIS-151 trucks. The highest ranks of the commissariat and generals of the ground forces gathered at the training ground. The American three-axle "Studebaker" and two modifications of the ZIS-151 were taken for comparative tests.

Some military experts spoke in favor of single wheels, motivating their choice by the fact that the track-to-track track is preferable: the fuel consumption is less, the cross-country ability is better. The rest of the commission members were of the opinion that a truck with double slopes would lift a lot more load, which is important in the field. As a result, it was decided to supply gable trucks to the military formations.

ZIS-151: technical characteristics

Weight and dimensions:

vehicle length - 6930 mm;
height along the cab line - 2310 mm;
maximum width - 2320 mm;
height at the top of the awning - 2740 mm;
ground clearance - 260 mm;
wheelbase - 3665 + 1120 mm;
full weight - 10,080 kg;
curb weight - 5880 kg;
lifting capacity - 4500 kg;
the volume of the double gas tank is 2 x 150 liters.

Power point

The ZIS-151 car was installed Gas engine brand ZIS-121 with the following parameters:

working volume of cylinders - 5560 cubic centimeters;
power close to maximum - 92 liters. with. at a rotational speed of 2600 rpm;
number of cylinders - 6;
arrangement - in-line;
cylinder diameter - 100.6 mm;
piston stroke - 113.3 mm;
compression - 6 kg / cm;
food - carburetor, diffuser;
cooling - water;
fuel - A-66, low-octane;

Transmission

The ZIS-151 truck is equipped with a five-speed mechanical box gear.

Gear ratios:

fifth speed - 0.81;
fourth - 1;
the third - 1.89;
the second - 3.32;
the first - 6.24;
back speed - 6.7.

Two-stage transfer case:

first gear - 2.44;
the second is 1.44.

Mass production

The first batch of ZIS-151 rolled off the assembly line in April 1948. Cars were produced with a combined cab, assembled from wooden parts and metal sheets. The exterior of the car resembles the contours of the American "Studebaker US6" military truck.

The ZIS-151 truck was of domestic design with all drive axles. After production reached the planned level, the car began to be widely used in army units. The military was sent modifications that could be useful in the field:

ZIS-151A, equipped with a powerful winch;
ZIS-151B, truck, all-wheel drive tractor;
ZIS-153, an experimental half-track truck.

Refinement

The first years of operation of military trucks showed that the car needs fine-tuning. The gable wheels could not pass through the mud, they wound sticky soil on the treads, and the car stopped. I had to clean the tires with improvised means. Gradually, all the trucks were converted, single wheels were installed, and the cross-country ability increased.

In addition, the engine had to be modified, the rated power of 92 horsepower was insufficient. By boring the cylinders and increasing the compression ratio, it was possible to raise the engine power by 12 liters. with., but this was not enough. The engine thrust became optimal after changing the transmission.

Chassis

The ZIS-151 truck has a frame structure assembled from a 10 mm channel. Riveted joints provide sufficient strength to the frame and side members to which the engine, transmission and transfer case.

The two rear axles of the truck are completely identical in size, brakes and mountings. Rotation from engine and transmission is transmitted via cardan shafts on differentials, then on axle shafts, which end in powerful bearing flanges. The wheels are put on the axle shafts and screwed with ten nuts of the futorka type.

The brake system is built on the principle of pneumatic pressure. The compressor pumps air into the receiver, and from there compressed air under pressure of four atmospheres enters the brake cylinders.

The front wheels are mounted on pivot pins with a large margin of safety. are driven by rods that interact with the worm gear of the steering column. There was no power steering at that time, so only a physically hardy and trained private conscript could turn the steering wheel on a heavy military truck.

The permeability of this truck, which has been in production for over 30 years, can still be called outstanding. The path to its creation was long and difficult, but everyone who worked behind the wheel of these all-terrain vehicles remembers them with a kind word. Numerous versions of the ZIL-157 model could be found in the Far North, and on construction sites in Siberia, and on laying pipelines in Central Asia, and, of course, in the armies of many countries of the world. Undoubtedly, it was one of the worthy domestic developments, and it deserves to be remembered.

In the late 1930s, when the inevitability of the Second World War was not in doubt, the designers of European factories producing army vehicles racked their brains over how to increase the cross-country ability of cars. Their efforts did not go unnoticed in the USSR, because they paid serious attention to the issues of increasing the defense capability. The greatest successes in this matter were achieved at the Gorky Automobile Plant, where for the first time were mastered in the production of hinges of equal angular speeds, which turned the front axle of a car into a leading one.
The merit of the design team under the leadership of Andrey Alexandrovich Lipgart is that, having tested various two-axle and three-axle trucks, they proved that all-wheel drive vehicles should have single-sided tires, tires with a special tread for various terrain conditions, special axle weight distribution, etc. It is a pity that the war prevented the implementation of plans to produce a family of all-terrain vehicles, and after the war, the country received only one two-axle all-wheel drive truck GAZ-63, although it had a unique cross-country ability.

At the Moscow Automobile Plant. Stalin, before the war, they managed to release a small batch of two-axle trucks off-road ZIS-32. At the end of 1940, the designers sought to create the Soviet "Studebaker US 6x6", taking as a basis it technical features and based on the units of the new 4-ton truck ZIS-150. As you know, these legendary all-terrain vehicles with gable rear wheels have proven themselves in battles against the Nazis, including as a carrier of the famous Katyusha launchers.
The three-axle ZIS-151, to the great chagrin of its creators, turned out to be much worse than the Studebaker. Put into production in April 1948, a year later, during a long run on the spring off-road, it was significantly inferior in cross-country ability to both the Lend-Lease prototype and the GAZ-63 all-terrain vehicles, which more than once had to pull the ZISs out of the mud and snow captivity.

Heavy vehicles (the mass of the ZIS-151 exceeded the mass of the Studebaker per ton) with small wheels and insufficient ground clearance, low-power engines and rear axles with gable tires among the testers received the nickname "irons", forcing drivers to remove the second slopes and push the stuck car with another car, since the design of special rear bumpers it allowed. In the memoirs of the testers, one can read that thick liquid mud easily covered the rear wheels, turning them into four barrels, helplessly rotating in the mud mass. Removing the outer slopes covered with mud, picking out the dirt with a crowbar, was a real torment, but it was necessary to increase cross-country ability. Dual wheels required more power from the engine, as they laid additional tracks, while the rear wheels of the GAZ-63 followed exactly the track of the front ones.

Truck with Soviet know-how
The mistakes had to be corrected as soon as possible, especially since the ZIS-151 trucks entered the army, and the ways of solving the problems did not look vague. In 1950, the production of the BTR-152 armored personnel carrier began on the basis of modified ZIS-151 units, but already with a single-tire tire for all wheels with larger tires. At the plant, experimental models of ZIS-151 trucks with single-wheel wheels and a single track of bridges were created, work began to increase the engine power, increase the reliability of other units, and design winches. But the main hopes associated with a cardinal increase in cross-country ability were pinned on the system of centralized regulation of air pressure in tires being created (for the first time in world practice). Shinniks were instructed to develop the design and master the production of special tires that allow the movement of the car with a temporarily reduced air pressure in them. As a result, a tire with a size of 12.00-18 (air pressure range of 3.0 ... 0.5 kgf / cm2) was developed, which allows operation with a variable value of radial deformation up to 35% of the profile height, while for conventional tires the radial deformation is not more than 13%. The tire was characterized by increased elasticity, achieved by increasing the width of the profile by 25%, reduced to eight layers of cord in the carcass and the use of special layers of very soft rubber.

As the air pressure in the tires decreases, the deformation increases and the specific pressure on the ground decreases. As a result, the depth of the track is reduced and, accordingly, the energy consumption for the formation of the track is reduced or the resistance of the soil to rolling of the wheels is reduced. True, it was possible to move with an air pressure of 0.5 kgf / cm2 only at a speed of no more than 10 km / h.

The change in tire pressure was carried out by the driver using a centralized system, which made it possible to adjust and bring, if necessary, the pressure to normal in all tires while the car was moving. The use of such a system was especially liked by the military. The fact is that with this system, the survivability of the car was higher. The truck could continue to move in the event of damage to an individual tire, since the inflation system compensated for the drop in air pressure in it.
The tests of the new system fully confirmed the theoretical studies, and when developing the new ZIL-157 vehicle, which replaced the ZIS-151 all-terrain vehicle on the conveyor in 1958, the choice was made in favor of new tire size 12.00-18. As a result, the designers had to radically revise the layout of the all-terrain vehicle. Reducing the number of wheels from 10 to 6 made it possible to avoid the installation of two spare wheels, which were mounted on the ZIS-151 vertically behind the cab.

This decision led to the elimination of wheel holders behind the cab and made it possible to move the platform to the cab, and to shorten the frame at the back by 250 mm, which reduced the overall length of the truck by 330 mm with the same wheelbase. The only spare wheel was found under the platform.

Optimization of the layout of the ZIL-157 truck improved the distribution of mass along the axles, while the weight of the vehicle decreased by 100 kg.
At first, a tire pressure control system was used on cars with an external air supply with tubes with hinged joints, but very soon serious shortcomings of this design appeared. While the all-terrain vehicle was driving off-road, the protruding outer tubes were damaged, the seal of the hub in the air supply unit was poorly protected from dirt, and the installation and dismantling of the wheels caused great difficulties. As a result, almost immediately after the launch of the car, the tire air supply unit was redesigned in favor of air supply from the inside of the wheel.

Modernization of the power unit
The experience of operating ZIS-151 vehicles revealed their low tractive and dynamic qualities, especially when towing a trailer, the engines often overheated, the truck consumed a lot of fuel, had low average speeds on paved roads, while the reliability of the nodes did not suit the operators at all.
All this had to be corrected when creating the ZIL-157. The use of an aluminum block head on an in-line lower valve 6-cylinder engine with a working volume of 5.55 liters made it possible to increase the compression ratio from 6.0 to 6.2, which, together with the installation of a new carburetor, gave an increase in power from 92 to 104 hp. at 2600 rpm and maximum torque from 304 to 334 Nm. The cooling system has also undergone a significant change, which received a six-blade fan and a new radiator.
A new oil pump, new crankshaft seals, water pump seals, a closed crankcase ventilation system were introduced into the design of the engine, the suspension of the power unit was modernized, etc., which increased its operational properties. Constructive measures led to a decrease in fuel consumption of the ZIL-157 car by 7 ... 22%, depending on road conditions.

During the production process, the car's engine was upgraded twice more. In 1961, its power was increased to 109 hp. (model ZIL-157K), replaced the two-disc clutch with a single-disc one, and since 1978 the truck began to be produced with an engine in which a number of units were unified with the engine of the ZIL-130 car (this version was called ZIL-157KD). The gearbox with 5 forward gears and one backward was also strengthened, and until 1961 it was produced with a fifth, overdrive, which was later abandoned.
Compared to the ZIS-151, the two-stage transfer case with forced engagement of the front axle was produced with wear-resistant gears and new seals, and cardan transmission was redesigned. Transfer of moment to rear axle was carried out with the help of a promoter fixed on the middle bridge. The drive axles received significantly reinforced axle shafts, new hubs and brakes. The number of wheel studs has increased from 6 to 8.

The driver has become more comfortable
Among the comments on the ZIS-151 model there were also complaints about the cab: the inconvenience of landing the driver on an unregulated seat, the lack of a heater, its poor dust protection, unsatisfactory air ventilation, as well as ineffective shock absorbers and large forces transmitted to the driver's hands from the wheels. All of the above made the work of the driver difficult, turning it, especially in winter, into outright torment. It turned out that fixing the shortcomings was not so difficult.
Long-liver winner
The carrying capacity of the all-terrain vehicle on paved roads was limited to 4.5 tons (since 1978 - 5.0 tons), on unpaved roads - 2.5 tons. 65 km / h, consumed 42 liters of fuel per 100 km. At normal tire pressure (3.0 ... 3.5 kgf / cm2) ZIL-157 performed transport work on roads with unimproved hard surface. With a decrease in pressure to 1.5 ... 2.0 kgf / cm2, easily moved on soft and loose soil, and at 0.75 ... 1.0 kgf / cm2 overcame sand, soggy soil and washed out after a rainstorm dirt roads... A tire pressure of 0.5 ... 0.7 kgf / cm2 made it possible to move freely through a damp meadow, marshy area, and also successfully overcome deep snow cover. The total mass of the towed trailer when driving on the highway was 3.6 tons.
The car received the Grand Prix for its high performance parameters at the 1958 World Exhibition in Brussels. It was exported to dozens of countries around the world. Serial production of models of the ZIL-157 family, which included a dozen of various designs, continued at the Moscow Automobile Plant. Likhachev before 1988, i.e., for many years after the publication of more modern machines ZIL-131. In 1978-1994. the car was assembled at the Ural Automobile Plant (Novouralsk), at that time a branch of ZIL. In total, 797,934 ZIL-157 vehicles of all modifications were manufactured, which many call the "kings of the off-road".

The history of the ZIL-151 (ZIS-151) car begins back in 1944, when a new four-wheel drive two-axle model was released at an automobile plant that did not pass the standards of the Ministry of Defense ZIS-150, after which the development of a three-axle four-wheel drive car began instantly. In 1946, two prototypes of the ZiS-151 were built in May, the first version of the machine with gable rear wheels (ZiS-151-2) was ready, and in the fall the second prototype was tested (ZiS-151-1). It had single-sided rear wheels and a ZiS-150 cockpit.

In the summer of the same year, ZiS received a technical assignment for a wheeled three-axle armored vehicle "Object-140". In the summer of 1947, on comparative off-road tests of American three-axle vehicles"Studebaker", "International", domestic ZiS-151-1 and ZiS-151-2, ZiS-151-1 on bus tires 10.50-20 " meadow. Single-sided tires went “track-in-track” and required less energy consumption for laying a track than gable tires.

However, the main army customer insisted on the use of dual-pitch rear wheels, despite the more than favorable road test results for the ZiS-151-1. The ZiS-151 was not a Soviet version of the Studebaker, Internationale, or GMs. They were related by the purpose, layout, design and dimensions of cargo platforms with lattice sides and longitudinal folding benches. At the same time, the ZiS-151 inherited from the GAZ-33 the layout of the drive axles, which were identical in design to the GAZ-63 units and had nothing to do with the ZiS-150.

During the Cold War, the American authorities imposed a ban on the sale of certain types of special machine tools to the Soviet Union. Among them were gear-cutting machines for the manufacture of spiral teeth of the bevel gears of the main drive. The American firm "Gleason" was their monopoly supplier for the majority of automobile plants in the country. When the serial production of the ZiS-151 trucks began in April 1948, the bottleneck that held back the growth of production of these machines was the section for cutting teeth on the gears of the main drive.

The Gleason machine park, acquired even before the war, was insufficient for each ZiS-151, three times as many gears were needed as for a conventional ZiS-150 truck. Director of ZiSa I.A. Likhachev then decided to manufacture the necessary machine tools at the plant, in cooperation with other industries. Power unit ZiS-151 was a 6-cylinder, gasoline, four-stroke carburetor engine liquid cooling ZiS-121 (until 1950 the ZiS-120 engine was installed) with a capacity of 92 hp.

The transmission used a two-disc dry clutch, 5 stepped box gearboxes, a transfer case with a two-stage range, five cardan shafts with ten joints. The front suspension is on two longitudinal semi-elliptical springs with double-acting hydraulic shock absorbers and Bendix-Weiss-type constant velocity joints, the rear suspension is on two longitudinal springs (balancing). Service brake - shoe brake, on all wheels, with pneumatic drive and output for connection with braking system trailer. The tire size is 8.25-20 ″. The car was equipped with two gas tanks with a capacity of 150 liters each.

Until 1950, the car had a wood-metal cabin, with wooden steps, stamped plywood cladding and a metal front wall, later - a reduced size all-metal one. The body is wooden, of a universal type: with a high lattice front wall and side walls, folding benches and an awning. In the rear of the car there was a special buffer located at the same level as the front. This made it possible to overcome especially difficult sections of the path together with other vehicles of the same type, working as pushers. The car did not have a pre-starting heater for the engine and a heater for the driver's cab. The ZiS-151A modification had a winch installed between the engine and the front bumper.

ZiS-151 became the first domestic car with three driving axles. It was widely used in the post-war years in the Red Army. The ZiS-151 chassis served as the basis for a number of rocket artillery combat vehicles, such as BM-13-16, BM-14-16, BMD-20, BM-24. In 1955, the automatic filling station of the chemical troops ARS-12D was adopted. Also, the ATsV-28-151 tanker for water delivery, the ATZ-3-151 tanker, the VMZ-151 water-oil tanker and many other special vehicles were produced. On the basis of the ZiS-151A, the KMM bridge-stacker (mechanized track bridge) was produced. There were modifications with shielded electrical equipment. The last ZiS-151 left the assembly line in 1958, when it was replaced by a more advanced all-terrain vehicle) - ZIL-157. ZiS-151 vehicles are still in good condition and are in museums around the world.