Industrial zone of the plant named after I.A. Likhachev takes more most of the territory of the Danilovsky district of Moscow, which got its name from the village of Danilovskoye, also known as Danilovskaya Sloboda.
Before the revolution, this place was famous for several objects - Simonov and Danilovsky monasteries and the famous Tyuffel grove. Few people today can imagine that earlier the current industrial zone "ZiL" was associated not with automobile production, but with a spiritual center, pristine nature, lilies of the valley and numerous reservoirs.
Simonov Monastery was founded in 1370. In tsarist times, he was one of the most famous and revered in Russia: a huge number of people always flocked here. This continued until the end of the 18th century, when the monastery was abolished by Catherine II. An isolation ward was created in its building for patients with the plague, an epidemic of which occurred in the 1770s. After 25 years, the complex of buildings was restored to its religious quality and existed until 1920. First, a museum was organized here, and at the beginning of 1930, a government commission recognized that some of the ancient structures on the territory of the monastery could be preserved as historical monuments, but the cathedral and walls should be demolished.
In the early 1990s, the monastery was returned to the churches and began to be restored. Only a small part of the buildings of the Simonov Monastery has survived to this day. The southern wall with three towers survived: the corner "Dulo", the five-sided "Blacksmith" and the round "Salt". Also preserved are the “new” refectory with the Church of the Holy Spirit built at the end of the 17th century, the “old” refectory (the end of the 15th century), a fraternal building, an artisan chamber and some later outbuildings. The explosion thundered on the night of January 21. Five of the six churches flew into the air, including the Assumption Cathedral, the bell tower, gate churches, as well as the Watch and Taynitskaya towers with adjacent buildings. In this place in 1932-1937 the ZiLa Palace of Culture appeared.
However, in Soviet times, like many monasteries and temples, it was closed. In the late 1920s, the Soviet authorities dismantled the bell tower and planned to use large bells to be melted down. Fortunately, they were rescued by the American diplomat Charles Crane, and until recently they were at Harvard University. In 2007, after years of negotiations, the bells of the monastery belfry were returned to their historical place.
The second monastery for which this area of Moscow is known is Danilovsky, founded at the end of the 13th century. It is located on the right bank of the Moskva River (Danilovsky Val, 22). Almost completely it has survived to this day, and now its rector is Patriarch Kirill of Moscow and All Russia.
In 1931, a local burial place was destroyed near the monastery, where the writer N.V. Gogol, poet N.M. Yazykov, artist V.G. Perov, their remains were transferred to other Moscow cemeteries. In 1930, the NKVD detention center for children of repressed persons was organized here.
From the north, west and south, the grove was surrounded by the Moskva River, along which lakes Postyloe, Chernoe, Bolotnoye stretched, and a little to the east was the village of Kozhukhovo (included in Moscow in 1923).Another attraction of the Danilovsky district has not survived to this day - this is the famous Tyufeleva grove. Now a Moscow street is named after her, and in its place is a plant named after I.A. Likhacheva (ZIL).
Since the end of the 18th century, the grove, along with nearby objects, was owned by the architect and statesman N.A. Lvov, who began to build industrial enterprises here. So, on the site of the current industrial zone, the first plant appeared that produced cardboard. Also N.A. Lvov began the development of peat deposits of the Sukino bog (near the village of Kozhukhovo).
After the release of the story "Poor Liza" N.M. Karamzina Lizin pond in the vicinity of the Simonov Monastery and Tyufeleva Roshcha have become a popular place for walks and romantic meetings. Secular ladies from all over Moscow and nearby villages came here every spring to collect lilies of the valley, just as the heroine of the story did.
INSTRUMENTAL BODY OF THE MOSCOW AUTOMOBILE PLANT (1934)
At the end of the 19th - beginning of the 20th century, a boom in industrial construction began in the grove. A tannery of the Volk and K Trading House and a chemical plant of the Russian joint-stock company Shering appeared. In 1903 - 1908, the Okruzhnaya Railway (now the Small Ring of the Moscow Railway) passed through its territory with the Kozhukhovo station, for which the Alekseevsky Bridge (now Danilovsky) was built across the Moskva River in 1907. So the meadows and agricultural land were cut by railways, and the grove itself lost half of the tall pines. Several years later, in 1916, the construction of the first automobile plant (now the Likhachev plant) began in Tyuffel Grove.
The newspaper "Russkie Vedomosti" reported that on July 20, a solemn prayer service and the laying of the first car plant in Russia took place within the framework of the government program for the creation of an automobile industry in Russia. The construction of ZiL was undertaken by the Kuznetsov, Ryabushinskiye and K trading house. The contract with the government for the construction of the plant provided for the following conditions: "On February 27, 1916, the Main Military-Technical Directorate (GVTU) and the" Kuznetsov, Ryabushinskiy and Co Trading House "signed an agreement for the supply of 1,500 vehicles. The total order amounts to RUB 27,000,000. The supplier's plant must be commissioned no later than October 7, 1916. By March 7, 1917, at least 10 percent of the total supply (that is, 150 vehicles) should be manufactured. "
Due to the revolutions of 1917, inflation, high interest rates on loans, construction was not completed on time. Then the management of the plant decided to buy sets of parts in Italy and start "screwdriver" assembly of machines in Moscow. As a result, during the entire 1917, only 432 cars were assembled. Soon the unfinished plant turned into large repair shops.
On August 15, 1918, all property of the AMO plant was recognized as the property of the state, and in October 1918, the enterprise began to overhaul trucks.
Since 1920, AMO took part in the Soviet tank program and manufactured engines for the Russian Renault tank.
CARS "AMO-F-15" (1926)
WAREHOUSE OF FINISHED PRODUCTS (1959)
CAR "ZIL" DURING THE GREAT PATRIOTIC WAR (1944)
In 1922 - 1923, the Labor and Defense Council allocated funds for the production of trucks at the AMO plant. The first one and a half-ton truck AMO-F-15 was assembled on November 1, 1924, and on November 7, a column of ten such vehicles took part in the parade on Red Square, and their serial production began in March 1925.
In 1927 I.A. Likhachev. Production gradually increased, and by 1931 nearly seven thousand vehicles had been assembled. However, the cost of the machine, which contained a large number of non-ferrous metal parts, was, in the opinion of Soviet officials, too high. Approximately ten times more expensive than foreign cars, taking into account their delivery to the USSR. Therefore, it was decided to completely reconstruct the plant and start production of a completely new truck model.
 MAIN FACTORY LINK (1977) |
 MAIN INTERNAL FACTORY LINK (2013) |
In the early 1930s, a large-scale reconstruction began, during which the territory of the plant expanded to its current size. This is what the chief architect of the Stalin plant E.M. Popov: “The territory allotted for the industrial construction of the plant is 2.5 by 2 kilometers, only a fourth is occupied by the reconstructed workshops, the remaining three quarters of the territory are entirely occupied by the construction of new workshops, forming new factory areas, streets and highways.
The construction site is divided into three clearly defined sectors, the boundaries of adjoining to each other coincide with the directions of future highways, namely: the administrative sector in the northern side of the plant site, the area of ancillary and warehouse facilities in the southeastern strip of the industrial site, the area where the main production workshops are located occupying the middle and back of the site.
New highways in Moscow, the park ring and the embankment highway, merging into a single powerful highway, lead to the main entrance to the car plant, in the cultural sector, designed in the form of a pre-plant site.
The administrative and cultural sector includes the buildings of the plant administration, public organizations, an outpatient clinic, a nursery and the main entrance office. There is also a parking space for cars belonging to the workers of the plant. A narrow strip of the construction site of the cultural sector buildings on the south side adjoins directly to the front line of construction of production workshops, and from the north - it goes to the embankment of the Moskva River.
MAIN PASSAGE AMO "ZIL"
MAIN CONVEYOR
UNUSED PRODUCTION SHOPS
The main entrance area is formed from the eastern side by the majestic high building of the plant management.
The buildings of the cultural sector are located, as it were, along the course of the river, compositionally complementing each other and growing towards the place of the main entrance.
The middle part of the industrial site is occupied mainly by the structures of production workshops, located according to a clear flow diagram of the production process. The layout of the production workshops provides for the location of the utility rooms with access to the main highway.
The main highway ends in the southern square, which is the decisive entrance to the area of auxiliary workshops and storage facilities. There are woodworking shops, warehouses for finished products, and a thermal power station. "
FORGE SHOP CONSTRUCTION (1929)
RALLY IN HONOR OF THE ARRIVAL OF BROZ TITO (1956)
SORTING OF FRESH RELEASED "ZIL-130" AND "ZIL-131"
After modernization, the plant begins mass production of ZIS-5 trucks. Workers assembled 60 cars a day. On the basis of it, 25 models and modifications were created in the future, of which 19 were mass-produced.
In 1953, according to the Soviet-Chinese treaty of friendship and mutual assistance, according to the documentation of the Soviet Stalin plant in China, Automobile Plant No. 1 was built, later becoming the First Automotive Works (FAW), which is still the leader of the Chinese auto industry. Chinese engineers underwent internships and training in the USSR, at the ZiS plant, it is noteworthy that among them was the future leader of the PRC, Jiang Zemin.
THE FIRST DOMESTIC LIMOUSINE "ZIS-101" (1937)
TRUCK "ZIS-15" (1940)
BUS "ZIL-158" (1957)
After the collapse of the USSR, the enterprise began to degrade rapidly: production facilities were destroyed, and the volume of production decreased many times over.
In 2008, AMO ZIL planned to organize a joint venture with the Chinese company Sinotruk for the production of HOWO heavy diesel trucks. However, due to the crisis in our country, the project was not implemented.
In 2009, AMO ZIL produced 2,253 trucks and four buses (which is almost 50% less than a year earlier). In 2010, the company produced even fewer - 1258 trucks and five buses.
Today the enterprise is in deep crisis, multibillion-dollar debts have accumulated. A significant part of the production area is not used, the former workshops and structures have been destroyed and resemble the paintings of the American city of Detroit.
Detroit was once the automotive hub of the United States. But in 1973, the oil crisis erupted, which led to the bankruptcy of many American automakers. Factories one after another began to close, people lost their jobs and moved to other cities and states. Detroit's population within its administrative boundaries decreased 2.5 times: from 1.8 million in the early 1950s to 700 thousand by 2012.
As a result of the outflow of the population, whole areas of the city were left by people. Skyscrapers, factories, residential areas are abandoned and destroyed by time and vandalism.
In order not to repeat the fate of American ghost towns, the Moscow authorities decided to renovate depressed areas in the city. At the end of 2012, the Moscow government decided to preserve production at the southern site of the ZiL plant with an area of 50 hectares; the rest of the territory is planned to house a qualitatively new metropolitan area with parks, housing, jobs, social and transport infrastructure. Soon there will be many park areas with tall trees, which will partly resemble Tyufelev Grove.
ZIL today
On its 100th anniversary, Moscow ZIL has prepared a surprise: it has just been announced that the last truck of this brand has been assembled. How so, readers will be surprised, because AMO ZIL went bankrupt at the beginning of the year?
The fact of the matter is that this ZIL is completely different. A group of enthusiastic workers registered a joint-stock company with the same name and began assembling machines from the elements inherited from the plant: frames, bridges and cabins.
Several dozen trucks of model 4327 were assembled. This is a kind of reincarnation of the "communal" ZIL-4329. It immediately became clear that their number would be extremely limited, because there were no longer even workshops where elements could be produced.
Externally, the new ZILs are distinguished by a rounded plastic nose (photo from the archives of Maxim Chernyavsky)
The main difference between the "revived" ZIL is a plastic rounded hood (it seems that even fewer native hoods survived than cabins). Under it is the "perpetual" Minsk diesel D-245.9E4 (Euro-4) with a capacity of 136 hp. The gearbox is a five-speed "mechanics". Most of the machines are equipped with Smolensk communal superstructures.
Once the plant showed at exhibitions its own vision of a plastic hood, like Tapir on this truck (photo from the archives of Maxim Chernyavsky)
Our utilities would like to buy such cars for many more years. Not very ergonomic and economical? But simple, cheap and familiar.
Tens of thousands more ZILs-"communals" are found on the streets of all Russian cities (photo from the archives of Maxim Chernyavsky)
If we take into account more than a million produced ZILs of this generation, there will be no problems with spare parts for them for a long time. But in an economy like this, our state-owned enterprises are still not very strong.
The Likhachev plant is one of the oldest car manufacturers in the USSR and Russia. Several models of trucks from this plant (in particular ZIS-5 and ZIL-130). But the range of this plant was not limited to cars. Over the years, he produced buses, refrigerators and bicycles. During the Great Patriotic War, the plant produced armored vehicles. And when the era of astronautics came, ZIL produced installations (PES-1) for the search and evacuation of descending space objects and astronauts. Unfortunately, today the plant is no longer there.
The central entrance of the ZIL plant.
The plant was founded in 1916 as part of a government program to create an automotive industry in Russia. Within the framework of this program, it was supposed to build six new automobile factories in Russia. For the construction of one of them the trading house "Kuznetsov, Ryabushinskiy" was undertaken. In accordance with the agreement, it was planned to launch the production of a licensed 1.5-ton truck FIAT 15. Ter of the 1915 model at the plant.
Due to the revolutions of 1917, inflation, high interest rates on loans, and finally, due to the collapse of the country's transport system, the construction of none of the listed factories was completed. At the end of 1917, the readiness of the plant was, according to various estimates, from 2/3 to 3/4. The plant had about 500 of the latest American machine tools.
Realizing that it would not be possible to produce the first 150 machines by the time specified in the contract (March 15, 1917), the plant's management decided to purchase sets of parts from Italy and begin "screwdriver" assembly. In December 1916, the first kits were sent from Italy to Moscow. In total, the plant managed to assemble 1319 FIAT 15 Ter trucks, of which 432 units in 1917, 779 units - in 1918 and 108 units - in 1919. When the kits ran out, the unfinished plant turned into large repair shops.
Construction of the instrumental building of the Moscow Automobile Plant.
On August 15, 1918, the Supreme Council of the National Economy, on the basis of the decree of the Council of People's Commissars of June 28, 1918, declared all the property of the AMO plant as the property of the republic. The pretext for nationalization was the failure by the Ryabushinskys of the terms of the contract with the Military Department. The plant, albeit slowly, was being completed. In addition to assembling FIAT 15 Ter trucks from the remaining kits, orders for spare parts for railway cars were carried out, vulcanizers and kerosene lamps were manufactured. Then, in October 1918, the plant began to overhaul the trucks arriving from the front.
Construction of a blacksmith shop.
After the end of the civil war, the country was able to throw more forces and resources into the creation of new technology. In 1922/23, the Labor and Defense Council (STO) allocated funds for experimental auto-building at the AMO plant. The same FIAT 15 Ter served as the initial model, which proved itself well in frontline service. In June 1923, the USSR State Planning Committee approved the production assignment for the plant for 1923-1927. However, it was only in March 1924 that the plant received a specific government order for the production of the first Soviet trucks.
The first one and a half ton truck AMO-F-15 was assembled on the night of November 1, 1924. On November 7, a convoy of already ten cars marched in a parade across Red Square.
Workers of the AMO plant welcome the first Soviet car leaving the plant. 1924 year.
In 1925, the AMO plant was renamed the 1st State Automobile Plant. In 1927, I.A.Likhachev was appointed director. Production gradually increased and by 1931 6971 copies of the AMO-F-15 were made, of which 2590 units were produced in the 1929/30 financial year. The design of the AMO-F-15 was also improved, which survived two modernizations during its relatively short production cycle at the AMO.
Automobiles AMO-F-15 (1926)
In 1930, a license was purchased for the American truck "Autocar-5S" (Autocar-5S) for production on AMO. The truck assembled from American kits was called AMO-2. After localization in 1931 and the launch of the conveyor (the first in the USSR), it was renamed AMO-3, and its engine power was increased compared to the early model from 54 to 72 hp. With.
In 1933, the AMO-3 truck was renamed ZIS-5. In 1934, after the completion of the reconstruction of the enterprise, the ZIS-5 went into mass production. The plant produced up to 60 vehicles per day! On the basis of the ZIS-5, 25 models and modifications were created, of which 19 went into series.
Shop of the automobile plant named after Stalin
The plant went down in history thanks to the production of representative cars for top officials of the state. In November 1936, the company produced the first domestic limousine ZIS-101. It was based on the American Buick.
The first domestic limousine ZIS-101 (1937)
A conveyor of passenger cars ZIS-110 at the Moscow Automobile Plant.
Stalin's ZIS-101.
In 1927 Ivan Likhachev came to the head of the enterprise. He graduated from a rural school, was a locksmith at the Putilov factory, a sailor from the Baltic Fleet (that is, one of that cloud of "sailors" that today is depicted as a force that swept the country, in fact, was part of industrial creation - how so?), With his name the intensive development of the future ZiL is connected.
Ivan Alekseevich Likhachev
In 1928-1929. there was a party struggle, a course for the future was determined, as far as we remember from history, the government had ideas "to build socialism in one separate country" and to end with a "world revolution" - Stalin spoke from this point of view. After some time, he began to implement a program to curtail the NEP and announced the need for accelerated industrialization. Stalin declared 1929 to be the year of the “great turning point”. The result of two Stalinist five-year plans - the USSR became a major industrial power, and the once small and poorly equipped plant turned into an auto giant, the flagship of Stalin's industrialization. This is how the auto industry was created.
The picture shows Stalin and Likhachev.
Automobile plant them. Likhachev, 1937.
Truck ZIS-15. 1940 year.
At the entrance of the ZIS plant.
ZIS-5 during the Great Patriotic War.
Armored truck ZIS-5, armed with a 20-mm ShVAK aircraft cannon. Near approaches to Leningrad, October 5, 1941
ZIL at the front, in 1944.
Since 1944, the ZIS-5 began to make the UralZIS plant located in Miass.
The third reconstruction of the plant began in 1946. The purpose of the reconstruction was to develop the release of new post-war products. They were the ZIS-150 trucks (1947) and the ZIS-151 off-road trucks (1948).
1st State Automobile Plant named after I.V. Stalin (ZiS)
In the 50s, ZIS increased its production capacity - it began to produce refrigerators, bicycles, as well as special vehicles - armored personnel carriers (ZIS-152) and amphibious vehicles (ZIS-485). A special design bureau is being created at the plant to develop special equipment for mobile missile systems.
Testing a car for water resistance in the assembly shop No.6 of the 1st State Automobile
plant them. I.V. Stalin.
In 1951, the plant launched the production of refrigerators, which were of excellent quality and were very strong and durable.
Stakhanovka, test fitter of the workshop for the production of home refrigerators A.V. Zemlyanskaya
inspects and tests a new batch of ready-made ZiS refrigerators.
July 1952.
Bicycle assembly shop at the 1st State Automobile Plant named after I.V. Stalin.
Bus ZIL-158 (1957)
From 1947 to 1957, the ZIL plant produced more than 770 thousand ZIS-150 vehicles (its development began even before the war) and its modifications, while the development of a new model was postponed due to state plans that provided for the prevalence of the production of the number of trucks for the national economy over quality manufactured products. After multiple changes to the design of the ZIS-150 and its obsolescence, the question arose that its potential for modernization was completely exhausted and it was necessary to start producing new trucks.
In 1956, after the death of Likhachev, the plant was renamed in his honor and subsequent models were named ZIL.
Since 1957, the plant switched to the production of ZIL-164 (deep modernization of the ZIS-150).
The main conveyor of the ZIL plant. 70th.
ZIL workers welcome the visit of the leader of Yugoslavia Josip Broz Tito to Moscow in 1956.
Finished goods warehouse (1959)
In 1963, the production of a completely new truck began - ZIL-130. The truck received a new 150hp engine, power steering, a synchronized 5-speed gearbox, a three-seater cab with a panoramic windshield washer. The design of the truck, developed by industrial designers ZIL, was interesting. The truck was distinguished by good reliability. To release a new line based on ZIL-130, the plant changed a lot of equipment.
Likhachev plant. Sorting of freshly released trucks. 1976 year.
In 1975, the plant began production of a new generation of 3-axle vehicles ZIL-133G1 (6 × 4) with a lifting capacity of 8 tons. In 1977, a 10-ton truck ZIL-133G2 was added to them. The models were equipped with a standard 150 hp V8 engine, 5-speed gearbox, hypoid final drive and semi-elliptical rear wheel balancer suspension.
Since 1979, instead of ZIL-133G2, they began to produce ZIL-133GYa with diesel engines KamAZ-740 of the Kama Automobile Plant (210 hp), a 10-speed gearbox, reinforced front springs.
ZIL PES-1M 1972-79, search and evacuation installations (PES-1) for the search and evacuation of descent space objects and cosmonauts.
In 1974, the millionth ZIL-130 was assembled on the Moscow conveyor.
The millionth car "ZIL-130".
Pilot-Cosmonaut of the USSR Alexei Leonov (left) and Cuban Ambassador to the USSR Aguirre Del Cristo (center) in one of the workshops of the ZIL automobile plant. 1980 year.
The beginning of the 80s. Shipment of trucks ZIL 130.
After the release of the ZIL-133, the plant returned to the development of the ZIL-169. The project went hard, as the plant was mastering for the first time a new diesel engine of its own design. When testing the truck, the transmission was altered, there were serious flaws, as a result of which the ZIL-169 reached the conveyor only by 1985, having received the ZIL-4331 index.
ZIL conveyor. 1983 year.
1984 Checkpoint of the Zil plant.
With the beginning of the 90s and the collapse of the USSR, the plant lost long-term intra-union ties. Under the conditions of perestroika, ZIL suffered heavy losses in important markets, and military orders ceased to arrive. The situation was further aggravated by a general drop in demand for trucks and competition from the West. The plant was on the brink of bankruptcy.
As a result of an active search for ways out of the crisis and modernization of the production program in 1992, a new 3-ton low-tonnage semi-hood model ZIL-5301 was developed, later named by Moscow Mayor Luzhkov “Bychok”. In 94, the plant began small-scale production of "Bychka".
From 2004 to 2011, production volumes dropped sharply. The plant was going through a big crisis again. All attempts to bring the plant out of the crisis were unsuccessful. Negotiations with investors were also unsuccessful.
By the end of 2012, the volume of production of cars and spare parts was reduced, and in 2013 the Company completely stopped the production of automotive equipment and auto parts.
The Moscow administration has abandoned the production of trucks. In 2014, the legendary ZIL Plant was liquidated.
Great Soviet Encyclopedia. Volume one. The letter a". In the "Car" section, the capital image is the ZIL-130. This speaks volumes. The ZIL-130 is the most massive car in the history of the Likhachev automobile plant in the capital. Only ZIL, excluding those manufactured at other enterprises, produced 3,366,503 trucks of this brand. The ZIL-130 model was on the conveyor belt of the Moscow plant from 1964 to 1994, and for a couple of decades it was considered practically the standard of a medium-duty truck for a couple of decades. In fact, for that time it was in every respect a progressive car - reliable, durable, unpretentious and cost-effective in operation.
In the model range of the plant, ZIL-130 replaced it. The 164th ZIL, a deep modernization of the ZIS-150, launched into production in 1957, was only a "temporary solution". The national economy needed a qualitatively new truck. When the main model was changed, the ZIS-120 inline six-cylinder engine gave way to a new V-shaped eight-cylinder engine under the hood.
From prototypes to the conveyor, the 130th has gone six years. The truck at that time turned out to be really innovative, unlike its predecessors, and, by the way, with a level of comfort unheard of for a Soviet driver. The steering was equipped with a hydraulic booster, and the five-speed gearbox was equipped with synchronizers for all but the first gear. The car started quietly from the second, and the first step was needed, in fact, only for off-road or very steep climbs.
The year is 1962. Prototypes of the future bestseller.
The exterior of the car is also extremely innovative and bold, with a strong personality, even by international standards. Another feature of the new mass-produced ZIL truck was its color scheme - not dark green khaki (although there were some, of course), but quite "civilian" one. There were different options, but the sky-blue cockpit with a white front end became the individual, "corporate" coloring of the 130-s ZILs.
There is no doubt that in 1964 a qualitatively new model of a medium-duty truck was launched into serial production, which, in terms of all the main indicators, was on a par with the most modern, at that time, machines of European and American companies.
ZIL-130 cars of the first years of production (1964-1966) were equipped with the same name carburetor engine with a capacity of 148 horsepower, and initially had a nominal carrying capacity of 5 (later - 5.5 tons) - for paved roads, and 4 tons - for soil ... The motor had a declared working life of 135 thousand kilometers before overhaul.
After modernization in 1966, the engine power reached 150 horsepower; its working resource is set at 200 thousand kilometers before overhaul. And the carrying capacity of the machine was set at 5 tons, regardless of the type of road surface.
The modernization of 1976 brought the carrying capacity of the ZIL-130 base model to six tons, and the engine resource before overhaul - up to 300 thousand kilometers. Truck tractors based on ZIL-130 were used to tow trailers with a total weight of 10.5 tons (ZIL-130V1); 12.4 tons (ZIL-130V1-66); 14.4 tons (ZIL-130V1-76). The 1976 version is easy to distinguish by the modified faceplate (sidelights and headlights are swapped). And in 1986, the car received a different production index - 431410, in accordance with the industry's index system.
80s of the twentieth century. ZIL-130 chassis in the workshop of the Likhachev Plant.
In 1973, the State Attestation Commission decided to assign the USSR State Quality Mark to the ZIL-130 brand. This was quite natural, since the basic model of the ZIL truck really regularly received many favorable reviews from enterprises and farms that operated these trucks.
In practical tests, the ZIL-130 showed really impressive results. And in a long run through the regions of the Far North, and on large-scale resource tests in May 1973 at the NAMI auto-range, when the 130th traveled a distance of 25 thousand kilometers in 12 days, without a single breakdown.
The jubilee millionth truck ZIL-130 rolled off the assembly line of the Likhachev plant in June 1974, and in August 1982 the two-millionth ZIL-130 was manufactured. Interestingly, both 130s jubilees had the same "owner".
The millionth bright red truck was presented to the best driver of the Third Automobile Complex of GlavMosAvtotrans - Alexei Beschastnov. And years later, when the two-millionth ZIL-130 was assembled, it was again handed over to the same driver, who, by the way, did not commit a single accident over the entire past period on his millionth ZIL-130, and who remained among the best truck drivers in the capital.
In addition to the capital enterprise, the 130th ZILs were produced, starting from the 70s, also at the Ural Automobile (Novouralsk, Sverdlovsk Region) and Chita car assembly plants.
Specifications ZIL-130
Frame and suspension ZIL-130
Frame ZIL-130 - stamped, riveted, with channel section spars, connected by cross members. The truck's hitch is equipped at the rear with a latch-type towbar. At the front there are two tow hooks without latches.
The suspension of the front and rear axles is dependent, located on longitudinal leaf springs; the front ends of the front and rear springs are fixed to the frame with detachable lugs and pins, and the rear ends of the springs are sliding.
Shock absorbers mounted on the front suspension - hydraulic, telescopic, double-acting. The standard leaf spring suspension ZIL-130 was borrowed for fourth-generation GAZ trucks.
ZIL-130 engine
The ZIL-130 truck was equipped with a carburetor eight-cylinder 4-stroke V-shaped overhead valve engine of the same brand - ZIL-130. The working volume is 5969 cm³.
- Power - 150 horsepower at 3200 rpm (with a limiter).
- Cylinder diameter - 100 mm; the piston stroke in the cylinder is 95 mm.
- The compression ratio is 6.5.
- Maximum torque at 1800/2000 rpm. - 401.8 Nm (41kgf-m).
- Fuel consumption is 29 liters per 100 km of track, with an average vehicle speed of 60 km / h.
The arrangement of the cylinders in this motor is at an angle of 90 degrees. The cylinder block - with liners, with rubber sealing rings in their lower part. There are two cylinder heads, they are made of aluminum alloy with inserted seats and valve guides. The pistons are made from the same aluminum alloy. There are three piston compression rings. 2 upper - chrome-plated cast iron, and one oil scraper - steel, composite, chrome-plated. Piston pins are steel, floating, hollow.
Connecting rods are made of steel, I-section, with piston pin lubrication. Connecting rod and main bearings - thin-walled, interchangeable; inserts - steel-aluminum (steel tape and aluminum alloy). Crankshaft - steel, forged, five-bearing, with channels for lubrication; necks with dirt traps. The flywheel is cast iron, equipped with a steel gear rim for starting the engine from the starter. The camshaft is steel, five-bearing.
The valves of the ZIL-130 engine have the following design. Intake - located in the cylinder heads. They are driven by a single camshaft. Outlet - hollow, cooled, with heat-resistant surfacing; have a mechanism for forced rotation of the valve during operation. Pushers - mechanical, made of steel, welded from special cast iron. The rocker arms of the valves are steel with bronze bushings.
The gas pipelines of the ZIL-130 engine are as follows: inlet - from an aluminum alloy, common for each of the cylinder banks, with a liquid cavity for heating the fuel mixture, located between the heads of the block; exhaust - from cast iron; one on each side of the cylinder block.
The fuel tank of the ZIL-130 car is installed under the platform on the left side member and has a volume of 170 liters. The power supply system uses the principle of forced fuel supply, with a B-10 diaphragm fuel pump with a lever for manual pumping of gasoline. Fuel mixture heating - the fuel mixture is heated in the intake manifold, which has a special liquid cavity for heating.
The cooling system of the ZIL-130 motor is liquid, closed, with forced circulation. Installed tubular-tape radiator, serpentine, three-row. The thermostat (with solid filler) is installed in the outlet of the liquid cavity. Blinds - swing, vertical, controlled from the driver's cab. The centrifugal water pump is driven by a belt from the crankshaft pulley, in conjunction with a six-blade engine fan.
ZIL-130 transmission
The ZIL-130 vehicles are equipped with a mechanical five-speed gearbox. The gearbox is equipped with two inertial synchronizers for engaging the second and third, fourth and fifth gears. The main gear is double, with a pair of bevel gears with helical teeth and a pair of spur gears with helical teeth, with a gear ratio of 6.32.
The clutch is dry, single-plate, with a spring torsional vibration damper. The number of pairs of rubbing surfaces is 2. The drive is distributed to the rear axle, the front axle is steering.
ZIL-130 "-" collective farmer ".
There are two cardan shafts, open type, with an intermediate support on the frame. There are three cardan joints, on needle bearings, with a constant supply of lubricant. Rear axle housing - steel, stamped, welded. A bevel differential is installed, symmetrical, with four satellites. The axle shafts are completely unloaded. The standard tire size is 260x508.
The pneumatic braking system of the truck works on drum mechanisms. The working brake system is of the drum type; acts on all wheels, its drive is pneumatic. The parking brake system is also drum type, acting on the transmission; its drive is mechanical. A two-cylinder air compressor is installed, with a liquid-cooled head and block.
And in the XXI century it is easy to find ZIL-130 on Cuban roads.
Air compressor pistons are made of aluminum alloy with floating piston pins. The compressor is driven by a belt from the water pump pulley; Compressor lubrication comes from the engine lubrication system, pressure and spray.
Technical characteristics of ZIL-130 in numbers
Mass-dimensional pokahtel:
- Length - 6.675 m; Width - 2.5 m; Height - 2.4 m.
- The wheelbase is 3.8 m.
- The ground clearance is 275 mm.
- Front track - 1.8 m; The rear track is 1.79 m.
- Weight - 4.3 tons.
- Distribution of the load: on the front axle - 4,200 tons; on the rear axle - 9.9 tons.
- The tilt angle is 38 degrees.
- The turning radius is 8.9 m.
Initially, even before the design, the ZIL-130 was considered as the basis for an extensive family of unified machines designed for a wide variety of transport and business operations. These plans have found their full implementation. Therefore, the complete list of modifications based on the ZIL-130 includes, together with experimental options, many dozens of names.
Along with the basic models of a flatbed truck and a dump truck, families were also produced ZIL-130G- with a wheelbase extended to 4.5 m, truck tractors ZIL-130V, modifications ZIL-130S for operation in northern conditions and tropics, gas versions, etc.
ZIL-130, up to the end of the 80s of the twentieth century, had a good export potential. It was supplied to more than forty countries of the world. Moreover, at the request of the customer, the car was equipped with an economical English 140-horsepower Perkins diesel engine. The plant has developed versions of all popular ZIL-130 modifications adapted for countries with a tropical climate.
The Finnish subsidiary of the Soviet "Autoexport" - the "Konela" company - brought a supporting non-driving axle under a two-axle vehicle, which increased the vehicle's carrying capacity to 8 tons. which local bodybuilders installed the bodies of trucks and buses of their original, sometimes very bizarre designs.
The ZIL-130 chassis was very popular for the manufacture of all kinds of specialized vehicles. Vans and tank trucks, tankers and drilling rigs, truck cranes and mobile workshops, firefighters, garbage trucks, watering and washing machines - there were countless different models of special vehicles on the 130 chassis.
ZIL-130 modifications (only basic and serial):
- ZIL-130- the base car (both onboard and universal chassis), the first production version with a ZIL-130 engine with a capacity of 148 liters. With.
- ZIL-130-66- modification of 1966, increased to 150 hp engine power and a number of design improvements.
- ZIL-130-76- the basic version of the 1976 sample. The carrying capacity has been increased to 6 tons, and the working resource - up to 300 thousand km.
- ZIL-130-80- modification of 1980, equipped with three independent braking systems.
ZIL-130V is a truck tractor.
- ZIL-130A- a truck with a flatbed, designed for permanent use as a tractor, with a trailer with a similar carrying capacity.
- ZIL-130B- a special chassis equipped with a combined brake valve, a towing device, pneumatic and electrical outlets for connecting the brake system and electrical devices of the trailer, for agricultural dump trucks ZIL-MMZ-554 and ZIL-MMZ-554M (wheelbase 3.8 m) ...
- ZIL-130V- truck tractor; ZIL-130VT- a truck tractor with a reinforced rear axle.
- ZIL-130G- onboard and universal chassis, long wheelbase (with a base of 4.5 m).
Long wheelbase ZIL-130G
- ZIL-130GU- especially long wheelbase (5.6 m), using nodes from ZIL-133 / G1.
- ZIL-130D1- chassis for industrial dump trucks ZIL-MMZ-555 and ZIL-MMZ-4502.
- ZIL-130D2- a chassis equipped with a combined brake valve, a towing device, pneumatic and electrical outlets for connecting the brake system and electrical devices of the trailer, for industrial dump trucks ZIL-MMZ-555A and ZIL-MMZ-45022.
The popular industrial dump truck ZIL-130D with a practical "trough" body.
- ZIL-130D3- a chassis equipped with a combined brake valve, a towing device, pneumatic and electrical outlets for connecting the brake system and trailer electrical devices, for a special dump truck (wheelbase 3300 mm).
- ZIL-136I- a car with a diesel engine "Perkins-6.345" with a capacity of 140 liters. With.
- ZIL-136IG- a long wheelbase (base 4.5 m) car with a diesel engine "Perkins-6.345" with a capacity of 140 liters. With.
- ZIL-136ID1- chassis for an industrial dump truck, with a Perkins-6.345 diesel engine (wheelbase 3.3 m).
- ZIL-130K chassis with a ZIL-157D 110 hp engine. s., for industrial dump trucks ZIL-MMZ-555K and ZIL-MMZ-45021 (wheelbase 3.3 m).
- ZIL-138, ZIL-138A and ZIL-138I- LPG versions of the 130th, designed to operate on liquefied gas. Including: ZIL-138V1- truck tractor; ZIL-138D2- chassis for an industrial dump truck; ZIL-138AG,ZIL-138I- long wheelbase.
Additional letter designations in the names of all modifications indicated in this list mean: "E" - export version for countries with a temperate climate; "T" - export option for countries with tropical climates; "C" - for Siberia and the Far North; "E" - with shielded electrical equipment.
Cab of the car ZIL-130
The ZIL-130 cab is a three-seater all-metal cab equipped with a panoramic windshield with a washer. Early cabins had two roof vents and an air vent on the left side of the cab above the clutch pedal. Subsequently, all these hatches were gradually, one by one, removed.
The equipment of the ZIL-130 cockpit, by today's standards, is rather meager, the atmosphere is Spartan. At the same time, few trucks could offer the driver and passengers more comfort. Indeed: the cabin is spacious, the landing is comfortable, all control devices are conveniently located, the speed can be switched easily, and the power steering helps to turn the steering wheel. From the second gear, the 130th starts off very easily and accelerates very confidently.
The brutal interior of the ZIL-130 cockpit.
The ZIL-130 cockpit has good acoustic comfort. It is much quieter here than in the cabs of other "classmate" trucks from the twentieth century. With a properly tuned ZIL-130 engine, the compressor is heard better than the engine itself - the engine for the driver and passengers sitting in the cab does not “growl”, but simply “rustles”.
The only drawback (insignificant in the twentieth century, but important now) is poor visibility from the driver's seat. The high bonnet and front fenders cause discomfort when driving in heavy traffic or on tight city streets.
The cost of the car ZIL-130
The market for used cars in any region of the Russian Federation is full of offers for the sale of ZIL-130 trucks of all kinds and modifications (first of all, dump trucks, of course, industrial and agricultural). Which is not surprising, given the huge number of machines built over the years of production and their total prevalence in all sectors of the economy.
The range of prices is huge. Depending on the year of manufacture, equipment and technical condition, for a used ZIL-130 car they ask from 50 to 300 thousand rubles. Special vehicles equipped with special equipment, such as a crane-manipulator, are even more expensive - the asking price for them reaches half a million rubles.
At the end of last year, many publications reported that the last ZIL truck had been produced. Where? By whom? Indeed, according to the official reports of AMO ZIL, the plant stopped producing cars long ago. "Auto Mail.Ru" found out: in Moscow, the assembly of the legendary trucks was really curtailed, but not now, but in September. But at the same time, the very latest ZIL, it seems, has not yet been made!
From flagship to bankrupt
In 1975-1989, the Likhachev Plant annually assembled 195-210 thousand trucks, and by 1996 the volume of production had collapsed to 7 thousand units. After the collapse of the USSR, the market began to need either light or heavy trucks - with a carrying capacity of less than 3 or more than 10 tons, respectively. The voracious petrol (!) Zilov medium-tonnage trucks, as an intermediate link, were not in demand.
They tried to save the enterprise. In 1994, the production of model 431410 was stopped (at the end of the conveyor life, the ancient ZIL-130 was hidden behind this index), they gave the Bychok to entrepreneurs - after 2000 the sales volume grew to 22 thousand. But then there was only a fall, which ended quite naturally - in 2013 only 95 cars were assembled.
The dispassionate annual report of AMO ZIL informs: “in 2014, two exclusive Okhotnik cars were collected from [...] stocks, serial ZIL cars were not produced”. At the same time, “the bulk of our own production was the sale of energy carriers (heat and electricity) to third parties”, “the production of cars and auto components was discontinued”.
Moscow history
But. New trucks are on sale on classified sites! It turns out that the machines were made by ZIL LLC, a company whose director is Gennady Yarkov, the last chief engineer of AMO. In the press-welding building of the automobile plant (!) A dozen employees assembled model 432940 in small batches from the backlog that remained from the main production.
The "underground workers" had bridges, cabins, frames ... The motors were brought from Belarus. But the hoods were not enough. In general, the Zilovsky hood is a bulky and complex structure, consisting of many parts; in previous years, the plant had a separate section for assembling this part of the cab. So it was necessary to carry out a restyling, introducing plastic plumage instead of a metal "nose".
In addition, the resurrected mid-tonnage vehicle received a fully synchronized gearbox, power windows, a different steering wheel, anatomical seats with many adjustments, noise isolation, ABS and even a 12-volt outlet. It was possible to make 5-10 cars a month, each of which cost from 2 million rubles - it is expensive, but the adherents of the brand supported the “survivors”.
By the way, model 432940, which was produced by ZIL LLC, is a rear-wheel drive chassis with a total weight of 11 tons with a 130-horsepower MMZ tractor diesel engine of the D-245 series. Moreover, in many sources, the products of the semi-secret workshop are called ZIL-43276T. Although the 4327 family, according to the Zilov tradition, should have four-wheel drive. It's simple: what documents were there, such an index was assigned to the remakes.
There will be no more cars: the last ZIL truck in Moscow was produced on September 24, 2016. The employees of the LLC were fired, the shop building will be demolished. The "final" car itself will not be sent either to the museum or to the storerooms - the Novomoskovsk Machine-Building Plant mounted a corresponding superstructure on the chassis, and the unique car went ... to the Kazan tram depot, where it will work as a "flyer".
Ural trace
Many are sure that ZIL vehicles continue to be produced in the Urals: they say, they regularly meet in the Sverdlovsk and Chelyabinsk regions. Let's tell. The Moscow plant had several branches, including the Ural Automotive Plant (UAMZ) from the city of Novouralsk, Sverdlovsk Region. The latter produced ZIL-130 trucks and ZIL-131 all-terrain vehicles.
So that's it. The models expelled from Moscow were stamped by Novouraltsians until 2011 (since 2003, the enterprise came under the control of Severnaya Kazna Bank and began to be called AMUR - Cars and Motors of the Urals) - that is why there are quite a few well-preserved "one hundred and thirties" at the junction of Europe and Asia. Now the former branch of the Likhachev Plant is bankrupt, and new trucks have nowhere to come from.
Or almost nowhere. In Novouralsk, there are also stocks of components and ... stocks of PTS 2012-2013. According to this not too legal scheme, "enthusiasts" custom-assemble four-wheel drive three-axle vehicles with 150-horsepower six-liter carburetor engines. The price of the issue is only 1.5 million rubles. But it is clear that the history of the project will end as soon as the supply of documents runs out.
P.S. According to the traffic police, 416,380 ZIL vehicles are registered in Russia - this is the third most popular brand of trucks. But cars younger than 2006 - only a little more than 20 thousand.
