Some time ago, after some hesitation, I did become the owner of a new domestic SUV UAZ Patriot... But in the stock configuration it looks ugly because of the small wheels, and does not drive very well on serious off-road conditions, and the factory "jambs" need to be eliminated. Well, anyone who buys for himself should understand that he will have to spend the next weekend in the garage with new car: check all the components, tighten all the bolts normally, change a couple of blown fuses and all sorts of other little things, like pouring grease on the hinge (I generally had dry ones). At the end of a short monologue, I will say - be sure to check the liquids! There may be no oil in the box at all, and antifreeze may spill out of a hose cut with a bad clamp.
Modification or tuning of the UAZ Patriot- one of the key moments in the epic of owning a domestic SUV. Do not think that when buying a UAZ Patriot, you are buying an SUV, rather, you are buying a blank for building a good SUV.
On my car, after eliminating the factory defects, it was decided to put normal wheels - the standard ones of 29 inches with factory rubber did not please the eyes and drove on the clay extremely unsatisfactorily. My choice fell on wheels with a diameter of 33 inches - the 35th certainly beckon with its unrealistic steepness, but a higher center of gravity noticeably worsens road stability, and the consumption is rather big, according to reviews. Actually, it was decided to put 15 discs with rubber (33X12.50R15LT), which seemed to me to be quite evil.
To install the 15th discs on the UAZ Patriot, you will need to adjust the calipers with a grinder - the work is simple, but requires accuracy. You can pick up a set on 16 discs, but it is more expensive and has no practical sense, so it was decided not to spend extra money. Discs should be picked up immediately from negative departure, or adjust this moment with spacers (track extenders).
Naturally, 33 wheels will not fit into the standard Patriot arches. In order for the 33-inch wheels to fit the Patriot, some more work needs to be done, which will help not only in installing the wheels, but also improve the cross-country ability. The first thing to do is. Based on the parameters of the wheels, the required elevator height should be calculated: for 33 wheels, the body will have to be lifted by 60 - 70 mm (they advise all different things, did 60 mm, they assured that it was enough). With 35s, it is more and more difficult and more expensive, here you cannot do without cutting metal and extreme offsets.
A bunch of different firms and manufacturers make spacers specifically for the elevator for 33 wheels. Finding is not a problem, so for tuning the Patriot, it was decided to take a set of caprolon spacers along with bolts from one of the online stores. Also, such blanks are made at factories to order, so if there are metalworking enterprises nearby, you can order there, both steel and duralumin are suitable. Spacers can also be made from scraps of thick-walled pipe, sawn off to the desired height: they are welded on both sides and a hole for the bolt is drilled. Installation of spacers will not cause any difficulties, the body lift does not require any special tools. Access to the bolts is practically free:
- You can find the first two bolts in the trunk. They're under the carpet, next to the back door.
- Two more bolts under rear seats... We lift the sofa - we find the bolts in the holes of the carpet.
- Two bolts are located under the front seats. We move the chairs forward - we find the bolts.
- The next pair is under the feet of the front passenger and driver.
- Two bolts are located under the radiator. Everything is not so simple here, you will have to unscrew everything from the radiator except the supports and pipes. You will also need to unscrew the front mudguards. Didn't seem to have forgotten anything.
Under the new bolts M12 will have to bore their own holes (they are under m 10). Actually, having unscrewed all the bolts and raised the body, we begin to install new spacers. If you are lifting the body yourself, then I recommend not to completely remove your own bolts, but to replace them with new, elongated ones - this will fix the body and prevent it from moving from the seats in case something goes wrong.
Do not forget that the UAZ Patriot lift is always a bunch of related problems that need to be solved.
- We'll have to adjust the handles of the checkpoint and RK. We bent them at the poke method so that they did not rest against the body. It's not as scary as your imagination might suggest, just a fit in place.
- The steering shaft will rest against the body, you will have to cut or bend everything at the junction. I just bent over the metal that was in contact with the shaft.
- The expected reluctance of the native bumpers to get into place will appear. This case is treated in this way: in the front, we simply drill new holes for the bolts (at U cm below the relatives, where U is the height of the elevator), in the back - to digest and only this way, I could not find another way out. If your plans include the installation of a power kit, measure the position of the bumper mountings taking into account the lift, and not before it.
There may be various minor inconsistencies, but in general, nothing complicated - you can handle it. With the help of a sledgehammer, a grinder and such and such a mother. Do not forget about the side effects of the elevator: deterioration of controllability, an increase in the center of gravity and other little things.
But on the other hand, raising the tanks higher will be a pleasant bonus and thus there is less chance of jamming them off-road.
Tuning UAZ Patriot suspension
If you are going to quickly drive over rough terrain, participate in various competitions, then you just need to increase the stiffness of the suspension, otherwise the suspension will not withstand extreme loads. Also, the stiffer suspension comes in handy in the transport of goods, as the standard suspension does not cope with heavy loads, while it will help lift the car for large wheels.
The first thing I did was change the standard rear springs. In the factory configuration, the UAZ Patriot is equipped with 3 leaf springs, which are not intended for harsh off-road conditions. According to some reviews, they do not even hold the full load of the car - the wheels begin to cling to the arches. After reading various forums, I decided to put 4 leaf springs on bushings, and not on standard silent blocks. Good people advised taking the springs of the Chusovsky plant, and not the Ulyanovsky plant - the quality is many times better. Were used springs from 4 sheets L-1415 mm. (for trucks), as well as polyurethane bushings for them (12 pcs.) and washers for clamping the bushings (4 pcs.). Installing bushings instead of silent blocks will require replacing the “fingers” with tapered ones, although some also put on standard ones, but this is a controversial issue and I decided not to risk it. Also, taking advantage of the experience of the pioneers, I did not reinvent the wheel and replaced the standard rear shock absorbers for shock absorbers from GAZ 3302 (PLAZA STANDARD "- 23.2905010), which allowed the springs to work in full force and made it possible to save money, since special analogues such as Though Dog or the same sachs shock absorbers are much more expensive.
The fact is that the distance between the ears of a standard shock absorber is 350-560 mm, and the installation of new springs creates the need to increase this distance, for which, according to experience, GAZ's have approached for which this distance is 375-580. Taking into account the resulting inclination, they completely compensate for the lift, and also increase the rigidity of the suspension. In a compressed state, the new shock absorber is 25mm longer than the original one.
Reinforced springs "Phobos" (+ 30 mm) also perfectly fit into a small budget. It makes no sense to describe the installation of conventional springs, and the rest of the operation consists in tightening the new springs with ties and replacing the old ones with them. From the beginning, the suspension will behave strangely, but then the springs will sag and fall as they should. The suspension can also be increased with spacers for standard springs.
Tuning the transmission of the Patriot
The standard transfer case is not designed for big wheels, in connection with which wear increases, the load on the transmission increases. The standard box was replaced with a helical gear ordered from the Internet with a lowered row number of 3.0. Now the Patriot is crawling smoothly on idle and stopped stalling, increased torque at the bottom. Traction at low revs has increased, the need to constantly hold the gas when overcoming obstacles at low speeds has disappeared. The hysterical sound also disappeared transfer case under heavy load. Through the Internet, you can order both the gears separately and the whole box, you contacted the service for installation.
The main pairs in the bridges also had to be changed to slower and more traction ones, increasing the gear ratio from 4.11 to 4.65. This relatively compensated for the increase in the size of the wheels, and the speedometer began to show values similar to the truth.
Of course, it would be very tempting to install 35 wheels, but for me personally it would be too much.
Another photo of tuning UAZ Patriot
UAZ Patriot and Hunter in tuning
Rubber on the UAZ is a very dreary and extensive topic, which I have not yet touched upon. Today we will try to understand this difficult issue. There are a couple about rubber good articles, including on the website http://www.uazbuka.ru. I decided to compose the material from there and present it in a more convenient form. So…
“These guys need to get to more important places than you. Take care of the rubber. Check your tires IMMEDIATELY. "
The first article tells about "foreign" tires on UAZ 🙂
"Foreign" tires for UAZ
Only tires of the Mud Terrain class are able to instill unlimited confidence in the owner of an SUV.
These tires were originally designed to tackle the most difficult off-road terrain, although they are not prohibited to drive on normal roads. Efficiency when driving on the most different types soils, sufficient traction to overcome mud and ford, "puncture-proof", strength and movement at any inflation pressure - for this, Mud Terrain tires are loved by avid hunters and anglers, as well as off-road driving enthusiasts. 
Rubber BFGoodrich Radial Mud Terrain T / A.
Radial tubeless tire with triple protective polymer cord. It has a developed and balanced set of off-road qualities and for many jeepers serves as a kind of benchmark for comparison. Mud Terrain T / A Endurance (mileage in normal road conditions can reach 40-50 thousand km) and is produced in a wide range (nine sizes for 15-inch disks, 6 sizes for 16, two for 16.5).
Cooper Discoverer STT. An off-road tire of a well-known and popular brand in America. In terms of some off-road qualities, it is inferior to the previous one, but more versatile. It loses a little in strength and endurance, but it is cheaper (though, if we take into account, again, prices in the USA). It is also produced in a very wide range (10 sizes for 15 "rims, 13 x 16, 3 x 16.5, there are even sizes for 17 and 14" rims).
General Tire Grabber MT rubber.
This tire is manufactured by the Continental group of companies. It has proven itself well on sandy roads (the optimal ratio of the area of "checkers" to the depth of the grooves), copes well with mud (self-cleaning tread) and is not afraid of stony roads (new ultra-strong rubber compound). Noisy on the asphalt. So far, it is produced only in the six most popular "jeep" sizes.
Goodyear Wrangler MT / R. As soon as it appeared, this novelty was immediately called by experts "a new word in dirty business." It has enormous grip on the mud, works great at lowered, comfortable on normal road. Goodyear has incorporated the very best technological advances in MT / R (silicone rubber compound, polymer three-layer sidewall, enhanced puncture protection, special cord construction that forms an impressive paw of the contact patch) and therefore ranked it, no less than things State-of-the-Art (well, it's kind of like "the best and not necessary").
Mickey Thompson Baja CLAW Radial rubber.
Another novelty. Aggressive appearance provokes the same off-road style. Powerful oblique mud evacuation ditches in the tread allow attacking deep mud literally from the raid without the risk of "surfacing" and loss of inertia, while the elastic rubber compound and strong cord provide the tire with passability over stones and cobblestones. The tire is not cheap and is only available in 4 sizes so far.
Tires for UAZ Pirelli Scorpion MUD.
Even a "peaceful"-looking tire like this one contains all the great sporting and technological experience that Pirelli has gained in international rally-raids. Scorpion MUD behaves well on soft soils, copes well with slippery roads, and on ordinary concrete or asphalt it goes with comfort and without unnecessary noise, maintaining good directional stability even at a high speed for an SUV (130-140 km / h).
Table of "our" tires for UAZ
* The size of the standard disk for models 3151 * and models of the carriage layout 6.00JxR15 PSD 5 × 139.7 ET 22 d.o. 108
* Standard disk size for 316 models * 6.00JxR16 PSD 5 × 139.7
| Model | Outside diameter, mm | Profile width, mm | Max. speed, km / h | Weight, kg, no more | Disk * (Recommended / | Note | |
| 15" | |||||||
| I-192 (8.40-15) | 791 | 218 | 775 | 110 | 26 | 6L | Established military, Kam, Increase. NS. |
| I-409 (215 / 90R15C) | 780 | 221 | 1060/1000 | 120 (140) | 24 | 6L (6J) | Kam, Increase. NS. |
| I-245-1 (215 / 90-15C) | 777 | 218 | 775 | 110 | 22 | 6L (6J) | Established citizen, Kam, Diag., Univ., 2.6 atm |
| YaI-357A (215 / 90R15C) | 777 | 221 | 1060/1000 | 120 (140) | 22 | 6L (6J) | Kam, Rad., Univ. |
| K-142 (215 / 90-15C) | — | — | — | 110 | 22 | 8.40-15 | increase. we pass. |
| I-563 (265 / 75R15) | 776 | 274 | 1120 | 150 | 25 | 8J (7J, 7 1 / 2J, 81 / 2J, 9J) | B / k, increase we pass. |
| I-471 (31 / 10.5R15LT) | 772 | 274 | 1030 | 180 | 23 | 7J (8J, 71 / 2J, 8J, 81 / 2J, 9J), Stands up on "relatives" |
Shire. 274 mm, B / k + Kam, Univ. |
| I-560 (265 / 75R15) | 772 | 274 | 1120 | 180 | 23 | 8J (7J, 7 1 / 2J, 81 / 2J, 9J) | B / c, road. |
| VI-12 (225 / 85R15C) | 768 | — | 950 | 150 | — | 6.5J-15 (6J-15.6L-15) | B / k or Kam, Vsesez., Glad. |
| I-502 (225 / 85R15C) | 768 | 228 | 950 | 150 | 16.6 (without cam.) | 6.5J; 6J; 6L | Glad., Univ. |
| I-520 (235 / 75R15) | 742 | 234 | 925 | 180 | 17.5 (without cam.) | 6 1 / 2J (6J, 6L, 7J, 8J) | Glad., Univ., B / C |
| I-506 (235 / 75R15) | 742 | — | 925 | 180 | — | 6.5J; 6J; 6L | Possibility installed thorns. |
| Taganka (225 / 85R15) | — | — | — | — | — | — | Glad., Univ. |
| I-569 (235 / 75R15) | 738 | 235 | 925 | 160 | 20 | 6 1 / 2J (6J, 7J, 7 1 / 2J, 8J) | |
| I-555 (235 / 75R15) | 733 | 235 | 925 | 180 | 21 | 6 1 / 2J (6J, 7J, 7 1 / 2J, 8J) | B / k, Univ. |
| Bel-24 (235 / 75R15) | 733 | 235 | 925 | 190 | — | 7 J (7 1 / 2J, 6J) | B / k, Univ. |
| K-171 Bystritsa-2 (235 / 75R15) | — | — | — | 180 | 17 | 6 1 / 2J (6J, 7J, 7 1 / 2J, 8J) | — |
| 16" | |||||||
| O-105 (235R16) | 778 | 238 | 1090 | 160 | 19,5 | 6 1/2 J (6J, 6L) | Jeep cars. |
| Ya-357-1A (215 / 85R16C) | 777 | — | — | 120 (150) | 22 | — | Kam, Univ. |
| I-248 (6.50-16C) | 760 | 180 | 650 | 94 | 22 | 4.50E | Kam, Univ., GAZ-69 |
| I-287 (245 / 70R16) | 756 | — | 1120 | 180 | — | 7J | Possibility installed thorns |
| I-288 (215 / 80R16C) | 755 | 218 | 1060 | — | 16.2 (without cam.) | 6J | Kam., off-road |
| I-289 (215 / 80R16C) | 755 | 218 | 1060 | — | 16.7 (without cam.) | 6J | Kam., Univ. |
| Ya-435A (225 / 75R16) | 750 | 223 | 875 | 150 | 20 | 6J (6 1 / 2J, 7J) | Kam, universal protector |
| I-484 (215 / 75R16) | 728 | 216 | 975 | 180 | 20 | 6J (5 1 / 2J, 6 1 / 2J, 7J) | B / k, Univ., UAZ-2765 "Minivan" |
| K-153 (225 / 75R16S) | — | — | 900 or 1000 | 160 | 18 | 6.0 (6.5; 7.0; 7.5) Jx16 | All-season, possible mouth thorns |
| K-155 (225 / 75R16S) | — | — | 900 or 1000 | 180 | 18 | 6.0 (6.5; 7.0; 7.5) Jx16 | All seasons |
| K-139 (195 / R16S) | — | — | 850 or 900 | 120 | 17 | 5.5 (5.0; 6.0) Jx16 | Increase passage., Gazelle |
| K-151 (225 / R16S) | — | — | 1400 or 1450 | 140 | 22,5 | 6.5 (6.0; 7.0) Jx16 | Increase passage., Goby, UAZ-316 |
Rubber for UAZ YaI-357A
YaI-357 is a radial version of UAZ non-military rubber Ya-245. Accordingly, it should behave the same way off-road, but slightly better at highway speeds.
I bought a UAZ with this rubber, I left for over a year. I think this is a good radial model, good in winter and summer. I don't want to switch to another model of rubber, and then I will only buy it.
YaI-357 (215-90R15) from Yaroslavl - similar in design to the diagonal, but much softer. The car confidently goes through the mud, has, in my opinion, good directional stability. For sand and loose soil, the tire is perhaps not very suitable. Since we have more mud than sand, I recommend this rubber to those who live in the village or often travel to the country.
Mud tires for UAZ Ya-358
Tire size 11.2-16; Purpose: front driving axle MTZ-82N; Load index 1050; Speed index A6 (30); Diagonal diagonal construction; Outer diameter, mm 895; Profile width, mm 290; Weight, kg 44
Tractor rubber. They are driven by mini tractors 16-7.5 it is like 31 ″ exists and 16-9.5 ie. 35 ″, but once again - this is a terrible deficit of the most massive tractors- Chinese, rubber they have g ..., solid soot, die at a time
From the stories on it - it's just super in the mud (there is no super), but it cuts through the swamp and begins to dig in at a breakneck speed.
Manufactured by Volzhsky Shinny Zavod (VlShZ), Voltyr OJSC, Volgograd Region, Volzhsky.
Low-profile, diagonal tire F-201 (10.0 / 75-15.3) is designed for the universal small-sized machine MKSM-800, which performs lifting and transport operations in quarries and mines. The low profile and cross-country pattern of non-directional type provide high cross-country ability both when moving forward and backward in off-road conditions, on snowy roads and on deformable surfaces, high directional stability and tire grip. Maximum tire load (depending on ply) from 1120 to 1695 kgf, weight - 30 kg, maximum speed- 30 km / h.
About the F-201 tire, a short history:
For a long time I rode on I-409 tires and had a clear example of the operation of I-192. Driving through swampy areas showed that both tires were narrow and heavy. UAZ crashes. After driving along the clay and snow tracks behind the elevated Land Rovers, Land Cruisers and Jeeps, it turned out that a standard UAZ with military bridges on standard wheels drives no worse. Therefore, I decided to find tires that are wide and with a standard outer diameter.
The "goodrich" option disappears for a number of reasons:
-expensive
-relatively weak sidewalls (fairly frequent punctures)
-large diameter in relation to the width of the tire (not suitable for my driving style)
The "tractor tree" variant of the Yaroslavl or Belorussian plant is omitted for the following reasons:
-weighs a lot
-too large diameter (overloading of units, poor dynamics of acceleration and deceleration)
From the operation of my UAZ in difficult conditions, the following requirements were determined to which the tire must meet:
-reasonable price
-have developed lugs (such as Ya-192)
- have a standard dia. with a large width (from 250mm.)
- the weight should be no more than that of the standard
- strong sides
Searches led to the following models TVL-3, VL-30, F-201. The following dimensions: 10/75 / 15.3 and 11.5 / 80 / 15.3 Protector: "fir tree", analogue of I-192
The choice fell on the F-201, an analogue of the I-192, size. 10/75 / 15.3.
I liked the tire because it has an outer diameter. 780 mm. at a width of 10 inches (almost 250 mm.). The weight is not much more than the standard (own feelings tested during tire fitting). Tread middle part similar to I-192, and the side one is like a "Christmas tree".
Fears caused the landing diameter. 15.3 (UAZovsikie at 15).
The following ideas for installing such tires appeared:
-Under the cut camera like on trucks.
- when expanding the discs (according to the 2-one principle), install the hoops.
-Supply discs from the appropriate technique with re-drilling the holes for the bolts and the hub. (8-9 inch discs are needed)
-to put on standard discs(for check)
I followed the simple path "installation on uaz disks". Two people had to do tire fitting, because of the large width of the tire with rather rigid sides and a narrow disc. During tire fitting, the impression was that our constructors were saving on matrices under 15.3, and they simply put a stamp on the sidewall. I pumped the tire up to 2 atm. Due to the narrow disc, the protector is located in an arc (when viewed from the "end"). I put all the wheels on a UAZ with military bridges and wheel arches. We look. Rear wheels do not touch anywhere, the front ones too. We make labels. Go. You can drive on asphalt up to 80 km / h, but for a short time (lack of balancing and narrow discs). After running along the road 120 km long with an average speed of 60 km / h. the tire is hot enough (causes concern) The tires are quite tough and all the flaws of the asphalt road make themselves felt on the steering wheel. After intensive acceleration and deceleration, we look at the marks - everything is in place. We bleed the pressure up to 1.2 atm. The car began to go much softer. Continue onto a country road. The vibration from the wheels has disappeared, you can go fast enough. On clay, the tire goes well, it does not get washed out, it became possible to quickly accelerate and brake. This allows me to move in a style close to the rally. We climb along a deep rut. The car strikes with bridges and razdatka, but drives. Trying to get out of the rut with all-wheel drive. Steering wheel to the left, iiiiii! The car rose slightly, but continued straight ahead. Now in the buildup. The third time I stopped by. I try the option of getting out of the rut without the front axle. The attempt was successful the first time. Farther four-wheel drive and in front. We are looking for a place to get stuck. Aha !!! Ready. Trying to swing. Super!!! After I-409, it feels like the car has "grown claws." The machine lends itself well to swinging, while the swinging process is clearly controlled. On the sand, everything is "way". The digging process is always under control. Unfortunately, we did not manage to ride through the swampy terrain. We look at the marks - they are in place again. The next step is to rework the disks. I suppose, thereby, to get rid of wheel runout and increase the contact patch.
Rubber I-502
I installed the Nizhnekamsk I-502. Of the FOUR wheels, TWO were balanced (imbalance of 500 g. With kopecks). Put it on alloy wheels with the shape of a star and departure ET = 0 (disks from Kamensk-Uralsky "Vicom" five-ray star). As a result, I got the following. The weight of the native rubber with a disc is 33 kg, now it is 25 kg, the wheel is 8 kg lighter. Only 8 kg x 4 = 32 kg. The creaking of the front pads is a thing of the past, apparently due to the fact that the cooling has improved. Dynamics began to appear during acceleration and movement (wheels are lighter). Due to the smaller outreach, the track has increased, i.e. cornering stability (not tilting so much), as well as handling (no need to steer). You practically never get tired on long trips. There is practically no goat and it has become softer ... I advise, I like it.
They hold the road firmly, do not fall into the skid, like "relatives". In the last snow and ice on the country road they behaved normally. Dragged more than 50 km of UAZ with a jammed engine, dragged him, darling, even on a completely icy hill. On the road, it is soft and not noisy. I keep the pressure 2.5 - 3.
In my opinion, 502 is what you need. The diameter is sufficient, soft (with such a suspension it is important), the pattern is sufficient for mud, and at the same time it is good on the track.
It works fine everywhere, except for wet clay - it licks at the moment, self-cleaning of the tread - 0.
Rubber I-502, although it did not give reason to doubt the passability of the UAZ, but course stability on clay - well, none.
502 behaves just fine on a winter road, although it doesn't really like virgin snow. [Cuirassier]
I searched for the official needs of the 2nd set, the conclusions:
1. Weak sidewalls - cut to tear at a stroke.
2. It is lathered both on clay and on simply damp arable land (fertile land, but not black soil).
3. Diameter for ed. small bridges.
4. The ground clearance drops even in comparison with the standard.
5. In winter, there are no special advantages. [Elk postal]
I-502 (225-85R15) - developed by NIISHP, produced at Nizhnekamskshina - slightly wider than YaI-357, and the car runs even smoother on it. In the mud, this tire does not work well - it immediately clogs up and does not self-clean, like the YaI-357. Directional stability with her is also worse, but if you get into a skid, she pulls the car when gas is supplied much more willingly. And on a hard damp surface, "502" behaves better than "357". I think that the I-502 will suit those who travel all year round, but it is probably not worth arranging a Camel Trophy on it.
I put it on 3160 almost immediately after buying it. The difference between the standard and the 520 is striking. The car practically stopped prowling, it became softer, more dynamic (although the latter is most likely due to the more responsive alloy wheels). The truth with balancing is a problem. The imbalance of some wheels reached 300 gr. The tires have already passed about 24 thousand km. On the asphalt, incl. and on the wet, on the sand behaves with dignity. There are no cameras. He holds the pressure perfectly - for the entire time he corrected it once no more than 0.2. In short, the impressions are good. [Siberian]
520 (Pilgrim) has a size of 235-75 R15, in reality - 29 inches. The car on it goes "like clockwork", more precisely - "like on rails" - excellent handling and no yaw. And on completely regular rusty discs. The car runs very smoothly. Weights - 2-3 pcs. on the wheel. Pressure (tubeless): not dropped at all in 9 months! About off-road qualities: me and Andrey (The Beast) were in Tver on the "Off-road expedition" in the second (medium in difficulty) group. But I still had to go along the most difficult route. Andrey has portal bridges, and mine - collective farm bridges and without blockages. But I only got stuck sitting on both of these collective farm bridges. So I will only change this gum for a trophy 33 inch. [Radomirich]
No action on the part of the I-520 tire itself was noticed towards self-cleaning in the mud :). But at the same time it goes! Three times in the mud, they knocked the ponzhayku into neutral, and in the most ambush places. But he cut it in - and went! - Where Vitaly went on I-192, there I went on I-520). I repeat once again - on the I-520 I got stuck only thoroughly sitting on both bridges. But not once because of the slippage of tires clogged with mud. Once again - the diameter of the tire is 29 inches, for the I-471 - 30.4. That is ground clearance will be more by one and a half centimeters. Whether it is a lot or a little is up to you to decide.
By the way, the chains on the I-520 are easier to find. On the I-471, they may have to be finalized.
About city driving. No noise (they actually are, of course, but the transmission and other hardware blocks them), no vibrations. The handling is excellent. The last 200 km from Tver to St. Petersburg were driven with Misha and Shurik at least 110 km / h. I really wanted to go home :). In this case, the tires behaved very well.
Dry residue. After all, the I-520 is a city bus, on which you can safely get out into nature. I-471 is a universal tire (but not for raids, of course). Very normal. But it seems to me that it makes sense to put it also on good 8-inch wheels with no more than zero offset. Then you will be able to feel all its charm and will not touch the suspension. [Radomirich]
Soft, quiet, very stable rubber. The diameter is actually an inch smaller than that of the 502 and standard ones. But this is such nonsense compared to the comfort and confidence on the road that these tires provide.
About off-road. Of course, she's not for him. But on a couple of rides (one of them Lesnoe-2000), the tires showed the following:
- on soft ground, where the I-192 falls through in one and a half pass, the I-520 can be driven back and forth 20 times (pulled stuck nivovods).
- compared to other road tires for UAZs of this class and size, incl. and standard 245 and 357, I-520 is the best off-road for cross-country ability.
- compared to 502 - sat down only where he sat on collective farm bridges... And THE BEAST with Andrey and Ira was on military bridges and at 502. I didn't sit on bridges too much, therefore I also didn't get too stuck.
The disks are a bit wide. For I-520, 7 ″ disks are better. But the car will be 8 ″ more stable on the highway and overturning. [Radomirich]
Well, yes, small diameter and weak sidewalls. He sat down with bridges in a rut, along which the UAZ had previously driven on standard tires. He broke the sidewall after hitting the curb tangentially. On the asphalt - great, on a regular one it threw in a random direction when braking, after replacing it with a pilgrim, everything returned to normal. It goes well in the snow, compared to the standard one, the same snowdrift pushes less. In general, I liked it in the mud, the tread is even better than the 471, it gets washed out less. True, I compared when 471 stood on the trooper, maybe it wasn't about the rubber
Tires for UAZ I-506
In the longitudinal direction, it clings super, brakes and paddles perfectly on any snow. Cleans up well - tasted in the mud during the thaw. The cons are:
- in the transverse direction it holds rather weakly - somehow I could not get out from the side of the road. The slope was 20 degrees and there was a lot of snow;
- a bit harsh. Not fatal;
- it is too small, only about 29 inches.
By the way, I have already experienced it in the mud. Feelings are very good - the drawing is large, with a good distance between the blocks. It cleans up very well, only on dry soil small drainage grooves are clogged, but this is not scary. In the mud 30 cm deep, which the UAZs on the YaI-357 drove around, drove without any problems and still pulled a chisel behind them.
It also holds well on dry, loose soil - it is pleasant to climb ravines. There are problems on deep dry sand - it was felt that the car was slipping - apparently too narrow and toothy for sand, so for sand it is better to take I-471, probably.
I-471 (31x10.5 inches) appeared recently. This tubeless tire from Yaroslavl, perhaps, has absorbed the advantages of the two previous models (YaI-357 and I-502): the car runs very smoothly on it, the asphalt joints are simply swallowed. Directional stability is better than on other tires, and thanks to the "evil" pattern, cross-country ability will satisfy many. And what a combat look the UAZ acquires! Frankly speaking, I doubted for a long time whether to install these tires. It seems to be clear from textbooks that a wide tire should be inferior to a narrow one in cross-country ability. But, having traveled on the Ya-471, I can confidently say that it surpasses the two previous ones. True, it needs wheels that are wider than the standard ones for tubeless tires.
Frequently asked questions about I-471:
1. Whether to put on native disks? - YES!
2. Should I be put on camera? - YES!
3. Is the option possible with both? (on standard disks with a camera)
- On standard disks with a camera only. On domestic forged for UAZ, it is possible without a camera. [OlegM]
4. Does the car need to be lifted? - On a leaf spring suspension it is possible not to lift
I have an unloaded car, with civil bridges, 3 centimeters to the wheel arch liners.
Impressions of Ya 471 at speed:
Yesterday, returning from the hacienda, I drove a little with a sneaker on the floor with a slipper and was pleasantly surprised by the behavior of the car. On "native" YI 357 at speeds above 110-120, the car began to "fidget". And now - that 130, that 80 - the behavior is the same - rides and rides. Moreover, since except for rubber did not change anything - this is clearly her merit. [Chief]
In the summer on the asphalt, I think the 471 is ideal for UAZ, but in the winter there is simply none.
A few nuances about the I-471:
1. Balanced with difficulty. I have forged wheels, so the weights take up about a sixth of the length of the wheel rim
2. Despite the fact that many people put on disks of the standard width, that is, 6 inches, and they seem to drive without problems, this is not correct, since the disk nirina should be 70-75 percent of the width of the rubber. That is, for I-471 AT LEAST 7 inches. I have eight inches. Departure - zero.
3. My car is almost new. At first, the rubber did not cling to the outer part of the arches, but, apparently, the springs sagged and began to touch a little. It is necessary either to bend the arches a little inward, or rather, to lift their inner flanges, or lift them a little. If there are wheel arch liners - then only. You can also just cut the wings a little, but this is not for everybody. Or a professional 🙂
4. Ya-471 behaves amazingly on asphalt, sand, not very washed out primer. It's hard to bury yourself in it. [Jedi]
Of course, it doesn’t obey the gravel, but I don’t remember much enthusiasm from the Ya-357 either ... Basically, on a wet clay track, I even rode it up a hill (of course, with a front end) and even started uphill. Although probably in critical modes on a tractor track after an avalanche it can fail. It's just that in my practice, critical modes are more common on the track (for example, rain or bitumen) and on slopes, where an extra centimeter of track will not hurt. In short, this rubber is not for trial, but for the normal life of the layman.
I ride the Ya-471 all year round. Regular disks. It's great in the summer, I didn't look for much dirt, but in the fall I hit it once. When not very lumpy rides normally. BUT I didn't storm big mud.
Winter is bad, especially on ice. Snow is lightly packed normally. I rode a lot on the crossroads, if it is firm under the wheels, then it goes great. There is an observation that you have to steer a little more intensively, this is on standard disks. Or maybe it's a glitch. In my opinion, the wheel does not need to be pumped more than 2 points. In principle, I'm happy with the rubber. I am thinking of redoing the standard wheels by 8 inches. [Running Turtle]
I-471 lowered to 0.5 rt in the snow as you like, and in which case it allows you to back up. It has been tested in practice many times. With more pressure, it rides lousy
Tires for UAZ Ya-569
ZAO TsARM (St. Petersburg) tested new Y-569 tires, which have proven themselves positively and have a pattern for off-road vehicles. UAZ on such tires won the 1st place ("Turboded") in the rally-raid "Polygon-2000". [TsARM]
The rubber is good, the tread is evil, it cleans normally, one big minus is only about 30 inches, it is rather low. Width 235 for her, dear. On the road with it the car is better than with the standard one. So for an amateur, in general. And on the highway I-471 is definitely better, 569 is noisy and the gasoline eats well.
"Taganka"
There was such a thing. Nothing particularly good: 1. small diameter; 2. the tread is only for asphalt - it slips even on the grass; ((((In my opinion, you shouldn't get involved with this - take the I-502 - this is a kind of "optimum for the people";))) Leha47rus
Enough for less than a year, everything went with the screw. Unfortunately, MShZ has not yet learned how to make reusable rubber. And so all is well. [Ivanushka]
Rubber for UAZ Ya-192
Through the mud - like a tank. On the highway - worse than a tank, in the sense that while you get to the mud, it will shake all the insides.
I tried to compare I-502 and I-192 in deep snow. This was done in the following way: on the I-502 I go to a certain place and ride there until I bury myself completely. At the same time, I try not to bring all this to the state of a tank range. Then I drive and change wheels quickly. I go there again and again try to ride along specially left strips of untouched snow, parallel to the previous ruts. Conclusion: I-192 is better, but not much.
In the snow, where I drove on a worn 357, 192 falls through, digs and sits. A meter ahead - a meter back more or less. You roll - you go. It is useless to deflate. Vopschem got tired of sex and I put on chains: 0)) It is much better, but damn narrow rubber to disgrace. One devil fails. On the highway, a gear grinder and a hand massager, regardless of the power steering. On the road at 90 km / h, you will love to keep the car. Throws it from side to side. I hit the cigarette butt for 5 minutes and it shakes the road: 0)) It's better not to go on the ice at all, it's useless to slow down, it's useless to steer. I almost blew a chisel: 0) In the morning it was -10 The wheels were warming up 15 km: 0) And the good thing about this rubber is just the diameter of the wheel and the ride on the snow.
Tires for UAZ Ya-409
I drive a Ya-409 year and through the swamp and in the city ... and in the snow. It's just cool in the snow, not bad on the ice. I don’t go slowly on the asphalt, at 140 (if you don’t talk too much about the steering wheel…) Radial tires. Only in the open-pit mine Zvenigorodsky got stuck in a puddle of clay, but I think there was nothing to do there and on the I-192. [Kolka]
I have had I-409 for 2 years. It proved itself only as a winter one, at summer rallies and mud trophies it is not cleared at all. At the summer autocross competitions, everyone who was on the I-192 did me.
In the mud, what was offered to her, she succeeded easily. Howling on the highway is not weak, but bearable, well managed. [timosha]
On the ice, of course, g ... oh! On rolled snow, it is wonderful - normal directional stability, maneuverability as on a dry road, in deep snow (up to 40-50 cm) it confidently rushes due to its high profile, but it makes it rocking, like on a boat. Cleans well, even in wet clay. I don’t regret a bit. Although it is harsh in comparison with other tires. I keep the pressure 1.8 - 1.9.
Now I don't even want to put the 502 back, although there are 4 wheels. Supposed to put 409 only for dirt, and now I do not take it off. But it is really buried in one fell swoop, I had it both in the sand and in the gravel. You famously throttle the rear axle and sit, but as a rule, turning on the front end fixes everything. And more advice on balancing. When they are balancing, ask them not to rush to hang a bunch of loads at once, let the tire twist on the disk. This allowed me to halve the weight of the cargo.
Test report I-409:
Not tested only in a swamp and in deep snow.
Before that I went to 245, and then to 502.
Viscous mud after rain does not clean itself at all (although it is still necessary to figure out what is invested in this concept), the rollers are obtained as in the 245 only wider, but the car goes even though it prowls to the sides, but it confidently climbs up the rise, where there were 245 problems (there was a case to compare, we drove in two cars).
GOOD mud, after a good rain - allows you to ride one rear wheel drive, it was not possible to plant even once. Even if you rest against bridges and roll backwards for a long time before either making your way forward or backwards on your own, it doesn’t burrow like 192. I am very pleased with the ability to get out of a rut and not fall off the edge back, it holds side sliding well on slopes.
Clay - the protector is clogged, but the clay squeezes out perfectly. This weekend (6 people, 2 dogs, a full trunk) I got up on a clay rise of 30 degrees and only then I realized that I was driving rear axle... He turned on the front end and climbed into the tightness on the second lowered one. At 502, I would not have jerked there.
Golimy rolled ice - I was driving on the rear wheel drive without showing off, the car behaves quite predictably, starts and slows down normally.
Snow porridge with loose ice - no question, it goes like on the asphalt.
Just asphalt (dry, wet no matter) - more hot than 502 (though I keep 3 atmospheres), a little noisier - but not so much to feel discomfort. I was not overclocked until…. I don’t know how many, the speedometer was over 120 on the tachometer 4000 rpm on the gr / bridges normally, the car does not prowl.
Only two wheels were well balanced (up to 100 grams per side), and two (up to 250 grams per side). In short, I'm happy, if I change when, then for some new one or for 33 ". These are my personal conclusions, as you know, which I made for myself in half a year of operation. Dashed off more than 10,000 km, noticeable wear only on the front wheels from the outside. As I understand it, this is a disease of most UAZs, plus fast cornering.
Noise level - when the vents are closed, rubber is generally inaudible, regardless of speed and coverage.
Holds the road well. Repeatedly tried to let go of the steering wheel at a speed of 80-90 km / h - the car rushes like a tank (just doesn't feel right).
Fuel consumption (I have 126 carb.)
In summer - 12.5 liters on the highway (average speed 80 km / h), 14.5 - in the city, of course, when driving with one bridge turned on.
In winter, the consumption on two bridges does not exceed 18 l / 100 km.
Passage:
Sand - very confident, under any load;
Snow - rolling on a field with a depth of snow cover up to 40 cm - felt quite comfortable.
Clay (loam) - rides until you sit on the bridges, then - well ... :-).
Ice: get under way - better on two bridges, slow down - you can and with one turned on.
From negative points- one: the problem is to get out of the rut, the side lugs are very weak.
Conclusion: for everyday use in urban conditions and not very serious off-road conditions - I recommend paying attention to it. Well, it’s better to climb into d .. mo naturally on more eminent brethren. [Mamaiashvili Sergey Valerievich]
"Cars UAZ-3151, UAZ-31512, UAZ-41514 and their modifications" (operation manual RE 05808600-060.96)
Pressure is indicated in MPa (kgf / m2). The pressure test is carried out on cold rubber.
For fans of video modifications on how to make cuts in rubber on a UAZ:
Ulyanovsk Automobile Plant produces cars for use in the absence of asphalt roads, complete off-road. UAZ 3163 Patriot is a modernized representative of the famous line of domestic SUVs. This car has all the elements to successfully overcome obstacles:
- powerful engine;
- four-wheel drive;
- the ability to install wheels 31 inches and above;
As a rule, UAZ cars are bought for hunting, fishing or with a family on vacation. When traveling in Russia, off-road conditions are often encountered on the way of the car, even when using standard tires on the UAZ:
245/70/16 235/75/16 225/75/16
They try to change the standard stamped discs to ORW off-road discs for the UAZ Patriot :
(The standard bolt pattern for the UAZ Patriot is 5x139.7, the diameter of the central hole is 110 mm)
These discs are the most resistant to the dynamic and mechanical impact of our roads. Large potholes and holes hidden on the road can cause significant damage to the disc when hit at speed.
Having traveled off-road, every UAZovod understands that standard wheels not enough and it is necessary to put the rubber wider and higher. Often, when choosing discs, drivers are guided by appearance car. But, of course, the main indicators are width, reach and diameter. It is these key parameters that ensure the cross-country ability of the SUV.
The first step in tuning is the transition to rubber 31 inches (265/75/16 or 265/70 / R17). This size is installed on the Patriot with virtually no modifications, just play with the wheel offset from 0 to -19.
Disc options Off road Wheels for Patriot:
It should be borne in mind that in this size the rubber fits only on UAZ with a new or not squashed suspension, but if the suspension has signs of "fatigue", it is better to limit yourself to the wheel size 265/70 R16 or 255/70 R16.
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Let's dwell on the installation of 33-inch tires (285/75/16) and the necessary tuning for this wheel:
1) Body or suspension lift at least 5 cm.
2) You may encounter factory problems - curvature of the body. You will need to straighten the arches and move the front axle forward by 2 cm - this is done by installing spacers under the threads on the "clubs".
3) ODS steel discs for UAZ Patriot with an offset of -19 or more, so that the wheel does not rub against the suspension elements and compensates for the tipping angle of the car :
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For deep tuning ORW offers special metal rims with beadlocks on UAZ Patriot... They allow to deflate tires up to 0.5 ATM, as a rule, such tires are used with toothed MT rubber from Fedima, Simex, Interco and others.
The most popular beadlock disk sizes are:
In practice, steel rims are most suitable for off-road and rural driving conditions, so when choosing a different type of rim, you need to weigh the pros and cons. ORW steel or stamped discs are made by welding two different halves of the structure.
The advantages of stamped steel discs include:
Long service life
Possibility of straightening
Low cost
Disadvantages:
Formation of corrosion in places of physical deformation
Cast or forged wheels don't rust, but shatter on impact, so our off-road choice is ORW iron wheels.
You can buy ORW stamped discs for UAZ Patriot on our website or contact a dealer in your region.
Wheels on an SUV must be reliable
Any car, including the UAZ Patriot, sooner or later requires the replacement of certain parts and spare parts. In addition, many car enthusiasts strive to tune their car so that it stands out from the rest. At the same time, car owners often have a question about what kind of rubber to put on the UAZ Patriot. In order to answer this question, you must first of all study the characteristics of the car, take into account the conditions of the region in which it is operated, and the preferences of the motorist.
Based technical features of this car, we can conclude that it is intended for driving both in urban and in suburban conditions. It is this factor that must be taken into account when thinking about what kind of rubber to install on the UAZ Patriot. In addition, you need to think about what type of rubber to use (winter, summer, universal, etc.).
Naturally, the dimensions of the car play an important role when choosing tires. Car enthusiasts who like wide rims should remember that the larger the diagonal of the rim, the thinner the rubber. An incorrect ratio of these two parameters can lead to the fact that driving a car will be uncomfortable, especially over bumps and bumps. In addition, improperly selected rubber can cause some breakdowns.
What tires to choose for UAZ Patriot
Before buying tires at UAZ, you need to understand what types of tires exist.
- Universal rubber - designed for all seasons.
- Mud - for off-road driving with the possibility of wheels falling into the mud.
- Extreme - needed in order to drive on complete off-road.
- Winter - mainly designed for driving on ice.
- Regular - most often this is a standard (factory) rubber, which is great for city trips.
For lovers of everything big
For tuning lovers, we suggest that you familiarize yourself with the maximum permissible dimensions tires that do not contradict factory standards:
- 245/75 R16 = 30.5 × 9.5 R16;
- 265/70 R16 = 30.5 × 10.5 R16.
If you need to install tires for UAZ for extreme driving, purchase tires of the following sizes:
- 320/70 R15 = 33 × 12.5 R15;
- 320/80 R15 = 35 × 12.5 R15.
It is important that the wheels are in proportion to the height of the car and the size of the arches. So, insufficiently large wheels look extremely awkward on such large car like a UAZ. If you put the wheels bigger size, then they will wipe the wheel arch liners and constantly rest against the frame.
Tire pressure
Not only the size of the tires, but also the pressure inside them is of great importance. Each rubber requires a different pressure. UAZ Patriot manufacturers have determined the following permissible parameters for this indicator.
- For tires 225 / 75R16 K-153, K-155, the pressure in the front tires should be 2.0 atm., And in the rear - 2.4 atm.
- For 235 / 70R16 KAMA-221 tires, the pressure inside the rear wheels should be 1.9 atm., And inside the front wheels - 2.2 atm.
- For tires 245 / 70R16 K-214, the pressure in the front tires should be within 1.8 atm., While in the rear - 2.1 atm.
The optimal choice for UAZ
These specifications are based on vehicle weight and axle distribution. For a car weighing 2125 kg, the parameters are as follows:
- on the front axle - 1150 kg;
- on the back - 975 kg.
As for the UAZ Patriot weighing 2,650 kg, the mass distribution should be as follows:
- on the front axle - 1217 kg;
- on the back - 1433 kg.
An important role is played by the imbalance of the wheels during balancing: it should not exceed 100 g / cm.
Rubber for UAZ is also selected in accordance with the weight of the car. All of the above normal wheel pressures have been calculated based on the vehicle's full load.
Why it's important to consider pressure
To pick up correct pressure in tires, you need to do some calculations. The type of tire is the first factor in determining the optimum pressure. When buying, you need to look at what pressure the manufacturer indicates for a given rubber.
Indicators for monitoring tire pressure
With reduced tire pressure, fuel consumption begins to increase significantly. Moreover, for insufficient pressure overcoming obstacles such as bumps and bumps can be extremely dangerous for discs and front bumper... The pressure in the disc must also be sufficient because pits and hatches may occur on the road, which, if hit, can damage the chassis of the machine.
If the tires are inflated, the fuel consumption will gradually decrease, but the tires on the UAZ will become unusable much faster. In addition, the load on the suspension and other fasteners increases, which also leads to their early wear. Very often, elements of the exhaust system quickly fail, engine mounts and transfer cases begin to loosen and can be disconnected right during the trip. Front axle it is advisable to disable it whenever it is not required.
One of the important points is the weight that is applied to the wheels. The rubber must withstand the weight of not only the car and the driver, but also several passengers, as well as the load in the trunk. Tire pressures vary to distribute the load.
Sunlight and ambient temperature also affect tire pressure. It should be borne in mind that while driving, the tires on the wheels overheat.
With the onset of cold weather, you need to check the pressure again, since, most likely, it has decreased. The tires must be equipped with cameras, especially when driving off-road.
