Of course, there will be replicas - cars assembled on the basis of modern units, but outwardly similar to these three-ton. But there are still places where you can see a real ZiS, even with a new cab and body - the tree cannot survive for seventy years. But a real ZiS will have a dear heart - a motor. Where do these units come from now? This is what we will devote today's material to, a story about how the restoration of the motor takes place. To do this, we watched for several months how the engine is being restored in one of the best restoration workshops in St. Petersburg, RetroTruck.
It all starts with theory
Before proceeding with the story about the process, let's say a few words about the ZiSa motor. It is called that - ZiS-5, just like the car. Its production began in 1932, and its very close relative can be considered the American Hercules unit, and the ZiS-5 engine was used on almost all pre-war trucks and buses - there was simply no other engine.
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ZiS-5 "1933–41
Its capacity is 73 liters. with., volume - 5.55 liters. This six-cylinder engine is low-revving, and taking into account the torque of 279 Nm at 1200 rpm, its thrust is downright steam locomotive. The motor has an in-line arrangement with a bottom valve arrangement. Since during the restoration we will still have time to pay attention to the peculiarities of its design, we will finish the theoretical part on this and proceed to ... the search for our future motor.
Such different people
Obviously, military equipment should be sought where there was a lot of it during the war. But not every motor found can be restored: a lot depends on where this motor was found. The main enemy of any iron is corrosion, rust. It is formed during the oxidation of the metal. There were times when from the bottom of Ladoga they raised seemingly magnificent specimens of equipment (after all, we remember, for example, about the Road of Life, don't we?). But working with them did not work: the iron was almost completely destroyed by water. The most "unbearable" storage conditions are warm and humid air. Another thing is a technique that has lain somewhere in the northern region, in a swamp, where clay blocks the access of oxygen. Or at least just in the ground, but better - in a cold climate. If you are very lucky, the motor can simply be cleaned and it will be almost in working order. But this, unfortunately, is from the category of miracles, usually old motors (more precisely, blocks) are in a very poor state, and with some there is no point in messing around at all. Therefore, the first thing a restorer has to deal with is the search for a future engine and its attachments. Where was that motor found in our story? Different people walk in our forests, steppes and swamps. They are not interested in mushrooms and berries, but in scrap metal, which in some regions has remained since the Great Patriotic War. Until now, they find a lot of all kinds of iron, sometimes interesting, sometimes not. Let's say, found such a "search engine" metal, what will it do next? In the worst case, he will hand over to the metal collection point. For a penny, but quickly. In this case, no matter how valuable his find turns out to be, she has only one way - to be melted down. And restorers can only guess what kind of "wealth" they have lost due to the activities of people of this type. There is also another extreme. A person who finds something interesting is trying to sell his find as expensive as possible. He puts up for sale, arranges auctions, wants to squeeze out the maximum profit. Sometimes it works, sometimes it doesn't. It is bad that the prices for his finds can be so inhumane that something valuable again passes by the restorers. The owners of RetroTruck are lucky to know a good person named Valera. He has a job, and searching for old hardware is more of a hobby and, of course, additional income. What does Valera have that many others do not? Most likely conscience. He understands what can be scrapped and what not. But the price for interesting finds never breaks, he sells at the price of scrap, the main thing is to get to someone who is really interested in it. One of the finds seemed interesting to him, and he sent a photograph to his friends from the restoration workshop. On it is the ZiS-5 engine block. "Must go!" - decided in the workshop, got into the van and drove to Medvezhyegorsk. In the photo received by mail, only the block was shown. On the spot, everything turned out to be more interesting - a huge pile of scrap metal from all eras, except, perhaps, the Neolithic - everything was made of stone.
At the machining center for engine parts
The disassembled engine is sent to a specialized workshop, where the craftsmen will restore the block and crankshaft. Before that, specialists from the restoration workshop and PKF Motor Technologies LLC carefully examine the block and determine the future scope of work. There are no cracks on the block, which is good. But there is a lot of work to be done. First, the block must be sealed. The technology of this operation is no different from that used for repairs. modern engines... But with valve seats it will be a little more difficult: the ZiSa unit, in principle, has no seats, there are only seats. Time did not spare them, they have defects. We'll have to repair them.
The repair method is quite obvious: the installation of bushings, followed by the manufacture of a seat for the valve disc. We will see how this is done. In the meantime, let's note this fact to ourselves and move on to the crankshaft. The crankshaft was not in the worst condition. Here it was not necessary to weld the main journals, but, of course, one cannot do without grooving and grinding. And this operation must be carried out as quickly as possible: how much babbitt will have to be poured onto each crankshaft support depends on its results.
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What does it mean to fill? There are also inserts! But no. The plain bearings in the ZiS-5 motor are filled with babbit (antifriction alloy), there are no main and connecting rod bearings. Why was it done using this technology? Because it is the most maintainable solution. Imagine an era when a trip over a hundred kilometers is already "long-range", there are no auto parts stores, and the engine needs to be repaired. Where can I get the earbuds? What is the repair size? There were no cell phones either, you get up on virgin soil - you have to get out yourself. This is where babbitt came in handy. Many took with them ready-made mandrels, into which they could pour molten babbitt and get a new "insert". Of course, the tolerances in those days were simply huge, the machining center machines for such repairs turn out to be even too accurate, but still, you have to control the parameters during boring every second. Now modern high-precision machine tools are used for this, and then such equipment was only in large factories, in MTS (machine-tractor stations) and similar enterprises. Indigenous and connecting rod bearings bore by hand. For the main inserts, special devices were made, which were attached to the block, then the handle was twisted, and the cutter, mounted on the screw mechanism, bored the support. The connecting rods were bored with a mandrel on a conventional lathe. In addition to grooving the crankshaft supports, it is also necessary to prepare the camshaft bushings and cylinder liners. Here everything happens according to modern technologies, about which a lot has already been said. Camshaft bushings, as well as bearings crankshaft, are bored in one "pass". The liners, like the pistons installed on this engine, are from the reserves of Yakov Fedorovich - the original, factory ones. Even the fastening of the pin in the connecting rod remained "correct" - the bolt on the connecting rod tightened the finger tightly in the head and freely entered the piston. On modern motors the pin is rigidly attached to the piston, but has a gap in the connecting rod bushing.
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So, the crankshaft supports are ready. But what are the copper plates under the crankshaft bearing caps? And this is again another way to simplify the repair of the motor. This is not an initiative of modern repairmen, as it might seem at first glance: thin copper plates were installed at the factory both during the manufacture of a new motor and during its overhaul. Babbitt is a soft material. If now multilayer liners serve tens, or even hundreds of thousands of kilometers, then a flooded babbitt wears out thousands over 20 kilometers. It is then that they remember about the copper gaskets. The repair was carried out as follows: they removed the oil pan, support covers, pulled out one plate and put everything back together. That's it, the motor is in working order again! Every driver should have been able to do such an operation (come on, tell me how you know how to fill "non-freeze" in your Focus!). The number of plates varied from three to five - they were placed in different ways. This means that the engine could be repaired three to five times in a few hours. Not completely, but somehow.
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The work on the block and crankshaft is completed. The engine is now returning to RetroTruck.
About spare parts and methods
How is our insert on the valve seat doing there? As you can see, it has changed its shape - now there is a saddle. How was it made? There is such a tool - countersink. Its full definition sounds like this: a multi-edge cutting tool for machining holes in parts in order to obtain conical or cylindrical recesses, support planes around holes or chamfering center holes. This is how the workshop specialists worked. But their countersinks have a very interesting feature: they are made specifically for the repair of engines of Soviet trucks, namely, GAZ-AA and ZiS-5. Yes, an old motor is an old instrument! At the end of the work, a practically new valve seat is obtained. Can the motor be assembled? But no.1 / 5
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The block, pistons, valves, liners, crankshaft - these are all, of course, wonderful details, but this is still far from the whole engine. If you have all the components, the restoration will take one and a half to two months. But it does not happen that fate sends a brand new generator, starter, water pump, oil pump, distributor, filters, or at least a set of springs for valves or piston rings... Collecting everything you need, completing the engine is just a hell of a job, and it sometimes lasts for years. Until everything you need is collected, there is no point in even starting to tinker with the block. Where to get spare parts? The owners of the restoration workshop were lucky to know an amazing person - Yakov Fedorovich Lisin. This man became the driver of the ZiSa-5 back in the war, in 1943. And he was him until the last days of his life - until 2009 ... It's incredible, but the mileage of his truck, on which he worked all his life, during this time amounted to more than four million kilometers! After his death, ZiS ended up in a restoration workshop, and a huge amount of spare parts for the "three-ton" vehicle moved with him to a new place of residence. Moreover, both already used and completely new (even half a century) parts. Of course, among this "wealth" there is absolutely nothing, but a lot is used from the reserves of Yakov Fedorovich. And yet a lot has to be restored - it is impossible to use a "remake" in a high-quality restored car.
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It is easy to restore the oil filter: cut the felt boot and you're done, because this filter was made of felt. But with most of the other units, there is much more work. Take a look at the pictures of the current water pump and how it looked before it was restored. I don’t know about you, but I was very impressed. Once upon a time I drove on a penny in 1978 and was extremely happy when I changed the starter brushes myself for the first time. But what is a neglected case and how to treat it, I understood only when I saw what was happening with the starter or generator in the hands of the masters.
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Assembling a new old motor
After all the attachments are assembled, the fun begins - the assembly of the engine. There are no these of your phase change systems and intercoolers with turbines, so the assembly is done pretty quickly. While the team of the restoration workshop lovingly and lovingly tightens the nuts, we can finally appreciate design features this unit. Question one: why do we need the wire on the bolts of the crankshaft covers? The fact is that it was the easiest way to "lock" the bolts, to prevent their possible loosening. The growers were already there, but not in responsible places, and the wire was everywhere in bulk. I note that this amazing technology was used even after the end of production of the ZiS-5. For example, in the engines of the Gorky Automobile Plant. Question two: what is the cover on the oil pan? This cover is one of the hallmarks of early motors. Removing it, it was possible to get to the oil pump, although there is also a separate drain plug for oil in this cover. Later, the crankcase lost this part. Well, if we started talking about what changed in the ZiS engines during the time of their production, let's talk about this in a little more detail. The modernization of the engine took place gradually, so it is impossible to unequivocally name the year when the engines changed. But you can roughly say: the early units differ from those that were produced after 1938, and changes began to be made back in 1936. Firstly, the units produced before 1938 do not have a water jacket cover. After 1943, the block head changed: grooves for spark plugs appeared. Thus, the volume of the combustion chamber was reduced, increasing the compression. Based on these and some other signs, it can be established that our motor is one of the earliest, produced before 1936. But back to the design features of the engine.1 / 3
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Today trucks are used in logistics. They are used to deliver various goods or provide various delivery services. Modern vehicles with a high payload are equipped with literally the latest technology to ensure the comfort and safety of the driver. However, during the Great Patriotic War, heroic deeds were accomplished. They participated in the delivery of weapons, ammunition, food and water. What did it cost only to deliver food to the besieged Leningrad. One of these is the legendary ZIS-5 truck. About him will be discussed.
This car with a carrying capacity of 3 tons was the second in mass production.
During World War II, it was one of the most widespread. This model was made at the Stalin plant from 1933 to 1948.
Makeover child
At the very beginning there was "Otokar" - this is an American, not too well-known and not very popular model, which was assembled by AMO. It was very simple in design, and its cost was low, which was very important.
And in 1931, the Automobile Moscow Society successfully underwent modernization, and then the assembly works of the new AMO-2 began at the facilities of the company. The car was built on the basis of American components and parts. Then there were many more modifications. AMO-3 can be distinguished. This truck had a carrying capacity of 2.5 tons - and in 1933 it was redesigned again. In the meantime, the plant was also renamed, the new name was the Stalin Plant. ZIS-5 is built on the basis of AMO-3, but only on the basis of a domestic component.
There were only 10 copies in the first batch. Conveyor assembly was established at the end of 33 years without the production of an experimental car. The design was very simple, so there were no glitches during assembly. The car was put into production in the shortest possible time.
Its popular name, and his name was nothing but "three-ton", the ZIS-5 truck received, thanks to its carrying capacity. The Red Army men called the car respectfully - "Zakhar Ivanovich".
As for the design, it is no different from other models of the war years. This is an automotive classic. Participated in the development and the work was carried out almost completely "from scratch". The main focus faced by the engineers was increased maintainability and maximum simplicity. However, at the same time it was necessary to improve the characteristics of cross-country ability and carrying capacity.
ZIS-5: device
The design was simple, if not primitive. The car consisted of 4500 parts.
They were mainly made of cast iron, steel and wood. It was possible to disassemble the car with a minimum of tools. Hardware and fastening parts were in nine sizes, and it was impossible to break the threads on them. A total of 29 bearings were used in the device.
But for all its simplicity, the ZIS-5 (car) was quite modern for those times. The set included an electric starter, a diaphragm-type fuel pump, and a fuel tank under the driver's seat. The oil was changed after 1200 km, and not after 600, as on other models. Run unnecessarily overhaul was 70,000 km.
Continuous improvements
In the course of improvements, engineers have developed and implemented in hardware new engine ZIS-5. AMO Z, and the "American" was equipped with a six-cylinder "Hercules". It produced 60 horses at 2000 rpm. For "Zakhar Ivanovich" this capacity was not enough.
Therefore, it was decided to increase the size of the cylinders. The result was successful - the power increased to 76 liters. with. So, "three-ton" became one of the most powerful trucks at that time.
The power unit has proven to be very reliable. It worked the same way on any fuel. He could work efficiently even on kerosene. When it was hot, it evaporated no worse than gasoline.
In winter, the unit was started by pouring a little gasoline into the cylinders. To do this, you had to unscrew the spark plugs. Then the candles were returned back, and only after these manipulations were the ignition knob turned. Needless to say, the unit started up in almost half a turn.
Transmission
The old gearbox with the new engine categorically refused to work, so a new design had to be urgently created. So, it turned out a new gearbox with four gears, and not three, as was the case on the previous model.
This box was 6.6, and in the main gear this number was 6.4. This allowed the ZIS-5 to haul a trailer of 16 tons, while the engine speed was 1700 rpm, and the speed was 4.3 km / h.
The first gear was used only off-road, or at maximum loads. By the way, the cross-country ability of the ZIS-5 was excellent. Low-speed engine, successful transmission, high ground clearance of 260 mm. The car could go where others just got stuck.
The gears in the gearbox of the new design were connected to the intermediate shaft not traditionally, but using splines. This improves the alignment of the gears.
The previous model from Brown & Lip had a simpler design. There, the gears were simply planted on a square bollard.
Unreliable cardan shaft, which was equipped with three hinges and an intermediate support, was changed to a simpler one. It featured two hinges. They were easier and cheaper to make.
Chassis
Many were convinced that the chassis in this truck was rather weak.
The frame was difficult to break, it did not bend. However, it could be skewed very easily. For example, if one wheel hit the road bumps.
The stiff springs were of no use. And such elasticity was obtained due to a special heat treatment technology. The cross members, as well as other parts, were not connected to the side members using traditional welding, but riveted. If repairs were carried out using welding machines, then this significantly weakened it.
Cabin
During the war, engineers were faced with the task of simplifying the cab design as much as possible.
She began to be made of wood, as well as plywood. The wings were made by bending rolled products; they were stamped before the war. The right headlight was removed. After the war, of course, the equipment was brought back to normal.
The road view was not as good as on today's truck models, but there was little choice at the time. You can also forget about comfort. You need to be very lightly dressed to fit between the steering wheel and the driver's seat. There was no soundproofing in the car - you had to shout to hear the interlocutor.
The cabin was equipped with a ventilation system, but there was no stove. And if the glass froze over, it was necessary to use ventilation. However, the cockpit was naturally well ventilated - there were many cracks.
Brake system
There were no modern ones in the design. They were foreseen, but in wartime there were no necessary volumes brake fluid... Therefore, the truck could be braked by mechanical rear brakes... By the way, the truck had excellent engine braking. As soon as the driver relaxes the pressure on the gas, or completely remove his foot from it, the car immediately slows down. After the war, hydraulics were installed.
Specifications
ZIS-5, model of the 30s with volume power unit 5.5 liters, could give out power of 73 liters. s, then after revision - 76, and after the war - 85 liters. with. The four-speed gearbox allowed excellent traction control. The weight of the truck is 3100 kg, and the maximum speed that was achieved was 60 km / h. Fuel consumption could range from 30 to 33 liters per 100 kilometers.
Thanks to its design, the machine could easily pass fords up to 0.6 m in depth.
The maximum lift when fully loaded is 15%. Fuel tank had a volume of 60 liters.
Soldier, hard worker, legend
In 41, an air raid was carried out on the plant. Stalin. It was ordered to completely remove all production. In 42, the release was resumed again. These trucks performed a variety of functions in the rear and at the front. There were no buses yet, and the back of this car could fit 25 people. They carried ammunition and various equipment. These vehicles took the Red Army soldiers to Berlin and back.
In Moscow, the truck was produced until the age of 48. The last batch was equipped with a new unit - ZIS-120. In total, about a million of these trucks were created.
This car is a rather modest worker with a very long and very confusing fate. Today these are no longer found on the roads. They have been preserved either in museums or in private collections. If you really want to, you can make a reduced model of the ZIS-5 car. The drawings are in our article - this is a very exciting experience.
So, we found out the history of creation and specifications truck ZIS.
November 22, 1941 - The first caravan of 60 Gaz-2A trucks set out on the immature ice of Lake Ladoga to help besieged Leningrad. Despite all the dangers, the first tons of food were delivered to the besieged city. This is how the regular movement along the legendary road of life began. Thanks to the courage and courage of Soviet drivers, the city on the Niva received hope for salvation. In early December, when the ice became firmer, trucks took to the road of life. The work of delivering food to besieged Leningrad is one of the heroic pages in the history of this legendary vehicle.
Pre-war period.
In the early 30s of the last century, the Soviet automobile industry was booming. In Yaroslavl, they mastered the production of heavy trucks. A new auto giant started operating in Gorky, and the Moscow plant “AMO” completed its technical re-equipment and instead of the outdated “AMO-F15” began to produce a new truck “AMO-2”. This car was based on the American model autocar-5a. The prototype of the future Soviet truck was sought in both Europe and America. The choice settled on the proposal of a little-known autocar company. Her car was most adapted for mass production and was assembled from units and assemblies from different manufacturers. Any of them, if necessary, could be replaced. The first trucks began to be assembled from American kits, but soon AMO-3, which consisted entirely of parts produced in the Soviet Union, began to roll off the assembly line. When operating new Soviet trucks on domestic roads, some of the miscalculations of American designers became clear. The hardest 33-year Karakum race became a serious test for "AMO-3". According to its results, it became clear that the American car needed to be improved.
The talented AMO engineer Evgeny Lozhinsky, together with his team, critically analyzed the entire structure and took up the alteration of weak points. The car received an improved gearbox with rationally selected gear ratios, and the engine was also modernized. Due to the increase in the working volume, its power increased from 66 to 73 hp. hydraulic drive front brakes in favor of mechanical. During the modernization, all expensive and scarce materials were replaced with more affordable ones. Many other units and parts of the car have undergone alteration. All work was carried out in a short time.
The result was a good and durable reliable car adapted to domestic conditions of operation, repair and maintenance. "ZIS-5"- this designation received this truck... Since October 33rd, it has been produced for many years at the Stalin Plant (Former AMO). The design of the car consisted of 4.5 thousand parts, most of which were made of cast iron, cheap steel and wood. The truck could be disassembled and assembled using a minimum number of tools, and the mechanic did not require high qualifications. The production of Zis was constantly increasing. In the first months, they produced 6-7 cars a day, then dozens and hundreds. Cars became widespread both in the national economy and in the Red Army, moreover, these cars were even exported.
It could carry 3 tons of cargo and tow a trailer with a total weight of three and a half tons; in addition, various special vehicles were created on the basis of the Zis-5, air defense searchlights and 20 millimeter and anti-aircraft guns were installed on the elongated Zis-12 chassis. The variety was the greatest, a huge number of different bodies that have not survived to this day.
Camping printing houses, meat processing plants, special veterinary laboratories, operating rooms were produced, which were based on one chassis.
During the modernization of the Red Army in the second half of the thirties, this truck played a significant role.
He could carry up to twenty-five fighters in the back, tow artillery systems, act as an oil and a fuel tanker. The average mileage before overhaul at the Zis-5 was 70 thousand kilometers. This was twice as much as that of the Gorky GAZ-2A. With proper maintenance, this figure could reach 100 thousand.
The first serious test for the motorized units of the Red Army was the events in Mongolia and the war with Finland. The Moscow truck quickly gained a reputation as an unpretentious and reliable military vehicle. In addition, during the Spanish Civil War, an armored car was built on the basis of the ZIS-5.
In 1943, the ZIS-5 accounted for almost half of the Soviet Union's military vehicle fleet. By June, over 100,000 of these machines were in service. In the first months of the Great Patriotic War, the fleet of the Red Army suffered significant losses. To replenish them, machines from the national economy were mobilized.
The outbreak of the war required a lot freight transport for the needs of the front and rear. On the front roads, the Zis-5 has repeatedly proved its reliability and high maintainability in practice. Almost any breakdown could be repaired on their own directly to field conditions... When the Germans in the fall of 1941 encountered Russian off-road conditions, they appreciated the cross-country ability of our ZISs. Where the German vehicles, more advanced in technical terms, got stuck, the captured ZIS-5 continued to move.
For a car in which only rear wheels, ZIS demonstrated high cross-country ability, close to all-wheel drive vehicles. The traction characteristics of the engine were successfully combined with the transmission and with the distribution of the vehicle's mass between the front and rear axles.
In addition, the flexible frame assisted in the suspension's work, helping to overcome difficult obstacles. The heart of the truck, the inline 6, deserves special praise. There were legends about the reliability of the ZIS engine. It was unpretentious in terms of fuel quality and would start well in any frost. Few could boast of such phenomenal vitality.
When the enemy got close to Moscow, the Defense Committee decided to evacuate the Stalin plant. The production of strategically important products was stopped, the equipment was loaded onto railway platforms and sent to Ulyanovsk and Miass.
The rapid organization of production in new places became an unparalleled labor feat. In Ulyanovsk, the first cars began to be assembled in February 1942, at that time, in the Ural Miass, the production of engines and gearboxes was launched.
After the enemy was driven back from Moscow, the production of trucks was resumed at the main site in the capital. A simplified military modification, designated ZIS-5V, was put on the conveyor. The car received a wooden cabin, plywood doors, wings were made of roofing iron. The truck lost its front brakes; on most military vehicles, only one tailgate was hinged.
At some point in time, they stopped installing one headlight, and for some time they generally produced cars without headlights. In July 44, the Miass plant also started assembling the Zis-5V. The production of the machine in various versions continued here until 1958. It was in this military embodiment that the Zis-5 entered numerous historical works and chronicles about the Great Patriotic War.
Truck ZIS-5V:
Carrying capacity: 3000 kg
Engine power: 73 HP
Maximum speed: 60 km / h
Not distinguished by special conveniences for drivers, the Zis-5, on military roads, has earned respect and honor. The soldiers called him "Zakhar" or "Zakhar Ivanovich". A little outdated by the end of the war, the truck, nevertheless, looked quite decent even against the background of numerous overseas cars.
For 4 fiery years, the hard worker Zis-5 made a huge contribution to the defeat of the enemy, and this truck can rightfully be considered one of the symbols of the Great Victory.
For many of my peers, the post-war ZiS-150 trucks are associated with the period when the massive construction of the famous five-story Khrushchev buildings began in Moscow and other cities. Thousands of dump trucks based on these machines delivered concrete to construction sites, many truck tractors with bulky semi-trailers delivered wall panels, and onboard cars- all other goods, including people, which at that time was not prohibited by the rules road traffic... By the way, in those years we did not yet have concrete mixer trucks, and so that the concrete would not seize prematurely, dump trucks had to move along city streets at considerable speeds, generously splashing the contents of the bodies.
We are talking about the most massive trucks of that time - ZiS-150 and ZiL-164, which could only be distinguished by experts and all-knowing boys - they knew that the "one hundred and fifty" radiator grille has horizontal slots, and "one hundred and sixty fourth "- vertical.
The designers of the Moscow Automobile Plant named after Stalin began to prepare the replacement of the famous "three-ton" ZiS-5 in the pre-war years, since the car, the basis of which in the 1920s was the American truck Autocar, was no longer subject to further modernization. The country needed a new truck - more powerful, more carrying capacity, more durable and more comfortable for the driver.
Prototypes of the new truck, called the ZiS-15, were built in 1938. The car had new frame, another all-metal three-seater cabin and an upgraded 82 hp engine. It was assumed that base model ZiS-15 will become the basis for a whole series of cars - a bus, a dump truck, a car off-road and a number of others.
However, the mass production of the ZiS-15 was prevented by the Great Patriotic War. True, it also prompted the production workers to further improve the pre-war "three-ton" - on its basis, a three-axle ZiS-6, a half-track ZiS-42, an all-wheel drive ZiS-32 with a 4x4 wheel arrangement and a gas generator ZiS-21 were created.
In 1944, the issue of producing a modern truck was again raised, but it was considered irrational to take the ZiS-15 model of 1938 as its basis. Therefore, at the Stalin Automobile Plant, they developed a modernized cargo truck, which in appearance did not differ much from the American Lend-Lease truck International KR-11. By the summer of 1944, prototypes of the new truck were delivered for testing.
The installation batch of ZiS-150 left the territory of the car plant on October 30, 1947. The machine with a lifting capacity of 4000 kg was equipped with a 90-horsepower motor interlocked with a five-speed (for the first time in the domestic auto industry!) Gearbox with constant mesh gears and pneumatic brakes. A cockpit of mixed design was developed for the car - due to the shortage of a special steel sheet, it was made of plywood and artificial leather with partial sheathing of tin. By the way, this technology was also used in the manufacture of many cars of those years - at first, the GAZ-51 was produced with a wooden-metal cabin, a pickup truck body based on the Moskvich-401 was assembled from wood.
For the first time on a domestic truck, the doors were equipped with sliding glass. The windshield is V-shaped, consisting of two angled windows, and the left one, the driver's one, could be tilted up and fixed in any position using a rocker mechanism.
The engine, named ZiS-120, mastered in production in 1947, was thoroughly tested on serial "three-ton" (cars with such engines were called ZiS-50), produced in the period 1947-1948 in the amount of 13,895 copies.
Mastering the production of the ZiS-150 began in January 1948. Up to April 26, the installation of a new conveyor was carried out without stopping the old one, and from April 27 the serial production of the ZiS-150 began. A few days later, the production of "three-ton" ZiS-5 and ZiS-50 was discontinued.
The operation of the ZiS-150 revealed a number of shortcomings, the main one of which was the small margin of safety for the long propeller shaft - when the car was moving at an increased speed (usually downhill), the shaft speed exceeded the safe one, which led to its breakage. As a result, the “cardan” damaged the pipeline of the pneumatic drive of the brakes, and in this situation it was almost impossible to stop the car.
The developers had to install a special engine crankshaft speed limiter on the car, which prevented it from reaching speeds above 2400 per minute.
The first major modernization of the ZiS-150 was carried out in 1950. The car was equipped with an all-metal cab and equipped with a more modern K-80 carburetor with a falling mixture flow and a new exhaust manifold, which increased the engine power and improved its efficiency.
The next modernization was carried out in 1952, taking into account the accumulated experience of operating the ZiS-150. First of all, the designers got rid of the long and, accordingly, fragile propeller shaft and replaced it with two shafts with an intermediate support on the middle cross member of the frame. The suspension was also improved - the car was equipped with extended springs. The engine was equipped with a floating oil receiver for the oil pump, and blinds controlled by the driver were installed in front of the radiator. They also took care of the driver - they reduced the seat height and backrest tilt, and also increased the gear ratio of the worm steering gear. The latter improvement was especially relevant because the control by truck full weight over 8 tons, in the absence of a hydraulic booster, truly heroic efforts were required.
Before the launch of the modernized trucks into the series, the prototypes were sent on a test run of about 25 thousand km along roads with various surfaces, including primers.
The last modernization of the ZiS-150 car was carried out in 1956. The car replaced the cast-iron engine head with an aluminum one, which made it possible to increase the compression ratio to 6.2, installed a new carburetor, an intake manifold and air filter, as a result of which the engine power increased to 96 hp. In addition, the frame was strengthened, rubber mounts were used for the front springs and hydraulic shock absorbers were installed.
The latest innovation on the "one hundred and fifty" is the replacement of the stamping "ZiS" on the hood: instead of it, the abbreviation "ZiL" appeared there, since it was in 1956, after the XX Congress of the Communist Party of the Soviet Union, that the car plant was renamed in honor of I.A. Likhachev, the former director of the plant. and former minister road transport and highways of the USSR.
Not too many ZIL-150 cars were produced - in 1957, instead of this car, an outwardly very similar ZIL-164 rolled off the assembly line. In total, from 1947 to 1957, 774,615 ZiS-150 and ZIL-150 trucks were produced.
In addition to the ZiS-150, work was carried out at the car plant to create cross-country vehicles. So, since the mid-1940s, on the basis of the ZiS-150, an all-wheel drive vehicle ZiS-150P with a 4 × 4 wheel formula has been developed. However, the car turned out to be heavy, which did not meet the requirements of the USSR Ministry of Defense, and the plant was asked to develop a three-axle version of the "one hundred and fiftieth".
At the beginning of 1945, the design bureau of the plant began designing a three-axle vehicle, which later received the name ZiS-151. The first two prototypes were built already in 1946 - one with dual-slope rear wheels and the other with single-slope wheels. In the summer of 1947, comparative tests began, in which, along with a pair of ZiS-151s, the three-axle Lend-Lease International and Studebaker participated. At the same time, the best cross-country ability was demonstrated by the all-wheel drive ZiS-151 with single-tire tires, in which the rear wheels followed the track left by the front ones, which required less energy consumption for making a track. But representatives of the Ministry of Defense, for incomprehensible reasons, spoke in favor of the production of vehicles with dual-slope rear axles. By the way, in the near future, the plant nevertheless launched the production of an all-wheel drive ZIL-157 with a single-slope scheme.
Well, the ZiS-151 became, thus, the first three-axle in the country four-wheel drive vehicle wheel arrangement 6 × 6. Serial production of this car lasted from 1948 to 1958. On its basis, rocket artillery combat vehicles, armored personnel carriers, large amphibious vehicles (BAS), fuel tankers and a number of other military and civil vehicles were created.
In 1957, instead of the ZiS-150, the automobile plant put the ZiL-164 on the conveyor, which outwardly practically did not differ from its predecessor, but had a number of differences from the "one hundred and fiftieth" - a reinforced frame, a more powerful engine with a modern carburetor, telescopic shock absorbers, etc.
The design of the car ZIL-164
ZIL-164 was a truck with a three-seater all-metal cab and a wooden platform with three opening sides.
The car engine is a carburetor, in-line, six-cylinder, four-stroke, lower valve, with a working volume of 5.55 liters. The compression ratio is 6.2. Maximum engine power - 100 h.p. at a crankshaft speed of 2800 rpm.
The engine cylinders are located in one block, cast from cast iron together with the crankcase. The plane of the crankcase connector is below the crankshaft axis. There is a water jacket around the cylinders in the block. On the engine block, a common cylinder head with a water jacket is installed on a gasket, in which the combustion chambers are located. The head, made of aluminum alloy, is fixed to the block with bolts and studs.
The flat-bottomed pistons are cast from an aluminum alloy. On the upper part of the piston, there are three compression rings and one oil scraper ring.
The crankshaft is made of carbon steel, its journals are surface hardened with high frequency currents. In the engine, the shaft rotates on seven bearings with steel thin-walled liners with babbitt casting.
The flywheel is secured by six bolts to the flange of the rear end of the crankshaft.
In front of the shaft, a steel timing gear, an oil deflector and a fan drive pulley are fixed on a key. A stamped steel pallet is attached to the bottom of the engine crankcase on gaskets.
The carbon steel camshaft is mounted on four steel babbitt bushings. In the middle part of the shaft there is a gear for the drive of the oil pump and the ignition distributor, in the rear there is an eccentric for driving the fuel pump, and in the front there is a cast-iron gear that meshes with the gear of the crankshaft.
The engine is mounted on a frame on three bearings using rubber pads.
The engine cooling system is forced, closed. The radiator of the tubular-plate type is fixed to the frame through rubber cushions. The thermostat is single-valve. The six-blade fan rotates in a shroud attached to the radiator. The radiator and water pump are driven by a single V-belt from the crankshaft pulley.
The engine lubrication system is combined: the main and connecting rod bearings of the crankshaft, camshaft bearings, camshaft gears and the distributor drive shaft are lubricated under pressure; oil is supplied to the rest of the rubbing surfaces by spraying and gravity. Oil filtration is double.
The ZIL-164 has a dry two-disc clutch. Subsequently, with the next modernization (on the ZIL-164A), the clutch was replaced with a single-disc clutch, with peripherally located springs and with a mechanical shutdown drive.
The gearbox is five-speed, and the fifth gear is accelerating, that is, when it is turned on, the secondary shaft of the box rotates faster than the crankshaft of the engine.
The car uses a double final drive, assembled with a differential in the crankcase, cast from ductile iron. The rear axle beam is also cast from ductile iron. Steel pipes are pressed into the semi-axial sleeves of the beam and fixed with locking screws, the ends of which serve as a support for the bearings of the wheel hubs. The rear opening in the beam is closed by a stamped steel cover, which is fixed to the beam with screws. Ratio main gear - 7.63.
The car frame consists of two steel stamped channel-section spars of variable profile, connected by riveted transverse beams. In the front part of the frame there is a bumper and towing hooks, in the rear there is a towing device with a hook and a latch.
The front axle is a steel I-beam attached to the frame on two longitudinal semi-elliptical springs. The ends of the springs are installed in the frame brackets on rubber cushions. The front suspension includes piston shock absorbers (later on, the ZIL-164A used telescopic double-acting hydraulic shock absorbers). The front ends of the rear springs are pinned to the frame brackets, while the rear ends are pinned to the frame brackets.
Disc wheels with a flat rim have a removable bead ring with a locking ring. The rear wheels are gable.
The steering gear of the car is a pair of worms - a three-ridge roller, while the worm is installed in the crankcase on tapered roller bearings, and the roller rotates on two needle bearings.
The braking system of the car consists of a pneumatic foot brake acting on all wheels and a manual central transmission brake. Pneumatic brakes have high efficiency with low pedal effort, which greatly facilitates driving.
Proponents of originality and apologists for authenticity can easily find in this ZIS many inconsistencies in the time of its birth. However, it is not so easy to establish the time. At the heart, they say, is a military-style car, overgrown, like thousands of the same three-ton, with what those who fought and worked on it were able to get and install. By the way, this ZIS is not a museum exhibit today, but a worker. But his work is now incomparably easier than in his youth.
BORN OF PERFORMANCE
First there was the American Otokar - not the most famous and popular American truck. But simple and inexpensive, which was much more important for our country in the late 1920s. Under new model the AMO plant, near Tyuffel Grove, in 1931 was not just reconstructed, in fact - rebuilt (then the second part was the main thing in this word). In the beginning there was AMO-2 - assembled entirely from imported parts. Then AMO-3 went - with a different rear axle, battery, and not from magneto ignition and some other changes, in terms of components it is already completely domestic. Well, the next model, AMO-5, was already heavily modernized by Soviet designers headed by E.I. Vazhinsky.
The working volume of the engine was increased from 4.9 to 5.6 liters, the power was raised from 60 hp. to quite solid at that time 73 hp, increased the carrying capacity from 2500 to 3000 kg. At the same time, the design was simplified: among other things, they abandoned the hydraulic brakes on the front wheels - they were considered too difficult for our conditions. The mechanical drive was much easier not only to manufacture, but also to repair. The first modernized truck at the plant named after Stalin was assembled in the summer of 1933, on October 1, the ZIS-5 was put on the assembly line, and mass production was launched a year later.
The ZIS-5 was simple and therefore reliable. The oil filter was made of felt, ten sizes of keys were enough for repairs (the drivers joked that, if necessary, they could do with one “seventeenth” key at all). The engine easily digested gasoline with an octane rating of 45-60, and in warm weather and kerosene.
At the same time, the car was quite modern: it had an electric starter, a diaphragm fuel pump (the tank was under the seat), the oil had to be changed after 1200 km of run, and not after 600 km, as on GAZ-AA. The average mileage before the overhaul was 70,000 km, and for especially careful drivers it reached 100,000 km - a lot at that time! ZIS-5 became the first Soviet car exported - to Turkey, the Baltic States, Bulgaria, Republican Spain.
AND IN SERVICE AND IN FRIENDSHIP
In terms of the effort on the clutch pedal, this car is comparable only to the T-34 tank. However, I quickly get used to pressing with the middle of my foot. Best of all, if she is shod in boots or felt boots with galoshes. Squeezing between the steering wheel and the seat, even in relatively light clothing, is not so easy, and in order to see the road normally, you have to tilt your head a little all the time.
The starter slowly and sleepily revives the engine. But even a cold engine only needs a couple of revolutions to kick up with confidence.
The first speed gear ratio is 6.59! It has to be used only off-road or at maximum load. By the way, the three-ton was also famous for its cross-country ability - thanks to the low-speed engine, well-chosen transmission and ground clearance under the rear axle 260 mm, she drove where to pass on one rear wheel drive like she could not. I stick in the second, tucking my leg as much as possible, and so it seems not particularly set aside to the right. More gas! A simple muffler announces the surroundings with a warning roar. Let's go!
The car does not forgive relaxation. He is strict, rude, but straightforward and honest. Learned to quickly change gears without synchromes, double-wringing tight grip and not admitting (well, or almost not admitting) the treacherous grinding - well done! We are already driving under 50 km / h, and the maximum speed according to the passport is only 60 km / h. True, my three-ton is empty. I'm not going to load it - I dragged mine!
The hood of the truck always reminds: "Don't yawn!" The front wheels are constantly looking for a trajectory, and the backlash of the steering wheel is such that even on a straight line, the hands constantly rotate the huge steering wheel at decent angles. Modern car these would be enough for a noticeable turn. Of course, this ZIS is old and worn out. But, I think, about the same cars drove along military roads - far from new, but remaining on the move only thanks to the skill of front-line drivers.
Talking in the cockpit is possible only in raised tones - the engine roars, the transmission sings loudly. But she, like others domestic cars those years, diligently brakes the engine. As soon as you release the gas pedal, the car slows down by itself. Therefore, mechanical brakes installed only on the rear wheels (simplified cars were made to such an extent during the war) were enough for those conditions. But on this ZIS the brakes are post-war - hydraulic and surprisingly effective. Even not very fitting with the general image of the car.
If the glass freezes over, ventilation must be activated. Unlike the missing stove, it is actually provided and consists of lowering side windows and a slightly opened front section. However, with so many slots and holes in the cabin, ventilation is already blowing, be healthy!
Appeal 1941
The Germans made the first air raid on the plant on July 23, 1941. On the evening of October 15, ZIS director Likhachev returned from the Kremlin and announced a complete stop of production ( cars and buses have not been done since summer) and the urgent evacuation of the plant. It began the next day, when the city was in a state of near panic. The highway to the east was blocked by cars, carts and crowds of people with belongings. Many state and party institutions remained, in fact, ownerless, and blank spots of papers thrown out in a hurry flew over Moscow. Some escaped, while others dismantled and prepared nearly 13,000 pieces of equipment for dispatch to the east in ten days! So the ZIS-5 ceased to be just a "Muscovite". Two new car factories have appeared in the country - in Ulyanovsk and in the Urals, in Miass. The wartime machine, conventionally called the ZIS-5V, was distinguished by the most simplified cabin, sheathed with wooden slats instead of steel, angular fenders made on a bending machine, the absence of front brakes, and sometimes the right headlight. In 1942, production was resumed in Moscow. These trucks (even before the war the Red Army was armed with about 104,000 ZISs, almost a third of the total number released) honestly transported people and ammunition, a wide variety of equipment and weapons - from searchlights to huge pontoons, under which the three-tonne looked like a tiny pickup truck. So we got to Berlin and Prague and came back ...THANKS ZAKHAR!
They say that witty drivers nicknamed the car "Zakhar Ivanovich" even before the war. This name lived for a long time, even after the ZIS-5 was discontinued. By inertia, they were also called ZIS-150, and sometimes even ZIL-164. In the Urals, cars were produced almost until the mid-1960s. Well, the "zakhars" worked, especially in the provinces, right up to the 1970s, going through small, medium and large repairs, overgrown with non-native parts.This truck, with which we seem to have found a common language, is a modest, not at all pretentious hard worker with a long, confusing fate. But even today it is not a museum exhibit. This ZIS - an employee of Mosfilm, plays himself in the pictures. By the way, not everyone, even an eminent actor, is honored with such an honor. The ZIS-5 deserves it.
WORKER, PEASANT, SOLDIER
ZIS-5 - significantly modernized AMO-3; produced since 1933. The three-ton truck was equipped with a 73 hp inline 6-cylinder engine. and a four-speed gearbox. On the basis of the ZIS-5, many serial, small-scale modifications and prototypes were created. In particular, a ZIS-10 truck tractor, a three-axle ZIS-6, an elongated chassis for special equipment, a gas generator ZIS-13, an all-wheel drive ZIS-32, half-track ZIS-22 and ZIS-42. In Moscow, the car was produced until 1948, the last batches, under the ZIS-50 index, were equipped with a 90-horsepower ZIS-120 engine. The ZIS-5 was also produced in Ulyanovsk (UlZIS) and Miass (UralZIS). In the Urals, since 1956, a version of the UralZIS-355 has been built with an 85-horsepower engine, a gas tank under the body, hydraulic brakes and other improvements. The last modification with a more modern cabin a la GAZ-51-UralZIS-355M was produced until the mid-1960s. In total, about a million copies of the ZIS-5 of all versions were built.The editors would like to thank the General Director of the Mosfilm Concernand a film studio game column for the car provided.
