The ratio of the turns of the gas reducer is 51. The row spacing is different - the tractor is one. Suspension and transmission

The GAZ 53 car has a leading rear axle, a beam is installed on the front axle. Both axles are fastened with leaf springs, shock absorbers are present only on the front suspension. On the rear axle of the "53rd", a gable wheel is provided, that is, in total, four wheels are installed at the back.

Finishing the cab of the GAZ 53 truck

The rear axle on the GAZ-53 is one of the most important components on which the vehicle's performance depends. Therefore, it is necessary to periodically inspect the parts of the rear axle and adjust it.

The GAZ 53 rear axle includes the following parts:

8.2 liters of transmission oil are poured into the rear axle housing. A check plug is screwed on the right side of the gearbox housing. Having unscrewed the plug, check the oil level in the bridge, fill in or add oil through the same hole to the required level. The bridge is considered to be filled when oil begins to flow back from the control hole during filling.

Disassembled reducer for gas 53

To refuel the bridge, the plant provides for TSP-14GIP oil, but nowadays it is practically not found anywhere. It is recommended to use TAD-17 or TAP-15 as a replacement. A breather is installed in the "stocking" of the bridge, which acts as an air valve. If the breather is clogged, due to the excess air pressure, oil may begin to flow from the seals of the axle shafts. There is a drain plug at the bottom of the crankcase.

Specifications:

• Gear ratio - 6.83 (the number of teeth on the driven gear - 41, on the drive gear - 6);
• The assembled weight of the bridge is 270 kg;
• The gears of the main pair are of the hypoid type;
• Differential - gear, bevel type;
• Rear wheel track (distance from the center of the paired wheels on one side to the center of the other) - 1.69 m.

It should be noted that the rear axle in its basic design is no different from the GAZ 53 axle, and the gear ratio is the same.

It looks like the rear axle for GAZ 66

The axle for externally is absolutely the same with the 53rd, but it has a different gear ratio of 6.17, that is, it is faster (the number of teeth on a pair is 37 by 6).

Rear axle inspection

In order to inspect all the parts of the rear axle, you must first soak these parts in a cleaning solution. This does not apply to bearings. Further, the parts must be thoroughly rinsed and inspected. Those parts on which you find cracks must be replaced without fail.

This is what the rear axle gearbox looks like.

Its weight is 69 kg.

Now let's start inspecting the drive and driven gears. This is where we look for wear or tear. If there is at least one flaw, it is better to change the gear immediately, you do not need to try to repair it. The effect will not last long.

After that, you can proceed to the bearing rings. Here they need to be inspected for scuffing and uneven wear. Particular attention should be paid to the ends of the rollers.

Gas bridge device 53.

To check the screwing in of the nuts, you need to install the bearing cover, and tighten the nuts. If the nuts turn without any problems, then everything is fine. The end of the flange should also be inspected immediately. cardan shaft which connects to the pinion bearing. The butt should be perfectly smooth. If not, then sand it.

The oil passages on the bearing clutch should be periodically cleaned. Inspect it for damage, burrs, etc.

Make sure that the bearings fit snugly on all seating surfaces to ensure that your differential will last for a long time. You should also check the runout of the driven gear. If the runout does not correspond to the norm, then look for the reason for this in the gear, which may have been deformed. Or maybe the differential box is damaged or the bearing is worn out.

Rear axle malfunctions

There are certain signs by which it can be determined that the rear axle needs adjustment, repair or replacement. The most noticeable and commonplace sign is that the car does not move, and its rear wheels do not spin. This can happen if the bridge has been running for some time without any lubrication at all. But this happens quite rarely - not all drivers bring their car to such a deplorable state. Also, the car will not drive if the axle shaft bursts.

The sign of a faulty bridge is:

Read also

Diagnostics and repair of springs on the GAZ-53 truck

Rear noise can occur not only due to a faulty final drive, hub bearings often make noise. But the nature of the sound here is somewhat different - it is constantly present at any speed, and if there is a howl, then at a lower frequency. It is not difficult to check the humming bearing - you need to lift any rear wheel on a jack and twist it by hand. Bearing noise will be heard when rolling.
Breakdowns can be different, there are different reasons for them:

• Harsh operating conditions;
• Poor quality of transmission oil or its non-compliance with technical standards;
• Poor quality of spare parts;
• Untimely maintenance.

From an insufficient amount of oil or its poor quality, the main gears and tapered bearings in the rear axle gearbox primarily suffer. The satellites in the differential also do well - the teeth lose their mirror surface, sometimes partially crumble.

The gears of the main drive must be changed in pairs - at the factory they "roll" to each other. If you change only the drive or driven gear, then it will not work well to adjust the gap, and the bridge will still howl.

GAZ 53 rear axle clearance adjustment

But what its resource with increased noise is is another question.
In practice, there were cases when with a howling rear axle GAZonchik "drive up to 100 thousand km (of course, in conditions of careful operation and appropriate care). But the bridge is not predictable - it can jam even after 50 km.

If the bridge suddenly hums, the first step is to check the condition and oil level. If water gets into the oil, then the bridge can also make noise on the emulsion, especially the hum will be noticeable at speeds above 60 km / h. It is often advised to add sawdust to a noisy bridge, as if this method allows you to eliminate the hum. But this method is questionable - it is unlikely that the worn out teeth of the main gear will recover from this.

Front axle

The front axle is not a massive beam, which is the supporting base for the entire front suspension. I-beam, its ends have lugs for installing pivot pins using a pivot connection. The pivots (steering knuckles), in turn, are connected to the steering rods, through which the wheels are turned. Bronze or brass bushings are pressed into the seats (eyes) for the pivots. On the steering knuckles, the hubs of the front wheels are mounted on the bearings; the bearings are filled with a thick "lithol" -type grease.

Front axle malfunctions

With the beam itself, only one trouble can happen - the seats for the pivot bushings will develop. It is not easy to bend or break such a massive element. But first of all, the pivots and the bushings themselves wear out.

Drawing front axle for GAZ 53

In order for the pivot joint to serve for a long time, it is necessary to regularly inject it with lithol or other grease. Special grease nipples are provided for injecting on the suspension - they are located on the lower and upper bosses of each pivot pin.

A knock on the front wheels may be a sign of a front axle malfunction. Knocking occurs due to increased play in the pivot connections.

Determining the defect is not difficult - you need to hang one front wheel on a jack and shake it up and down. It is considered that if the backlash is more than 1.6 mm, the pins and bushings must be replaced. But how these millimeters are measured is not very clear. It's just that with a noticeable gap, it's time to repair the front axle. On the front axle, hub bearings may make noise. The defect of the front bearing is checked in the same way as on the rear axle - the wheel is hung and scrolled.

Checking the bearing of the front axle GAZ 53

If a defect is detected, the defective parts are changed.

GAZ-51 is a truck of the Soviet period, popular in the 50s of the last century. The carrying capacity of 2.5 tons made it possible to use the machine in almost all sectors of the national economy of the USSR. The model was a fairly reliable flatbed truck. For 30 years of continuous production, 3,480 thousand vehicles of various modifications rolled off the assembly line.

History of creation

In 1937, at the Molotov Gorky Automobile Plant, a project was launched to create a new medium-class truck. The concept of the car was indicated quite clearly: for the needs of the national economy of the country, a universal, reliable and unpretentious carrier was required. Such a car was the GAZ-51, the technical characteristics of which were very good from the very beginning.

Testing

In the summer of 1938, the production of the main components and assemblies was launched, in January 39, the first prototypes were assembled, and a year and a half later the new car was tested. In the summer of 1940, the GAZ-51 car was exhibited at VDNKh in Moscow as the best achievement of Soviet engineering.

Pre-war period

In the spring of 1941, the technical documentation was transferred to the assembly shop of the plant to launch the machine into serial production. But the war began, and the release of the new car had to be suspended. The developments on the units were useful for other vehicles, including military ones. Engine and gearbox GAZ-51, cardan shaft with crosspieces on needle bearings, clutch with release bearing and other units were used in the production of military equipment.

Start of release

After the end of the war, the Gorky plant continued preparations for the serial production of the GAZ-51, and by the end of 1945, an initial batch of 20 cars was produced. The new car immediately established itself as a reliable and inexpensive truck to operate. The GAZ-51 gearbox was improved, and the transmission of the car worked flawlessly. The release continued, and in 1946, 3,136 cars entered the country's roads.

Speed ​​characteristics

The model turned out to be extremely simple. This was the first truly successful development in the USSR that did not require any improvements. The characteristics of the GAZ-51 seemed flawless. The car was fast, its cruising speed was about 75 km / h. The car held the road steadily, while being easy to operate. Sufficiently soft suspension in combination with effective hydraulic shock absorbers allowed speeds in excess of forty kilometers per hour on country roads, which was a tangible advantage over other vehicles.

Stalin Prize

The performance of the GAZ-51 was higher than that of the popular "three-ton" ZIS-5, while the Gorky car consumed 30% less fuel. Taking into account all the advantages, both high-speed and economic, the machine was recognized as the most suitable for the needs of agriculture. Since the end of 1946, almost all cars were sent straight from the assembly line to collective and state farms. And in 1947, a group of car creators, together with the chief designer of the Gorky plant A.A. Lipgart, was awarded the Stalin Prize.

Expansion of production

The USSR State Planning Committee submitted monthly applications for the production of GAZ-51 in quantities that significantly exceeded the production capacity. Thus, the question arose about expanding the assembly areas. In 1948, the production of popular cars was mastered at the Odessa car assembly plant, and in 1950 the conveyor was launched in Irkutsk, where production lasted from 1950 to 1952, then the production of trucks was curtailed for a number of reasons. In Odessa, cars were produced for 27 years. The last car, which rolled off the assembly line on April 2, 1975, was sent to the factory museum.

Engine

The power plant of the car fully corresponded to the tasks that were set for the truck. The optimal volume of the cylinders made it possible to develop sufficient power for movement in any mode. The GAZ-51 engine had the following characteristics:

• type - gasoline;
• number of ticks - 4;
• volume of cylinders - 3 485 cc / cm;
• power - 70 Horse power at 2750 rpm;
• torque - 200 Nm at 1500 rpm;
• arrangement of cylinders - in-line;
• number of cylinders - 6;
• number of valves - 12;
• cylinder diameter - 82 mm;
• compression ratio - 6.2;
• cooling system - circulating liquid, closed circuit;
• power supply system - carburetor.

Improvements

The motor is the successor power plant GAZ-11, which was once created on the basis of the Chrysler low-valve engine under the license of 1937. The piston group was constantly improved, the liners were installed from special wear-resistant cast iron, the compression piston rings were chrome-plated, new bimetallic (steel-babbit) liners were developed for the main and connecting rod journals of the crankshaft. As a result of the use of technical innovations, the engine resource has increased significantly.

Modernization

During the modernization, an aluminum block head and insert valve seats were used. The car gradually absorbed all the advanced technologies, its design was systematically improved. In 1954, the cab of the car became all-metal, at the same time a heater was installed. The new cab became an incentive to change the shape of the front end, the cladding acquired a more modern look, the fenders with headlights organically fit into the overall style. Special vertical shutters were installed behind the radiator grill, which prevented excessive cooling of the engine in winter.

Export

In 1949, a modification of the GAZ-51U was developed, which was intended to be sent abroad, to countries with a temperate climate. The car was exported for six years, from 1949 to 1955, in small series. Then the design bureau of the Gorky Automobile Plant developed the GAZ-51Yu model, adapted for operation in a tropical climate. This modification was produced for almost twenty years, from 1956 to 1975. Trucks were sent to Africa and Asia, where they were used on construction sites or used as usual vehicle for the transport of goods and livestock.

A model of increased carrying capacity, GAZ-51V, was also supplied for export. The car body held 3.5 tons. Production lasted from 1957 to 1975. The car was equipped with a 78 horsepower engine, the rear axle of the GAZ-51 was borrowed from the all-wheel drive GAZ-63 all-terrain vehicle. The tires were oversized - 8.25x20.

Another export modification is the GAZ-51DU. It was a car for regions with a temperate climate, produced on the basis of a tipper chassis.

GAZ-51DU was exported to countries with a tropical climate on a dump basis GAZ-93AT.

Truck tractors were also exported: GAZ-51PU was intended for countries with moderate climatic conditions, GAZ-51PU - for hot regions.

Modifications

Over the thirty-year period of production of the popular truck, special models for various purposes have been created on its basis. The list contains experimental and serial modifications of the GAZ-51:

• Two-axle four-wheel drive vehicle (wheel arrangement 4x4). The rear axle of the GAZ-51 was equipped with single wheels. Serial production of the model lasted from 1948 to 1946. The car was delivered to logging and forestry as an auxiliary off-road vehicle. The sides of the body were increased, the car was equipped with arcs for installing an awning.
• GAZ-93 is a dump truck for construction purposes with a carrying capacity of 2.25 tons, layout on a shortened GAZ-51 chassis. Produced in small batches by the Odessa assembly plant... The release lasted from 1948 to 1955.
• GAZ-51N is an army truck with a body from the GAZ-63 model, an additional 105-liter gas tank and folding longitudinal seats along the sides. Serially produced from 1948 to 1975.
• GAZ-51B is a modification with a gas cylinder fuel system running on natural liquefied gas. It was produced in small batches from 1949 to 1960 based on the GAZ-51A.
• GAZ-51ZH is a model equipped with a base-cylinder device operating on liquefied petroleum gas. Produced in limited quantities from 1954 to 1959. The total number of gas-fueled vehicles rolled off the assembly line is 12,212.
• GAZ-51A - an onboard base car, distinguished by an extended body with high sides. Used in agricultural harvesting works. Serially produced from 1955 to 1975.
• GAZ-51F is a small-scale modification equipped with a prechamber-flare ignition engine with a capacity of 80 horsepower. The car was produced in 1955.
• GAZ-51S is a specialized modification with an additional 105 liter fuel tank. The car was intended for long journeys. Serially produced from 1956 to 1975.
• GAZ-51SE is a highly specialized model equipped with a reserve fuel tank with a volume of 105 liters and shielded electrical equipment. The machine was designed to work in areas of electromagnetic waves.
• GAZ-51R is a cargo taxi with the ability to transport people. Folding seats were mounted along the sides, the tailgate was equipped with a door and a ladder. Serial production lasted from 1956 to 1975.
• GAZ-51T - the car was intended for the transportation of bulky goods. The modification was produced in small series from 1956 to 1975.
• GAZ-51P is a tractor with a fifth wheel for towing semi-trailers with a carrying capacity of up to 3 tons. Produced from 1956 to 1975.
• GAZ-51D - a specialized chassis with a frame shortened by 320 mm was intended for dump trucks of the GAZ-93A, GAZ-93B, SAZ-2500 brands. The cars were mass-produced from 1958 to 1975.
• GAZ-93A is a construction dump truck. It was produced on a shortened GAZ-51A chassis from 1958 to 1975 in Odessa and Saransk.
• Small-class bonnet buses: KavZ-651A, PAZ-651A, PAZ-651, GZA-651 for 19 seating... Produced on the GAZ-51 chassis. Production was established at the Kurgan Bus Plant (KavZ) in 1958-1973, the Gorky Bus Plant (GZA) in 1949 and at the Pavlovsk Bus Plant (PAZ) in 1950-1958.
• Passenger buses of the PAZ-651 brand on the GAZ-51 chassis were produced at factories in Kiev, Tartu, Kaunas, Tosno and Borisov. In Sochi in 1955, one hundred sightseeing buses type "convertible" with an open top.
• GZA-653 is a sanitary vehicle. Produced by the Gorky Bus Plant in the period from 1958 to 1975.
• Special purpose vehicles were produced on the GAZ-51 and GAZ-63 chassis: tank trucks, furniture vans, insulated vehicles, grain trucks, fire trucks, utility vehicles, aerial platforms and many others.

Tuning

Some cars of the past, which were discontinued many years ago, sometimes get a second life. Enthusiasts and collectors are involved in restoring cars from the 50s and 60s. They find preserved rarities in landfills or in abandoned garages, transport them to their workshops, and already there a long and painstaking process of reviving the car begins.

Exterior renovation is often carried out simultaneously with the restoration. This creative process is called tuning. As a result of alterations, the car can radically change its appearance.

GAZ-51, the tuning of which became possible thanks to the use of the latest technologies and the latest technical means, is one of the cars of the middle of the last century with good potential for reincarnation.

At the first stage, it is necessary to make a list of all the changes that the tuning masters intend to make to the exterior of the car. The accuracy of the drawings is important. GAZ-51, the tuning of which can be complicated by the dimensions of the car, should be carefully measured and two sets of technical documentation made - original sizes and parameters of changes. Then you can get to work. For a full-fledged tuning, you will need equipment in the range of a repair shop: gas welding, a grinder, a drilling machine, a set of locksmith's tools, painting equipment.

GAZ-51, the technical characteristics of which are considered ideal for tuning conditions, can be a good object for creativity. A tuned car can become a participant in an exhibition of rare automotive equipment, as well as a fair and sale of antique vehicles. If the rarity is in good technical condition, he will be able to take part in a motor rally or even a competition.

The design of the rear axle for trucks is shown in FIG. 158. The rear axles of the GAZ-51A and GAZ-63 vehicles differ from one another only in the gears of the main drive. The gear ratio of the main gear GAZ-51 A-6.67 (40X6), the main gear GAZ-63-7.6 (38X5). Apart from adjusting the preload of the pinion bearings, there are no other adjustments. The correct meshing of the final drive gears and the preload of the differential bearings are ensured by high precision machining of parts.

The rear axle housing consists of two parts, with a connector in a vertical plane, cast from ductile iron and bolted together. In both halves of the crankcase (the right one is the crankcase, the left one is the cover), the half-axle covers are pressed and riveted. The outer ends of the casings are set to a smaller diameter and machined for tapered roller bearings. Forged flanges are pressed onto the casings and welded to them for fastening the brake shields. Spring cushions are also welded to the casings.

The main gear is conical with a spiral tooth. The differential is conical, four-satellite. The gears of the axle shafts 16 and the satellites 8 are equipped with support washers 25 and 23, made of mild steel and cyanidized to a depth of 0.15-0.25 mm. There are spherical grooves on the surfaces of the washers facing the gears, which improve their lubrication. To improve the running-in, the washers are hot phosphated with iron and manganese salts. Thickness of new washers 1.71 +0.01 - 0.04 mm

An important condition for the normal operation of the rear axle is the timely replacement of these washers. In most cases, differential gear breakage occurs due to untimely replacement washers. The permissible size of worn washers is 1.4 mm.

The wear of the washers causes the contact patch of the gears to shift to the top of the tooth and an increase in the lateral clearance in the engagement, as a result of which the gear may break.

When repairing rear axles, it must be borne in mind that the differential gears (16 and 8) manufactured by the Gorky Automobile Plant have a special (non-involute) tooth profile that is different from the profile of the gear teeth manufactured by other spare parts factories. Those and other gears are not interchangeable and differ in coating: the first (gas) ones are phosphated (black), the second ones are copper-plated. If one gear fails, you can replace it with another one with the same coating or completely replace all gears (two half-axle gears and four satellites) with one or another, but always of the same type of coating.

The satellite box consists of two parts, cast from ductile iron and tightened with eight bolts. To prevent pain

deformations of the driven gear under load in the crankcase cover, a support plate 26 is installed on a pin.

Abundant lubrication of the gears of the differential and the trunnions of the crosspieces is provided by an oil trap 24. introduced into the design of the bridge in 1955. An oil wiper ring is installed in front of the oil seal 3. To prevent oil overflow from the crankcase into the axle shaft casings, oil seals 10 are used. Bushing 22 is used to protect the oil seals from damage when installing the axle shafts. Breather 9 is installed in the crankcase.

Since November 1961, parts 10 and 22 have not been installed in the rear axles.

Adjustment of the preload of bearings 5 ​​of the drive gear is necessary in cases where the axial clearance in the bearings exceeds 0.05 mm. The tightness should be checked every 12 thousand kilometers.

The axial clearance is checked with an indicator (Fig. 159) by moving the gear from one extreme position to another. If there is no indicator, check the clearance by swinging the drive gear by the flange by hand. If you feel the rolling of the gear in the bearings, you need to make an adjustment. For this you need:

1) disconnect the rear end of the propeller shaft;

disconnect one of the rear axle springs;

unscrew the bolts securing the cover 29 (Fig. 158);

disconnect the crankcase and move one half of the crankcase away from the other by 3-4 cm (otherwise it is impossible to remove the drive gear, since the bearing 7 can touch the driven gear 18);

turn the cover 29 until its holes coincide with the threaded holes of the clutch 4, screw in two cover bolts into them and, acting as a puller, remove the gear clutch;

disassemble the clutch and make adjustments using shims 27. Tighten nut 31 without cover 29 and gland 3. When tightening the nut, turn the gear so that the bearing rollers take the correct position. Tighten the nut to failure;

check the preload using a steelyard (fig. 160). The moment of resistance to rotation (without oil seal) should be within 6-14 kgf.h. The readings of the steelyard should be in the range of 1.25-1.9 kg;

mark the position of the nut 31, punch marks on the ends of the shank and nut;

9) unscrew the nut 31, put it on the gland with the cover and tighten the nut to the position marked with a center punch;

10) put the clutch in place, assemble the rear axle, put the springs and connect the flanges of the propeller shaft and the drive gear. If there is no balance, check the preload by turning the drive gear by hand. When properly adjusted, the gear should rotate with light braking under little hand pressure.

After adjustment, it is necessary to monitor the heating of the bearings when the vehicle is moving. If the bearings are very hot, the adjustment must be repeated by adding an shim.

GAZ-51 is the most massive Soviet-made truck in the period from the late 40s to the mid 70s of the twentieth century. A universal vehicle with a carrying capacity of 2.5 tons became widespread in all spheres of the national economy of the USSR and socialist countries during that period and subsequent years.

In total, over the years of serial production (1946-1975), 3,481,033 GAZ-51 vehicles were produced. Tens of thousands more of these trucks were produced by car factories built with the help of the Soviet Union in Poland, China and North Korea. Further - the details of the device and operation of the GAZ-51.

If not for the war, the GAZ-51 would have been put into mass production in 1941. Preparations for that had been going on since 1937, and everything needed for this was already ready. The design, development, testing of a new universal national economic truck, the approval of this model and its preparation for launch into the "series" have been completed. GAZ-51 from an experimental batch in the summer of 1940 was exhibited at the All-Union Agricultural Exhibition in Moscow.

This truck, which replaced the pre-war lorries and GAZ-MM, was practically incomparable with its predecessors in terms of its technical performance.

The design of the GAZ-51 in the last years of the war was subjected to a total revision and modernization. A group of designers, led by Alexander Prosvirnin, tried to take into account the best practices gained during the operation of trucks in wartime. Including trucks supplied from the United States under a lend-lease agreement.

Based on this experience, not only the engine and its service systems have been improved. The design included a new at that time hydraulic brake drive; the changes affected both the cockpit and the cladding.

It was decided to increase the size of the wheels, bring the carrying capacity to the optimal 2.5 tons. Serious work was done to ensure significant (up to 80%) unification with all-wheel drive, the future basic army version of the truck -.

An experimental ("installation") batch of 20 GAZ-51 trucks was produced in 1945, and the year 1946 already gave the national economy a war-ravaged and resurgent country with 3136 serial trucks of this brand. The very first years of operation showed that the GAZ-51 largely surpassed its predecessors (even a three-ton one) in all respects.

It was fast (at that time, of course, the speed was 75 km / h), reliable, economical, durable and enduring, as well as comfortable and easy to operate. Compared to its predecessors, the GAZ-51 had a softer suspension with new efficient shock absorbers. It was significantly ahead of everyone in performance, demonstrating lower fuel consumption.

GAZ-51 in the workshop of the Gorky Automobile Plant.

In the fall of 1947, a GAZ-51 control rally was carried out along a 5500-kilometer route: from Gorky to Moscow, from there through Belarus and Ukraine to Moldova, and back to Gorky. The truck showed itself flawlessly.

The production of GAZ-51 was constantly increasing, reaching its maximum in 1958, when more than 173,000 trucks of this brand were produced during the year. Additionally, their production was established at the Odessa and Irkutsk car assembly plants. In addition, the Soviet Union helped to establish the production of copies of the GAZ-51 in Poland (the truck was produced under the name "Lublin-51", in North Korea ("Singri-58") and the People's Republic of China ("Yuejin-130").
The last truck of the GAZ-51 brand left the assembly line of the Gorky Automobile Plant on April 2, 1975 and went to the museum of the enterprise.

Technical characteristics of GAZ-51

Our days. "Alive and healthy" GAZ-51 on the roads of the capital.

GAZ-51 on virgin soil.

Some of the technical innovations used in the design of the car were later applied by Soviet and foreign car manufacturers and on cars of other brands. Among them:

• wear-resistant, made of special cast iron, engine cylinder liners;
• chrome-plated piston rings;
• radiator vertical blinds;
• preheater, working by means of a blowtorch (An unaware person may think that we are talking about warming up the oil pan and oil, as drivers sometimes do today. cylinders and combustion chambers);
• oil cooler (their use significantly strengthened the durability of the engine),
• bimetallic thin-walled liners crankshaft(steel-babbitt, instead of babbit-filled bearings without liners, and later - steel-aluminum).

The engine has received lubrication of the crankshaft bearings and camshafts under pressure and replaceable liners, high-quality oil filtration, adjustment of clearances in the valve drive, a carburetor with a "falling" flow of the combustible mixture, a closed-type cooling system with forced circulation. Now the driver could control the oil pressure and water temperature in the engine from his seat using instruments - before, there were no such instruments at all.

The work of the driver was also significantly facilitated: with the advent of devices for automatic adjustment of the ignition timing and generator recoil, there was no longer the need to constantly adjust them “on the fly,” a lever on the steering wheel, and a switch under the hood. The gearbox was changed and a completely new one was applied cardan transmission with crosspieces on needle bearings.

The rear axle received a fundamentally new design of the differential and semi-axles, which simplifies the repair of the entire unit. There are now easily removable and semi-axle-independent rear wheel hubs on double roller bearings. The lever-cable mechanical brake drive was replaced by a hydraulic system with a differentiated distribution of braking forces between the front and rear wheels.

Single front transverse spring with jet thrust gave way to two longitudinal packages, and the rear cantilever "cantilever" suspension with its own jet thrust was replaced by a simpler, reliable, and designed for higher loads, suspension with "springs" familiar today.

For the first time used on the GAZ-51, the following became generally accepted in the practice of the world truck industry: an aluminum block head, plug-in valve seats, adjustable heating of the mixture, double oil filtration, closed crankcase ventilation. Double cleaning of the oil worked for drainage, and oil was supplied to the rubbing parts after a single rough cleaning. The easily removable brake drums used on the GAZ-51 have also become a new word in the automotive industry. For those years, these were extremely advanced and progressive solutions.

• Length - 5.715 m; Width - 2,280 m; Height - 2,130 m.
• The ground clearance is 245 mm.
• The wheelbase is 3.3 m.
• Back track - 1,650 m; The front track is 1.589 m.
• Curb weight - 2,710 tons; Full mass- 5,150 tons.
• Tire size - 7.50: 20.

GAZ-51 engine

The engine of this truck is an improved modification of the GAZ-11 gasoline engine, created at the Gorky Automobile Plant in the 30s on the basis of the American Dodge D-5 low-valve in-line engine purchased under license. Characteristics of the GAZ-51 four-stroke 6-cylinder carburetor engine in numbers:

• The working volume of the cylinders is 3 485 cm / cubic.;
• Power - 70 horsepower at 2750 rpm;
• Torque - 200 Nm at 1500 rpm;
• Number of valves - 12;
• Cylinder diameter - 82 mm;
• Compression ratio - 6.2;
• Fuel consumption (low-octane gasoline A-56, A-66) - 20-25 liters per 100 km.

GAZ-51 engine.

The closed sealed engine cooling system was used for the first time on a serial truck of this plant, which minimized the loss of water from evaporation. And the latter, in turn, together with the more rare need to add water in the heat, gave a significant reduction in scale in the system.

For the first time, blinds and a thermostat were also used. During the entire production period of the car, the cooling system received the only fundamental change. Until 1955, the fan and water pump were driven by double narrow belts, and after that the engine received only one, but wider and more durable drive belt for the units.

The lubrication system received two filters, and on the pre-war lorries there was no oil filtration at all, except for the mesh at the oil pump. A plate-slot all-metal coarse filter cleaned all the oil taken by the pump from the sump. It had a mechanism for manually turning the plates and cleaning them daily. After the first stage of cleaning, oil was supplied to lubricate all working parts. After preliminary cleaning in the first filter, a part of the oil also entered the fine filter of the ASFO type (automobile superfilter sump), with a filter element made of cardboard plates assembled into a single block. After this filter, the purified oil was not supplied to the lubrication, but through the drain line it was drained back into the sump. But due to this, the oil turnover through both successive filters was quite intense, which ensured its normal cleaning during a relatively short (1,500 - 2,000 km), but the service life prescribed by the plant.

The GAZ-51, like a number of other cars of that time, had a "constant gas", forced fixed opening throttle carburetor with a special manual drive from the driver's seat. Firstly, when the engine was warming up, it was not necessary to abuse the "suction" with the help of the air damper, enriching the combustible mixture - the engine kept revs well even on manual "gas". And secondly, the low traffic intensity in those years, on long-haul flights, made it possible to ride on "autopilot" - by turning on the fourth speed, and setting the required engine speed, not "tied" to the accelerator pedal, but to sit in any free position, only working as a steering wheel.

Originally, by today's standards, a gas pump with a glass sump was also arranged. Without disassembling it, it was always possible to see its work, control the cleanliness of the filter, and check the absence of air leaks through the diaphragm and gaskets. No tools were required to remove the hood, clean the sludge and blow out the filter. True, there was also a drawback: in the heat, a large glass sump provoked the accumulation of steam plugs inside and a refusal to supply gas. In this case, a rag was hung on him, poured with cold water, and the car could continue on its way.

Despite the relatively low power, the GAZ-51 engine has excellent traction. It was possible to start the car even with a failed starter, and with an inoperative battery, or without it at all - by putting into action the handle of the manual "crooked starter".

It should be noted that the GAZ-51 engine did not have a significant margin of safety in the case of prolonged operation at high speeds and serious loads. The motor could fail due to the melting of babbitt from the bimetallic crankshaft main bearings.

With long work at high speeds, the oil supply turned out to be insufficient, and the lack of an overdrive and main pair rear axle with a large gear ratio contributed to the "twisting" of the low-speed motor. Therefore, to maintain a high resource and durability of the engine, the carburetor had a speed limiter, and the maximum practical speed of the GAZ-51 did not exceed 75 km / h, regardless of road conditions.

On the first cars with a wood - metal cabin, a 105 liter gas tank was located under the body. After the introduction of all-metal cabins, a 90-liter fuel tank was placed under the driver's seat. The drivers received a good present in the form of a high filler neck with a wide socket. Now the car could be refueled on the way without bending, even from a bucket. Another pleasant surprise was the standard gauge for the remaining fuel in case of failure of the electric fuel gauge.

Transmission, suspension, chassis, cargo platform GAZ-51

The layout of the GAZ-51, with the engine and cab shifted forward (which, with a sufficiently short base, made it possible to have a rather long cargo platform at our disposal) was traditional for bonnet trucks as a whole.

The GAZ-51 transmission includes a single-disk dry-type clutch, a 4-speed gearbox without synchronizers and a single-stage main gear.

On the engines of machines of the first releases, a semi-centrifugal type clutch was used. The "basket" had additional weights at the outer ends of the release levers, which diverged to the sides with increasing engine speed, and contributed to an increase in the compression force of the pressure and driven discs. Later, more powerful peripheral pressure springs were used.

The simplest mechanical clutch drive consisted of a shaft with a crank, and a threaded rod with a special "shaped" adjusting nut. The shaft was rotated by a clutch pedal fixed on it, the release rod was pivotally connected to the crank, and its nut entered a special socket of the release bearing fork.

Rear axle GAZ-51.

The car used a four-speed three-way gearbox. Basically, it repeated the checkpoint of the pre-war lorry - the same gear ratios, 1 - 6, 4; 2 - 3.09; 3 - 1.69; 4 - 1.0; Z.Kh. - 7.82, the same lack of synchronizers. But these units were not interchangeable with each other due to the different shapes of the crankcases, and the different ends of the output shafts, designed for connection with cardan drives of completely different design.

Due to the lack of synchronizers, it was necessary to change gears with double clutch disengagement. During the acceleration of the car, when the pedal was pressed for the first time, the previous gear was turned off, and when pressed again, the next required speed was turned on. And with a decrease in speed, between the squeezes, a small "podgazka" was required for better alignment of the revolutions of the intermediate and secondary shafts.

The suspension design of the GAZ-51 truck is dependent, but essentially modern even by today's standards: 4 longitudinal, semi-elliptical springs and two springs on the rear axle (which is comparable with the modern generation of the Gorky Automobile Plant -). A decision ahead of its time can be called the introduction of 2-sided hydraulic lever shock absorbers in the front suspension of the GAZ-51. A rigid front axle, with a heavy kingpin and a steering knuckle, had a positive effect on the stability and controllability of the car.

The GAZ-51 gearbox had interesting feature- forced blocking of reverse gear. It was impossible to accidentally turn on "reverse" at a high speed of the car, confusing it with direct transmission. To engage reverse gear, the driver had to squeeze a special flag next to the "knob" of the gear lever. The pull from the flag, repeating the shape and length of the lever itself, set aside a ratchet with an automatic locking spring.

A cardan drive with two shafts and an intermediate support had three crosspieces on needle bearings.

The rear axle of the car was assembled inside a beam with a split crankcase. It had a "direct" single main gear - the pinion axle and the wheel axle were located in the same plane. The gearbox had a gear ratio of 6.67 units, and later found application in the driving axles of three-axle trucks and. The half-axles of the rear axle were of a completely unloaded type, and were removed and installed regardless of the fastening of the rear wheel hubs.

The frame of the car with open channel-type spars and variable cross-section, has five riveted cross-beams that unite them and a removable cross-member of the rear engine support.

The rear suspension consisted of the main springs, which had 13 sheets, and additional "springs", which had 7 sheets each. The main springs had one root sheet each, and were pivotally attached to the frame, on lubricated steel pins, and the additional packages had only a supporting sliding fit on the brackets. V rear suspension no shock absorbers were installed on trucks. They relied only on the chassis of the bonneted buses of the model "651", and the PAZ-653 ambulances.

The front springs had 11 sheets each - two root leaves, one root leaf, and one "reverse" leaf, which was laid on top of the root leaf springs. The "back" sheet, unlike all other sheets in the package, was not bent in the opposite direction, but straight. And the root leaves were doubled, since their ears with different twist diameters entered one into the other. The front springs, as well as the rear units, were hinged on greased pins.

The shock absorbers in the front suspension were of the lever type until the mid-60s, and then they were replaced by telescopic assemblies.

The front axle of the vehicle consisted of a simple cross beam and wheel steering knuckles. The steering knuckles in the horizontal plane rested on special thrust ball bearings, and vertically they were installed on pivots with slide bearings, the role of which was played by bronze bushings. This design of the front, non-driving axle is still used on GAZ trucks, including the "3309" model.

The wheels of the GAZ-51 car with a tire size of 7.50 X 20 inches had three varieties for the entire production period. In the 40s, discs with two windows, such as the ZIS-5, were used. In the 50s and the first half of the 60s, “six-window” wheels of the ZIS-151 type, with side and locking rings, were used. And from the second half of the 60s, six-window disks with a single side split ring, which also performed the functions of a lock, began to be installed unified with the GAZ-52.

It is necessary to dwell in more detail on the fastening of the wheels. It was standard, and in terms of fasteners - and unified with most Soviet trucks. And now, for the sake of "Western democratic values", such a fastening of wheels has become history almost everywhere.

The fasteners for the front and rear wheels were not the same. There were nuts for the front wheels, as well as kits for the rear dual slopes, which were attached independently of one another. The inner wheels of the rear axle were fastened with special inner cap nuts - fittings with external and internal threads, and the outer cylinders - with special nuts that worked on the external threads of the fittings. The internal threads of both the front and front wheel nuts were the same, which made it possible not only to unify the front and rear hub studs, but also, if necessary, use the front hubs.

Independent fastening of the rear wheels excluded the possibility of their simultaneous loss on the move, which is increasingly becoming fashionable for Gazelles. After all, until the outer ramp starts to "play" on its loose nuts, the inner cylinder's foot pressed by it will not even budge! For futorok, and both types of nuts, there was a unified Soviet all-Union cargo "balloon" with opposed heads. The head with a hexagon at "38" was used for the front wheel nuts and the outer nuts of the rear ramps, and the opposite head with a square at "22" was for the butts.

To prevent self-loosening of fasteners during the rotation of the wheels, they had a different thread direction. For the left side of the car, parts with a left-hand thread were relied, and for the right side wheels - with a classic right-hand thread. Nuts and futorkis left and right threads differed in appearance. The "left" products of all three varieties first had characteristic grooves in the midpoints of the edges, and then the nuts on the ends were marked with "O", and for the footwear, in the center of the turnkey squares - the letter "L"

The cargo platform of the car was assembled from wood. If necessary, the tailgate could be used as an extension of the floor - for this, chains served, which, when folded back, hold the side in a horizontal position. The internal dimensions of the GAZ-51 body (length x width x height) are as follows: 2.940 x 1.990 x 0.540 m. The height was increased as much as necessary with the help of extension boards. New body with three folding sides (+ side) on the GAZ-51 began to be installed in 1955.

For the first time on the GAZ-51, an original and quite convenient under-body spare wheel mount was used. It was made in the form of a folding bracket, which had a "working" and "transport" fixation, and its ratchet and threaded fasteners. If a spare wheel was needed, the driver unscrewed the transport fixation nut of the folding bracket, which was still held by the working fixation lock, with a regular "balloon driver". Further, the lever of the remote drive of this lock was pressed with a foot, and the bracket with the spare wheel was folded back against the stop on the road. After that, the same balonnik unscrewed two nuts securing the wheel to the holder. As the reader guesses, all three retainer nuts are the same as those on the right front wheel. After installing the punched slope on the holder, the driver manually or with the help of a standard jack, squeezed the installed wheel to a horizontal position. The lock for automatic fixing of the holder in the working position was activated. Then the transport lock nut was tightened, and - behind the steering wheel. This solution is still used on all large "lawns".

Cab of the GAZ-51 truck

By modern standards, the cab looks more than Spartan. However, compared to a lorry cab, it is more than comfortable and ergonomic. On the dashboard, unlike the same lorry, is already present full set devices common in modern cars.

There is even a watch in the saloon of cars of later years of production - just like in passenger cars. The windshield can be lifted forward / upward, letting in the flow of oncoming air into the cab in summer. Unusual exotic - manual drive of windscreen wipers. But - as an additional and backup, of course. And the main mode of operation had a vacuum drive from the discharge in the intake manifold.

Since there was not enough metal in the post-war years, the cabin was wooden until 1950 (wood blocks, plywood and tarpaulin); then - combined, wood-metal; and since 1954 - all-metal, heated.

The rational design of the front of the car, with a forward-tapering hood, was, to some extent, revived in the trucks of the Gorky plant of the late 90s / early 2000s (GAZ-3307 and similar models).

Modifications of the GAZ-51 car (in chronological order)

• • GAZ-51 N- an army version, with a lattice body from the GAZ-63, equipped with benches along the sides, as well as with an additional 105-liter gas tank. Produced from 1948 to 1975.
  • GAZ-51 U- export version, for a temperate climate. Produced from 1949 to 1955.
  • GAZ-51 NU- export modification of the army version of the truck, for countries of temperate climates. Produced from 1949 to 1975.
  • GAZ-51 B- LPG version, running on compressed gas. Produced from 1949 to 1960.
  • GAZ-41- experimental modification on a half-track, was built in 1950.
  • GAZ-51 Zh- another gas-cylinder option, for operation on liquefied gas. Produced from 1954 to 1959.
  • GAZ-51 ZhU- export LPG version for temperate climates.
  • GAZ-51 A- modernization of the base model GAZ-51, which replaced it in 1955 and was produced until 1975. It differs from the GAZ-51 with an oversized cargo platform, folding side walls, and an improved braking system.
  • GAZ-51 F- a pilot batch equipped with an 80 hp engine, with the ignition of a pre-chamber-flare design with a capacity of 80 hp. It was released in 1955.
  • GAZ-51 AU- an export version for a temperate climate, serial production lasted from 1956 to 1975.
  • GAZ-51 Yu- export version for tropical climates, produced from 1956 to 1975.
  • GAZ-51 S- a variant equipped with an additional 105-liter fuel tank. Serial production was carried out from 1956 to 1975.
  • GAZ-51 SE- option with an additional 105-liter gas tank and shielded electrical equipment.
  • GAZ-51 R- a cargo-passenger version, on the sides of the body of which folding benches were equipped, and a door and a ladder were provided in the rear side. Produced from 1956 to 1975.
  • GAZ-51 RU- export version of the cargo-passenger modification, for a temperate climate, years of production - 1956-1975.
  • GAZ-51 T- cargo taxi, 1956-1975.

Truck tractor GAZ-51P.

• GAZ-51 P- truck tractor. Produced from 1956 to 1975. For the first time in the USSR, a hydraulic vacuum brake booster was used on the GAZ-51P truck tractor.
• GAZ-51 PU- export version truck tractor, for a temperate climate, years of production - 1956-1975.
• GAZ-51 PU- export modification of the truck tractor, intended for tropical climates, was produced from 1956 to 1975.
• GAZ-51 V- export version, with a lifting capacity extended to 3.5 tons. It was equipped with a 78-horsepower engine
• GAZ-51V, tires of increased size up to 8.25-20 ″ and the rear axle of the all-wheel drive GAZ-63. Serial production was carried out in 1957-1975.
• GAZ-51D- a chassis with a shortened frame, designed specifically for the GAZ-93A, GAZ-93B and SAZ-2500 dump trucks, which were made by the Saransk and Odessa dump truck plants. Serial production from 1958 to 1975.
• GAZ-51 DU- export version of the tipper chassis, for a temperate climate.
• GAZ-51 DU- export version of the tipper chassis, for tropical climates.

In addition to trucks, a number of small-class bonnet buses were built on the GAZ-51 chassis. They were produced both in Gorky and Pavlovsk bus plant PAZ, and at the Kurgan bus plant KavZ. And also at auto repair shops all over The Soviet Union: in Borisov, Tartu, Tosno, Kiev, Kaunas, etc. About a hundred sightseeing buses with open "convertible" bodies were very colorful. GZA-653, PAZ-653, AS- "- ambulance van buses on the GAZ-51 chassis.

Sightseeing bus based on GAZ-51 in Gagra.

Countless large, medium and small enterprises in the vastness of the Union republics produced various specialized vehicles on the GAZ-51 chassis: furniture and isothermal vans; grain trucks and tank trucks, fire and communal special vehicles, aerial platforms, mobile repair shops, etc.

GAZ-51 is a Soviet-made car, which was produced in the period from 1946 to 1975. Transport replaced the legendary "lorry", the carrying capacity of which was not enough in the post-war years. The 51st model carried loads weighing up to 2,500 kg.

The first prototype of the GAZ-51 car was prepared before the beginning of the Second World War. Further development stopped due to the crisis in the Union. It was resumed only in 1946, at the same time mass production was launched. In 1955, the classic version gave way to the 51A, on the basis of which a fire truck was developed in the future and passenger bus... For 29 years, a little less than 3.5 million copies of all varieties rolled off the assembly line.

The history of the creation of GAZ-51

The development of a new product at the Gorky Automobile Plant began in early 1937. At the direction of the country's leadership, a machine was required with a simple design, consisting of innovative and most reliable technical units.

The preparation of the necessary documentation took a little less than a year and a half. In June 1938, engineers began assembling the first units. Of these, in January 1939, they started designing a prototype. The first finished car was shown to the heads of the enterprise in the spring of the same year. The distinctive features of the new development are the new cab and cladding. Before the start of the war, the dump truck managed to appear at the All-Union Agricultural Exhibition as a promising project.

Polygon tests were carried out for 10 months. The car was tested in various conditions, after which they came to the conclusion about its suitability. Since the beginning of 1941, it was planned to launch a large-scale production, but the beginning of the Second World War forced to postpone the new product on the back burner. Many technical units that were part of the GAZ-51 device were used in other developments during the years of hostilities.

By 1943, the Union had recovered from a devastating enemy attack, as a result of which work on the 51st model was resumed. For two years, progress made a big step forward, so it was necessary to make serious changes to the design of the machine. Only the name remained from the old one. Engineers replaced everything: the engine, the carburetor, the hover device, the GAZ-51 power take-off and much more.

During the first two years of the war, the designers have accumulated a lot of experience, which allowed them to modernize the structure of the power plant, increasing the power. The classic braking system was replaced by hydraulic mechanisms. The shape of the cockpit was changed, making it more comfortable and spacious. Tires received big size... The weight of the dump truck was reduced, while the maximum carrying capacity was increased to 2.5 tons.

In 1944, two prototypes left the walls of the plant, which were sent to field tests. After them, all the identified defects were eliminated. The final production cars were assembled the following year. Their high quality satisfied the top officials of the state, so they began to immediately prepare for mass production.

The design of the GAZ-51

GAZ-51 technical characteristics:

• Length - 5.7 m;
• Width - 2.3 m;
• Height - 2.1 m;
• Ground clearance - 24.5 cm;
• Wheelbase - 3.3 m;
• Weight - 2.7 t;
• Engine displacement - 3.485 liters;
• Power - 70 hp at 2.8 thousand rpm;
• The highest torque - 205 Nm at 1.5 thousand revolutions;
• The highest speed is 70 km / h;
• Gas tank - 90 l;
• Tires - 7.50-20.

For many years, the Gorky Automobile Plant had a license to assemble an American Dodge engine... By the beginning of the creation of the GAZ-51 truck, it was already very outdated (created in 1928) and required serious revision, which was what Russian specialists did. Piston rings are coated with a thin chrome layer to increase strength. The cylinder liners were made of cast iron, created according to the unique formulas of Russian scientists. Also, the design of the motor was supplemented with an oil cooler and a pre-heater.

Babbitt "fill" of the crankshaft was replaced by steel-babbit liners. Despite the large volume of the power plant, the compression ratio remained at a low level - no more than 6.2. Thanks to this, drivers could refuse the recommended fuel and use low-quality fuel, up to kerosene. Traction characteristics were appreciated by the military, as they were enough to overcome off-road conditions. A starter or a handle was used to start.

Developing 70 horsepower with a volume of 3.485 liters, the engine had a serious drawback. There was no overdrive, which excluded the possibility of working under serious loads. The oil supply system has been rated for low to medium. If the driver violated the operating conditions developed by the company, the engine could be damaged. When traveling at a speed of more than 70 km / h, babbitt began to melt from the crankshaft liners.

Chassis

At the heart of the chassis are two channel-type spars, which make up a wheelbase of 3.3 m long. The special arrangement of the motor and the forward shift of the cabin have become successful solutions. This allowed us to leave more "usable" space. The total length is 5.7 m. Moreover, modern mechanics who managed to find a copy of the GAZ-51, through tuning and installing unique body kits, make the car longer.

The rear axle of the GAZ-51 had an innovative design for its time. He received 16 GAZ-51 semi-axles and 8 satellites. They were connected by washers made of steel of unusual composition. It was characterized as cyanidated, phosphated, low-carbon. Drivers were required to monitor their condition. Failure led to serious damage, so timely replacement was always required.

The entire design of the GAZ-51 onboard had a drawback: in each part there were several parts that had an increased load. This includes brake components (they were not designed for the weight of the car), a dedicated compartment for the oil pump, a carburetor, and much more. Such parts were easily replaced with new ones, even in field conditions... If the driver carefully monitored the transport, his service life could reach 40-50 years.

The frame is rigid. Its rear part was equipped with a cruciform cross member for increased strength. The frame structure was well connected to both side members. It included unloading braces. Towing devices were fixed on the frame under the wings.

Suspension and transmission

The dependent suspension was made in accordance with technical requirements 50s of the last century. Military and utility models received four longitudinal semi-elliptical springs. The rear axle was supplemented with two springs. A similar device was received by the product of the latest generation of the Gorky Automobile Plant - GAZon Next.

To increase comfort when moving, the front axle of the dump truck was equipped with double-acting hydraulic link shock absorbers. To ensure good off-road stability (this was necessary with such a weight), the walker was supplemented with a heavy kingpin and a steering knuckle. The bus and other modifications worked on two propeller shafts.

The dry clutch did not have high strength, but it was easily repaired with improvised means. The GAZ-51 gearbox had four gears - three forward and one reverse. To increase the stock of a working resource and save materials, the GAZ-51 gearbox was deprived of synchronizers. The shift lever was in the floor. Power steering was absent in military and civilian vehicles.

Varieties of GAZ-51

On the basis of the standard version, engineers have released a lot of modifications, including military transport, a bus, a fire truck:

• 63 is an all-wheel drive truck consisting of two axles. Carried goods weighing up to 2 thousand kilograms. Single-tire tires with acceptable power provided high cross-country ability;
• 93 - cars were developed for the construction industry, carrying capacity - 2,250 kg (in fact, they transported more loads). The chassis was shortened by 32 cm;
• 51H is an improved vehicle for the military, which received a cockpit from the 63rd model. The carburetor was redesigned, benches were installed along the sides for transporting soldiers and the volume of the gas tank was increased to 105 liters;
• 51U - standard car for delivery to countries with moderate weather conditions;
• 51НУ - export version of the army variety for regions with a temperate climate;
• 51B - differed in fuel consumption - they used compressed natural or coke oven gas (there was no carburetor). For 11 years of assembly, several limited editions were released;
• 51ZH - instead of the usual gasoline, the truck consumed liquefied petroleum gas;
• 51ZHU - export version of the model with the "F" index;
• 51A - improved standard car. The main difference was in the body - it became larger;
• 51F is a dump truck with power increased to 80 horsepower. The ignition system was converted to a pre-chamber-flare;
• 51АУ - modernized version supplied to countries with a temperate climate;
• 51Yu - a car for tropical countries;
• 51C - the variant received an additional 105-liter gas tank;
• 51SE - similar to the previous version with shielded electrical equipment;
• 51P is a bus with folding seats. The designers built a semblance of a door and a convenient staircase into the tailgate;
• 51RU - a bus exported to countries with moderate climatic conditions;
• 51T - cargo taxi;
• 51P - truck tractor;
• 51PU - version "P" supplied to countries with a temperate climate;
• 51PYU - modification "P" exported to tropical countries;
• 51B is a vehicle manufactured for delivery to allied countries with an increased carrying capacity of up to 3,500 kg. The new power unit (78 hp) worked with an upgraded carburetor. The rear axle was installed with the GAZ-63;
• 51D - chassis with a shortened frame, which was used to install various superstructures;
• 51DU - "D" for delivery to countries with a temperate climate;
• 51DU - "D" exported to tropical areas;
• 41 - a prototype of a semi-tracked vehicle.

Each variety has its own rich history.

History of mass production and export of GAZ-51

Mass production

The first series rolled off the assembly line in 1945. Consisted of 20 copies. They were sent to undergo field tests. In 1946, even before their completion, the enterprise supplied more than 3 thousand GAZ-51 to various industries. The transport easily passed all the tasks, the specialists characterized it as reliable, simple in design and maintainability.

The car has received wide demand both in the army and in agriculture. The main advantage over all competitors is the reduced fuel consumption (28-36% less). In 1947, the design team of the Gorky Automobile Plant was awarded the Stalin Prize.

Due to the high interest, GAZ could not cope with the production plan. In 1950, some of the orders were “transferred” to the Irkutsk enterprise. The assembly took two years, since the shops were not equipped with the necessary equipment in sufficient quantities. In 1948, the Odessa car assembly plant was connected. He was engaged in the release of the 51st model and numerous modifications until 1975 (until the complete rejection of obsolete technology).

The largest release was achieved in 1958 - more than 173,000 copies. High quality and the great interest is confirmed by the date of issue - 29 years. The last car was assembled in April 1975. She was placed in the museum of the Gorky enterprise. In total, engineers managed to assemble a little less than 3.5 million trucks, including all modifications. 11.4 thousand units of transport came out of the shops of the Irkutsk plant. In the early 50s, the leadership of the Union sold a production license to Poland. The technique was produced under the name Lublin-51 until 1959. For 8 years, the designers have produced 17.4 thousand copies.

Export

The first model supplied to other states was 51U. It was positioned as one of the best cars in its class. Until the late 1960s, many cars were sent to African and Asian countries (there is no official information on the exact number). A variety with a carrying capacity increased to 3 thousand kg was in high demand in the agricultural sector of Hungary, the German Democratic Republic and Finland. Some countries have bought permission to release trucks on their territories.

What conclusion can be drawn?

GAZ-51 is a legend of the domestic engineering industry, which made an invaluable contribution to the restoration of the USSR in the post-war years. The car turned out to be of such high quality that it can be purchased on the secondary market today. Transport in good condition costs 100-250 thousand rubles. Copies that require repair will cost 20-100 thousand rubles.

If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.