| Full title: | JSC "Plant named after Likhachev" |
| Other names: | ZIL, Automobile Moscow Society (AMO), Automobile Moscow Society named after Ferrero, 1st State Automobile Plant, Plant named after Stalin, JSC "Plant named after I. A. Likhachev" AMO ZIL |
| Existence: | 1916 - today |
| Location: | Russia, Moscow |
| General manager: | I.V. Zakharov. |
| Products: | Trucks, cars. |
| The lineup: |
ZiS: ZiS-101; ZIS-101A-Sport; ZiS-102; ZiS-110; ZiS-112; ZiS-115; ZiS-5; ZiS-8; ZiS-16; ZiS-22; ZiS-22 / ZiS-22-50 / 52; ZiS-127; ZiS-150/151; ZiS-154; ZiS-155; ZIL: ZIL-111; ZIL-111G / 111D / 111V; ZIL-112S; Zil-114; Zil-117; Zil-130; Zil-157; Zil-131; Zil-41044 (Zil-115V); Zil-432930; ; Experimental: ZiS-E134 Model No. 1; Zil-E167; UralZis-352; ZIL-5901 (PES-2); Zil - PKU 1; Military: ZIS-485 BAV; |
The history of the Zil plant
August 2 (according to the old style - July 20) 1916 is considered the date of foundation of the ZIL plant. On that day, Major General G. Krivoshein, in Tyuffel Grove, near Moscow, in front of a large number of people, laid the first stone, which became the foundation of the new plant. The main persons of the project were Sergey and Stepan Ryabushinskiy - well-known entrepreneurs and A. Kuznetsov, known as the owner of Pereyaslavskaya Manufactory. The Ryabushinskys planned to start production of the one and a half-ton truck "FIAT-15 Ter" (model 1915) at the plant and simultaneously produce staff cars, licensed by the French company Hotchkiss.
In Tyuffle Grove, a celebration was held to mark the start of the construction of an automobile plant, where it was planned to produce 150 trucks by March 1917. However, certain difficulties prevented the plans for the construction of the plant, and the Ryabushinskys bought F-15 vehicle kits from Italy. The first director of AMO, Dmitry Dmitrievich Bondarev, a talented engineer who previously headed the Russian-Baltic Carriage Works. The core of the collective of the Moscow plant was the technical engineers and former workers of the automobile branch of the Riga firm.
However, the October Revolution, followed by civil war and devastation, prevented the construction of the plant, which was never built. By the time of the revolution, the plant was 95% complete. AMO was nationalized on August 15, 1918, accusing the Ryabushinskys of disrupting the terms of the contract signed with the Military Department.
Industrialization coupled with collectivization multiplies the need for cars, but nationalization turned the factory into a workshop for repairing foreign trucks. During the period from 1919 to 923, the plant mainly repaired the American 3-ton "Whites", in parallel trying to establish the production of motors.
At that time, the truck could be put into production, but as a result, the preference was given to the "FIAT-15 Ter", for which there were drawings and the design of which was lighter. In addition, over the years, the company has restored 230 cars, medium repairs were made for 18, and the current one for 67. 137 motorcycles were repaired.
Start of car production.
In 1917, the plant assembled 432 trucks, the next year - 779, and 108 cars in 1919. But, at the same time, the plant was not completed for the manufacture of its own cars. The reason for this is the October revolution and the war. Nationalization turned the unfinished enterprise into several large workshops specializing in the repair of cars and other equipment. From the beginning of 1920, AMO took part in the Soviet tank program. In the period from February to July, 24 tank engines of the Russian Renault tank were manufactured here.
April 30, 1923 The plant was named after the communist Ferrero, an Italian who was killed by the Nazis. But only in March 1924 the plant received a government order to manufacture the first batch of Soviet trucks.
In 1925 the plant was named after the 1st State Automobile Plant. In 1927 I.A. Likhachev. The plant was subordinated to an autotrest, which decided to undertake its reconstruction.
Production was gaining momentum. The year 1930 was marked by the purchase of a license for the American Autocar-5S truck with a carrying capacity of 2.5 tons. The plans were to produce trucks using the conveyor method.
The reconstructed plant was launched in 1931, and on October 1 of the same year, it was named after Stalin (Plant named after Stalin, ZIS). October 25, 1931 - the date of the launch of the first Soviet assembly automotive conveyor, which produced the first batch of 27 AMO-3 trucks.
During the first five-year plans, obeying Master plan reconstruction of Moscow, housing construction was launched. The workers of the factories "Dynamo" and "Amo" were housed in the newly built village of Dubrovka.
Since 1932, the production of minibuses AMO-4 (aka ZIS-8) began.
On August 21, 1933, the Council of People's Commissars of the USSR decided to carry out the second reconstruction of the plant, which was aimed at expanding the range of cars.
After going through the reconstruction of 33-37 years, ZiS made a new modification - ZIS-5, which was given the nickname "Zakhar". Since 1934, ZIS-6 trucks and ZIS-8 buses began to be produced. Cars ZIS-101 began to roll off the assembly line in 1936. Special vehicles based on ZIS and AMO were produced by many enterprises. Ambulances began to be produced in the late twenties. For them, the AMO-F-15 cargo chassis were used. Experimental models of thermo-vans were built in 1932-33 on the basis of the AMO-4 shissi. The Aremkuz plant in the same year produced bread vans on the AMO-3, ZIS-5 chassis. The Leningrad Dairy Plant began producing isometric milk tanks in 1934.
The war period.
The plant was evacuated from Moscow to the east on October 15, 1941. The plant's equipment was transported to the cities of Ulyanovsk, Shchadrinsk, Chelyabinsk, Miass. Evacuated equipment and people became the basis of new factories. This is how the Ulyanovsk and Ural automobile plants, the Chelyabinsk press-forging plant, and the Shadrinsk aggregate plant appeared. At the end of 1941, the original plant was prepared for destruction and stopped. But after the Red Army carried out a successful offensive in the winter of 1941-42, the ZIS began to work little by little, and in June 1942 this work bore fruit in the form of military ZIS-5V trucks (assembled from early production parts), half-track ZIS-22 tractors and ZIS-42 and all kinds of weapons for the front. The first "Zakhar" was released in Ulyanovsk on April 30, 1942. The post-war ZIS-150 truck is based on one of the ZIS-15, ZIS-15K variants.
Approximately one hundred thousand trucks ZIS-5V, ZIS-42, ZIS-42M and ambulance buses ZIS-16S were produced during the war. At the same time, in June 1942, the ZIS was awarded the first Order of Lenin for the impeccable organization of the production of weapons and ammunition.
In the fall of 1942, the Stalin plant received an order from the country's leadership: to begin the development and construction of a new passenger car on its own. Andrey Nikolaevich Ostrovtsev, deputy chief designer for passenger cars, was specially invited to the enterprise. He was entrusted with the work on the creation of the ZIS-110 machine and all its modifications necessary in the future. On September 20, 1944, the State Defense Committee (State Defense Commission) approved a prototype ZIS-110. In September of the same year, the ZIS-110 was put into mass production.
During the war years, the ZIS plant produced weapons for the front. These are machine guns, mines, shells, mortars and so on.
As the enemy troops approached the capital more and more rapidly, the normal functioning of the ZIS plant was in jeopardy. In this regard, on October 15, 1941, production was stopped, and the workshops were urgently transferred to the east. Nevertheless, this laborious process made it possible to organize the production of trucks and their units by April 1942.
In the spring of 1942, in the city of Ulyanovsk, they began to produce cars again, but in a modernized and simplified form, under the brand name ZIS - 5V. Production in Moscow was established by the summer of 1942, and the production of ZISs at the Ural automobile plant Miass began in the summer of 1944.
After the victory in Germany, Hitler's archives were opened, which contained detailed reports describing the tests Soviet cars... Zis cars were rated especially highly in them. Possessing exceptional durability and unpretentiousness, as well as having excellent cross-country ability. In terms of production scale, the ZIS-5 was second only to the Gorky "lorry", and due to the high technical specifications was widespread in the army.
The plant was awarded the Order of the Red Banner of Labor in October 1944.
For another two decades after the victory in the war, the ZIS-5 did not leave the assembly lines. The Miass Automobile Plant made consistent improvements to the truck. This is how the UralZIS-5M and UralZIS-355 models appeared. The pinnacle of production was the popular UralZIS-355M model, released in 1965.
The defeat of the fascist troops provided conditions for the re-evacuation of a number of factories to Moscow. On January 6, 1941, the State Defense Committee decided to resume car production, while not disrupting the pace of defense production.
The ZIS plant was reconstructed for the third time in 1946. The purpose of the reconstruction was the release of the first post-war products, namely the ZIS-150 trucks (production started in 1947), as well as trucks with increased cross-country ability ZIS-151, which began production in 1948.
November 1949 brought the plant an award with the second Order of Lenin for services in the field of Soviet autobuilding, as well as in connection with the 25th anniversary of the production of the Soviet car.
On April 30, 1950, refrigerators were included in the production of the plant, January 1951 was marked by the release of the first bicycle, the production of which continued until 1959.
At the beginning of 1953, a special department was created at the plant, which was engaged in the design of the first Chinese automobile plant. ZIS specialists provided assistance to the Chinese in Changchun, where the first chinese truck called "Jiefang", which was a copy of the ZIS-150.
In 1954, at the insistence of Marshal Zhukov, a design bureau was created at the plant, which was engaged in the creation of special equipment for mobile missile systems.
After the death of Ivan Alekseevich Likhachev in 1956, the plant was named after him. The end of this year was marked by the assembly of two samples of post-war second-generation trucks (ZIL-130, ZIL-131).
In 1957, the production of the ZIL-164, 164A vehicle began, which replaced the ZIS-150. The engine of this car has been modernized, and the rear axle has acquired a stamped beam.
The ZIS-155 bus was replaced by new model- ZIL-158.
In the period from 1975 to 1989, the plant produced annually 195-210 thousand trucks. In the 90s, the volume of production began to decline rapidly, in 1996 it amounted to only 7.2 thousand trucks, but later increased again to 21-22 thousand. In the period 1924-2006, the plant produced 7,853,985 trucks, 39,501 buses, and 12,145 passenger cars (from 1936 to 2006). In addition, from 1951 to 2000, 5.5 million household refrigerators, 3.24 million bicycles were produced in just 8 years of production. At the same time, more than 630 thousand cars were exported, exported to 51 countries of the world.
In 1978, the outdated representative model ZIL-114 was replaced by ZIL-4104.
Since 1979, instead of ZIL-133G2, ZIL-133GYa trucks began to be produced, which were completed with diesel engine KamAZ-740 with a capacity of 210 hp, as well as a 10-speed gearbox and had reinforced springs.
The plant played a huge role in the production of KamAZ. It was ZIL that designed the foundry and car assembly buildings. Samples of the created trucks became the basis for car models from Naberezhnye Chelny.
The largest reconstruction in the history of the plant began in 1982 and coincided with dramatic economic changes in the country.
1984 marked the release of the first ZIL-130 vehicles with modernization front wheel drive under the symbol ZIL-431410. However, in the 90s, the production of this model (as well as the ZIL-131N) was transferred to the Ural Automobile Plant located near Yekaterinburg in Novouralsk.
At the beginning of the 90s, the previously classified production of special all-terrain vehicles was transformed into OJSC “Vezdekhod GVA”. The name of the enterprise includes the initials of the creator of all-terrain vehicles V.A.Grachev. The emergency rescue amphibian "Blue Bird" has become the most interesting exhibit. It was offered both in a cargo (ZIL-4906) and in a cargo-and-passenger (ZIL-49061), which had a 6 by 6 drive, as well as gasoline or diesel engines with a capacity of 136-185 liters. sec., onboard ten-speed transmission, disc brakes, independent torsion bar suspension, fiberglass body, which was equipped with radio navigation devices with rescue equipment.
Present time.
When the USSR collapsed in December 1991, long-term intra-union ties were severed. Therefore, a revision and expansion was carried out production program, which was facilitated by competition with foreign firms, which became a novelty in the history of ZIL.
PO ZIL was privatized on September 23, 1992, transformed into AMO ZIL, retaining the ZIL trademark. The board of directors became a new management body in the history of the plant and was adopted by the shareholders' meeting. In 1992, in connection with the renewal of the market, a 3-ton low-tonnage ZIL-5301 was developed. Moscow Mayor Luzhkov gave him the famous nickname "Goby".
In 1992, a small number of ZIL-4421 truck tractors were manufactured specifically for circuit racing on trucks (machine power up to 900 kg.)
The last ZIL-130 truck rolled off the assembly line on December 30, 1994. In the same year, small-scale production of the ZIL-5301 family begins, the chassis of which served as the basis for buses and an all-metal van with a capacity of 15 + 1 and 21 + 1.
Backbone truck tractor ZIL-6404 was introduced in 1996. Its 410-horsepower engine made it possible to tow road trains with a curb weight of up to 40 tons at a speed of up to 105 km / h.
The ZIL-432720 car with a wheelbase of 3340 mm was put into production in 1998. Chassis model 432722 is designed for the installation of special superstructures for public utilities and road services.
The reforms of Russia in the 90s had a dramatic effect on the position of the plant. Attempts of close cooperation in the field of heavy engineering with Kenworth, Volvo, Carterpillar, Renault did not bring the expected success.
New 10-ton heavyweights ZIL-6309 and dump trucks ZIL-6409 began to be produced in 1999. The latter was equipped with a 195-horsepower diesel engine. ZIL met the end of the twentieth century, producing more than 120 variants of cars, offering for them a variety of bodies and superstructures, produced in more than 100 enterprises in the CIS countries. Components for these cars were manufactured in 800 different workshops and factories.
Nowadays, on the basis of the ZIL chassis, the plant, together with other similar enterprises, produces a huge assortment of all kinds of equipment: road construction, communal, vacuum, sewer washing, silo, emergency repair, as well as garbage trucks, car lifts and tank trucks.
In 2003, the plant began production of new models of cars ZIL-433180 and ZIL-432930, the engines of which are characterized by increased capacities and run on a diesel engine, while having certificates of conformity to Euro-2 standards.
AMO ZIL, the oldest car company in Russia, is going through the worst times in its history today. This is the largest Moscow plant in terms of area, and its territory attracts unflagging interest from the city authorities and developers. Last year Sobyanin reported that instead of a factory there will be another elite residential area. Most of the shops are currently being dismantled and are being prepared for demolition.
This recording shows one of the smallest workshops, which was engaged in the repair of electric cars and forklifts. ZiL was so grand that only this relatively small workshop had five floors, two elevators, its own electrical substation, an assembly hall, a trade union committee, and two baths. Let's take a look at this whole economy.
1. Having crossed the perimeter, we immediately went up to the unfinished workshop. From here a panorama of the plant opened up. Abandoned workshops are on the right. On the left, behind the ring railway, ZiL continues, and stretches far, far away. 
2. My companion, notorious MSh, shoots video for his channel. 
3. Entering through the hospitably open gates, we assessed the scale of production. 
4. Previously, electric cars came here from all over the plant for routine inspections, repairs and battery charging. 
5. And now the time was said "Stop!" 
6. Behind the door we find a tire workshop. Small tires are still scattered everywhere. By the way, we did it here - later we found whole stacks of rubber blanks and boxes filled to capacity with ready-made tires. 
7. On the wall - instructions for lifting machines during repairs. 
8. And under the ceiling - traditional TB posters. 
10. We find souvenirs: a molded body of a toy car, a tin airplane and a number - internal, ZiLovsky.
13. Nearby - a compartment for ventilation. 
14. Finding the stairs down, we went down to the heat point under the building. The corridor of the heating main leaves in the distance, directed towards the already demolished workshops. 
15. Since the workshop consumed a large amount of electricity, it had its own substation. We went out into the hall where the transformers stood. 
16. One of the two ladders for accessing the upper elements. 
17. These colored tires once flowed a huge current. 
18. I was amazed by the look of the VM oil switch. For arc extinguishing, a whole vat of oil is provided, suspended on ropes. And I counted about a dozen such switches. 
19. The control panel was also striking in scale. 
20. At the same time, it amazed with its antiquity. 
21. Looked inside the console. 
22. Climbing to the second floor, we walk through the small and cozy departments: winding and electrical installation. 
23. A couple of machines have survived here. 
24. Grinding machine. 
25. Drilling unit. 
26. On the walls of the wrapping department - slogans, posters on safety, a portrait of Lenin and the Trinity Tower of the Kremlin. 
27. There was an apparatus with soda water for the workers. On the glass there is a "scratch" from the times of the last Olympics. 
28. Posters on TB, always relevant. 
29. I was interested in the electricians' employment board on the door of the cabins. 
30. We looked into the warehouse, looked at a lot of cabinets for spare parts, now completely empty. 
31. Finally we reached the battery manufacturing shop. 
32. Since the batteries were made here lead-acid, there was a small chemical laboratory at the workshop. 
33. The sun hits the dusty windows. 
34. This is just one room, but it is jam-packed with equipment, various dishes, cans of reagents. 
35. Ceramic oven. 
36. Some kind of incomprehensible device. 
37. Standard Soviet scales. 
38. A lot of chemicals, salts, acids were thrown in the closet ... 
39.
40.
41. Although the area of the electric car workshop is ten times inferior to some foundry or press, here the floors were connected by as many as two elevators, not counting the many stairs. This speaks volumes about the entire factory, which was a “city within a city”. 
42. The window overlooks the roof of the workshop. 
43. On the floor above there were changing rooms and showers for workers. 
44. These tablets caught my attention. 
45. There was also a sauna, very tiny, you can't turn around. 
46. And here is the sauna for guidance. A completely different volume, there is where to lie down. And there were also premises for psychological relief and the use of alcoholic beverages. 
47. Since we are talking about the bosses, let's move to the administrative part. 
48. The corridors are decorated with numerous posters. This one hangs from the labor protection department. 
49. A real rarity for connoisseurs is the 1996-1998 metro map. 
50. Government limousines were once the pride of the plant. 
51. And now only dried plants. 
50. Time has stood still. 
53. In the engineering department, the drawing board's ruler is forever frozen. 
54. MSH got stuck for a long time, looking at a stand with historical photographs near the office of the head of the shop. 
55. There was also a meeting room in the workshop. MSh read from the rostrum an appeal to the viewers of his channel. 
56. Unfortunately, the people looking at us from these old photographs will never return to their factory. They are also unlikely to live in the microdistrict built in its place. 
57. Having finished inspecting the electric car shop, we rushed into the neighboring building, and, as it turned out, not in vain. 
58. It turned out to be a compressor station at the second foundry. 
59. The equipment has been partially preserved. 
60. All compressors are elevated. Their platforms rest on springs that dampen vibrations during operation. 
61. Compressors and gearboxes have survived. Unfortunately, it was not possible to find powerful electric motors. 
62. The thick-walled compressor casing made a strong impression on me. 
63. A crane-beam was working under the roof. 
64. Two compressors managed to be cut and taken out, the same fate awaits the rest. 
65. And while they are, we could enjoy their view. For me it was doubly joyful, because I did not have time to catch similar units in
Industrial zone of the plant named after I.A. Likhachev takes more most of the territory of the Danilovsky district of Moscow, which got its name from the village of Danilovskoye, also known as Danilovskaya Sloboda.
Before the revolution, this place was famous for several objects - Simonov and Danilovsky monasteries and the famous Tyuffel grove. Few people today can imagine that earlier the current industrial zone "ZiL" was not associated with automotive production, but with a spiritual center, pristine nature, lilies of the valley and numerous reservoirs.
Simonov Monastery was founded in 1370. In tsarist times, he was one of the most famous and revered in Russia: a huge number of people always flocked here. This continued until the end of the 18th century, when the monastery was abolished by Catherine II. An isolation ward was created in its building for patients with the plague, an epidemic of which occurred in the 1770s. After 25 years, the complex of buildings was restored to its religious quality and existed until 1920. First, a museum was organized here, and at the beginning of 1930, a government commission recognized that some of the ancient structures on the territory of the monastery could be preserved as historical monuments, but the cathedral and walls should be demolished.
In the early 1990s, the monastery was returned to the churches and began to be restored. Only a small part of the buildings of the Simonov Monastery has survived to this day. The southern wall with three towers survived: the corner "Dulo", the five-sided "Blacksmith" and the round "Salt". Also preserved are the "new" refectory with the Church of the Holy Spirit built at the end of the 17th century, the "old" refectory (end of the 15th century), a fraternal building, an artisan chamber and some later outbuildings. The explosion thundered on the night of January 21. Five of the six churches flew into the air, including the Assumption Cathedral, the bell tower, gate churches, as well as the Watch and Taynitskaya towers with adjacent buildings. In this place in 1932-1937 the ZiLa Palace of Culture appeared.
However, in Soviet times, like many monasteries and temples, it was closed. In the late 1920s, the Soviet authorities dismantled the bell tower and planned to use large bells to be melted down. Fortunately, they were rescued by the American diplomat Charles Crane, and until recently they were at Harvard University. In 2007, after years of negotiations, the bells of the monastery belfry were returned to their historical place.
The second monastery for which this area of Moscow is known is Danilovsky, founded at the end of the 13th century. It is located on the right bank of the Moskva River (Danilovsky Val, 22). Almost completely it has survived to this day, and now its rector is Patriarch Kirill of Moscow and All Russia.
In 1931, a local burial place was destroyed near the monastery, where the writer N.V. Gogol, poet N.M. Yazykov, artist V.G. Perov, their remains were transferred to other Moscow cemeteries. In 1930, the NKVD detention center for children of repressed persons was organized here.
From the north, west and south, the grove was surrounded by the Moskva River, along which lakes Postyloe, Black, Bolotnoye stretched, and a little to the east was the village of Kozhukhovo (included in Moscow in 1923).Another attraction of the Danilovsky district has not survived to this day - this is the famous Tyufeleva grove. Now a Moscow street is named after her, and in its place is a plant named after I.A. Likhacheva (ZIL).
Since the end of the 18th century, the grove, along with nearby objects, was owned by the architect and statesman N.A. Lvov, who began to build industrial enterprises here. So, on the site of the current industrial zone, the first plant appeared that produced cardboard. Also N.A. Lvov began the development of peat deposits of the Sukino bog (near the village of Kozhukhovo).
After the release of the story "Poor Liza" N.M. Karamzina Lizin pond in the vicinity of the Simonov Monastery and Tyufeleva Roshcha have become a popular place for walks and romantic meetings. Secular ladies from all over Moscow and nearby villages came here every spring to collect lilies of the valley, just as the heroine of the story did.
INSTRUMENTAL BODY OF THE MOSCOW AUTOMOBILE PLANT (1934)
At the end of the 19th - beginning of the 20th century, a boom in industrial construction began in the grove. A tannery of the Volk and K Trading House and a chemical plant of the Russian joint-stock company Shering appeared. In 1903 - 1908, the Okruzhnaya Railway (now the Small Ring of the Moscow Railway) passed through its territory with the Kozhukhovo station, for which the Alekseevsky Bridge (now Danilovsky) was built across the Moskva River in 1907. So the meadows and farmland were cut up by rail, and the grove itself has lost half of the tall pines. Several years later, in 1916, the construction of the first automobile plant (now the Likhachev plant) began in Tyuffel Grove.
The newspaper "Russkie Vedomosti" reported that on July 20, a solemn prayer service and the laying of the first car plant in Russia took place within the framework of the government program for the creation of an automobile industry in Russia. The construction of ZiL was undertaken by the Kuznetsov, Ryabushinskiye and K trading house. The agreement with the government for the construction of the plant provided for the following conditions: "On February 27, 1916, the Main Military-Technical Directorate (GVTU) and the" Kuznetsov, Ryabushinskiye and K Trading House "signed an agreement for the supply of 1,500 vehicles. The total order amounts to RUB 27,000,000. The supplier's plant must be commissioned no later than October 7, 1916. By March 7, 1917, at least 10 percent of the total supply (that is, 150 vehicles) should be manufactured. "
Due to the revolutions of 1917, inflation, high interest rates on loans, construction was not completed on time. Then the management of the plant decided to buy sets of parts in Italy and start "screwdriver" assembly of machines in Moscow. As a result, during the entire 1917, only 432 cars were assembled. Soon the unfinished plant turned into large repair shops.
On August 15, 1918, all property of the AMO plant was recognized as the property of the state, and in October 1918, the enterprise took over overhaul trucks.
Since 1920, AMO took part in the Soviet tank program and manufactured engines for the Russian Renault tank.
CARS "AMO-F-15" (1926)
WAREHOUSE OF FINISHED PRODUCTS (1959)
CAR "ZIL" DURING THE GREAT PATRIOTIC WAR (1944)
In 1922 - 1923, the Labor and Defense Council allocated funds for the production of trucks at the AMO plant. The first one and a half-ton truck AMO-F-15 was assembled on November 1, 1924, and on November 7, a column of ten such vehicles took part in the parade on Red Square, and their mass production began in March 1925.
In 1927 I.A. Likhachev. Production gradually increased, and by 1931 nearly seven thousand vehicles had been assembled. However, the cost of the machine, which contained a large number of non-ferrous metal parts, was, in the opinion of Soviet officials, too high. Approximately ten times more expensive than foreign cars, taking into account their delivery to the USSR. Therefore, it was decided to completely reconstruct the plant and start production of a completely new truck model.
 MAIN FACTORY LINK (1977) |
 MAIN INTERNAL FACTORY LINK (2013) |
In the early 1930s, a large-scale reconstruction began, during which the territory of the plant expanded to its current size. This is what the chief architect of the Stalin plant E.M. Popov: “The territory allotted for the industrial construction of the plant is 2.5 by 2 kilometers, only a fourth is occupied by the reconstructed workshops, the remaining three quarters of the territory are entirely occupied by the construction of new workshops, forming new factory areas, streets and highways.
The construction site is divided into three clearly defined sectors, the boundaries of adjoining to each other coincide with the directions of future highways, namely: the administrative sector in the northern side of the plant site, the area of ancillary and warehouse facilities in the southeastern strip of the industrial site, the area where the main production workshops are located occupying the middle and back of the site.
New highways in Moscow, the park ring and the embankment highway, merging into a single powerful highway, lead to the main entrance to the car plant, in the cultural sector, designed in the form of a pre-plant site.
The administrative and cultural sector includes the buildings of the plant administration, public organizations, an outpatient clinic, a nursery and the main entrance office. There is also a parking space for cars belonging to the workers of the plant. A narrow strip of the construction site of the cultural sector buildings on the south side adjoins directly to the front line of construction of production workshops, and from the north - it goes to the embankment of the Moskva River.
MAIN PASSAGE AMO "ZIL"
MAIN CONVEYOR
UNUSED PRODUCTION SHOPS
The main entrance area is formed from the eastern side by the majestic high building of the plant management.
The buildings of the cultural sector are located, as it were, along the course of the river, compositionally complementing each other and growing towards the place of the main entrance.
The middle part of the industrial site is occupied mainly by the structures of production workshops, located according to a clear flow diagram of the production process. The layout of the production workshops provides for the location of the utility rooms with access to the main highway.
The main highway ends in the southern square, which is the decisive entrance to the area of auxiliary workshops and storage facilities. There are woodworking shops, warehouses for finished products, and a thermal power station. "
FORGE SHOP CONSTRUCTION (1929)
RALLY IN HONOR OF THE ARRIVAL OF BROZ TITO (1956)
SORTING OF FRESH RELEASED "ZIL-130" AND "ZIL-131"
After modernization, the plant begins mass production of ZIS-5 trucks. Workers assembled 60 cars a day. On the basis of it, 25 models and modifications were created in the future, of which 19 were mass-produced.
In 1953, according to the Soviet-Chinese treaty of friendship and mutual assistance, according to the documentation of the Soviet Stalin plant in China, Automobile Plant No. 1 was built, later becoming the First Automotive Works (FAW), which is still the leader of the Chinese auto industry. Chinese engineers underwent internships and training in the USSR, at the ZiS plant, it is noteworthy that among them was the future leader of the PRC, Jiang Zemin.
THE FIRST DOMESTIC LIMOUSINE "ZIS-101" (1937)
TRUCK "ZIS-15" (1940)
BUS "ZIL-158" (1957)
After the collapse of the USSR, the enterprise began to degrade rapidly: production facilities were destroyed, and the volume of production decreased many times over.
In 2008, AMO ZIL planned to organize a joint venture with the Chinese company Sinotruk for the production of HOWO heavy diesel trucks. However, due to the crisis in our country, the project was not implemented.
In 2009, AMO ZIL produced 2,253 trucks and four buses (which is almost 50% less than a year earlier). In 2010, the company produced even fewer - 1258 trucks and five buses.
Today the enterprise is in deep crisis, multibillion-dollar debts have accumulated. significant portion production areas not used, the former workshops and structures have been destroyed and resemble the paintings of the American city of Detroit.
Detroit was once the automotive hub of the United States. But in 1973, the oil crisis erupted, which led to the bankruptcy of many American automakers. Factories one after another began to close, people lost their jobs and moved to other cities and states. Detroit's population within its administrative boundaries decreased 2.5 times: from 1.8 million in the early 1950s to 700 thousand by 2012.
As a result of the outflow of the population, whole areas of the city were left by people. Skyscrapers, factories, residential areas are abandoned and destroyed by time and vandalism.
In order not to repeat the fate of American ghost towns, the Moscow authorities decided to renovate depressed areas in the city. At the end of 2012, the Moscow government decided to preserve production at the southern site of the ZiL plant with an area of 50 hectares; the rest of the territory is planned to house a qualitatively new metropolitan area with parks, housing, jobs, social and transport infrastructure. Soon there will be many park areas with tall trees, which will partly resemble Tyufelev Grove.
ZIL today
Date of birth of the plant ZIL- August 2, 1916. The founding fathers are the owners of the Kuznetsov, Ryabushinskiy and K trading house. The plant began to work in full only in 1924, when an order came to the enterprise for the production of the first Soviet trucks.
Over the years of its activity, ZIL has repeatedly become an innovator and author of many new products in mechanical engineering, which have since been used and are still being applied to this day at all domestic car factories. So, ZIL became the author hydraulic drive brakes, 12-volt equipment system, eight-cylinder engine, hypoid final drive and power windows, four-barrel carburetor, car air conditioner, disc brakes and a four-head lighting system.
Today ZIL is the largest automotive holding in Russia, which includes several large enterprises that produce both automotive equipment itself and its components. LLC RyazanAvtoagregat AMO ZIL produces leading rear and middle axles, front axles, cardan shafts, hot stamping, and spare parts. CJSC Penza Plant Avtozapchast produces automobile pistons for power units, wheeled and master cylinder brakes and sintered guides of valve bushings to motors. CJSC "Petrovsky plant of auto parts AMO ZIL" produces gearboxes rear axles, rear axles and front axles, clutch mechanisms, hydraulic shock absorbers and other products. JSC "Smolensk Automobile Aggregate Plant" has established the production of special vehicles. JSC "Kashirsky Foundry" Tsentrolit "produces shaped castings from ferrous and non-ferrous metals and alloys.
ZIL produces trucks carrying capacity from 6.95 to 14.5 tons, small buses from 6.6 to 7.9 meters long and executive cars. The ZIL model range is very extensive and consists of emergency repair vehicles, buses, lifts, dump trucks, fuel and oil tankers, vans, food tankers, road maintenance vehicles, chassis, side platforms, agricultural equipment (for the transportation of bulk feed and machines for transportation of hatching eggs and young poultry). also in lineup ZILa - sweepers, fire trucks, manipulators and other equipment.
A fairly extensive range of special equipment is also produced on the ZIL chassis - armored personnel carriers, amphibians, special cars high cross-country ability, search and rescue complexes, cargo and cargo-passenger all-terrain vehicles, KDM, etc. Over the years of its existence ZIL exported more than 630 thousand vehicles to more than 50 countries of the world.
At the end of last year, many publications reported that the last ZIL truck had been produced. Where? By whom? Indeed, according to the official reports of AMO ZIL, the plant stopped producing cars long ago. "Auto Mail.Ru" found out: in Moscow, the assembly of the legendary trucks was really curtailed, but not now, but in September. But at the same time the most last ZIL doesn't seem to be done yet!
From flagship to bankrupt
In 1975-1989, the Likhachev Plant annually assembled 195-210 thousand trucks, and by 1996 the volume of production had collapsed to 7 thousand units. After the collapse of the USSR, the market began to need either light or heavy trucks - with a carrying capacity of less than 3 or more than 10 tons, respectively. The voracious petrol (!) Zilov medium-tonnage trucks, as an intermediate link, were not in demand.
They tried to save the enterprise. In 1994, the production of model 431410 was stopped (at the end of the conveyor life, the ancient ZIL-130 was hidden behind this index), they gave the Bychok to entrepreneurs - after 2000 the sales volume grew to 22 thousand. But then there was only a fall, which ended quite naturally - in 2013 only 95 cars were assembled.
The dispassionate annual report of AMO ZIL informs: “in 2014, two exclusive car"Okhotnik", serial ZIL cars were not produced. " At the same time, “the bulk of our own production was the sale of energy carriers (heat and electricity) to third parties”, “the production of cars and auto components was discontinued”.
Moscow history
But. New trucks are on sale on classified sites! It turns out that the machines were made by ZIL LLC, a company whose director is Gennady Yarkov, the last chief engineer of AMO. In the press-welding building of the automobile plant (!) A dozen employees assembled model 432940 in small batches from the backlog that remained from the main production.
The "underground workers" had bridges, cabins, frames ... The motors were brought from Belarus. But the hoods were not enough. In general, the Zilovsky hood is a bulky and complex structure, consisting of many parts; in previous years, the plant had a separate section for assembling this part of the cab. So it was necessary to carry out a restyling, introducing plastic plumage instead of a metal "nose".
In addition, the resurrected medium-tonnage vehicle received a fully synchronized gearbox, power windows, and other wheel, anatomical seats with many adjustments, noise isolation, ABS and even a 12-volt outlet. It was possible to make 5-10 cars a month, each of which cost from 2 million rubles - it is expensive, but the adherents of the brand supported the “survivors”.
By the way, model 432940, which was produced by ZIL LLC, is a rear-wheel drive chassis full weight 11 tons with a 130-horsepower MMZ tractor diesel engine of the D-245 series. Moreover, in many sources, the products of the semi-secret workshop are called ZIL-43276T. Although the 4327 family, according to the Zilov tradition, should have four-wheel drive... It's simple: what documents were there, such an index was assigned to the remakes.
There will be no more cars: the last ZIL truck in Moscow was produced on September 24, 2016. The employees of the LLC were fired, the shop building will be demolished. The "final" car itself will not be sent either to the museum or to the storerooms - the Novomoskovsk Machine-Building Plant mounted a corresponding superstructure on the chassis, and the unique car went ... to the Kazan tram depot, where it will work as a "flyer".
Ural trace
Many are sure that ZIL vehicles continue to be produced in the Urals: they say, they regularly meet in the Sverdlovsk and Chelyabinsk regions. Let's tell. The Moscow plant had several branches, including the Ural Automotive Plant (UAMZ) from the city of Novouralsk, Sverdlovsk Region. The latter produced ZIL-130 trucks and ZIL-131 all-terrain vehicles.
So that's it. The models expelled from Moscow were stamped by Novouraltsians until 2011 (since 2003, the enterprise came under the control of Severnaya Kazna Bank and began to be called AMUR - Cars and Motors of the Urals) - that is why there are quite a few well-preserved "one hundred and thirties" at the junction of Europe and Asia. Now the former branch of the Likhachev Plant is bankrupt, and new trucks have nowhere to come from.
Or almost nowhere. In Novouralsk, there are also stocks of components and ... stocks of PTS 2012-2013. According to this not too legal scheme, "enthusiasts" custom-assemble four-wheel drive three-axle vehicles with 150-horsepower six-liter carburetor engines. The price of the issue is only 1.5 million rubles. But it is clear that the history of the project will end as soon as the supply of documents runs out.
P.S. According to the traffic police, 416,380 ZIL vehicles are registered in Russia - this is the third most popular brand of trucks. But cars younger than 2006 - only a little more than 20 thousand.
