ZIS - History of the automotive brand. ZIS - History of the automotive brand Engine ZIS 5

Currently, trucks are used to deliver a wide variety of goods to provide services. Modern trucks are equipped with the latest technology, which provides convenience for driver and safety on the road. But during the Great Patriotic War, even the most simple trucks made real feats - this is the transportation of weapons, ammunition and food delivery. What is worth delivery of food on the "road of life" in the surrounded Leningrad. About such a "workman" and will be discussed in this article.

Assembling onboard three-way truck Universal Destination ZIS-5B (Stalin, Military) at the Soviet Plant

ZIS-5 ("Three-year", "Zakhar", "Zahar Ivanovich") - a Soviet truck with a loading capacity of 3 tons; The second mass of the truck of the 1930-1940s (Gaz-AA ranked first). During the Second World War is one of the main transport cars of the Red Army. It was produced at the Stalin Automotive Plant from 1933 to 1948. During the war, the simplified military modification of the ZIS-5B was produced by ZIS plants (1942-1946) Ulzis (1942-1944) and Uralzis (1944-1947).

In 1931, the Factory Automotive Moscow Society (AMO) was rebuilt, and began assembling a new AMO-2 truck. The aggregates and knots for the car came from America. Soon, AMO-2 was upgraded, and the light saw AMO-3 and AMO-4. AMO-3 (loading capacity of 2.5 tons) In 1933, the plant was again seriously upgraded. The new car received the name ZIS - the name of Stalin. AMO - 3 and ZIS cars - 5 Unlike the predecessor, they were made entirely from the details of Soviet production.

The first batch of ZIS - 5, consisting of 10 cars was collected in June 1933. The ZIS-5 conveyor was put on October 1, 1933 without the preliminary assembly of an experimental instance. The simplicity design allowed to start the assembly, without any serious failures. The serial assembly of the new car was launched as soon as possible.

The design of the "Three-shoes" (this nickname ZIS-5 was popular, in the troops they were also called "Zahar Ivanovich") was classical for that time. The design was developed practically "from scratch" engineers IMO-ZIS: VAZHAYSKY EI, Lyalin V.I. and strontanes B.D. The main accents in the development of the car began to simplify the car and an increase in maintainability. In addition, it was necessary to improve the quality of operational characteristics - an increase in the cargo and carrying capacity of the car.

The operating volume of the engine was increased to 5.55 liters, and the power is forced to 73 hp. The radiator and the air filter were also redesigned, the carburetor was upgraded. Both bridges, drive shaft, gearbox and frame, have undergone changes. In the rear axle significantly increased the ground clearance, the front brakes were replaced with a mechanical drive. The ZIS-5 cabin differed significantly from the predecessor's cab. On the truck it was done without a tarp sidewall.

During the war years, the release of cars constantly increased. If only six to seven cars took place in the first month, then after a while, the number was already tens and hundreds. The truck perfectly established himself on the off-road and quickly won the reputation of reliable and unpretentious technology. As a rule, they were shipped to the ZIS-5 4-5 tons, even though the car was designed to transport three tons. Despite the constant overload, the car was calm, without darling. Improving characteristics managed to achieve due to the installation of a low-speed engine. The traction capabilities of the ZIS-5 strongly approached all-wheel drive trucks (due to increased passability, the car could be operated on the roads of any categories all year round).

Insufficient stiffness to twisting the carrier frame (a slight omission in the design) played to increase the patency, because when overcoming irregularities, the work moves of the wheels increased. The modernized engine was launched without problems at negative temperatures, and for its operation, any low-grade gasoline was suitable. In the curb state, the truck could board a trailer with a weight of up to 3.5 tons. Mileage until the first overhaul was 100 thousand km.

Soviet troops on the march. In the roads of the road, the infantry is moving, in the center - the ZIS-5B truck

During the WFT, the construction of the ZIS-5 truck is strongly simplified. To produce the cabin, a tree and plywood was used, and the wings began to bend from the rental (stamping was used before the war). On the front wheels dismantled brakes. The same fate suffered the right headlight. The number of folding sides decreased to one. At the end of the war, the pre-war equipment was partially restored.

In 1946-1948, the transitional (K ZIS-150) model ZIS-50 was produced. This car was equipped with the ZIS-120 engine (deformed to 80 hp). Fuel consumption was 30 liters per 100 km. Given all modifications (25 modifications were developed. 19 of which were put on production), the production of cars of this model continued until 1958, and if we take into account the deeply upgraded Ural ZIS - 355m - until 1965.

ZIS-5 also exported to other countries. For example, in 1934, a party of 100 pcs. 5 was sold to Turkey. The export version of the ZIS-5 was distinguished by a nickel-plated radiator and the presence of a bumper consisting of two nickel-plated steel strips. Later, the modification of the ZIS-14 having an elongated wheeled base, as well as the ZIS-8 bus, was exported. In the 1930s, buses and trucks ZIS were exported to Afghanistan, Iran, Iraq, China, Spain, Lithuania, Latvia, Romania, Mongolia, Estonia and Turkey. A fairly large Park of Zisov was formed after the Soviet-Finnish war in Finland, and of course, in the territories of the USSR territories occupied in 1941-1944.

Modifications:
ZIS-5B - simplified modification of wartime;
ZIS-5U - modification with an anti-aircraft machine gun on a special turret in the body;
ZIS-5US - had adjustments for the suspension of the stretcher;
ZIS-6 - a six-wheeled truck of increased passability, a loading capacity of 4 tons. On the chassis ZIS-6 in the summer, in the fall of 1941, the first installations of the BM-13 reactive salvo fire, BM-8 "Katyusha" were installed. In 1935, experimental buses of ZIS-6 "Lux" were collected on the ZIS-6 chassis, in 1939, a heavy armored car BA-11 was created on the ZIS-6K chassis;
ZIS-8 - bus;
ZIS-10 - truck tractor, load capacity 3.5 tons;
ZIS-11 - an extended chassis for fire cars;
ZIS-12 - elongated special chassis;
ZIS-13 - gas generator modification on the ZIS-14 chassis;
ZIS-14 special purpose;
ZIS-15, ZIS-15K - upgraded truck, intended to replace the ZIS-5. Differed by a streamlined cab and plumage, an elongated and enhanced frame, an improved engine and an enlarged gas tank;
ZIS-16 - city bus;
ZIS-16C - sanitary bus;
ZIS-19 - construction dump truck;
ZIS-21 - gas generator modification;
ZIS-22 - half-sized truck with a loading capacity of 2.5 tons;
ZIS-22M - upgrades of a semi-zealous truck;
ZIS-30 - gas-filled modification;
ZIS-32 - all-wheel drive truck;
ZIS-33, ZIS-35SH - removable sets of semi-bargaining drivers;
ZIS-36 -5-receiving six-wheeled truck;
ZIS-41 - gas generator modification of the simplified design;
ZIS-42, ZIS-42M - a halfway truck with a loading capacity of 2.25 tons with a new design of the tracked propeller;
ZIS-44 - sanitary bus;
ZIS-50 - Modification of the ZIS-5B equipped with the ZIS-120 engine (power of 90 hp);
AT-8 - Experimental artillery tractor having a dual power plant from ZIS-16 engines and a tracked propulsion from T-70 tank;
AT-14 is an experimental artillery tractor having a dual force plant from the ZIS-5MF engines.
LET - experimental electric car;
ZIS-LTA - a half-sized forest-carriage car.

For many of my peers, post-war trucks ZIS-150 are associated with the period when the mass construction of the famous five-storey-crushes has unfolded in Moscow and other cities. Thousands of dump trucks on the basis of these cars were delivered to construction sites concrete, a lot of saddle tractors with bulky semi-trailers - wall panels, and onboard cars - all other goods, including people that at that time did not raise the rules of the road. By the way, in those years of concosant mixers, we still did not have, and so that the concrete did not grab prematurely, the dump trucks had to move through the urban streets with considerable speeds, generously breaking the contents of the bodies.

We are talking about the most massive trucks of that time - ZIS-150 and ZIL-164, which could exist, except experts and all-knowing boys - they knew that the "One hundred fifty" radiator lattice had horizontal slots, and "one hundred and sixty Fourth "- vertical.

The replacement of the famous "three-thunder" ZIS-5 constructors of the Moscow Automobile Plant named after Stalin began to prepare even in pre-war years, since the car, the basis of which in the 1st 20th year was the American truck Autocar, no longer subject to further upgrades. The country needed a new truck - more powerful, greater lifting capacity, more durable and more convenient for the driver.

Experienced samples of the new truck, called the ZIS-15, were built in 1938. The car had a new frame, a different all-metal trifle cabin and an upgraded engine with a capacity of 82 hp. It was assumed that the basic model of the ZIS-15 will be the basis for a whole series of cars - bus, dump truck, a car of increased passability and a number of others.

However, the Great Patriotic War was prevented by the mass production of ZIS-15. True, she also prompted the production workers to further improve the pre-war "Triumphons" - on its basis, the three-axis ZIS-6 was created, half-sized ZIS-42, all-wheel drive ZIS-32 with a wheel formula 4 x 4 and gas generator ZIS-21.

In 1944, the issue of the release of a modern cargo car was raised again, but the ZIS-15 sample of 1938 was recognized as irrational. Therefore, at the Stalin's auto plane, the internalized cargo was developed, differing from the American Land Lizovsky Truck International KR-11 in appearance. By the summer of 1944, the prototypes of the new truck entered the tests.

The ZIS-150 installation batch left the territory of the automotive industry on October 30, 1947. The car with a lifting capacity of 4000 kg was equipped with a 90-strong engine, signed with a five-speed (for the first time in the domestic auto building!) Box with gears of constant engagement and pneumatic drive brakes. For the car developed a cabin of a mixed design - due to the shortage of a special steel sheet, it was made of plywood and artificial leather with partial trim. By the way, such technology was used in the manufacture of many cars of those years - gas-51 was at first with a wooden-metal cabin, a pickup body was gathered from the tree on the basis of Moskvich-401.

For the first time on the domestic cargo car, the doors were equipped with lowered stalks. The windshield is a V-shaped, consisting of two windows located at an angle, and the left, driver, could deviate up and fixed in any position using the roller mechanism.

The engine, called the ZIS-120, mastered in production in 1947, was comprehensively running on the serial "three-shoes" (cars with such motors were called ZIS-50), released in the period 1947-1948 in the amount of 13,895 copies.

The development of the production of ZIS-150 began in January 1948. Up until April 26, a new conveyor was installed without stopping the old one, and from April 27, the serial issue of the ZIS-150 began. A few days later the production of "Triumphons" ZIS-5 and ZIS-50 was discontinued.

The operation of the ZIS-150 revealed a number of disadvantages, the main of which became a small margin of the strength of the long cardan shaft - when the car moves with increased speed (as a rule - under the mountain) the rotation frequency of the shaft exceeded the safe, which led to its cliff. As a result, "Cardan" damaged the pipeline of the pneumatic acting of the brakes, and in this situation it was almost impossible to stop the car.

I had to install the developers on the car a special engine crankshaft speed limiter, which prevented its turnover from over 2400 per minute.

The first solid modernization of the ZIS-150 was produced in 1950. The machine was equipped with a all-metal cabin and equipped with a more modern carburetor K-80 with a falling flow of a mixture and a new exhaust manifold, which increased the power of the engine and improved its efficiency.

The next modernization was produced in 1952 - taking into account the accumulated experience of the ZIS-150 operation. First of all, the constructors got rid of the long and, accordingly, the fragile cardan shaft and replaced it with two shafts with an intermediate support on the middle crossbar. The suspension was also improved - the car was completed with elongated springs. The engine was equipped with a floating oil pump oil pump, and in front of the radiator installed the blinds driven by the driver. They took care of the driver - reduced the height of the seat and the tilt of the back, and also increased the gear ratio of the worm steering gear. The latter improvement was particularly relevant, since to control the cargo machine with a complete mass of over 8 tons in the absence of a hydraulic device, a truly heroic effort was required.

Before the launch of modernized trucks, the prototypes were sent to the test run of about 25 thousand km along the roads with various coating, including the primers.

The latest modernization of the ZIS-150 car was produced in 1956. The car was replaced by the cast iron head aluminum engine, which made it possible to increase the compression ratio to 6.2, installed a new carburetor, intake manifold and air filter, as a result of which the engine power increased to 96 hp. In addition, it was reinforced by the frame, we used rubber supports for the front springs and hydraulic shock absorbers were installed.

The latest innovation on the "One hundred and fiftieth" - replacement of the "ZIS" to the hood: instead of her there appeared abbreviation "ZIL", since it was in 1956, after the XX Congress of the CPSU, the Avtozavod was renamed in honor of I.A. Likhacheva - the former factory director And the former Minister of Automobile Transport and the Soviet roads of the USSR.

ZIL-150 cars were not produced too much - in 1957, instead of this car, the car went outwardly very similar to it ZIL-164. Since 1947 to 1957, 774,615 ZIS-150 trucks and ZIL-150 were released.

In addition to the ZIS-150, work was carried out on the creation of high-passing machines. Thus, from the mid-1940s, on the basis of the ZIS-150, the all-wheel drive car ZIS-150P of the wheel formula 4 × 4 was developed. However, the car turned out to be severe, which did not meet the requirements of the USSR Ministry of Defense, and the plant was proposed to develop a three-time version of the "one hundred fifties".

At the beginning of 1945, the design of a three-way machine began in the plant, which was subsequently called the ZIS-151 name. The first two samples were built already in 1946 - one with barter rear wheels and the other - with single-sided. In the summer of 1947, comparative tests began, in which, along with a pair of ZIS-151, the three-axis Lenid Lizovskiy International and Studebaker participated. At the same time, the best passability demonstrated all-wheel drive ZIS-151 with single-sided tires, which had the rear wheels on the trail left by the front, which required the smaller energy consumption for the installation of a gauge. But representatives of the Ministry of Defense for incomprehensible reasons spoke out for the release of cars with two-tie rear bridges. By the way, in the near future, the plant still launched a single-wheel drive zil-157 single-wheel drive scheme.

Well, the ZIS-151 began, thus, the first three-wheel-drive car of the wheel formula 6 × 6 in the country. The serial release of this car continued from 1948 to 1958. Battle cars of jet artillery, armored personnel carriers, large floating cars (BAV), tankers and a number of other military and civil transport vehicles were created on its basis.

In 1957, instead of ZIS-150, the Avtozavod put on the ZIL-164 conveyor, which externally did not differ from the predecessor, but had a number of differences from the "One hundred fifty" - reinforced frame, a more powerful engine with a modern carburetor, telescopic shock absorbers, etc.

Car Design ZIL-164

ZIL-164 was a cargo vehicle with a three-seater all-metal cabin and a wooden platform with three opening sides.

The car engine is a carburetor, inline, six-cylinder, four-stroke, low-flaped, with a working volume of 5.55 liters. The degree of compression is 6.2. Maximum engine power - 100 hp At the rotation frequency of the crankshaft 2800 rpm.

Engine cylinders are located in one block, cast from the cast iron along with the crankcase. The plane of the crankcase connector is below the crankshaft axis. Around the cylinders in the block there is a water shirt. The overall head of the water jacket cylinder head is installed on the engine block, in which combustion cameras are located. The head made of aluminum alloy is fixed on the bolt and stud block.

Pistons with a flat bottom cast aluminum alloy. On the top of the piston, three compression and one oil-changing ring are installed.

The crankshaft is made of carbon steel, the necks are subjected to superficial hardening of high frequency currents. In the engine, the shaft rotates on seven bearings having steel thin-walled liners with Babbit Pouring.

The flywheel is fastened with six bolts on the flange of the rear end of the crankshaft.

The front of the shaft is fixed on the key steel distribution gear, oil reflector and fan drive pulley. From the bottom to the engineer of the engine is attached to the steel stamped pallet.

Carbon steel camshaft is installed on four steel bushings with babbipite fill. In the middle of the shaft, there is a gear of the oil pump drive and the ignition distributor, in the rear - eccentric for the gas station drive, and in front of the cast iron gear, which is in engaging with the crankshaft gear.

The engine is attached to the frame on three supports using rubber pillows.

Engine cooling system is forced, closed. A radiator of tubular plate type is mounted on a frame through rubber pillows. Thermostat is one-owned. The hexadened fan rotates in the casing attached to the radiator. The drive of the radiator and the water pump - the single wedge belt from the crankshaft pulley.

Engine lubrication system - combined: under pressure, indigenous and connecting crankshaft bearings, camshaft bearings, camshaft gears and a distributor drive shaft are lubricated; To the rest of the rubbing surfaces, the oil is served by splashing and self-shot. Oil filtration - double.

By car ZIL-164, a dry two-disc clutch is installed. In the future, at regular upgrades (on ZIL-164A), the clutch was replaced by one-sized, with peripheral springs and with a mechanical shutdown drive.

The gearbox is a five-speed, and the fifth gear is accelerating, that is, when it is turned on, the secondary shaft of the box rotates faster than the crankshaft of the engine.

The car uses a double main gear, assembled with a differential in a crankcase, cast from a forging cast iron. The rear beam of the bridge is also cast from the maquette of the cast iron. The semi-axes of the beams are pressed and secured steel pipes, the ends of which serve as a support for bearings of the hubs. The rear opening in the beam is closed by a steel stamped lid attached on the beam with screws. The gear ratio of the main gear is 7.63.

The frame of the car consists of two steel stamped spars of the chamber cross section of a variable profile connected by transverse beams on the rivets. Bumper and towing hooks are fixed in the front of the frame, in the back - a towing device with a hook and a snatch.

The front axle is a steel 2-axis beam attached to the frame on two longitudinal semi-elliptic springs. Springs are installed in the frame brackets on rubber pillows. Piston shock absorbers are included in the front suspension (in the future, telescopic hydraulic duplex shock absorbers were used on the ZIL-164A car). The front ends of the rear springs are attached to the brackets of the frame with fingers, and the rear - with the help of seryo with two fingers each.

Flat rim disk wheels have a removable side ring with a key ring. Rear wheels - duplex.

The steering mechanism of the car is a pair of worms - a three-grade roller, while the worm is installed in the crankcase roller bearings, and the roller rotates on two needle bearings.

The braking system of the car consists of a foot brake with a pneumatic actuator acting on all wheels and a manual central transmissive brake. Pneumatic brakes have a high efficiency with small efforts on the pedal, which greatly facilitates the control of the car.

The advocates of originality and apologists of authenticity can easily find in this zis many inconsistencies of his birth time. However, this time is not so easy. At the base, they say, a military sample machine, which has increasing, like thousands of the same three-shoes, by the fact that they were able to get and install those who fought on it and worked. By the way, this ZIS and today is not a museum exhibit, but a worker. But his work is now incomparably easier than in youth.

Born restructuring

At first there was an American "otokar" - not the most famous and popular American truck. But simple and inexpensive that for our country in the late 1920s was much more important. Under the new model, the AMO factory, near the dressing grove, in 1931 not just reconstructed, in fact - rebuilt (then the main part in this word was the second part). Initially, I was AMO-2 - collected entirely from imported details. Then I went amo-3 - with a different rear axle, battery, and not from magneto ignition and some other changes, on the components already completely domestic. Well, the next model, AMO-5, was already very modernized by Soviet designers led by E.I. Vienhagin.

Increased the operating volume of the engine C 4.9 to 5.6 liters, raised power with 60 hp To quite solid at the time of 73 hp, increased the load capacity from 2500 to 3000 kg. At the same time, the design was simplified: among other things, they abandoned hydraulic brakes on the front wheels - they were considered too complex for our conditions. The mechanical drive was much easier not only in the manufacture, but also in repair. The first modernized truck at the factory already named Stalin collected in the summer of 1933, October 1, ZIS-5 was put on the conveyor, but the mass production unfolded a year later.

ZIS-5 was simple, and therefore reliable. The oil filter is felt, for the repair there were enough keys of ten sizes (the chaufferes were joking that if necessary, you could generally do with one "seventeenth" key). The motor easily digested gasoline with an octane number of 45-60, and in warm weather and kerosene.

At the same time, the car was quite modern: he had an electric starter, a diaphragm gas station (tank - under the seat), the oil should have changed after 1200 km of run, and not 600 km, as on GAZ AA. The average mileage until overhaul was 70,000 km, and at particularly neat drivers reached 100,000 km - a lot of time! ZIS-5 became the first Soviet car supplied to exports to Turkey, Baltic States, Bulgaria, Republican Spain.

And in service and friendship

In force on the clutch pedals, this car is comparable, except with tank T-34. However, I quickly offer to press the middle of the foot. Best of all, if it is a shod in boots or felt boots with a buttonhole. Squeeze between the steering wheel and the seat even in relatively light clothes, it is not so easy, and to see normal way, you have to slightly tilted your head all the time.

The starter slowly and somehow sleepily swings the motor. But even a cold engine is enough of the whole pair of revolutions in order to confidently amuse.

The gear ratio of the first speed is 6.59! She has to use only off-road or at maximum load. By the way, the three-year crossing was also famous - thanks to a low-speed engine, a competently selected transmission and a road clearance under the rear axle in 260 mm, she drove out where to drive on the same rear drive like and could not. Sticking the second, upset as much as possible and so it seems to be not particularly retractable to the right to the right. Gas bigger! A simple muffler announces the surroundings with a warning rode. We go!

Relaxity car does not forgive. He is strict, rude, but straight and honest. I learned how to quickly switch the transmissions without synchronizers, twice pressing the murderous tight clutch and not allowing (well, or almost not allowed) a treacherous gross - well done! We are already going under 50 km / h, and the maximum speed on the passport is only 60 km / h. True, my three-year empty. I'm not going to ship it - I was honored!

Truck hood all the time reminds: "Do not yaw!". The front wheels are constantly looking for a trajectory, and the handlebar of the steering wheel is such that both a direct hand rotate a huge ram for decent angles. There would be enough modern car for noticeable turn. Of course, this zis is old and worn. But I think, in the military roads went about the same cars - far from new ones, and on the go remaining only due to the skill of front-line chauffeurs.

You can only talk in the cabin on elevated tones - roars the engine, the transmission sings loudly. But she, as in other domestic cars, those years, diligently slows down the engine. It is necessary to let go of the gas pedal, the machine itself slows down. Therefore, mechanical brakes installed only on the rear wheels (simplified to such a degree cars did during the war) for those conditions enough. But on this ZIS brake post-war - hydraulic and surprisingly effective. Not even very knitting with a common car.

If glass is frozen, you need to use ventilation. Unlike the missing stove, it is actually provided and consists of lowering side windows and a one-part section of the front. However, with such a number of slots and holes in the cabin ventilation and so blows, be healthy!

Call of 1941

The first airline at the factory Germans have been committed July 23, 1941. On the evening of October 15, the director of Zisa Likhachev returned from the Kremlin and announced a complete stop of production (cars and buses did not do from summer) and urgent evacuation of the plant. She began the next day when the city was in a state close to the panic. The highway to the east burned cars, wagons and crowds of people with Skarban. Many state and party institutions remained, in fact, inconsolable, and over Moscow flew white spots thrown in a hurry of papers. Someone was escaped, while others were dismantled and prepared for shipping almost 13,000 units of equipment to be sent to the east! So ZIS-5 ceased to be only "Moskvich". Two new auto farms appeared in the country - in Ulyanovsk and in the Urals, in Miass. The military time machine, conditionally named ZIS-5V, was distinguished by the maximum simplified cabin, covered with wooden slats instead of steel, angular wings made on a bending machine, lack of front brakes, and sometimes the right headlamp. In 1942, production resumed in Moscow. These trucks (before the war in service with the Red Army consisted approximately 104,000 zs, almost a third of the total number of issues) honestly, people and ammunition, most different equipment and weapons were from spotlights to huge pontoons, under which three-shoes looked like a tiny pickup. So drove to Berlin and Prague and returned back ...

Thank you, Zakhar!

They say, witty chauffeurs called the car "Zakhar Ivanovich" before the war. This name lived for a long time, even after the ZIS-5 was removed from production. On inertia, it was also called the ZIS-150, and sometimes even ZIL-164. In the Urals cars produced almost until the mid-1960s. Well, "Zakhara" worked, especially in the province, as well as in the 1970s, experiencing small, medium and large repairs, faster than awkward details.

So this truck, with whom we seem to have found a common language, - modest, not at all a paphos hardwood with a long, confusing fate. But he is not a museum exhibit today. This zis is a Mosfilm employee playing in the pictures of himself. By the way, not everyone, even an eminent actor awards such honor. ZIS-5 she deserved it.

Worker, peasant, soldier

ZIS-5 - noticeably upgraded AMO-3; Released since 1933. The three-tone truck was equipped with a row 6-cylinder engine capacity of 73 hp and a four-stage gearbox. On the basis of the ZIS-5, many serial, small-sector modifications and prototypes have created. In particular, the ZIS-10 truck tractor, three-axis ZIS-6, elongated chassis for special equipment, gas generator ZIS-13, all-wheel drive ZIS-32, semi-sized ZIS-22 and ZIS-42. In Moscow, the car was released until 1948, recent parties, under the ZIS-50 index, with a 90-horsepower engine ZIS-120. ZIS-5 also produced in Ulyanovsk (Ulzis) and Miass (Uralzis). In the Urals, since 1956, the version of Uralzis-355 was built with an 85th power engine, a gas tank under body, hydraulic brakes and other improvements. The last modification with a more modern cabin of a la gas-51- URALZIS-355M was produced until the mid-1960s. Total built about a million copies of the ZIS-5 of all versions.

The editors thanks the Director General of the Mosfilm Concernand the playing column of the film studio for the provided car.

About the famous "Three-shoes" from military likholety, battle chariots of front roads and work horses of the rear, heard, of course, many. But not everyone knows, probably that the production of such cars continued over three decades, and ended only a year of the 20th anniversary of the Great Victory. And even more so, not everyone knows the technical nuances of the device of cars from that far from the era.

The range of trucks, buses, tractors and specialists, created using engines, aggregates of the transmission of cabins and the details of the plumage from the ZIS-5, reaches fifty species. In this material we will consider only some cars that have left for the history of personnel photos and newsreel.

In the preparation of this material, a number of books of 1932-1958 of the publication were used, the list of which is shown at the end. In addition, we used only archival photos of those years. Internet suffer, offering "funny pictures" from our days, does not think, and apparently simply does not know that they are in most cases do not correspond to historical reality.

The cars are sometimes painted in such a color palette, which was not and could not be 60-80 years ago. On the pre-war specimens you can see the wheels from GAZ-51-53-3307, then everywhere. The same cars can carry the post-war body. On machines supplied as Uralzis-355, there may be cabins, a metal "in a circle". Finally, on many ZIS-5V and Uralzis-5M machines, on their "direct" wings of a military sample, farkers are installed, which the plants have never been installed.

The predecessors of the ZIS-5 truck were AMO-2, (1931 G.V.) and AMO-3, (1932 G.V.), the prototype of which the overseas "autocars" appeared. Amo trucks did not differ significantly with each other. Their principal difference was that the "Two" had a part of the American components, and "Trejca", (or "New AMO") was collected from Soviet, although in some cases licensed parts and nodes.

As ZIS-5 inherited not only the appearance of their predecessors, but also a number of their constructive features, it seems that not to remember the technical solutions transferred by "inheritance", it will be simply unfair. This zis did not appear by itself, from "nowhere."

AMO machines, a lifting capacity of 2.5 tons, were equipped with six-cylinder, rigid, low-blanked carburetor motors with a working volume of 4.88 liters (cylinders size 95x114 mm.) The degree of compression is 4.7 units, and with a capacity of 60 hp.

The transmission of these cars included:

• 2-disk clutch of the Long construction, used on all ZIS machines and Uralzis, until 1965. If the clutch of the ZIS is different from the aggregates of AMO with the size of the discs or the force of pressure springs, it does not have a fundamental value;

• 4-speed gearbox, type of brown-lope, with a single casting of clutch and gear crankcases, with gear ratios 5.35; 2.84; 1.47; 1.00; back Stroke 6.25. The same checkpoints, but with other gears, (see below), were used on all ZIS and Uralzis machines, until 1965. Their peculiarity was the lack of synchronizers, therefore switching transmissions accounted for a double clutch disclosure, and the transmission algorithm was the same as all Soviet "lawns";

• Rear axles with two-stage main transmission, (conical and cylindrical pairs of gears), with a shared gear ratio of 6.41, fully unloaded by semi-axles and separate hubs on dual roller bearings. Bridges with the same gear ratio of the gearbox, were used to the first half of the 50s, to the car Uralzis-5M inclusive.

The rear axles of this design were used later on all the "highway" trucks ZIL, up to the defeat of the auto plant in the "zero" years. And if readers know the bridge device of the same, then in the drawing of the same aggregate of AMO, they will not find anything fundamentally new for themselves.

The front bridges from AMO, with a "deep" beam, were used until 1957, to the model "355V" inclusive.

Steering mechanisms from AMO, type, type "worm - crank with a finger", according to the American steering wheel "Ros-gir", with a gearbox 15.9, moved to ZIS trucks.

But what is 15.9 for a truck weighing 6 tons? The first post-war "victories", (1.85 tons) had gearboxes 16.6, and since 1950, at the request of the workers, received a new gearbox, 18.2. Recall that there were 20.5 reducers, and ZIS-150 machines, 23.5 units reducers. Nevertheless, the steering gearboxes from AMO without change were used until the mid-50s, to the Uralzis-5M model inclusive.

The brake systems of the AMO trucks were combined. The drive of the rear mechanisms was mechanical, traction, and to the front wheels - hydraulic, acting from one, with the rear "mechanics", pedals. But since the front hydraulic guide did not do, it was refused to ZIS-5 from it.

But the design of the rear drive from AMO, together with the mechanisms, was used until 1947. The peculiarity was that every wheelchair had two pairs of brake pads located mutually crosswise. One pair was given only from the working pedal, and the other was only from the "handbrake"

The main character of this narrative appeared in 1933. From AMO externally, it was distinguished by only the fact that he had no two-story chrome front buffer. Bumpers, as now "Quests" instead of holidays, then have not yet come up with.

In the preparation of its production, designers, headed by Evgeny Ivanovich Vazhinsky, the main attention was paid to improving the traction characteristics of the machine, which in the era of the absence of roads, and existence, mainly directions, (according to the expression attributed to General Guderian), was crucial. By the way, in the dock. The film "Cars in the pursuit", (Studio "Wings of Russia", 2009), unequivocally stated that the Germans willingly used the trophy zisa for them. The audience saw the chronicle as ZIS-5, a pre-war release with "round" wings, managed helplessly protruding in Russian dirt, "Opel-Blits" and "Mana".

Engines car ZIS-5

To exclude the curvators regarding the continuity of Motors IMO and ZIS, we will give a interpretation from the 1936 book.

To this, it is necessary to add that for export versions of machines, (already in the 1930s there were supplies to Turkey, India and Iran), the Motors of the ZIS-5A were produced with a compression ratio of 5.3 and a capacity of 77 hp.

Well, readers, of course, know that the above-mentioned sizes of the cylinder-piston group have retained the Motors of the ZIS-150 trucks and, and the ZIS-155 buses and Zil (Liaz) -158.

The appearance of the SIS (IMO) power unit is presented below.

On the ZIS-5 motors, gear drives of the water pump and the generator were used. From the drive shaft of the water pump, it was rotated and a breakright roller - the ignition system distributor. And the belt drive had only the cooling fan. We draw attention to such a layout of the engine attached equipment because, with the last, post-war modernization of the car, they refused it.

Engine lubrication system

The reader, of course, realized that the illustrations of the power unit in two projections were given from different books. Digital footnotes - Comments, the source is given in the text. But it seems that there is no need for them.

On these pre-war engines, thin-walled shift liners of the crankshaft bearings have not yet been used. Bearing beds were poured by babbit, and at the place were processed under the diameters of the neck of a particular shaft.

How the oil pressure was controlled, it is better to quote literally:

The only, full-flow (!) Oil filter with a felt rings was used in the lubrication system, it was completely disassembled, individual rings were washed in gasoline, blurred with compressed air, and therefore the replacement was not required at each change of oil. All purified oil has completely received on the lubricant of the parts, and only after that fastened into the pallet.

If this readers seem incredible - even post-war motors in the 50s did not have such full-flow filtration, we suggest to see the scheme of this filter, and circulation of oil through it, (right drawing).

The circulation of oil on a heated engine is shown. Through the channel 8, from the pump, the oil passes through the filter-bottle, from where the exit, only one, on the channel 6 - to the main oil housing line. Q.E.D. Lower channel 9, with its valve 3 - drainage, to prevent overpressure on cold thick butter. And the upper valve is 7 - bypass, in order to avoid "oil starvation" of the engine during a frozen or contaminated filter.

Engine power system

The power system included a 60-liter benzobac (under the driver's seat, provided only 200 km. Run), and carburetors with the "ascending" flow of the mixture, only by discharge in the cylinders. Carburators of the Moscow AutoMature Plant, (subsequently, Moscow Carburetor, MCZ), MAAZ-3 and MAEZ-5, were designed according to American "Zenitov", but were simpler and technologically for our production conditions.

The carburetors had "dry" air cleaners, (on the terminology of the time), which first combined with them into a single block. But in the future, air filters derived as high as possible into the subcarrane space, connecting with carburetners using transitional benches, the fuel supply was carried out by diaphragm fuel pumps, which were performed in a single assembly with filters - sumps.

Motor cooling systems - open type, without tightness of radiator, thermostats and blinds. Their temperature regimen was not controlled, but due to the lack of hermetic plugs, the increased evaporation from the radiator neck was visible well and in advance. Naturally, therefore, the water to check-tosses accounted for more often than antifreeze during sealed systems.

Motors had two additional lever controls on the steering column, under the "Branca". One of these levers was provided by the "permanent gas" - manual control of the throttle of the carburetor, for which the ZIL and gas in post-war machines - flexible cables were used. Another lever, the ignition advance was regulated, since the standard interrupters-distributors of the IGC type, the automatic vacuum regulator has not yet had. But low compression engines forgotable possible errors with such adjustments, "paying" only fuel facing and deterioration of the dynamics of machines. Information about any frequent or serious breakdowns because of this, the story did not leave us.

The list of used literature does not mention the publication on which we will come down once. This is a book M.M. Orlova "Mottozos", (ONTY, 1936). Apparently, only from this source, today we can learn that the Machines of AMO-3 and ZIS-5 were planned to install diesel engines. What were manufactured, tested, and ready to serial production 60-strong Motor NATI 1-60, and a 70-strong power unit M-12. But the obvious problem was that at that time there were no extended devices for a more easy launch of diesel engines in winter, which for mass promising trucks, and in the conditions of our winters, was unacceptable. Not by chance, even diesel compatriots, more than half of the world, were roasted on armored vehicles with gasoline engines.

And carburetor power units AMO and ZIS, together with their gearboxes, on the pre-war, and first post-war mothers and drinkers, found their use.

Thus, the booties of the Kaluga plant of the NKPS, with a power unit from AMO-3, and both leading axes on the highest transmission in the checkpoint could move the composition weighing up to 85 tons, (2-3 bio-axis "dryer", depending on their download), at a speed of 40-45 km / h. And on the first gear, the weight of the composition on the horizontal portion of the path, could reach 260 tons, - 6-8 such cars.

Such railway cars were only until 1936, more than a thousand were made.

And since we touched the railway themes, you can recall another fact from our history. From the book - the collection "Echelon for Echelon", edited by Lieutenant General of Technical Service A.S. Clememina, (Military Publishing Department of the Ministry of Defense of the SSR, Moscow, 1981), we learn the case that took place during the battle in Ukraine.

Unfortunately, the story has not kept the photosVediacy for us to the Russian soldiers' seven years old. But how to know, maybe it is one who is unprecedented in the history of domestic transport the case, and was not forgotten after the victory. And pushed the Soviet machine builders and transport workers, to create and operating cars on a combined, (railway) go. Machines, undoubtedly universal destination, the bulk of which was naturally trucks.

Transmission car ZIS-5

As already mentioned, the clutch of the AMO machines and the ZIS principal differences did not have two-disc, with a mechanical drive. The clutch pedal block and brakes were attached to the clutch carder, and when removing the unit, starred with him.

The gearboxes of the ZIS-5 machines and their further varieties of-modelinations, received other gear ratios: 1 - 6.60; 2 - 3.74; 3 -1.84; 4 - 1.00; Z.Kh. - 7.63. And already with such gears were applied on all subsequent models of the family, until the end of its production in October 1965 ..

On the ZIS-5 machines and their modifications, they found the use of cardan transmissions with Garden type hinges - a spice, which were used on AMO trucks. But unlike the latter, the designers abandoned the intermediate soft couplings, leaving only two universal hinge with crosses on sliding bearings.

And the rear bridges from the AMO, on the pre-war ZIS-5 machines no changes received.

Chassis ZIS-5

Car suspension AMO and ZIS on longitudinal springs. The springs were attached to the threaded fingers and earrings. The springs did not have central tie bolts, and to avoid longitudinal displacement of sheets relative to each other, there were special recesses and protrusions for the mutual fixation of the neighboring sheets.

The front 11-leaf springs worked in a pair with mechanical lever shock absorbers. Friction nodes of such shock absorbers were collected from the packages of steel elastic multi-treating "stars", due to the friction forces between which oscillations in the suspensions were quenched. In the rear suspensions, 10-sheet basic stem packages were used, and 7-leaf "pre-sodes". Shock absorbers not from behind

"Two-poon" wheels had a size of 34x7 inches tires. According to pre-war standards of tire dimension, this meant: 34 inches - the external diameter of the tire on the treadmill, and 7 inches - the width of the shelf wheels for the tire mounting. Tires were considered high pressure, (St. 5 atm), and they were supposed to be punished with a special standard compressor installed on the transmission box.

ZIS-5 control mechanisms

About the steering controls of pre-war cars, with classic longitudinal and transverse traction, to those who have said earlier, add nothing to. And on the brake mechanical drive ZIS-5 you need to pay some attention

In the figure, we see two independent couples to the rear wheelchairs - confirmation of previously given information about separate drives of working and parking braking. And the flexible cables of the drive of the front mechanisms unequivocally indicate that the front wheels when braking began to act later than the rear dual skates. For the front drive must have big backlash - slack, in order to avoid self-removing wheels when turning.

However, the efficiency of braking with the front wheels, with other things being equal, was to be higher than that of the rear wheels. The area of \u200b\u200bthe working braking pads at the rear wheels are smaller, and the load on the rear axle is always higher. Therefore, in the necessary cases, to reduce the braking path, the driver should also use the "manual".

As for the speculation that with the mechanical drive of the brakes, the pedal is always more severe and "hard", then let them speculate and remain. Liquid, (and brake including), incompressible, and in the absence of air bubbles in the hydraulic system, there will be no feeling of light and soft pedal - if anyone from the readers traveled to GAZ-51 or, it is not observed. Everything, ultimately, is not determined by non-liquid, or cables - traction, but by transmitting efforts the lengths of the shoulders of pedals and intermediate levers.

The device and the principle of operation of a very surround front wheel slot mechanism, we will not comment in detail. We only note that in this Soviet on the fact of the design, everything was done for servo effect - additional symmetric "breeding" of both shoes to the drum. When braking, one of the pads, due to the friction force of the drum, increased the power of pressing and another pad to the drum. Such ability of the mechanism was equally triggered both during the front and at the rear course of the machine.

Electrical equipment ZIS-5

Electrical equipment of the ZIS-5 machines and their varieties, it is worth considering it in more detail. For many typical technical solutions of that era, the current readers may learn for the first time.

In the material there will also be presented by several options for the CIS Electros. They also have undergone evolution as well as the external differences in trucks, attachments of their engines, changes in transmission or brakes. Therefore, for a number of readers, such changes may also be not indifferent.

The electrical equipment of the ZIS-5, voltage of 6 volts, had polarity "plus for mass" and rechargeable batteries with a capacity of 112 amps-hours. Starter inertial type, Maf-4007did not have a forced mechanical activation of the drive. As prompts the name, the gear turned on and discarded only inertia by the forces.

Type generator GBF-4600, with a capacity of 80 W., had a current of return to 13 amps. There were no automatic voltage regulators, and therefore the return was regulated by a third brush that the driver was rearranged at its discretion at his own discretion. How? So that the ammeter always showed the charging current on medium and large turns.

On the engines of these machines, two different options for ignition systems were installed: one is a classic battery, with a coil and ignition distributor, the other - from a magneto, an autonomous high voltage current pulse generator, which had and distribution node for wires to candles.

With low, (4.6), compression degree, starting the engine with the help of the "starter curve" - \u200b\u200ba starting handle, - caused the problems. And the car with ignition from Magneto could be operated even at all without battery.

We are now unknown, how reliably worked the magneto in comparison with the "Bobin - the Trambl" kits, but they still did not get much spread. Perhaps because the ignition advance was impossible to be adjusted even with manual levers, and the machines had the worse overclocking dynamics because of this.

As for the battery systems of ignition, then interrupters-type distributors IGC-4221There were automatic centrifugal advance regulators, and manual advance control was only auxiliary.

We can offer readers two varieties of electricity from ZIS-5, with battery ignition, and from magneto. Any reader will notice that in different schemes - general switches are also different. It could not be different: the ignition system from magneto is separate, and no other relationship has nothing to do with any other circuits of general electricity.

According to any of the schemes, readers, versed in the automotive wiring, will see that the ignition turned on the same switch as the lighting of cars.

Professional car thieves were not yet born, the discipline and attitude towards popular goodness from the Soviet man were the stock edge higher than now, and therefore the need for "ignition locks" with the keys was not. By the way, although on the ZIS-150 trucks, the ignition locks appeared immediately, on the ZIS-155 buses, and even ZIL (LIAZ) -158, which were produced until 1970, did not have locks with keys, not only electrical equipment, but even the doors of Cabin! Everything was solved by ignitions, buttons of starters, and ... conscience of Soviet people.

So, in the "zero" position of the switch, everything was turned off in the first position only ignition turned on, (and a separate button - starter), and so it was possible to ride the day. If it were not for one "but": no "stop" was not working - a signal nor a beep. With the second position of the switch, not only signals, but also the rear lamp, and the "small" light of the headlights.

How not to remember the position of the current rules - and the day ride with the light! But small headlights, according to the concepts of that time, it is just a light bulb of the overall light, which, for the lack of subharbones, were located in the headlights.

Two types were used on the pre-war trucks and buses ZIS headlights. At first, with the AMO trucks, the headlights of the Ford type were switched to ZIS-5 and its varieties, (on the interpretation from the book. 2), with flat stools.

These devices had two separate light bulbs - side overall, in 3 sv. (3 W.) and one-time central, power of 21 sv. The divisions on the "closest" and "far" light was not, and the actual night lighting of the road had only one mode, ("big" light). These headlights were interchangeable with gas-ah headlights, and.

But we recall that the power of light in 21 sv. , (21 watts.) Has "near" light in trucks ZIS-150 and GAZ-51, the rays of which were also sent down. And in ZIS-5, the only thread of the lamp was located in the focus of the device, and therefore the headlights of even such power shone further than the near light of post-warning machines.

Closer to the end of the 30s, domestic headlights appeared, such as 50-00-A, with spherical stools. These headlights have a central two-dimensional lamp, capacity (21 + 3 sv.), Provided the "small" or "large" light mode. And as can be seen in the figure, the threads of the same lamp were powered through different cable inputs in the headlight housing.

On all Soviet pre-war trucks installed only one, a unified rear left lantern, such as 30-00, created by an American pattern. According to the standard of that time, the "Stop" section is a signal, with a light bulb in 15 st. Closed with yellow glass, and the section of the overall light with a lamp 3 sv. - glass "Ruby", (according to the terminology of the time). That is why in the picture from the 1936 book, these windows are marked with different shades. These were real windows, not plastic "diffusers", as now.

According to some information, together with the headlights 50-00-A, the new rear lights, unified with lamps of passenger EMCI, have come for the last pre-war trucks. These devices had a total two-dimensional, (envelope + "stop" -cignal), a central lamp, a total round glass "Rubin" with a frame, symmetrical at the height of the screws of their attachment, and the lower side glass backlight.

We have reason to consider such information by a technical error in the publication. But if at what a retro parade the reader will see this lantern on the ZIS-5, it will still be more correct than the FP-101b lantern with a plastic lid - the scatterer, the SIL-130 era.

Cabin and car body ZIS-5

On pre-war trucks ZIS Cabin had a wooden frame, but outside "in a circle" they were trimmed with sheet metal. The levers - the pedals had a standard purpose, and the instrument shield included only two positions - the oil pressure control device, ("controller" or a switch pressure gauge) and a "coil" speedometer, where the movable coil - the roller rotated relatively fixed risks - the arrows applied in the center of the glass instrument. In addition, an ammeter was located separately.

There was no electric pointer to the fuel level, the gas of the gasoline was checked by a ruler - the dipstick, the benefit that the benzobac was immediately in the cabin, under the seat. Just as it was done on both GAZ-51 - 53. The cabin is the lifting wind glass with the only one, from the driver, a vacuum wiper.

Trucks ZIS-5 before the war were issued 532.3 thousand copies, of which about 102 thousand, on 06/22/41, were in the army. And on mobilization, there came there, of course, much more. We do not accidentally give only the estimated numbers of a general released number - the accuracy of plus-minus one copy is hardly interesting to anyone. And in "specific" figures, not in our fault may also be inaccuracies.

Pre-war varieties of CIS cars

The 1934 sample truck could conditionally be considered an increased passability machine. For the second rear axle served to increase the lifting capacity of up to 4 tons only on the highway. And for off-road, the load limit was prescribed to 2.5 tons, as well as from the all-wheel drive ZIS-32 appeared (see below). And then the third axis served not only to increase the tapestility of the machine, but also to reduce the axial load on the grinding ground.

By the way, three-way, with the same transmission layout, - without the front leading bridge, but with a demultiplier, and with a "universal" tire protector, the usual, "highway" truck, was not considered. And with comparative tests on off-road, left the Ural-ZIS-355m, which showed phenomenal permeability and traction qualities on the mud, (see below) far behind themselves. But let's return in the 30s.

The car had a motor and gearbox from the ZIS-5. The novelty was an additional gearbox with a demultiplier, (1. -1.54, 2. -1.00).

The main programs of the leading bridges were "two-storey", worm-type, with ratio of 7.4. And taking into account all the previously given data on the transmission of machines, it is easy to calculate that on the first gear into the checkpoint, and the lowering in an additional box, the ZIS-6 on the taigament is exceeded by the usual three-thunder than almost 80%.

This three-grader, there were one common cardan shaft on both bridges, a central transmission parking disc brake, and a vacuum amplifier in the mechanical drive of working brakes. And the rear bridges had double spring hanging, like a three-way "lawn".

Treaters, with an application for the title of high-passing machines, in pre-war time received the simplified name "Werethe". However, the three-way type of Gorky half-flight, Gas-aaa, the soldier's brethren in the years of war with disgust called the "omnip".

It is not surprised to be surprised at this - a 40-housing engine gas could not always "pull out" the car from the dirt on the previously enabled transmission. Well, switching gears with double clutch disclosure, and almost always - with a complete stop of the machine, for the further possibility of movement, sometimes becomes fatal. The fact that such a "honorary title" received a three-axis zis with his more tracked motor, we are unknown.

According to information launched at one time, the domestic automotive historic L.M. Shugurov, (now deceased), Motors of all CIS-6 cars, had ignition only from Magneto. It is difficult to disagree with this - the army machines were to manage and without batteries. However, for a number of reasons, we will not confirm this.

ZIS-6 cars were released a little more than 21 thousand pieces. How many of the original samples are preserved to this day, after four years of front-road off-road, it will not say, apparently no one. But, for example, the ZIS-6 car, from the game column of the Mosfilm film studio, has a back truck completely from ZIL-157. Therefore, it was not a fact that she ever had a ZIS - sixth.

Buses ZIS-8, ZIS-16, and ZIS-16C

Buses to the subject of the magazine do not belong. Therefore, here they will be discussed only as a variety of chassis of the base truck ZIS-5, since their specific features - carrier or semi-suite bodies, bad, medium- or rear-engine arrangements - did not have.

And above all, it must be said that the pre-war buses ZIS had their own chassis. No universal chassis, for long-tone trucks, buses or fire trucks, as this sometimes is trying to imagine other readers, or "linked" other writers, did not exist.

The ZIS-8 bus chassis, (1934) in comparison with the ZIS-5, had a longer base, (4420 mm against 3810 mm). This requires an additional shaft and intermediate support in the cardan transmission. Softy rear springs were also applied - the main packages of 9 (versus 10) sheets, and the predsorry - 6 sheets, instead of 7-leaf packets. The gas tank of increased tank, 110 liters instead of 60 was installed. The reserve of the move increased to 360 km.

But the main difference was in electrical equipment. ZIS buses had 12-volt sources and current consumers. This is explained by the insufficient capacity of 6-volt "cargo" generators for the substitution of a larger number of lighting lamps of the cabin, and route lanterns.

And what to explain the various polarity - the buses - "minus for mass", the question is of course interesting. But, as they say, facts - a stubborn thing. And they are obvious (see the electricity). The generator for the ZIS-8 bus, type Ga-27, had a return on 20a., With a power of 250 W. Where there is a 13-ampeer truck generator, with a capacity of 80 W! In addition, buses were equipped with akb of greater tanks, (144 against 112 A.Ch at ZIS-5).

According to the applicability of starters, even in the original sources of those years, already, alas, there are discharges. Thus, in the 1936 edition, it states that the motors were completed with the starting electric motors of the company "BOSH", with electromagnetic forced inclusion of the drive gear using a traction relay. And in the consolidated collection of TTX Soviet cars, 1954 of the publication, it is argued that domestic inertial starters, such as MAF-31 installed. The Golden Mid may be in what was used both ...

Bus chassis ZIS-16 and ZIS-16C, equipped with forced motors. With an increase in from 4.6 to 5.7 degrees of compression, and new carburetors of the ICP-6, their power units developed the capacity of 88 hp, (against 73 hp), at 2700 rpm, (earlier - 2300). These chassis received a base of 4970 mm, and gearboxes of the main gears of leading bridges 7.67, against 6.41 in ZIS-8.

In both of these varieties, there were vacuum amplifiers in mechanical brake drives. In addition, the time of using hydraulic lever shock absorbers and bilateral action - ZIS-8 and ZIS-5 were mechanical friction shock absorbers. But if the ZIS-16 urban passenger car has installed such nodes only at the front springs, then its sanitary version "16C", had similar shock absorbers in the suspensions of both axes.

These same buses were equipped with larger tires, 36 x 8 inches. However, it did not affect the landing diameters of the wheels, they still had a diameter of 20 inches, (508 mm.).

Buses put on production in 1938 and 1939, respectively, had other generators, G-62, with a return 32 A., and with a capacity of 400 W. The generator sets of all three buses received automatic regulators relays, and their work was not checked for ammeters, but according to control lamps.

The 1934 sample machine was designed to work with a semi-trailer PP-6, a lifting capacity of 6 tons. Since the total weight of such a road train when using the basic motor and gearbox, was 11.3 tons. The car was another rear axle, with a gearbox 8.24, (against 6.41 in ZIS-5). And the tank had a capacity of only 65 liters. And at fuel consumption 38 l / 100 km, the reserve of the stroke did not exceed 170 km. (UIS-5 30 l / 100 km, and 200 km travel)

The car tractor had a regular brake system of the base truck, and to control the vacuum, (due to the difference between atmospheric pressure and the vacuum in the engine cylinders) by the drive of the semi-trailer brakes, a manual crane was provided.

Distribution truck did not receive, its release was less than 800 pcs.

This fire truck, like other varieties of the chassis of the base truck ZIS-5, appeared in 1934 - a whole "fan" of varieties of cars in a year and a half, after mastering the main "three-thunder" production!

The fire truck had the same wheel base as the ZIS-8 bus, (4420 mm), but "freight" springs and 6 volt electrical equipment.

From the ZIS-5 chassis, the fire chassis was distinguished by the presence of a second fuel tank by 60 liters, a "switchant" box in the transmission and a reinforced engine cooling system. An additional box in the transmission, which was controlled by one lever, and stood after the main gearbox, switched the drive from the motor either on the driving wheels or on the fire pump.

The cooling system included an additional heat exchanger in the fire pump housing and pipelines connecting it with a motor cooling shirt, due to which the total amount of cooling system increased from 23 to 41 liters. The heat exchanger did not allow the fire pump to climb when departures in winter. And the water in the engine cooling system was additionally cooled by the "external" water supplied to the extinguishing of fire, during the operation of the motor at an elevated ambient temperature at the fireplace.

These machines were released a little more than three thousand

This car was different from the ZIS-5 only with the size of a wheelbase, (4420 versus 3810 mm), and a long cargo platform, (3540 counter2930 mm). When maintaining a load capacity of 3 tons, it was intended for the transport of bulk cargo with a small specific weight.

But it is interesting to note that this car was actually the forerunner of another elongated car, and already from another era - ZIL-130G. For, if the sake of interest, compare the proportions of changes in the lengths of wheel databases and bodies of the ZIS-12 to the ZIS-5, and ZIL-130G to ZIL-130, we will get almost the same values. With an accuracy of the second meaning digit, after the comma.

ZIS-12 cars were about 4.2 thousand pcs.

The car was put on production in 1941, and was different from the ZIS-5 in the main transmission, except for the changed place of the "spare" fastening, to increase the rear corner of the congress. Yes, this zis was the record holder among all his freight pre-war fellows, on the stock in one refueling. The new gas tank with a volume of 115 liters, allowed to take up to 330 km.

The transmission appeared a handout with a demultiplier, (1. -2.07;, 2.- 1.00). The front leading bridge of the car, in various photos on the network, is visible both with left and with the right gearbox. It may well be that somewhere "restorers" rolled up what was capable of hand.

According to various sources, various hinges of equal angular velocities are also used, and the "disc", and "Bendix-Wais", and even the "Spice", (crossmen, such as those that are now applied on all-wheel drive "Gazelles"). Where the truth, where the fiction is, we do not take it unambiguously. It is known for certain only that the gearboxes of both leading bridges were not "freight", 6.41, and "bus", 7.67.

The car was released in an amount of less than 200 pieces, and therefore it is unlikely that at least one such truck reached victory. And "renovated" ZIS-32 (?) On color photo on the network, may be banal versatiles, elminated, as in the song known "plywood" singer, from what was. This is just the question of the "left" and "right-wing" carders of the main gears of the front axles.

Since this machine was not upgraded with ZIS-5 in order to improve its performance characteristics, and was produced, as well as ZIS-32, since 1941, it can also be considered a pre-war species. In addition, it is impossible to exclude this option that on the eve of the inevitable war, the whole complex of alterations was worked even before June of the first military summer.

Features of this military modification are known to many lovers of the Soviet autorecore - wooden cabin, straight bent wings, only one, rear opening board, no front wheel brakes ...

We only add what was and one more change in the brake system. Now all four blocks of each rear brake mechanism, managed in parallel - either from the working pedal, or from the parking braking lever.

ZIS-5V cars were produced since 1942 in Ulyanovsk, (Ulzis), and from 1944 in Miass, Chelyabinsk region, (Uralzis)

The number of machines released in the war years and the post-war period for us - mystery for eight seals. But, as the reader understands, it was originally the material thought not for the sake of statistics ...

Post-war Modernization ZIS-5

After the victory, Moscow ZIS, released a certain amount of ZIS-50 transition machines, with the appearance of the ZIS-5B, but with a new engine and gearbox from the future ZIS-150. In 1947, the production of three-thundered in Moscow was discontinued, the Ulyanovsk plant was instructed to continue the release of the Gas-MM, and the production of ZIS-5 remained only in the Ural Factory program.

Car uralzis-5m

1947 sample machine, retained the exterior of the model of military years - "straight" bent wings, a fully wooden cabin, only one rear opening board - was not to the sizes.

But appeared, unified with the engine ZIS-120, (A / m zh-150), crankshaft, connecting rod-piston group, thin-walled replacement liners and oil pump. The engine compression has been increased to 5.3 units, and its power up to 76 hp. at 2400 rpm.

Amed with GAZ-51, a hydraulic brake system appeared. And the drive of the parking brake by car, was carried out, as before - on the pads of the rear wheels. For this, designers used the scheme applied earlier on the "victory" - the cable drive to the expansion levers of the pads inside the wheelchair.

Where the pads, and where the expansion levers, we think, do not need to comment.

In Uralzis-5m, new headlights were introduced, such as 53-00-A. And with them, there were separate, "near" (21 sv.), And "far" (32 s) light headlights. And the lamps are "small", now the overall light, as in the headlights of pre-war cars, again became the side, (3 W.).

Instead of a pre-war rear light, type 30-00, a rear lamp type FP-13 type has appeared with other Soviet trucks, with a common glass "Ruby" on both sections.

However, the bulbs with most other domestic machines were non-violent - the post-war car ZIS-5, still, had a six-handed electrical equipment.

Cars Uralzis-355 and Uralzis-355V

According to its original car, Uralzis-355, appeared in 1956. He combined a number of sufficiently modern technical solutions at the time, and the retro-design of the quarter-century ago. And on this combination, according to the concepts of our time, it could be attributed to replicators.

But before we consider it technical features, we consider reasonable, bring the words of the car designers, from the already distant era.

We clarify some points mentioned by constructors casual, as well as not mentioned at all. The engine power was raised to 85 hp at 2600 rpm. Due to the increase in the compression ratio of up to 5.7 units, and the use of the new K-75 carburetor, with the "incident" flow of the mixture. The centrifugal (!) Oil purifier, (centrifuge), and an electrical oil pressure pointer is introduced. 110-liter benzobac (stroke reserve has been increased to 400 km.), With electric benzier.

And the same as the option was offered an engine preheater with an electric fan, these cars, with archaic already appearance, were intended primarily for the regions of Siberia and the Far East.

In the transmission, a single drive shaft with two hinges was applied, without intermediate support, but still, with crosses on sliding bearings.

The steering column and the gearbox were now used from GAZ-51, and the gear ratio of the steering mechanism was now 20.5 units.

The car received six-poin wheels from ZIS-151, and wider tires, measuring 8.25x20. And the reserve "moved" from under the back of the frame, under the right side of the body, as well as in GAZ-51.

The diagram of the 12-volt electrical equipment system was "approximate" to the technical solutions applied on post-war Soviet trucks. PF-3 subharbones with light bulbs 3 sv., (Over the overall light), and the headlights of FG-1, unified with ZIS-150 and ZIS-151. But it remained non-violent with other machines, a 12-volt generator G-42, with a return of 18 A. - he still had a gear drive. And the MAF-31 starter, from the pre-war busement ZIS-8, was still inertial type.

Although the car of Uralzis-355 had a fully wooden cabin, which, of course, was still not locked, but there was still an ignition lock with keys. And the combination of devices and the design of the dashboard has already matched similar design of other Soviet trucks.

This truck, very similar to the pre-war ZIS-5, appeared outwardly different from the last wider part of the front wings, due to the installation of wider tires. A longitudinal amplifying wooden bars appeared on the side sides of the body. Well, and as already mentioned, there was no outer metal cube sheat, and sweathers appeared.

The Uralzis-355V car, produced in 1957, and retained the pre-war appearance was the transition model for the machine "355m".

The Uralzis-353 engine, with a compression ratio of 6.0 and the K-75 carburetor, "issued" 95 hp at 2600 rpm. In comparison with the same engines, it was significantly recomposed.

The side water pump with a gears-actuator gave way to the central "front" pump with a common, (with a generator) with a belt drive. M-12 generator with an impact of 18 amps in its fastening and drive, if necessary, could be replaced by similar nodes from gas or ZIS machines. The ignition distributor of a new type P-32 is now installed on the right side of the front cover of the distribution gear. And the starter was attached to the right side of the cylinder block, now installed on the left side of the power unit. The new launcher of the ST-14B, had a forced switching on the drive gear from the foot pedal.

The latest modernization of the legendary three-thunder was delivered to production in 1958. Outwardly, it was more similar to GAZ-51, which is no wonder: by that time, Andrei Alexandrovich Lipgart was translated into Uralzis, the former chief designer gas. This explains many previously mentioned similarities of the Machines of the Ural and Gorky Plants.

Lipgart, of course, knew all the strong and worked qualities of the former "their" cars. In addition, he understood the feasibility of unification of such equipment of that era like freight cars. He also "crossed" for the URAL-ZIS-355M stamps of the Cabin of an old sample, no longer used in the production of GAZ-51 and GAZ-63 machines. That is why the "lawn cabins" from the second half of the 50s, differed from the machines "355m" form of doors and doorways - in the latter case there were "straight" bottom corners of these structural elements.

In addition, Uralzis-355m to the last day of production maintained wooden frames of doors that had only metal sheets of outdoor and internal trim.

The machine is very updated in design, retained all the same, tested by time and roads, the main units are engine, gearbox and rear axle. But she got a completely new frame, as a result, the clutch pedal block and brakes are now attached not to the clutch can, but to the spar frame. The shoulders of pedals have now become the same.

In the transmission, a cardan transfer was introduced with crosses on needle rolling bearings and with an intermediate support, as well as in GAZ-51. New springs allowed to raise the carrying capacity of the machine to 3.5 tons. Hydraulic shock absorbers appeared in the front suspension.

The car received its own six-fledged wheels with windows - "lykovkov". But unlike the previous models of this plant, the trucks have now been completed with the tires of the "Werethe" type, with the tread "Christmas tree". They are still intended mainly for the eastern regions of the country, where there were not only roads, but also remained simply "directions".

There were changes in brake systems. In the rear wheels, for the first time, the only time on trucks, two diametrically opposite working cylinders were used, each of which pressed only its block. And the ends of these pads were directed towards the rotation of the drums during the front course of the machine, to obtain a servo effect - self-grinding pads when braking.

The same picture, as in the front drum brake mechanisms of any "Volga". In the absence of an amplifier, it was a considerable help of the driver of the truck if emergency braking is necessary. But such a decision completely excluded the possibility of using expansion levers of parking braking drive. Therefore, the central transmission "handler" was used in Uralzis-355m.

The reservation was not done by chance: in the reference book NIIAT 1958 the publication, it is indicated that the car had a calent drive of the parking brake on the rear wheels. What is the error of the compilers of this reference book, and does not correspond to reality.

This truck model had FG-2 headlights unified with "optics" of GAZ-51, it received and unified PF-10 subharbones, with 2-stranded lamps 21 + 3 sv. (Gabritis and "turn signals"), as well as the rear selected lights of the PD-5 turn signs, unified with gas and ZIS trucks. But the rear left oven lamp is type FP-13, remained the only one before the early 60s.

And with the cabin from GAZ-51, its heater appeared on the car, as well as the second, right wiper.

The Ural Automobile Plant was named Stalin until 1961, when the "355M" hood is the inscription "Uralaz" appeared on the sidewalls. But this faceless name from professional motorists did not take root - it remained only in the "gaiish" documentation, accounting reports of auto believes, and in the car directories of the time of Khrushchev.

Cars Uralzis-355m, (we will call things own name) In the autoships of the eastern regions of the USSR, remained in more or less regular operation until the end of the 80s. So, at least, it is declared, in the materials of the modern historian of Soviet trucks and buses, M. Sokolov, dedicated to the last model of Uralzis, (Magazines "AutoTrak" and "Commercial Transport", 2009).

By the way, in the materials mentioned, all the same author told readers and the following. These trucks, with the only lead axis, in a number of leshozes of Siberia, Altai and the Far East, re-equipped to forestry tractors, exported whims of logs from forest plots along with all-wheel drive tractors MAZ-501, (4x4) and ZIS-151, (6x6)! And as the reader understands, only the tires with the tread "Christmas tree", there would be little here ... Of course, in the photographs-evidence of such opportunities, the latter of the M Rican of Zis, there was no lack.

And the zises with wooden cabins, and in the first-hearth, worked until the beginning of the 80s. At the Moscow Confectionery Factory. P.A. Babayeva, Uralzis-355 served as an intra-water transport, and only the death of a front-line driver worked on it, put the car to the joke.

And in the 15th taxi park of the capital at the same time, a pre-war copy of the ZIS-5 was also worked - a polishing "barrel". Moscow fans of the Soviet autoretro these facts should be known ...

Used Books

1. "Car" M. Peter, with Application for cars AMO-2 and AMO-3, Ogiz Gtorransisdat, Moscow - Leningrad, 1932.
2. "Cars ZIS-5 and ZIS-8" A. Babich, Navy of Ukraine, Kharkov-Kiev, 1936.
3. "Automotive brakes" I.L. Cruise Publishing Min. Armed Forces of the SSR Union. Moscow 1947.
4. "Electrical equipment of cars" Yu.M. Galkin Publishing House of Mintchomhoz RSFSR, Moscow-Leningrad, 1948.
5. "Soviet car", Acad. E.A. Chudakov, Publishing House of the Academy of Sciences of the USSR, Moscow, 1952.
6. "Operating and technical characteristics of cars." HELL. Abramovich, Publishing House of Mintchomhoz RSFSR, Moscow, 1954.
7. "Car Uralzis-355" Guide Mashgiz, Moscow, 1957.
8. Quick Directory NIIAT, Avtotransisdat, Moscow, 1958.
9. Autotractor electrical equipment and appliances. Directory Catalog, Center Institute Scientific. Tehn Information Engineering Information at the Soviet of the USSR, Moscow, 1962.

By the 30s of the last century, there were no questions in the capture of the compete, but the question with the organization of the car was decided. For example, a gas-a car released in Nizhny Novgorod, and it was a licensed copy of Ford-a. From the end of 1932, the domestic equivalent of Ford left the hammer into the masses. In total, more than 40,000 cars were found in the Gorky Automobile Plant (and later - at the Moscow Plant named after Kim). Gas-A, of course, bought for employees of party and state bodies. But since the middle class car has not satisfy the requirements of all representatives of the authorities, it was decided to develop a car for the highest link. This task was entrusted to the Leningrad Plant "Red Putlivovets".

Already in March 1933, he saw the Leningrad-1 light (L-1). Manufacturers did not hide that they create a "Soviet Butyman": the BUICK-32-90 model of 1932 was taken as the basis.

For the month of "Red Putilovets" gathered six cars that took part in the May Day demonstration, becoming the subject of universal pride. And on May 19, these machines took part in mileage to Moscow and back.

In general, the party represented by the head of the drug addresses, K. Ordzhonikidze, was pleased with the creation of the Leningrad plant. The following year was planned: 2000 cars. Ideally, it was planned to produce 20,000 cars L-1 per year. But these plans were not destined to come true.

"Leningrad-1" was flawed. The developers did not have enough experience in developing such complex techniques. The mileage between the two capitals revealed a number of technical problems, not all cars overcame this distance without breakdowns. As a result, the production of cars for the first persons was postponed to Moscow. Development engaged in ZIS. And director Zisa I. A. Likhachev did not fail.

ZIS-101.

Engineers under the leadership of E. I. Vienzhien, unlike Leningrad predecessors, did not copy, but engaged in the production of their own car. And in 1936 the plant. Stalin released ZIS-101.

It would not be quite true to say that ZIS-101 did not borrow anything from their competitors.

The eight-cylinder topless motor moved from Buick, steering and rear suspension borrowed from Packard. The appearance was commissioned to develop American body studio The Budd Company. And the Americans coped with their task. The car turned out not in communistly elegant.

The first copies left in the spring of 1936 and were represented by Joseph Vissarionovich, who remained satisfied with the development. And from the beginning of 1937 ZIS launched a conveyor assembly.

Characteristics

Length - 5750 mm; width - 1890 mm; Height - 1870 mm; Road clearance - 190 mm; Weight - 2550 kg (full - 2970 kg); Engine volume - 5750 cubic meters. cm; tank volume - 85 l; Fuel consumption - 20 l per 100 km.

For the first time in the history of the domestic automotive industry, the car salon was heated. Some cars were even equipped with a radio. ZIS-101 developed the power of about 110 liters. from. and speed 115 km / h.

Modernization of the 101th

Despite the fact that the creation of the plant them. Stalin accepted heat, Zisa had a number of flaws. The car was heavier competitors about half a thin; The motor did not impress the motor compared to the analogues. In addition, the plant faced both financial and personnel problems: Viengensky, project manager, arrested, and in 1938, according to the cruel context of the epoch, shot.

Despite difficulty, designers managed to squeeze the maximum from the project. In August 1940 released ZIS-101A. The tree is no longer used in the body's production. Carburetor - with a falling stream. The motor in the upgraded ZIS has a power of 116 liters. from.

At the same time released the ZIS-102 with the Body "Cabriolet".

The factory understood that the progress was not to stop and that the car produced is inferior. Based on this, it was decided to "hit the doublet". At the factory, two modernized versions were prepared: ZIS-101B and ZIS-103. The first was distinguished by the protruding trunk, the difference of the second was an independent front suspension. ZIS-101b gave life in May 1941. Only two samples were released.

It is noteworthy that ZIS-101 was at its disposal not only officials, but also ordinary people. In Moscow, there were more than 50 cars of this brand, and most of them were used in the taxi service. In total, almost 9,000 WIS-101 cars were released. The production of ZIS-101 ceased July 7, 1941. He continued the history of the domestic automation bright ZIS-110. But after the war.

ZIS-110.

Everyone continued in 1944, when Zis Engineers began to design a new representative car model. It was found to be thorough: the head of the project B. Fitterman knew what a responsible task is assigned to it and what results are waiting for thiefs.

Stalin factory engineers knew about Love Jugashvili to American cars. Therefore, as a basis was decided to take Packard in the 180th body of 1941 release. Indeed, at first glance, the new Soviet representative of the representative class turned out to be similar to his overseas colleague. But only at first glance. Domestic automotors brought a number of both visual and technical changes (both armored version were also developed, but about it below). The landing footsteps are hidden under the door, for the spare wheel changed the back of the body. And yes, it can be said that the body of a new car was completely designed and prepared inside the country (before that, with the design of Soviet designers, friends from America still helped at that time).

Since the project followed personally, Stalin, the development was very torn. In July, the first sample - ZIS-110 appeared.

Characteristics

The new ZIS, like his predecessor, was designed for 7 seats. The eight-cylinder engine accelerated the six-meter car to 100 km / h in 28 seconds. The engine of the new ZIS (power is 140 l. With. At 3600 rpm) was considered the most powerful engine of Soviet production until 1950.

Designers worked for fame: the engine worked quietly and smoothly. The maximum speed is 140 km / h. Weight - 2575 kg (full - 3335 kg). Width - 1960 mm. Height - 1730 mm. Fuel consumption - 28.0 l per 100 km.

The gearbox was located on the steering column. Box mechanical, three-stage. The dashboard was located a speedometer, fuel level pointer, thermometer, ammeter, oil pressure gauge, left and right direction indicators, left light, ignition.

In the cabin there were a radio, cigarette lighter, clock, a pepper.

Modernization of the 110th

Under the needs of "ambulance" was developed by ZIS-110A. This modification was distinguished by the fact that there was a lantern with a red cross over the windshield, leaked to the top of the hatch in the back of the body, a special first-aid kit, retractable stretchers in the car cabin

ZIS-110B - Phaeton with a folding male roof.

ZIS-110V - a convertible, released just three pieces.

ZIS-110Sh - Experimental All-wheel drive car. Four copies were created, which were subsequently destroyed, but they gave the life of a full-fledged all-wheel drive ZIS-110P.

ZIS-110Sh - a boat car.

And finally, the ZIS-115 is a government car with armor.

ZIS-115

If an externally, the first premium armored car did not differ from the serial ZIS-110 (except that there were no white bands on the sides, the tires of a larger diameter of a powerful fog light installed in the middle of the front bumper), the design changed radically.

All chassis aggregates have been strengthened due to the mass (whether a joke, 7 tons!). Also reconstructions were grip, gearbox, rear axle, front and rear suspension (for the same reason). The ZIS-115 was more powerful (162 liters.) Engine with two carburetors.

Armor manufactured one of the defense plants. All armor panels were subjected to a test shelling. Since there were little armored zis (some 32 copies), then the individual car number was knocked out on all parts of the body.

It was impossible to purchase these cars (because of the specifics of time), it was possible only to deserve.

For example, one of these cars was presented by the head of the atheistic state of Patriarch Moscow and All Russia Alexy, the first with the wording "for help in the fight against the German-fascist invaders." Also arrived before Zisa Igor Kurchatov (father of the Soviet Atomic Bomb) and Kim Il Sen (founder of the North Korean state, if that).

A total of 2072 copies have been released. Production ceased in 1958. Transferring the Palm of the Zille Championship, ZIS-110 went on peace.

The design of the design was attracted by Lev Eremeev from Gas. For inspiration and studying the party, American high-grade American cars were constantly purchased: Cadillac Fleetwood-75, Chrysler Imperial Crown, Packard Executive Patrician, Packard Executive Caribbien, Packard Executive Caribbiene. The consequence was sometimes direct borrowing both technical and stylistic solutions of the American automotive industry. Robert Tornevist in his book "History Packard" declares that ZIL-111 is a copy of Packard Caribbien.

And he is not so far from the truth: ZIL-111 and the truth is similar to Packard Patrician 1956 release. Body Observations are repeated by Chrysler Imperial Crown, and the mechanical part and interior are identical to Cadillac Fleetwood-75.

Characteristics

Design ZIL-111: Frame chassis with an independent spring front wheel suspension, V-shaped "eight", automatic transmission, power steering, vacuum brake amplifier, automatic windows drive, antenna, soft top and air conditioning, and on the external body - abundance chrome decorative details. All this was both American analogues, but Zil was distinguished by dimensions, and it seemed heavier.

The car was longer than its predecessor (6 m 14 cm) and wider (2 m 4 cm). There was a VER8 V8 V8 volume with a volume of 5,969 liters and a power of 220 liters. from. The engine accelerate the car to 100 km / h in 23 seconds. The maximum speed is 170 km / h. Fuel consumption - 29 l per 100 km. But due to the volumetric Baku (120 l) of the 111st, the distance is also large. Front suspension - spring, rear - springs.

Modernization

Then the Likhachev plant was first faced with an incredible - competition, and within the Union. GAZ-13, the people are more known as "Seagull", in all characteristics approached the flagship. The exit from the current situation was only urgent modernization.

The result of such modernization was ZIL-111G. He had a four-stranded head light system, round taillights and sweat-shaped side moldings. Air conditioning from now on all cars. As a result of changes, the car has become longer (by 50 mm) and heavier (at 210 kg). All visual changes were adopted from the Cadillac models of 1961 (they say that according to the wishes of Khrushchev himself). ZIL-111G was produced from 1962 to 1966.

In addition, several phaetons were built on the basis of ZIL-111G. If the model with the opening body called ZIL-111B, then the new phaeton was called ZIL-111D.

ZIL-111, unlike the ZIS-110 and 101, was not massive. Only 112 cars of all modifications were collected.

Open Zul was donated by Fidel Castro on behalf of Khrushchev in 1963, when the plant visited a high guest from the island of freedom.

Until 1968, Zyul was an integral element of all parades. At the same time, the factory was collected by the first batch of completely new cars of the highest class ZIL-114, which differed strict design and decoration. It is noteworthy that new cars though preserved individual American features, but in general (finally!) Were not like any of the American models.