Moscow USSR/Russia 1933-

The Moscow Automobile Plant named after I. A. Likhachev (ZIL) traces its history back to the AMO enterprise founded in August 1916. On October 1, 1931, after reconstruction, it was renamed the Plant named after I.V. Stalin (ZIS), which became the flagship of the domestic truck industry. One of the main areas of his activity has always been the production of vehicles for the country's armed forces.

The first products of the plant were simple, durable and unpretentious cars ZIS-5 and ZIS-6 with a carrying capacity of 3 and 4 tons, respectively, which became in the 30s. main vehicles of the Red Army. Production of the three-ton ZIS-5 began in December 1933 and continued for 15 years. The car was equipped with a 6-cylinder engine (73 hp, later - 75 -77 hp), a 4-speed gearbox, mechanical brakes, leaf spring suspension and a flatbed body for transporting 24 soldiers.

ZIS-5, 1934/43

Gasoline tanker BZ-43 on a ZIS-5V chassis, 1943.

Searchlight installation 3-15-4 on the ZIS-12 chassis, 1937.

ZIS-5 with trailed sound collectors ZT-2, 1936.

Anti-aircraft gun on the ZIS-12 chassis, 1936.

ZIS-6 in the Lithuanian army, 1938

Gasoline tanker BZ-35 on ZIS-6 chassis, 6x4, 1935.

For the Red Army, repair shops, field radio stations, fuel and water-oil tankers, AE-2 and AES-ZP power stations with a capacity of 15~29 kW, SKS-36 compressors, AVB-100 drilling rigs, sections of the N2P pontoon park (1934) were installed on its chassis. -45) and other equipment. The ZIS-5 served to transport personnel, ammunition and equipment, worked as a light artillery tractor and towed trailed anti-aircraft searchlights to search for enemy aircraft and ZT-2 sound detectors to “listen to the sky.” Its body housed machine gun mounts and the first experimental versions of the MU-1 multiple launch rocket systems, later known as the Katyusha.

By the beginning of the war, the Red Army had more than 104 thousand ZIS-5 vehicles in service. With the evacuation of the plant in October 1941, their assembly was transferred to Ulyanovsk and Miass, and after some of the equipment was returned from there to Moscow in June 1942, production began of a simplified version with the symbol ZIS-5V without front brakes and right headlight, with a wooden cabin, rectangular fenders made of low-grade metal, a body without folding side walls and a simpler muffler. Before Victory Day, 66.9 thousand units were built. In addition to the vehicles mentioned above, they produced BZ-43 gas tankers and 18-seater ZIS-44 ambulance buses, and also transported sections of the DMP-42 wooden bridge fleet.

Created on the ZIS-5 chassis, the extended ZIS-12 chassis with a low side body and a wheelbase increased from 3810 to 4420 mm became the basis for twin 25 mm anti-aircraft systems, removable 3-15-4 lighting spotlights with a set of cables and a control unit, large-sized sound detectors ZT-5 and heat detectors TU-1. Fire pumps were assembled on the second long-wheelbase ZIS-11 chassis, which were in service with the combined fire-fighting units that entered the liberated cities following the advancing Red Army. In the interiors of ordinary ZIS-8 and ZIS-16 buses with boosted up to 85 hp. The engine provided seats for 12-14 seated wounded or 10 stretchers, and in 1941 a special ambulance version of the ZIS-16S with a simplified body appeared. Buses on the ZIS-8 (6x2) chassis were also used to transport the wounded. Until 1948, 532.3 thousand ZIS-5 vehicles and their variants were assembled in Moscow.

In December 1933, production began of the ZIS 6 (6x4) truck with a 2-speed gearbox in the transmission, main worm gears and a vacuum booster in the brake drive, which reached a speed of 55 km/h. It became the main heavy vehicle of the Red Army, which was used for towing guns and installing radio station vans, BZ-35 tankers, type B field repair shops (PM-5-6), mobile 30-kilowatt power stations AES-4, PO-15- searchlights 8, sound collectors ZT-5.3-ton cranes AK-3, etc.

BM-8-48 combat vehicle on a ZIS-6 chassis, 6›4, 1942.

BM-13-16 combat vehicle on the ZIS-6 chassis, 6X4, 1941.

ZIS-32, 4X4, 1941

Armored car BA-11 on ZIS-34 chassis, 6x4, 1940

The main military purpose of the ZIS-6 truck was to work as a chassis for rocket launchers - multiple rocket launch vehicles developed at the Rocket Research Institute (RNII). In June 1939, the second model of the 24-round MU-2 installation was mounted in the back of the ZIS-6, and in August - the third version of the M-132 with a package of 8 paired rail guides for launching 16 132 mm caliber projectiles. On September 1, 1939, the day the Second World War began, it fired its first salvo, and the next year 5 such vehicles were built and tested, designated BM-13-16. At the end of June 1941, on the basis of the RNII, a separate battery of 7 combat vehicles was formed, which on July 14, 1941 fired the first salvos near Orsha, which changed the entire further course of development of military rocket technology.

The production of BM-13 units was carried out by the Moscow Compressor plant and the Voronezh enterprise named after the Comintern. They were mounted on a rotating metal truss placed on a ZIS-6 chassis with a cabin protected by armor plates, support jacks and seats for 57 crew members. In the spring of 1942, the Kompressor plant began installing the BM-8-36 and BM-8-48 systems on this chassis to launch 36 and 48 82 mm caliber rockets. Since 1943, all Katyushas used foreign chassis, supplied to the USSR under Lend-Lease.

The second important area of ​​military use of the ZIS-6 truck was the creation of heavy armored vehicles on its basis. The first experimental version of the BA-5, developed at the ZIS and built in 1935 by the Izhora plant near Leningrad, had two control posts, a turret from a T-26 tank with 45- mm cannon and three machine guns.

In 1936, the Vyksinsky plant in the Gorky region assembled 52 armored vehicles of the chemical service BKhM-1 (for contamination and decontamination of the area) on the ZIS-6 chassis. The most famous armored car was the BA-11, designed at the Izhora plant design bureau. It used a reinforced ZIS-34 chassis, similar to the ZIS-6, but shortened by 350 mm and equipped with a 93-horsepower ZIS-16 engine with a dual ignition system. The vehicle received a welded hull made of 4~13 mm thick sheets, a 45 mm cannon and two machine guns, bullet-resistant tires, side free-rotating spare wheels and removable tracks. Serial production of the BA-11 was supposed to be organized in 1941, but the war confused these plans. In preparation for production, 16 samples were built that took part in the battles on the Leningrad Front.

In 1940, an experimental BA-11D armored car was created with a 6-cylinder D-7 diesel engine with a power of 96 hp. As for the basic ZIS-6 truck, by October 15, 1941, 21.2 thousand units were assembled. At the turn of the 30-40s. Experimental work has begun at ZIS to create new types of vehicles all-terrain. The basis for the first Soviet serial 2.5-ton all-wheel drive truck ZIS-32 (4x4) was the K1 prototype built at the Scientific Automotive and Tractor Institute (HATI on the ZIS-5 chassis. It was equipped with engines of 73 and 82 hp, 2-speed transfer case and front drive axle with joints of equal angular velocity "Rzeppa" (Rzeppa) In 1941, 197 ZIS-32 vehicles and only 2 copies of the ZIS-Z6 (6x6) truck were assembled.

ZIS-35, 1940

ZIS-22, 1940

ZIS-42, 1942

Self-propelled gun ZIS-41 on the ZIS-22M chassis, 1941.

Artillery tractor AT-8, 1943

Work on half-track trucks turned out to be more productive. In 1938, the first in this series was the ZIS-22 on the 73-horsepower ZIS-5 chassis, which became a development of the NATI-VZ (ZIS all-terrain vehicle), developed by the NATI team under the leadership of G. A. Sonkin. The car was equipped with propellers with rubber-metal belts, front and rear friction drive rollers with chain drive. Until mid-1940, about 200 ZIS-22 trucks were built, but their operation proved the complexity and unreliability of this design. An example of the second direction of development of half-track vehicles was the ZIS 33 vehicle, which was a ZIS-5 truck with simplified tracked propulsion systems with onboard chain drives onto the rear drive sprockets directly from the car wheels.

At the beginning of 1940, 3.7 thousand copies of them were assembled, and then the ZIS-35 version with an additional rear axle with drive sprockets was accepted for production. The military was also not satisfied with these all-terrain vehicles. The escalation of World War II intensified work on creating more reliable half-tracked airborne vehicles. The new propulsion unit consisted of two narrower caterpillar “half-belts” connected by transverse linings, which made it possible to use front drive gears with a chain drive, which eliminated the tracks from slipping and jumping off.

In the fall of 1940, it was mounted on the NATI-52 all-terrain vehicle, which corresponded to the prototype ZIS-22-52. In July 1941, the modified ZIS-22M truck passed tests, but they did not have time to launch its production. Only in the summer of 1942 did production of the modernized version of the ZIS-42 begin. It was a truck with a payload of 2.25 tons, a ZIS-16 engine with a power of 73~84 hp, a flatbed body with an awning, caterpillar tracks extended from 390 to 415 mm, a shield between the front ends of the frame, a casing under the front axle, three fuel tanks with a capacity of 295 liters and removable skis on the front wheels. On the highway, the car developed a speed of 42 km/h, off-road - up to 20 km/h, consuming from 58 to 95 liters per 100 km. Since 1944, a reinforced ZIS-42M truck-tractor with a 77~86 hp engine was produced. and a protective radiator grille and headlights. Until 1946, 6,372 ZIS-42 series vehicles were produced. In 1941-43. Gorky Artillery Plant No. 92 named after Stalin (ZIS), on the chassis of the 22/42 series, assembled prototypes of self-propelled guns ZIS-41 and ZIS-43 with guns of 57 and 37 mm caliber, respectively.

In 1942~43 At ZIS, prototypes of half-track artillery tractors AT-14 and AT-8 with two power units of 80 and 92 hp were manufactured. accordingly, more reliable propulsion units from light tanks with metal tracks, rubber boots and different numbers of road wheels. The AT-3 version with one 80-horsepower engine in 1944 served as the basis for the experimental B-3 armored personnel carrier, which reached a speed of 40 km/h. 5~6 copies of these vehicles were produced, and in general during the war, ZIS assembled over 100 thousand trucks, including most Lend-Lease models, and also produced small arms, mortars, ammunition, etc.

ZIS-150, 1950

ZIS-120N with arched tires, 1957

Prototype ZIS-151, 6X6, 1946

ZIS-151A with the bow section of the TPP pontoon fleet, 1954

Mechanical bridge KMM on ZIS-151A chassis, 6X6, 1955.

The main novelty of the post-war period was the 4-ton ZIS-150 truck with a 6-cylinder ZIS-120 engine (5.55 l, 90 hp), a 5-speed gearbox and pneumatic brake drive. In the Soviet army, it was used to deliver various cargo and personnel, including the first airborne units, and served as a base for various tanks and special equipment. In the 50s For military needs, a ZIS-120N truck tractor with rear arched tires was created on its basis, towing a flatbed semi-trailer with the same wheels.

The main role of the ZIS-150 in the development of military vehicles was the use of its chassis for the future generation army vehicles all terrain. Back in November 1944, a prototype ZIS-150P (4x4) appeared, but the military did not accept it. By that time, Soviet designers were already well acquainted with those received under Lend-Lease American trucks with a 6x6 wheel arrangement, so priority was given to the 3-axle vehicle. At the same time, despite the clear advantage of the prototype of the 2.5-ton ZIS-151 (6x6) truck, built in 1946 and equipped with all single wheels with the same track, under the strong influence of American authority, preference was given to a less advanced version with a rear double wheel busbar. The onboard ZIS-151, assembled from October 1948, received a 90-horsepower engine from the ZIS-150, a dry 2-disc clutch, a 5-speed gearbox with an overdrive transmission and a 2-speed transfer case, two rear axles with an individual drive consisting of 3 cardan shafts and front drive axle with equal joints angular velocities Bendix-Weiss.

In the basic version, it was equipped with a multi-purpose body with lattice sides, longitudinal benches and an awning. The ZIS-151A received a front 4.5-ton winch, the “151D” version had shielded electrical equipment. While generally similar to the American prototypes, the ZIS-151, which had a payload on the highway of 4.5 tons and a curb weight of 5580 kg, was heavier, developed a speed of only 55~60 km/h and consumed much more more gasoline– up to 55 liters per 100 km. He overcame climbs with a steepness of 28° and fords up to 80 cm deep. In the 50s. The ZIS-151 became the main medium truck in the armed forces of the USSR and socialist countries. On its chassis, fuel and water and oil tankers ATZ-3-151 and VMZ-151 were produced, various special and engineering equipment was installed, including a 15-ton KMM track mechanical bridge with a length of 7 m and sections of the heavy pontoon park of the Chamber of Commerce and Industry, which made it possible to build temporary bridges more than 200 m, withstanding a load of up to 70 tons, on November 7, 1960, truck tractors based on the ZIS-151 were paraded for the first time with Berkut anti-aircraft missile systems.

BM-24 combat vehicle on ZIS-151A chassis, 6X6, 1951.

BMD-20 combat vehicle on ZIS-151 chassis, 6X6, 1952.

BM-14-16 combat vehicle on ZIS-151 chassis, 6X6, 1952.

Low profile truck ZIS-128, 6X6, 1953

ZIL-157KG, 6X6, 1980

At the end of the 40s. The ZIS-151 chassis replaced Lend-Lease trucks for mounting the Katyusha BM-13N and BM-31-12 during wartime, but in 1951-52. new guards mortars appeared, designed at the design bureau of the Kompressor plant. The most advanced was the BM-14-16 combat vehicle with short tubular guides for launching 16 140 mm shells, which replaced the legendary BM-13 installation.

The development of the previous BM-31-12 system was the BMD-20 and BM-24 models with honeycomb-type lattice guides, which were used to launch 4 and 12 rockets of 200 and 240 mm caliber, respectively, with a range of up to 19 km. At the end of the 40s. Using ZIS-151 units, the ZIS-152 (BTR-152) 6x6 armored personnel carrier and the half-track version of the ZIS-153 were developed, the first versions of which were tested with propulsion units made in the “German spirit” - with a staggered arrangement of rollers. In the 50s The ZIS-151 became the basis for the ZIS-485 (6x6) army amphibian, known in the army as the BAV ( big car waterfowl), as well as experienced low-profile trucks “121B” and “128” with an open cab and a tire inflation system. Until 1958, 194.6 thousand vehicles of the ZIS-151 series were manufactured. On June 26, 1956, the enterprise was renamed the I. A. Likhachev Plant (ZIL), and the following year the ZIS-150 was replaced by the 100-horsepower ZIL-164 truck, and in 1958 mass production of a more advanced all-wheel drive vehicle was launched ZIL-157 (6x6).

It differed from its predecessor ZIS-151 by boosting up to 104 hp. engine, synchronized gearbox and air pressure regulation system in all single wheels with wide-profile tires. In 1961, a modernized 4.5-ton ZIL-157K appeared with a 109-horsepower engine and new chassis components.

The cars were also produced as “157V” and “157KV” truck tractors. In 1978-89 a 5-ton, 115-horsepower version of the “157KD” and a tractor “157KDV” were in production. The “shielded” trucks “157G/KG” and the chassis “157E/KE” with two gas tanks were intended for the army. Cars of the 157 series inherited from the ZIS-151 all its military professions: they were used with various superstructures, equipment and weapons, transported diesel and rocket fuel, were equipped with anti-aircraft systems and towed missile systems.

ZIL-157K with a section of the LPP pontoon park, 1962

ZIL-157KV (6X6) with a semi-trailer for transporting missiles, 1965

ZIL-157R, 6X6, 1957

Amphibian ZIL-485A (BAV-A). 6X6,1960

BTR-152 on ZIS-123 chassis, 6X6, 1951

BTR-152V, 6X6, 1955

In 1957, based on the ZIL-157 prototype, the experimental ZIL-157R truck and the E152V armored personnel carrier with three evenly spaced drive axles were built, and in 1960, the ZIL-153 amphibian with a 180-horsepower rear-mounted V8 engine was built. The chassis of the 157th series also served as the basis for the new generation of armored vehicles BTR-152V1 and the modernized amphibian ZIL-485A (BAV-A). In total, over 31 years, 797,934 units of the ZIL-157 series were built.

In 1950, at the Dnepropetrovsk Automobile Plant (DAZ), under the leadership of V. A. Grachev, prototypes of a floating 2.5-ton DAZ-485 (6x6) car with a spar frame and units from ZIS-151 and GAZ-63 It was the first to receive a tire pressure regulation system with an external air supply. On the highway the car reached a speed of 73 km/h, and afloat with the help of a three-blade propeller - up to 11 km/h. In July 1952, under the designation ZIS-485, production of the amphibian began in Moscow, and with the introduction of the new ZIL-157 truck, a modernized version of the ZIL-485A appeared with an internal air supply system to the tires. In 1960-62. The assembly of the ZIL-485A car was carried out by the Bryansk Automobile Plant (BAZ).

In the post-war period, one of the most important tasks The plant began the development and production of a heavy all-wheel drive armored personnel carrier. Development of the “Project 140” or ZIS-152 (6x6) began in November 1946, the prototype appeared in May 1947, and on March 24, 1950 the vehicle was put into service under the designation BTR-152.

Its base was a shortened ZIS-123 chassis with all single wheels and the main units from the ZIS-151 model, boosted to 110 hp. engine. The open supporting body for 17 soldiers was equipped with a 7.62 mm heavy machine gun and a radio station. The BTR-152, weighing 8.6 tons and reaching speeds of up to 80 km/h, became the main combat unit of the motorized rifle divisions of the USSR and fraternal countries. In the summer of 1954, a system for regulating air pressure in tires with external pipelines appeared on the BTR-152V, and the “152V1” version, produced in 1959-62 J, made on ZIL-157 units, received an air supply system built into the wheel hubs. The armored vehicles of the 152 series were equipped with different weapons and hulls of various purposes and capacities.

ZIL-130-76 with a special body SHL-740, 1986

ZIL-131A, 6X6, 1966

Section of the KMC bridge-building fleet on the ZIL-131A chassis

Multiple launch rocket system 9P138 "Grad-1" on the ZIL-131A chassis, 1974

Charging machine PR-14M on the ZIL-131 chassis, 1967.

In 1964, serial production of the 5-ton ZIL-130 truck began, which featured an overhead valve carburetor V8 engine (5969 cm3, 150 hp). In the army, it was used mainly in general transport operations, and also served as the basis for anti-aircraft missiles "Dzhigit" complexes, searchlight systems for coastal defense of the Navy and 18-seater vans from the Polish plant of special vehicles SHL (SHL) for delivery internal troops.

In December 1966, using ZIL-130 units, the production of the 3.5-ton army truck ZIL-131 (6x6) and ZIL-131A with a winch began. Their main technical differences from the 157th series there was a simpler transmission with a through middle axle, a power steering mechanism, shielded and sealed electrical equipment. ZIL-131 developed a speed of 80 km/h, overcame a 30° climb and a 1.4-meter ford.

In 1986, it was replaced by the ZIL-131N with a carrying capacity of 3.75 tons on all types of roads. Their chassis were used to install KUNG van bodies (universal body of normal dimensions) of the K-131 series for radio stations, workshops, laboratories and field kitchens, heated AFKhO grain vans, fuel, oil, water tankers ATsZ-4.4-131, ATZ-4-131 and MZ-131, a set of KMC bridge-building equipment, a BM-14-16 multiple launch rocket system and an experimental 36-round 122-mm installation 9P138 "Grad-1" (1974), transport-loading vehicles PR-14M and PR-14MA anti-aircraft missile complex V-600P, UMZ minelayers and various military equipment. The prototype "131P" was equipped with equipment for self-digging. In the mid-70s. On the basis of the ZIL-131V truck tractor, an active 10x10 road train was built, consisting of a ZIL-137 tractor and a “137A” flatbed semi-trailer with hydraulic drive of both axles. The army tested a version with a low-load semi-trailer “137B”. Before the transfer of assembly of ZIL-131 trucks to the Ural Automotive Plant (UAMZ) in Moscow in 1990, 998.4 thousand units were produced.

ZIS-E134, 8X8f 1955

ZIL-134 (ATK-6), 8X8, 1957

Amphibian ZIL-135B, 8X8, 1958

A special page in the history of the car plant is the 25-year development period all-wheel drive vehicles high cross-country ability, which were secret for a long time and represented the most advanced achievements of the Soviet automobile industry. The beginning was made on June 25, 1954, when, on the initiative of Marshal G.K. Zhukov, the Council of Ministers of the USSR adopted a resolution on the creation of special design bureaus (SKB) for design at all major automobile and tractor factories of the USSR military equipment. At ZIS, such a bureau was headed by the famous designer Vitaly Andreevich Grachev, who previously worked at the Gorky and Dnepropetrovsk automobile plants. The main task of SKV was the development of a fundamentally new family of medium-sized tractors and chassis capable of delivering missile weapons in almost any road and climatic conditions. The first experimental model of a 5-ton bonnet artillery tractor ZIS-E134 (8x8) with a ZIS-120VK engine (5.55 l, 130 hp), built in the summer of 1955, looked like a ZIS-151 truck, mounted on four evenly spaced drive axles with a system for regulating air pressure in wide-profile tires.

It was the first to use a torque converter in a block with a conventional 5-speed gearbox from the ZIS-150 and power steering. In the spring of next year, under the same indexes, a floating version with self-locking differentials and a water-jet propulsion appeared. In January 1957, the cabover artillery tractor ZIL-13 was created | (ATK-b) with a 240-horsepower V12 carburetor engine, a hydromechanical 3-speed gearbox and independent torsion bar suspension on all wheels. The second direction of SKV's work was the creation of vehicles with a 6x6 wheel arrangement with evenly spaced axles, front and rear steered wheels. The first among them in 1956 was the third prototype ZIL-E134, followed by the ZIL-157R truck and the floating 145-horsepower version of the ZIL-11 (6x6), equipped with a middle axle with a common differential, from which torque was supplied to the front and the rear wheels are their own final drives.

It was this 3-axle vehicle that marked the end of the first exploration period of SKV’s activities, when V. A. Grachev decided to develop the heavy ZIL-135 (8x8) family with an onboard transmission and two power units. The torque from each of them, through its own gearbox and single-stage driveshaft transfer system, was supplied to four onboard bevel gearboxes, and then to the gear reducers of the wheels of each side.

ZIL-135B with 2Kb Luna missile system, 8X8, 1959

Launcher of cruise missiles of the 2P30 complex on the ZIL-135K chassis, 8X8, 1961.

Missile system 9K52 "Luna-M" on the ZIL-135L chassis, 1961.

Launcher 9P140 of the 9K57 Uragan multiple rocket launcher system on the ZIL/BAZ-135LMP chassis, 8X8, 1985.

This made it possible to simplify the design, abandoning differentials and their locking devices, and increase ground clearance, and the ability to continue movement if the drive of one of the sides fails ensures high survivability in combat conditions. Moreover, Grachev suggested new layout a chassis with two closely spaced middle axles. In this case, the wheels of the front and rear axles were steered, turning in opposite directions. The first to be built in October 1958 was the floating onboard version “135B” with a rounded all-metal hull, equipped with two 6-cylinder ZIL-123F engines with a power of 110 hp each, two automatic transmissions and devoid of elastic suspension elements.

In May 1959, the 2P21 launcher of the 2K6 Luna tactical missile system was mounted for the first time on such a chassis. Its development in the spring of 1960 was the multi-purpose 9-ton chassis ZIL-135E with a remote front overhang frame with a 4-seater fiberglass cabin, behind which two ZIL 375YA V8 carburetor engines (6962 cm\ 180 hp) were installed in parallel, working with two hydromechanical 3-speed gearboxes and additional 2-speed gearboxes. The disadvantage of the car was longitudinal swaying (galloping) when moving at a speed of 20-25 km/h. Already in May 1960, a new ZIL-135K chassis appeared with a 4-seater cabin with a reverse slope of windshields and a base between the outer wheels of 7.6 m, on which a 2P30 launcher was mounted with an 11-meter container for P-5 cruise missiles. In this form, the new Soviet missile carrier first appeared on Red Square during the festive parade on November 7, 1961, causing confusion among Western observers. In 1961, its production was transferred to the Bryansk Automobile Plant. At the same time, SKB ZIL created the long-wheelbase ZIL-135M chassis with a 5-seater fiberglass cabin, on which the 9-meter SPU-35 container launch system with the P-35B missile of the powerful Redut coastal missile system was based.

In April 1961, under the leadership of V. A. Grachev, the shortened 9-ton chassis “135E” was modified, designated “135L”. It was equipped with an independent torsion bar suspension of the front and rear wheels, which made it possible to get rid of galloping. The 9K52 Luna-M tactical missile system was first mounted on it, which made its first launch on December 27, 1961. When mass production of this machine was organized, the complex hydromechanical transmission was replaced with two mechanical 5-speed gearboxes YaMZ gears and its index changed to “135LM”. This chassis became the base for the 9P113 launcher of the 9K52 Luna-M missile system and the equipment for the 9T29 transport-loading vehicle for its maintenance, which were put into service in 1964. Since December of the same year, the ZIL-135LM was produced in Bryansk, which became one of the main carriers Soviet missile weapons, heavy multiple launch rocket systems and special equipment. In 1972, the 9P140 self-propelled gun with a powerful 9K57 Uragan multiple launch rocket system and the 9T452 loading vehicle were mounted on this chassis with a base of 6.3 m.

Amphibian ZIL-135P, 8X8, 1965

ZIL-132A, 6X6, 1969

Search and rescue amphibian ZIL PEU-1, 6X6, 1966

ZIL-432730, 4X4, 2003

The ZIL-135LM car with a total weight of more than 20 tons reached a speed of 65 km/h, had a range of 520 km, overcame a 30-degree incline and a ford 1.1 m deep. In the late 70s. it was replaced by the modernized version “135LMP”. The latest developments of the plant in this area in 1965 were the 6-ton amphibian "135P" (8x8) with a fiberglass body about 14 m long, which developed a speed of 16.4 km/h afloat, and the all-terrain vehicle "135E" with two gasoline engines V8 with 210 hp each, electric transmission and in-wheel motors.

By the mid-60s. SKV Grachev switched to creating new types of all-terrain vehicles with non-traditional species propulsion units, and in March 1965, by order of the USSR Air Force, it began to develop a special air transportable floating search and recovery unit PEU (6x6) for the rapid detection and transportation of returning spacecraft, rescue and delivery of their crews. The first multi-purpose 3-ton vehicle PEU-1 was introduced in the summer of 1966 and two years later began to enter the search and rescue units of the country's Air Force. The amphibian, unified in units with the ZIL-135L, was equipped with three evenly spaced axles, one 180-horsepower ZIL-375 engine, automatic transmission gears, onboard transmission and fiberglass body on an aluminum frame. In the 70s it was followed by the 8-seater passenger version PEU-1M and the cargo version PEU-1 B with a more powerful crane.

Until 1979, 22 copies were made. The only military vehicle unified with the PEU family in 1969 was the 4-ton ZIL-132A (6x6) truck with a steel frame, manual transmission and cab from the ZIL-135LM, which remained a prototype. In 1975, the development of the PES series became experimental search and rescue vehicles of the “490” complex, which included a 3.5-ton cargo version ZIL-4906 and passenger “49061” (6x6), equipped with 150-horsepower ZIL-130 engines and a speed of 75 km/h on the highway, and 8 km/h afloat. In the second half of the 80s. they were modernized and constituted a new generation of dual-purpose search and rescue equipment, the Blue Bird.

The next stage in the creation of ZIL military vehicles began only in the 90s, when the once powerful production association "MosavtoZIL" (PO ZIL), privatized in 1992 and renamed the Joint Stock Moscow Company "Plant named after I. A. Likhachev" (AMO ZIL), in the conditions of economic reforms, market relations and the complete absence of military orders, was forced to urgently reconsider its entire policy. The former SKB Grachev was transformed into the Department of the Chief Designer for Special Equipment (OGK ST), and the production of the Blue Bird family was transferred to the responsibility of OJSC Vezdekhod GVA.

Army bus ZIL-47874A, 4x4, 2002

ZIL-433410, 6X6, 1991

ZIL-433420, 6X6, 2003

ZIL-133G40, 6X4, 1999

ZIL-4327A1 “Kalam”, 4X4, 2004

In 1995, OGK ST developed and transferred for production to the Pravdinsky Radio Relay Equipment Plant a multi-purpose land diesel all-terrain vehicle ZIL-4972 (6x6) with an onboard transmission, independent suspension, front and rear pairs of steered wheels. The main result of ZIL’s work in the 90s. became a ZIL-5301 “Bychok” delivery truck with an MMZ D-245 diesel engine and a synchronized 5-speed gearbox. At the end of 1996, using its power unit and cabin, as well as the transmission from the ZIL-131, small-scale production of dual-purpose ZIL-432720/30 (4x4) airborne vehicles with a load capacity of 2.3~2.4 tons and a series of multi-purpose chassis “432722” began. /32". In the early 90s. To replace the army ZIL-131 range, the plant developed a 3.75-ton ZIL-433410 (6x6) truck with a 170-horsepower multi-fuel diesel engine ZIL-6451 V8 and an original streamlined front facing.

Since 1994, it was produced in the flatbed version "433420" and as a 4.5-ton chassis "433422" with a traditional rectangular lining. A tank repair shop on this chassis, along with T-90 tanks, was supplied to the Indian armed forces. For needs Russian army AMO ZIL offered serial vans "5301SS", 6-ton trucks "4331" (4x2) and 10-ton "133G40" (6x4).

New developments are the experimental vehicle "390610" (4x4) with all steering wheels, the 15-seater army bus "47874A" (4x4) and the active 10-ton road train 10x10 with the tractor "443114" (6X6) and a 2-axle semi-trailer. . The plant began assembling trucks “433440” (6x6) with a ZIL-508.10 carburetor engine and a new cab. At the beginning of the new century, AMO ZIL began developing the Kalam tactical family with YaMZ diesel engines with a power of 170-240 hp. and independent torsion bar suspension on all wheels. In 2004, the first prototypes of promising vehicles were presented - the 2.5-ton “4327A1” (4x4) and the 5-ton “4334A1” (6x6).

The car was produced since 1932 by the Nizhny Novgorod (later Gorky) Automobile Plant. It was a licensed copy of a 1929 Ford AA truck. Until 1934, the cabin was made of wood and pressed cardboard, and then was replaced by a metal one with a leatherette roof. In addition to GAZ, the car was produced at the Moscow KIM plant (1933-1939) and the Rostov Auto Assembly Plant (1939-1941). The machine's engine could also run on naphtha, kerosene and industrial lubricating oils. A number of modifications were created on the car chassis: radio stations and radars, auto repair shops and tankers, air defense installations and ambulances. A total of 829.8 thousand vehicles were produced, and as of June 20, 1941, there were 150 thousand trucks in the Red Army alone. Performance characteristics of the vehicle: length – 5.3 m; width – 2 m; height – 1.9 m; ground clearance – 200 mm; curb weight – 1.8 t; total weight – 3.3 t; maximum speed – 70 km/h; load capacity – 1.5 t; engine type - "GAZ-A" (40 hp), later - "GAZ-MM" (50 hp); transmission – 4-speed manual gearbox; fuel consumption – 19.5 l/100 km; Power reserve – 250 km.

The GAZ-MM car was a modernized version of the GAZ-AA without external differences, which was produced since 1938. It differed from its predecessor in a 50-horsepower engine, reinforced suspension, new steering and cardan shaft. A modification is known under the designation “GAZ-MM-V” (GAZ-MM-13) - a simplified version of wartime (1942-1945). It had two types of cabins: 1942-1943 model. With canvas roof and canvas flaps instead of doors and a 1944 model with wood trim and doors. On the ’42 truck, the fenders were made of flexible low-grade (roofing) iron. The muffler, bumpers and front brakes were missing. The headlight and wiper were installed only on the driver's side. The platform was equipped with a rear hinged side. Vehicle performance characteristics: length – 5.3 m; width – 2 m; height – 1.9 m; ground clearance – 200 mm; curb weight – 1.8 t; load capacity – 1.5 t; engine type - GAZ-M; engine power – 50 hp; maximum speed – 70 km/h; fuel consumption – 19.5 l/100 km; capacity fuel tank- 40 l.

The bus was produced since 1933 on the basis of GAZ-AA/GAZ-MM, as a model civil purpose. During the war, the car was used for military purposes, incl. It was also used as a sanitary one. The body had a wooden frame with wood-metal sheathing. The outside side walls were lined with iron sheets 1 mm thick. The body had 3 doors: the front side right door was intended for passengers to enter and exit and was equipped with a controller in the form of a long lever with a handle, which allowed the driver to open and close the door as needed; The front left side door was the driver's door, and the rear was the spare door. The body had 9 windows, 6 of which could be opened. The bus had front and rear bumpers. Inside, the ceiling and walls were covered with leatherette, and the cushions and backs of the seats for the driver and passengers were also upholstered with it. A total of 18.6 thousand cars were produced. Vehicle performance characteristics: length – 5.3 m; width – 2.1 m; height – 2.5 m; wheelbase - 3.3 m; curb weight – 2.3 t; ground clearance – 200 mm; engine – 4-cylinder, in-line, carburetor; engine power – 50 hp; maximum speed – 65 km/h; fuel consumption – 20.5 l/100 km; capacity – 17 people with driver; transmission – 5 gears (4 – forward, one – reverse); Fuel tank capacity - 40 l.

The car was developed on the basis of the GAZ-MM/GAZ-MM-V chassis and was produced since 1938 with the GAZ-M engine. It was equipped with extended springs and shock absorbers on the rear axle, a heater powered by exhaust gases, and ventilation system. The room for the wounded was separated from the driver's cabin by a partition. The car could carry 4 lying on a stretcher and 2 sitting on folding seats or 2 lying and 5 sitting or 10 sitting. At the beginning of the war, the car received angular wings and a simplified cabin and body. Instead of two headlights, it was equipped with only one. In total, more than 9,130 ​​vehicles were produced before the end of the war. Vehicle performance characteristics: length – 5.4 m; width – 2 m; height – 2.3 m; ground clearance – 200 mm; wheelbase - 3.3 m; curb weight - 2.4 t; engine - 4-cylinder carburetor; engine power - 50 hp transmission – 4-speed gearbox; maximum speed - 70 km/h.

The machine was produced since 1932 and was intended to start the engines of light propeller-driven aircraft. The launch was carried out by grabbing the aircraft's propeller and turning the aircraft engine's crankshaft through a tubular structure with two drive shafts. Behind the cab there was a vertical cabinet with braces and a shaft that received rotation from the car's transfer case. Performance characteristics of the vehicle: starter speed – 1110-1300 rpm; The horizontal height of the trunk is 2.9 m.

The car was produced in 1934-1943. and was a three-axle modification of the two-axle GAZ-AA/GAZ-MM truck, where the rear drive axle was replaced by a two-axle bogie with a balanced axle suspension on 4 longitudinal semi-elliptical springs, worm final drives and a 2-stage reduction gearbox in the transmission. Until 1937, the GAZ-AA engine was installed, after which the GAZ-MM engine was installed. The car was intended for transporting troops and cargo. In addition, on its basis the following were mass-produced: the GAZ-05-193 headquarters bus; armored vehicles "BA-6", "BA-10A", "BA-10M", "BA-27M", "BAI-M" and "BAI-3M"; rocket mortar "BM-8-48" (Katyusha); combat chemical machine"BHM-1"; "SU-12" - self-propelled gun with a 76.2 mm cannon; "ZSU 61-K" - 37-mm automatic anti-aircraft gun; searchlight anti-aircraft installation "PO-15-8"; Air target detection radar "RUS-2" (Redut) and "RUS-2s" (Pegmatite); gas stations and repair shops "PARM". A total of 37.4 thousand cars were produced.

Vehicle performance characteristics: length – 5.3 m; width and height – 2 m; ground clearance – 230 mm; curb weight – 2.5 t; wheel formula – 6x4; maximum speed – 60/65 km/h; load capacity – 1.5-2 t; engine – 4-cylinder, in-line, carburetor; engine power "GAZ-A" - 40 hp, "GAZ-MM" - 50 hp; transmission – 10 gears (8 forward, 2 – reverse); fuel tank capacity – 45 l, additional – 60 l; fuel consumption – 25 l/100 km; Power reserve – 100 km; number of seats in the cabin – 2.

The bus is based on the three-axle chassis of the GAZ-AAA truck and the body of the 17-seater GAZ-03-30 bus. It was produced in 1941-1945. At the end of 1941, the car received simplified wings and only one headlight. The bumpers have also been eliminated. The car's interior was equipped with a heating system (heater) and was equipped with two spare wheels. In the body, two four-seater benches were installed along the sides, a table in the middle, and cabinets for storing papers and maps in the corners of the body. In total, about 2 thousand cars were produced. Performance characteristics of the bus: length – 5.3 m; width – 2.1 m; height – 2.6 m; ground clearance – 230 mm; curb weight – 3.1 t; maximum speed – 65 km/h; engine – 4-cylinder, carburetor, “GAZ-M”; power – 50 hp; wheel formula – 6x4; transmission – 5 speeds (4 forward and one reverse); maximum speed – 65 km/h; Power reserve – 150 km; capacity – 9 people.

The car was produced in 1938-1940. The basis of the propulsion unit was a rubber track 390 mm wide. Transmission to the front and rear drive rollers of each side was carried out from the rear drive axle by two chains. The vehicle was used to deliver cargo and personnel, tow light guns and install anti-aircraft machine guns. A total of 1,134 vehicles were produced. Vehicle performance characteristics: length – 5.3 m; width – 2.4 m; height – 2.1 m; curb weight - 3.4 tons; total weight – 4.7 t; ground clearance – 200 mm; load capacity – 1.2 t; engine – 4-cylinder GAZ-M; engine power - 50 l. With; transmission - 5 gears (4 - forward, one - reverse); maximum speed – 35 km/h; fuel tank capacity – 40 and 60 l; fuel consumption – 57 l/100 km; number of seats in the cabin – 2.

The GAZ-65 was a half-track truck based on the GAZ-MM. Between doubles rear wheels a chain gear was fixedly installed, from which the chain transmitted rotation to a drive sprocket suspended from behind under the frame. It was connected to a fine-linked metal track. On the off-road, a caterpillar drive was used, and on the road the car moved on wheels - the caterpillar was removed, and the caterpillar carriage was fixed in the raised position. A total of 1,801 vehicles were produced, of which 8 were accepted into the Red Army, 24 were taken by military builders, 10 went to the NKVD, the rest were rejected, dismantled and delivered to the army as regular GAZ-MMs.

The car was produced since 1939 on the basis of GAZ-AA or GAZ-MM. Both generator gas and gasoline could be used as fuel, to accommodate which the car was equipped with a fuel tank with a capacity of 40 liters. To compensate for the loss of power, it was increased gear ratio main gear from 6.6 to 7.5, and the compression ratio in the engine was increased from 4.6 to 6.2. A gas generator version of the coal-fired vehicle is known under the designation “GAZ-43”. A total of 33.8 thousand cars were produced. Vehicle performance characteristics: length – 5.3 m; width – 2 m; height – 1.9 m; ground clearance – 200 mm; curb weight – 1.8 t; maximum speed – 50 km/h; load capacity – 1.2 t; engine power - 35 - 38 hp; consumption of wooden chocks - 50-55 kg/100 km; gas generator startup time - 5 - 10 minutes, installation weight 400 kg; stock of chocks - 150 - 200 kg.

"GAZ-44" production car, running on gas fuel, was produced in 1939. The vehicle was based on the GAZ-MM model. The supply of natural gas, compressed to 200 atmospheres, was stored in six cylinders weighing 65 kg each. They were located under the loading platform. Performance characteristics of the vehicle: length - 5.3 m; width – 2 m; height – 1.9 m; ground clearance – 200 mm; curb weight – 2.2 t; engine type – 4-cylinder; engine power – 42 hp; load capacity – 1.1 t; weight of cylinders and gas equipment – ​​420 kg; maximum speed - 65 km/h; Power reserve - up to 300 km; fuel consumption - 20 m³ of methane/100 km.

The car was produced since 1933 on the AMO-3 platform by the ZiS, UlZiS and UralZiS factories. The ZIS-5 modification was produced in 1933-1941. The design of the machine is made on a spar frame, the cabin is rectangular, wooden, upholstered in tin. The car was not equipped with bumpers except for export models. The vehicle was equipped with standard universal platforms "ZiS-5A" or with high sides "ZiS-5U". The truck was exported to Afghanistan, Iraq, Iran, Spain, China, Latvia, Lithuania, Mongolia, Romania, Turkey and Estonia. Based on the ZiS-5, 19 modifications of vehicles were produced. A total of 571.2 thousand cars were produced, incl. during the war years - 325 thousand. Vehicle performance characteristics: length – 6 m; width – 2.2 m; height – 2.1 m; ground clearance – 250 mm; wheelbase - 3.8/4.4 m; wheel formula - 4x2; curb weight – 3.1 t, gross – 6.1 t; layout - front-engine, rear-wheel drive, engine type - 6-cylinder, carburetor ZiS-5; engine power – 73 – 85 hp; transmission – 4-speed gearbox; load capacity – 3 t; maximum speed – 60 km/h; tank volume – 60 l; Power reserve – 205 km; fuel consumption – 34 l/100 km; weight of towed cargo – 3.5 tons; number of seats in the cabin – 2.

The ZiS-5V truck was a military, simplified version of the ZiS-5 and was produced since 1942 at the following factories: ZiS (66.9 thousand produced during the war), UlZiS (10.4 thousand) and UralZiS (8.5 thousand). The car was 124 kg lighter than the prototype, had a cabin made of plywood and wood (lining). The sheathing boards were fastened with nails. The roof of the cabin was made of wooden slats, over which leatherette was stretched. It was equipped with wings made of simple flexible sheet metal. Brakes were installed only on the rear wheels, only the tailgate was folding, and the headlight remained alone on the left side. By the end of the war, the equipment was partially restored.

The car was a variant of the ZiS-5 and was intended to mount a 12.7 mm DShK machine gun or a 7.62 mm 4-M machine gun, for which a special turret was mounted in the body. In total, more than 12 thousand cars were manufactured. The combat crew consisted of 3 people. Installation weight – 460 kg, height – 2.3 m.

The three-axle vehicle was created on the basis of the ZiS-5 and was produced in 1933-1941. It had a double tire rear axle, vacuum booster in a mechanical brake drive. In 1941, BM-13 and BM-8 (Katyusha) rocket launchers were installed on its chassis, ZiS-6 Lux buses were assembled, the BA-11 armored car, the RUS-2 radar, and a van were produced - radio station, mobile power station “AES-4”, anti-aircraft searchlight “PO-15-8”, sound detector “ZT-5”, truck crane “AK-3”. A total of 21.2 thousand cars were produced. Vehicle performance characteristics: length – 6.1 m; width – 2.3 m; height – 2.2 m; ground clearance under the rear axle – 275 mm, under the front axle – 295 mm; wheelbase - 3.4 m; curb weight – 4.2 t, gross weight – 8.2 t; load capacity – 4 t; wheel formula – 6x4; maximum speed – 55 km/h; engine type – 6-cylinder, in-line, carburetor, liquid cooling; engine power – 73 hp; transmission – 15 gears (9 forward, 6 reverse); tank volume – 105 l; fuel consumption – 40l/100 km; Power reserve – 260 km; number of seats in the body – 25.

The bus was produced on the extended ZIS-11 chassis in 1934-1936. The bus was also supplied to Turkey. A total of 547 vehicles were produced. Vehicle performance characteristics: length – 7 m; width – 2.3 m; height – 2.8 m; wheelbase - 4.4 m; wheel formula - 4x2; curb weight – 4.2 t, gross – 6.1 t; engine type - 6-cylinder, carburetor; engine power – 73 hp; maximum speed – 60 km/h; fuel tank capacity – 105 l; number of passengers - 29 people.

The car was built on the basis of the extended ZiS-5 chassis in 1934-1941. The chassis of the vehicle was also used for the production of an ambulance bus and fire trucks “PMZ-1” and “PMZ-2”. A total of 3 thousand cars were produced. Vehicle performance characteristics: wheel formula – 4x2; wheelbase - 4.4 m; load capacity – 3.5 tons.

The ZiS-12 vehicle, being a long-wheelbase modification of the ZiS-5, was used as a low-sided platform for anti-aircraft guns, power plant equipment, searchlights and sound-collecting installations. Total for 1934-1941 4223 cars were produced. Vehicle performance characteristics: length – 7.4 m; wheelbase - 4.4 m; load capacity – 3.5 tons.

The car was produced in 1936-1939. based on the extended ZiS-11 chassis and worked on wooden blocks. A total of 2.6 thousand cars were produced. Vehicle performance characteristics: length – 6.7 m; width – 2.2 m; height – 2.2 m; curb weight – 3.7 t; wheel formula - 4x2; wheelbase - 4.4 m; engine power – 48 hp; load capacity – 2.5 t; fuel consumption - 80 - 85 kg of wood lumps per 100 km; Power reserve – 90 km; maximum speed – 45 km/h.

"ZiS-14" - an extended flatbed truck with a lowered, low-sided body was produced from 1936-1941. and was structurally similar to the ZiS-12. Its main difference was the increased ground clearance by 25 mm due to the use of tires from the ZiS-16 bus. To increase the strength of the cargo platform, its side sides were equipped with three vertical reinforcements made of steel corners. Basically, twin 25-mm anti-aircraft guns and searchlights were mounted on the vehicle's chassis. A total of 821 cars were produced.

The hooded bus was built on an extended ZIS-5 chassis and was produced in 1938-1941. It had a wooden body with metal cladding. A total of 3.3 thousand cars were produced. Performance characteristics of the bus: length – 8.5 m; width – 2.4 m; height – 2.8 m; wheelbase – 5 m; curb weight – 5.1 t, gross – 7.1 t; engine type – 6-cylinder, carburetor; engine power – 85 hp; transmission – 4-speed gearbox; maximum speed – 65 km/h; fuel consumption – 37 l/100 km; total passenger capacity - 34 people.

A hooded ambulance bus using the rear part of the ZiS-16 body and the ZiS-5 cab was produced in 1939-1941 for the needs of the army. Capacity: 10 people on stretchers and 10 seats. The ZiS-16S buses of the first production had completely transparent windows, side fairings (covers) of the rear wheels, and a red cross was painted on the side windows and front windows. With the increase in bus production and the outbreak of hostilities, all these parts were removed. The glass was frosted, and the side fairings of the rear wheels were simply removed for simplicity. A total of 662 buses were produced. Vehicle performance characteristics: length – 8.5 m; width – 2.4 m; height – 2.8 m; wheel formula - 4x2; curb weight – 5 t; engine type – 6-cylinder, carburetor; engine power – 85 hp; maximum speed - 65 km/h; Power reserve – 365 km.

"ZiS-21" - a gas generator modification on the "ZiS-5" chassis with a "NATI-G-14" gas generator, powered by wood lumps, was produced in 1939-1941. To make it easier to start the engine and maneuver in the garage, the car was equipped with a 7.5 liter gas tank. A total of 15.4 thousand cars were produced. Vehicle performance characteristics: length – 6.1 m; width and height – 2.2 m; ground clearance – 250 mm; wheel formula - 4x2; wheelbase – 3.8 mm; curb weight – 3.1 t; engine power - 45 hp; transmission – 4-speed gearbox; load capacity - 2.4 t; installation weight – 440 kg; the weight of the chocks in the bunker is 80 kg.

The truck was produced on the basis of the ZiS-5 in 1939-1940. Instead of the rear drive wheels, two short tracked movers with rubber cord belts were installed. It was widely used in the Soviet-Finnish war as a headquarters vehicle. In 1941, the vehicle was modernized, as a result of which it received the designation “ZiS-22M”. The tracked movers received a drive gear, double rubber cord belts, and an 85-horsepower engine from the ZiS-16. The vehicle was supposed to be used as an artillery tractor, but it did not go into production and became the basis for the creation of the ZiS-42. A total of 200 cars were produced. Performance characteristics of the vehicle: load capacity on roads - 2.5 tons, off-road - 1.8 tons; length – 6 m; width – 2.4 m; height – 2.2 m; curb weight – 4.7 t, gross weight – 6.9 t; fuel consumption – 60l/100 km.

The car was a gas-cylinder modification on the ZiS-5 chassis, running on methane, coke oven gas and synthesis gas, as well as gasoline. 8 gas cylinders were placed under the car platform and weighed 550 kg. In 1940-1941 A batch of 43 vehicles was produced. Performance characteristics of the vehicle: load capacity - 2.5 tons, engine power - 73 hp; Power reserve – 150 – 300 km.

The truck was produced in 1940-1941. with the most unified components from the ZiS-5. It had a one-piece cast front axle beam with Rzeppa hinges. The truck had an additional 55-liter fuel tank under the cargo bed. Some of the trucks were equipped with an engine from the ZiS-16 bus, with a power of 85 - 88 hp. and a radiator from ZiS-6. The vehicle was used for cargo transportation, as an artillery tractor, and for placing anti-aircraft guns on platforms. A total of 197 vehicles were produced. Vehicle performance characteristics: length – 6 m; width – 2.2 m; height – 2.3 m; wheelbase - 3.8 m; ground clearance – 260 mm; wheel formula - 4x4; curb weight – 3.7 t, gross – 6.6 t; load capacity – 2.5-3 tons; engine type – 6-cylinder, carburetor; engine power – 73 hp; transmission – 4-speed gearbox with 2-speed transfer case; maximum speed – 60 km/h; fuel consumption – 38 l/100 km; fuel tank volume – 115 l; Power reserve – 330 km.

At the beginning of 1940, based on the ZiS-5, a car was produced with a simplified tracked propulsion system, the ZiS-33, in which the rear wheels played the role of a road wheel. The hitch was attached to the frame, and a gear was attached between the rear wheels, and a chain attached to it was transmitted to a drive sprocket suspended under the frame of the car. The sprocket was connected to the track using a lantern gear. A total of 4.5 thousand cars were produced. Performance characteristics of the vehicle: propeller weight – 1.3 tons; maximum speed – 35 km/h; engine power – 73 hp; transmission – 4 gears; fuel consumption – 70 – 200 l/100 km; Power reserve - 50 - 60 km.

“ZiS-35” was the result of the modernization of “ZiS-33” and was produced since the spring of 1940. It differed from its predecessor in the installation at the rear of the frame of an additional automobile axle with drive sprockets, the torque to which was supplied by a short driveshaft from a through rear axle with a special power take-off gearbox. The car was equipped with an enlarged cooling radiator from the ZiS-6 and an additional 80-liter fuel tank. There are known versions of the vehicle “ZiS-35SHT” (with a stamped track with rubber shoes) and “ZiS-35LT” (with a cast track made of special steel). In total, about 800 cars were produced. The car was not accepted for large-scale production.

The truck was produced on the basis of the ZiS-22M in 1942-1944. The crawler propulsion unit was equipped with a bogie frame with a cast support hub and stamped steel sidewalls. Steel box-shaped skis 1.1 m long and 410 mm wide could be installed on the front wheels. A total of 2.9 thousand cars were produced. The truck was used to tow guns with calibers ranging from 65 to 122 mm. Vehicle performance characteristics: length – 6 m; width – 2.4 m; height – 2.2 m; front axle clearance – 318 mm, rear – 375 mm; curb weight - 5.3 tons, gross weight - 7.5 tons; load capacity – 2.2 t; trailer weight – 2.7 t; engine - carburetor ZiS-5, engine power - 73 - 84 hp; tank capacity - 180 l, with additional ones - 300 l; fuel consumption – 47 – 90 l/100 km; Power reserve – 390 km; maximum speed – 10/33 km; number of seats in the cabin – 2, in the body – 14.

The modernized truck was produced since 1944. The radiator and headlights were covered with a grille to protect it from damage. A total of 3,505 vehicles were produced. Vehicle performance characteristics: curb weight – 5.5 tons; ground clearance under the rear axle – 390 mm; engine – ZiS-5M; engine power – 77 hp; maximum speed – 10-42 km/h; number of seats in the cabin – 2, in the body – 24.

The bus is built on a ZiS-5V chassis with a separate wooden van body. It was produced since 1942. A total of 517 vehicles were produced. The bus was equipped with a simplified rectangular wooden body for multi-purpose use with one side, two rear doors and a roof covered with painted tarpaulin. The car was used to transport 4 patients on stretchers or 18 seated ones.

The auto repair shop has been produced since 1939 and was intended for the repair and maintenance of engineering equipment. Its package included: an electric generator with a gasoline engine located in a single-axle trailer, machine tools, welding and plumbing equipment.

Aviation regiments and divisions were equipped with the auto repair shop. With a similar design to PARM-1B, it served for medium and large repairs of aircraft and was distinguished by a specific set of equipment and tools.

The car was produced at the Yaroslavl State Automobile Plant since 1936 on the basis of the YAG-4. It had a wooden body with folding sides. A total of 8.1 thousand cars were produced. Vehicle performance characteristics: length – 6.5 m; width – 2.5 m; height – 2.6 m; ground clearance – 300 mm; wheelbase - 4.2 m; curb weight - 4.7 tons; wheel formula - 4x2; engine type – 6-cylinder, carburetor; engine power – 73 hp; load capacity – 5 t; transmission – 4-speed gearbox. maximum speed – 42 km/h; fuel consumption – 43.5 l/100 km; fuel tank capacity – 177 l; Power reserve – 440 km.

The three-axle truck was produced in small batches Yaroslavl plant in 1932-1940 based on "YAG-5". They were used to transport light tanks and artillery pieces. Vans for various purposes and tanks, as well as artillery pieces, were mounted on their chassis. A total of 333 vehicles were produced. Vehicle performance characteristics: length – 7 m; width – 2.3 m; height – 2.6 m; wheelbase - 3.6 m; ground clearance – 275 mm; curb weight - 5.4 tons, gross weight - 14.8 tons; wheel formula – 6x4; engine type – 6-cylinder, carburetor; engine power – 93.5 hp; maximum speed – 42 km/h; load capacity – 8 t; fuel tank volume – 177 l; fuel consumption – 45 l/100 km; Power reserve – 275 km; number of seats in the cabin – 3.

Jet BM-8-24. In August 1941, the 82-mm M-8 rocket was adopted for service. It was a modification of the aircraft RS-82 for use in field artillery, having almost twice the mass of explosives. The creation of a launcher for the M-8 was entrusted to SKV of the Moscow plant No. 733 “Compressor” with the participation of the design bureau of plant No. 37. The development was led by V.A. Timofeev, leading chassis designer - D.I. Sazonov. When designing the machine, engineers used a number of components from the BM-13 installation, as well as “flute” type guides used in aviation.

Two versions of the new rocket launcher on the chassis of the ZIS-5 and ZIS-6 vehicles, which had 38 guides, entered testing in July 1941 and showed generally positive results. For mass production, military experts selected a sample on the chassis of the three-axle ZIS-6 truck because of its better cross-country ability. In addition, this made it possible to borrow many elements of equipment and tools from the produced BM-13 installation based on the same ZIS-6. The production vehicle, produced under the designation BM-8-36, carried 36 guides.

By the end of August 1941, the Moscow plants “Kompressor” and “Krasnaya Presnya” produced the first series of 72 units, and by November 270 machines had already left the workshops.

With the evacuation of the Plant named after. Stalin, the production of three-axle trucks ceased. Therefore, in October 1941, a task was formed to develop a 24-round launcher for M-8 rockets on the chassis of T-40 light tanks. The work was carried out with the participation of a team of designers from the Jet Research Institute. IN new installation For the first time, beam-type guides made from I-beams were used to fire M-8 shells.

The car received the index BM-8-24. BM-8-24 successfully participated in battles in 1942 – 1943. and were well received by the troops due to better protection and cross-country ability, compared to Katyushas based on trucks.

The BM-8-24 installation was also manufactured on the chassis of the T-60 tank, and after production of both tanks ceased, it was used to create more powerful installation BM-8-48 based on Studebaker and Ford Marmont cars.

Chassis for "Katyusha"

In the early 1930s. The domestic auto industry began to develop three-axle vehicles for the army with two rear drive axles (6×4) based on the newly developed mass production two-axle trucks. Adding another rear drive axle increased the load capacity and cross-country ability by one and a half times, reducing the load on the wheels.

In 1931 – 1932 in the design bureau of the Moscow AMO plant under the leadership of E.I. Vazhinsky, the design of the three-axle truck AMO-6 was carried out, simultaneously with other vehicles of the new family AMO-5, AMO-7, AMO-8 with their wide unification. The prototypes for the Amov three-axle trucks were the English WD (War Department) trucks, as well as the domestic development of AMO-Z-NATI. In particular, the ZIS-5 car became further development this 2.5 ton machine.

The first two experimental AMO-6 vehicles made a test run Moscow - Minsk - Moscow in June - July 1933. In December of the following year, the plant began mass production of these vehicles, called ZIS-6. In 1933, only 20 units were produced.

After the reconstruction of the plant, the production of ZIS-6 increased. The most productive year was 1939, when 4,460 three-axle vehicles were produced, and a total of 21,239 until the day the plant was evacuated in October 1941.

The vehicle was maximally unified with the base model ZiS-5. It had the same 6-cylinder carburetor engine with 73 hp, the same clutch, gearbox, front axle, front suspension, wheels, steering, cabin, fenders, hood, running boards. The frame was different, rear suspension, rear axles, brake drive. Compared to the basic ZiS-5, the ZiS-6 had a strengthened radiator of the cooling system, a generator, and installed two rechargeable batteries and two gas tanks (for a total of 105 liters of fuel).

The dead weight of the ZiS-6 was 4230 kg. By good roads it could carry up to 4 tons of cargo, in bad conditions - 2.5 tons. Maximum speed - 50 - 55 km/h, average speed on off-road - 10 km/h. The vehicle could overcome an incline of up to 20° and a ford up to 0.65 m deep. Due to the low power of the overloaded engine, the ZiS-6 had poor dynamics and high fuel consumption (on the highway 40 - 41 liters per 100 km, on a country road - 70 liters ) and poor cross-country ability.

In the army, the ZiS-6 was mainly used as a tractor for artillery systems. At its base, repair huts, fuel tankers, fire escapes, cranes, and armored vehicles were built. BM-13 rocket launchers and 82-mm BM-8-36 launchers were mounted on the same chassis.

However, there was soon a shortage of self-propelled chassis for the Katyushas. They tried to organize the production of the ZIS-6 in Ulyanovsk, where the Moscow ZIS was evacuated in October 1941, but the lack of specialized equipment for production did not allow this to be done.

In the current situation, the M-8 and M-13 missile launchers were mounted on anything. Thus, on machines from the Maxim machine gun on motorcycles, sleds and snowmobiles, on T-40 and T-604 tanks, guides for M-8 shells were installed; BM-8-48, BM-8-72, BM-13-16 were placed on armored railway platforms, river and sea boats.

In 1942 – 1943 launchers began to be mounted on vehicles received under Lend-Lease. For this purpose, for example, 1845 Studebaker cars were allocated, 1157 units of other brands and only 372 ZIS-6.

In March 1944, a self-propelled launcher for M-13 shells on the Studebaker BM-31-12 chassis was put into service.

The original BM-13-16 on the ZIS-6 chassis was preserved only in the Artillery Museum in St. Petersburg.

All-terrain vehicles received under Lend-Lease were also equipped with rocket launchers: Ford Marmont, OMC 6x6, Austin, Chevrolet and others.

Installation of M-30 "Luka"

On June 8, 1942, after successful field tests, the State Defense Committee (GKO) issued a decree on the adoption of the new M-30 missile and the start of its mass production.

M-30 launchers were in service with the guards mortar divisions that were formed from mid-1942, each of which had three brigades of four divisions. The brigade's salvo amounted to 1,152 shells weighing over 106 tons. In total, the division had 864 launchers, which could simultaneously fire 3,456 M-30 shells.

The formation of these divisions was given exceptional importance,

This is evidenced by the order of the Headquarters of June 27, 1942, which ordered all heads of the central departments of the People's Commissariat of Defense to provide the M-30 guards mortar divisions with personnel, weapons and vehicles out of turn.

Beginning in April 1943, two breakthrough artillery divisions (of six brigades) and one guards mortar division were consolidated into breakthrough artillery corps (by the end of 1943 there were 6 such corps), each of which had 712 guns and mortars and 864 launchers. The introduction of such a large artillery group into battle on a limited section of the front, as a rule, ensured a breakthrough of the enemy’s defenses.

The peculiarity of this 300-mm rocket launcher is that the shells were fired directly from the wooden packaging box in which they were delivered from the factories; only the front cover was removed from it. Four, and later eight, of these boxes were placed on a special frame, resulting in a simple launcher.

The exceptional effect of the “eres” was achieved through salvo fire. With the simultaneous or almost simultaneous explosion of an entire group of shells, the law of addition of impulses from shock waves came into force.

The main disadvantage of the projectile was its short range, caused by the use of a low-power engine from the M-13, but the M-30 had enormous destructive power, having a mass of 72 kg with 28.9 kg of explosive. The shells were equipped with high-explosive, chemical and incendiary warheads.

The powerful warhead of the M-30 had an unfortunate aerodynamic shape, and the accuracy of fire was 2.5 times worse than that of the M-13. Therefore, M-30 shells were used only en masse; at least three M-30 divisions were supposed to be concentrated on 1 km of the breakthrough front.

Significant disadvantages of the M-30 frame-type launchers were their low mobility and the long time required to bring them from the traveling position to the combat position. For example, a brigade could fire a salvo of 1,152 shells in five minutes, but it took six to eight hours to prepare for it. When conducting maneuverable combat operations, the ability of such brigades to follow rapidly advancing troops and provide them with fire support was very limited.

In order to increase the maneuverability of guard mortar formations, a 12-round self-propelled launcher on a chassis was developed in March 1944 and adopted by the Red Army in June of the same year. truck"Studebaker" for launching M-31 missiles - combat vehicle BM-31-12. Each guide cell of the launcher consisted of four pipes with a diameter of 32 mm and a length of 3 m, located inside the octagonal clips connecting them. The cell pipes were positioned relative to each other so that in cross section they formed a square, into which a circle with a diameter of 306 mm fit. Thus, the cells were barrels that gave the projectiles a direction of flight. Twelve guide cells were combined into a package consisting of two tiers of six cells each. The base chassis was equipped with jacks to increase the stability of the installation when firing.

Thanks to a reliable device for locking projectiles in the guides, the launchers could be loaded in the starting area, moved to a firing position, fired a salvo and left before the enemy struck.

The vehicle's cabin was equipped with folding protective metal shields. Projectiles could be launched either from it or from a remote control panel.

With the adoption of the BM-31-12 combat vehicles, the maneuverability and rate of fire of heavy rocket artillery increased sharply. In terms of mobility, maneuverability and rate of fire, the BM-31-12 was not inferior to the BM-13 and BM-8-48 launchers, and had even less weight in the stowed position. Thus, units armed with the BM-31-12 were able to accompany infantry and tanks with fire and wheels at all stages of the battle and operation.

A direct hit from the M-30 destroyed any field fortifications, even multi-roll dugouts; reinforced concrete structures They held out, but the cracks and embrasures were clogged with earth, and the garrison soldiers were shell-shocked. True, the firing range of the M-30 did not exceed 2.8 km, the accuracy was worse than that of the BM-13, and a lot of time was spent preparing for firing.

The improved M-31s had improved aerodynamics and a larger propellant charge, which increased the firing range to 4.2 km.

The accuracy of the M-31 UK projectile modification was increased several times by introducing L-shaped fittings in which torque was created due to the lateral outflow of powder gases.

Mass production

In October 1941, the Moscow Kompressor plant, which had just begun to establish production of the BM-13, was evacuated to the Urals. The evacuation was not yet completed, and in the empty workshops a base was created for the repair of Katyushas damaged in battles coming from the front.

BM-13N:

1 – armor shield of the front glass of the cabin; 2 – package of guides; 3 – M-13 rocket; 4 – jack; 5 – car chassis; 6– truss subframe; 7 – stopper of the rotating part; 8 – box for spare parts; 9 – gas tank; 10 – spare wheel; 11 – guide; 12 – truss spar; 13 – panorama; 14 – handle lifting mechanism; 15 – handle of the rotary mechanism; 16 – truss plate

During the war years combat vehicles were produced at a number of enterprises, for example, at the Voronezh Plant named after. Comintern, Kirov - named after. Kuibyshev, at the Mechanical Plant in Penza, Milling Machine Plant in Gorky, named after. K. Marx - in Leningrad, named after. Shevchenko - in Kharkov, at the Moscow "Krasnaya Presnya" plant, in the Urals - at the Chelyabinsk "Chelyabkompressor" and the Sverdlovsk "Uralelektroapparat" and others, which made it possible to fully satisfy the army's needs for this type of weapons. Since 1941, the country has produced more than ten thousand rocket launchers.

The production of rockets has been established at many automobile, tractor and machine-tool enterprises. They produced twelve million "eres".

Who are the creators of the legendary “Katyusha”?

Glory legendary cars their creators could not separate them. As a result of fabricated denunciations at the Jet Research Institute in the fall of 1937, the NKVD arrested chief engineer G.E. Langemak and director I.T. Kleimenov. Two months later, both were sentenced to death. The designers were rehabilitated only in the 1960s.

However, others took credit for the creators of rocket artillery much earlier.

In 1944 – 1945 At NII-3 (RNII), there was an expert commission investigating the failure of the development of a rocket aircraft, but during the course of the investigation, the investigation also touched upon the invention of the BM-13, for which A.G. Kostikov and I.I. Gwai received the Stalin Prize. Their participation in the creation of “Katyusha” was assessed by experts - academician S.A. Khristianovich (previously he headed the group for the creation of missiles with improved accuracy M-13-UK), professors A.B. Chesalov and K.A. Ushakov, deputy Head of the TsAGI weapons department L.M. Levin.

MLRS M-13-16 on the Fordson chassis WOT8 30-сwt (1.5-ton), 4×4

Installation of BM-13 on the chassis of an American military truck GMC SSKW-353 (2x4) at one of the parades in Germany. 1945

The main question of the investigative unit for particularly important cases of the People's Commissariat of State Security of the USSR on this matter was this: “Are Kostikov, Gvai and Aborenkov the authors of the M-8 and M-13 and their launching devices?”

Here is the answer from the experts: “Kostikov, Gvai and Aborenkov cannot be considered the authors of the M-8 and M-13 and their launch devices. The M-8 projectile differs in minor modifications from the RS-82 projectile, developed at NII-3 in 1934 -1938. The M-13 projectile is a development of the RS-132 projectile, developed in 1937 - 1938. Kostikov, Gvai and Aborenkov had nothing to do with the development of the RS-82 and RS-132...” And one more thing. “The idea of ​​​​creating a machine installation for conducting massive fire cannot be attributed to Kostikov, Gvai and Aborenkov.”

In their report, members of the expert commission cited the book of the executed G.E. Langemak, as well as V.P., who was then sentenced to 8 years in the camps. Glushko “Missiles, their design and application” - “The main area of ​​application of powder rockets is the armament of light combat vehicles, such as airplanes, small ships, and cars.” This was written in 1935.

During the investigation, many incriminating facts surfaced. For example, one of the “fathers of Katyusha” - V.V. Aborenkov, deputy head of the Main Artillery Directorate of the Red Army, had nothing to do with NII-3, but became acquainted with the installations... during testing. In the late 1980s, many newspaper copies would be broken regarding the authorship of the creation of “Katyusha,” but no one would ever try to count Aborenkov among the authors. Everyone understood that the general, who was the head of a department of the GAU of the Red Army, was unlikely to generate ideas and translate them into drawings at the drawing board...

Here is the text of the letter from S.P. Korolev and V.P. Glushko to the publishing house of the Great Soviet Encyclopedia:

“In the 23rd volume of TSB (second edition) on page 126 there is an article about Andrei Grigorievich Kostikov, who was awarded high awards “for great services in the creation of a new type of weapon.” In 1937 - 1938, when our Motherland was going through difficult days of mass arrests of Soviet personnel, Kostikov, who worked at the institute as an ordinary engineer, made great efforts to achieve the arrest and conviction as enemies of the people of the main leadership of our institute, including the main author of the new type of weapons of the talented scientist-designer G.E. Langemaka. Thus, Kostikov turned out to be the head of the institute and the “author” of this new type of weapon, for which he was immediately generously awarded at the very beginning of the war.

Having received an assignment for another development, Kostikov turned out to be unable to complete it, and therefore, during the war, he was removed from work and dismissed from the institute”...

Corresponding Member of the USSR Academy of Sciences, Hero of Socialist Labor S.P. Korolev, V.P. Glushko.

Time passed, and many of the NKVD documents were published in the open press. Including this one:

“I am not an artilleryman, and certainly not a specialist in gunpowder, but I have had a detailed acquaintance with rocket shells and bombs from the moment I was appointed deputy VRID. director of NII-3 (11/15/37) gives me reason to draw certain conclusions regarding some people who have been involved in this branch of technology for a long time... The main role in this laboratory is occupied by engineer. Pobedonostsev. In the second half of 1937, after PC and RAB (we will continue to call rocket shells and rocket bombs that way for brevity) went into experimental gross production, abnormal behavior was discovered, as if by chance, under certain conditions of gunpowder during its combustion”...

The highlight of the document is the slippery phrase “as if by accident.” A seemingly simple clause – and the fate of Yu.A. Pobedonostsev is crossed out, although he was not arrested. It is as impossible to explain this as it is to explain why, say, S.P. was arrested. Queen. According to the established procedure at that time, after his arrest, a “technical examination” was required. No one asked the institute whether Korolev was an enemy. Once they are arrested, it is clear that they are the enemy. Specific facts of sabotage were required. The investigation was entrusted to engineers M.S. Kisenko, E.S. Shchetinkov and F.N. Let’s go, who composed a very vague examination report, where Korolev’s shortcomings and failures were noted, but it was possible to understand that there was no malicious intent in Korolev’s work, that all his flaws did not go beyond the usual miscalculations required in any experimental work. On two points, Shchetinkov even wrote down a “special opinion” in this act, from which it was clear that Korolev was not a pest at all.

Such a conclusion, however, did not guarantee the reliable elimination of rivals and did not satisfy Kostikov. He himself headed the new commission and conducted a new examination. The conclusions were already different. This act was also preserved in the archives of the NKVD. In this regard, the same official investigation conducted in June 1965 by the Chief Military Prosecutor's Office noted:

“On June 20, 1938, Kostikov headed an expert commission that gave an opinion to the NKVD authorities about the sabotage nature of the activities of engineers Glushko and Korolev.”

June 21, 1991 By decree of the President of the USSR M.S. Gorbachev to designers I.T. Kleimenov, G.E. Langemaku, V.N. Luzhin, B.C. Petropavlovsky, B.M. Slonimer and N.I. Tikhomirov was posthumously awarded the title of Hero of Socialist Labor.

Finally, the creators of the legendary weapons have become our Heroes.

Noticed a mistake? Select it and click Ctrl+Enter to let us know.

Dear colleagues, I present to you a model of the BM13 Katyusha rocket launcher, based on the ZiS-6 car in 1/35 scale from the company Eastern Express. The model was assembled in 2014.

Unfortunately, the prototype of the model, based on the ZiS-6, was not found; more precisely, I could not identify the photographs that were found; the inscriptions on the vehicles were missing or illegible.
In total, in the initial period of the war of 1941-1942. based on the ZiS-6 chassis, 372 were produced rocket launchers, various types, BM-13-16 (RS 132mm) and BM-8-36 (RS 82 mm), some of them served until 1945.

Many launchers (PU) were mounted on various vehicles, on crawler tractors, light tanks T-60 and T-70. And also on the chassis of cars received under Lend-Lease, such as: “Austin K6”, “Dodge T-203B”, “Ford-Marmon HH6”, “Bedford OYD”, “Chevrolet G-7117”, “GMC CCKW” -352", "Ford WOT-8 Canadian-Ford", "International K7". But the bulk of the launchers were installed on the Studebaker US6 chassis, as a result of which it was decided to standardize combat vehicles based on the Studebaker vehicle. In April 1943, such a system was put into service under the designation BM-13N (normalized).
A set of wheels from ZiP-35056 was purchased for the model.
Assembly of the model was interesting, despite not very good details models, their poor fit, and the complete absence of some - for example, a multiplier and a central brake, are not included in the set. These parts had to be manufactured.

The following were also modified:

1. Steering knuckles, as well as steering rods.
   I carefully drilled holes in these parts, aligning the fist and the beam, inserted a needle from a syringe, and the fist began to rotate. Next, I made the steering rods in the same way, the only thing I added was a cotter pin so that the rod would not jump off, this can be seen in the photographs. Thus, the front wheels of the car turn both to the right and to the left.
2. I made both the front and rear wheels rotate.
3. I modified the engine hood - made piano hinges, the hood opens and closes.
4. Corrected tubular frame on the launcher, the model does not have the correct frame shape.
5. I made a range multiplier and a central brake according to the drawing. From parts left over from other sets, I sawed, cut, putty, and it seemed to work.
6. The power cable was wired from the Rocket Launch Control Panel to the frame with the RS-132.

After assembling the model, I moved on to painting. I painted it with an airbrush using the gradient method.

Tamiya used paints, then gloss varnish. I washed it with MIG products and oil paints, and also applied the dirt using the spray method and covered it all with matte varnish.
Foreshadowing the statements of some modellers that there is too much dirt on the model, I’ll immediately say that I don’t think so, the amount of dirt that is shown makes the model more realistic, taking into account the summer-autumn thaw and the absence of mostly asphalt roads.

Assembly Design Engine

Type	Petrol
Volume	5560 cm 3
Maximum power	73 l, s, kW, at 2300 rpm
Maximum torque	279 Nm, at 1200 rpm
Cylinders	6
Cylinder diameter	101.6 mm
Piston stroke	114.3 mm
Compression ratio	4,6
Supply system	Carburetor
Cooling	liquid
Clock (number of clock cycles)	4
Cylinder operating order	1-5-3-6-2-4

Transmission

manual 4-speed
Manufacturer	ZIS
Type	mechanical
Number of steps	4
Gear ratios
1st gear	6,60
2nd gear	3,74
3rd gear	1,84
4th gear	1,00
Reverse gear	7,63
Switching	floor lever

Extra box two-stage transmission. Gear ratios: 1st gear - 1.53; 2nd gear - 1.00. The main gear of the drive axles is a single worm gear, the gear ratio is 7.40. Characteristics Mass-dimensional Length 6060 mm Width 2250 mm Height 2160 mm Clearance 290 mm Wheelbase 3360+1080 mm Weight 4230 kg in running order Dynamic Maximum speed 55 km/h Other Load capacity 4000 kg Volume of the tank 105 l ZIS-6 on Wikimedia Commons

ZIS-6- Soviet three-axle (6×4) 4-ton off-road truck with dual-slope rear axle tires. Created on the basis of the mass-produced national economic truck ZIS-5 (4×2). The second most popular “three-wheeler” (after GAZ-AAA) in the Red Army in the 30s and in the initial period of the Great Patriotic War. From December 1933 to October 15, 1941, the Automobile Plant named after I.V. Stalin produced 21,239 units. ZIS-6.

History of creation

The prototype of the three-axle ZIS in the early 30s was the AMO-3-NATI truck, created on the basis of the two-axle AMO-3 truck, which was the result of Soviet production mastering the assembly of American vehicle kits for Autocar Dispatch SA trucks, assembled from units from various American manufacturers for the South American market, Therefore, the pre-production three-axle truck was initially designated as AMO-6, but it went into production after the ZIS-5 as the ZIS-6. On the prototype, two variants of drive axles on a balancer suspension were tested: with conical and worm pairs. A worm pair was chosen for mass production because of its compactness, but it later became clear that this type of transmission is difficult to manufacture and operate. The transmission was supplemented with a 2-speed gearbox. To produce the ZIS-6 during the 2nd reconstruction of the ZIS, it was necessary to create additional production facilities.

Modifications

Characteristics

• Wheel formula: 6×4
• Engine: ZIS-5, 6-cylinder in-line, displacement - 5560 cm³, compression ratio 4.6, water-cooled, carburetor, power - 73 hp. at 2300 rpm, maximum torque 28.5 kgf m at 1200 rpm
• Bore/Stroke: 101.6/114.3mm
• Length: 6060 mm
• Width: 2235 mm
• Height: 2160 mm
• Base: 3360+1080 mm
• Loading platform height: 1200 mm
• Ground clearance (under rear axles): 275 mm
• Minimum turning radius along the front outer wheel track, 9 m
• Curb weight: 4230 kg
• Load capacity: 4000 kg (on the highway), 2500 kg (on the ground)
• Gross weight distribution front axle / rear bogie: 1670 / 6550 kg
• Maximum speed: 55 km/h
• Fuel tank volume: 105 l
• Reference fuel consumption: 40 l/100 km
• Tires: 34x7 inches

Historical facts about the ZIS-6 and the Katyusha

In the summer of 1939, the first experimental MU-2 multiple rocket launcher was mounted in the back of a ZIS-6 truck, and in the fall, the more powerful M-132. In 1940, the M-13-16 launcher appeared, but the chassis of the standard ZIS-5 was not suitable for it - it turned out to be overweight and could not withstand intense fire, in addition, maneuverability on the ground was completely unsatisfactory. Accordingly, the first 5 experimental BM-13-16 units were manufactured on the ZIS-6 chassis. On June 21, 1941, the Red Army had 10 experimental BM-13 installations. With the beginning of the Second World War, in the summer-autumn of 1941, serial production of guards mortars (multiple rocket launcher) BM-13-16 (M-13), later known as “Katyusha”, was organized on the ZIS-6 chassis. To complete the M-13 guards mortars in the fall of 1941, ZIS-6 vehicles had to be requisitioned (including with onboard platforms and other bodies, which were then dismantled) from the fleets of various civil organizations and military units according to a special mobilization order. Due to the approach of the front to Moscow in October 1941 and the evacuation of most of the ZIS capacity to the east of the country, the production of the much-needed ZIS-6 chassis was forced to curtail - the installation of the BM-13-16 on the ZIS-6 chassis was discontinued by order of the State Defense Committee in November 1941. In the winter of 1941/42, the last ZIS-6s were removed from the vehicle fleet and were used for the installation of less powerful M-8-36 and M-8-48 rocket launchers. Subsequently, Guards Katyusha rocket mortars were installed on armored trains, the STZ-5-NATI tracked tractor and the T-60 light tank, and from the spring of 1942, mainly on English and American all-wheel drive chassis imported under Lend-Lease. The most famous among them was the Studebaker US6. Therefore, at present, almost all “Katyushas” on the ZIS-6 chassis on display in various museums, equipped with angular wings, are not authentic - such wings were not serially installed on the ZIS-6 and could only appear as a result of subsequent overhauls. In addition, equipped with a completely wooden cabin and similar bent wings made of low-quality roofing iron, the ersatz version of the ZIS-5V was produced in 1942-1944. only with rear brakes and a single headlight, and received a second one only in 1945.