The cross-country ability of this truck, which has been in production for over 30 years, can still be called outstanding. The path to its creation was long and difficult, but everyone who worked behind the wheel of these all-terrain vehicles remembers them with kind words. Numerous versions of the ZIL-157 model could be found in the Far North, and on construction sites in Siberia, and on the laying of pipelines in Central Asia, and, of course, in the armies of many countries around the world. Undoubtedly, this was one of the worthy domestic developments, and it deserves to be remembered.

At the end of the 1930s, when the inevitability of World War II was beyond doubt, designers of European factories producing army vehicles were racking their brains over how to increase the cross-country ability of vehicles. Their efforts did not go unnoticed in the USSR, because serious attention was paid to issues of increasing defense capability. The greatest successes in this matter were achieved at the Gorky Automobile Plant, where constant velocity joints were first introduced into production, turning the front axle of a car into a drive axle.
The merit of the design team under the leadership of Andrei Aleksandrovich Lipgart lies in the fact that, having tested various two-axle and three-axle trucks, they proved that all-wheel drive vehicles should have single-pitch tires, tires with a special tread for various driving conditions on the terrain, special weight distribution along the axles, etc. d. It’s a pity that the war prevented the implementation of plans to produce a family of all-terrain vehicles, and after the war the country received only one two-axle all-wheel drive truck, the GAZ-63, which, however, had unique cross-country ability.

At the Moscow Automobile Plant named after. Before the war, Stalin managed to produce a small batch of ZIS-32 two-axle off-road trucks. At the end of the 1940s, designers sought to create the Soviet Studebaker US 6x6, taking as a basis its technical features and based on the units of the new 4-ton ZIS-150 truck. As you know, these legendary all-terrain vehicles with gable rear wheels proved themselves to be excellent in battles with the Nazis, including as carriers of the famous Katyusha launchers.
The three-axle ZIS-151, to the great chagrin of its creators, turned out to be much worse than the Studebaker. Put into production in April 1948, a year later, during a long run on the spring off-road, it was significantly inferior in cross-country ability to both the Lend-Lease prototype and the GAZ-63 all-terrain vehicles, which more than once had to pull ZISes out of the mud and snow captivity.

Heavy vehicles (the weight of the ZIS-151 exceeded the weight of the Studebaker by a ton) with small wheels and insufficient ground clearance, low-power engines and rear axles with double tires were nicknamed “irons” among testers, forcing drivers to remove the second ramps and push the stuck one. car with another car, fortunately the design of the special rear bumpers allowed this. In the memoirs of the testers, one can read that thick liquid mud easily covered the rear wheels, turning them into four barrels, spinning helplessly in the mud mass. Removing the outer slopes covered with mud, picking out the dirt with a crowbar, was a real pain, but this was necessary to increase cross-country ability. Gable wheels required more power from the engine, as they laid additional tracks, while on the GAZ-63 the rear wheels walked exactly along the track of the front ones.

Truck with Soviet know-how
The errors had to be corrected as soon as possible, especially since the ZIS-151 trucks were entering the army, and the ways to solve the problems did not look vague. In 1950, production of the BTR-152 armored personnel carrier began based on modified ZIS-151 units, but with single-pitch tires on all wheels with larger tires. The plant created experimental samples of ZIS-151 trucks with single-pitch wheels and a single track bridge, and began work to increase engine power, increase the reliability of other units, and design winches. But the main hopes associated with a radical increase in cross-country ability were placed on the system of centralized regulation of air pressure in tires being created (for the first time in world practice). Tire manufacturers were tasked with developing a design and mastering the production of special tires that allow the vehicle to move with a temporarily reduced air pressure in them. As a result, a tire of size 12.00-18 was developed (air pressure range 3.0...0.5 kgf/cm2), allowing the possibility of working with a variable radial deformation of up to 35% of the profile height, whereas for conventional tires the radial deformation is not more than 13%. The tire was distinguished by increased elasticity, achieved by increasing the profile width by 25%, reducing to eight layers of cord in the carcass and using special layers of very soft rubber.

As the air pressure in the tires decreases, deformation increases and the specific ground pressure decreases. As a result, the rut depth is reduced and, accordingly, energy costs for rut formation are reduced or the soil resistance to wheel rolling is reduced. True, it was possible to move at an air pressure of 0.5 kgf/cm2 only at a speed of no more than 10 km/h.

The change in tire pressure was carried out by the driver using a centralized system, which made it possible to regulate and, if necessary, bring the pressure in all tires to normal while the car was moving. The military especially liked the use of such a system. The fact is that with this system the survivability of the car was higher. The truck could continue to move even if an individual tire was damaged, since the inflation system compensated for the drop in air pressure in it.
Tests of the new system fully confirmed the theoretical research, and when developing the new ZIL-157 vehicle, which replaced the ZIS-151 all-terrain vehicle on the assembly line in 1958, the choice was made in favor of a new tire size 12.00-18. As a result, the designers had to radically reconsider the layout of the all-terrain vehicle. Reducing the number of wheels from 10 to 6 made it possible to avoid the installation of two spare ones, which were mounted on the ZIS-151 vertically behind the cabin.

This decision led to the elimination of the wheel holders behind the cab and made it possible to move the platform closer to the cab, and to shorten the frame at the rear by 250 mm, which reduced the overall length of the truck by 330 mm with the same wheelbase. The only spare wheel found a place under the platform.

Optimization of the layout of the ZIL-157 truck improved the weight distribution along the axles, while the weight of the vehicle decreased by 100 kg.
At first, cars used a system for regulating air pressure in tires with external air supply through tubes with articulated joints, but very soon serious shortcomings of this design became apparent. While the all-terrain vehicle was driving off-road, the protruding outer tubes were damaged, the hub seal in the air supply unit turned out to be poorly protected from dirt, and mounting and dismantling the wheels caused great difficulties. As a result, almost immediately after the start of production of the car, the air supply unit to the tire was redesigned in favor of supplying air from the inside of the wheel.

Powertrain modernization
Experience in operating ZIS-151 vehicles revealed their low traction and dynamic qualities, especially when towing a trailer, the engines often overheated, the truck consumed a lot of fuel, had low average speeds on paved roads, and the reliability of the components did not suit the operators at all.
All this had to be corrected when creating the ZIL-157. The use of an aluminum cylinder head on an in-line lower-valve 6-cylinder engine with a displacement of 5.55 liters made it possible to increase the compression ratio from 6.0 to 6.2, which, together with the installation of a new carburetor, increased power from 92 to 104 hp. at 2600 rpm and maximum torque from 304 to 334 Nm. The cooling system has also undergone a significant change, which received a six-blade fan and a new radiator.
A new oil pump, new crankshaft seals, water pump seals, a closed crankcase ventilation system were introduced into the engine design, the suspension of the power unit, etc. was modernized, which increased its performance properties. Constructive measures led to a reduction in fuel consumption of the ZIL-157 vehicle by 7...22%, depending on road conditions.

During the production process, the car's engine was upgraded twice more. In 1961, its power was increased to 109 hp. (model ZIL-157K), replaced the double-disc clutch with a single-disc one, and from 1978 the truck began to be produced with an engine in which a number of components were unified with the engine of the ZIL-130 car (this version was called ZIL-157KD). The gearbox with 5 forward gears and one reverse gear was also strengthened, and until 1961 it was produced with a fifth overdrive gear, which was later abandoned.
The two-stage transfer case with forced engagement of the front axle, compared to the ZIS-151, was produced with wear-resistant gears and new seals, and the cardan drive was designed anew. The transmission of torque to the rear axle was carried out using a promotional pore mounted on the middle axle. The drive axles received significantly reinforced axle housings, new hubs and brakes. The number of wheel studs has increased from 6 to 8.

It became more convenient for the driver
Among the comments regarding the ZIS-151 model were complaints about the cabin: the inconvenience of the driver sitting on a non-adjustable seat, the lack of a heater, its poor dust protection, unsatisfactory air ventilation, as well as the ineffective operation of shock absorbers and large forces transmitted to the driver’s hands from the wheels. All of the above made the driver’s work difficult, turning it, especially in winter, into downright agony. It turned out that eliminating the shortcomings was not so difficult.
Long-lived prize-winner
The carrying capacity of the all-terrain vehicle on paved roads was limited to 4.5 tons (since 1978 - 5.0 tons), on dirt roads - 2.5 tons. The truck overcame a ford with a depth of 0.85 m, and reached speeds of up to 65 km/h, consumed 42 liters of fuel per 100 km. At normal tire pressure (3.0...3.5 kgf/cm2), the ZIL-157 performed transport work on roads with hard, unimproved surfaces. When the pressure decreased to 1.5...2.0 kgf/cm2, it easily moved on soft and loose soil, and at 0.75...1.0 kgf/cm2 it overcame sand, wet soil and dirt roads washed out after a rainstorm. Tire pressure of 0.5...0.7 kgf/cm2 made it possible to move freely through damp meadows, wetlands, and also successfully overcome deep snow cover. The total weight of the towed trailer when driving on the highway was 3.6 tons.
For its high performance parameters, the car received the Grand Prix at the 1958 World Exhibition in Brussels. It was exported to dozens of countries around the world. Serial production of models of the ZIL-157 family, which included a good dozen of various designs, continued at the Moscow Automobile Plant named after. Likhachev until 1988, i.e. for many years after the release of more modern ZIL-131 vehicles. In 1978–1994 the car was assembled at the Ural Automotive Plant (Novouralsk), at that time a branch of ZIL. A total of 797,934 ZIL-157 vehicles of all modifications, which many call the “kings of off-road”, were produced.

ZIS-151 (photos are posted on the page) was produced at the Moscow Stalin Plant from 1948 to 1958.

Development

The first three-axis prototypes were created in 1946. One version of the truck, ZIS-151-1, had single wheels and an all-metal cab from the ZIS-150 model. The second model, ZIS-151-2, was equipped with dual-slope rear wheels and was intended for transporting multi-ton cargo.

Both cars were to go into large-scale production. Some of the vehicles were planned to be produced for the national economy, and some for the armed forces. Army trucks were equipped with a wheel inflation system.

In the summer of 1947, representatives of the Soviet army command adopted ZIS-151 trucks. The highest ranks of the commissariat and generals of the ground forces gathered at the training ground. The American three-axle Studebaker and two modifications of the ZIS-151 were put into comparative testing.

Some military experts spoke in favor of single wheels, motivating their choice by the fact that the track-to-track track is preferable: less fuel consumption, better cross-country ability. The remaining members of the commission were of the opinion that a truck with double ramps would lift much more cargo, and this is important in the field. As a result, it was decided to supply gable trucks to military units.

ZIS-151: technical characteristics

Weight and dimensional parameters:

• car length - 6930 mm;
• height along the cabin line - 2310 mm;
• maximum width - 2320 mm;
• height at the top of the awning - 2740 mm;
• ground clearance - 260 mm;
• wheelbase - 3665+1120 mm;
• total weight - 10,080 kg;
• curb weight of the vehicle - 5880 kg;
• load capacity - 4500 kg;
• The volume of the double gas tank is 2 x 150 liters.

Power point

The ZIS-151 car was equipped with a ZIS-121 gasoline engine with the following parameters:

• cylinder displacement - 5560 cubic centimeters;
• power close to maximum - 92 hp. With. at a rotation speed of 2600 rpm;
• number of cylinders - 6;
• location - in-line;
• cylinder diameter - 100.6 mm;
• piston stroke - 113.3 mm;
• compression - 6 kg/cm;
• food - carburetor, diffuser;
• cooling - water;
• fuel - A-66, low octane;

Transmission

The ZIS-151 truck is equipped with a five-speed manual transmission.

Gear ratios:

• fifth speed - 0.81;
• fourth - 1;
• third - 1.89;
• second - 3.32;
• first - 6.24;
• reverse speed - 6.7.

Two-stage transfer case:

• first gear - 2.44;
• the second - 1.44.

Mass production

The first batch of ZIS-151 rolled off the assembly line in April 1948. The cars were produced with a combined cabin assembled from wooden parts and metal sheets. The exterior of the vehicle resembles the contours of an American military truck of the Studebaker US6 brand.

The ZIS-151 truck was a domestic design with all drive axles. After production reached the planned level, the vehicle began to be widely used in army units. Modifications were sent to the military that could be useful in the field:

• ZIS-151A, equipped with a powerful winch;
• ZIS-151B, truck, all-wheel drive tractor;
• ZIS-153, an experimental half-track truck.

Finalization

The first years of operation of military trucks showed that the vehicle needed fine-tuning. The gable wheels could not pass through the mud; viscous soil wrapped around the treads, and the car stopped. I had to clean the tires with improvised means. Gradually, all the trucks were converted, single wheels were installed, and cross-country ability increased.

In addition, the engine had to be modified; the rated power of 92 horsepower was insufficient. By boring the cylinders and increasing the compression ratio, it was possible to increase the engine power by 12 hp. s., but this was not enough. Engine thrust became optimal after changing the transmission.

Chassis

The ZIS-151 truck has a frame structure assembled from a 10-mm channel. Riveted connections provide sufficient strength to the frame and side members on which the engine, transmission and transfer case are mounted.

The two rear axles of the truck are completely identical in size, brake mechanisms and mountings. Rotation from the engine and transmission is transmitted through the driveshafts to the differentials, then to the axle shafts, which end in powerful bearing flanges. The wheels are put on the axle shafts and screwed with ten foot-type nuts.

The brake system of the one hundred and fifty-first is built on the principle of pneumatic pressure. The compressor forces air into the receiver, and from there the compressed air under a pressure of four atmospheres enters the brake cylinders.

The front wheels are mounted on pin axles with a large margin of safety. are driven by rods that interact with the worm mechanism of the steering column. There was no power steering at that time, so turning the steering wheel on a heavy military truck was only possible for physically resilient and trained conscripts.

After the end of the Great Patriotic War, the Stalin Automobile Plant in Moscow began producing the ZIS-151 truck. It was distinguished by increased cross-country ability and three drive axles. The model was produced for ten years (from 1948 to 1958). For the last two years the car was called ZIL-151. This was due to the renaming of the plant in the summer of 1956. Over its entire history, almost one hundred and fifty thousand copies have been produced.

At the development stage

The automaker produced military equipment during the war. During the war years, about one million ZIS-5 models were produced. In parallel with this, the designers were developing a new model with two drive axles. So, in 1944, the first sample of the ZIS-150 car was assembled. Due to its excessive weight, this development did not meet the requirements of the country's Ministry of Defense. Therefore, it was decided to produce three-axis models. Development of the new model began in the winter of 1945. From this moment the history of the creation of the ZIS-151 begins.

A year later, two versions of the car were developed. The first appeared in May. It was distinguished by gable wheels at the rear. The second version was compiled a little later (in the fall of this year). This version had a cab from the ZIS-150 and single wheels at the rear.

In the summer of 1947, tests of the ZIS-151 vehicle were carried out. There he showed his best side. The tires ran very smoothly. It took less fuel to lay the path than competitors. In 1948, production of serial cars began.

Power unit

The car was originally equipped with ZIS-120 engines. This engine had a volume of five and a half liters.

Since 1950, they were replaced by the ZIS-121 engine. This is a four-stroke gasoline carburetor with six cylinders. The ZIS-151 engine had a power of ninety-two horsepower. Liquid cooling. For fuel, two tanks were installed on the truck. Each of them had a volume of one hundred and fifty liters. They were hiding on both sides under the loading platform.

The installed engine allowed the car to accelerate to fifty-five kilometers per hour. At the same time, fuel consumption was forty-two liters per hundred kilometers.

Transmission and chassis

The ZIS-151 model was equipped with a non-synchronized gearbox with five speeds. The last speed is accelerating. The clutch is a dry type with two discs.

The suspension springs are supplemented with double-acting hydraulic shock absorbers. Drum brakes equipped with a pneumatic drive.

The wheel formula is 6 x 6. ZIS-151 is a vehicle with all-wheel drive. It was complemented by a two-speed transfer case. This made it possible to disable the front axle drive. The transmission included five driveshafts on which ten hinges were installed. The housings of the two rear axles were shifted in different directions. The bridges themselves were suspended by a balancer suspension and had two longitudinal springs. The two rear wheel axles were equipped with three driveshafts, complemented by needle-type bearings. A separate drive has been developed for each of them.

Appearance

ZIS-151 “Zvezda” was a universal flatbed truck. The sides are made in the form of a lattice. The body is complemented by benches located longitudinally and an awning.

The first models (before 1950) had a wooden cabin with metal elements, which could accommodate three people. The cladding was made of plywood. The footrests were also wooden. The front wall was made of metal. The windshield is folding. After 1950, a cabin made entirely of metal was installed.

A short bumper was installed on the spar frame at the rear of the car. It allowed you to push the car in front. This was relevant given the difficult road conditions.

Specifications

The length of the car is 6930 millimeters. Its width is 2320 millimeters. Cabin height is 2310 mm. If measurements are taken along the awning, the height will increase to 2740 millimeters. The wheelbase is 3665 + 1120 millimeters. The rear wheel track is 1720 millimeters. Front - 1590 millimeters. Ground clearance - 260 millimeters.

The curb weight of the car is 5580 kilograms. The carrying capacity varied from two and a half thousand to four and a half thousand kilograms. A lower value is typical for driving on unpaved roads. The permissible gross weight of the truck is 10,100 kilograms.

If we talk about the standard modification, the truck was equipped with wooden sides, which were installed on a universal platform. The tailgate opened. In total, the car had ten wheels measuring 8.25-20. Spare tires (two of them) were attached between the cab and the body.

On dirt and country roads, the car is capable of transporting loads weighing two and a half tons. On the highway, this value almost doubles and amounts to four and a half tons. The permissible weight of a trailer that can be towed by a car is considered to be 3.6 tons.

The truck is capable of climbing mountains with a steepness of up to twenty-eight degrees. The lateral roll of the car should not exceed twenty-five degrees. A car can also cross a ford, the depth of which does not exceed eighty centimeters.

Modifications

Several versions of the ZIS-151 were produced. The autohistory also includes information about several models produced on its basis.

In the spring of 1946, an experimental model ZIS-151-2 was released, which was distinguished by the presence of dual-pitch rear wheels. A few months later, in the fall of the same year, the car appeared in its second version - ZIS-151-1. Unlike the previous version, it had single wheels at the rear. A cabin from a ZIS-150 was installed on it.

The modification equipped with a winch was called ZIS-151A. Its traction force was 4.5 tf. The winch cable was one hundred meters long. The model was equipped with a three-stage power take-off. It also served to transmit torque to mounted units.

They even produced the ZIS-121 truck tractor and the ZIS-153 car, which featured a half-track chassis. There was a prototype ZIS-151G, also known as ZIL-E157. The tire inflation system was tested on it.

Military equipment

Several variants of military equipment were produced on the basis of the ZIS-151. Among them are:

• ZIS-485 BAV. Able to move on water.

• BM-13-16, designed for rocket artillery.

• BM-14-16 (8U32) - another combat vehicle. It was equipped with a 140-mm rocket system, allowing it to fire in one gulp.

• BMD-20 (8U33) with a two-hundred-millimeter rocket system installed on it, capable of sending charges over long distances. She worked with salvo fires of the MD-20 “Storm-1” type.

• The BM-24 (8U31) was equipped with the M-24 multiple launch rocket system.

• BTR-152 (or ZIS-152) - armored personnel carrier.

Specialized peacetime equipment

Based on the ZIS-151 truck, several versions of trucks were developed, designed to perform one specific function. These were the ARS-12D filling station, the PMZ-27 tank truck, and the PMR-43 hose truck.

Several versions of fire trucks were produced on the ZIS-151 chassis:

• PMZM-3 - tank truck for fire extinguishing ATs-40. It was produced from 1952 to 1954 at the fire truck plant in Moscow.

• PMZ-13, which replaced the previous version. Produced from 1954 to 1959 by the Priluki plant. This is an ADC-25 fire tanker.

• PMZ-15, produced between 1952 and 1959. This was the first fire-fighting vehicle in the Soviet Union intended for airfield service.

• PMZ-16, intended for chemical foam extinguishing. It was collected from 1956 to 1959.

Disadvantages of the car

During operation, the ZIS-151 car showed several of its shortcomings. During the first tests, the cross-country ability of this model was significantly lower than that of other participants. The ZIS-151 often had to be pulled out of the mud or snow by the forces of “competitors”. This was due to several factors. Thus, the representative of the domestic automobile industry was heavier than the American Studebaker, which he compared to during production, by a whole ton. Small wheels, low ground clearance.

The engine lacked power. Due to the dual-slope wheels, this was felt especially acutely. The second pair of wheels had to make its own way. For example, on the same GAZ-63, the rear wheels did not expend additional forces (they followed the track of the front ones).

ZIS-151 was nicknamed “iron”. Judging by the reviews, the rear wheels regularly became clogged with mud, thereby losing the ability to move. They were just spinning helplessly in the mud. We had to use a crowbar and other available means to clean the wheels so that we could move on.

At the last Army 2016 forum, the exhibition also included samples of military retro equipment. The purpose of the article is not to go deeply into technical details and developments, but just to briefly talk about the displayed samples, some of which contributed to the victory in World War II, others became the next step in the development of army vehicles. And only for the last sample a more detailed description is given.

GAZ-AA / GAZ-MM

This car traces its history back to the one and a half ton Ford-AA truck of the 1929 model. On February 1, 1930, in the temporary assembly workshops of the Gudok Oktyabrya plant in Nizhny Novgorod, the first 30 Ford-AA vehicles were assembled from imported parts. Due to the fact that a number of components in the Ford-AA truck did not correspond to operation in our country, changes were made to its design and on January 29, 1932, the first completely Soviet-made truck under the N brand rolled off the main assembly line of the new automobile plant in Nizhny Novgorod. A.Z. In October 1932, Nizhny Novgorod was renamed Gorky and NAZ (Nizhny Novgorod Automobile Plant) became GAZ (Gorky Automobile Plant), and the car received the GAZ-AA index. In 1938, the GAZ-AA truck began to be equipped with an engine of increased power and many other improvements were made, after which it received the designation GAZ-MM. Externally, the GAZ-MM was no different from its predecessor.

ZiS-5

In December 1933, the Moscow Automobile Plant named after Stalin, instead of the previous 2.5-ton AMO-3 truck, switched to producing a 3-ton AMO-5 (ZiS-5) truck. Compared to the previous AMO-3 model, the designers took the path of extremely simplifying the design and giving it survivability and durability. Non-ferrous metals were practically excluded from the design and only steel, cast iron, and wood were left. The ZiS-5 became the first Russian car to have a compressor for inflating tires as standard equipment. The ZiS-5 quickly earned a reputation as a simple, very reliable and repairable vehicle. In February 1942, the production of such trucks began in Ulyanovsk, where the equipment from the ZiS was evacuated. Since June 1942, the ZiS-5V began to be manufactured at the Moscow Automobile Plant, where car production began again. In July 1944, production of these trucks began in the Urals, at a plant in the city of Miass. At the Moscow plant, the ZiS-5V was produced until 1946. At the Miass Automobile Plant, production of the ZiS-5 in a simplified version continued until 1958.

Studebaker US6

At the end of 1941, Studebaker Corp. of America began production of military three-axle all-terrain vehicles Studebaker US6 for the American army. But the command considered these vehicles as not quite standard for the American army and preferred to send them mainly to the allies. About half of all trucks produced were delivered to the USSR under Lend-Lease. The cars were delivered both assembled and disassembled. Studebakers became the most common imported trucks in the Red Army during the Great Patriotic War. In the Red Army, Studebaker flatbed vehicles were used as transport vehicles and artillery tractors. There were also dump trucks, tank trucks and tractor-trailers. The chassis was widely used as a base for rocket artillery combat vehicles.

BM-13N "Katyusha" on the ZiS-151 chassis

Due to the fact that during the war the production of BM-13 launchers was urgently launched at several enterprises, changes were made to the design of the installation due to the production technology adopted at these enterprises. Thus, the troops used up to ten varieties of the BM-13 launcher, which made it difficult to train personnel and had a negative impact on the operation of military equipment. For these reasons, a unified (normalized) BM-13N launcher was developed and put into service in April 1943, which could be installed on any appropriate chassis. The Studebaker US6 off-road truck was used as the base chassis. Since 1948, this launcher began to be installed on the ZiS-151 chassis, then the ZiL-157 (BM-13NM), and later on the ZIL-131 (BM-13NMM). At the same time, the artillery part of the BM-13N, BM-13NM and BM-13NMM vehicles was exactly the same.

GAZ-63

In 1948, mass production of the GAZ-63 all-terrain vehicle began, which became the first serial Soviet all-terrain vehicle to have all-wheel drive, the same track for the front and rear wheels, a winch for self-pulling on the front bumper (GAZ-63A) and single tires for the rear wheels. First of all, the GAZ-63 was intended for the army and therefore immediately began to be supplied to the troops in large quantities. The GAZ-63 all-wheel drive two-axle cargo vehicle was intended for transporting personnel and cargo weighing up to 2 tons on highways and cargo weighing up to 1.5 tons on bad roads and off-road. The main trailer is a single-axle GAZ-705 with a carrying capacity of 1 ton. The vehicle could also transport light and medium-sized implements and two-axle special low-bed trailers with equipment. Military modifications of the GAZ-63 had shielded electrical equipment that did not create radio interference, and blackout means.

ZIL-157

In 1958, the last all-wheel drive truck ZIL-151 rolled off the assembly line of the Moscow Automobile Plant named after I. A. Likhachev and the automobile plant switched to the production of new off-road trucks, with all drive axles, ZIL-157. Unlike the ZIL-151, the new car received a single-pitch tire and a system for regulating air pressure in the tires, which significantly increased its cross-country ability. To regulate the air pressure in the tires, a block of tire valves was installed on the inclined floor in the center of the cabin, consisting of 6 valves with flywheels, each of which was intended to regulate the air pressure in one of the tires. The carrying capacity of the vehicle when operating on mixed roads, as well as on dirt roads, was 2.5 tons. When operating the vehicle on paved roads without long detours on the ground, the weight of the transported cargo could be increased to 4.5 tons. In the body, along the side sides, folding benches, which in the raised position increase the height of the main sides. These two benches could accommodate 16 people. All cars coming off the assembly line were painted a protective dark green color. The ZIL-157 was in service with the armies of the Soviet Union, the Warsaw Pact countries, as well as a number of countries in the Middle East, Asia and Africa.

LuAZ-967M

In 1956, Boris Fitterman was tasked with creating a lightweight all-wheel drive floating transporter with a two-cylinder engine from a heavy M-72 motorcycle. An experimental transporter was created in the same year. The production of the conveyor was planned to be carried out at a motorcycle plant in the city of Irbit, but at the top it was decided to use the project to start automobile production in Ukraine and the Lutsk Mechanical Plant (LuMZ) became an enterprise focused on military needs. Until this time, the plant was engaged in repairs of tractors, then manufactured specialized rolling stock - mobile workshops, auto shops, refrigerated vans. By 1960, the prototype of the future transporter, NAMI-032S, was ready. The production of the LuAZ-967M front edge conveyor was mastered in 1975 and continued until 1991.

The LuAZ-967M all-terrain floating transport vehicle was used by the medical service as a frontline transporter for evacuating the wounded, and was also used to mechanize auxiliary transport work. The open all-metal waterproof car body with a removable awning has a folding tailgate and a windshield frame. The hood is mounted on special front hinges, which allow you to remove it from the car when you lift the hood 90 degrees. In the closed position, the hood is attached to the body with fasteners located on the side walls. In the upper front part of the hood there is an air intake hatch for engine cooling, and on the side walls of the hood there are holes for removing hot air. The folding tailgate can be held horizontally by chains in the folded position. To prevent water from entering when overcoming water obstacles, a rubber seal is installed along the entire contour of the side. The steering wheel and driver's seat are located in the center of the car.

Two semi-soft passenger seats, located on the sides and slightly in front of the driver’s seat, can be folded into the openings of the body floor and, in the folded position, form the flooring of the cargo platform. To overcome sticky areas, trenches and other obstacles, quick-release ladders are hung on the outer sides of the vehicle on special brackets, which in a fixed raised position increase the height of the sides. To install ladders along the vehicle track width, there are two arches that are threaded into the hinges of the hinge and secured with spring rings. On the sides of the body there are also places for attaching a sapper shovel and an ax. The awning for covering the car is a quick-release parking awning, it has an arch that is installed on the back of the driver's seat. The 6ST-45EM battery is installed under the body floor cover to the right rear of the driver's seat. The windshield frame is folding and in the raised position is secured with two spacers, and in the folded position it is placed on the hood.

The power unit is a structure that includes an engine, clutch, gearbox with final drive and differential. The power unit, complete with the drive shaft and rear axle gearbox, is attached to the frame at three points: two engine mounting points, one point for the rear axle mounting. Engine - V-shaped, 4-cylinder, four-stroke, carburetor, overhead valve, model MeMZ-967A with a balancing mechanism. The balancing mechanism with counterweights attached to it is located inside the camshaft. Engine displacement is 1197 cm3, compression ratio is 7.2, power is 37 hp. at 4100-4300 rpm. The engine is cooled by air, from an axial suction fan located in the camber of the cylinders. A centrifugal oil cleaner is installed at the front end of the crankshaft. The oil purifier cover is used simultaneously as a fan drive pulley and a winch. The engine lubrication system includes main and additional air-cooled oil radiators connected in parallel. The main radiator is located on the engine in the cylinder camber. The generator is installed inside the engine cooling fan and has a common drive with the fan. To start the engine at low temperatures, a preheating unit is used. To start the engine in the cold season, in cases where the heating time is limited, a 5PP-40A starting device with capsules filled with flammable liquid "Arctic" is intended.

The clutch is dry, single-disk, with coil springs located along the periphery, with a hydraulic release drive. The five-speed transmission consists of a four-speed main gearbox and a reduction gear housed in a separate housing attached to the transmission housing via an adapter plate. Downshift is engaged only after the rear axle is engaged. The main drive axle is front, the rear with differential lock is switchable. The main gear of the front drive axle is located in the gearbox. Torque from the gearbox to the rear axle gearbox is transmitted through the drive shaft located in the casing, which rigidly connects the power unit and the rear axle gearbox. Compensating couplings are installed at the ends of the drive shaft, and the shaft itself rotates in oil.

To increase ground clearance and thereby improve the vehicle's cross-country ability, wheel reducers are used. Wheel reducers are gear-type, single-stage, with external gearing, located in the wheel disks. Torque from the axle shafts to the wheel gearboxes is transmitted through a cardan joint. The car's suspension is independent, torsion bar with trailing arms; equipped with four double-acting telescopic hydraulic shock absorbers.

Brakes are drum brakes, with separate hydraulic drive on the front and rear wheels. A cable-operated parking brake acts on the rear wheel pads.

The fuel tank with a capacity of 34 liters is located under the floor of the body at the rear of the car. The fuel used is A-76 gasoline. The muffler, which has a guard, is attached to the front of the car. The spare wheel is mounted on the floor of the body behind the driver's seat.

To evacuate the wounded from the battlefield, a winch is installed in the front of the vehicle, designed to pull the wounded on a drag to the vehicle. The winch is driven from the crankshaft pulley by two V-belts. Unwinding of the cable from the winch drum is done manually by a porter. When winding, the winch cable is laid on the drum using a cable laying machine. The maximum force on the winch cable is 200 kgf. The length of the cable is 100 m. When transporting the wounded, two stretchers are installed along the sides. The soft bedding for transporting the wounded is made of foam rubber and covered with canvas canvas. If necessary, the bedding is unrolled on the floor. Its dimensions correspond to the floor area. A drinking water tank with a capacity of 3 liters is installed in the socket on the left side of the body (can be replaced with a 10 liter canister). To care for the seriously wounded, the conveyor kit includes a sippy cup. Two safety belts are stored in the spare parts under the left retractable seat, designed to secure the wounded to the stretcher. The porter sits in the back of the vehicle using a rolled-up bedding or awning. To reduce the overall height of the conveyor, the windshield frame is lowered onto the hood, and the design of the driver's seat and steering column allows the driver-medic to drive the car in a prone position at a minimum stable speed, while braking with the parking brake is necessary. When performing medical and sanitary work to serve troops or the population, the vehicle must have Red Cross identification marks (one on each side and on the windshield).

On roads with dry and hard soil, the car can be used to work with a single-axle trailer with a total weight of up to 300 kg (without brakes), which has a kingpin-loop towing device. The LuAZ-967M transporter vehicle is capable of overcoming water obstacles up to 450 mm deep with a hard bottom, moving along the bottom on wheels, and more than 450 mm - afloat. Movement afloat at speeds of up to 4 km/h occurs due to the rotation of the wheels when second gear is engaged. Changing the direction of movement is carried out by turning the front wheels. To pump water out of the body, a pump with a capacity of at least 25 cm3/sec is installed in the engine compartment, and six drain plugs are located in the bottom of the body.

Brief technical characteristics of the LuAZ-967M transporter vehicle:
Wheel formula - 4X4
Load capacity - 300 kg + driver (100 kg)
Curb weight - 950 kg
Gross weight - 1,350 kg
Maximum speed - 75 km/h
The smallest turning radius with the rear axle disabled following the track of the front outer wheel is 5 m
Length - 3,682 mm
Width: along the body - 1,500 mm, along hanging ladders - 1,712 mm
Height: with the windshield frame raised - 1,600 mm, with the windshield frame lowered - 1,230 mm
Base - 1,800 mm
Ground clearance - 285 mm
Track - 1,325 / 1,320 mm
Entry angle - 33 degrees
Departure angle - 36 degrees
Loading height - 800 mm
Steering mechanism type - globoidal worm with double-ridge roller
Tires - low pressure, with all-terrain tread 150-330 (5.90-13), model IV-167

Of course, all of these cars have their own rich history and interesting technical features, and people who preserve and restore automotive history are worthy of everyone’s respect.

Army 2.5-ton ZIS-151 trucks with all-metal cabs.

The carrying capacity of on-board vehicles on terrain or dirt roads was 2.5 tons, on the highway it reached 4.5 tons. The wheelbase (from the centers of the front wheels to the swing axis of the rear bogie) was 4225 mm, the rear bogie - 1120 mm (that is, 3665 +1120 mm). The front and rear wheel tracks are 1590 and 1720 mm, respectively. Ground clearance under bridges is 265 – 270 mm. The curb weight of the vehicle without a winch is 5580 kg, with a winch – 5840 kg. Gross weight - 10.1 tons. Overall length - 6930 and 7245 mm, respectively, width for all versions - 2310 mm, cabin height - 2295 mm. The trucks could tow trailers weighing up to 3.6 tons, overcame slopes up to 28°, a side roll of 25° and fords up to 0.8 m deep. Their range reached 700 km.

ZIS-151A truck of the second production with a front 4.5-ton winch. 1951

While generally similar to the American prototypes, the ZIS-151 turned out to be heavier, less fast and economical: its maximum speed did not exceed 60 km/h, and fuel consumption ranged from 46 to 55 liters per 100 km. Other disadvantages included an uncomfortable cabin, difficult control in the absence of a power steering mechanism, excessive complexity and increased weight of the transmission, insufficient cross-country ability, large losses in the transmission units and chassis with gable wheels, and the presence of ten wheels led to the need to transport two “spare wheels” at once. . Until September 1958, the plant had assembled a total of 194,559 cars of the ZIS-151 series, and the last cars had “ZIL” stamped on the hood.

Military variants of the ZIS-151

In the 1950s, ZIS-151 vehicles were the main medium-sized trucks of all types of the Armed Forces of the USSR and the Warsaw Pact countries. They had only a few military versions. The basic cargo versions of the ZIS-151 were equipped with cabins with a round observation hatch in the roof and wooden lattice bodies with longitudinal folding benches for transporting military cargo or accommodating 16 to 20 soldiers, and also had a rear hitch for towing trailers and various guns of up to 152 mm caliber. Biaxial trailers IAPZ-754V, TMZ-802, GKB-83011 and others were produced especially for working with them. Serial truck with shielded electrical equipment, bearing the index 151D, was used in the Signal Corps and the Strategic Missile Forces, and a variant was supplied for export to tropical countries 151U. To transport special military cargo, powerful ammunition and radiation materials, ZIS-151 onboard vehicles and trailers for them were retrofitted in accordance with special requirements for their storage, transportation and loading and unloading operations. For their transportation, special metal containers were used, secured to a cargo platform with an awning using strong chain or cable ties. The awning was equipped with longitudinal, rather than the usual transverse, removable arches, which reduced the time of their installation and dismantling. All cars were also equipped with grounding chains hanging under their frames.
The chassis with a cabin for installing special equipment had the designations 121 without winch and 121A with a winch. Numerous types of vans, tankers, tankers and workshops, various special and engineering equipment, several types of new multiple launch rocket systems, as well as fundamentally new types of vehicles for servicing missile systems were mounted on them. In 1951 - 1958, the plant also assembled a 110-horsepower special chassis 151P with a power take-off for driving fire-fighting and other equipment. In 1952 - 1955, a 95-horsepower truck tractor was produced 121B with a winch and shielded electrical equipment for towing semi-trailers with a gross weight of up to 6.1 tons, and since 1955 its version has been in production 121D with a 110-horsepower engine and an increased permissible load on the coupling device by 1100 kg (up to 7.2 tons). In Soviet military literature, the latter vehicle was sometimes designated as the ZIS-151V. Such tractors with military single-axle semi-trailers OdAZ-778 and their special versions were used for transporting missiles, servicing and reloading missile systems. Using the ZIS-151 chassis and units, the ZIS-485 amphibious trucks, the ZIS-153 half-track transporter tractors, and a number of promising prototypes were created. On a special shortened chassis (chassis) ZIS-123 The first Soviet three-axle armored personnel carriers BTR-152 were based, which, in turn, influenced the further improvement of trucks. In 1949, that is, in the initial stage of production of the ZIS-151, another experimental truck with an all-metal cab and rear axles with single wheels and widened tires measuring 9.00 - 20 from the first BTR-152 armored vehicles was built on its chassis. It received some development in the early 1950s.

Military equipment on the ZIS-151 chassis

In all branches of the Soviet Armed Forces, the more powerful all-wheel drive ZIS-151 vehicles immediately became the main base for numerous military types of middle-class special equipment first developed in the USSR. They were equipped with new habitable van bodies equipped with communication systems, the first radar stations and field workshops, various tankers, and new engineering, chemical and military equipment. To accommodate special equipment, since the late 1940s, SK bodies were used, which were modified American wartime ST6 frame-wood structures. In 1950 - 1952, Plant No. 38 developed new frame-metal bodies SN, which for the first time received the characteristic flat side slopes of the roof. Since 1955, their assembly was carried out by the military plant PO Box 4111 - the future Moscow Specialized Vehicle Plant (MZSA). More widely, the ZIS-151 used standard wooden frame bodies KUNG-1 and KUNG-1M with high semicircular roofs. Since 1953, their development has been carried out by the SKB at the Central Design Bureau of Furniture of the USSR Ministry of Forestry, and production was launched in 1954 at the Shumerlinsky woodworking plant of the Chuvash Autonomous Soviet Socialist Republic.

ZIS-151 with a wooden body KUNG-1M for the R-400 radio relay station. 1952

In the context of the outbreak of the Cold War and with the advent of new types of weapons, including nuclear weapons, ZIS-151 vehicles marked the initial phase of the active formation of a fundamentally new special middle-class vehicle, which was part of the first domestic complexes of ground-based technological equipment for servicing and supporting stationary missile systems basing. The first stage of the creation of such vehicles dates back to 1947 - 1952, when the first domestic ballistic systems R-1 and R-2 were developed and launched on the basis of German V-2 (V-2) missiles. By the mid-1950s, of the twenty types of special automotive equipment operating in auxiliary operations and at launch positions, most of the vehicles were based on the ZIS-151 chassis. These were special rocket fuel tankers, machines for autonomous and horizontal missile testing, water washing and gas-electric units, as well as compressor stations, communications and control equipment. To transport the missiles to the launch position and reload them, both single ZIS-151 trucks and special road trains with truck tractors at their base were used.

Radio communication and control equipment

In a very short post-war period, the more powerful and load-lifting ZIS-151 chassis with special KUNG van bodies and shielded electrical equipment was widely in demand in the Soviet Armed Forces for the installation of a family of new, heavier and more powerful communication and detection systems - radio stations of various levels and radar systems. One of the first to be installed on ZIS-151 vehicles with SK bodies was a tube radio station PAT General Staff, developed back in the mid-1930s and also installed on the Studebaker chassis.
ASD« Prunes» – ultra-short wave radio station on two ZIS-151 vehicles with SK or SN bodies. Developed in 1947 - 1949 and produced since 1950. Served to provide telephone radio communications between ground radio stations and aircraft and ground communications between the headquarters of aviation divisions and the regiment. Automotive wooden vans housed a control room with a discone antenna and a power station. The station's operating range was within a range of 90 – 350 km and at an altitude of up to 10 km.
R-118« Tit"- a medium-power short-wave tube radio station on the ZIS-151D chassis, developed at Leningrad plant No. 210 and put into service in 1951. It belonged to the large family of R-118 radios, produced in the 1950s - 1970s in several versions, including automobile ones. The station was intended to provide communications in radio networks of the operational-tactical and tactical command and control levels with various ground and aircraft radio stations. It maintained radio communications while stationary or on the move, and could operate in a system of communication centers of mobile control points or autonomously, in telephone, telegraph, direct-printing mode, or via cable lines up to 15 km long. The radio communication range in different modes is from 30 to 100 km.
R-400– decimeter radio relay station on three ZIS-151 vehicles. Developed at the Research and Testing Institute of Communications of the Ground Forces (NIIIS SV) and adopted for service in 1950. On the first vehicle, the equipment room was located in a van body; on two flatbed trucks, there was a rigging machine for an antenna mobile unit (AMU) and the first Soviet truss sliding mast “Sosna”.
P-3A« Pechora"- an automobile version of one of the first Soviet P-3 meter range radar stations for long-range detection of enemy aircraft and target designation. The P-3 station was developed in accordance with the GKO Decree of March 20, 1943 at the Research Institute of Radio Industry (NII-20, later VNIIRT) to replace the RUS-2 stations and was tested in 1944 - 1945. After the P-3 system was adopted by the Air Defense Forces, Air Force and Navy in 1945, it was produced by the Gorky Radio Plant. Initially, the station was mounted on a stationary installation and was equipped with two antenna systems - azimuth and vertical, installed at a height from the ground surface of 7 and 11 m, respectively. The maximum detection range was 160 km, height – up to 10 km. In 1947, on its basis, the P-3A automobile station was developed, prototypes of which were based on Studebaker trucks. Since 1948, it was mass-produced under the code name “Pechora” and mounted in special wooden bodies on the ZIS-151D chassis. In general design and parameters it was identical to the P-3 station, it was distinguished by mobility, simplicity and reliability, replacing the previous P-2M and Redut stations. Until 1951, 435 sets of the P-3A station were manufactured in Gorky.

Radar station P-3A "Pechora" in a wooden body on a ZIS-151D chassis. 1950

Radar P-8 "Volga" on two ZIS-151D vehicles with KUNG-1M bodies. 1952

P-8« Volga"- the first Soviet early warning radar with all-round visibility on two ZIS-151 vehicles with wooden KUNG van bodies. The locator was created in 1946 - 1948 in the design bureau of the Gorky plant No. 197, was successfully tested in 1949 - 1950 and put into service with the code name "Volga". The station had two remote antennas on its own masts, which worked for radiation and reception and ensured the detection of aircraft in conditions of passive and active radio interference at a distance of up to 150 km at a flight altitude of up to 8000 m. Since 1951, it was equipped with a new antenna-mast device, which increased the detection range up to 250 km.
P-10« Volga-A"- a modernized early warning radar with frequency tuning, created in 1951 - 1953 as a development of the P-8 station. After testing, it was put into service in 1953 and produced at the Gorky Radio Plant. Its equipment was mounted on two ZIS-151D vehicles with KUNG-1 wood-metal bodies with a semicircular roof. In the first car there was a control room with an antenna station, in the second there was an electric generating station. To protect against radio noise interference, the P-10 station was provided with a transition to another operating frequency. With a detection range of 180–200 km and an altitude of 16 km, the maximum permissible error did not exceed 1 km.

Welding workshop MS on the ZIS-151 chassis of the first production with SK body. 1949

On the latest production of ZIS-151 vehicles, a new radar station was installed P-15 "Trail" with a two-section antenna unit on the roof of a van body, adopted for service in 1955. Subsequently, ZIL-157 trucks became its main base.

Field repair shops

The most common add-ons on the ZIS-151 chassis were all kinds of workshops for carrying out maintenance and repair of military equipment and various equipment in the field. At first, their equipment was installed in modified Lend-Lease ST bodies, which had the SK index. They housed the first Soviet regimental and divisional field workshops of the 1949 model, which became the starting point for future more advanced mobile repair equipment. They were based on an MTO maintenance vehicle with a front removable boom crane with a lifting capacity of 1 ton, a tank repair workshop TRM-A-49 with the same crane and a similar workshop TRM-B-49 with additional gas welding equipment, a mechanical PMM, a welding workshop MS and an electric gas welding workshop EGSM, forge-mednitskaya KMM, workshops for the repair of electrical equipment MERO-3 and tank weapons and optics MTVO, repair and charging station PRSZ. The most famous among them was the VAREM universal workshop on a ZIS-151A chassis with a trailer.
VAREM– a military automobile repair and maintenance workshop for carrying out maintenance and routine repairs of automotive equipment in the field. The first VAREM workshops were assembled in 1949 at plant No. 38 using American ST6 bodies, renamed SK. At the same time, they were installed on Studebaker cars. These workshops passed military tests and were put into service in 1951. Since 1952, their equipment began to be placed in more durable domestic metal frame bodies SN with one front and four double side windows, thermal insulation and wood heating. In this form, since 1953, VAREM workshops have been produced by the Leningrad Central Automobile Repair Plant No. 7 of the USSR Ministry of Defense. In their bodies with internal dimensions of 4000x2250x1850 mm, equipment was installed for checking the technical condition and repair of cars, carrying out mechanical, gas welding, copper and tinsmithing, lubricating and filling, carpentry and even painting operations. The workshop kit included drills, instrumentation, sets of tools and accessories, an air compressor and an M-300 remote motor pump. A jib crane with a lifting capacity of 1 ton driven by a winch was installed on the front bumper of the car, and an autonomous power station ZhES-4 with a capacity of 3.2 kW served to power the electrical equipment. In the 1950s, the Soviet Army received four types of VAREM workshops, differing in purpose and configuration. The VAREM-1, VAREM-2 and VAREM-3 workshops served in rifle regiments, brigades and divisions, respectively, and the VAREM-4 workshops served in the tank division. The VAREM-3D workshop is located in the wood-metal body of KUNG-1. Subsequently, all of them were mounted on the ZIL-157 chassis.

Military repair shop VAREM in a frame-metal body SN. 1954

The second most common among the troops was a mobile (or mobile) auto repair shop PARM first generation, produced since 1955. In fact, for the first time it was a set of various military-level specialized workshops for the maintenance and repair of almost all types of mobile military equipment, various units and weapons, placed in SN bodies with three side windows. The main specialization of the PARM-1 workshops was the maintenance and repair of vehicles, tracked vehicles, their units, electrical equipment and weapons, mechanical, welding and forging works. Since 1954 the workshop has been producing PRM-54 for the repair of various steel tanks, equipment and equipment for the rear fuel service, identical to the workshop of the same name on the ZIS-150 chassis. Most of the first mobile repair facilities were equipped with their own power plants and light load-bearing cranes. In Poland, the ZIS-151 was equipped with its own universal streamlined bodies with an elevated roof position for installing equipment for automobile and tank field repair shops.

A canister carrier on a ZIS-151 truck with racks for 144 fuel canisters. 1958

Tankers and fuel tankers

On the basis of the ZIS-151, for the first time, a fairly complete range of tank trucks for military or civilian purposes appeared for delivering up to 4000 liters of various liquids and refueling army and aviation equipment. This program included simple tank trucks АВЦ-28-151 and АЦ-4-151 for transporting water and fuel and two types of tankers for different purposes. The most unusual means of transporting fuel was the so-called canister carrier, built in prototypes in 1957 - 1958. It was a ZIS-151 with a low side platform, in which 144 canisters with a total capacity of 2880 liters were placed on special tubular racks.

Fuel tanker AC-4-151 on a ZIS-151 chassis without pumping equipment. 1951

ATs-4-151(1949 - 1957) - a general purpose fuel tanker with a capacity of 4000 liters without pumping equipment, structurally identical to the AC-4-150 model, rearranged on the ZIS-151 chassis. In military units it was used for transportation and temporary storage of various types of liquid fuel. The total weight of the vehicle is 9160 kg.
ATZ-3-151(1950 - 1958) - a special army refueling truck with a tank capacity of 3300 liters on the chassis of a ZIS-151 vehicle, produced since 1950. The vehicle was used to transport and refuel almost any mobile military equipment with filtered fuel. An SVN-80 driven by the vehicle’s power take-off was used to pump fuel. All operations were controlled from the rear cockpit with instrumentation, filter and fuel meter. The tanker kit included pipelines, suction and distribution hoses and taps, electrical and fire-fighting equipment. The tank filling time is 10 – 20 minutes. Curb weight – 6750 kg, gross – 9600 kg. All tanker equipment was then mounted on the ZIL-157 chassis.
VMZ-ZIL-151(1956 - 1958) - a military water and oil tanker on a ZIL-151 chassis with two tanks and a heating system, partially unified with the dual-purpose model MZ-150. It was put into service in 1956 and was produced only for two years. Subsequently, its equipment was mounted on a ZIL-157 chassis.

Missile systems support equipment

One of the main support vehicles for missile systems were special tankers on the ZIS-151D chassis with shielded electrical equipment: 8G11(1955 – 1956) for filling R-12 medium-range ballistic missiles with hydrogen peroxide and 8G17(1956 - 1958) for filling with oxidizer missile systems produced before 1959, in particular R-11 and R-11M ballistic missiles. The second type of special equipment was a universal compressor station 8G33(1956 – 1957) for filling medium-range ballistic missile systems with compressed air.
In general, by 1958, several dozen add-ons for the missile systems support system were mounted on the ZIS-151 chassis. For example, only when servicing the early operational-tactical complexes R-11 and R-11M on tracked chassis were used special 8T114 rocket fuel tankers, 8G17 series oxidizer tankers, 8N15, 8N154 and 8N16 various test vehicles, 8N211 control vehicles, 8G33 mobile compressor stations and 8G33U, 8T39 vehicle for transporting spare parts, 8T326 and 8T339 for delivery of accessories, 8T328 storage vehicle, 8T311 washing and neutralization station and 8T22 truck crane. These were only the first single samples, and subsequently their modernized versions were based on the ZIL-157 chassis. Other vehicle missile systems are mentioned in other sections.

Chemical forces vehicles

Soon after the war, a powerful filling station appeared on the ZIS-151 chassis ARS-12 with a main elliptical steel tank for delivering up to 2700 liters of degassing and disinfection products for weapons and equipment. In 1948, a new laboratory was put into service AL-3 for conducting chemical and sanitary-chemical reconnaissance, which had expanded analysis capabilities. The appearance of new organophosphorus toxic substances in the armies of a potential enemy led to the creation in 1949 of a heavy auto-degassing machine ADM-48 for chemical cleaning of weapons, equipment and equipment for decontamination kits. All its equipment was placed in the tilt body of a serial ZIS-151 truck. Since 1953, when the advent of atomic and bacteriological (biological) weapons became a reality, the creation of new equipment began not only for degassing, but also for the decontamination and disinfection of terrain and military equipment. This is how the modernized car appeared ADM-48D with additional equipment. It included two tanks with hand pumps for transporting and pumping different types of decontaminating solutions, a container with a decontaminating solution, rubber-metal hoses, boxes with tools and dosimetric instruments. At the same time, the ARS-12 autofilling station was modernized in a similar way. Her option ARS-12D, mass-produced from 1954 to 1958, was equipped with additional side tanks with special liquids for decontamination of terrain, buildings and military equipment, as well as for disinfestation of large areas and communication routes. In 1957, the first samples of a washing-neutralization machine appeared on the ZIS-151 chassis 8T311, originally created to service the R-12 missile system. Subsequently, its multifunctional modernized versions were based on new chassis of the Moscow Automobile Plant.

Engineering technology

Apparently, the Soviet engineering troops had long been expecting the appearance of a new all-terrain chassis with increased payload capacity, and with the advent of the ZIS-151, a large number of various middle-class equipment was immediately created on its basis. The championship belonged to various systems of pontoon parks and bridge layers. In addition to them, powerful domestic AK-5 and German ADK-III truck cranes, DKA-0.25 single-bucket excavators with a backhoe and an autonomous power unit, and BKMS-4 compressor stations for driving pneumatic tools were based on the ZIS-151 chassis. In the mid-1950s, an experimental road tape (roll path) layer was built and tested on the ZIS-151 chassis, structurally similar to the same machine based on the GAZ-63.

Bridge block of the KMM track mechanized bridge on the ZIS-151A chassis. 1955

KMM– a set of track mechanized bridges with a lifting capacity of 15 tons, consisting of five bridge laying vehicles on a ZIS-151A chassis with winches. Served for the prompt construction of military track bridges and prompt passage of light wheeled and tracked vehicles. Each bridge layer was equipped with a steel track bridge block 7 m long, which, using a reloading device, was tipped back and laid on the desired area of ​​the terrain, covering narrow ditches and ditches. To install several blocks on obstacles up to 3 m deep, folding supports were used at the ends of each block. In the daytime and at night, in 60 - 80 minutes, the KMM kit made it possible to install a five-span bridge 35 m long with a track of 1.1 m and a carriageway width of 3.0 m. The speed of the bridge layer on dirt roads was in the range of 30 - 35 km/h, the maximum – 65 km/h. The total weight of one vehicle is 8.8 tons. The combat crew for the entire set of KMM was 12 people. Since 1958, the KMM has been mounted on the ZIL-157 chassis.