Zis in chronological order. Zis - the history of the car brand

Of course, there will be replicas - cars assembled on the basis of modern units, but outwardly similar to these three-ton. But there are still places where you can see a real ZiS, even with a new cab and body - the tree cannot survive for seventy years. But a real ZiS will have a dear heart - a motor. Where do these units come from now? This is what we will devote today's material to, a story about how the restoration of the motor takes place. To do this, we watched for several months how the engine is being restored in one of the best restoration workshops in St. Petersburg, RetroTruck.

It all starts with theory

Before proceeding with the story about the process, let's say a few words about the ZiSa motor. It is called that - ZiS-5, just like the car. Its production began in 1932, and its very close relative can be considered the American Hercules unit, and the ZiS-5 engine was used on almost all pre-war trucks and buses - there was simply no other engine.

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ZiS-5 "1933–41

Its capacity is 73 liters. with., volume - 5.55 liters. This six-cylinder engine is low-revving, and considering the torque of 279 Nm at 1200 rpm, it has a locomotive thrust. The motor has an in-line arrangement with a bottom valve arrangement. Since during the restoration we will still have time to pay attention to the peculiarities of its design, we will finish the theoretical part on this and proceed to ... the search for our future motor.

Such different people

Obviously, military equipment should be sought where there was a lot of it during the war. But not every motor found can be restored: a lot depends on where this motor was found. The main enemy of any iron is corrosion, rust. It is formed during the oxidation of the metal. There were times when from the bottom of Ladoga they raised seemingly magnificent specimens of equipment (after all, we remember, for example, about the Road of Life, don't we?). But working with them did not work: the iron was almost completely destroyed by water. The most "unbearable" storage conditions are warm and humid air. Another thing is a technique that has lain somewhere in the northern region, in a swamp, where clay blocks the access of oxygen. Or at least just in the ground, but better - in a cold climate. If you are very lucky, the motor can simply be cleaned and it will be almost in working order. But this, unfortunately, is from the category of miracles, usually old motors (more precisely, blocks) are in a very poor state, and with some there is no point in messing around at all. Therefore, the first thing a restorer has to deal with is the search for a future engine and its attachments. Where was that motor found in our story? Different people walk in our forests, steppes and swamps. They are not interested in mushrooms and berries, but in scrap metal, which in some regions has remained since the Great Patriotic War. Until now, they find a lot of all kinds of iron, sometimes interesting, sometimes not. Let's say, found such a "search engine" metal, what will it do next? In the worst case, he will hand over to the metal collection point. For a penny, but quickly. In this case, no matter how valuable his find turns out to be, she has only one way - to be melted down. And restorers can only guess what kind of "wealth" they have lost due to the activities of people of this type. There is also another extreme. A person who finds something interesting is trying to sell his find as expensive as possible. He puts up for sale, arranges auctions, wants to squeeze out the maximum profit. Sometimes it works, sometimes it doesn't. It is bad that the prices for his finds can be so inhumane that something valuable again passes by the restorers. The owners of RetroTruck are lucky to know a good person named Valera. He has a job, and searching for old hardware is more of a hobby and, of course, additional income. What does Valera have that many others do not? Most likely conscience. He understands what can be scrapped and what not. But the price for interesting finds never breaks, he sells at the price of scrap, the main thing is to get to someone who is really interested in it. One of the finds seemed interesting to him, and he sent a photograph to his friends from the restoration workshop. On it is the ZiS-5 engine block. "Must go!" - decided in the workshop, got into the van and drove to Medvezhyegorsk. In the photo received by mail, only the block was shown. On the spot, everything turned out to be more interesting - a huge pile of scrap metal from all eras, except, perhaps, the Neolithic - everything was made of stone.

At the machining center for engine parts

The disassembled engine is sent to a specialized workshop, where the craftsmen will be engaged in the restoration of the block and crankshaft. Before that, specialists from the restoration workshop and PKF Motor Technologies LLC carefully examine the block and determine the future scope of work. There are no cracks on the block, which is good. But there is a lot of work to be done. First, the block must be sealed. The technology of this operation is no different from that used in the repair of modern engines. But with valve seats it will be a little more difficult: the ZiSa unit, in principle, has no seats, there are only seats. Time did not spare them, they have defects. We'll have to repair them.

The repair method is quite obvious: the installation of bushings, followed by the manufacture of a seat for the valve disc. We will see how this is done. In the meantime, let's note this fact to ourselves and move on to the crankshaft. The crankshaft was not in the worst condition. There was no need to weld the main journals, but, of course, one cannot do without grooving and grinding. And this operation must be carried out as quickly as possible: how much babbitt will have to be poured onto each crankshaft support depends on its results.

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What does it mean to fill? There are also inserts! But no. The plain bearings in the ZiS-5 motor are filled with babbit (antifriction alloy), there are no main and connecting rod bearings. Why was it done using this technology? Because it is the most maintainable solution. Imagine an era when a trip over a hundred kilometers is already "long-range", there are no auto parts stores, and the engine needs to be repaired. Where can I get the earbuds? What is the repair size? There were no cell phones either, you get up on virgin soil - you have to get out yourself. This is where babbitt came in handy. Many took with them ready-made mandrels, into which they could pour molten babbitt and get a new "insert". Of course, the tolerances in those days were simply huge, the machining center machines for such repairs turn out to be even too accurate, but still, you have to control the parameters during boring every second. Now modern high-precision machine tools are used for this, and then such equipment was only in large factories, in MTS (machine and tractor stations) and similar enterprises. The main and connecting rod bearings were bored by hand. For the main inserts, special devices were made, which were attached to the block, then the handle was twisted, and the cutter, mounted on the screw mechanism, bored the support. The connecting rods were bored with a mandrel on a conventional lathe. In addition to grooving the crankshaft supports, it is also necessary to prepare the camshaft bushings and cylinder liners. Here everything happens according to modern technologies, about which a lot has already been said. The camshaft bushings, like the crankshaft bearings, are bored in one "pass". The liners, like the pistons installed on this engine, are from the reserves of Yakov Fedorovich - the original, factory ones. Even the fastening of the pin in the connecting rod remained "correct" - the bolt on the connecting rod tightened the finger tightly in the head and freely entered the piston. On modern engines, the pin is rigidly attached to the piston, but has a gap in the connecting rod bushing.

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So, the crankshaft supports are ready. But what are the copper plates under the crankshaft bearing caps? And this is again another way to simplify the repair of the motor. This is not an amateur activity of modern repairmen, as it might seem at first glance: thin copper plates were installed at the factory both during the manufacture of a new motor and during its overhaul. Babbitt is a soft material. If now multilayer liners serve tens, or even hundreds of thousands of kilometers, then a flooded babbitt wears out thousands over 20 kilometers. It is then that they remember about the copper gaskets. The repair was carried out as follows: they removed the oil pan, support covers, pulled out one plate and put everything back together. That's it, the motor is in working order again! Every driver should have been able to do such an operation (come on, tell me how you know how to fill "non-freeze" in your Focus!). The number of plates varied from three to five - they were placed in different ways. This means that the engine could be repaired three to five times in a few hours. Not completely, but somehow.

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The work on the block and crankshaft is completed. The engine is now returning to RetroTruck.

About spare parts and methods

How is our insert on the valve seat doing there? As you can see, it has changed its shape - now there is a saddle. How was it made? There is such a tool - countersink. Its full definition sounds like this: a multi-edge cutting tool for machining holes in parts in order to obtain conical or cylindrical recesses, support planes around holes or chamfering center holes. This is how the workshop specialists worked. But their countersinks have a very interesting feature: they are made specifically for the repair of engines of Soviet trucks, namely, GAZ-AA and ZiS-5. Yes, an old motor is an old instrument! At the end of the work, a practically new valve seat is obtained. Can the motor be assembled? But no.

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The block, pistons, valves, liners, crankshaft - these are all, of course, wonderful details, but this is still not the whole engine. If you have all the components, the restoration will take one and a half to two months. But it does not happen that fate sends a brand new generator, starter, water pump, oil pump, distributor, filters, or at least a set of springs for valves or piston rings to a found motor. Collecting everything you need, completing the engine is just a hell of a job, and it sometimes lasts for years. Until everything you need is collected, there is no point in even starting to tinker with the block. Where to get spare parts? The owners of the restoration workshop were lucky to know an amazing person - Yakov Fedorovich Lisin. This man became the driver of the ZiSa-5 back in the war, in 1943. And he was him until the last days of his life - until 2009 ... It's incredible, but the mileage of his truck, on which he worked all his life, during this time amounted to more than four million kilometers! After his death, ZiS ended up in a restoration workshop, and a huge amount of spare parts for the "three-ton" vehicle moved with him to a new place of residence. Moreover, both already used and completely new (even half a century) parts. Of course, among this "wealth" there is absolutely nothing, but a lot is used from the reserves of Yakov Fedorovich. And yet a lot has to be restored - it is impossible to use a "remake" in a high-quality restored car.

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It is easy to restore the oil filter: cut the felt boot and you're done, because this filter was made of felt. But with most of the other units, there is much more work. Take a look at the pictures of the current water pump and how it looked before it was restored. I don’t know about you, but I was very impressed. Once upon a time I drove on a penny in 1978 and was extremely happy when I changed the starter brushes myself for the first time. But what is a neglected case and how to treat it, I understood only when I saw what was happening with the starter or generator in the hands of the masters.

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Assembling a new old motor

After all the attachments are assembled, the fun begins - the assembly of the engine. There are no these of your phase change systems and intercoolers with turbines, so the assembly is done pretty quickly. While the team of the restoration workshop lovingly and lovingly tightens the nuts, we can finally appreciate the design features of this unit. Question one: why do we need a wire on the bolts of the crankshaft covers? The fact is that it was the easiest way to "lock" the bolts, to prevent their possible loosening. The growers were already there, but not in responsible places, and the wire was everywhere in bulk. I note that this amazing technology was used even after the end of production of the ZiS-5. For example, in the engines of the Gorky Automobile Plant. Question two: what is the cover on the oil pan? This cover is one of the hallmarks of early motors. Removing it, it was possible to get to the oil pump, although there is also a separate drain plug for oil in this cover. Later, the crankcase lost this part. Well, if we started talking about what changed in the ZiS engines during the time of their production, let's talk about this in a little more detail. The modernization of the engine took place gradually, so it is impossible to unequivocally name the year when the engines changed. But you can roughly say: the early units differ from those that were produced after 1938, and changes began to be made back in 1936. Firstly, the units produced before 1938 do not have a water jacket cover. After 1943, the block head changed: grooves for spark plugs appeared. Thus, the volume of the combustion chamber was reduced, increasing the compression. Based on these and some other signs, it can be established that our motor is one of the earliest, produced before 1936. But back to the design features of the engine.

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It is worth recalling that the prototype of these legendary cars was the American Autocar truck, converted into, from which the three-ton truck came from, which was mass-produced since the end of 1933. He immediately began to enter the armed forces of the USSR and very soon turned into one of the main vehicles of the Workers 'and Peasants' Red Army (RKKA).

In 1942, after the evacuation of the plant, Moscow resumed the production of a simplified and lightweight version with conventional marking (military model) without one headlight and front brakes, the equipment of which was determined only by the presence of assembly units and parts. Externally, it was distinguished by angular fenders and a cabin with a sheathing of wooden slats. In the summer of 1944, the parallel production of this truck was launched by the Stalin Ural Automobile Plant (UralZIS).

By the beginning of the war, over 104 thousand ZIS-5 vehicles were in service with the Red Army. During the war, 102 thousand were collected at three factories, including 67 thousand in Moscow.

Military versions of trucks ZIS-5

Most of the ZIS-5 vehicles that served in the Red Army were not at all adapted for military service, but they were equipped with removable benches to transport 12-24 personnel.

Conventional three-ton tanks served as the basis for numerous superstructures and light weapons, transported various cargo and engineering equipment, and served as artillery tractors. In special cases, they were equipped with special bodies with large side toolboxes, high sides of five boards and machines or a turret for an anti-aircraft machine gun.

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In the German army, captured three-ton tanks were equipped with their own high-sided bodies, placed on a railway track and used to tow heavy guns and trailers.

Radiotechnical means

Several types of powerful radio equipment were mounted in simple wooden bodies or shielded vans on the ZIS-5 chassis. Among them were a particularly accurate transmitting and receiving radio station PAT General Staff and military RAF with a communication range of up to 1000 kilometers.

In the conditions of massive bombing of the first days of the war, all the efforts of the designers were thrown into the revision of the old and the creation of new top secret radar stations of the family RUS-2 Redoubt in two trucks. The first housed a control room with a rotating antenna unit, the second carried a power benzoelectric unit.

Auto repair shops

On the ZIS-5, in addition to type A flyers, an auto repair workshop created especially for it was installed. PM-5-6- a type B meeting room. Its working equipment was placed in simplified bodies with hinged side walls, and a supply of materials and accessories was stored in the visor above the cab.

In the first years of the war, this range expanded significantly due to specialized workshops located in type B rooms. A removable hand-operated reloading crane was often mounted on the bumper of such machines, and the power of their electric generators reached 30 kilowatts.

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Fuel service vehicles

The appearance of the three-ton tank made it possible to switch to heavier military refueling facilities with steel tanks for the delivery and distribution of various types of liquids. On the simplest tankers, manual or mechanical pumps were used, and the filling and emptying of the tanks was carried out by gravity.

More advanced cars were equipped with their own pumps driven by the vehicle's transmission. The basis of this range was an airfield refueling tanker BZ-39 with a capacity of 2500 liters with a gear pump in the middle position. The package included a rear control compartment, dispensing hoses, cans for lubricants and a mandatory grounding chain under the chassis frame.

Upgraded option BZ-39M differed in the right-hand arrangement of the pump and an open control unit. On a simplified model BZ-39M-1 wartime there was no control cabin and compartments for hoses.

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At the height of the war, a tanker appeared BZ-43, on which, due to the simplification of the units and the use of lightweight materials, the capacity has increased to 3200 liters. The sleeves were hung directly on the tank, along which there were platforms for a hand pump and cans for oils and greases.

Pre-war airfield oil and water tanker VMZ-40 was unified with the VMZ-34 model on the ZIS-6 chassis, but had a more powerful oil pump. During the war, it was replaced by a lightweight version. VMZ-43... A heating boiler with two tanks for water and oil was fired with wood or wood blocks, and the combustion products were thrown out through a hinged chimney.

Aerodrome and balloon technology

In the field of aerodrome vehicles, the ZIS-5 served as the basis for box bodies equipped with fueling stations for aircraft on-board systems. The first of these was the AKS-2 aviation compressor station with an auxiliary 40-horsepower engine that provided an operating pressure of 150 atmospheres. For refueling the balloons, the AK-05 oxygen production station was used, which produced pure oxygen from the atmospheric air by its strong compression and distribution over the balloons. At the end of the war, the AKS-05A version appeared in a new body with improved insulation.

Engineering vehicles

The simplest vehicles of the engineering troops were various snow-removing equipment for cleaning military lines of communication and airfields. In the engineering and construction and railway troops, ZIS-05 dump trucks with a carrying capacity of about three tons with all-metal rear overturning bodies were used.

In the years of peace and war, a whole range of automotive power plants was formed nuclear plant for lighting military territories and food for army consumers. They were placed on cargo platforms or in special vans and were structurally different from each other in the power of electric generators (12–35 kilowatts). The railway troops had powerful power plants capable of moving on rails.

A rare engineering technique was a filtration station for natural water purification and disinfection using special reagents. For an hour of work, she produced 5000 liters of clean water.

The engineering troops also consisted of AVB-100 drilling rigs for digging trenches and shelters, as well as a SKS-36 compressor station for supplying compressed air to pneumatic working bodies and mechanisms. A special category of engineering vehicles was made up of floating pontoon parks for crossing water obstacles, worthy of a special article.

Chemical service vehicles

With the beginning of the serial production of the ZIS-5, test samples of chemical machines of various designs and purposes were assembled on its basis. These included bleach autodegassers AHI for cleaning the area, cars ADM for processing military equipment, mobile hot air degassers AGV for thermal cleaning of equipment.

In the late 1930s, filling stations were tested and recommended for production. ARS for cleaning objects from toxic substances and a chemical reconnaissance laboratory. The most "terrible" on this list was the chemical machine BHM-1, equipped with a tank with poisonous compounds and a pump for spraying them on the ground. Fortunately, during the war, all this technique was not useful.

Machine gun-cannon three-ton

Since 1934, three-ton tanks have served as the base of various anti-aircraft systems to protect military columns and large objects from air attacks. In their bodies, on special pedestals, anti-aircraft machines or turrets, Maxim machine guns, a 4M quad system, DShK large-caliber machine guns and an automatic anti-aircraft gun with a defeat height of about seven kilometers were mounted. Most of these vehicles were destroyed during the initial period of the war.

Huge losses and a shortage of armored vehicles at the first stage of the war led to the creation of its own armored hulls on the ZIS-5. The most famous were semi-armored trucks with armored cabins and a cargo platform with an anti-tank 45-mm gun, assembled in the summer of 1941 at the Izhora plant for the army of the people's militia.

Ambulance and staff buses

At the height of the war, on an ordinary ZIS-5 truck, the Moscow Automobile Plant assembled over five hundred simple medical service vehicles with multi-purpose wooden bodies, equipped with four hanging stretchers and longitudinal seats for lying and sitting wounded.

Otherwise, a short set of sanitary vehicles was reduced to three purely civilian city buses on elongated ZIS-5 chassis, which in the Red Army, without any special changes, were adapted to perform a wide variety of military tasks.

The bus was used both for the transportation of personnel and the deployment of headquarters, and for the transportation of 10-12 wounded to large hospital centers. In 1936, it equipped the first field operating room with a working room in a portable tent, and the cavalry units received veterinary care vehicles with a winch for dragging sick horses.

In wartime, the ZIS-8 cabin also housed sound broadcasting stations, workshops, filtering stations and photographic laboratories for processing and decoding aerial photographs.

Bus ZIS-16 served in large military formations for the transport of personnel, and its sanitary version with frosted glass could deliver up to ten lying wounded and 12 lightly wounded on longitudinal seats or folding benches.

The most spacious were three-axle ambulance buses, converted in the fall of 1941 from the Leningrad passenger cars AL-2 with a 6x2 wheel arrangement. They were equipped with two-tier stretchers, seats for 56 patients and were used to evacuate residents of besieged Leningrad along the Ice Road of Life.

Overloading the wounded and evacuated from the buses to the ambulance train (motion picture)

Special versions of ZIS-5

Special versions of the three-ton were meant to be experienced and small-scale long-wheelbase versions, which in limited quantities entered the Red Army. The first of these was the chassis ZIS-11 with the equipment of fire lines PMZ-1, which served in large military formations and in air defense units.

The greatest success has been with the chassis vehicle ZIS-12... Its main feature was a low-sided wooden body with wheel wells, which made it possible to significantly lower the loading height. In the second half of the 1930s, it was produced in parallel ZIS-14 with a ground clearance increased due to the installation of larger wheels from the ZIS-16 bus, and steel amplifiers of the cargo platform.

In the Red Army, these vehicles were used to transport large-sized equipment, special vans and to install paired 25-mm anti-aircraft guns capable of hitting enemy aircraft at an altitude of up to two kilometers.

These chassis were also used to transport low-loader bogies with powerful electric arc anti-aircraft searchlights and sound detectors, which were widely used during the war. With the help of several such searchlights, searchlight fields were created in the sky, which ensured the operation of anti-aircraft artillery and the night operations of Soviet fighter aircraft.

The title photo shows a typical PM-5-6 workshop in working order on a military-grade ZIS-5 chassis

The article uses only authentic illustrations.

By 1933, the volume of improvements developed for AMO-3 reached a critical level and the question arose about the transition to the release of an improved model of a three-ton truck. This truck produced by the Stalin Plant was named. One of the reasons for the transition to a new model was that with a dead weight of 2840 kilograms, the AMO-3's carrying capacity was only 2.5 tons, even for the AMO-F15 this ratio was better! The chassis could easily withstand 3 tons of cargo, but the 60 horsepower engine was too weak for this.

The ZIS-5 was put on the conveyor without preliminary assembly of the prototype on October 1, 1933. According to the recollections of contemporaries, everything immediately went smoothly and without interruptions. The new car was put into production in the shortest possible time.

The production of ZIS-5 vehicles was constantly increasing. In the first month, they assembled six or seven cars a day, then in dozens and hundreds. The truck has proven itself well off-road, quickly gained a reputation for unpretentious and reliable equipment. ZIS-5 car although it was designed to carry 3 tons of cargo, 4 and even 5 tons were loaded onto it and the truck pulled the weight in excess of the norm calmly without strain. On June 20, 1941, the Red Army already had 104,200 ZIS-5 trucks.

With the beginning of World War II, the need for the ZIS-5 increased sharply - primarily because it could serve as a tractor for regimental and divisional guns. But on October 10, 1941, when the enemy came close to the capital, the State Defense Committee decided to urgently relocate the industrial enterprises of Moscow to the deep rear. Five days later, the ZIS received an order to evacuate, and on October 15 at 19:00 its assembly lines stopped. Workshop equipment, machine tools, materials, together with the workers serving them, were sent to Ulyanovsk, Miass, Shadrinsk and Chelyabinsk - a total of 7708 wagons and platforms with 12800 pieces of equipment.

When the enemy was driven back from the capital, ZIS resumed car production. Since June 1942, three-ton cars in a simplified wartime version - the ZIS-5V model - began to roll off the assembly line again. True, the first release of this version of the car was mastered by the newly created (on the basis of the evacuated workshops of the ZIS) Ulyanovsk Automobile Plant - here, already in February 1942, their assembly began. At the same time, far in the Urals, in the city of Miass, the construction of another car plant for the production of ZISs began. On December 10, 1941, a construction site was allocated for the construction of a new enterprise; at the same time, people and equipment evacuated from Moscow began to arrive. Construction work went on around the clock, and already in mid-February 1942, the automobile plants began assembling assembly lines. On May 1 of the same year, the first Ural engine for the "three-ton" vehicle rolled off the assembly line.

When the enemy was driven back from the capital, ZIS resumed car production. Since June 1942, three-ton cars in a simplified wartime version - the ZIS-5V model - began to roll off the assembly line again.

In 1942, UralZIS manufactured 9303 engines and 15375 gearboxes for the Moscow Automobile Plant. In July 1944, ZIS-5V cars began to roll off the assembly line. In Moscow, motor production was restored in July 1943, and the daily production of trucks increased to 150 by the end of the year. In 1944, the plant produced 34 thousand cars and 32 thousand engines, and in total, during the war, 100 thousand ZIS vehicles came out of its gates. five.

Performance a simplified version of the ZIS-5V truck in relation to wartime, German specialists who tested the captured "three-ton" vehicles were also positively assessed. They noted not only the simplicity and reliability of the design, as well as high maintainability, but also excellent cross-country ability for a 4X2 car.

ZIS-5V, having completed its combat path, remained on the conveyor for a long time - the Miass automobile plant produced it until 1958. True, the Ural car builders were constantly improving the truck. The pivot assembly of the front axle and the rear axle shaft were reinforced, short sleeves were installed in the engine cylinders, the designs of the ignition distributor regulator, the water pump drive, and the axle of the intermediate distribution system were changed. The engine uses thin-walled liners for the crankshaft supports, a little later the mechanical brake drive was replaced with a hydraulic one.

In the UralZIS-355 model, produced in 1956, in addition to the listed changes, the following were introduced: an increased power engine with aluminum alloy pistons and a K-80 or K-75 carburetor, a 12-volt electrical system, front fenders of a new type, a steering mechanism, which had a globoidal worm and a double roller.

An interesting and little-known now modification of the ZIS-5V was produced by the Moscow Automobile Plant for some time. The fact is that the new engine of the ZIS-120 model, intended for the 4-ton ZIS-150, was mastered earlier than the entire car - at the end of 1947, so in the same 1947 they began to install it on some ZIS chassis -5V (only without compressor and with limited power). Such cars became known as ZIS-50, and one prototype of this car was built back in 1944. In 1947, 194 of them were produced, and in the next - 13701 pieces. The truck turned out to be dynamic, high-speed and very passable. The drivers on the ZIS-50 sometimes just scoffed at the Studebakers: they pulled their drivers into a race on the highway (and they thought they were dealing with an ordinary "old man" ZIS-5V) and brought the latter almost to a heart attack, and they machines — until the engine liners are melted. When the ZIS-5V was completely discontinued in Moscow (April 30, 1948), the production of the ZIS-50 was also discontinued.

In wartime, the ZIS-5V was mainly used as an onboard multi-purpose truck, but fuel trucks, repair rooms and special vans based on it were also widely used. In the postwar years, the demobilized "three-ton" has mastered many civilian specialties. These were fire trucks, dump trucks, truck cranes, garbage trucks, bitumen trucks and many other special vehicles. They were in operation until the mid-seventies. Now they are practically gone. One exemplary restored ZIS-5V, produced in Moscow, is erected as a monument at the Likhachev Automobile Plant (ZIL).

Design and construction

ZIS-5 transported 3 tons of cargo and towed a trailer with a total weight of 3.5 tons. Its cargo platform (additionally equipped) could carry 25 people. Today this circumstance seems to us insignificant, but in the 30-40s, when, especially in the provinces, there were not enough buses, it was of vital importance. And finally, one more important indicator - the average mileage of the ZIS-5 before overhaul was a significant pre-war value - 70 thousand kilometers, and the most qualified drivers - they were called "hundred thousand" - reached the milestone of 100 thousand kilometers.

The ZIS-5 with a distance between the axles of 3810 mm had a length of 6060 mm, a height without load - 2160 mm and a width - 2235 mm. Tire size - 34x7. If you compare the ZIS-5 with modern models of foreign firms, you can find many indicators by which it was inferior to them. Moreover, by the end of the 30s, a number of technical solutions applied on it were already outdated. And, nevertheless, as the Great Patriotic War showed, on the whole, the car turned out to be very practical, unpretentious and reliable under very difficult weather conditions, bad roads, the supply of insufficiently good operating materials, and low repair possibilities.

To increase the displacement of the engine, work was carried out to increase the cylinder diameter to 4 inches. At the same time, the compression ratio decreased from 5 to 4.7, this negatively affected fuel consumption, but the engine volume now became 5.67 liters, and the power increased to 73 horsepower. The AMO-Zenit carburetor was replaced by the MAAZ-5, for which a much-needed air filter was also added. Unlike Zenit, the economizer and the accelerating pump MAAZ-5 were made in a single unit, which simplified its design.

The AMO-3 gear wheel of the first gear often broke - the gearbox was rather weak even for a 2.5-ton truck. The strength of the gears was increased by increasing the width of the teeth of the constant mesh gear from 16 to 19 millimeters, and in gears from 19 to 24 millimeters. In addition, the square shaft, which is extremely low-tech (after all, in the gears it was necessary to hammer square holes for it, it was difficult to achieve a fit without distortions), was replaced with a regular, round one, and the gears were fixed on it with Wurdf keys. In connection with the installation of a more powerful motor, the gear ratios were also changed.

Two propeller shafts AMO-3 were replaced with one, thereby eliminating the intermediate shaft bearing. At the same time, they refused from elastic universal joints with a rubber insert, replacing them with simpler and more reliable metal ones, such as "Spicer No. 500".

In addition, the unreliable hydraulic brakes of the front wheels were abandoned. The design itself was good, but the American company Lockheed refused to sell the recipe for the hydraulic fluid to us, apparently hoping that the USSR would agree to buy it in America. However, no one was going to do this, and a mixture of 50% acetone and 50% glycerin or castor oil was used as a hydraulic fluid (for hot and cold regions of the country, this ratio was changed according to a special table in the machine manual).

The six-cylinder LPG engine was very tough. A seven-bearing crankshaft with a large connecting rod and main journal area provided the entire engine with great durability. Cast iron pistons worked in cast iron cylinders. The camshaft was located on the right side of the crankcase and was driven from the crankshaft, like a generator and a water pump, by a set of gears. The interrupter-distributor received rotation by helical gears from the shaft of the water pump, the oil pump - by a vertical roller through the helical gears from the camshaft. The gas pump was driven through a lever from a cam made integral with the camshaft. Only the fan was rotated by the belt. The ZIS-5 engine was equipped (unlike the GAZ-AA) with an oil filter with replaceable felt elements. Therefore, changing the lubricant in the crankcase had to be done less often than on the GAZ-AA (not every 500 km, but after 1200!).

I must say that from the very beginning the ZIS-5 valves were equipped with an adjusting device, but, like on the GAZ-AA, the ignition timing was set manually by turning the lever on the steering wheel hub. With a compression ratio of only 4.7 units, the ZIS-5 engine ran on gasoline with an octane rating of 55-60, and in hot weather even on kerosene. The motor was very flexible. If he developed maximum power at 2200-2300 rpm, then the maximum torque was at 1200 rpm.

The ZIS-5 did not require frequent gear changes, it allowed for a long time to move in first gear at a speed of only 4-5 km / h, for which drivers sometimes compared the ZIS-5 with a tractor. ZIS-5 engines were also used on YAG-4 and YAG-6 trucks of the Yaroslavl Automobile Plant and on buses. A simple gearbox, double reduction gear (spur and bevel gears) of the rear axle, semi-axles of the unloaded type - these are the design features of the transmission of this truck, which were quite traditional at that time for cars of this class.

The driver's cab was not heated and had the most primitive ventilation, but it was spacious. And if the ZIS-5 could not boast of comfort for the driver, it became the first domestic car with a tire inflation compressor built-in as a serial equipment, which was located on the right of the gearbox and received rotation from its gears.

It seemed strange to many that the frame of the ZIS-5 was somehow "flimsy". True, it did not break and did not bend, but it easily skewed when one wheel, for example, ran into a hillock or fell into a pothole. Quite tough (according to the weight of the car and the transported cargo) springs in such cases were of little use. And the elastic frame, itself working like a spring, helped the wheels and suspension to flow around uneven roads. The secret was the advantageous combination of spring and frame stiffness. High elasticity of the frame was achieved due to its heat treatment. Cross members and other details were not welded to the side members, but riveted. Repairing such a frame by welding led to local annealing and only weakened it in the damaged area.

The ZIS-5 had a reputation for being a very simple machine. It consisted of 4.5 thousand parts (mainly cast iron, steel, wood) and could be disassembled or assembled using a minimum number of tools. Most of the bolts and nuts (only ten thread sizes) were not difficult to rip off even by an unskilled and sloppy mechanic. The parts of the machine rotated on only 29 ball or roller bearings, and the crankshaft - in babbit bushings, cast directly into the body of the cylinder block or connecting rods.

It is surprising that the ZIS-5, not being an all-terrain vehicle, could be successfully operated at any time of the year on soggy dirt roads, snow-covered country roads, and sands. This is due to the high traction characteristics of the engine, combined with the favorable distribution of masses along the axles, despite the fact that only the rear axle was driven. For the most common driving conditions, the traction reserve at the drive wheels in any gear was large enough to overcome obstacles, but not excessive to cause wheel spin. At the same time, in an empty car, the rear drive wheels accounted for 58% of the mass, and with a full load, 77%, which ensured reliable grip on soft ground. In short, in terms of its traction capabilities, the ZIS-5 approached models with all drive wheels. It should be noted that the installation of tires with grousers, and even more so with snow chains, dramatically increased the permeability of this truck.

Serial ZIS-5 the beginning of the 30s with a working volume of the engine 5550 cm 3 had a power of 73 horsepower. The 4-speed gearbox provided a wide (6.6) range of tractive effort. The curb weight of the car was 3100 kg, and it developed a speed of up to 60 km / h. Fuel consumption on average ranged from 30 to 33 l / 100 km. The car overcame fords with a depth of 60 centimeters, and the greatest rise that it could take with full load was 14-15 °.

Simplified ZIS-5V produced in wartime conditions, when all materials are in short supply, and the life of the car is short, has become much simpler than the base model. The wooden frame of the cabin was sheathed with wooden slats instead of tin; beautifully shaped round wings have given way to flat ones welded from steel sheet; the steering wheel received a wooden lining, instead of two headlights, only the left headlight remained, and the mechanical brakes now acted only on the rear wheels. The body only has a tailgate. The measures taken made it possible to save almost 124 kilograms of metal on each machine, which, given the thousands of trucks produced, was of great importance in difficult times of war.

But all these simplifications did not mean a deterioration in the parameters of the car. On the contrary, he retained all those qualities for which the drivers loved him. Although, say, the ZIS-5V did not differ in particular comfort - it was without shock absorbers in the suspension, without heating the cab, and ventilation was carried out through a slightly open windshield or lowered side windows. Therefore, it was cold in the cabin in winter, hot and dusty in summer. Mechanical brakes required a lot of effort, and their efficiency left much to be desired. But a very important quality of the design was that most of the 4.5 thousand of its parts had such proportions that they could be broken only with very rough and inept handling. Moreover, the “three-ton” design made it possible to disassemble the machine with a minimum amount of tools.

For many of my peers, the post-war ZiS-150 trucks are associated with the period when the massive construction of the famous five-story Khrushchev buildings began in Moscow and other cities. Thousands of dump trucks based on these machines delivered concrete to construction sites, many truck tractors with bulky semi-trailers - wall panels, and flatbed vehicles - all other cargo, including people, which at that time was not prohibited by traffic rules. By the way, in those years we did not yet have concrete mixer trucks, and so that the concrete would not seize prematurely, dump trucks had to move along city streets at considerable speeds, generously splashing the contents of the bodies.

We are talking about the most massive trucks of that time - ZiS-150 and ZiL-164, which could be distinguished only by experts and all-knowing boys - they knew that the "one hundred and fiftieth" radiator grille has horizontal slots, and "one hundred and sixty fourth "- vertical.

The designers of the Moscow Automobile Plant named after Stalin began to prepare the replacement of the famous "three-ton" ZiS-5 in the pre-war years, since the car, the basis of which in the 1920s was the American truck Autocar, was no longer subject to further modernization. The country needed a new truck - more powerful, more carrying capacity, more durable and more comfortable for the driver.

Prototypes of the new truck, called the ZiS-15, were built in 1938. The car had a new frame, a different all-metal three-seater cabin and an upgraded 82 hp engine. It was assumed that the basic model of the ZiS-15 will become the basis for a whole series of cars - a bus, a dump truck, an all-terrain vehicle and a number of others.

However, the mass production of the ZiS-15 was prevented by the Great Patriotic War. True, it also prompted the production workers to further improve the pre-war "three-ton" - on its basis, a three-axle ZiS-6, a half-track ZiS-42, an all-wheel drive ZiS-32 with a 4x4 wheel arrangement and a gas generator ZiS-21 were created.

In 1944, the issue of producing a modern truck was again raised, but it was considered irrational to take the ZiS-15 model of 1938 as its basis. Therefore, at the Stalin Automobile Plant, they developed a modernized cargo truck, which in appearance did not differ much from the American Lend-Lease truck International KR-11. By the summer of 1944, prototypes of the new truck were being tested.

The installation batch of ZiS-150 left the territory of the car plant on October 30, 1947. The machine with a lifting capacity of 4000 kg was equipped with a 90-horsepower motor interlocked with a five-speed (for the first time in the domestic auto industry!) Gearbox with constant mesh gears and pneumatic brakes. A cockpit of mixed design was developed for the car - due to the shortage of a special steel sheet, it was made of plywood and artificial leather with partial sheathing of tin. By the way, this technology was also used in the manufacture of many cars of those years - at first, the GAZ-51 was produced with a wooden-metal cabin, a pickup truck body based on the Moskvich-401 was assembled from wood.

For the first time on a domestic truck, the doors were equipped with sliding glass. The windshield is V-shaped, consisting of two angled windows, and the left one, the driver's one, could be tilted up and fixed in any position using a rocker mechanism.

The engine, named ZiS-120, mastered in production in 1947, was thoroughly tested on serial "three-ton" (cars with such engines were called ZiS-50), produced in the period 1947-1948 in the amount of 13,895 copies.

Mastering the production of the ZiS-150 began in January 1948. Up until April 26, the installation of a new conveyor was carried out without stopping the old one, and from April 27 the serial production of the ZiS-150 began. A few days later, the production of "three-ton" ZiS-5 and ZiS-50 was discontinued.

The operation of the ZiS-150 revealed a number of shortcomings, the main one of which was the small margin of safety for the long propeller shaft - when the car was moving at an increased speed (usually downhill), the shaft speed exceeded the safe one, which led to its breakage. As a result, the “cardan” damaged the pipeline of the pneumatic drive of the brakes, and in this situation it was almost impossible to stop the car.

The developers had to install a special engine crankshaft speed limiter on the car, which prevented it from reaching speeds above 2400 per minute.

The first major modernization of the ZiS-150 was carried out in 1950. The car was equipped with an all-metal cab and equipped with a more modern K-80 carburetor with a falling mixture flow and a new exhaust manifold, which increased the engine power and improved its efficiency.

The next modernization was carried out in 1952, taking into account the accumulated experience of operating the ZiS-150. First of all, the designers got rid of the long and, accordingly, fragile propeller shaft and replaced it with two shafts with an intermediate support on the middle cross member of the frame. The suspension was also improved - the car was equipped with extended springs. The engine was equipped with a floating oil receiver for the oil pump, and blinds controlled by the driver were installed in front of the radiator. They also took care of the driver - they reduced the seat height and backrest tilt, and also increased the gear ratio of the worm steering gear. The latter improvement was especially relevant, since truly heroic efforts were required to control a truck with a gross weight of more than 8 tons in the absence of a hydraulic booster.

Before the launch of the modernized trucks into the series, prototypes were sent on a test run of about 25 thousand km along roads with various surfaces, including primers.

The last modernization of the ZiS-150 car was carried out in 1956. The car replaced the cast-iron head of the engine with an aluminum one, which increased the compression ratio to 6.2, installed a new carburetor, intake manifold and air filter, as a result of which the engine power increased to 96 hp. In addition, the frame was reinforced, rubber mounts were used for the front springs and hydraulic shock absorbers were installed.

The latest innovation on the "one hundred and fifty" is the replacement of the ZiS stamping on the hood: instead of it, the abbreviation "ZiL" appeared there, since it was in 1956, after the XX Congress of the Communist Party of the Soviet Union, that the car plant was renamed in honor of I.A. Likhachev, the former director of the plant. and the former Minister of Automobile Transport and Highways of the USSR.

Not too many ZIL-150 cars were produced - in 1957, instead of this car, the ZIL-164, which looked very similar to it, rolled off the assembly line. In total, from 1947 to 1957, 774,615 ZiS-150 and ZIL-150 trucks were produced.

In addition to the ZiS-150, the car plant was working on the creation of cross-country vehicles. So, since the mid-1940s, on the basis of the ZiS-150, an all-wheel drive vehicle ZiS-150P with a 4 × 4 wheel formula has been developed. However, the vehicle turned out to be heavy, which did not meet the requirements of the USSR Ministry of Defense, and the plant was asked to develop a three-axle version of the "one hundred and fiftieth".

At the beginning of 1945, the design bureau of the plant began designing a three-axle vehicle, which later received the name ZiS-151. The first two prototypes were built already in 1946 - one with dual-slope rear wheels and the other with single-slope wheels. In the summer of 1947, comparative tests began, in which, along with a pair of ZiS-151s, the three-axle Lend-Lease International and Studebaker participated. At the same time, the best cross-country ability was demonstrated by the all-wheel drive ZiS-151 with single-tire tires, in which the rear wheels followed the track left by the front ones, which required less energy consumption for making a track. But representatives of the Ministry of Defense, for incomprehensible reasons, spoke in favor of the production of vehicles with dual-slope rear axles. By the way, in the near future, the plant nevertheless launched the production of an all-wheel drive ZIL-157 with a single-slope scheme.

Well, the ZiS-151 became, thus, the country's first three-axle all-wheel drive 6 × 6 vehicle. Serial production of this car lasted from 1948 to 1958. On its basis, rocket artillery combat vehicles, armored personnel carriers, large amphibious vehicles (BAS), fuel tankers and a number of other military and civil vehicles were created.

In 1957, instead of the ZiS-150, the automobile plant put the ZiL-164 on the conveyor, which outwardly practically did not differ from its predecessor, but had a number of differences from the "one hundred and fiftieth" - a reinforced frame, a more powerful engine with a modern carburetor, telescopic shock absorbers, etc.

The design of the car ZIL-164

ZIL-164 was a truck with a three-seater all-metal cab and a wooden platform with three opening sides.

The engine of the car is a carburetor, in-line, six-cylinder, four-stroke, lower valve, with a working volume of 5.55 liters. The compression ratio is 6.2. Maximum engine power - 100 h.p. at a crankshaft speed of 2800 rpm.

The engine cylinders are located in one block, cast from cast iron together with the crankcase. The plane of the crankcase connector is below the crankshaft axis. There is a water jacket around the cylinders in the block. On the engine block, a common cylinder head with a water jacket is installed on a gasket, in which the combustion chambers are located. The head, made of aluminum alloy, is fixed to the block with bolts and studs.

The flat-bottomed pistons are cast from an aluminum alloy. On the upper part of the piston there are three compression rings and one oil scraper ring.

The crankshaft is made of carbon steel, its journals are surface hardened with high frequency currents. In the engine, the shaft rotates on seven bearings with steel thin-walled liners with babbitt casting.

The flywheel is secured by six bolts to the flange of the rear end of the crankshaft.

In front of the shaft, a steel timing gear, an oil deflector and a fan drive pulley are fixed on a key. A stamped steel pallet is attached to the bottom of the engine crankcase on gaskets.

The carbon steel camshaft is mounted on four steel babbitt bushings. In the middle part of the shaft there is a gear wheel for the drive of the oil pump and the ignition distributor, in the rear part there is an eccentric for driving the fuel pump, and in the front there is a cast-iron gear that meshes with the gear of the crankshaft.

The engine is mounted on a frame on three bearings using rubber pads.

The engine cooling system is forced, closed. The radiator of the tubular-plate type is fixed to the frame through rubber cushions. The thermostat is single-valve. The six-blade fan rotates in a shroud attached to the radiator. The radiator and water pump are driven by a single V-belt from the crankshaft pulley.

The engine lubrication system is combined: the main and connecting rod bearings of the crankshaft, camshaft bearings, timing gears and the distributor drive shaft are lubricated under pressure; oil is supplied to the rest of the rubbing surfaces by spraying and gravity. Oil filtration is double.

The ZIL-164 has a dry two-disc clutch. Subsequently, with the next modernization (on the ZIL-164A), the clutch was replaced with a single-disc clutch, with peripherally located springs and with a mechanical shutdown drive.

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

The car uses a double final drive, assembled with a differential in the crankcase, cast from ductile iron. The rear axle beam is also cast from ductile iron. Steel pipes are pressed into the semi-axial sleeves of the beam and secured with locking screws, the ends of which serve as a support for the bearings of the wheel hubs. The rear opening in the beam is closed by a stamped steel cover, which is fixed to the beam with screws. The gear ratio of the main gear is 7.63.

The car frame consists of two steel stamped channel-section spars of variable profile, connected by riveted transverse beams. In the front part of the frame there is a bumper and towing hooks, in the rear there is a towing device with a hook and a latch.

The front axle is a steel I-beam attached to the frame on two longitudinal semi-elliptical springs. The ends of the springs are installed in the frame brackets on rubber cushions. The front suspension includes piston shock absorbers (later on, the ZIL-164A used telescopic double-acting hydraulic shock absorbers). The front ends of the rear springs are pinned to the frame brackets, while the rear ends are pinned to the frame brackets.

Disc wheels with a flat rim have a removable bead ring with a locking ring. The rear wheels are gable.

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

The braking system of the car consists of a pneumatic foot brake acting on all wheels and a manual central transmission brake. Pneumatic brakes are highly effective with low pedal forces, which greatly facilitates driving.

After modernization in 1933, AMO-3 was renamed ZIS-5. The production of cars was constantly increasing. Since July 1933, the first 10 experimental machines were assembled, and from the beginning of 1934 the plant began mass production of the ZIS-5. In 1934, after the completion of the radical reconstruction of the enterprise, the truck went into mass production. The daily production volume due to in-line production exceeded 60 vehicles. On the basis of the ZIS-5, 25 models and modifications were created, of which 19 ended up on the assembly line.

The work on designing a new car began with an analysis of the shortcomings of the previous model - AMO-3, which manifested themselves during the Karakum run and then, during operation in real conditions. The development was supervised by the chief designer of the plant E.I. Vazhinsky. We started with the engine: there was not enough engine power, and the truck stopped going uphill. The working volume was increased from 4.88 to 5.55 liters, and the power, respectively, from 66 to 73 horsepower. The gearbox was replaced, the propeller shaft was simplified.

To speed up the transition to a new model, the upgraded units were introduced by the plant as soon as production was ready, and the AMO-3 of the latest releases did not look different from the ZIS-5. The design of the car was a classic 4x2 on a spar frame with semi-elliptical springs. The cabin is rectangular, wooden, upholstered in tin. Its hydraulic brake drive, perfect at that time, was replaced by a mechanical one. Carrying capacity - up to 3 tons. Carrying frame, driving rear axle, leaf spring suspension without shock absorbers, mechanical brake drive, wooden cabin, upholstered with tin. The driver's cab was not heated and had the most primitive ventilation, but it was spacious.

It became the first domestic car with a built-in tire inflation compressor as standard equipment. The ZIS-5 was not equipped with bumpers, with the exception of export trucks. The ZIS-5 truck became a milestone model in the history of the plant and lasted 15 years in production. On the basis of the ZIS-5 car, 25 varieties and modifications of cars were developed, 19 of which were implemented in production. The long-base modification AMO-4 (1933-34) was mastered. All non-export vehicles were painted only in the standard green color.

The colors of the cab and the body were slightly different, since dyes on a different basis were used to paint them (for metal - oil, for wood - glyphtal). They had different brands and, judging by the colors, differed in tone. After the war, ZIS-5 trucks were built by the Moscow ZIS until April 1948 (from January 26, 1947, already with a new ZIS-120 engine), and UralZIS produced them until the end of 1955. At the end of 1941, a shortage of steel sheet made it necessary to abandon deep-drawing stamping, so the wing blanks were molded on a bending machine and welded. The driver's cab has become solid wood and the frame is made of wooden beams, sheathed with clapboard. Footboards were also made of wood.

The cars were equipped with a left headlight only. The model received the ZIS-5V index; its release was mastered in May 1942 in Ulyanovsk, and later in Moscow and Miass. At the end of December 1942, due to the failure of the plant that supplied steering wheels with a plastic rim, wooden steering wheels began to be installed on the ZIS-5V. The ZIS-5 was equipped with standard universal platforms ZIS-5A or (much less often) ZIS-5U with high sides. After the war, the ZIS-5 externally returned to its pre-war design, but the shape of the wings changed somewhat (since 1949).

The ZIS-5 was considered the best Soviet pre-war truck. Its resource before major overhaul was 70 thousand km, and often "Zakhars" went more than 100 thousand km. Their engines could run on almost anything that burns: gasoline with an octane rating of 55-60, benzene, a mixture of alcohol with gasoline or benzene, in hot weather - on kerosene. When the production of the ZIS-5 began, along with the main model, modifications with an elongated base (ZIS-11, ZIS-12, ZIS-14) were produced. The ZIS-11 chassis was intended for fire trucks (length - 7500 mm), and the ZIS-12 and ZIS-14 chassis were intended for various special vehicles. The three-axle ones received the ZIS-6 index (1934), the gas-cylinder ones - the ZIS-30.

There were also gas generators (ZIS-13, ZIS-21, ZIS-31), half-track (ZIS-22 and ZIS-42) and all-wheel drive ZIS-32. The model was supplied to Turkey, Iran, the Baltic republics and Mongolia. The export version externally differed in the presence of a front bumper, which, like the radiator grille, was nickel-plated. In total, before the war, they managed to make more than 325 thousand "Zakharov", about a third of them were sent to army units. On the basis of the ZIS-5, dump trucks, tanks, grain vans, buses were manufactured ... The first legendary Katyushas were also assembled on the ZIS-5 chassis. In total, over the years 1934-48, 532311 ZIS-5 vehicles were produced, and the ZIS-5V model was produced from 1941 to 1958, ZIS-50 (1948), ZIS-11 in 1934-41, ZIS-12 in 1935-41 years, ZIS-14 in 1936-40. Followers of the model are UralZIS-5M, UralZIS-355, UralZIS-355M.

Despite repeated upgrades, the ZIS-5 became obsolete by the mid-1930s. In the early 1940s, it was to be replaced by a new ZIS-15, in the third "five-year plan" (1938-42). The new vehicle with a carrying capacity of 3.5 tons, the prototypes of which the plant built in 1938, received the ZIS-15 index. Among the innovations are a three-seater all-metal cab with modern plumage (fenders, radiator grille, engine hood), a new frame with an increased wheelbase, an enlarged gas tank and an upgraded engine. To reduce the noise level, the cast-iron gears of the drive of the auxiliary units were replaced with textolite ones. The car received a new transmission disc brake. The gearbox was left 4-speed, and the brake drive was mechanical, with a vacuum booster.

Engine - four-stroke, low-valve, carburetor, number of cylinders - 6, volume - 5555 cm 3; power - 82 HP at 2600 rpm; number of gears - 4; main gear - spur and bevel gears; tire size - 36X8 ″, length 6560 mm., width - 2235 mm., height - 2265 mm .; base - 4400 mm., curb weight - 3300 kilograms. The highest speed is 65 km / h. On the basis of the ZIS-15, it was planned to produce a family of models: a dump truck, an off-road truck, a bus. However, the war disrupted plans.