Dragons from Zdanovich A M GAZ 51. Engine work features

06.03.2020

GAZ-51.

It is difficult to find a photo or a newsreel on which the streets of Soviet cities and towns are captured or, say, harvesting in the 1950s, 1960s, 1970s and even the 1980s, where it would not smell this simple, not impressive with dimensions But the usual eye of several generations truck. And how much he played kinarores!

Basic onboard machines, vans of all texts and appointments, nurses and police cars, tractors, tanks, kungi, cargo taxis, truck tractors ... Loading capacity: "Gas fifty times," as drivers sometimes called, took only two and a half tons on board. But if you multiply them to almost three and a half million released cars! .. How much did they carry in your life?

The most massive truck of the USSR has become for many first, and therefore especially beloved car. This, of course, is not about private ownership. This in the USSR could not - the truck, not. But in thousands of driving schools "Fifty-first" worked by training machines, standing by postpone the mistakes, errors, and sometimes rudeness of future chauffeurs.

Face victory

GAZ-51 Along with the Limousine ZIS-110 and the legendary - one of the first serial post-war cars of the USSR, the symbol of the courage, perseverance and the revival of the ruined war of the country. But his story began in 1939. By this time, the two-sided gas-mm - former Ford. Right out of the late 1920s - hopelessly outdated. By the end of the 1930s in Gorky, finally did new Motor - Adapted American Dodge D5. The six-cylinder unit with a working volume of 3.5 liters (76 hp), although the low-flaped, was at that time quite modern and allowed to create among other things and a completely new cargo car for two tons. Design work on the GAZ-11-51 truck (the first number - the engine index) interrupted the war, but to her end they were in full swing. True, now the car got a cabin based on the American studekera, the carrying capacity has grown to two and a half tons, and the engine is defined up to 70 hp.

Already in 1946, GAZ-51 went to the series - at first with a partially wooden cabin, since the metal in the post-war country was not enough. He received hydraulic brakes and even a cabin heater - about such drivers of pre-war half-timer and did not dreamed.

The "Fifty First" turned out a very cute "face." Gasovs did not copy the design of the American studekera, and found their own original solution. The "big-eyed" truck, honestly and openly looking at the world with expressive big headlights, turned out to be simple and infertility, but very harmonious.

Stages of a big way

GAZ-51 has been released since 1946 with a row six-cylinder engine (3.5 liters, 70 hp) and a four-stage gearbox. Gradually upgrading, a truck was produced in dozens of modifications, including the saddle tractor, the dump truck GAZ-93, the version with the engine to work on gas, chassis for buses and specialized body. GAZ-51 served as the basis for creating a family of all-wheel drive trucks GAZ-63.

"Fifty-first" did in China under the brand of Yejin, in the DPRK - Syngri, in Poland - Lublin. In some countries, in particular in Finland,.

The model lasted on the conveyor for almost 30 years - until 1975. Gorky produced 3,481,033 cars and chassis, another 14,355 trucks gathered at the Irkutsk motor assembly plant.

Honest Gasonovsky

My boot is on a massive starter button, the heel - on the gas pedal. The engine comes to life almost instantly. It is inconvenient to use the foot button? But the design is simple and reliable - there is no capricious retractor relay. Remember, as the most famous driver of the GAZ-51 driver said Paska Bellolnikov on nicknamed Pyramidon from Vasily Shukshin "Lives such a guy": "Woman - like a starter: Somedayu it will bring down"?

The general principle of operation of the management authorities is simply understandable, but tight. Clutch - with a mechanical drive, but there is nothing to flow. Pedal, of course, heavy. Nothing! How to say one familiar test military equipment, in the boot - ok.

Transmission - no synchronizers. Switching require skills double squeezing Clutch pedals when switching to higher transmission and passages - when moving to a low. True, with a certain skill, you can do without double squeezing, you just need to not fuss and push the next gear gently and neatly. There is nowhere to hurry. GAZ-51 - for a quiet ride. Passport maximum speed of just 70 km / h. Funny? But grabbed! In the slide, the car comes, of course, reluctantly, requires the transition to the third gear. And if you still boot in full? But brakes without an amplifier "Lawn", in general, enough.

Steering, of course, too, without an amplifier (even somehow shame to remember this). When maneuvering at low speeds, the machine checks hands on strength and hardness. But it is reliable, simple and, which was very important, maintaining. However, we will not chat: the concept of "reliability" in those years meant primarily not that the car is broken, but the fact that it is easy to fix it in a simple workshop, and even "on the knee."

Big handlebar at such speeds - the trouble is small. Tough, especially the empty car, the suspension requires caution. There is nothing to break, but you can crash about the ceiling of the cockpit - a pair of trifles.

Patency worthy. In particular, due to the first speed with a gear ratio of 6.4. We used only for the troken of an overloaded car, especially in the mountain, and on the road, where you need to move with almost a step, preventing the wheel slip.

Of course, for modern speeds and the Rhythms "Fifty-first" is not very suitable. Most of the modern drivers have respect: they overtake not irritating our slowness with a "lawn", and at intersections respectfully pass.

That is the most popular and famous USSR truck - simple, honest, hardworking, albeit a little with the sly. Like the chaufferes from the old Soviet films - the same Paska of the bells, who was brilliantly played by Leonid Kuravlev, or Zakhar Stolech performed by Mikhail Pugovkin from the Dilogy about Ivan Brovkin.

Familiar and forgotten

On the basis of GAZ-51, there were dozens of serial modifications known throughout the country. But the cars were built, which remained prototypes.

GAZ-11-51 - prototype with a lifting capacity of 2000 kg, 1939.

GAZ-41 (AP-41 military designation). Half-barrel prototypes did in 1949-1952. The latest versions had a steering rotation synchronization device with a slowdown in one of the tracks. Serial production did not start.

old friend

GAZ-51 is impossible to associate with some particular era. After all, he was born in the first post-war year, became one of the main mass trucks of the era thaw. He participated in the celebrations on the occasion of the opening of the Festival of Youth and Students in Moscow in 1957, for which cars were painted in fun, bright colors. Then the "lawn" for decades worked in cities and at virgin, drove products and building materials.

GAZ-51.

Over time, he, of course, changed. Since 1951, the cabin has become fully metallic, only the door frame remained wooden (later they were made of steel). Since 1955, the modernized basic GAZ-51A released, in which, in particular, three boards opened, and not just the rear. "Fifty-first" accompanied many of us almost all my life: from moving to a five-story building on a blue cargo taxi with a tarp awnings and a door in a high rear side and a product machine in a pioneer camp to the first experiments behind the wheel. They also buried on them.

GAZ-51.

Even after the removal from production in 1975 - without a small three decades after putting on the conveyor - these trucks in huge quantities continued to work in all parts of our country and in dozens of countries of the world.

GAZ-51 The record holder also because it, already under the strange name, was done in three countries: in China, Korea and Poland.

Today, the "fifty first" are already found as monuments, usually in fire depot. By the way, the most, probably known in the country "Lawn" stands on the Chui tract from the tea room, where he drove on his truck the hero of the film "Lives such a guy."

Non-pen, simple truck respected collectors, although in some places where cars still continue a long labor biography. As you know, the line between collective and workers can be very vague. It seems to me that this is not at all bad, especially in relation to such a car: honest, hardworking and requiring the same from those who want to go with her.

Screen image

GAZ-51 played tens of roles in Soviet films. Here are the most famous paintings.

Soviet cargo car with a lifting capacity of 2.5 tons. This is the most massive model of the truck of the 50-70s.

The first prototypes with the GAZ-11-51 index were created before the Great Patriotic War, mass production was deployed since 1946. In 1955, the modernized GAZ-51A was mastered, which was produced until April 2, 1975

Designing a base car, which first received the GAZ-11-51 brand, and later simply GAZ-51, began in February 1937. New car It was supposed to replace the USSR "half-timer" (GAZ-AA, GAZ), which had a number of such significant disadvantages, such as the short-life of the running, frame, steering mechanism and the cardan transmission, a small loader. The concept of the machine was formulated extremely clearly and clearly: a simple and reliable universal truck, composed of the best for the time, well-developed and proven world practices of aggregates.

Having received a government assignment, Gorky Automobile Plant in 1937 began working on the model with rear wheel drive And at the same time above its all-wheel drive versions - GAZ-62 and GAZ-63. There was a challenge to the most unify these modifications with the main model.

When designing the engine GAZ-51, Soviet designers carefully studied American 6-cylinder engines from Dodge D5 (power 85 hp). The battery of these nipped motors was specifically purchased in the United States in 1936.

In June 1938, the manufacture of nodes began, in January 1939 - the assembly. Already in January 1939, two prototypes of GAZ-11-51 were prepared, the plumage of the cabin reminiscent of the cargo "Dodge" of that time. In May, the first car entered the road tests, which ended in July 1940. One of the experimental samples after a mileage with gasoline fuel system (Mileage was 325 thousand km) until winter, 1945 was tested with a gas-generated installation.

In the process of testing, changes were made to the lubrication system (an oil radiator appeared), increased the length and number of heights of the spring suspension, installed two-way shock absorbers in front, the model was equipped with a disk transmission brake, upgraded the main gear and fuel filter.

In the summer of 1940, an experienced copy of GAZ-51 (with a new cabin and facing) was exhibited at the All-Union Agricultural Exhibition in Moscow, among the best samples of Soviet engineering.

Successfully passed tests allowed the plant in 1941 to begin preparation of the mass production of GAZ-51, but the Great Patriotic War began. A number of GAZ-51 aggregates (engine, semi-centrifugal clutch, gearbox, cardan hinge on needle bearings) were by that time mastered by the plant and found wide use in other machines produced in those years.

Work on promising cars resumed in 1943. On February 3, 1943, the chief designer of Gaza Andrei Alexandrovich Lipgart reported at the meeting of the designers of the automotive industry in I.V. Stalina about working on gas-51 trucks, work on which Alexander Dmitrievich Svordan was given (in 1958 he headed KB Gaza), and gas -63. Well received good, but the leader ordered to increase the loading capacity of GAZ-51 by 500 kg. For this, gas designers moved the cabin and the engine forward and thus increased the body length on the required half-meter without changing the wheelbase. Such a layout provided good maneuverability, the rational use of dimensions and at the same time maintained an acceptable weight distribution over the axes, which ensured good cargo of the car.

The rapid development of technology during the war years made their inevitable adjustments to the design of GAZ-51 leading designer A. D. Svilin radically reastered and finalized the car, and from the pre-war GAZ-51, essentially, the only name remains. The accumulated operating experience on six-cylinder engines combat vehicles allowed much to improve the engine and serving its systems. The project was laid in the project well-proven hydraulic brake drive, designed a more modern and comfortable cabin and cladding. The sizes of tires were increased, it was possible to achieve even greater (up to 80%) unification with a total-wheel drive version of the truck - GAZ-63, designed in parallel on neighboring layout shields, and by the engine with a four-cylinder motor of the future "victory".

In 1944, at the experimental samples began to install a cabin from Studebaker US6. In May and September 1944, two new samples of GAZ-51 were built (with various options for the appearance of the face), and in June 1945 - two more, finally spent (pre-seventive).

Confidence in the high quality of the new construction of the truck allowed the plant to immediately begin the preparation of its production. On June 19, 1945, the first GAZ-51 "zero" series, together with other new Soviet cars, was shown in the Kremlin to the members of the government. Soviet executives familiarized themselves with the experimental samples of GAZ-51, and in August of the same year, a resolution of the State Committee for Defense was adopted about the beginning of the serial release of this truck.

Making machinery plant has established very quickly - the experience of wartime has affected. Already at the end of 1945, they released the installation batch - two dozen cars, and in 1946, even before the completion of the tests, the country received 3136 new generation serial trucks. October 12, 1946, government tests of GAZ-51 were started. By this time, the truck for 4 months was produced by the factory. The tests were carried out by the car test department, on the basis of the order of the Minister of the automotive industry for № 19.05.-III-1946. The purpose of the test was the identification of the general qualities of the GAZ-51 truck and assess the performance of its individual aggregates. The length of the test run was 5403 km. He went along the Gorky-Sevastopol route through Moscow, Kursk, Kharkov, Dnepropetrovsk, Simferopol and Yalta. On the way back the route was changed: Sevastopol, Simferopol, Kakhovka, Kherson, Nikolaev, Odessa, Chisinau, Mogilev-Podolsky, Vinnitsa, Zhytomyr, Kiev, Chernigov, Gomel, Bobruisk, Minsk, Moscow, Gorky. Seven GAZ-51 participated in this mileage. According to the results of tests, there was no significant comments from the commission, and in general the truck was approved. The Commission proposed to increase the volume of the body, protect the battery from dirt and moisture ingress, set the tires of increased passability, and modifications intended for operation in the conditions of the north, equip the cab heater.

When equipped mass of 2710 kg, a car could transport 2500 kg of cargo and develop speed up to 70 km / h. The operational fuel consumption was about 26-27 liters per 100 km of way. GABARIA GAZ-51: Length 5525 mm, width - 2200 mm, height - 2130 mm; base - 3300 mm; Wheel rinse: front - 1585 mm, rear -1650 mm; ground clearance - 245 mm. Platform Loading Height - 1200 mm.

The car came out successful and extremely simple. Perhaps for the first time in the USSR, we decided the difficult task of creating a car to a truly good design with equal assemblies and nodes.

GAZ-51 quickly loved operationals for a successful combination of highlightness (speed - over 70 km / h), reliability, efficiency, strength and endurance, convenience and control lights. Especially conquered an unusual soft suspension with efficient shock absorbers for a truck, which allowed the machine to develop higher than gas-aa, average speed by country, despite smaller power. In terms of performance, GAZ-51 significantly exceeded even the famous "three-year" ZIS-5, while spending fuel on a ton-kilometer by 28-36% less than gas-mm precursor. That is why new cars turned out to be the most suitable for agriculture, where and most of them were sent. In 1947, the design constructors developed by GAZ-51, headed by the main designer of Gaza A.A. Lipgartom were awarded the Stalinist Degree Prize.

From the late 1940s, the GAZ-51 assembly was additionally organized on Irkutsk (1950-1952) and Odessa (1948-1975) factories. In the short term, GAZ-51 became the most common car in the country. In 1958, the annual release of GAZ-51 reached apogee - over 173 thousand. Truck produced 31 years - quite rare longevity. The last GAZ-51a came off the conveyor on April 2, 1975 and was sent to the factory museum. The total circulation of "lawns" amounted to 3,481,033 copies, including 11,418 copies. produced at the Irkutsk car mooring plant.

The progressive layout of the "lawn" (shifted by the engine and the cabin, which, with a relatively short base, allowed to have a sufficiently long platform) became traditional for the trample layout.

The car's engine was a modification based on the American engine of the Dodge (option of the Chrysler's low-tangled motor), the license to produce which was purchased by the factory in 1937. Despite the large enough, American standards, age (the engine went to the series back in 1928), it was also quite perfect for the 1940s (its options were installed on cars of various branches of Chrysler until the mid-1950s), Especially - compared to those in those years in manufacturing on gas-E archaic engines type Ford A.

Many technical innovations applied in the car were subsequently used by Soviet automotive and other machines. It is wear-resistant, from special cast iron, engine cylinder sleeves, and chrome piston rings, and blinds of the radiator, preheater and oil radiator, the use of which sharply increased the durability of the engine, and the bimetallic crankshaft liners (steelbobitone, instead of the babbit-fledged bearings without liners), aluminum head block, plug-in valve seat, adjustable heated mixture, double oil filtering, closed crankcase ventilation, easy-to-carry brake drums, and Much. These years for those years technical solutions later used other automobile plants, in particular, when modernizing CIS-5 cars and ZIS-150, and rear axle GAZ-51, brought to possible perfection, was almost completely repeated on three ZIS-151.

The car was constantly upgraded for many years. Her improvement was engaged in the lead designer B.I. Hisov. In connection with the post-war problems of supplying metal sheets for cabins from metal, only the front torpedo was made, everything else was made of wood. In 1951, only doors remain wooden. Only in 1957, the cabin became completely metallic. Since 1951, a benzobac was removed from the body and placed it in the cockpit under the seat (in this case, its capacity decreased from 105 to 90 liters). The combination of devices received round dials. On the trucks of the first issues were established wheel disks from ZIS-5. In the process of production of the car for the first time, an automatic welding line was created in the CCCP wheel disksthat have become six-pointed. Improved power system. The own mass of the car decreased from year to year, decreasing by 1962 to 2296 kg. In 1955, the car was subjected to modernization and from that time was produced under the gas-51a brand. On machines began to install new Body With three folding sides and a central brake drum type, more reliable and efficient was mounted hand brake. The cabin was equipped with a heater and blowing the windshield. In the summer of 1957, the side signs on the hood lost the mention of the family of Foreign Affairs of the Molotov who had fallen into opal. On the saddle tractor GAZ-51P, for the first time in the country, a hydraulic axle brake amplifier was applied.

Surprisingly endless and durable turned out to be the engine GAZ-51. Overwarded (in the early version) in early 1940, he, in addition to the gas trucks, until the last models, was used for many years (forced to 90 l.) On passenger cars GAZ-12, buses, tractors, specialists and produced until 1989 of the year.

At the same time, in violation of the rules of operation - long work on high revolutions - The motor quickly faced due to the smelting of Babbita from the bimetallic indigenous crankshaft liners. Here they made our contribution and places are not very thoughtful design (insufficient oil supply, the use of steelbobitious liners), and the "cargo" pair of the rear axle with a large gear ratio, which, in the absence of a raising transmission, contributed to "twisting" intended for passenger cars Low-speed motor. Therefore, the maximum practical speed of the car did not exceed 70 km / h, regardless of road ConditionsWhat guaranteed a high resource and durability of the engine.

An exceptionally rational design of the front of the truck (facing, wings with headlights, the hood, bumper) in the style of Leng-Lizovsky trucks "Jiemsi" and "Studebaker" became traditional for a number of subsequent machines of the Gorky Automobile Plant, as it were for his business card. But since the 1960s, the gas in favor of a fleeting fashion was departed from this successful stylistic solution, but to some extent it was revived in the design of the Cabin of modern trucks of the GAZ-3307 family.

Since 1949, gas-51b was produced with a gas-challenary system that could work on gasoline and compressed gas (methane). The machine was equipped with a gas heater, which worked using exhaust gases, a carburetor-mixer, a gas gearbox, pressure gauges and five cylinders. In 1950, another gas-filled modification was released - GAZ-51Z, but it, unlike GAZ-51B, worked only on gas (propane-butane).

In the late 1940s, the mass exports of GAZ-51U began, rightfully considered the pride of the Soviet automotive industry and one of best cars in his class. Especially a lot of GAZ-51AU (export) and GAZ-51U (tropical) was sent in 1950-1960 to developing countries in Asia and Africa. GAZ-51 on Soviet documentation and drawings were produced in China (Yuejin NJ130), North Korea (SUNGRI-58) and Poland (Gaz Lublin-51). There was also an export reinforced modification of GAZ-51B with a lifting capacity of 3 tons. It was successfully operated in Hungary, GDR and Finland. Simplicity and reliability of design soviet truck It became a reason for the development of its licensed production in a number of countries of the socialist camp.

Since 1956, gas-51n has become in the army. This modification was equipped with a body, electrical equipment, radiator and gas-63 tanks

Serial and experienced modifications based on GAZ-51

- gas-filled modification on a compressed petroleum or coke gas, produced by small batches in 1949-1975.Gazobalon installation consisted of: five steel cylinders for gas located under the platform; Gas heater, using the heat of exhaust engine gases; Gas gearbox and carburetor mixer. Two pressure gauges on 200 and 8 kg / cm2 were installed in the cabin to determine the gas supply and gas equipment control. GAZ-51B retained the opportunity to work on gasoline.
- gas-filled modification on liquefied gas was released by a small party in 1954. Its engine, unlike the engines of serial gas-ballon GAZ-51B and ZIS-156, adapted to use both gasoline and gas fuel, was intended only for gas operation. This gave an experienced car a number of advantages. It was more dynamic and high-speed, and his force aggregate He possessed a greater liter capacity, as well as efficiency, as a result of which the fuel consumption was not only reduced, but also increased the reserve of the course. Moreover, this truck was superior in many indicators and its serial analogue - GAZ-51, working on traditional fuel - gasoline. For example, we can say that compared to it gasoline engine force aggregate an experienced carused as a fuel liquefied gas, was 6 hp more powerful, and the speed of the gas-challenge truck compared with its gasoline option was more (84 km / h against 70 km / h).
- Export version GAZ-51ZH
- Agricultural modification with an additional 105-liter fuel tank, an option with shielded electrical equipment was indicated as GAZ-51SE. Serial release in 1956-1975
- Modification with the GAZ-51F engine equipped with a forkamer-flare ignition, with a capacity of 80 hp, was released by a small batch in 1955
- Export Modifications, Serial Release 1949-1954
- Export modification based on GAZ-51A, serial release 1956-1975 78-strong engine with forkamer-flared ignition from GAZ-51F and increased size 8.25-20 tires.
- Export modification with increased to 3.0 tons of lifting capacity. It was equipped with a 78-strong gas-51f engine with a forkamer-flare ignition, increased tires of increased size 8.25-20 and a platform with reduced height of sides. Serial release in 1956-1975
- Export modification in tropical execution 1956-1975
- Building dump truck with a lifting capacity of 2.25 tons (body V \u003d 1.65m?) On a short-circled 320 mm chassis of GAZ-51, serially was produced by the Odessa car mooring plant (oodat) in 1948-1954
- The construction dump truck on the shorten chassis of GAZ-51A was produced by oodas in 1955-1958, in the future production was transferred to the Saransky plant of automotive vehicles (SAZ), where he continued in 1958-1966
- Export version of the construction dump truck on a special chassis GAZ-51DU, was produced by oodas in 1958-1966
- Export option in the tropical execution of the construction dump truck on a special chassis GAZ-51, was produced by oodas in 1958-1966
- Special chassis with a shortened frame for GAZ-93A dump truck, produced on a saz. Export versions of GAZ-51) were also produced (under the dump truck GAZ-93AE) and GAZ 93 (under the dump truck GAZ-93B). Serial release 1958-1966.
- Framesazhire taxi, on sides there were folding benches, the door and stairs were provided in the back board, serial release 1956-1975
- Export version GAZ-51R
- Truck taxi 1956-1975
- Modification for the army with a lattice body with seats along the sides and an additional 105-liter fuel tank, 1948-1975
- Sadel tractor, mass production 1956-1975. The GAZ-51P, in contrast to the base model, the main transmission of the leading bridge was changed, in addition to the saddle-coupling device were installed: an additional benzoback with a capacity of 105 liters; hydraulic amplifier in the brake drive (for the first time in the practice of domestic automotive); Special output for semi-trailer brakes; Bracket for a spare wheel behind the cab.
- chassis under tank truck
(later) - car for agriculture with additional fuel tank
- option with shielded electrical equipment
- half-sized modification, an experienced copy was built in 1950
GAZ-651, PAZ-651, PAZ-651A, KAVZ-651A - A trap bus of a small class with a three-door-metal body for 19 seats (with standing 23 places) on the chassis GAZ-51 (51a), was produced at the Gorky Plant of Buses (GZA) in 1949, on Pavlovsky bus factory (Groove) in 1950-1958, at the Kargan Bus Plant Kavz in 1958-1973. The PAZ-651A and Kavz-651a body were already all-metal. Buses on the GAZ-51 chassis (Paz-651) were produced at the car repair plants in Borisov, Tartu, Tosno, Kiev, Kaunas, and other cities. In Sochi, starting in 1955, about hundreds were built on the GAZ-51A chassis excursion buses with an open body. In Borisov (Barz) and Riga (RAF) on the elongated GAZ-51 chassis, the first domestic buses of a small class of carriage layout were mastered. Barz buses produced in 1953-1957, and RAF-251 on 22 seats (total consumption of 29 people) in 1955-1960
GAZ-653, PAZ-653 - a sanitary car for transportation in a special body of 4 patients on stretchers or 13 seats (plus sanitary in the cabin), produced at the Gorky Plant of Buses (GZA) in 1947-1949, at the Pavlovsk Bus Plant (PAZ) in 1950-1956. On the GAZ-51 chassis, the AC-3 sanitary car was also produced, transporting 7 stretcher and 2 sedentary patients or four lying and 6 seats or 14 only seating patients.

Specifications

Years of release	1946- 1975
Number of places	2
Engine - Type	Engine GAZ-51, carburetor, four-stroke, six-cylinder, nipple.
Working volume	3480 cm 3.
Power	70 hp at 2800 rpm
Number of gears	4
Clutch	One-piece dry
Wheel formula	4x2.
Tire size, DM	7,50-20
Suspension	spring
Volume of benzobac	90 - Main
Mark fuel	A-66.
Car weight without load	3200 kg
Load capacity	2500 kg
Full mass	2710 kg
Full mass of the road train	7500 kg
Most speed	90 km / h

By the end of the 1930s, began to morally and technically to obscure and he was required to replace a more lifting and powerful truck. The experience of the construction, the release of which was established in the USSR under the designation, was unsuccessful, as it was planned that with an increase in the motor power and car capacity of up to 2 tons. However, the tests conducted showed that the base chassis had no strength of strength and under the increased load required such a number of improvements that it was easier to develop a new chassis.

In February 1937, at the Gorky Auto Plant in an initiative order without indication under the direction of the leading designer Vladimir Mikhailovich Kudryavtsev began designing a new truck with a new domestic engine GAZ-11, which has received an index GAZ-51..

The note: "In the literature, the truck is mentioned under the designation of GAZ-11-51, although in the factory documents in 1930 there was a gas-51 index. The wrong designation appeared in the publications of the 1990s and was probably built by analogy with American indexation, where the first digit meter meant, and the second is the type of body body. "

Since the domestic motor has not yet been launched into production, then the main designer of Gaza Andrei Lipgart and Director S. Dyakonov, when designing a car, we decided to take advantage of the technological drawings and Dodge D-5 engines purchased in Cassh. The new truck was fundamentally different from the gas-mm precursor and received a progressive layout with a slightly shifted by the engine and the cab, which made it possible to increase the size and capacity of the freight platform, as well as a number of other improvements:

a frame with an increased up to 150 mm height of the spars, in the design of which was introduced cross-shaped crossing in the area of \u200b\u200bthe rear axle to ensure good communication between spars in the longitudinal direction;
on the rear crossbar, special unloading discharges were installed in the place of attachment of the towing device, since with a more powerful motor, the truck had more extended towing capabilities;
new towing device for working with medium loading trailers;
instead of the spring suspension with the only transversely located semi-elliptical spring, articulated on the frame at two points, four semi-elliptical springs were planned on a new truck for each wheel with additional proprifers from the rear springs;
new front axle, with swivel fists increased size;
centrifugal clutch I. steering "Worm - Double Roller", which required applications a much smaller feeder effort;
the mechanical drive brakes remained the same, since it was more reliable and unpretentious to operate brakes with hydraulic drive;
the gearbox also remained the same, but the cardan transmission to increase reliability has become double with intermediate support;
the truck received a comfortable all-metal cab with a new modern plumage and headlights.

In June 1938, they started making knots for two prototypes of GAZ-51, and in January 1939, the assembly of the first truck began, which then from May to July 1940 was carried out road tests.

The second prototype was collected closer to the end of 1939 and in the summer of 1940 presented at the All-Union Agricultural Exhibition in Moscow.

In the front of the spiner frame, a gasoline, inline, six-cylinder, a 3,485 liter low-flaped engine and a capacity of 76 hp was fixed. With 3400 rpm in a pair with a 4-speed gearbox, which had three transmissions forward and one back. Water radiator was fixed for cooling in front of the engine.

The front axle and the rear axle to the truck frame was mounted on four semi-elliptic springs for each wheel with additional predsorods at the rear springs. The main transmission of the rear axle was conical and connected to the gearbox using a dual-mole dual with an intermediate support. To the front axle of the car fastened disk wheels with rubber tires The size of 6.50-20, and two-tie disk wheels with rubber tires with a size of 6.50-20 were attached to the rear axle. The mechanical working brake acted through the cable drive to all the wheels, and the belt handbrake blocked only rear wheels.

FACT: "Later, the truck has equipped with original wheeled discs with almost flat bandages and imported tires 7.00-20 (7,50-20)."

The new Double Metal Cabin GAZ-51 Sample 1939 was installed in the front of the frame. Doors suspended on the cabin on the front loop. The truck got a windshield consisting of two halves, while the only wiper was fixed before the driver over the windshield. Front bumper served to protect the body from small damage. A rear-view mirror was attached to the left desk of the cab. To facilitate landing in the cockpit served by the steps. In the dark, the road was covered by two electric headlightswhich were installed on the front crills.

For the cabin to the frame on wooden lags, a cargo platform with folding sides was attached. The folding side boards consisted of five boards, which, with the help of bolts, were fastened with four metal crossbars and suspended to the platform on four hinges. The back board consisted of four boards, which, with the help of bolts, were fastened with three metal crossbars and suspended to the platform on three loops. In the closed position, the side was fixed with special locks.

The overall dimensions and weight of the GAZ-51 truck in 1939 were:

Truck could develop maximum speed up to 80 km / h, and fuel consumption was 21 liters per 100 km of way.

The serial release of GAZ-51 of the 1939 sample was scheduled for 1942, but these plans violated the beginning of the Great Patriotic War.

FACT: "The GAZ-11 engine referred to the products of strategic value and was intended for light tanks and aircraft, and its release was carried out strictly by discharger."

In addition, to introduce the streaming production of new cabins, it was necessary to purchase expensive stamps and re-equip part of the equipment, for which the factory did not have financial resources. A new truck was created sooner to maintain prestige: In 1938, the leading auto plants of the country presented the prototypes of the second generation trucks - ZIS-15 and YAG-7.

The cargo car GAZ-51 of the 1939 sample served as a basis for creating a number of modifications:

GAZ-32. - Standard cargo car with wheel formula 4 × 4.

In February 1937, Gorky automotive factory I began to design a new cargo car with a lifting capacity of 2.5 tons in order to replace the "half-timer" produced at the time. A year later, the production of nodes and aggregates began, and in 1939, road tests have successfully passed the finished experienced sample.

The first prototypes were completed with the gas-11 engine, which was based on a 6-cylinder engine Dodge D5 with a capacity of 85 horsepower. That is why experienced trucks were called GAZ-11-51. In 1941, preparation for its serial release began, but the Great Patriotic War was put on the conveyor.

In the midst of war in 1943, the GAZ-51 truck was resumed. Specially for the truck was designed a new, more convenient cabin (the basis for it was the Studebaker US6 cabin), the engine and the brake system was upgraded, the tire size was increased, the load capacity increased to 2.5 tons. After all the improvements from the GAZ-51 pre-war truck, only the name remained, and the unification with the All-wheel drive truck GAZ-63 which was designated in parallel, was 80 percent.

Immediately after graduating from the Great Patriotic War, in June 1945, four prototypes of GAZ-51 were built, and preparation for serial production began. According to the experience of military time, the manufacture of cars began a rapid pace. By the end of 1945, an installation lot in 20 cars was already released, and in 1946, even before the completion of all tests, the Gorky Automobile Plant released 31,366 trucks. The cargo car GAZ-51 was successful and extremely simple in the design.

For a short time, GAZ-51 has become the most common truck in the country. It was constantly subjected to refinement and upgrades. So over time, the benzobac was in the cabin, under the seats, round dials were installed in dashboard, I have improved the power system, the car body got a folding board, a manual brake was upgraded, and the heater appeared in the cabin with the possibility of blowing the windshield. And this is not the entire list of changes.

GAZ-51 was produced without a small 31 year, during which time 3 million 480 thousand cars were released, including all sorts of modifications. It is worth noting that GAZ-51 was collected not only in the USSR, but also in other countries under their own names. So, for example, in Poland, GAZ-51 was called Lublin-51 (Gaz Lublin-51), in North Korea Synry-58 (Sungri-58 that in translation means "victory-58), and in China, NJ130 (Yuejin NJ130).

In 1975, gas-51 truck production was discontinued.

Modifications

GAZ-51A, GAZ-51AU

Modernized truck with a body of increased size, folding sides and a central brake drum type. He replaced GAZ-51 from 1955 to 1975. And for countries with a temperate climate, the export variant called GAZ-51AU was produced.

GAZ-51V.

Export Modification S. increased lifting capacity up to 3.5 tons. He was equipped with a GAZ-51 engine with a capacity of 78 horsepower, increased 8.25-20 tires and rear axle from GAZ-63. Serial was produced from 1957 to 1975.

GAZ-63.

All-wheel drive truck with wheel formula 4x4 and a carrying capacity of 2 tons, built in parallel with GAZ-51, the unification was 80%

GAZ-93.

The dump truck with a carrying capacity of 2250 kilograms, built on the shortened chassis GAZ-51. Odessa motorcycle assembly (ODAZ) from 1948 to 1955 was produced.

GAZ-93A, GAZ-51AT, GAZ-51AE

The building dump truck on the shortened chassis GAZ-51A was produced from 1955 to 1975, its export modifications of GAZ-93AE for countries with temperate climates and GAZ 93As for the tropical climate were produced on the chassis GAZ-51DU and GAZ-51, respectively, from 1958 to 1966 year.

GAZ-51N and GAZ-51NU

Modification of a car for the army with a lattice body from GAZ-63 with seats along the sides and an additional fuel tank of 105 liters. Produced from 1948 to 1975. And from 1949 to 1975, the export version of the army truck for countries with a temperate climate was produced, the car was named GAZ-51NU

GAZ-51U.

Export modification of GAZ-51 for temperate climates, was serially produced from 1949 to 1955.

GAZ-51B.

Gas charmed modification on a compressed natural or coke gas. The truck was produced in small batches based on GAZ-51 and GAZ-51A from 1949 to 1960.

GAZ-51ZH and GAZ-51

Another gas-challennial modification, but on liquefied petroleum gas, with nausea sides for light cargo. Produced in small batches from 1954 to 1959. And for countries with temperate climate, export modification of GAZ-51

GAZ-51F.

Modified truck with an engine equipped with forkar-flame ignition, with a capacity of 80 horsepower. Last party was released in 1955.

GAZ-51U.

Another export modification, for countries with a tropical climate, was produced from 1956 to 1975.

GAZ-51C and GAZ-51SE

Modified GAZ-51, equipped with an additional fuel tank of 105 liters. Also, there was a modification of GAZ-51SE with shielded electrical equipment. These models were issued in parallel from 1956 to 1975.

GAZ-51R and GAZ-51RU

A modification for a cargo-passenger taxi, on the sides of which there were folding benches, and the back side was equipped with a door and a staircase. Serially produced from 1956 to 1975. And for countries with a temperate climate, there was a modification of Gas-51.

GAZ-51T.

Truck taxi based on GAZ-51. Serially produced from 1956 to 1975.

GAZ-51P, GAZ51PU, GAZ-51PU

The truck tractor GAZ-51P and its export modifications for countries with a moderate climate of GAZ-51PU and the tropical climate of GAZ-51PU was produced from 1956 to 1975.

GAZ-51D, GAZ-51DU, GAZ-51

Special modification with a shortened gas-93a, GAZ-93B and SAZ-2500 dump trucks, produced on a saz. There were also export modifications of GAZ-51 for countries with temperate climates and GAZ-51 for countries with a tropical climate. Serially produced from 1958 to 1975.

GAZ-41.

An experienced half-sized car was built in 1950 as a modification of GAZ-51.

GZA-651, PAZ-651, PAZ-651A, KAVZ-651A

A trap bus built on GAZ51 and GAZ-51A chassis, possessed a metal body with three doors. The bus is designed for 19 seating, and the total number of passengers was 23. The GZA-651 bus was produced at the Gorky Plant of Buses in 1949, at the Pavlovsk Bus Plant, as Paz-651 and Paz-651a (produced from 1950 to 1958), at the Kurgan Bus Plant called Kavz -651A (from 1958 to 1973).

GAZ-51: Treatment of a hardworking family

GAZ-51 refers to the generation of post-war Soviet trucks (years of release - 1946-1975). However, the development of this model began before the war, in February 1937 the new car should have replaced the USSR widely distributed in the national economy (GAZ-AA, GAZ-MM), which had a number of such essential deficiencies as a small load capacity , short-life running, frame, steering mechanism and cardan transmission ...

Development and first prototypes

Having received a government assignment, the Gorky Automobile Plant in 1937 began working on the model with rear-wheel drive and simultaneously over its all-wheel drive versions - GAZ-62 and GAZ-63. There was a challenge to the most unify these modifications with the main model.

The first experimental samples have not yet had the usual cabin of GAZ-51, which we know. They were equipped with a cabin and body "half-timers". The first tests of the new truck (then more GAZ-11-51) were held from May 1939 to July 1941. One of the experimental samples after a mileage with a gasoline fuel system (mileage was 325 thousand km) to the winter of 1945, it was tested with a gas-generated installation.

In 1943, after a thorough study of the constructors of 23 models of US trucks, England and Germany, the carrying capacity of experimental samples (2 T) was decided to increase to 2.5 tons.

In the process of testing, changes were made to the lubricant system (an oil radiator appeared), increased the length and number of heights of the spring suspension, the double-sided shock absorbers were installed in front, the model was equipped with a disk transmission brake, upgraded the main transmission and fuel filter. In 1944, at the experimental samples began to install a cabin from Studebaker US6. In addition, the tests showed that the engine to overhaul passes only 15-20 thousand km - due to the unsatisfactory quality of fuel and lubricants, the engine nodes quickly wear out. In this regard, the motors of prototypes issued in June 1945 were equipped with short cast-iron sleeves, fine oil purification filter, forced crankcase ventilation, variable cross-section, electrical equipment made 12-volt.

Pug in a series

In June 1945, Soviet executives familiarized themselves with prototypes of GAZ-51, and in August of the same year, a resolution of the State Committee on the Start of Serial Release of this truck was adopted.

Compared with the predecessor Gas-aa new The model had an elongated 50 cm platform, carrying capacity by 1 taver, by 30% less gasoline consumption with a more powerful engine (3.48 l volume, power 70 hp), increased to 105 liters of fuel tank, more durable frame , lower specific pressure on the ground. Gearbox gears and rear axle remained the same as on gas aa. Efficiency brake system It was raised by increasing the brakes with hydraulic drive transmission disk brakewhich was located beyond the gearbox.

By this time, the truck for 4 months was produced by the factory (by the end of the year 3 136 pcs were released). The length of the test run was 5403 km. He went along the Gorky-Sevastopol route through Moscow, Kursk, Kharkov, Dnepropetrovsk, Simferopol and Yalta. On the way back the route was changed: Sevastopol, Simferopol, Kakhovka, Kherson, Nikolaev, Odessa, Chisinau, Mogilev-Podolsky, Vinnitsa, Zhytomyr, Kiev, Chernigov, Gomel, Bobruisk, Minsk, Moscow, Gorky. Seven GAZ-51 participated in this mileage. According to the results of tests, there was no significant comments from the commission, and in general the truck was approved. The Commission proposed to increase the volume of the body, protect the battery from dirt and moisture ingress, set the tires of increased passability, and modifications intended for operation in the conditions of the north, equip the cab heater.

In 1947, the design constructors developed by GAZ-51, headed by the main designer of Gaza A. A. Lipgartom, were awarded the Stalinist Prize of the Second Degree.

Interesting were some features of the GAZ-51 of the first issues: due to the post-war problems of the supply of metal sheets for cabins from metal, only the front torpedo was made, everything else was made of wood. In 1951, only doors remain wooden. Only in 1957, the cabin became completely metallic. On the trucks of the first editions installed wheeled discs from the ZIS-5.

Gas-51 variations

In the Urals Auto Plant in Miass on the GAZ-51 chassis, gas-93 dump trucks were developed. Their release was launched by the Odessa motor assembly plant in May 1948 GAZ-93 was equipped with a power take-off box, whose control levers were displayed in the cabin. Rear parking lights And the number holder was moved to the back of the cab wall. Spare wheel It was now located between the cab and the body, but on the modification released in 1954 with the body of a larger volume - GAZ-93B - the spare place was returned to the previous place. In the same year, a GAZ-93D party appeared with a wooden-metal body, and in 1955 - GAZ-93A and 93B with upgraded lifting mechanism. The Odessa plant produced dump trucks until 1958, and then switched to the production of semi-trailers. The production of dump trucks was transferred to the Saransky Plant (SAZ). In the period 1950-1952 GAZ-51 was collected on the Irkutsk motorway factory.

In 1948, the release of GAZ-63 - the All-wheel drive version of GAZ-51 began. This modification was performed until 1968. It was equipped with the same as in GAZ-51, a 6-cylinder engine with a volume of 3.48 liters and with a capacity of 70 hp. Transfer case GAZ-63 was combined with a demultiplier, which significantly expanded the range of tractive effort transmitted to the leading bridges. The front-wheel drive was turned off. Reduced gear included only when full drive. Due to the wheels of a larger diameter than GAZ-51, GAZ-63 had a road clearance of 270 mm. His rear wheels were not paired, but single, which increased the permeability. The trucks intended for the needs of the army had shielded electrical equipment, sometimes an additional (to 105 liter) fuel tank volume of 90 l. The modification of GAZ-63A with a winch front, the GAZ-63P truck tractor, as well as the armored personnel carrier GAZ-40 (BTR-40) with forced to 80 hp The engine that could transport 6-8 paratroopers. Some modifications were equipped with twisted machine guns of 14.5 mm. In 1946, an experimental sample of GAZ-33 - a three-axis all-wheel drive truck based on GAZ-63 was built, but he did not go to mass production, since the power of the gas-51 engine was insufficient.

Not so successfully compared to GAZ-63, the fate of GAZ-62 has developed. Even in the process of testing, which began in 1940 and lasted until 1959, the car underwent many fundamental changes. The first sample of this modification externally was similar to gas-aa, only with a more elongated front part, since a longer engine was installed. The truck was all-wheel drive, its gearbox was combined with a demultiplier. After replacing the cast iron head of the engine on the aluminum engine power increased to 85 hp. During testing, a fully loaded car overcomed by the brods with a depth of 40 cm, snow cover - 60 cm and a slopes of 20 degrees. In 1952, a significantly changed experimental sample appeared under the same index. Obviously, the designers inspired the all-wheel drive Dodge "3/4", which was supplied to the Red Army on Land Lesu during the war and showed himself from the best side. The new GAZ-62 externally resembled this car, and GAZ-69, the work on which was carried out at the time, only was larger. Calculated for the needs of the army, this prototype could transport 12 soldiers with full weapons and ammunition or 1200 kg of cargo. He developed the maximum speed of 85 km / h. This sample was demonstrated at the Moscow All-Union Industrial Exhibition in 1958, but the car did not go to mass production. New modernization began. The third prototype with a bad cabin was externally similar to GAZ-66, which appeared later. For the convenience of placing a truck in the landing helicopters, the roof of its cabin made a tarp, windshield - folding, the sidewalls of doors with glasses - removable. The engine was equipped with a forkamer-flame ignition that allowed more economically to spend fuel. This prototype went into a series, but they were released only 69 pcs.

Technical specifications Car GAZ-63
(in brackets - for GAZ-63a)

Years of release 1948-1968.

Load capacity, kg:

On highway 2000.

On dirt roads 1500

Engine, GAZ-51 type, carburetor, four-stroke

Number of cylinders 6.

Working volume, cm 3 3480

Compression ratio 6,2

Power, hp at rpm 70/2800

Number of gears 4.

Disposal box two-stage

Main transmission conical couple

Dimensions:

Length 5525 (5700)

Width 2200.

Cabin height 2245

Internal size of the cargo platform:

Length 2940.

Width 1990.

Height of sides 690.

Wheel base, mm 3300

Wheel rinse, mm:

Front 1588.

Rear 1600.

Own weight in the currency, kg. 3200 (3440)

Maximum speed, km / h 70 (65)

Fuel control, l per 100 km 25

In the period from 1949 to 1952 On the Gorky Automobile Plant were made and tested by GAZ-41 database on the basis of GAZ-51. In the process of testing, GAZ-41 was repeatedly modernized. The changes mostly concerned the tracked chassis. On the last samples to improve maneuverability and passability, a system of separate braking of the caterpillars was established. With a small rotation of the steering wheel, the car was controlled only by the front wheels, with stronger turns, one of the caterpillars was slowed down. Tests showed insufficient engine power to work with such a running and unreliability of the tracked chassis itself. In mass production, the departures of GAZ-41 did not go.

In 1955, GAZ-51 and GAZ-63 were developed by saddle tractors, which could work with semi-trailers with a loading capacity of 4 tons. To improve the efficiency of these tractors, the main brake cylinder was increased, and the brakes equipped with a hydraulic amplifier. In the same year, a modification of GAZ-51A was released, which was different from the main model with three folding sides, drum-type transmission brake, cab heating and blowing windshield.

GAZ-51 on Soviet documentation and drawings were produced in China (Yuejin NJ130), North Korea (SUNGRI-58) and Poland (Gaz Lublin-51).

Since 1956, gas-51n has become in the army. This modification was equipped with a body, electrical equipment, radiator and GAZ-63 tanks. From 1951 to 1956 Pavlovsky Bus Plant on the GAZ-51 chassis produced a Sanitary bus AC-3 for the army (AC-1 on the chassis GAZ-63). In a wooden body, sheathed with metal, there were 13 seats (or 4 lying) places. The body heated and ventilated.

In 1950, the GAZ-51 base began to produce a 21-seater GZA-651 bus. Initially the frame of his body was wooden. After the transfer of production to Pavlovsky bus factory began to produce a modification with a fully metallic body under the index of PAZ-651A. These buses of the capacitor layout had an elongated 735 mm frame, four shock absorber in rear suspension, Additional sheets in springs, vertically located steering column. GZA-651 had many other modifications: PAZ-654 (military), PAZ-657 (for the carriage of bread), PAZ-659 (mobile shop), Paz-655 (collection). In 1958, Gza-651 began to produce at the Kurgan bus factory. It was produced under the CAVZ-651 index. There were all-wheel drive modifications of buses - Paz-659 and Kavz-653, which used GAZ-63 nodes.

After several unsuccessful attempts at the Gorky and other car mooring plants, to develop a busless type bus in 1955. In Riga, the mass production of RAF-251 - the car layout bus on the GAZ-51 chassis was started. Its release continued until 1958 in the city of Tartu on the basis of GAZ-51, the production of passenger buses (car layout) of TA-6, bakery and isothermal vans TA-9 and TA-9B, the mail bus TA-9C was established.

On the GAZ-51 chassis, a number of covered vans of various purposes were produced: bread kha-2-57 and y-97, furniture GZTM-954, food products U-122, GZTM-953, fire trucks, street cleaning trucks, fuel and oil powered trucks .

The last GAZ-51 came up from the conveyor on April 2, 1975. GAZ-63 was removed from production earlier, in April 1968, in the spring of 1973, the release of Kavz-651 was stopped. The largest amount of GAZ-51 was produced in 1958 (173 thousand pcs.). In total, for 29 years, more than 3.5 million GAZ-51 trucks were issued.

Another 15 years ago, this truck along with GAZ-53 and ZIL-130 was actively used in agriculture, in urban transportation, when teaching driving. Somewhere in the countryside, it was possible to ride on the Kavz-651 bus. Now sometimes there is no no yes and the old man will flash anywhere in a noisy stream of modern cars, however, it's more and less often ... But now collectors pay attention to this truck. It is still easier to find it in a more or less good condition than "half a gun" or "three-year". And with spare parts simpler. Collectors who restore these machines belong to them with great love, because the humble appearance of the 51st hides a rich and multifaceted history.

Lipgart Andrei Aleksandrovich (1898 - 1980)

Soviet car designer, Doctor of Technical Sciences, Corresponding Member of the Academy of Artillery Sciences (1947), Honored Worker of Science and Technology of the RSFSR (1958), Laureate of Five Stalinist Prizes (1942, 1943, 1947, 1950 G., 1951).

From 1925 to 1933 he worked at the Central Research Automobile and Avtomotor Institute (US), taking an active part in creating the first soviet cars. In us, he became the main designer of the automotive department. From 1933 to 1951 A. A. Lipgart - the chief designer of the Gorky Automobile plant (gas), where, under his leadership, gas-51, GAZ-63, passenger cars were created under his leadership and with direct participation.

GAZ-M1, GAZ-20 "Victory", GAZ-12 and others. The release of these cars allowed the domestic automotive industry to go along the way to create original, reliable and durable structures.

During the war, in 1942 and 1943. A. A. Lipgart received two Stalinist premiums, and the first - for the commander of GAZ-64 and armorAutomobile Ba 64. In the post-war years, the designer was awarded another three Stalinist premiums: for the development of construction and production of GAZ-51 cars (in 1947 .), GAZ 20 "Victory" (1950), GAZ-12 "WES" (in 1951). In total, 67 experimental models were developed and built under the leadership of A. A. Lipgart and, with its direct participation, 67 experimental models were developed, of which they went to production 27. And this, perhaps, was the period (the end of the 1940s - the beginning of the 1950s ) When domestic passenger cars and trucks on most indicators have not been inferior to foreign, and something surpassed. Brilliant technical erudition, deep knowledge of production and technology, irreconcilability to disadvantages, goodwill and rare sensitivity to people have gained huge respect, recognition and exceptional authority among the automotive industry workers. In 1951, under a contrived pretext, he was withdrawn from the post of chief designer, and in 1952 he was sent by an engineer to Miass to the Ural Automobile Plant, where he worked as a year, and on his proposal, and with his active participation, a root modernization of the Uralzis truck was carried out five...

Comparative characteristics GAZ-51.
Sample 1943 with models
Similar class

		"Chevrolet 3116 (4403)"		"Dodge WF-32"	"Bedford OXD"

ENGINE

number of cylinders
Diameter x piston stroke, mm

Similar articles: