ZIS-151

Two prototypes of the ZIS-151 were built in 1946, based on the American Studebaker cross-country truck. In the spring, the first version of the machine was ready - with gable rear wheels (ZIS-151-2), and in the fall the second prototype (ZIS-151-1) came out for testing. It had single-wheel rear wheels and a cabin from the ZIS-150 .

In the summer of 1947, on comparative off-road tests of the American three-axle cars Studebaker , International, domestic ZIS-151-1 and ZIS-151-2, ZIS-151-1 on bus tires 10.50-20 "showed better passability and higher average speed on the road, except for driving along a swampy meadow. Single-track tires went "next to the track" and required less energy for laying a track than gable. However, the main army customer insisted on using gable rear wheels, despite more than favorable I ZIS-151-1 results of road tests.

The first batch was released in April 1948. Until 1950, the car had a cabin of a wooden-metal structure and an engine ZIS-120 , (after ZIS-121 ). American trucks Studebaker US6 , International M-5-6 and GMC CCKW-352, delivered during the Second World War in the USSR under Lend-Lease , as well as the development of the Gorky Automobile Plant - GAZ-33 (arrangement of driving bridges), had a significant impact on the design of the car.

It was the first domestic mass-produced car with three driving axles. Widely used in the armed forces . The chassis served as the basis for the BM-13-16 , BM-14-16 , BMD-20 , BM-24 , BTR-152 (ZIS-152), transport-loading machines, tankers, mobile communications. The ZIS-151A modification was issued, equipped with a winch , and the ZIS-151B truck tractor was also developed. In the late 1940s, a prototype of the ZIS-153 half-track chassis was manufactured.

Until 1950, it was produced with a cabin of wood-metal construction, with stamped plywood lining. In the back of the car there was a special buffer located at the same level with the front one, which made it possible to overcome difficult sections together with other similar cars working as pushers ^[1] .

It ceased to be produced after the release of the ZIL-157 all-terrain vehicle in 1958.

The three-axle ZIS-151 a year after the start of production during a long run on spring roads was significantly inferior in patency to both the Lend-Lease prototype and the two-axle all-terrain vehicles GAZ-63 , which more than once had to pull ZISs out of mud and snow. Heavy vehicles (ZIS-151 mass exceeded the Studebaker's mass per tonne) with small wheels and insufficient ground clearance, low-power engines and rear axles with a gable tire in the midst of the testers received the nickname "irons", forcing drivers to remove the second ramps and push the stuck another car, the benefit of the design of special rear bumpers allowed this. In the memoirs of the testers, one can read that thick liquid mud easily jammed the rear wheels, turning them into four barrels that rotated helplessly in the mud mass. To remove the external slopes covered with mud, picking up dirt with a crowbar, was sheer torment, however, this was necessary to increase cross-country ability. Gable wheels required more power from the engine, as they laid additional tracks, while the GAZ-63 rear wheels went exactly along the front track ^[2] .

• Years of production 1948-1958
• Wheel formula 6 × 6
• The number and displacement of the engine cylinders, cubic cm 6 - 5560
• Engine power, hp and crankshaft speed, rpm 92 - 2600
• Number of gears 5 × 2
• Length, mm 6930 (for ZIS-151A - 7245mm)
• Width, mm 2320
• Height 2310 mm (cab)
• Base, mm 3665 (front and middle bridge)
• The base of the rear trolley, mm 1120
• Track, mm 1720
• Ground clearance, mm 260
• Payload, kg 4500 (on dirt roads - 2500)
• Curb weight, kg 5580 (for ZIS-151A - 5880 kg)
• Speed, km / h 55
• Operational fuel consumption, l / 100 km 42
• Tire size 8.25 - 20

• ZIS-151