Since the mid-fifties, the Special Design Bureau of the Moscow Plant im. Likhachev dealt with the subject of ultra-high cross-country vehicles. Various new ideas and solutions were worked out and studied, for which special experimental samples with different characteristics were created and tested. The gradual study of the topic and the development of original ideas over time led to the emergence of an experienced all-terrain vehicle / snow and swamp-going vehicle ZIL-136.
SKB ZIL (until 1956 - SKB ZIS), headed by V. A. Grachev began working on the topic of all-terrain vehicles with the creation of several experimental projects under the general name ZIS-E134. Against the background of other representatives of this family, the so-called. mock-up sample No. 3. When creating it, it was proposed to use a chassis with a rigid suspension of three pairs of large-diameter wheels. It was assumed that such a design would allow the car to show increased cross-country characteristics on rough terrain and soft soils. The transmission of the sample was built according to the so-called. onboard scheme, which released certain volumes inside the hull.
Experienced all-terrain vehicle ZIL-136. Photo Denisovets.ru
According to reports, even before the construction of the prototype "Model No. 3", the army showed interest in the proposed scheme of the all-terrain vehicle. As a result, no later than the spring of 1956, SKB ZIS received an assignment to develop a new experimental all-terrain vehicle with a three-axle chassis with a rigid suspension. Unlike a number of other experimental samples of that time, the new ultra-high cross-country vehicle was to be created under a direct agreement with the Autotractor Directorate of the Ministry of Defense.
The design of the new all-terrain vehicle was completed by mid-1956, and in early July, an experimental vehicle was taken out of the assembly shop. Just a few days before that, the plant received the name of I. A. Likhachev, which affected the designation of the new project. The prototype of the new model was named ZIL-136. It is curious that it is in the context of the ZIL-136 project that the new term "snow and swamp-going vehicle" first begins to appear.
It should be noted that the name ZIL-136 can lead to some confusion. In 1958 - after the completion of the main work on an all-terrain vehicle for the army - the Plant named after. Likhachev, together with NAMI, began the development of a promising diesel engine. The latter, for some reason, received the factory designation ZIL-136. At the same time, the projects of the all-terrain vehicle and the diesel engine were in no way connected with each other. A few years later, the ZIL-136I truck went into production. It was a modification of the serial ZIL-130, featuring a British-made diesel engine. Naturally, this machine had nothing to do with the experienced all-terrain vehicle.
The ZIL-136 project provided for the construction of a three-axle all-terrain vehicle capable of moving both on land and on water. A number of tried and tested ideas should have been used in its design. At the same time, it was proposed to develop and use a transmission of a simplified design, which has all the necessary functions, but at the same time is distinguished by lower weight.
The new all-terrain vehicle received an original load-bearing body made of aluminum and steel sheets. Parts of a simplified form were mounted on a light frame and connected to each other using rivets. The upper part of the hull, including the sides and roof, was made of aluminum. The lower one, which took all the loads, was made of steel. Due to the specific features of riveted joints, all seams were additionally coated with waterproof paste-sealant.
The frontal part of the hull was distinguished by its characteristic shape, formed by several large polygonal parts. A large frontal sheet, which had niches for headlights, was installed with an inclination forward. Below it there was a front section of the bottom. Above the large frontal unit was a smaller rectangular part, behind which there was a frontal sheet with two openings for windshields. The hull received sides of a relatively complex shape. Their lower part, intended for the installation of chassis elements, was made vertical. The aluminum upper part of the sides, in turn, was installed with an inward inclination. From above, the body was covered with a horizontal roof. The stern leaf was installed at an angle, with a blockage forward.
The car at the training ground. Photo Denisovets.ru
To obtain optimal balancing that does not interfere with movement through the water, a specific layout of the internal volumes of the hull was used. The front of the car accommodated a crew cabin with several seats. Under it was a continuous front axle with part of the transmission parts. Other units responsible for driving the drive wheels were located above the bottom of the hull. The engine and gearbox occupied the middle and rear of the body.
The ZIL-136 all-terrain vehicle was a purely experimental vehicle, and therefore did not need a special development of the main units. So, it was equipped with a gasoline engine ZIS-110, borrowed from the car of the same name. This 6-liter engine developed power up to 140 hp. In front of the engine there was a mechanical three-speed gearbox, also taken from the serial ZIS-110. The engine exhaust was led out through a curved pipe that passed through an opening in the left side. Above, under the glazing, a muffler was fixed.
The problem of distributing power to all drive wheels was most often solved using a set of transfer cases, differentials, etc. In the ZIL-136 project, they decided to use the so-called. an onboard circuit with power distribution into two streams, each of which was directed to the wheels of its own side. At the same time, a simplified version of such a scheme was proposed that can do without unnecessarily complex gearboxes, etc. devices.
In front of the car, a continuous bridge was installed, borrowed from one of the existing production models of equipment. Its inter-bead differential was responsible for transmitting torque to the front wheels. The bridge was supplemented with a pair of bevel gears connected to propeller shafts. The latter were associated with onboard bevel gears of the second and third axles. There was a separate shaft to drive the water jet. This design of the transmission was notable for its relative simplicity, but made it possible to get all the desired features.
The experimental all-terrain vehicle was equipped with a six-wheeled undercarriage with rigid wheel suspension. The task of damping was entrusted to the low-pressure tires, capable of compensating for all surface irregularities and arising shocks. The axles were installed at the same distance from each other. All wheels were connected to the braking system. To obtain sufficient maneuverability on all surfaces, two axles were made controllable - front and rear. The control system included hydraulic power steering and rigid mechanical connections between the wheels of different axles. A significant part of the steering system units were borrowed from the ZIS-110.
During the tests, the authors of the ZIL-136 project planned to test the operation of the undercarriage when using tires of different types. Wheels could be equipped with tires of different sizes and shapes. In particular, the use of arch tires was envisaged. In all cases, the wheels were connected to a centralized pressure control system. The compressed air supply pipes were inside the bridges and did not protrude beyond the chassis. From above, the wheels were covered with large lamellar wings. In the intervals between the latter, there were rectangular footboards for boarding a snow and swamp vehicle.
ZIL-136 with arched tires. Photo Trucksplanet.com
A water jet was placed in the rear of the hull, making the experimental vehicle a full-fledged amphibious. Apparently, this device was borrowed from one of the production samples, but it is not known which machine was the source of the parts.
The ZIL-136 had a large enough cabin to accommodate several people, including the driver. The control post was located in front of the hull, at the port side. The driver could observe the road through two large windshields and a pair of side windows. Two more windows were in the sides, just behind the driver's seat. In the aft side of the side, it was proposed to install a pair of smaller windows. According to some reports, the aft hull sheet also had an opening for glazing.
It was proposed to get into the all-terrain vehicle using a door on the left side, located immediately behind the driver's seat. To avoid water entering the vehicle while sailing, the lower edge of the side opening was high enough. The rectangular platform between the fenders of the first two wheels could be used as a footboard. A sunroof could be used for observation and emergency evacuation of the vehicle.
The result of the ZIL-136 project was an ultra-high cross-country vehicle with a length of 6, 2 m, a width of about 2, 6-2, 7 m (depending on the type of wheels installed) and a height of no more than 2.4 m. Clearance - 360 mm. The curb weight of the experimental vehicle was 5250 kg. Due to the special nature of the project, the maximum indicators of speed and power reserve were not of particular interest. The main attention was paid to the characteristics of cross-country ability.
The assembly of the only experienced all-terrain vehicle / snow and swamp-going vehicle ZIL-136 was completed in early July 1956. It is curious that at about the same time the Plant named after. Likhachev assembled an experimental three-axis prototype model No. 3 of the ZIS-E134 project. Nevertheless, as far as is known, work on the two projects proceeded in parallel and did not overlap.
Apparently, the tests of the prototype started in the summer of 1956, however - for obvious reasons - for several months they could not reach the most difficult stages. The first run-in on highways helped to highlight some of the design flaws. It turned out that the steering system contains quite large backlashes. As a result, the all-terrain vehicle has difficulty holding the road and tends to drift off the desired path. Probably, these problems were soon eliminated, which made it possible to continue testing.
The dynamics of the car on a good road was satisfactory. The experimental snow and swamp vehicle accelerated to the required speeds and, apart from control problems, behaved well on the track. Two pairs of steerable wheels made it possible to maneuver with a minimum turning radius of 14 m.
All-terrain vehicle on virgin snow. Photo Avtohistor.ru
However, the establishment of performance on good roads was not the goal of the project. Soon the experienced ZIL-136 went off-road. This stage of testing also gave the desired results and showed the real capabilities of the machine. At the end of autumn, snow fell in the Moscow region, which made it possible to launch tests of a prototype on difficult tracks.
In general, the all-terrain vehicle held up well in the snow and moved at an acceptable speed, although it was not without problems. So, it turned out that a trip on loose snow is an extremely difficult task. The reasons for this lay in the design of the transmission. The only full-fledged bridge of the snow and swamp-going vehicle was not equipped with a locking differential. For this reason, the car, having lost contact of the wheel of one side with the ground, could not redirect power to the other wheels. On a denser snow cover, there were no such problems.
Large wheels with adjustable low pressure tires gave the all-terrain vehicle high cross-country ability. He roamed freely over rough terrain and off-road, including some snowy fields. During the tests, the ZIL-136 was able to overcome rather difficult obstacles, such as snow outlines up to 2 m high.
The experienced ZIL-136 all-terrain vehicle was tested in parallel with several other experimental ultra-high cross-country vehicles and helped to complement the existing picture. In practice, it has proven the potential of a three-axle undercarriage with rigid wheels fitted with low-pressure tires. In addition, this machine demonstrated the fundamental possibility of using an on-board transmission scheme, but it was found that the existing design is not without flaws and therefore needs certain improvements. Finally, the possibility of using all such ideas and solutions was shown when creating a full-fledged vehicle for the armed forces or the national economy.
All work on the ZIL-136 all-terrain vehicle project was completed no later than mid-1957. The prototype was tested and helped collect the necessary data, after which it was virtually unnecessary. Upon completion of the tests, the unique prototype was sent to the parking lot. Later, apparently, the only built ZIL-136 was dismantled as unnecessary. The metal could go to melt down, and the designation of the project soon passed to a promising diesel engine.
The only built experienced all-terrain vehicle ZIL-136 was dismantled shortly after the completion of the tests. Nevertheless, the experience and conclusions obtained during the development and testing of this machine did not disappear and in the very near future found application in new projects. At that time, SKB ZIL worked on several models of promising equipment with outstanding cross-country performance at once, and some of them "inherited" certain features of the experimental ZIL-136.
