In the mid-fifties of the last century, the Special Design Bureau of the Moscow Plant im. Stalin (later the Likhachev Plant) dealt with the subject of ultra-high cross-country vehicles, suitable for use in the army in various roles. For several years, four prototypes were developed, built and tested under the general name ZIS-E134. This pilot project tested new ideas and solutions and gained solid experience. The best and most effective developments should now be used in the ZIL-134 project.
It should be recalled that the projects of the ZIS-E134 family were developed in accordance with the decree of the Council of Ministers of the USSR, which was asked to create a promising multipurpose vehicle for the army. The fulfillment of the customer's technical assignment was associated with certain difficulties, which led to the creation of several experienced all-terrain vehicles designed to test a number of ideas and concepts. Four prototypes showed the pros and cons of the solutions used, and SKB ZIL was able to start designing a full-fledged vehicle suitable for operation in the troops.
The first prototype ZIL-134
Development work on the new project started in the first months of 1956, shortly after the first results of the ZIS-E134 program were received. The design continued for several months and was completed by the end of the year. The leading role in these works was played by the Special Design Bureau of the plant, headed by V. A. Grachev. At the same time, as far as is known, specialists from other structures of the Plant named after V. I. Likhachev.
The development of a new all-terrain vehicle was completed in the second half of 1956, after the plant was given a new name. The consequence of this was the official designation of the ZIL-134 project. It reflected the new name of the plant, but at the same time clearly indicated a certain continuity with the previous experimental project. It is also known about the existence of the army designation ATK-6 - "Artillery tractor, wheeled".
In accordance with the original technical assignment, the promising all-terrain vehicle was supposed to be a four-axle all-wheel drive vehicle capable of transporting goods on its own site and pulling a trailer weighing several tons. There were special requirements for the vehicle's cross-country ability on difficult terrains. She had to confidently move over rough terrain and overcome engineering obstacles.
Diagram of the first prototype. The second experienced ZIL-134 had some external differences.
Even at the stage of development of experimental prototypes, it became clear that completely new approaches and ideas had to be used to solve the assigned tasks. Also, it might be necessary to develop new components and assemblies that had not previously been used in automotive technology. In the case of the ZIL-134 project, this meant maintaining a certain similarity with previous experimental machines, while obtaining a number of serious differences.
Special requirements led to the formation of a characteristic appearance of the car. The project planned to use all the latest developments, both domestic and global automotive industry. At the same time, a number of technical solutions were used for the first time in domestic practice. All this threatened with certain risks, but the expected benefits fully compensated them. Taking into account the results of the previous experimental project, it was proposed to build a four-axle machine with a uniform distribution of the axes along the base. The project planned to apply some original layout solutions.
Taking into account the need to cross water obstacles, it was decided to build a new all-terrain vehicle ZIL-134 on the basis of a load-bearing displacement hull. Its lower part, which served as the basis for installing the chassis, was made in the form of an assembly with vertical sides, curved sheets in the frontal and stern parts? And also with a horizontal bottom. In front of such a hull there was an overhang that served as the basis for the cockpit. Under the cab, as well as behind it, there were volumes for the installation of power plant and transmission units. A large rectangular cargo area was located behind the hull of the engine compartment.
A new 12-cylinder gasoline engine ZIL-E134 was created especially for the ZIL-134 all-terrain vehicle. This product consisted of a pair of 6-cylinder experimental ZIL-E130 engines, assembled into a common block. According to calculations, from such an engine it was possible to remove power up to 240-250 hp. For the first time in domestic practice, the motor was equipped with a centrifugal filter for fine oil purification, hydraulic pushers and other devices. It was proposed to install the engine with the flywheel forward near the center of the body. The engine compartment was covered with a light casing, which had several windows with louvers for access to atmospheric air.
Directly in front of the engine, a torque converter was installed with an operating mode as a clutch. The real benefits of such a device have previously been confirmed during tests of prototypes. The absence of a rigid connection between the transmission and the engine made it possible to protect the latter from shock loads. In addition, smooth automatic gear shifting was ensured in accordance with the driving speed and the position of the throttle valve of the engine.
The front propeller shaft extended from the torque converter. Through an intermediate gear of the "guitar" type, the torque was transmitted to the front input shaft of the gearbox, which was located under the cab. The ZIL-134 project envisaged the use of a hydromechanical three-stage planetary gearbox with automatic control, which ensured gear shifting without interrupting the power flow. The output shaft of the box was brought out from behind.
ZIL-134, view on the starboard side
In the first and third intervals between the bridges, two transfer cases were installed, connected by a gearbox. The two-stage boxes had a parallel power outlet to each of the two bridges connected to them. Initially, it was proposed to equip transfer cases with lockable center differentials, but later they were abandoned. The possibility of separate or joint switching on of the boxes was envisaged, but in practice it turned out that in all modes of their operation the all-terrain vehicle shows similar characteristics.
The ZIL-134 project provided for the use of four main gears, providing power to the axle. They were built in a one-stage design and were equipped with spiral bevel gears. Initially, it was proposed to use differentials with manual locking, but later self-locking devices were introduced into the project.
The side shafts of the chassis were equipped with off-center gearboxes based on two gears, which made it possible to increase the ground clearance. The front steer wheels were driven using the so-called. hinges Rceppa. It is curious that such devices were used in some domestic projects back in the early forties, but then they were actually forgotten. ZIL-134 became the first car with such hinges after a long break. Subsequently, they were repeatedly used in new projects.
All-terrain vehicle at the training ground
The eight-wheeled undercarriage was built on the basis of an independent torsion bar suspension with telescopic shock absorbers, characterized by a long stroke of 220 mm. Suspension locking means were provided, which were planned to be used with minimum tire pressure. The undercarriage received pneumohydraulic shoe brakes on all wheels. The axles were installed at equal intervals of 1450 mm. At the same time, the track of the car was increased to 2150 mm.
ZIL-134 was proposed to be equipped with wheels with new thin-walled tires in size 16.00-20. The wheels were connected to a centralized tire pressure regulation system. If necessary, the pressure could be reduced to 0.5 kg / cm 2, which led to an increase in the contact patch and a corresponding increase in permeability. Unlike previous prototypes, the new type of all-terrain vehicle had an internal air supply to the tires: all tubes and other devices were placed inside the axle and wheel hub.
In the course of one of the modifications carried out based on the results of the next stage of tests, a winch was introduced into the ZIL-134 project. It was placed in the rear of the case and took power from the propeller shaft connected to the transfer cases. Part of the winch units was borrowed from the AT-S artillery tractor. The cable protruded through a window in the rear of the hull. The winch drum was equipped with a cable layer. The available mechanisms made it possible to obtain a pulling force of up to 10 tons.
Snow testing
In the front of the hull, above the gearbox, there was a three-seater cockpit with developed glazing, which provided all-round visibility. The cockpit was accessed through a pair of side doors and a sunroof. Three crew seats, if necessary, could be folded into two berths. For the comfortable work of people in the cold season, a liquid heating system was provided, connected with the means of engine cooling.
The driver's workplace had a full set of controls. The steering wheel controlled the front swivel wheels with the help of the hydraulic booster. The gearbox was controlled by a four-position lever. There was also a five-position control lever for downshifting and engaging bogies.
There was a cargo area behind the engine cover. Experienced all-terrain vehicles ZIL-134 were equipped with the simplest side body, which made it possible to take on board a standard test load. Provided for the installation of arcs for tensioning the awning. The car could tow a trailer using the existing towing hitch. According to calculations, an ultra-high cross-country vehicle could take on board up to 4-5 tons of cargo and pull a trailer weighing up to 15 tons. Depending on the specifics of the route and terrain, the permissible values of the carrying capacity could be reduced.
The length of the ZIL-134 was 7, 16 m, width - 2, 7 m, height - 2, 65 m. Thanks to the processing of the transmission and chassis, the ground clearance increased to 470 mm. The curb weight of the all-terrain vehicle was 10.6 tons. Full - 15 tons. The vehicle was supposed to reach speeds of up to 60 km / h on land and up to 1-2 km / h on water. It was expected that she would be able to overcome various engineering obstacles.
ZIL-134 in the role of an artillery tractor
The construction of the first experimental all-terrain vehicle ZIL-134 was completed on January 22, 1957. In early March, the Plant. Likhachev finished assembling the second prototype. It was also planned to build a third prototype, but its assembly was stopped. Subsequently, the unfinished all-terrain vehicle became a source of spare parts for the other two vehicles.
Tests of the first car started the next day after the end of assembly. Until February 13, the car drove along the highways of the Moscow region and showed its capabilities. The all-terrain vehicle covered about 1500 km and showed a number of typical problems. So, the "raw" ZIL-E134 engine produced no more than 200 hp, which negatively affected the general characteristics of the machine. An attempt to modify the engine in accordance with the results of bench tests ended with several breakdowns.
In March and April, the prototype was tested in the vicinity of Molotov (now Perm) on virgin snow with a snow cover of about 1 m thick. At the same time, a GAZ-47 tracked tractor and a ZIL-157 truck were tested on the same terrain. Unlike the two "competitors", the new all-terrain vehicle could confidently move on snow cover 1-1, 2 m thick and showed acceptable characteristics. At the same time, however, work as a tractor in such conditions was excluded. However, in other conditions, the ZIL-134 could lose to the GAZ-47 tracked vehicle. At the same time, there was an obvious superiority over the cargo ZIL-157.
Climbing a steep slope
In the summer and fall, two prototypes were refined and run in less harsh conditions. On the highways of the Moscow region, their dynamic and economic characteristics were tested. It was found that when the engine is running at incomplete power, the ZIL-134 is capable of reaching speeds on the highway up to 58 km / h. Towing a trailer weighing 7, 2 tons, the car accelerated to 50, 6 km / h. Fuel consumption, depending on the operating mode of the power plant and transmission, ranged from 90 to 160 liters per 100 km. This indicated the lack of efficiency of the individual transmission units and noticeable power losses.
In the last months of 1957, all-terrain vehicles again had to face snow fields, and also show their capabilities in wetlands. An experienced ZIL-134 with a trailer weighing more than 9 tons confidently moved along a snow-covered track designed to test tracked vehicles. He moved along long ascents, and also overcame fords and ravines. During the same period, tests were carried out in the swamp. Such a "track" had a gentle entrance, after which a shallow loamy bottom with a peat mass above it began. Above the peat, there was an ice crust several centimeters thick, which could withstand the weight of a person. Despite the freezing of the water and the thickening of the peat mass, ZIL-134 moved through the swamp and pulled a trailer. At the same time, problems arose when climbing to the shore, since the trailer could rest against the bumps with the front axle. On most of the route, the all-terrain vehicle did not skid. In parallel, the AT-S tractor and the ZIL-157 truck were tested in the swamp. Tests have shown that a tracked tractor and an eight-wheeled all-terrain vehicle are approximately equal in cross-country ability.
At the beginning of 1958, an experienced ZIL-134 went to the Vnukovo airfield for tests in the role of a tractor. By this time, the operation of Tu-104 passenger aircraft with a take-off weight of about 70 tons began. The existing aerodrome tractors could hardly cope with the towing of such equipment, and in winter it was completely impossible to move it.
Testing in swampy areas
ZIL-134 received a ballast weight of about 6.5 tons, thanks to which it was possible to significantly improve the adhesion of the wheels to the surface. After that, the all-terrain vehicle confidently pulled the plane behind it, including along concrete paths covered with ice. The standard tractors YaAZ-210G and YaAZ-214 could not cope with this task. Also, the new car could roll the plane into the hangar or into the parking lot with its tail forward. Tests have shown that the new ZIL-134 can be used not only with the Tu-104, but also with other types of aircraft with a similar take-off weight.
In March 1958, they were tested in a wooded area covered with snow. During such checks, the experienced ZIL-134 moved through snow up to 600 mm deep. The track was laid through a continuous forest, and the machine fell trees with a diameter of up to 250 mm. Also on the track, a blockage of 1 m high covered with snow was overcome. A spruce with a diameter of 350 mm was knocked down from the fourth bumper impact. Two more trees were knocked down with a winch.
Experienced vehicles could overcome engineering obstacles. So, the all-terrain vehicle easily crossed a ditch 1 and 1.5 m wide. When crossing the 2, 5th trench, the car rested its front bumper on the far wall and could not get out of such a trap on its own. Without a trailer on solid ground, the car could climb a slope of 40 °. With the S-60 gun in tow, we managed to climb a 30-degree slope. Both prototypes were tested in overcoming scarps. The second prototype managed to climb the 1.1 m high wall, but its upper edge was at the level of the bumper and was ripped off by it. The first overcame only a meter escarp.
During these tests, two failures occurred. Prototype No. 2, climbing the wall, at a certain moment turned out to be suspended in the air and rested on the ground only with the wheels of the third axle. Due to the increased load, the rear transfer case crankcase collapsed. Under similar circumstances on prototype # 1, the final drive and the differential of the third axle collapsed.
An all-terrain vehicle could cut trees
In late spring of the same year, two ZIL-134 all-terrain vehicles were tested on the water. Machines with additional sealing of seams and joints were lowered into the water and moved by rotating the wheels. The possibility of hitching a boat motor was also considered, but this idea has not been tested in practice. The car could reach a speed of no more than 1-2 km and cross a body of water up to 70-80 m wide. At the same time, there were problems with controllability, which interfered with the fight against the current. In addition, during such a voyage, up to 3 cubic meters of water was collected through the leaking joints inside the hull.
Tests have clearly shown that in terms of mobility and cross-country ability, the promising ZIL-134 all-terrain vehicle, at least, is not inferior to the existing tracked vehicles, not to mention wheeled vehicles. It could be used as an ultra-high cross-country vehicle, an artillery or airfield tractor, etc. However, the launch of serial production with the subsequent development of technology by the army and the national economy turned out to be impossible.
Even by the middle of 1958, the specialists of the Plant named after. Likhachev failed to complete the fine-tuning of the new ZIL-E134 engine. The engines of the experienced all-terrain vehicles had constant ignition problems, due to which only 10 out of 12 cylinders actually worked, pistons and valves constantly burned out, and various breakdowns occurred. As a result, maintaining its efficiency until the next failure, the motor produced no more than 200 hp. of the required 240-250. This did not allow obtaining the desired dynamic and running characteristics. It should be admitted that the transmission of cars also sometimes broke down, but in her case, the repair was not associated with big problems.
Testing an all-terrain vehicle as an airfield tractor
A good all-terrain vehicle with a "raw" engine did not interest potential customers. Having studied the available proposals, the army preferred to accept the ZIL-135 multipurpose chassis for supply. In the near future, several new models of combat and auxiliary vehicles based on it entered service. In addition, inspections of new special vehicles from the Minsk Automobile Plant were being completed. ZIL-134, respectively, was abandoned.
One of the no longer needed experimental all-terrain vehicles remained in the museum of the Research and Test Autotractor Range in Bronnitsy, where it was previously tested. The second was driven under its own power to the Moscow State Technical University. Bauman and handed over to the laboratory of the department "Wheeled vehicles". According to known data, in 1967, the museum at the auto-tractor test site, which by this time became part of the 21st Research Institute, was liquidated. At the same time, several unique pieces of equipment, including the experienced ZIL-134, were destroyed. The exact fate of the second prototype is not known for certain. There is no information about its existence. Apparently, at some point, he repeated the fate of the first car.
The special ultra-high cross-country vehicle ZIL-134 became a natural result of work that began as early as in the framework of the experimental project ZIS-E134. Using solid experience and collected data, the ZIL SKB team, headed by V. A. Grachev was able to develop an interesting machine capable of solving a wide range of tasks in various fields. However, the all-terrain vehicle faced a serious problem in the form of an imperfect engine. The lack of progress with the motor ultimately negatively affected the fate of the entire car. Not having received the required power plant, the ZIL-134 could not show the design characteristics and therefore could not go into series. However, the ZIL and MAZ brands adopted for the supply of chassis were no worse and were able to meet all expectations.
