By the end of the fifties of the last century, the Special Design Bureau of the I. A. Likhachev, headed by V. A. Grachev completed tests of several prototype ultra-high cross-country vehicles. A number of experimental all-terrain vehicles made it possible to study the features of the operation of equipment on difficult landscapes, as well as find optimal solutions to pressing problems. New projects were now created with an eye to the practical operation of technology. One of the new vehicles for the national economy and the army could be the ZIL-E167 all-terrain vehicle.
For obvious reasons, the Ministry of Defense was the main customer of the SUVs. From a certain time, leaders of the national economy began to take an interest in this technique. In the early sixties, such interest resulted in the appearance of another order for the creation of special equipment. On November 30, 1961, the Council of Ministers of the USSR adopted a resolution, according to which SKB ZIL was to develop a promising all-terrain vehicle for the needs of the Ministry of the Gas Industry. On December 20, the Department of the Automotive Industry of the Moscow City Council of National Economy handed over the corresponding task to the ZIL plant.
Experienced ZIL-E167 at the Military Technical Museum near Moscow. Photo Gvtm.ru
In accordance with the terms of reference for the new project, the engineers of SKB ZIL had to create a new multi-axle wheeled all-terrain vehicle capable of transporting people or goods, as well as serving as a platform for special equipment. The machine was required to have high cross-country characteristics, corresponding to the features of hard-to-reach regions of Siberia and other regions developed by the mining industry. A prototype of a promising all-terrain vehicle was supposed to appear no later than January 1, 1963.
Since the end of the fifties, the team of the ZIL Special Design Bureau, headed by V. A. Grachev was engaged in the development of a number of all-terrain vehicles of the ZIL-135 family. This project took all the effort, which is why it was possible to start designing a new machine literally a few weeks before the end of the allotted time. Work on the new project started only in November 1962. Despite such difficulties, engineers and production specialists were able to prepare a new project and build the required prototype on time.
Experienced all-terrain vehicle and production vehicle GAZ-69. Photo Gvtm.ru
However, they had to use all the time: the prototype all-terrain vehicle was completed only on December 31, 1962. Also, in the available time, it was not possible to prepare a full-fledged set of design documentation. Finally, some of the nuances of the project were worked out already in the assembly shop, “on site”.
The new project of an all-terrain vehicle for the national economy received the working designation ZIL-E167. The letter "E" indicated the experimental nature of the project. In addition, the name did not contain any hints of continuity with one of the existing machines, experimental or serial.
Faced with a lack of time, the designers of SKB ZIL were forced to build a new prototype of an ultra-high cross-country vehicle based on the maximum possible number of ready-made components borrowed from other equipment. At the same time, the ZIL-135L machine became the main source of components and assemblies, the spare parts of which accounted for about two-thirds of the new ZIL-E167. The remaining third of the units were either borrowed from other projects, or developed anew.
The all-terrain vehicle and its creators. Photo Kolesa.ru
The modified frame from the ZIL-135L vehicle was used as the basis for the new ZIL-E167 all-terrain vehicle. Several additional transverse beams and kerchiefs appeared on it, which increased the rigidity of the structure. The problem of protecting the units from external influences and placing useful volumes was solved in an original way. Instead of a one-piece body, several steel sheets were placed under the frame, which served as the bottom. On top of the frame was the crew cabin, behind which a hull with a cargo-passenger cabin and an engine compartment was installed.
The power plant and transmission were based on the units of the existing all-terrain vehicle. In the aft part of the hull of the new prototype, it was proposed to install a pair of ZIL-375 gasoline engines with a capacity of 180 hp each. As in the case of the ZIL-135L machine, each of the engine was connected to its own transmission connected to the wheels of one side. Near the engines, in the sides and on the roof, there were large radiators blown with atmospheric air through the side grilles. The fuel system included six tanks with a total capacity of 900 liters. Fuel tanks were located on the sides of the frame between the wheels: four behind the first axle and two behind the second.
ZIL-E167 shortly after assembly. Photo Denisovets.ru
The two engines worked separately, transferring power to the wheels of their sides. Directly with each of the engines was connected its own torque converter, which made it possible to equalize the parameters of the two power streams. Also on each side there were separate gearboxes, sets of propeller shafts and final drives. The twin-engine power plant was controlled by a double set of controls.
The transfer case was combined with a power take-off. The latter was needed to provide a winch drive. The latter was borrowed from the experienced ZIL-134 all-terrain vehicle. She could develop an effort of up to 10 tons and was a convenient means of self-pulling.
The chassis of the new prototype to a certain extent repeated the design of the already tested machines. The wheels of the central axle were rigidly fixed to the body, without the use of elastic suspension elements. The first and third axles received independent wheel suspension on wishbones. Torsion bars were used as elastic elements. This suspension had a stroke of 240 mm. The steering system controlled the position of two front and two rear wheels. To do this, I had to use two hydraulic boosters at once. All wheels were equipped with drum brakes. Their work was controlled by a hydraulic system, supplemented by pneumatic boosters.
View to the port side. The engine compartment is still equipped with grilles only. Photo Denisovets.ru
New wheels were developed especially for the ZIL-E167 prototype. Engineers of SKB ZIL together with scientists from MVTU im. Bauman created a new rim design using metal and fiberglass parts. It was proposed to make only a spacer ring and a disc for attachment to the hub from steel. All other parts were made of fiberglass, and the wheel rim had a split design. The new wheel design has resulted in significant weight savings. The new wheel was about 2.5 times lighter than a similar steel wheel. The undercarriage was equipped with a centralized tire pressure adjustment system, which made it possible to change the wheel profile in accordance with the parameters of the supporting surface.
The standard tire for the new wheel was a tire borrowed from the MAZ-529E tractor. Such a product had a diameter of 1790 mm and a dimension of 21.00-28. The design of the wheels also allowed the use of tires with a diameter of 1594 mm (18.00-24) or arched tires with a diameter of 1500 mm and a width of 840 mm. Depending on the type of tire and the pressure in it, it was possible to obtain a specific ground pressure of up to 0.6 kg / cm 2 - the same characteristics had tracked vehicles.
The prototype is climbing. Photo Denisovets.ru
Above the wheels, at the level of the hull bottom, there were developed wings. Under the driver's cabin, they had a rounded shape and went down. On this part of the wings, there were small steps that made it easier to get into the cockpit. For the rest of their length, the wings were straight. In the stern of the starboard side in the wing there was a small gap necessary for the use of the door.
In front of the frame was placed a cockpit with four seats and all the necessary controls. The cabin, made of fiberglass panels, was borrowed without changes from the ZIL-135L all-terrain vehicle. An additional hull was placed behind the cockpit, which could be used to transport people and cargo. It was also made of fiberglass. For most of its length, such a body had a rectangular cross-section with rounded corners. Above the third axis, the cabin body passed into the engine compartment cover. This part of the hull was distinguished by a gently sloping curved roof.
The driver's cabin could accommodate four people. Observation of the road (or off-road) was carried out through large glazing. There were two doors for boarding. The cargo-passenger cabin had 14 seats located along the sides. She received three rectangular windows in the sides. At the rear of the starboard side there was also a landing door, which housed another window. The cockpits of the crew and passengers were connected by an opening equipped with an additional door. Due to the operation of equipment in difficult conditions, the cabins were equipped with heating systems. The cockpit retained the standard heater, and autonomous heaters appeared in the cargo-passenger cabin.
Climbing the wall. Photo Denisovets.ru
Finishing the assembly work, the employees of the Plant im. Likhachev covered the mock up with bright red paint. Between the first and second pair of windows on the sides of the cargo-passenger cabin, the SKB ZIL emblem appeared - a running white elk. According to legend, such an emblem indicated the highest "passability" of an animal capable of overcoming thick snow virgin lands. From a certain time on the doors of the driver's cabin flaunted a white tail number "27".
The experimental all-terrain vehicle of the new type was not distinguished by its small size. Its length reached 9, 26 m, width - 3, 13 m, height - just over 3 m. When using wheels with a diameter of 1, 79 m, the ground clearance was 852 mm. The wheelbase is 6, 3 m with an axle distance of 3, 15 m. The track is 2, 5 m. The curb weight of the ZIL-E167 was determined at 12 tons. It could take on board a payload weighing 5 tons, after which the total weight reached 17 tons Due to two powerful engines and efficient transmission, the car could show high driving characteristics. The all-terrain chassis provided high cross-country ability.
All-terrain vehicle on snowy terrain. Photo Denisovets.ru
The assembly of the prototype ultra-high cross-country vehicle ZIL-E167 was completed on the last day of December 1962. Just a few days later, the car went to factory tests. The first checks were carried out on the highways of the Moscow region and were completed by the end of January 1963. It was found that the grilles in the case do not cope with the task of supplying air to the radiators. To improve engine cooling on the sides and roof, additional bucket-type air intakes had to be installed.
With all this, the all-terrain vehicle showed good characteristics. On the highway, he developed a speed of up to 75 km / h. The cruising range was 9020 km. Fuel consumption - up to 100 liters per 100 km of track. The cross-country ability of the unique chassis completely and completely covered the requirements of any highways.
In February of the same year, the experienced ZIL-E167 set off on its own from Moscow to the Perm region. On the way to its destination, the car repeatedly left the track and moved off-road. On a snow-covered road, the driving characteristics remained the highest and did not differ from the parameters in normal conditions. On virgin snow, the all-terrain vehicle confidently accelerated to 8-10 km / h. There was the possibility of climbing a slope with a steepness of 42 °. The machine overcame fords up to 1, 8 m deep. For several months, the testers remained in the Perm region and studied the operation of mechanisms in difficult conditions.
Movement through the swamp. Photo Denisovets.ru
After checks at improvised training grounds in the Perm region, the experienced all-terrain vehicle returned to Moscow. In the summer of 1964, he again went to the test, this time in conditions close to desert. The sites near Moscow made it possible to test the car on the sands, swamps and hills. Despite all the difficulties, the car justified its belonging to the class of ultra-high cross-country vehicles and showed high cross-country characteristics. Apparently, the summer tests of 1964 made it possible to modify the car again before the next tests.
In the coming winter, the mock-up model began to be involved in work in the interests of the national economy. In the fall of 1964, the Plant. Likhachev launched a full-scale serial production of the latest ZIL-130 trucks, and for the release of such products he needed certain technological equipment. The necessary products were manufactured by the Serdobsk Machine-Building Plant (Serdobsk, Penza Region). Experienced ZIL-E167 drove to Serdobsk on its own, took several tons of equipment and returned to Moscow. This time, the all-terrain vehicle got the opportunity to show its capabilities not with ballast, but with a full load.
An experienced all-terrain vehicle in the mid-2000s. Outdoor storage was bad for the condition of the machine. Photo Wikimedia Commons
Soon after the cargo voyage, at the beginning of 1965, an experienced all-terrain vehicle was sent to Siberia, where a new Shaim-Tyumen gas pipeline was being built. The construction site worked in hard-to-reach taiga areas and faced known transportation problems. The SUV was supposed to make some contribution to the construction of the new pipeline. Carrying people and goods, ZIL-E167 easily crossed virgin snow with a depth of 1-1, 1 m and freely moved along winter roads. Repeatedly, the all-terrain vehicle performed the functions of a tractor, pulling cars stuck in the snow and eliminating congestion.
Apparently, it was during this period that an amusing legend appeared, according to which an experienced Soviet all-terrain vehicle pretty much frightened foreign intelligence. They say that in 1963-65, American CIA specialists, studying satellite images of Soviet territory, regularly found fresh traces of some large equipment in remote and inaccessible snow-covered areas, indicating its highest passability. Finally, in a short space of time, the mysterious bright red all-terrain vehicle was spotted in several photographs from different regions of the country. From this, the scouts concluded: the Russians had developed and built a whole "fleet" of powerful all-terrain vehicles. Now they will be able to attack Canada and the United States, sending troops in such vehicles through the Arctic or even through the North Pole.
By the middle of 1965, the only prototype of the ZIL-E167 type returned to the manufacturing plant in Moscow. Now the specialists of the Special Design Bureau had to complete the analysis of the collected data and draw conclusions, including in the context of the further development of ultra-high cross-country vehicles. According to the test results, the opinion was expressed that the experienced all-terrain vehicle showed the maximum possible mobility and cross-country characteristics for a wheeled vehicle.
ZIL-E167 after restoration. Photo Gvtm.ru
The developments on the ZIL-E167 project were of great interest in the context of the further development of special equipment. However, the launch of mass production of such a machine was no longer planned. According to known data, a similar decision was made back in 1964.
According to known data, the refusal from mass production of the ZIL-E167 all-terrain vehicle or a machine based on it had several reasons. One of the main ones is the launch of production of the multipurpose tracked conveyor GT-T. In terms of its technical characteristics, this machine was noticeably inferior to the wheeled all-terrain vehicle from ZIL, but it had a number of advantages. A typical problem of wheeled vehicles of high and ultra-high cross-country ability was the transmission, which was rather complicated in production and operation. In addition, such all-terrain vehicles were very expensive.
From a certain time, the Ministry of Defense was interested in the ZIL-E167 project. The issue of building two new mock-ups intended for new tests in the interests of the military department was considered. However, no new vehicles of this type were built. By the mid-sixties, the army managed to get the desired all-terrain vehicles of several models, and in such conditions the immediate development of a new model did not make sense.
Side-back view. Photo Gvtm.ru
Comparison of a number of new samples of special equipment belonging to different classes led to certain conclusions. Some samples of all-terrain vehicles went into series, while others could not get out of the testing stage. The ZIL-E167 project made a great contribution to the development of all-terrain vehicles, but did not end with an order for mass production.
After the completion of the tests in 1965, the only ZIL-E167 returned to Moscow, to the Plant im. Likhachev, where he was kept for some time. Having stood idle for several decades, the unique machine was a pitiful sight. Nevertheless, it was renovated and restored several years ago. Now it stands under a canopy in the open area of the Moscow Region Military Technical Museum (Ivanovskoye village).
In the mid-fifties, the Special Design Bureau of the Plant. Stalin (later named after Likhachev) began to work out the issues of creating ultra-high cross-country vehicles for the armed forces and certain industries. For some time, the bureau and the plant were building prototype models, with the help of which certain bold ideas were tested. The logical result of such work, which showed the highest characteristics, was the prototype ZIL-E167. In parallel with testing experimental machines, SKB ZIL created full-fledged machines suitable for practical use. The developments on the model ZIL-E167 were soon used in new projects of all-terrain vehicles.
