Road Transport in the Communist World
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By David Scott
ACCORDING to United Nations sources, Russia is now producing more trucks and buses than the whole of Western Europe combined. Pro
duction in the U.S.S.R. is concentrated largely in commercial vehicles, and of the planned total output for 1950 of 500,000 units of all types, 434,600, or 85 per cent., were to be commercial models. The annual rate of production was planned to be 750,000 by the end of 1950, and it has been claimed that these targets were reached as early as 1949.
The current Soviet Five-Year Plan calls for further increases in output, and inspection of some of the machines makes it clear that the Russian approach to boosting production is a strict limit on variety and a high degree of standardization. A number of their trucks and buses, as well as those of other Communist countries have been on view at exhibitions in Eastern Germany. In this way it has been possible to learn some details of their design and construction.
For instance, there is the massive Soviet four-wheeled MAZ 525, the dumper body of which can handle a payload of 25 tons or 21 cubic yds. This is the type of truck used with the 18-cubic-yd. Ural Giant walking excavator as used in the construction of the 63-mile Volga-Don Canal. The top of the cab is 12 ft. from the ground, the overall length being 27 ft. and width 101 ft.
The 12-cylindered four-stroke oil engine with a swept volume of 38,8 litres (150 mm. bore by 180 mm. stroke), develops 300 b.h.p. at 1,700 r.p.m. Power transmission is via a two-plate dry clutch, four-speed gearbox, propeller shaft with needle-roller joints, hypoid axle, and planetary gearing in the rear-wheel hubs. The overall ratio of 17.74 to 1 of the double-reduction axle is called for as the tyre size of the dual wheels is 17.00 by 20 ins. Top speed is stated to be 19 m.p.h. and fuel consumption at the rate of 2.1 m.p.g.
Clutch and steering are hydraulically assisted, foot brakes are air operated and the mechanical hand brake takes effect on the transmission. The welded tipping body is hydraulically raised to an angle of 65 degrees in 30 secs. This model was first produced at the Minsk Truck Works in 1950.
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Another Soviet tipper, but of more modest dimensions, is the YAZ 210 E, carrying a 10ton payload. The feature of this 6 by 4 chassis is the use of independent drive shafts to the second and third axles. Transmission to the forward axle is direct, but to the rear one the drive shaft takes off at an angle from the gearbox. It is taken sharply round the first differential via a pair of universal joints linked by a short section of shaft, the bearings of which are supported on a chassis crossmember, and thence on to the back axle. As . both axles have centrally disposed hypoid
type drives, the figuration of this open shaft takes the forin of a D.
The two live axles can be used either independently' or together. It is understood that this system is used on all Russian trucks of over 10-ton capacity, and that frontwheel-drive is found Only on vehicles with a load rating of under three tons.
Developing 165 b.h.p. the YAZ 210 E power unit is a two-stroke oil engine and is coupled to a single plate dry clutch and five-speed gearbox. -A ratio of 8.21 to l is provided by the bevel-drive rear axle, tyre size is 12.00-20 in., and top speed is 34 m.p.h.
The 10-cubic-yd. body is tipped by twin rams operating from a gear-type oil pump. Overall length is 27 ft.,
wheelbase 15 ft, 8.ins.,,and minimum turning circle 70 ft. Bogie suspension is by lateral leaf springs, whilst semi-elliptic • ,springs with hydraulic. stabilizers are
used in front. . .
This tipper may be paired off with the I2-ton YAZ 210 which is identical with the 10-tonner except for an extended wheelbase (-18 ft. 8 ins.) and overall length of 31 ft. 6 ins., and the use of a wooden body with removable drop sides. Unladen weight is stated to be 10.6 tons, turning circle 82 ft., and maximum speed 33 m.p.h.
A smaller two-axled Russian dump truck is the MAZ 205, powered by a four-cylindered, 4.65-litre oil engine
developing 110 b.h.p. 2.000 r.p.m. This has a fivespeed gearbox, 6.69 to I axle and 12.00-20-in. tyres.
Proceeding down the line, another pair is the ZIS 150 4-ton and the ZIS 585 3i-ton, both with a six-cylindered 90 b.h.p. petrol engine of 5.55 litres capacity. Also in this group is the XIS 151 21-ton, on which front-wheeldrive makes its first appearance. This 6 by 6 has a similar engine to the other two models, and the 3-ft. stake body is given a load rating of 41 tons when the lorry is operated on paved roads. In appearance this model is similar to the American G.M.C.
Beyond the five-speed transmission there is a further two-speed gearbox, and the worm-drive axles have a 6.67 to 1 ratio. Tyre size is 025-20 in., with the spare mounted vertically between the cab and the body.
Two lighter lorries are the TAZ 51 and TAZ 63, with payload ratings of 21 tons and 2 tons respectively. Both use a six-cylindered 70 b.h.p. petrol engine having a piston displacement of 3.48 litres. In addition, the Russians are still making wood-burning gasogenes for use in remote lumbering districts where petrol is scarce but where fuel can be obtained with a saw.
All these are rugged and serviceable vehicles, with not much care given to appearance or finish. Body and chassis seams are often just as the welder left them— with a thick coat of paint slapped on.
But in quite a different category are some of the newer Soviet passenger buses. The ZIS 155 28-seater has been plying the Moscow streets for about two years now, and it comes close to being a thing of beauty. Here the greatest attention has been Paid to coachwork, external design and interior fittings. The all-steel body is 26 ft. 6 ins, long and 8 ft. wide. Styling is conservative, but coloured lights have been generously distributed over the exterior, including flashing turn-indicators front and rear, riding lights on the top and sides, and flush-mounted lamps by the entrance steps. Chromium plating has also been lavishly applied—for handrails, window-frames and trim. The split windscreen is swept back sharply, the overhang housing the destination board.
Power is provided by a 5.55-litre petrol engine as used on the ZIS lorries, with the engine placed inside the fully partitioned driver's compartment. Seats are arranged to give maximum floor space for the 22 standing passengers (headroom is 6 ft. 5 ins.), and the full width front seats face rearwards. Upholstery is moquette in a quiet green and grey pattern.
The two air-operated folding doors are controlled by the conductor frOm his seat adjoining the rear entrance. Both steering and brakes are mechanical with pneumatic assistance, unladen weight is 6.3 tons, and top speed is about 40 m.p.h.
Czechoslovakia is the next largest producer of commercial vehicles, with current output probably in the neighbourhood of 40,000 units annually. One of the newer. Czech lorries is the Tatra III 10-tonner with a four-stroke V-12 oil engine. This o.h.v. direct-injection unit has a swept volume of 14.8 litres and develops 175 b.h.p. at 1,800 r.p.m. It is air-cooled by twin blowers.
Drive to all six wheels is through a four-speed transmission with a two-position auxiliary gearbox and 3.19 to 1 axles. The double drop-sided body is end-tipped hydraulically, and air brakes work from a twocylindered compressor. Maximum speed is 32 m.p.h. with fuel consumption at the rate of about 10 m.p.g.
The move towards standardization becomes apparent in the smaller Czech vehicles. One 11.78-litre oil engine, gearbox and driving assembly forms the basis of a truck and two buses. The Skoda 706 R with a 7-ton stake body is powered by this six-cylindered four-stroke o.h.v. unit which develops 145 b.h.p. at 1,800 r.p.m. Transmission is via a two-plate dry clutch, and five-speed gearbox, to a hypoid-gcar rear axle.
Czech Passenger Vehicles When a 40-seat centre-door coach body is fitted and the wheelbase lengthened, this becomes the Skoda 706 RO, one of Czechoslovakia's early post-war buses. A later version of this is the Avia 45-passenger rearengined coach. A larger body and frame are used, and the wheelbase Is extended another 2 ft. 8 ins, to a final 20 ft. Overall length of the Avia is 36 ft., width 8 ft. 4 ins., and minimum turning circle 60 ft.
Another Czech truck-bus group uses a common chassis and transmission system but different engines. The Praga RN 3-ton lorry uses a six-cylindered 3.47litre petrol engine delivering 70 b.h.p. at 3,000 r.p.m: Its mate, the Praga RND 22-seat bus, has a 60 b.h.p. four-cylindered oil engine of 4.5-litre capacity. The latter can also be fitted out as a mobile dental surgery, " sound " truck or travelling library. Both truck and bus have similar gearboxes, but the axle ratio of the truck is slightly lower.
Nationalization in East Germany East German vehicle manufacture is under the aegis of IFA, a nationalized corporation which now embraces all the former producers such as Framo, Horch, Audi, Infesto and Phanomen. Current production of trucks and buses might be estimated at about 14,000 a year. The IFA line starts with a 1-ton chassis powered by a 500 c.c. petrol engine, this unit being designated as V 901. Lorry or van bodies are available. The twocylindered two-stroke engine gives 17 b.h.p. at 3,400 r.p.m., the drive to the rear wheels being through a fourspeed gearbox.
After this comes the Granit 27 group, comprising a 2-ton chassis with bodies for a drop-sided lorry, delivery van, ambulance or 18-passenger bus. Forced air-cooling is the feature of the 2.7-litre, four-cylindered four-stroke petrol engine which gives 50 b.h.p. at 2,800 r.p.m. All four wheels have individual leaf springs, but the drive is to only the rear axle.
A 3-ton 4 by 2 chassis with a number of body types is identified as H3A. This is built as a drop-sided tipper, fire engine, tanker, telephone repair van, enclosed refuse-collector, or goods van. The Oil engine, common to all, is rated at 80 b.h.p., with the four cylinders sweeping a volume of 6 litres. Drive to the rear dual wheels is through a five-speed gearbox and an underslung wormdrive axle. The H3A engine is found again in the tractor used with a 1,300-gallon tanker semi-trailer, a combination known as ST 60.
The largest East German truck is the H6 6-tonner. This four-wheeled, drop-sided tipper is powered by a six-cylindered four-stroke oil engine developing 120 b.h.p. A similar engine is used in the tractor of the biggest IFA bus, the W 501 100-seater. An articulated double-decker nearly 50 ft. long, it is intended for crosscountry runs on the autobahn or in Berlin city traffic. Maximum speed is claimed to be 45 m.p.h.
In the newest East German bus, the W 150, the H6I engine is again found. Seating 36 passengers, this is one of the first forward-control machines to be produced in that part of the country. From the standpoint of appearance, the departure of the characteristic German front overhang and long blunt bonnet is to be welcomed. The engine, placed next to the driver, is encased in a closely fitting felt cover to reduce noise and heat. For major repairs it can be withdrawn through the frontgrille opening. A folding step lets down when the frontdoor opens, and a shelf projecting from the door completes the floor when it is closed.
Another new passenger model, as yet unnamed, is an eight-seat carry-all. The seats can be removed through the rear double doors, ample space thus being provided for light haulage. The design of the power unit is of interest in that the 900 c.c. two-cylindered two-stroke engine, rated at 28 b.h.p., is combined as a unit with the clutch, four-speed gearbox, differential, and universal joints for front-wheel-drive: The engine is known as the 1FA as used in the F9 light cars, one of the leading East German export products.
The Polish motor industry was practically nonexistent before the war, and in 1937 less than 100 vehicles were produced. It has been estimated that in the following year, the total inventory was 34,000 motor vehicles, of which less than one-fourth were commercial types. The industry was built up rapidly after the war, and in 1948 the first lorry, the Star 20 31-tonner, was turned out. This has a drop-sided body and a spacious cab with forward control. Its descendants now include the Star 50 32-seat passenger vehicle, a tipper and a tractor.
At the end of 1951, production in Poland was started on the Lublin 51, a 2i-ton lorry. This is manufactured under Soviet licence and is based on the TAZ 51, having a similar six-cylindered 70 b.h.p. engine. At present about
7,000 commercial vehicles a year are being produced in Poland, and the planned targets for 1955 are 13,000 3i-tonners and 12,000 of the 2i-ton class.
Hungary is now manufacturing about 15,000 vehicles annually, and one of its newer models is the Csepel D 350, a 3i-ton drop-sided lorry. The four-cylindered fourstroke oil engine has a swept volume of 5.3 litres, and develops 85 b.h.p. at 2,200 r.p.m. Individual cylinder heads with overhead valves are used. Transmission is by a two-plate dry clutch and five-speed gearbox to the hypoid rear axle. The last-mentioned boasts a differential lock, operated from the driver's cab, which positively connects the two drive shafts to provide traction when one wheel is bogged down in mud or spinning on icy Surfaces.
Foot brakes are hydraulic whilst the hand brake is mechanical to the two rear twin wheels. The dashboard may be swung forward, permitting easy access to electrical wiring. Overall length is 2Z ft., wheelbase 12 ft. 2 ins., and top speed claimed is 45 m.p.h.