The appearance of the car ZIS-150 in 1943 became a turning point for the Soviet automobile industry, marking the transition to fundamentally new standards of load capacity and comfort. This truck, which replaced the famous three-ton ZIS-5 in production, became a symbol of the restoration of the national economy after the Great Patriotic War. The engineers of the Stalin plant were able to create a machine that not only surpassed its predecessor in all respects, but was also not inferior to the best American analogues of that time, such as International Harvester.
Appearance ZIS-150 truck radically different from the angular shapes of pre-war models, receiving a streamlined cabin with a sloping roof and rounded wings. It was this car that laid the foundation for a whole family of heavy vehicles, including dump trucks, tractors and even buses. Understanding the technical features of this model is necessary not only for historians, but also for collectors of retro equipment, as well as restorers involved in the restoration of unique specimens.
Today, it is extremely difficult to find a completely original copy, since the service life of these machines was exhausted quite quickly under the conditions of intensive post-war construction. However, interest in technical characteristics of ZIS-150 does not fade away, because it was the first Soviet truck with hydraulic brakes and synchronizers in the gearbox. In this article we will analyze in detail the design, modifications and performance of this legendary vehicle.
History of creation and development background
Work on a new heavy-duty truck began before the war, in 1941, when it became obvious that the capacity of the existing ZIS-5 is no longer sufficient for the growing needs of the economy. Initially, it was planned to simply modernize the old body, but the war made its own adjustments, and the plant was evacuated to Ulyanovsk (the future UAZ). Only after returning to Moscow in 1943, the design bureau under the leadership of A.N. Ostrovtsev and B.M. Fitterman resumed work on the project ZIS-150.
The main task of the engineers was to create a vehicle capable of transporting 5 tons of cargo on roads and up to 7.5 tons on the highway with a trailer. This required a more powerful engine and a reinforced frame. Prototype given index ZIS-150, was assembled by May 1943, and already in November of the same year the State Defense Committee approved the launch of the model into mass production. This was a bold decision, given that the country was still at war and resources were limited.
⚠️ Attention: When studying archival documents, you can come across the designation ZIS-150V. This is not a separate modification, but an index indicating a version with a wooden cabin, which was produced during the transition period due to a metal shortage.
Serial production began in full only in 1947, after careful debugging of engine and cabin production technology. The car turned out to be so successful that it was produced without significant design changes until 1957, when it was replaced by ZIL-164. During this time, hundreds of thousands of units were produced, which worked on construction sites, on collective farms and in the army throughout the Soviet Union.
Engine and powerplant
The heart of the truck was a six-cylinder carburetor engine ZIS-120, which was a deep modernization of the engine from the ZIS-5. Engineers managed to increase the displacement to 5.55 liters, which made it possible to produce 90 horsepower at 2600 rpm. For its time, it was a very progressive unit, equipped with an aluminum cylinder head, which improved heat transfer and made it possible to increase the compression ratio.
An important feature of the power unit was a pressure lubrication system with a full-flow fine filter, which significantly increased the engine's service life. Carburetor MKZ-B3 ensured stable engine operation even when using low-quality fuel, which was critically important for operating conditions in remote regions of the country. A torque of 30.4 kgf m was achieved already at low speeds, which allowed the truck to confidently move away even with a full load.
When restoring the ZIS-120 engine, pay attention to the condition of the crankshaft liners - the original babbitt ones are often replaced with modern bimetallic ones to increase reliability, although this reduces historical accuracy.
The cooling system was forced, with a centrifugal pump and a large radiator. In winter, insulating covers for the radiator and pre-heaters running on kerosene or exhaust were used. Motor reliability ZIS-120 was so high that modified versions of it were installed on buses ZIS-155 and even for some samples of special equipment.
Transmission and chassis
Transmission ZIS-150 included a dry double-disc clutch and a five-speed gearbox, which was a revolutionary solution for Soviet trucks. The presence of a fifth overdrive gear made it possible to save fuel when driving on the highway with a load, although in practice drivers often used only the first four stages. Synchronizers in second, third and fourth gears made shifting much easier, reducing the demands on driver skill.
The main gear was hypoid, which made it possible to lower the driveshaft and lower the car's center of gravity. The drive axle had double unloading of the axle shafts, which increased the reliability of the unit when driving off-road. The truck's suspension consisted of semi-elliptical springs at the front and rear, complemented by lever-type hydraulic shock absorbers that dampened body vibrations.
Wheel formula 4x2 was standard for trucks of this class. The tires used were size 260-20, which had high inflation pressure and a road block tread pattern. To increase cross-country ability, twin discs were often installed on the rear wheels, and in the configuration for the army, tires with pressure regulation could be used.
| Parameter | Meaning | Unit of measurement |
|---|---|---|
| Engine type | Carburetor, in-line | - |
| Working volume | 5,55 | liters |
| Power | 90 | hp |
| Torque | 30,4 | kgf m |
| Maximum speed | 60 | km/h |
☑️ Checking the transmission when buying a retro truck
Body, cab and payload
Loading platform ZIS-150 had a length of about 3.6 meters and a width of 2.2 meters, which made it possible to place standard boxes and barrels. The sides were wooden, with the possibility of installing extensions for transporting bulk cargo. The carrying capacity was 5,000 kg on all roads, and with a trailer with a total weight of up to 7,500 kg, the vehicle could move on paved highways.
The driver's cabin was made of metal and could accommodate three people, including the driver. Unlike its predecessor, the seat here was soft, and visibility was significantly improved thanks to the increased glass area. A heater powered by exhaust gases was installed in the cabin, which made work in winter more comfortable, although it required caution due to the risk of carbon monoxide poisoning.
The steering did not have power steering, so steering a loaded truck required considerable physical effort, especially at low speeds. The instrument panel contained a minimal set of instruments: speedometer, oil pressure, water temperature and fuel level indicator. All switches were made in the form of levers and buttons, convenient for operation with gloves.
⚠️ Attention: The wooden elements of the ZIS-150 platform are subject to rotting. When restoring or preserving, be sure to treat the wood with antiseptics and drying oil, otherwise restoration will become economically unfeasible.
Basic modifications and special equipment
At the base ZIS-150 Many modifications were created, each of which solved specific problems. One of the most popular was the version ZIS-150U (Ural), which featured a wooden cabin of a simplified design and was produced at the Ural Automobile Plant. There were also gas generator versions ZIS-150G and ZIS-150GG, working on charcoal or brown coal, which was important for regions experiencing a shortage of gasoline.
The tractor unit deserves special attention ZIS-120N, which was used to transport heavy semi-trailers. It had a shortened frame, reinforced rear suspension and a special fifth-wheel coupling mechanism. In addition, truck cranes, fire pumps, tankers for water and gasoline, as well as van bodies for transporting goods that required protection from atmospheric influences were mounted on the ZIS-150 chassis.
In the post-war years, the first Soviet trolleybuses were created on the basis of this chassis. MTB-82, which for many years plied the streets of Moscow and other cities. The versatility of the platform made it possible to install almost any attachment on it, making ZIS-150 a real “hard worker” of Soviet industry.
Rare experimental versions
There were prototypes with YaAZ-204 diesel engines, but they did not go into production due to the lack of a production base for mass production of diesel engines at that time. A version with gas cylinder equipment was also developed, but it remained a single copy.
Operation, Maintenance and Reliability
In use ZIS-150 proved to be a reliable and durable car, although it required frequent maintenance. The regulations provided for the lubrication of all components every 200-300 km, which was the norm for equipment of the 40s. The engine required valve adjustment and oil changes every 2000 km, as well as periodic cleaning of the carburetor from tar deposits.
The hydraulic brake system was progressive, but sensitive to the quality of the brake fluid and the condition of the cuffs. When water entered the system or the rubber seals swelled, braking efficiency dropped sharply, which required constant monitoring from the driver. The electrical system operated from a 6-volt network, which often created problems with starting the engine in the cold season due to battery discharge.
The engine life before major overhaul was about 100 thousand kilometers, which was an excellent indicator for that time. The simplicity of the design made it possible to repair the car by the driver in the field, using a minimal set of tools. Spare parts were unified with many other models of the plant, which simplified the supply of repair shops.
The main secret of the longevity of the ZIS-150 is regular lubrication and warming up of the engine before driving, especially in winter, which prevented scuffing in the cylinders and wear of the liners.
What is the maximum speed of the ZIS-150 with a full load?
With a full load of 5 tons, the maximum speed of the truck on the highway was about 50-55 km/h. The passport speed of 60 km/h was achieved only when driving empty or with a small load. On dirt roads, the speed rarely exceeded 30-40 km/h due to the stiffness of the suspension and the inertia of the heavy vehicle.
Fuel consumption of ZIS-150 per 100 km?
The control fuel consumption was about 29 liters per 100 km. However, in real operating conditions, especially when driving with a full load, off-road or in winter, consumption could reach 35-40 liters. The use of low-grade fuel also increased the engine's appetite.
What is the difference between the ZIS-150 and the ZIL-164?
ZIL-164 is a deep modernization of the ZIS-150. The main differences are a more powerful engine (97 hp versus 90 hp), a reshaped radiator and fenders, and a new cabin design with a panoramic windshield. Technically they are very similar, and many components are interchangeable.
Was the ZIS-150 used in the army?
Yes, the ZIS-150 was actively used in the Soviet Army for the transport of cargo, ammunition and fuel. There were special army modifications with shielding of electrical equipment, winches and enhanced protection. These vehicles took part in parades and served until the mid-60s.