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GAZ 53 is a Soviet and Russian truck produced in large series at the Gorky Automobile Plant from 1961 to 1993. The production of the machine was completed in 1997. The model is rightfully considered one of the most legendary products of the Soviet automobile industry. The car has been in operation for decades, and in some areas it is still used today. At the same time, the Gorky Automobile Plant continues to produce components and spare parts for the GAZ 53.
The model represents the third generation of medium-duty trucks of the enterprise and is the most popular product of its class in the USSR. A total of 4 million GAZ 53s were produced in classic, specialized and dump truck modifications.
The car was operated not only in the USSR, but also in other countries. GAZ 53 was exported to Poland, Cuba, East Germany, Vietnam, Finland, Bulgaria, Laos, Hungary, Mongolia, Romania, North Korea and other countries. Versions for Eastern Europe were again assembled in Bulgaria. All this made GAZ 53 incredibly popular in many countries of the world.
History and purpose
In the late 1950s, work began at the Gorky Automobile Plant on the creation of a line of fundamentally new third-generation cars. For most elements and nodes, they were unified. GAZ 56, GAZ 62, GAZ 66 and GAZ 52 were advanced versions and were supposed to replace existing models. At the same time, the GAZ 52 was considered as an alternative to the obsolete GAZ 51. It was supposed to be used for deliveries on urban and rural roads, therefore high demands were made on the car in terms of smoothness, maneuverability and cross-country ability. In the mid-1950s, specialists from the Gorky Automobile Plant created several variations of the GAZ 51 with modified plumage and hood, but they were not put into mass production. The solutions used in these models were subsequently applied to the GAZ 52.
In the early 1960s, the designers of the Gorky Automobile Plant presented a prototype GAZ 52G with a significant payload. It was intended for paved roads. On bad roads, the engine power was not enough, and the frame fell into disrepair rather quickly. The model was not launched into the series due to significant shortcomings, but it served as a pretext for creating more powerful units for trucks. As a result, a new GAZ 13 engine appeared, which made it possible to increase the vehicle's carrying capacity to 4 tons. The design of the machine had to be finalized by changing the dimensions of the onboard platform, strengthening the suspension and frame, and changing the transmission scheme. The GAZ 52 model was converted into the GAZ 52A, but taking into account large-scale changes and an increase in carrying capacity, it was decided to assign the GAZ 53 index to it.
Initially, the novelty was equipped with a forced engine from GAZ 51A, since the enterprise's capacity was not enough to produce advanced engines. again, GAZ 53 was equipped with an operator's cab from GAZ 52 and an extended chassis, rear axle and gearbox from GAZ 51A.
GAZ-53
In 1964, the production of a version with a V-shaped unit ZMZ-53, a new lining and a hypoid rear axle began. It had a carrying capacity of 3 tons and was discontinued a year later. Its place was taken by a modification of the GAZ 53A with a reinforced front suspension and increased load capacity. It was produced until 1983 in the performance of a chassis and a flatbed truck.
In 1966, the Gorky Automobile Plant launched the production of GAZ 53N for the Soviet Army. The model differed from the basic variation in the presence of a starting heater, specialized equipment (anti-skid chains, a heat-insulating cover for the radiator, saws, a tow rope, an ax and a shovel) and an additional fuel tank.
In 1973, an interesting change appeared in the appearance of all versions of the GAZ 53 - turn signal repeaters. Later, the car received the Quality Mark, which was installed on the lining between the sidelight and headlight.
In 1978, stampings appeared on the roof of the GAZ 53, a blue tint was added to the gamut of colors. After another 4 years, the Quality Mark disappeared from the cladding.
In 1983, the car underwent a deep modernization. Many elements were revised: the engine design was changed, the suspension, frame, springs were strengthened, the carrying capacity increased to 4.5 tons. The novelty outwardly did not differ from GAZ 53A, but was called GAZ 53-12.
In the spring of 1984, the car got a simplified bumper without a stamped top lining. Updates also affected the cladding. The modified GAZ 53 began to be painted in light gray or protective color.
After 2 years, the truck received new optics - FP130 rear lights and PF130 two-color combined sidelights. Other elements have also been changed. The model received an alarm, a new brake cylinder, an improved instrument panel with additional indicators, a contactless ignition system, separate brake circuits and hydraulic vacuum brake boosters.
Since 1986, enlarged panoramic mirrors, enclosed in a black plastic case, have been installed on all versions of GAZ.
By the end of the 1980s, the popularity of the GAZ 53 began to decline rapidly. The collapse of the USSR significantly complicated the situation. After him, the model did not last long on the assembly line - until 1993. The car was manufactured in small batches, but there were fewer orders for it. In 1999, the production of the truck was completely completed.
GAZ 53 was offered in various modifications:
- GAZ-53F - onboard version or chassis with an 82-horsepower unit and a rear axle from GAZ 51;
- GAZ 53 - basic modification with a ZMZ 53 engine;
- GAZ 53A - an improved variation of a flatbed truck with an increased carrying capacity;
- GAZ 53B - dump truck;
- GAZ 53N - military version of the GAZ 53A with a preheater, additional equipment and a second 100 l fuel tank;
- GAZ 53-02 - chassis for a dump truck;
- GAZ 53-05 - truck tractor (produced in small batches);
- GAZ 53-40 - an elongated version of the GAZ 53A with plumage. It was used as a basis for KAvZ 685 buses and specialized bodies;
- GAZ 53-50 - export version for tropical zones;
- GAZ 53-70 - export version for temperate zones;
- GAZ 53-12 - an upgraded basic version with a load capacity of 4.5 tons and a 120-horsepower ZMZ 511 unit;
- GAZ 53-19 - a hybrid modification that runs on liquefied gas;
- GAZ 53-27 is a hybrid variation operating on compressed natural gas.
again, there were several specialized versions:
- MPR 9924 - mobile repair shop;
- AL 18 (52-01) -L2 - a ladder, the production of which was carried out at the Torzhok plant. The car was used to transport personnel (2 people), extinguish fires, perform rescue operations.
The main scope of GAZ 53 was construction. Large volumes of bulk materials were placed in the back of the car. They were protected from rain and bad weather by a tarpaulin. specialized versions with engine preheating were used in the military sphere, and later for transporting goods along regional and city routes. GAZ 53 was used for transportation over long distances, but due to limited capacity, the route was quite expensive.
Not only bulk materials were transported by car. At agricultural enterprises, he transported packaged products. By the mid-1970s, the GAZ 53 "rolled" almost half of the economy of the USSR and was used in a variety of industries. Simplicity of design, unpretentiousness and cheapness made the model so popular that it accounted for 80% of the fleet of all Soviet collective farms. Until 1990, the car was deservedly considered the best in its class.
GAZ-53 modifications [ edit | edit code]
- GAZ-53F (from October 1961 to January 1967) - a flatbed truck and chassis with an uprated GAZ-51 engine with a capacity of 82 hp. s., rear axle GAZ-51 with a gearbox from GAZ-63 (i = 7.6), load capacity 3.5 / 3.0 tons, maximum speed up to 75 km / h;
- GAZ-53 (from June 1964 to 1965) - the basic model of a truck with a ZMZ-53, V8 engine, 115 hp. s., maximum speed up to 85 km / h;
- GAZ-53A (from June 1965 to 1983) - a modernized version of the GAZ-53 flatbed truck with a carrying capacity of 4 tons;
- GAZ-53B - dump truck, serial production started on October 3, 1966 [2]
- GAZ-53N (from 1966 to 1983) - an army modification of the GAZ-53A with an additional 105 l fuel tank, a preheater and a set of additional equipment;
- GAZ-53-02 - chassis for dump truck GAZ-SAZ (SAZ-3503);
- GAZ-53-05 - flatbed truck for permanent work with a 2-axle trailer, not mass-produced;
- GAZ-53-40 (from 1971 to 1984) - an elongated GAZ-53A chassis with plumage, but without a cab for deliveries to the Kurgan Bus Plant for mounting the bodies of the KAvZ-685 bus, in small quantities it was also supplied to SemAR for mounting special bodies;
- GAZ-53-50 - export modification of the GAZ-53A for countries with a tropical climate;
- GAZ-53-70 - export modification of the GAZ-53A for countries with a temperate climate;
- GAZ-53-12 (from 1983 to January 1993) - an upgraded base model with a ZMZ-53-11 engine with a capacity of 120 liters. s., carrying capacity 4.5 tons, maximum speed up to 90 km / h, gearbox without synchronizers;
- GAZ-53-19 (from 1984 to 1992) - modification on liquefied gas, engine power 105 hp s., maximum speed up to 80 km / h;
- GAZ-53-27 (from 1984 to 1992) - modification on compressed natural gas, engine power 100 hp with., maximum speed up to 80 km / h.
Special editions [edit | edit code]
- MPR-9924
(mobile repair shop) - a mobile repair shop on the chassis of a GAZ-53 or GAZ 52-01 car.
Specifications
Dimensions:
- length - 6395 mm;
- width - 2021 mm;
- height - 2220 mm;
- wheelbase - 3700 mm;
- ground clearance - 265 mm;
- front track - 1630 mm;
- rear track - 1690 mm;
- the minimum turning radius is 8000 mm.
Platform dimensions:
- length - 3740 mm;
- width - 2170 mm;
- board height - 680 mm.
Weight characteristics:
- curb weight - 3200 kg;
- load capacity - 4500 kg;
- gross weight - 8250 kg.
Average fuel consumption at a speed of 40 km/h is 24 l/100 km. Fuel tank capacity - 90 l. GAZ 53 is capable of accelerating to 90 km / h.
the operator's cabin of the car accommodates 2 people. The truck could operate at temperatures from -40 to +40 degrees.
Engine
GAZ 53 was equipped with a variety of engines. The first modifications were equipped with 6-cylinder GAZ 11 units. They were distinguished by significant fuel consumption (up to 25 l / 100 km) and simple design. The engine power (82 hp) was not enough for the truck.
The GAZ 11 engine was replaced by the ZMZ 53 unit. Most versions of the GAZ 53 were equipped with it. The engine had a cast cylinder block and a classic V-shaped monoblock design. Cast iron sleeves and block cavities formed the water cooling jacket of the unit. The piston group was cast from an aluminum alloy, the block heads from an Al-4 alloy. The crankshaft was made of cast iron. He necessarily passed static and dynamic balancing. The engine received a K-126 carburetor and a contact ignition system. For the motor, a closed liquid cooling system with a water pump was used.
Motor characteristics ZMZ 53:
- working volume - 4.25 l;
- rated power - 115 hp;
- maximum torque - 284.5 Nm;
- number of cylinders - 8;
- compression ratio - 7.6.
The upgraded ZMZ 53-11 unit was installed on the third modification of the GAZ 53, which differs from its predecessor in a sectional oil pump, a closed crankcase ventilation circuit and a full-flow filter element.
Motor characteristics ZMZ 53-11:
- working volume - 4.25 l;
- rated power - 120 hp
Device
GAZ 53 received a rigid reinforced frame with 7 cross beams. In its front part, by means of 2 longitudinal semi-elliptical springs, a forged steel front axle was attached. At the ends, knuckles with trunnions were attached, on which wheel hubs were attached using tapered roller bearings. again, the front suspension included telescopic hydraulic shock absorbers.
At the rear, the frame rested on the drive axle beam by means of 2 longitudinal semi-elliptical springs mounted on rubber pads. The rear suspension received additional sprung springs, fixed together with the main springs on the platforms of the semi-axial sleeves. again, in the rear there was a towing device, supplemented by a rubber element. A spare tire was attached to the left side of the frame on a bracket.
The advantage of the car was a significant durability during long-term work in extreme conditions. A durable undercarriage with a huge resource of work could serve for many years. The quality of the metal of the GAZ 53 modifications produced in the 1980s is the best in history. On the latest versions, the metal was worse and corroded more. With intensive use, the undercarriage and truck body served 12-15 years.
A 3-way 4-speed gearbox with constant mesh gears at 2 and 3 speeds was chosen as the transmission. The inclusion of 2 gears was carried out by a clutch, 3 and 4 - by a synchronizer. The rear drive axle included a differential, main gear and axle shafts mounted in a cast iron crankcase. The main gear received a hypoid gearing, making the move smoother. Leading axle shafts were completely unloaded. On the GAZ 53, a dry single-plate clutch was installed with a mechanical drive from the pedal in the floor and springs located peripherally. The cardan gear was open type with needle bearing cardans. The clutch was considered the weak point of the truck and regularly failed.
The steering mechanism was a pair of globoid worm and a three-ridge roller, rotated on needle bearings. The steering gear housing was attached to the left frame beam by means of bolts and nuts. Lubricators were used to lubricate the articulations.
The GAZ 53 model used drum brakes on the front and rear wheels. The brake drive was hydraulic foot with a hydraulic vacuum booster. The hand brake had a drum type and was mounted on the driven shaft of the gearbox. The brake system had a medium-sized service life and was usually replaced in the first place.
The truck used a single-wire wiring system with a voltage of 6 V and a negative terminal connection to ground. On the basic models, a 6-ST-68-EM battery and a G130-G generator were used.
GAZ 53 was equipped with a comfortable closed-type operator's cab with 2 seats and a convenient location of indicators and controls. Powerful light and good visibility facilitated the driving process. Compared to modern models, the truck operator's cab looked like a "dinosaur", but for that period it looked very decent. Unlike its predecessor, the GAZ 53 interior has become much larger and more comfortable. Even 3 people could be accommodated on a common faux leather sofa seat. The enlarged interior made it possible to install additional sound insulation, insulation or decorations. The controls were located immediately in front of the driver. In the cabin there were specialized places for tools, papers and other things. Instead of an ammeter and an oil pressure indicator, signal lamps appeared on the instrument panel. again, a clock was installed in the cabin.
The car was equipped with a large all-metal body platform. a specialized mechanism made it possible to carry out mechanical unloading on one side (for dumping). In this case, the towing and coupling devices were moved to the side of the frame.
According to the characteristics of the GAZ 53, it is significantly inferior to modern analogues. However, the simplicity of design, low cost and the ability to withstand heavy loads make its use economically justified, because some versions of the car continue to be used at the present time.
Auto homemade
Installation of all-wheel drive on the GAZ-53 and the diesel engine D-240: photo and description of the alteration, as well as a video of testing the GAZ-53 4x4.
Many who had the opportunity to ride the GAZ-66 at least once were probably shocked by the gearshift lever, or rather its inconvenient location, and the cramped cabin. I don’t know about the rest, but with my height in Shishig it’s cramped, not like in GAZon. So the idea came up, why not make the GAZ 53 with all-wheel drive, like on the GAZ-66.
First of all, we started with the preparation of the frame, polished it with a grinder, drove the threads on the shoes under the springs, primed and painted.
The next step, fitting the bridges from the GAZ-66, the shoes were cut off the bridge and welded, or rather, the spacers were welded onto the stocking from the U-shaped profile, since the springs on the 53rd, narrower than on the 66th, I won’t say the dimensions right away, that’s all done by eye.
We measured the cabin to see if it would fit, would not get the fan to the radiator and everything else, but fortunately everything fell perfectly, the margin to the radiator and to the cabin itself. After all, initially they thought that the front wheels from the 66th would reach the fenders and put the relatives from the 53rd, but there is not much space, there is a reserve with shishiga.
The razdatka was put with a native spar on the cardan bolts, cut off from the splined part, measured the desired length, centered and scalded.
I decided to put on the Lawn, a D-240 diesel engine, volume 4.8 (power 75 hp), since the gasoline engine is rather weak for this unit, and our gasoline prices bite. The engine was already in stock and began washing bulkhead fitting on the frame. They cut out the front spar under the engine, put the rear pillows from the ZIL, because we will have a Bychkovskaya box.
I had to redo the front engine mount, cut off the native cross member from the rivets and put it on the bullock purchased at the disassembly. I went to put it on spacers in order to raise it, they raised it by 2-3 cm, I don’t remember exactly, and at the same time they fixed the U-shaped profile for attaching the radiator frame, they all put it on bolts.
At the acceptance of scrap metal, they bought a cheap body with beams and a cylinder and threw it on, the only thing left was to connect the hydraulics.
As a result, the patency of the lawn has increased significantly, in addition, the diesel engine is more high-torque compared to the native gasoline. On such an all-wheel drive truck, you can safely go on an off-road trip.
This video shows the first exit of the all-wheel drive GAZ-53.
Homemade author: Andrey. Kirov.
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