Studebaker light. Studebaker US6 truck: description

The American Studebaker US 6 truck was loved and respected in the USSR. During the Great Patriotic War, he was a loyal ally of front-line drivers, and designers used him as a base in the development of Soviet all-wheel drive trucks. Such success can be easily explained: meticulous Americans with German roots took up the creation of the car, who carefully worked out every detail.

History of the truck

The creators of the legendary truck were representatives of the Stutenbäcker family (Stutenbecker). Oddly enough, but the machines for the war with Germany were created by the Germans. In 1736, the Stutenbackers settled in America, changed their surname slightly, and in 1852 founded a company. It all started with cars, were not quite successful experiments with electric vehicles. Despite this, production flourished: the children succeeded their fathers and worked hard on the brainchild of their ancestors.

In 1936, Studebaker takes on the creation of trucks. When hostilities began in Europe, the company had to connect to the production of military vehicles. And among other units, the Studebaker United States 6 (government six-wheeled vehicle), or US6 for short, was created. Until 1945, the company intensively produced these trucks, including in various modifications, and in 1943 REO Motor Car joined it. After the end of the war, Studebaker returned to the production of passenger cars.

Studebaker United States 6

Technically, the Studebaker US6 was a typical American machine, with a standard design and classic layout. Despite this, almost nothing was heard about these models in the USA and Western European countries. The American army was also almost not equipped with them: the fact is that the US6 motors did not meet the then accepted standards. Therefore, it was decided to send most of the cars to other countries under lend-lease programs.

Studebaker US6 in the USSR

The USSR army first got acquainted with the Studebaker US6 trucks in the fall of 1941. Then military tests began: from July 1942 to May 1943, the Technical Committee of the GAU of the Red Army tested 11 vehicles. As a result, brochures for operation and recommendations for load capacities were born. In the Soviet manner, the cars were dubbed "Studebakers" or "Studers".

For Soviet drivers, foreign trucks were quite advanced technology. Both maintenance and operation were not easy. Of course, the technical illiteracy of the soldiers also influenced this: they had no time to engage in education, so they had to learn everything literally “on the go”.

Interesting! Each Studer was equipped by default with a set of wrenches and a waterproof chauffeur's sealskin jacket. The keys remained in the kit, and the jackets never reached ordinary drivers. They were confiscated by the quartermasters, confident that they needed warm clothes more.

Description and specifications

Outwardly, the Studebaker was noticeably different from the Soviet trucks of that time. Firstly, the absence of angular shapes, and secondly, all-wheel drive and the presence of three axles. The "American" had high L-shaped fenders and a wide front bumper. Despite the recognizable appearance, from afar, the Studer was sometimes confused with GMC trucks.

As for the technical characteristics, everything here is rather contradictory: some are similar to the Soviet ones, others are radically different from them. But when studying the features of the machine, one thing becomes clear: the creators paid a lot of attention to detail.

Cabin

The cabin is all-metal, inside it looks very ascetic and extremely simple. Windshields could be raised at an angle of 90 degrees, as on Soviet trucks of the post-war period. There is plenty of space in the cab: even a large 2-meter driver felt quite comfortable. And to turn the huge steering wheel, you had to almost completely lean forward and “hug” the steering wheel with both hands.

The floor tunnel is equipped with 5 levers:

• gear shifting;
• activation of the front axle;
• transfer box control;
• winch control;
• parking brake.

The brake and clutch pedals are not square, as on Soviet trucks, but round. The starter was started by foot: it was necessary to press the button located under the clutch pedal. Thus, when starting the engine, the clutch is guaranteed to be disengaged. Also near the left leg is the headlight switch. The ignition lock was marked ON and OFF, and the cars from the latest releases had a rotary lever instead of a key.

The starter button is pressed by the clutch pedal

Dashboard

It was especially different from the Soviet counterparts - the shield consisted of 5 "windows". It was attended by:

• speedometer showing daily mileage;
• ammeter;
• electric fuel gauge;
• pressure gauge measuring the pressure in the lubrication system in pounds per 1 sq. inch;
• remote water temperature thermometer.

For Soviet drivers, such diversity was new. After all, only oil pressure was controlled at ZiSakh, but at GAS it was not.

Dashboard Studebaker US 6

There are two labeled buttons below the dash: Choke for carburetor choke control and Throttle for manual throttle control (manual "throttle"), cruise control from the 40s.

Body

body in again makes one wonder how carefully the Americans reacted to small details. For example, under the left side, immediately behind the cabin, two canisters are fixed: one for fuel, the other for water. The containers even have different necks so that the driver does not accidentally mix them up.

The height of the car without an awning is 224 cm, with an awning - 270 cm. The height of the side can be adjusted due to the benches that are hidden inside the body: when raised, they become a continuation of the sides. At the level of the upper boards in the rear of the body, a safety belt was fixed. Due to the chains, the tailgate was held horizontally when tilted and turned into a continuation of the platform.

Reflectors

The structure of the reflectors is also very well thought out. They are placed in deep frames, so the enemy could not notice the reflections either from above or from the side. An obligatory element was marker lights that illuminated the path for the trucks that followed. Also, Studebaker allowed you to connect the trailer's electrics (this was not the case on Soviet cars).

Access to the engine compartment

If the truck engine failed, the sides of the engine compartment had to be removed to fully access it. Even here, the engineers showed their ingenuity: the sidewalls are held on with “wings” rather than bolts, so they can be removed quickly and easily without wrenches.

load capacity

The manufacturer declared the carrying capacity of the machine to be 2.5 tons (less than that of the Soviet ZiS-5), but after testing in the USSR, this figure was increased to 4 tons. In 1945, the load rate dropped again, this time to 3.5 tons. However, the drivers claimed that the car successfully transported 5 tons of cargo: in front-line conditions, there was no time to think about the standards. But when loading more than 6 tons, the springs could sag and even burst.

Engine

Studebaker US6 was equipped with 6-cylinder carbureted engines Hercules. For the USSR, such motors were not new: in 1928–1932 they were installed on Yaroslavl trucks. In addition, Hercules was very reminiscent of the ZiS-150 engine, even the cylinder sizes were identical - 101.6 mm. But the piston stroke of the Studer was slightly different - by 1⁄4 inches. The remaining characteristics of the motor from the "American" look like this:

• engine type: 4-stroke, carburetor, bottom valves;
• cylinders: 6 pieces, arranged vertically in 1 row;
• piston stroke: 107.95 mm;
• engine size: 5.24 l;
• compression ratio: 5.82 (for ZiS - 6);
• maximum power: 95 hp at 2500 rpm;
• speed: maximum - 72 km/h, average with load - 30 km/h, average without load - 40 km/h; gasoline consumption: 38 liters per 100 km;
• cruising range: 400 km.

The Studebaker engine was adapted for gasoline with an octane rating of 70–72, while the ZiS-150 worked perfectly on A-66 fuel. As for the rest of the liquids, 7.5 liters of oil were poured into the “American” engine, and 18.5 liters of water into the cooling system.

The engine started perfectly in the harsh Russian winter, which favorably distinguished it from the GMC CCKW truck with an overhead valve engine.

Carburetor

The Studer power system is represented by a carburetor from Carter. This company was familiar to Soviet citizens: the first Muscovites were completed with its carburetors. The unit is pretty standard, has pneumatic fuel braking. But even here there is a difference with the Soviet representatives - on the ZiS-5 and ZiS-150 in those days there were compensation-type carburetors. In addition, the Studebaker US6 added this part with a maximum engine speed controller set to 2620 rpm.

Chassis, transmission and steering

The type of wheelbase for most Studebakers is 6x6 with a leading front axle. There were also modifications of 6x4, but there were very few such cars. Bridges for all variations of the "Studers" of a split (collapsible) type. Very reminiscent of bridges on GAZ-51 cars. The length of the stockings of the axle shafts, as well as the location of the jet hose brackets and the final drive housing on the middle and rear axles were different. Type of used gear oil depended on the season:

• in winter - SAE-80;
• in summer - SAE-90.

The suspension is standard for all three-axle vehicles - longitudinal semi-elliptical springs. The front suspension was equipped with double-acting hydraulic shock absorbers.

Transmission

The Studebaker has the same unit as the ZiS-150 with a similar gearshift scheme. It's 5 speed mechanical box, supplemented by an overdrive. Usually, in order to move off, the driver included the second gear. The first was used only on the road.

Steering

This mechanism is not quite standard: at Studebaker it is represented by a screw and a crank with two fingers. The screw had uneven cutting, so the gear ratio was inconsistent and varied in the range of 18–22. It reached its peak while moving in a straight line. There was no power steering on the cars.

Brake system

Represented by a foot brake with a hydraulic drive and a vacuum servo mechanism on all wheels. As for the hydraulic drive, it was an unusual solution for Soviet drivers. In those years, domestic cars were produced with mechanical brakes. There was also a belt-type hand brake with mechanics, which acted on the driveshaft of the rear axle.

The vacuum amplifier, in fact, was a vacuum-mechanical one. For the USSR, this was quite a common thing: vacuum-mechanical amplifiers appeared here back in 1929. They were equipped with Yaroslavl trucks on a mechanical brake drive. ZiSam did not need amplifiers. In general, the design of the brakes on the "Studers" was quite standard and did not differ in any way from the same system on the GAZ-51. The same can be said about the wheels: 7.5x20 tires were similar to the GAZ-51 wheels.

Video: Studebaker US6

The use of "Studers" in the war and post-war period

The legendary Studebaker US6 trucks greatly helped the Soviet Union's motor transport both in the Great Patriotic War and after it. For some peoples of the Far North, they generally became the first machines.

The main achievements of the "Studers" can be conditionally divided into 3 periods:

1. To war. Trucks were actively used to transport military personnel, provisions and weapons. Also, "Studers" worked as tractors for trailers or artillery systems weighing up to 2.25 tons. Due to the high location of parts that are sensitive to water, the truck became the main means of transportation for the Katyushas, ​​the most powerful rocket launchers of the time. The drivers spoke of the Studebakers as reliable and durable vehicles with high cross-country ability.
2. The last years of the war. At the end of the war, the worker-peasant Red Army was replenished with modernized Studebakers with a power take-off. They were based on the US6-U9 chassis and were mobile workshops equipped inside typical wood-metal van bodies. These were the mechanical workshops M16A and M16B, the metalwork and mechanical workshop M8A, the forge and welding workshop M12 and the electrical repair workshop M18. They were used to restore armored, automotive and other equipment, as well as to repair light weapons.
3. After the war. The "students" that Soviet soldiers managed to save from returning to the United States under Lend-Lease were used for domestic needs. They calmly drove through the streets with a load. Some modifications even tried to be converted into buses, but there were few such copies. In addition, after the war, the Soviet Kristall radar station was based on the Studebaker chassis. Soon it was supplemented by Pechora early warning stations.

In the post-war period, "Studers" have become indispensable helpers in everyday life. About 350 trucks remained on the territory of Poland: they were used there as fire trucks. You can still see Studebaker firefighters in Polish museums. Trucks were also used in high-mountainous areas for logging, but on a mountain serpentine, many cars died due to failure brake system.

Interesting! The main problem with the use of "Studers" in the post-war period was the lack of spare parts. Finding a suitable replacement was a great stroke of luck. In Poland and Czechoslovakia, small workshops even began to work on the manufacture of some parts for the Studebaker US6, but their quality left much to be desired.

Modifications of the Studebakers

The original variation of the "Studers" was repeatedly subjected to changes and additions. From 1941 to 1945, about 15 truck modifications were produced, starting with the U1 model and ending with the U13. So, cars U6, U7 and US were equipped with a non-driving front axle, unlike other all-wheel drive variations. There were instances with both long (412 cm) and short (376 cm) wheelbases. Some were supplemented with winches, others - with a wooden platform instead of a metal one. Truck tractors, dump trucks and tanks also appeared.

Lend-Lease Studebaker US 6

Lend-Lease was a government program under which the United States sent equipment, ammunition and provisions to its allies in World War II. The program for the supply of Studebakers to the USSR began to operate in 1942, and every year the number of imported cars increased:

• 1942 - 3,800 cars;
• 1943 - 34,800 cars;
• 1944 - 56,700 vehicles.

All other deliveries came in 1945. According to the directory of the Ministry of Foreign Trade of the USSR, during the war years, the state received 179,459 cars of this brand under Lend-Lease. Of these, 171,635 arrived on Soviet territory directly through Murmansk and Arkhangelsk, 4,334 were delivered through Iran, and another 3,490 copies were lost on the way. Another 1,136 copies were bought for cash, of which 154 cars were lost during delivery.

Studebaker US 6 on the march

According to the terms of the lend-lease agreement, the USSR, after the end of the war, was supposed to return to America all the surviving equipment. Cars in small batches were sent to collection points in Murmansk and Arkhangelsk, where the Americans meticulously examined the units and sent them under pressure. Already in the form of scrap metal, the former Studebakers were sent to the United States.

Looking at such barbarism, Soviet citizens decided to save at least some of the cars. For a dilapidated country, such equipment was vital. As a result, more than 100,000 cars were destroyed, and 60,000 copies remained on the balance sheet of the USSR. The machines were regularly in service with the Soviet Army and participated in the restoration of destroyed cities, working for 15 or more years.

Interesting! The saved Studebakers after the war actively traveled around Moscow and other large Soviet cities, even in full view of the Americans, but they did not show any interest in the cars. Apparently, they did not want to make scandals about that.

Video: lend-lease cars in the USSR

The legendary Studebaker US6 was the most massive truck delivered to the USSR under Lend-Lease. He was loved for reliability, strength, endurance and a high level of comfort in wartime. Now it seems ancient and awkward, but in those years it was a true friend for the Soviet army on the way to victory.

At the first stage of the Great Patriotic War, the Red Army was seriously inferior to the enemy in terms of the number and technical level of its vehicles, which significantly affected its combat capability and led the USSR to the need to use the help of the allies. Among the huge mass of vehicles received from abroad, the three-axle Studebaker US6 with all-wheel drive became the main 2.5-ton truck of the Red Army. In the absence of domestic all-wheel drive cars, military drivers immediately and unconditionally recognized it as the most perfect, powerful, economical and simply the best truck of the Red Army, but ... they never learned how to pronounce the brand name so difficult for them.

Difficult start

What is your name, dear Studebaker? First of all, we recall that the founders of this company were the descendants of Johannes Staudenbecker, who moved from Germany to America in the 18th century. There, their surname was first reborn in Stutenbecker, then in Studenbecker, from which it was a stone's throw to a shortened Americanized version of Studebaker (Studebaker), which became the name of the company and the brand of its products. In wartime, with a low level of literacy and complete ignorance foreign languages many foreign names in the USSR were Russified, that is, they were simplified as much as possible, deliberately distorted and as close as possible to the mental abilities of a simple soldier. So, in the Red Army, Studebaker US6 was simply called "Studer". Well, if even today it is difficult to pronounce the brand of this car, let's simplify it to the colloquial "Studebaker" - without fail with one, and not two letters "k", as it has become fashionable to write among all-knowing amateurs with the light hand of veterans.

However, the pronunciation of the brand of the transatlantic vehicle was not the most important in the powerful flow of foreign military vehicles of various brands that swept the Red Army, and it was not easy to quickly figure it out. At the end of 1941, the USSR began hastily adapting the foreign car park to Soviet conditions, Russian frost, off-road, poor fuel and lack of service, and technically illiterate drivers to more complex and capricious foreign vehicles. The Scientific Automotive and Tractor Institute (NATI) tested the main Lend-Lease vehicles and developed regulatory documents and intelligible instructions for handling them. At the same time, Soviet regulations often provided for a change in the basic parameters of most cars that arrived from abroad (power, weight, payload, speed, etc.).

In America, the serial production of Studebaker US6 trucks began in January 1942, and in the spring they began to enter the Red Army. In the USSR, Studebakers were sent in a wide stream along all three sea routes - through Alaska and the northern sea direction through Great Britain to Murmansk or Arkhangelsk. Cars arrived mostly in wooden crate kits and to a lesser extent as partially assembled or complete cars. Four automobile enterprises were engaged in their assembly - the Moscow Automobile Plant ZIS, which launched conveyor production, the Ulyanovsk Automobile Assembly Plant, the Moscow Plant named after KIM and the future Minsk Automobile Plant. The main source of the Studebakers for the Red Army was the South Stream or the Persian Corridor through Iran and Iraq. Three temporary assembly plants TAP (Truck Assembly Plant) worked there, from where single trucks and road trains, stuffed to capacity with Lend-Lease cargo, followed in the USSR on their own - for a distance of up to 2 thousand km.

1 / 3

2 / 3

3 / 3

Favorite truck of military drivers

Thus, during the war years, one should be proud that in distant America one of the largest at that time was working for the Red Army. automotive companies. But hardly anything was known about this. Even today, a little-known and unpleasant fact is hushed up:

The Studebaker US6 was a "second-rate" truck for Lend-Lease deliveries to underdeveloped countries, which meant primarily the Soviet Union.

Despite this, during the Great Patriotic War, the Studebaker became the most common truck of the Red Army, the most massive vehicle in Lend-Lease deliveries to the USSR, the main automobile base of the Soviet Katyushas and the most beloved truck of our drivers. Looking ahead, it can be argued that it was also shamelessly used in the development of post-war Soviet army vehicles.

1 / 2

2 / 2

Structurally, the Studebaker US6 was a simplified version of the GMC CCKW-353 mass truck and differed from it in a simpler and more unpretentious power unit Hercules JXD with a compression ratio reduced to 5.24, designed for the use of low-grade types of gasoline and oils. In the USSR, most branded parameters were revised. So, according to Soviet standards, engine power was estimated at 95 hp. s., although on tests it was 79–85 liters. With.

1 / 2

2 / 2

The first batches of Lend-Lease included a short-wheelbase tractor truck US6-U2 with a winch, but then it was replaced by mass standardized cars with an extended base - models US6-U3 without winch and US6-U4 with a 4.5-ton Heil winch in front. They were equipped with an all-metal cargo platform with an awning for the delivery of personnel or multi-purpose wood-metal bodies with added lattice sides. Unlike American parameters, according to Soviet standards, the carrying capacity of on-board vehicles on the ground was 3.5 tons, on the highway - 4.0 tons.

1 / 2

2 / 2

Apparently, the so-called tropical variants with an open cabin and a canvas top, which also came in handy in the Red Army, also got into Lend-Lease deliveries in a hurry. Since the beginning of 1943, both five-ton road trucks and chassis U7/U8 with wheel formula 6x4.

Veteran V. A. Krieger tells about the specific operating conditions of these machines in the USSR: “Even our simple girls controlled the Studebakers, who tried to start these heavy machines in difficult winter conditions. One of them, sitting behind the wheel, pressed the clutch pedal with one foot, including the starter button, and at the same time operated the accelerator with the other foot and controlled the air and air buttons with her hands. throttle valve. The other struggled to turn the uncomfortable and high-lying crank. How difficult it all was for them, but they endured everything and won.”

In the Red Army, Studebaker trucks were widely used for the delivery of personnel, military cargo and towing trailers or artillery pieces up to 105 mm caliber and weighing up to 2.25 tons.

1 / 2

2 / 2

In addition, at the final stage of the war, the Red Army received 1,942 Studebakers with special military add-ons, made mainly on the chassis US6-U9 with power take-off. Of these, the majority were 1,022 camping workshops, mounted in standardized ST6 wood-metal box bodies with six battened side windows. They usually housed specialized workshops for the repair of auto-tractor and armored vehicles, equipped with stationary and remote equipment with electric drive from their own generator station or from external current sources. These included mechanical workshops M16A and M16B, metalwork and mechanical M8A, blacksmithing and welding M12 and electrical repair M18, as well as a workshop for the repair of light weapons M7.

1 / 2

2 / 2

In addition, the USSR received 426 tankers U5 with a tank capacity of 2,850 liters and 494 short-wheelbase dump trucks U10/U11 and U12/U13 with rear and side unloading, which served in the engineering and construction departments. For the work of military journalists, a mobile printing complex was intended, located in four vans with a full cycle of preparation and printing of front-line publications.

1 / 2

2 / 2

To deliver large volumes of military cargo, materials and weapons to Soviet territory from the ports of the Persian Gulf, short-wheelbase truck tractors were used. US6-U6(6x4) coupled with single-axle seven-ton army semi-trailers from Edwards with high wooden sides.

1 / 2

2 / 2

One of the first to be mounted on the US6 chassis were mobile auto repair workshops of type B, created before the war for installation on the ZIS-6 three-wheelers. On Studebaker machines, a short-wave radio station PAT was also based for communication between the General Staff and the fronts, designed for mounting on the ZIS-5 or ZIS-6 chassis.

The first among the fuel service equipment at the Studebakers were the BZ-35 gas tankers, whose equipment was moved from the out-of-service ZIS-6 trucks. updated version BZ-35S was supplied with a modified fuel pump drive and piping arrangement. In 1944, a simplified gas tanker was installed at the Studebakers. BZ-44 with an elliptical tank-barrel with a capacity of 4,500 liters, a fuel pump with a supply of 375 l / min and a control compartment behind the driver's cab.

1 / 2

2 / 2

The equipment of Soviet VMZ-34 water and oil tankers and ARS-11 filling stations for degassing military equipment, as well as mounted plow snow plows for clearing communication lines and airfields from freshly fallen snow up to 40 cm thick were also installed on American chassis. Since 1945, in addition to regular ZIS-11 trucks, 5, elements of the H2P pontoon fleet were transported on 60 retrofitted Studebaker vehicles.

So did the Red Army need an overseas "Studer"?

To the attention of the reader! This section provides dry statistical information for those who like to delve into the numbers behind which the answer to main question placed in the header. For those who do not like numbers or do not know how to look for the truth in them, we suggest skipping this chapter.

So, as of June 22, 1941, there were 272.6 thousand cars in the Red Army different types, but as a result of huge losses in the very first days of hostilities, an acute shortage of vehicles was formed, which was felt for a very long time. Despite the bombing and evacuation of automobile enterprises, in the period from the start of the Great Patriotic War to May 9, 1945, all Soviet factories produced 205.0 thousand domestically designed vehicles. Of these, 146.6 thousand vehicles were sent to the Red Army, but they were constantly sorely lacking. Moreover, with the start of real hostilities, it unexpectedly turned out that in all respects, all pre-war Soviet vehicles were much inferior to enemy equipment, saturated with new units and combat systems that did not exist in the USSR at all.

1 / 2

2 / 2

Our salvation was the signing of the lend-lease agreement with the United States, according to which, according to various sources, from 312.6 to 477.8 thousand cars of all brands and types arrived in the USSR during the war, that is, 2-3 times more than delivered his army all domestic enterprises. According to Soviet statistics, Studebaker's share in this quantity was 114,500 US6 trucks. According to the US, their number reached 187,970 units or 85.9% of the total volume of imports of Studebaker and REO cars. At the same time, the main share of Lend-Lease deliveries (106,427 units) fell on all-wheel drive trucks, which were not produced at all in the USSR. As of May 1, 1945, the Red Army had 218,000 Lend-Lease vehicles of all types, which accounted for a third of the entire military fleet.

1 / 2

2 / 2

So the question posed in the title of this chapter today can be safely and unconditionally answered in the affirmative. Yes, all the Studebakers and other cars that came from abroad to the USSR were badly needed by the Red Army for a complete victory over Germany and Japan. Yes, because the whole huge mass of Lend-Lease vehicles not only revolutionized the transport supply of the Red Army, but also had a significant impact on the entire course and outcome of the war. Yes, because after the war, without copying and reproducing a number of foreign cars, the Soviet army would not have been able to get the most advanced cars for a long time.

Into the future with Studebaker

During the war, in the complete absence of domestic analogues, Studebaker US6 vehicles served as a mobile base for new, especially powerful Soviet weapons and at the same time, quite unexpectedly, became an inexhaustible gratuitous source for imitation and copying in the development of promising Soviet all-wheel drive army trucks.

Small-scale borrowing began at the height of the war, when an experienced ZIS-42M half-track tractor received a demultiplier from Studebaker, and then its cabin migrated to the promising GAZ-63 all-terrain vehicle, which became similar to the American prototype with a cut off rear axle. After the war, this cab was also mounted on an experimental half-track chassis of the Moscow Automobile Plant.

Promising development of military vehicles began in 1943, when NATI specialists began to analyze the designs of the most advanced Lend-Lease and captured vehicles. As a result, in the winter of 1944, at the institute, on the chassis of the Studebaker US6-U4, they assembled their experimental version with a new transfer case with a center differential and rear single wheels.

It is believed that Studebaker became one of the prototypes of the first Soviet army vehicle ZIS-151, built in May 1946. ZIL veterans claim that he was not a copy of the "Student", but simply outwardly resembled him.

Indeed, their similarity in general design and parameters, as well as the equipment of the ZIS with American bridges and a transfer case, seemed to be pure coincidence.

Shortly after the war, a wooden van on a Studebaker chassis housed the Soviet Kristall radar station, and later prototypes of the Pechora early warning radar were added to it. In 1949, the first samples of the VAREM military repair and maintenance workshop were assembled in American ST6 bodies, reproduced in the USSR and renamed SK.

In 1948 the Soviet Joint-Stock Company"Podimnik" at the former Bleichert plant in Leipzig started production of three-ton truck cranes ADK-III. Among several chassis options, refurbished Studebaker US6 vehicles were also their base. Cranes were mainly used in the Soviet Group of Forces in Germany for restoration work, and were also supplied to the Soviet army as reparations.

The previous post about the MLRS BM-13 "Andryusha" raised a number of questions about the legendary car Studebaker US-6. During the war years, it was supplied to the Soviet Union under lend-lease, in total a little less than 200 thousand units were produced. and about half of them came to us. You can read more about the legendary truck under the cut.

- Go to hell

With your Studebaker! shouted Ostap.

Who is Studebaker?

Is your dad a Studebaker?

I.Ilf, E.Petrov

"Golden calf".

Before the Great Patriotic War few people in the Soviet Union knew what Studebaker was. But after the Victory, the name Studebaker, or simply Studer, could not confuse anyone, everyone knew this car.

HERO LEND LISA

The history of this car began on the eve of the US entry into World War II, when the American army was in dire need of off-road trucks for transporting troops and towing guns. In the prewar years, attempts to standardize the fleet of the US Army did not bring significant results. And only after the outbreak of the Second World War, in 1940, the main classes of machines were identified. The main and universal tactical truck was to be a three-axle vehicle with a payload capacity of 2.5 tons with all-wheel drive. In addition to transporting goods and personnel, the car could also serve as a tractor for light field artillery. On the basis of the T16 Special truck produced for the French army in 1938, General Motors Corporation developed the GMC ACKWX platform. The concept of the model was to lengthen the base and add a third axle in accordance with the new army standards. The largest state order for the acquisition of ground forces, of course, was received by General Motors, which entrusted the production of three-wheelers to its Yellow Coach company. The recruitment of the naval forces was entrusted to International.

In connection with the dominance of the Nazi troops in Europe, the demand for military equipment, including three-axle trucks, increased significantly. GMC could not keep up with orders, and the number of companies producing 2.5-ton cars increased. One of them was the Studebaker Corporation of America, which began producing the Studebaker US6.

After the German attack on the USSR, the question arose of urgent assistance to a new victim of Hitler's aggression. By decision of the US government, it was determined that it was trucks designed by General Motors performed by Studebaker that would be supplied to the Red Army. To do this, they began to install a motor with a reduced compression ratio (5.85 instead of 6.75) on the US6, which could run on low-octane gasoline that prevailed in the USSR. Other changes were made, such as the conversion of bolt-nut sizes to the metric system; compared to the GMC machines, they also changed the shape of the hood and fenders. Two or three soldiers could sit on the flat front fenders on each side, which they usually did.

In the USSR, as well as in other countries of the anti-Hitler coalition, trucks and other goods were supplied from the United States on the basis of the Lend-Lease Law, adopted by the US Congress on March 11, 1941. It was this law that gave rise to many disputes among historians about obligations to return property , transferred by America on the basis of the Lend-Lease Act (including the Studebakers) after the end of the war. Thus, some experts argue that the goods were delivered from the United States free of charge and therefore were subject to mandatory return, others insist that the property transferred under Lend-Lease, which remained after the end of the war and is suitable for civilian purposes, should be fully or partially paid for on the basis of funds provided by the United States. The states are long-term loans and therefore non-refundable. Such disputes are probably caused by the inaccuracy of the wording in the Law itself, which allows each party to interpret its provisions in its own way. However, in addition to the Lend-Lease Law, there was an Agreement between the USSR and the USA "On Mutual Assistance" dated June 11, 1942, article 5 of which states that, if the American side is interested, undestroyed and unlost equipment and equipment after the war should be returned to the USA. Another fact in favor of the version of the mandatory return of the Studebakers is the presence on the cars, along with Soviet and American numbers, which were written in white paint on both sides of the hood and behind and consisted of the letter "A" and 6-7 numbers, always beginning with " 4", - this is how multi-purpose trucks of classes 2.5 and 4-5 tons were conventionally designated. In general, there are more questions than answers, so we will leave these disputes for military historians and specialists in the field of international law.

Studebaker US6 was delivered to the USSR through the Arctic and Iran. As a rule, the cars came unassembled. In the first case, the kits were delivered to the ports of Murmansk and Arkhangelsk, then they were transported by rail to Moscow to the ZIS plant, where they were assembled in parallel with the release of their own products. Part of the Studebakers was delivered through Iran, in the south of which the British army was stationed, and in the north - the army of the USSR. Later, a small area in the south of the country (the port of Bushehr, Fars province) went to the Americans.

On September 19, 1941, Churchill wrote to Stalin: "I attach great importance the question of opening a through route from the Persian Gulf to the Caspian not only railway, but also the highway ... ". In Iran, roads in the European sense of the word did not exist, so they had to be created, and the construction was entrusted to the American construction company Folspen. Automotive equipment arrived in the form of assembly kits - in boxes, and cars were assembled directly on Aircraft and car assembly plants appeared in the port of Khorramshahr, and car assembly plants appeared in the ports of Bushehr and Basra.

At first, 2,000 cars a month came from Iran. However, after the Americans took over the control of the Trans-Iranian Railway and the ports of the Persian Gulf in March 1943, the flow increased to 10,000 trucks per month. As a rule, cars moved from Iran to Ordzhonikidze (Vladikavkaz) on their own, which testifies to the incredible reliability and endurance of the Studebaker. With the removal of the front from the borders of the USSR, lend-lease cargoes began to be delivered through the ports of the Black Sea.

King of military roads

Another fact testifying to the quality of the "Studer", as the soldiers called him. Officially, the carrying capacity of the Studebaker US6 was 2.5 tons, which is less than that of the Soviet ZIS-5 with its 73-horsepower engine, which, however, consumed more gasoline. The Main Automobile Directorate of the Red Army allowed the operation of American cars with a load of 4 tons. Naturally, in front-line conditions, cars had to be loaded without any regard for the standards, and the "Studer" withstood such a test of strength with honor. However, if more than 6 tons were loaded, the springs sometimes sagged or burst - not surprising, because it was a threefold overload, despite the fact that the car mainly had to drive off-road.

Since the technical training of drivers and technical staff of the Red Army was insufficient to operate the Studebaker, the General Automobile Directorate translated into Russian and published books on the operation and repair of vehicles that were attached to each truck. In addition, on the basis official instructions for the operation of the US6, brochures were issued with a simplified statement of the rules for use, where it was said in simple Russian: "Driver! Kerosene cannot be poured into the Studebaker car. It will not go on it, this is not a lorry!". Nevertheless, many cars were ruined by Soviet drivers: unlike domestic trucks, Studebakers required better fuel and lubricants and more competent maintenance. For example, oil filter when changing the oil, it was necessary to replace it with a new one, but the soldiers usually reused it.

Despite this, compared to the German Opel trucks, the Studebakers were much more reliable. Studebaker US6 was optimally suited for the Soviet-German front. The low metal sides of the car were extended with wooden bars, which were inserted into special slots in the metal body. The gratings were arranged in such a way that, when unfolded, they could form benches for transporting people. A safety belt was hung in the rear of the body at the level of the upper grille boards. The hinged tailgate was held by chains in a horizontal position, constituting, as it were, a continuation of the platform. On the upper part of the side there were two bracket handles to facilitate the boarding and disembarking of people.

Most importantly, the Studebaker served as a self-propelled chassis for the BM-13 artillery mount, better known as the Katyusha. Initially, "Katyushas" were installed on the chassis of the ZIS-6 car. Later, light tanks T-60 were used for this purpose, transport tractors STZ-5 and other platforms. To put an end to the inconsistency, in April 1943, instead of ten varieties, a unified model BM-13N was adopted. Studebaker was chosen as the base for it. The successful use of Soviet rocket artillery in battles determined the need and possibility of expanding the types of this type of weapon. So, for example, the M-30 launcher appeared, as well as its more long-range counterpart M-31. In March 1944, twelve M-31s were installed on a Studebaker US6 chassis in two rows, which enormously increased the mobility of artillery. Ultimately, this combination played a significant role in the war, especially in the street battles in Budapest and Berlin.

US6 modification.

The lineup Studebaker US6 was quite diverse and included more than a dozen different modifications, which were designated from U1 to U13. Depending on the modifications, there were various types of bodies: dump trucks, tankers, tractors, etc.

Early modifications of U1 and U2 are easily recognizable due to the short base of 3760 mm. U2 trucks came with a winch. The gas tank and two spare wheels were mounted directly between the cab and the body. On these models, the Studebaker brand name was on the grille, and the wipers were attached to the cab. All 779 vehicles of the U2 modification were produced in 1941, so it can be assumed that these were the first trucks that reached the USSR in early 1942. The U2 was mainly used in artillery troops as a tractor for field artillery.

Most US6s produced were modified U3s. It was a long wheelbase (4120mm) car with the usual 6x6 wheel arrangement. Interestingly, from mid-December 1942 to March 1943, in order to save production costs, increase usable space and reduce the total weight of the vehicle, the US Army leadership ordered the replacement of the standard all-metal cab with so-called soft cabs, without doors and with a canvas roof. Almost all "tropical" configurations were sent to the USSR, where the climate hardly allowed the use of cars of this type, so it is not surprising that in March 1943 the leadership of the Red Army abandoned these cars. Studebaker Corporation immediately returned to the production of machines with a metal cab. The U4 model differed from the U3 in the presence of a winch. The U5 modification was a refueling tanker with a 750-gallon tank mounted on a chassis with a long base and a 6 x 6 wheel formula. ZIS-6. Such machines were called BZ-35S.

The U6, U7 and U8 models differed from the rest, first of all, in the wheel formula 6 x 4. Due to the short base, the U6 was a very maneuverable tractor designed for transporting semi-trailers and, as a rule, it was equipped directly from the factory with a semi-trailer with a carrying capacity of 6.5 tons - Edwards D11V. This car played a huge role during the transportation of goods from Iran. Modifications U7 and U8 were standard trucks with a body, had a long base and differed from each other only in the presence of a winch in the U8. Modification U9 was a "bare" chassis without a winch with a long base. On the chassis it was possible to place, for example, a mobile workshop. The U10, U11, U12 and U13 models were short wheelbase dump trucks. The U10 and U11 had a rear dump body, in addition, the U11 was equipped with a winch. Dump trucks U12 and U13 had side unloading, a winch was installed on the U13. All Studebaker US6 dump trucks were produced throughout 1943.

Steel muscles.

The Studebaker engine deserves special attention. The company signed a contract with Hercules, which for a long time supplied 6-cylinder water-cooled engines - JXD 5.24 liters with a torque of about 300 Nm at 1150 rpm. The engine crankshaft was mounted on 7 main bearings, the very wide tail of the main shaft and the crankshaft were lubricated under pressure, which made it possible to endure a temporary drop in oil pressure without breakdowns. The engine started very well at low temperatures, which positively distinguished the Studebaker US6 from the GMC CCKW with an overhead valve engine, which was hardly suitable for the conditions of the Russian winter. Power was provided by a downdraft carburetor, a Carter BBR-1. At 2500 rpm Hercules JXD developed 94 hp. True, on Soviet B-70 gasoline, the engine produced only about 70 hp, and on second-grade gasoline with an octane rating of 56 and even less - 66 hp. But the drop in power, oddly enough, did not lead to a noticeable loss of speed: instead of the 72 km / h (45 miles per hour) indicated in the instructions, the Studer developed 69 on the 70th gasoline, and 65 km / h on the 56th . Moreover, this did not affect the average operating speeds at all: with a full standard load, the truck was moving along the highway at a speed of 30 km / h.

US6 was equipped with a 5-speed gearbox without synchronizers - 5F1R. The transfer case was connected to the gearbox with a short shaft. Trucks with a 6 x 6 wheel formula had a two-stage transfer case with direct and reduction gears. Many automotive publications indicate that 6x4 vehicles did not have a reduction gear in the transfer case, however, some auto historians and restorers claim that such trucks had a reduction gear with a gear ratio of 1: 1.16.

The Studebaker braking system included hydraulic brakes on all wheels and was equipped with a vacuum booster. The parking brake system was mechanical, transmission type.

In the interior of the cabin, the first thing that caught your eye was a large metal steering wheel with four spokes trimmed with plastic. The button on the horn proudly bore the inscription "Studebaker". In the center of the floor was a powerful gear lever. As a rule, second gear was used for starting off, the first gear was usually used in off-road conditions. To the right of the gear lever was a "handbrake", immediately after it was the transfer case lever, and even further - the front axle connection lever. To the left of the gear lever was the winch switch. In the center of the dashboard was a speedometer, marked, of course, in miles. In the upper left corner of the speedometer was the oil pressure gauge, below it was the coolant temperature indicator on the Fahrenheit scale. In the upper right corner of the speedometer is a fuel gauge, and below it is a current sensor. In addition, on the dashboard there were switches for headlights, instrument panel lights, and a "suction" handle. On the models of 1944-1945, there was no "suction". To the right of the passenger's feet was a fire extinguisher.

IN PEACETIME

Studebaker US6

Studebaker US6 U3

general information

mechanical 5-speed

Characteristics

Mass-dimensional

dynamic

Other

"Studebaker" US6 models Studebaker, in the USSR and then Russia, the pronunciation "Studebaker" or "Studebaker", sometimes simply "Studer") was established - a three-axle truck from Studebaker Corporation, produced from 1941 to 1945. was the most massive vehicle supplied Soviet Union under lend-lease. different cross-country ability and carrying capacity (compared to domestic trucks). Also, unlike Soviet trucks, had four-wheel drive- on all three axes. In addition to the all-wheel drive model US6x6, the US6x4 with a 6x4 wheel arrangement was supplied to the Red Army.

In total, about 197 thousand trucks were produced (more than 20 thousand of them were US6x4 modifications with a non-driving front axle). Approximately 100 thousand of them were delivered to the USSR during World War II, under the Lend-Lease agreement; the rest went to other allies, mainly France and Great Britain.

History

Studebaker US6 trucks were not equipped with the US Army. This was due to the fact that their Hercules JXD engine did not pass according to the standards accepted at that time, as a result of which Studebaker Corporation lost the competition to General Motors and International Harvester. Therefore, all manufactured products went to other countries. Since 1943, REO Motor Car has joined the production.

The first Studebaker cars arrived in the USSR in autumn 1941. The Technical Committee of the Main Automobile Directorate (GAU) of the Red Army organized a test of eleven Studebakers (as they began to be called in the USSR), which lasted from July 18, 1942 to May 15, 1943, as a result of which operating brochures and instructions for increasing the carrying capacity were issued . According to these documents, despite the fact that the Studebaker officially had a load capacity of 2.5 tons, a load capacity of 4 tons was recommended. In 1945, the load rate was reduced to 3.5 tons, although the car could successfully carry loads up to 5 tons on good dirt roads. The car also had a high location of parts that are sensitive to water. As a result, the truck became the main means of transporting Katyusha rocket launchers BM-8-48, BM-13N, BM-13NS and BM-31-12 - the most powerful installations of that time. After the end of the Second World War, some of the cars were sent back to the United States in accordance with the lend-lease agreement. The remaining vehicles were operated for some time in the Soviet Army, and also participated in the restoration of the national economy of the USSR.

The disadvantage of the car (compared to the technology of the USSR of that time) was the fact that the Studebaker US6 required better lubricants and fuel. Due to the constant overload, the clutch discs and stockings of the rear axles broke. But this did not prevent the use of individual US6 Studebakers in the USSR until the mid-sixties and even until the end of the 1980s.

Cars of this model can be seen in many feature films dedicated to the Second World War and the post-war period. In particular, the scene of chasing Studebaker US6 in the movie "The meeting place cannot be changed" became legendary.

Modifications

• US6x6 - base model, wheel arrangement 6×6
• US6x4 - with a non-driving front axle (wheel arrangement 6×4)

Specifications

• Maximum speed 69 km/h
• Average technical speed when driving on the highway: without load 40 km/h, with load 30 km/h
• Temporary fuel consumption rate per 1 km when driving on the highway: without load 0.38 l, with load 0.45 l
• Cruising range when driving on the highway 400 km
• Maximum length 6 325 mm
• Maximum width 2230 mm
• Maximum height with awning 2 700 mm, without tarpaulin 2 240 mm
• Base (distance between the front axle and the middle of the suspension of the rear axles) 4 120 mm
• Distance, between the axes of the rear axles 1 117 mm
• Front wheel track 1,590 mm
• Rear wheel track 1,718 mm
• Clearance:
  • a) front axle 250 mm
  • b) rear axle housings 248 mm
• Load capacity 2500 kg
• Total vehicle weight without load 4505 kg
• Engine type four-stroke carburetor, with bottom valves
• Number of cylinders 6
• Bore 101.6 mm
• Stroke 107.95 mm
• Working volume 5.24 l
• Maximum power at 2500 rpm 95 hp
• Compression ratio 5.82
• The arrangement of the cylinders is vertical, in one row
• Cylinder order 1-5-3-6-2-4
• Number of crankshaft bearings 7
• Camshaft drive gear
• Mixed lubrication system: under pressure and spray
• Oil pump type gear
• Oil system capacity 7.5 l
• Used oil: in summer - autol 10, in winter - lubricating or autol 6
• Cooling system water, with forced circulation
• Fan 4-blade
• Fan drive with V-belt
• Water pump type centrifugal
• Water pump drive gear
• Radiator type tubular
• Cooling system capacity 18.5 l
• Type Carter carburetor, model 429S, inverted type
• The fuel used is gasoline with an octane rating of 70-72
• Fuel priming pump of AS company, diaphragm type
• Combined air cleaner with oil bath
• Fuel filter company "AC", plate type
• Capacity fuel tank 150 l
• Type of ignition system battery
• Primary current voltage 6 V
• Glow plugs from Champion, model QM2; thread size 14 mm

• Single disc clutch, dry
• Gearbox mechanical, three-way, five-speed
• Number of gears 5 forward and 1 reverse
• Transfer case (multiplier) mechanical, two gears
• Rear axles driving, cast, split
• rear axle type fully unloaded
• Front axle drive, cast, split, type of cardan joint of semiaxes "Rcepp"
• main gear bevel gears
• final drive ratio 6.6
• type of differentials bevel
• Gearbox Capacity (with PTO) 6.6 L
• Transfer box capacity 4.0 l
• Capacity of each of the axles (front, rear or middle) 3.3 liters

• Steering type worm and spikes
• Shoe foot brake, with hydraulic drive and vacuum-type servomechanism; on all wheels
• Manual band brake, with a mechanical drive, acts on the rear axle cardan shaft at the transfer case
• Rear bogie suspension longitudinal, semi-elliptical springs
• Front axle suspension longitudinal semi-elliptical springs
• Type of wheels disk, stamped (double on the rear axles)
• Tire size 7.50-20"

• Battery: type SW5-153, capacity 153 Ah
• Voltage 6V
• Generator (brand and type) for old models "Auto-Light", GEW-4806A; for new models "Auto-Light", GEG-5002C
• Power take-off: gear drive reversing gearboxes, the number of gears is two for winding the cable and one for winding
• Winch: PTO drive, 4500 kg cable pull

A total of 219,882 trucks were produced \https://en.wikipedia.org/wiki/Studebaker_US6_2½-ton_6x6_truck\ (of which 87742 are 6x4 modifications with a non-driving front axle \ http://www.autogallery.org.ru/gstuder.htm\) . 187,200 of them were sent and more than 152 thousand delivered to the USSR during World War II under the Lend-Lease agreement \http://www.o5m6.de/Numbers_Foreign.html\; the rest went to other allies, mainly Great Britain \7.088\ and China \more than 3.462\ \7th page 20th line http://lend-lease.airforce.ru/documents/files/Part_3B_pages_1-27.pdf \.

Encyclopedic YouTube

1 / 3

✪ Weapons of Victory part 26. Car ZIS-5

✪ "Student"

✪ The most famous American truck that did not know the USA

Subtitles

History

Studebaker US6 trucks were almost never used by the US Army. This was due to the fact that their Hercules JXD engine did not pass according to the standards accepted at that time, as a result of which Studebaker Corporation lost the competition to General Motors and International Harvester. Therefore, most of the products produced went to other countries. In addition, Studebaker US6s were used by the US Army Corps of Engineers, in particular, were used in the construction of a highway to Alaska. Since 1943, REO Motor Car has joined the production.

The first Studebaker cars arrived in the USSR in the fall of 1941. The Technical Committee of the Main Automobile Directorate (GAU) of the Red Army organized a test of eleven Studebakers (as they began to be called in the USSR), which lasted from July 18, 1942 to May 15, 1943, as a result of which operating brochures and instructions for increasing the load capacity were issued . According to these documents, despite the fact that the Studebaker officially had a load capacity of 2.5 tons, a load capacity of 4 tons was recommended. In 1945, the load rate was reduced to 3.5 tons, although the car could successfully carry loads up to 5 tons on good dirt roads. The car also had a high location of parts that are sensitive to water. As a result, the truck became the main means of transporting Katyusha rocket launchers BM-8-48, BM-13N, BM-13NS and BM-31-12 - the most powerful installations of that time. After the end of the Second World War, some of the vehicles were sent back to the United States in accordance with the lend-lease agreement. The remaining vehicles were operated for some time in the Soviet Army, and also participated in the restoration of the national economy of the USSR.

The disadvantage of the car (compared to the technology of the USSR of that time) was the fact that the Studebaker US6 required high-quality lubricants and fuel with an octane rating of at least 62. Due to the constant overload, the clutch discs and stockings of the rear axles broke. But this did not prevent the use of individual US6 Studebakers in the USSR until the mid-sixties and even until the end of the 1980s, especially since the vast majority of the rest of the Lend-Lease trucks had an even higher degree of compression and consumed even higher octane gasoline.

Cars of this model can be seen in many feature films dedicated to the Second World War and the post-war period. In particular, the scene of chasing Studebaker US6 in the film "Meeting Place" cannot be changed "or in the film" Nobody "wanted" to die became legendary.

Modifications

Specifications

• Speed
  • maximum: 69 km/h
  • average technical when driving on the highway:
    • without load: 40 km/h
    • loaded: 30 km/h
• Temporary fuel consumption rate per 1 km when driving on a highway:
  • empty 0.38 l
  • with a load of 0.45 l
• Range when driving on the highway: 400 km
• Length: 6325 mm
• Width: 2230 mm
• Height:
  • with awning: 2700 mm
  • without awning: 2240 mm
• Base:
  • between the front axle and the middle of the suspension of the rear axles: 4120 mm
  • between the axles of the rear axles: 1117 mm
• Track:
  • front wheels: 1590 mm
  • rear wheels: 1718 mm
• Ground clearance:
  • front axle: 250 mm
  • rear axle housings: 248 mm
• Gross vehicle weight without load: 4505 kg
• Load capacity: 2500 kg
• Engine:
  • engine type: four-stroke carburetor, with bottom valves
  • number of cylinders: 6
  • cylinder bore: 101.6mm
  • piston stroke: 107.95 mm
  • working volume: 5.24 l
  • maximum power: 95 hp With. at 2500 rpm
  • compression ratio: 5.82
  • arrangement of cylinders: vertical, in one row
  • firing order of cylinders: 1-5-3-6-2-4
  • number of crankshaft bearings: 7
  • camshaft drive: gear
• Lubrication system:
  • type: mixed (under pressure and spray)
  • oil pump type: gear
  • oil system capacity: 7.5 l
  • butter:
    • summer: autol 10
    • in winter: lubriquetting or autol 6
• Cooling system:
  • type: water, with forced circulation
  • fan: 4-blade
  • fan drive: V-belt
  • water pump type: centrifugal
  • water pump drive: gear
  • radiator type: tubular
  • cooling system capacity: 18.5 l
• Carburetor: Carter, model 429S, inverted type
• Fuel: gasoline with an octane rating of 70-72
• Fuel priming pump: firm "AC", diaphragm type
• Air cleaner: combined, with an oil bath
• Fuel filter: AS firm, plate type
• Fuel tank capacity: 150 l
• Type of ignition system: battery
• Primary voltage: 6V
• Ignition plugs: Champion, model QM2, thread size 14 mm
• Clutch: single disc, dry
• Gearbox: mechanical, three-way, five-speed
• Number of gears: 5 forward and 1 reverse
• Transfer box (multiplier):
  • type: mechanical
  • number of gears: 2
• Rear axles: driving, cast, split
• Rear axle axle type: fully unloaded
• Front axle: driving, cast, split,
• Type of hinges of equal angular speeds: "Rtseppa"
• Main gear: bevel gears
• Final drive ratio: 6.6
• Type of differentials: bevel
• Gearbox Capacity (with PTO): 6.6L
• Transfer box capacity: 4.0 L
• Capacity of each of the axles (front, rear or middle): 3.3 liters
• Steering type: worm and spikes
• Foot brake: shoe brake, hydraulically actuated and vacuum-type servo mechanism, on all wheels
• Hand brake: belt, mechanically driven, acts on the rear axle cardan shaft at the transfer case
• Rear bogie suspension: longitudinal, semi-elliptical leaf springs
• Front axle suspension: longitudinal semi-elliptical springs
• Wheel type: disk, stamped (double on the rear axles)
• Tire Size: 7.50-20"
• Battery: type SW5-153, capacity 153 Ah
• Voltage: 6V
• Generator (brand and type):
  • for old modifications: "Auto-Light", GEW-4806A
  • for new modifications: "Auto-Light", GEG-5002C
• Power take-off:
  • drive: from the reverse gear of the gearbox
  • number of gears: 2 (for winding the cable), 1 (for winding the cable)
• Winch:
  • drive: from the power take-off
  • cable pull: 4500 kg