The armored car is made on the reinforced chassis of the MAZ-631708 truck. The armored body is mounted on top of the frame and has the 4th class of protection. The armor protection of glasses and frontal projection corresponds to the 5th class. The bottom is V-shaped and designed to disperse the blast wave.

The “Defender” is equipped with a 294 kW / 400 hp YaMZ-7511 diesel engine connected to a YaMZ-239 gearbox. The maximum speed is 90 km/h. Two fuel tanks with a total capacity of 200 or 350 liters provide a range at least 1000 km at 60 km/h.

The MRAP is designed to carry 16 fully equipped fighters, 14 of which are located in the rear passenger compartment. Boarding is carried out through a hinged door in the rear end of the body with hydraulic drive. There are also swing doors on each side. Gross weight — 19.8 tonnes. It can overcome a steep slope of 30 degrees and a ford depth of 1.5 m.

It can be equipped with various combat modules of various classes, both with conventional and heavy machine guns. The equipment includes air conditioning, video cameras and an automatic fire extinguishing system.

The design is developed on a modular basis, which implies the manufacture of a wide range of unified vehicles for various tasks.

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140 repair plant - Defender originally appeared on TrucksPlanet on Fri, 03 Jan 2020 01:45:10 +0300.

Firstly, the Commander name got MAN F90 trucks of the mid-80s, featuring the most spacious cabs with the richest equipment. The Commander version also survived until the time of the F2000 model, but on the next TGA model it did not appear. But since there are still a lot of people who remember this name very well, it was decided to revive the Commanders, at least in the form of a limited series.

The new Commander Series was shown at the Transport Compleet in the Netherlands as a short-wheelbase delivery van TGE 3.180 and a TGX 28.640 truck tractor. Both models are distinguished by their original two-tone paint scheme and very rich equipment.

The MAN TGX 28.640 Commander Series 6x2 truck tractor is equipped with a 15.2-liter D38 diesel engine with a capacity of 640 hp and the largest XXL cab.

Inside, the limited model is characterized by leather upholstery, a large display of the navigation system and the most comfortable seats. Outside, the Commander Series features black rims, a chrome package and more expensive lighting options.

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MAN - TGX Commander Series originally appeared on TrucksPlanet on Thu, 02 Jan 2020 21:02:36 +0300.

Externally, the truck is very similar to the American International LT. The shape of the cab, sleeping compartment, grille and even the headlights of both trucks are very similar. All lighting is based on LED technology.

The JAC V7 is powered by a 540hp Cummins 540 diesel engine with a maximum torque of 2300 Nm. Transmission is semi-automatic ZF AMT12.

There is a large color display of the multimedia system in the middle of the dashboard. It also displays the information from the navigation system. The driver's seat is equipped with air suspension, ventilation and heating. There is a 1-meter wide berth behind the driver's and passenger's seats.

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JAC - Geerfa V7 originally appeared on TrucksPlanet on Thu, 02 Jan 2020 19:36:47 +0300.

The methanol engine has a capacity of 12.5 liters and was produced by a third-party Chinese company Weichai, but Geely also participated in the development of this unit. Geely representatives say that before the production started, the company's engineers had been researching methanol as a fuel for 15 years. The maximum engine power is 460 hp, it is equipped with turbocharging, intercoolers, EGR, three catalytic converters and other systems. Resource of the methanol engine is 1 million kilometers.

The use of methanol as fuel has two advantages — it is much cheaper than diesel fuel and at the same time gives a more environmentally friendly exhaust. It is alleged that the operation of the M100 costs at least 18% cheaper than a similar truck with a diesel engine. Methanol is produced primarily from wood waste or coal. The Yuan Cheng M100 engine meets the strict Euro 6 environmental standard.

Methanol also has significant drawbacks. Firstly, there is no network of fuel stations. Therefore, transport companies that bought the M100 will have to stock up on methanol tanks — the price in China is 2,500 yuan per ton. Secondly, methanol is the most dangerous poison, that is, to refuel the truck with such fuel you will have to undergo special safety training. Ingestion of 10 ml of methanol leads to blindness, and 80-150 ml leads to death.

The Yuan Cheng M100 will be available in three versions — standard, “mountain” (for operation in high altitude conditions) and regional (for long-distance transportation).

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Yuan Cheng - M100 originally appeared on TrucksPlanet on Sun, 18 Aug 2019 00:46:39 +0300.

The engine range remains largely unchanged. The diesel engines provide up to 419 kW / 570 hp, and the climate-friendly alternative is still the up to 338 kW / 460 hp LNG natural gas models available. In redesigning the cab from the ground up, IVECO has taken every opportunity to deliver cost savings and productivity gains to the benefit of the owner’s profitability. The new design optimises aerodynamic performance, further increasing the vehicle’s fuel efficiency by up to 4%.

Every detail of the cab exterior has been studied with care to minimise air resistance. The new roof is perfectly integrated into the front end of the vehicle, presenting a flat surface that minimises drag. Even the retractable front step that provides easy access to the windshield completely disappears when not in use. The front grille with high radius corners and side fins, the integrated headlights, the new bumper design with integrated deflectors, together with the new design of the wheel arches, create flowing lines that optimise air flow – and make a statement with a distinctive style.

The new design of the IVECO S-WAY cab has taken every opportunity to deliver cost savings with features such as the new multi-piece bumper, which in the event of damage only requires replacement of the affected piece instead of the whole bumper. The front axle has been fine-tuned to reduce braking distances by 15%, further enhancing overall safety.

The revised infotainment system has DAB radio, a hands-free function and the integration of Apple Car-Play, a truck-specific navigation system and a voice control. Nevertheless, it is noticeable that fundamental innovations are missing, a consequence of the continuing use of the technical architecture of the predecessor. Thus, the driver continues to look at conventional analogue instrument panel, and the touch screen of the multimedia system is at 7 inches for today's standards rather small. Innovations such as the rear view cameras of the new Mercedes Actros are not to be admired on the Iveco S-Way.

The central tunnel is still preserved, but is not as high as on the predecessor. With the redesigned roof, Iveco now promises a standing height of 2.15 meters in the center of the cabin. In the upper area at the rear of the cabin, the usable width has been extended by 35 centimeters. The driver's seat can be adjusted over a wider range than before, the new multifunction steering wheel is flattened at the bottom and thus provides additional space. The basic cabin layout with the large, driver-facing center console is retained, but the design has been modernized.

Finally, there is a new networking concept with the “Connectivity Box”, which lets the Iveco S-Way go online. For example, as known from modern cars, software updates can be downloaded directly over the Internet and service technicians can initiate remote diagnostics of vehicle technology. At the same time, the system allows the collection of all relevant driving data, makes suggestions for improving the efficiency of the driver and provides the logistics in the home base with all necessary data for effective fleet management.

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IVECO - S-Way originally appeared on TrucksPlanet on Sat, 17 Aug 2019 22:50:57 +0300.

There aren't a lot of differences with the military version. MZKT 741351 received a non-armored cabin, there is lack of brackets for personal weapons and a lockable closet for backpacks inside. The hatch was left, but it has no fasteners for the machine gun. Color is also civilian — branded black and white.

MZKT 741351 is equipped with a 6-cylinder Caterpillar C18 marine turbo diesel engine with a power of 812 hp, as well as an Allison M 6620 AR automatic transmission with electronic control (the number of gears forward / backward is 6/2). Both the engine and gearbox are made in the USA.

The road train consists of a semi-trailer and a trailer. It can carry up to 136 tonnes of cargo at a time, and its GCVW reaches 211 tonnes. The curb weight of the tractor (without a semi-trailer and trailer) is about 29 tonnes. It is assumed that the main buyers of the new model will be oil and gas and large construction companies.

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MZKT - 741351 originally appeared on TrucksPlanet on Sun, 21 Jul 2019 17:13:36 +0300.

The KrAZ-7634NE chassis is equipped with a 460 hp diesel engine with a maximum torque of 2500 Nm. It is combined with an automatic transmission. Unlike civilian versions, the military modification received the original armored cabin, located in front of the engine. In the center of the chassis is the cabin for the operator of the launcher, and in the back — the launcher for 4 missiles.

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KrAZ - 7634NE originally appeared on TrucksPlanet on Sun, 21 Jul 2019 16:47:01 +0300.

“The DC-64R is the direct result of the requests, insights, data, and guidance we received from many waste haulers across the industry,” said Autocar President James Johnston. "We could not have engineered a truck this good without all their feedback that resulted in innumerable improvements. We’re grateful for their help and proud to bring to this market a truck that is honestly customer-built.”

The cabin for the DC-64R was designed by Autocar. “The workspace of the cab maximizes productivity for drivers,” explained Managing Director Eric Schwartz. “From the biggest guys to petite women, with everything visible and within easy reach. The cab also easily fits three, so work crews can get to and from their routes comfortably. Our raked windshield provides exceptional visibility for safety. And the interior uses authentic materials like a full steel structure inside the dashboard and aluminum sheets as dash panels. Even the interior door handles are aluminum tubes, not plastic. The totally new cab structure is built from a combination of steel, judiciously chosen aluminum components, and corner castings to withstand years of refuse abuse.”

The Autocar DC-64R is the first truck ever built with frame rails made from ultra-high-strength 160,000 PSI steel. According to the company, this design is 24% stronger and lighter than the rails of other trucks on the market. This is extremely important even for a garbage truck, because losing weight can increase the loading capacity.

“One of the things we’re proudest of is our totally upgraded electric system to resist the worst the garbage business can dish out," Johnston said. “The DC also brings our customers the Autocar Always Up display, with one-touch diagnostics. It actually tells the operator or technician what fault has occurred and shows them how to fix it.”

The DC-64R is offered in a wide range of modifications. The standard version has a 6x4 three-axle chassis, it is equipped with a 9.0-liter Cummins L9 turbodiesel (260 to 450 hp). The top version has an additional axle in front of the leading axles. It is equipped with a 12.0-liter Cummins X12 (500 hp). Transmission is Allison automatic.

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Autocar - DC-64R originally appeared on TrucksPlanet on Sat, 20 Jul 2019 22:03:20 +0300.

Mack Trucks showed the LR BEV battery-electric refuse truck at the WasteExpo 2019 in Las Vegas. The truck has a built-in electrical powertrain consisted of two 130 kW electric motors, which together produce 496 hp (continuous power 349 hp) and 5500 Nm of torque from zero rpms. It is also equipped with a two-speed Mack Powershift gearbox. Energy comes from four NMC lithium-ion batteries.

“New York City, and DSNY in particular, is a world leader when it comes to testing the latest technologies to help us reduce our environmental footprint,” said New York City DSNY deputy commissioner Rocky DiRico. “We’re proud to be the first Mack customer to test this exciting new technology, and we look forward to continuing to work with Mack throughout this project.”

The company claims that refuse operations are ideal for electric trucks, as they follow predetermined routes and return home after every shift. Frequent starts and stops provide significant regenerative braking for energy recovery.

To the gallery |

Mack debuted electric-powered LR BEV refuse truck originally appeared on TrucksPlanet on Tue, 09 Jul 2019 14:39:07 +0300.

In 2019, CityFreighter showed its first prototype — the CF1 electric truck. It is an ultra-low floor medium duty last mile delivery van with a keyless entry system and modern design. The CF1 is also equipped with a Tesla-style navigation screen. Load capacity of CityFreighter CF1 is 2.4 tonnes, GVW is 5 tonnes. Range is 100 miles (160 km).

“It isn’t simply enough to change the combustion engine and put in an electric motor,” said Michael Schoening, president of the clean tech startup CityFreighter. “Nobody is buying an electric truck because it’s electric. You have to show that you’re saving operations costs, so one of our main focuses is a very driver-, customer-oriented design.”

According to Schoening, people involved in delivery spend time loading and unloading goods using a special lift, which is only necessary because the floor of the truck is too high. Electro-pneumatic suspension allows CF1 to go down to the minimum level in automatic mode. The loading height in the lower position will be only 17 inches (430 mm), whereas at Mercedes-Benz Sprinter it will be 21 inches (530 mm).

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CityFreighter - CF1 originally appeared on TrucksPlanet on Mon, 24 Jun 2019 23:43:33 +0300.

The name "Tre" comes from Norwegian and stands for the number "three". Nikola Motor Company has selected the Norwegian hydrogen company from Oslo, "Nel Hydrogen", which will provide the necessary technological knowledge for the infrastructure. The Norwegians and their technologies are among the leading suppliers in the field of hydrogen.

"We will work with Nel to secure resources for our European growth strategy and we have a lot of work to do, but we can do that with the right partners," said Kim Brady, CFO of Nikola Motor Company. The Tre is to be charged at special hydrogen stations, which are to be installed in Europe from 2022 onwards. Between 2,000 and 8,000 kilograms of hydrogen are to be produced per station per day. In the US and Canada, more than 700 hydrogen stations are to be built by 2028.

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Nikola - Tre originally appeared on TrucksPlanet on Mon, 24 Jun 2019 23:00:07 +0300.

“It seems like a logical choice,” said Sam Abuelsamid, an analyst with Navigant Research. “Armored trucks operate mostly in urban areas. So, they don’t need a huge amount of range. Electricity makes a lot of sense in reducing costs and emissions.”

“Electric vehicles make a lot of sense for cash-in-transit companies,” said Dakota Semler, chief executive of Xos. “They do a lot of idling in city centers as money is loaded in and out of the vehicles.”

UPS has become another company that has already started testing SV01 Class 6 electric vans. They are using vans with range up to 100 miles (160 km).

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Xos - SV01 originally appeared on TrucksPlanet on Sat, 08 Jun 2019 23:26:42 +0300.

Nikola Two received the eAxle electric drive, developed in collaboration with Bosch. This is a revolutionary design that combines the electric motor, electronics and transmission in a single unit. The energy for the eAxle electric drive will be generated by the hydrogen Fuel Cells, another joint development by Nikola Motor and Bosch.

The total power of such a power plant is up to 1000 hp, and torque — up to 2700 Nm. The range — from 800 to 1200 kilometers, and it will take only 15-20 minutes to refuel. The network of hydrogen filling stations will be created by Nel ASA.

Innovative power plant provides several advantages. For example, Nikola Two accelerates twice as fast with a full load than a conventional diesel truck (0-96 km/h in 30 seconds), and the power plant itself weighs less than a diesel engine, which made it possible to raise the load capacity. Braking using electric motors is activated in just 10 milliseconds — much faster than the usual air brakes.

The cabin itself looks curious. The doors are in the back, which makes the driver and passenger boarding as simple as they are taking a long-distance bus. There is a 13-inch digital instrument panel in front of the driver, and a 17-inch color touchscreen is located slightly to the right. Rear view cameras are used instead of the usual rear-view mirrors.

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Nikola - Two originally appeared on TrucksPlanet on Sat, 18 May 2019 21:56:53 +0300.

Each DAF XF High Performance will receive a gray-gold painting, new side skirts with air intakes imitation, a decorative exhaust nozzle and a lip under the bumper.

Inside of the special DAF XFs we'll find a unique leather trim, made in the style of sports cars, such as Audi RS6 or BMW M3 and plastic inserts with carbon imitation. There are two engine options available: Paccar MX-13 480 jp and MX-13 530 hp.

DAF XF High Perfomance was developed by Bakker Bedrijfswagens, the official dealer of DAF in the Netherlands with nine offices. A few years ago, the company planned to import Kenworth trucks to Europe.

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DAF - XF High Perfomance originally appeared on TrucksPlanet on Fri, 17 May 2019 22:45:07 +0300.

Dutch rally driver Eimbert Timmermans has been involved in rally raids around the world on DAF racing trucks for several years. By the season of 2019, he is working on a brand new bonneted racing truck. It is based on a DAF CF chassis with an engine shifted closer to the rear axle. The huge air intake for cooling the power unit is well visible on the photos. With this layout, Eimbert tries to achieve the perfect weight distribution for his racing truck.

The spectacular bonneted DAF truck has the cab panels of the Foden Alpha, but the hood with a strange grille was made from scratch. The debut of the new truck was expected at the rallyraid Marocco Desert Challenge 2019, but it did not appear there.

Dutch rally driver is working on a bonneted DAF truck for rallyraids originally appeared on TrucksPlanet on Fri, 17 May 2019 22:23:57 +0300.

The US Army organized a tender for the supply of HDT in June 2017 to replace outdated M917 military trucks. The contract concluded with Mack Defense in May 2018 allows Mack Defense to produce armored-ready or armored dump trucks with guaranteed supplies until May 2025.

“We have had regular meetings with our U.S. Army partners in preparation for the PVT phase of the contract, and we look forward to providing a tough, dependable truck that will meet their requirements,” said Jack Terefinko, HDT program manager for Mack Defense.

Based on the Mack Granite civilian model, Mack Defense engineers optimized it for the needs of the army, turning it into the M917A3. With heavier-duty rear axles, all-wheel drive and increased suspension ride height, the M917A3 is capable of meeting the demanding payload and mobility requirements set by the U.S. Army HDT program.

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Mack - M917A3 originally appeared on TrucksPlanet on Tue, 26 Mar 2019 23:46:24 +0300.

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MZKT - 692250 originally appeared on TrucksPlanet on Tue, 26 Mar 2019 19:15:10 +0300.

The Ram Chassis Cab brings a class-leading 35,220 pounds (15,975 kg) of towing, a payload of 12,510 pounds (5,674 kg), and Gross Combined Weight Ratings (GVW) of 43,000 pounds (19,504 kg). Ram Chassis Cab trucks are available in 3500, 4500 and 5500 configurations, representing Class 3, 4, and 5 GVW ratings respectively.

There is an updated 6.7-liter inline six-cylinder Cummins turbo-diesel under the hood, which develops 360 hp and 800 lb-ft (1083 Nm) of torque. The company reports that it is the highest torque available in classes 4 and 5.

The updated cylinder block is made of compacted graphite iron. Such material increases durability and reduces vibrations. In addition, it helps to reduce weight by 27 kg over the previous-generation engine. The updated turbodiesel is also equipped with new exhaust valves and springs, as well as new oil pump and water pump with lightweight-aluminum housing. In addition to Cummins turbodiesel Ram Chassis Cab can be equipped with a 6.4-liter HEMI V8 with a capacity of 410 horsepower and 429 lb-ft (581 Nm) of torque (370 hp on 4500 and 5500).

The Ram 3500 Chassis Cab engine uses Fuel Saver Technology cylinder deactivation to increase fuel economy. The standard transmission is an eight-speed automatic TorqueFlite 8HP75 — the first eight-speed automatic in the segment. The Ram 4500 and 5500 chassis are equipped with a six-speed automatic transmission as standard. Ram 3500/4500/5500 Chassis Cab with a Cummins turbo diesel engine are equipped with a six-speed automatic transmission Aisin AS69RC with electronic control.

The new Chassis Cab line uses the same cab as the lighter Ram 2500 and 3500 HD. They have four different styles of grille, three variants of headlights and an aluminum hood.

The interior is the same as in the 2019 Ram 1500 pickups, including the 12-inch touchscreen display Uconnect 4C NAV, the highest quality materials and new technologies. Ram Chassis Cab is the only truck in the segment that offers adaptive cruise control, direct collision warning, automatic emergency braking (AEB) in all trim levels.

The Ram Chassis Cab can be ordered with one of four frame length options, measured in inches from the cab to the rear axle (CA): CA 60, CA 84, CA 108 and CA 120. They are also available in four trim levels: Tradesman, SLT, Laramie and New Limited.

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RAM - 3500 / 4500 / 5500 Chassis Cab originally appeared on TrucksPlanet on Mon, 18 Mar 2019 01:03:29 +0300.

The American company Western Star Trucks, which is a part of Daimler AG, has presented an updated version of the Western Star 4700 Series truck. The 4700 Series is the most popular in the Western Star's range. The model have been producing since 2011. The 6x4 trucks have GVW from 24 tonnes. They are produced as a bare chassis (for various superstructures) and tractor.

This year the trucks got major technical improvement. The newest 11.9-liter Cummins X12 turbodiesel has the power range from 350 to 500 hp depending on the modification, and the torque from 1700 to 2300 Nm. Old engines in the list are still available: 9.0-liter Cummins L9 and a 13.0-liter Detroit DD13. The advantage of the Cummins X12 is its lightweight design, which increases the load capacity and economic efficiency of the trucks.

Another important innovation of the 4700 is the new automated Detroit DT12 gearbox. It has a hill climb assistance function and a clutch control system. The new gearbox provides a smoother ride. With this upgrade the Western Star 4700 Series has got new high-comfort mattress, a lane keeping function and an automatic braking system.

Western Star has updated the most popular 4700 Series originally appeared on TrucksPlanet on Fri, 08 Mar 2019 23:47:51 +0300.

Yamal V-4 is specially designed to transport people and goods in the conditions of broken roads and offroad on over-wetted and weakly bearing soils of taiga and tundra. Perfect offroad ability on the delicate tundra surfaces is provided by special wheels with ground pressure of 300 g/cm2. Thanks to this, the Yamal V-4 can be a more effective replacement for tracked vehicles, which are currently the main transport in the northern regions of the country.

The six-cylinder diesel engine YMZ-536-30, which produces 310 hp and 1240 Nm, is used as the power unit. It is connected to a semi-automatic gearbox, which has 4 speeds forward and 4 speeds backward. ATVs are equipped with Belarusian-made cabins from MAZ-MAN trucks, although the plant used to buy KAMAZ cabin modules.

In the beginning of 2019, YamalSpetsMash showed a special version of the Yamal V-4V A-20, which received a passenger body. It has already been handed over to the customer in Kamchatka.

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Yamal - V-4 originally appeared on TrucksPlanet on Fri, 22 Feb 2019 20:43:34 +0300.

The electric Peterbilt 220EV is powered by two TransPower batteries with a total capacity of 148 kWh and a Meritor Blue Horizon two-speed drive. The range is up to 100 miles (160 km). It takes only one hour to fully recharge the truck using fast charging stations. This makes it an ideal option for urban operations (such as collecting garbage).

“Peterbilt has been at the forefront of truck electrification, and adding the medium duty platform to our electric truck line-up was a natural evolution of our development plan. We will now have trucks in the three applications where electric powertrains may have a return on investment for our customers.” said Peterbilt General Manager Jason Skoog.

Peterbilt will begin delivering the 220EV in the summer of 2019 and will put a total of six in to service this year with a major customer.

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Peterbilt - 220EV originally appeared on TrucksPlanet on Sun, 17 Feb 2019 22:24:21 +0300.

The capacity of Ecotorq engine is 9 liters. It has a torque of between 2,300 and 2,500 Nm. The changes in the design included a high performance transmission, independent suspension, new front bumper design and maximum speed adjustment at 140 km/h. Both vehicles will wear Bridgestone pneumatic tires that specially manufactured for this type of off-road competition.

"Our rally trucks are redesigned, factory-produced vehicles from Ford Trucks", the official website says. "All of the modifications are made by the VDR Truck Racing Team, powered by Ford Trucks. A dedicated team of volunteers has worked hard to achieve one common goal: to compete successfully in the Dakar Rally 2019 and obtain our high ambitions for the race. Of course this is not a one-year project. Nonetheless, we strive to become eventually a leading competitor in this particular truck class overall".

Both trucks are finished in Dakar 2019. The experience after the race will be used to prepare trucks for the next Dakar 2020.

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Ford - Cargo VDR Truck Racing originally appeared on TrucksPlanet on Sun, 10 Feb 2019 01:03:09 +0300.

Maximum permissible load on the first and second axles is 18 tonnes, and on the rear trolley is 32 tonnes. The axle are Hande (made in China). Permissible load on the fifth wheel coupling is 30 tonnes.

Hunt MS410 is equipped with a 500-hp Weichai WP13.500E501 turbodiesel, which is combined with a 6-speed Xi'an FC 6A250 automatic gearbox and ZQC2000-52Y transfer case. Everything is made in China. The truck has cross-axle differentials of all axles and axle differentials ofr the second and third axels.

The cabin with a high roof and a sleeping compartment was taken from the MAZ 6430 truck, but the fiberglass front mask has own design, similar to the Model 8051S.

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Khant - MS410 originally appeared on TrucksPlanet on Sun, 27 Jan 2019 14:22:30 +0300.

MAZ 6440RR used the chassis of its predecessor — MAZ 5309R with cab over the engine. The cab was taken from regular MAZ 5440, and the fiberglass front end is almost identical to what we have already seen on the MAZ 6440RA prototype. A closed cargo compartment with a variable height roof is a lightweight construction of sandwich panels.

The bonneted layout is a new trend for offroad racing trucks. First, this solution reduces the load on the front axle and optimizes handling. Second, it reduces vibroacoustic and physical loads on the crew.

“We tried to create one of the most beautiful sports trucks in history. It is not only powerful and maneuverable, but also looks impressive. Attention is guaranteed to him during long rally raids which in turn will make it possible to promote MAZ brand in the world”, — said Sergei Vyazovich, head of the MAZ-SPORTavto factory racing team.

Overall dimensions of MAZ 5440RR are 7050х2550х3400 mm. The wheelbase is 4.3 m. Curb weight of the truck with spare wheels and crew is 9.6 tonnes. It is fitted with a 6-cylinder Gyrtech G-13 turbodiesel with a capacity of 960 hp, which works together with an Allison 1000 automatic transmission and ZF transfer case. The same combination is used on the previous racing trucks MAZ 5309R. Shock absorbers are Reiger, bridges are SISU. The fuel tank holds 1000 liters. The maximum speed is 140 kph.

6-7 specialists were involved in the development of the racing truck, however, additional resources were used to assemble it. If the truck shows itself well on various rally raids during 2019, it will be sent to the most important event — Dakar 2020.

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MAZ - 6440RR originally appeared on TrucksPlanet on Sun, 20 Jan 2019 22:46:18 +0300.

Its predecessor, the AMO 3 , was distinguished by a relatively small carrying capacity (2500 kg) with an excess own weight (2840 kg). It had lack of power and resource of the engine. Therefore, soon there was a question about its radical modernization. The updated truck was called ZIS 5. It received an updated engine of increased volume (5.55 liters instead of 4.88 liters) and more power (73 hp instead of 63 hp), a completely redesigned gearbox, single prop shaft, mechanical brakes (instead of the former hydraulic system). In addition, ZIS 5 differed from its predecessor in the design of the radiator, the fully enclosed driver's cab and the new instrument panel.

ZIS 5 trucks not only entered the national economy and the Red Army, but were also delivered abroad: to Turkey, Iran, and Spain. ZIS 5 was the first Soviet car, which was quite actively exported.

In 1941, a new modification ZIS 5A was launched in the series, which had a body with high sides. These trucks were intended exclusively for the Red Army. In connection with the evacuation of the plant to the east of the country in the fall of 1941, production of ZIS 5 and all its modifications in Moscow was discontinued. A total of 336,728 copies of ZIS 5 were produced, including 41,242 vehicles in the form of chassis for installing special bodies.

In 1942, producing of ZIS 5 was restarted in Ulyanovsk, then in Moscow, and in 1944 production was moved from Ulyanovsk to Miass where a simplified military version ZIS 5B was produced.

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ZIS - 5 / 5A originally appeared on TrucksPlanet on Sun, 06 Jan 2019 01:40:42 +0300.

The first manufactured copy of the AMO-3 was presented to the newspaper 'Pravda'. The remaining trucks from the first industrial batch were handed over to the Proletarsky District Communist Party of the Soviet Union of Moscow, the Supreme Economic Council, the All-Russian Central Council of Trade Unions and Moscow Dinamo and Sickle and Molot plants.

AMO 3 had a number of differences in comparison to the American truck. For example, the rear axle case was updated to increase the ground clearance under the driving axle to 260 mm. New stamping presses influenced the shape of the front fenders, which have become more sophisticated and beautiful. The outdated magneto was replaced with a battery ignition. AMO 3 also got a new type of mounting the headlights: they began to be installed on a single transverse crossbar located between the front wings.

A great achievement of the Russian factory was production of a six-cylinder inline engine based on the American Hercules WXB engine which was used on Autocar (AMO 2). In this case, all the dimensions of the engine had to be converted from inches to millimeters.

In 1931, the first AMO 3 trucks went to a trip between Moscow and Leningrad, the results of which were called brilliant in the press. In 1933, four AMO 3 trucks took part in the All-Union test run, better known as the Karakum motor rally, and proved to be perfect. A total of 33,719 AMO 3 trucks were made.

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AMO - 3 originally appeared on TrucksPlanet on Sat, 05 Jan 2019 01:21:41 +0300.

At the beginning, the new trucks were assembled at the Moscow Automobile Plant from the US parts except for cabs and cargo platforms, which were made in by their own. The trucks were named AMO 2. The parts weren't sent by The Autocar С°, the manufacturer of automobiles, but by the suppliers of components for them (The Autocar С° was a typical assembly plant with almost zero production of its own): engines — Hercules, frames — Parshee, clutches — Long, gearboxes — Brown-Lipe, steering gears — Ross, drive shafts and hinges — Spicer, front and rear axles — Timken, wheels — Budd, hydraulic brakes — Lockheed.

Soviet plants were not accustomed to working with so many suppliers, and this created confusion since very often the parts in different batches differed significantly from each other in design and characteristics, and their arrival was extremely uneven. As a result, AMO did not manage to debug the assembly of the same type of trucks, even within the same model.

In addition, trucks accepted for production without any tests and operating experience had many inherent flaws which immediately appeared in different problems. For example, the Timken drive axle had not enough ground clearance under the crankcase (only 260 mm). In addition, it required changes in the driveline and drive brakes, because unlike the hydraulic brakes of the Autocar drive axle, the Timken axle had a mechanical drive. As a result, AMO 2 received two brake systems — hydraulic in the front and mechanical in the rear.

In 1930-1931, 1521 flatbed trucks AMO 2 and 109 chassis were assembled, in total — 1630 units.

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AMO - 2 originally appeared on TrucksPlanet on Thu, 03 Jan 2019 16:54:06 +0300.

The prototypes made in 1972 differed significantly among themselves. KamAZ 4310 was equipped with a cabin with a sleeper compartment and standartized army platform without opening sides. KamAZ 43101 had a short day cabin and a cargo platform with opening sides. Later, a short cab and a platform with opening sides would become standard equipment for all KamAZ 4310. The prototypes built in 1973 had the same cargo platforms, but differed by the cabins: versions with short day cab were now designated KamAZ 4310, and with a sleeper compartment — KamAZ-43102. In addition to them, the same year, a prototype of a KamAZ 4410 tractor was built.

Factory tests showed a number of significant flaws. Therefore, in 1974, prototypes of the third experimental series were built: KamAZ 4310, KamAZ 43102 and KamAZ 4410. And finally, in 1975, a new series of three KamAZ 4310 trucks and one KamAZ 4410 tractor was made specifically for the governmental tests.

In total, 13 prototypes of all-wheel drive KamAZ vehicles in various modifications were built by ZIL. Their testing ended in 1979, after which all the documentation was transferred to the Kamsky Plant for the organization of mass production.

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KamAZ - 4310 originally appeared on TrucksPlanet on Wed, 02 Jan 2019 02:03:28 +0300.

In December 1973, according to the revised technical documentation, the second experimental series of road trains was built, which now consisted of two KamAZ 2E55102 dump trucks and trailers for them. During road tests the feasibility of aggregating in the field conditions of agricultural road trains with various combine harvesters and machines was mainly determined. Strength tests of vehicles were carried out on the 100 km cobblestone road Uglich-Rybinsk.

Another pair of prototypes was built for the government tests in 1974. The vehicles received positive ratings from the commission and were recommended for mass production which was started in 1980 at the Neftekamsk plant of dump trucks (NZAS).

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KamAZ - 55102 originally appeared on TrucksPlanet on Sun, 30 Dec 2018 23:52:06 +0300.

The main advantage of such a road train was that its axial loads did not exceed 6 tonnes, and it could be operated with full load on all types of roads of the Soviet Union without exception. At the same time, payload of this combination (13.5 tonnes) was higher than that of the heaviest dumper of the USSSR — the KrAZ 256B (12 tonnes).

The first KamAZ E54101+GKB 9575 prototype was made in the 4th quarter of 1972 for factory tests. In contrast to KamAZ 5410 it was equipped with a short daycab and a gear pump NSH 46UN was installed on the PTO to drive a hydraulic equipment of the trailer. In 1973 two modified KamAZ 2E54101+GKB 9575 prototypes were built to continue the factory and road tests.

A year later, two new prototypes were manufactured for the government tests, which were successfully passed, despite fair criticism regarding the stability of the dumper during unloading. The fact is that for normal unloading it was necessary to choose very flat sites, which in construction conditions it was difficult to realise. But the main argument against the mass production of such road trains was the fact that they had very limited use, and therefore their mass production was considered impractical.

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KamAZ - 54101 originally appeared on TrucksPlanet on Thu, 27 Dec 2018 00:38:07 +0300.