ZIL limousines in Sokolniki. From Stalin to Gorbachev

ZIL-111

ZIL-111 on Wikimedia Commons

Total information

Design

Engines

ZIL-111

Transmission

Characteristics

Mass-dimensional

On the market

Other

ZIL-111

- a top-class Soviet car with long-wheelbase sedan, limousine and phaeton bodies, assembled in small series at the Likhachev Plant in Moscow from 1958 to 1967.

A total of 112 copies of all modifications were produced.

Development

Initial period, running prototypes, production launch

Already by the turn of the forties and fifties, the “main” car of the Soviet state - the ZIS-110 - was significantly outdated both externally and technically - it became obvious that in the near future it would not be able to fully perform representative functions, not corresponding to the image of the USSR as a world superpower.

In 1948, the ZIS-110M car was built with chassis No. 5, which was the chassis of the serial ZIS-110, on which was installed a body made in the same style as the production model, but of more modern forms - with a pontoon sidewall, stylistically similar for an enlarged Pobeda or Packard model of 1948. It was just a prototype. At the factory it was sometimes unofficially called ZIS-111, but it was not officially listed under this name anywhere.

In the early to mid-1950s, according to the design of the ZIS designer (since 1956 - ZIL) Valentin Rostkov, the following model was built, already on a new chassis developed by a group of ZIL designers led by A. N. Ostrovtsev (who was also the chief designer ZIS-110), and designated as (according to other information, the first copies retained the chassis of the ZIS-110 model).

It had a more modern body, stylistically a compilation of various elements of American middle and upper class cars of the first half of the 1950s - mainly Cadillac, Packard and Buick. The car had generalized shapes and looked rather inexpressive, without any “zest”. According to various sources, from 2 to 3 copies were built, and mass production was being prepared. In 1956, the car was exhibited at VDNKh (then the All-Union Agricultural Exhibition - VSKhV), without arousing much interest among the public. Moreover, by this time it was already lagging behind the new American models, which by the 1955 model year had sharply changed their appearance.

Realizing this, the plant management put work on the car on a competitive basis. There were many proposals, the most notable were two of them - Rostkov’s “Moscow”, almost ready for serial production, and a project by a third-party designer - Lev Eremeev from GAZ, who had previously worked on the ZIM, and in parallel - on the Volga GAZ-21 and the ZIM-13 project , which later became Chaika. Eremeev’s project was considered more promising, and in 1956 a full-scale model made of plasticine was ready. Eremeev’s competitor, Rostkov, had left the plant by this time, unable to come to terms with his defeat.

Comparison with foreign analogues

ZIL constantly purchased samples of foreign, mainly North American, middle-upper class cars for study. Thus, only during the period corresponding in time to the development of the ZIL-111 and 111G models were the 1950 Buick Roadmaster and Lincoln Cosmopolitan (English) Russian purchased and studied. 1950 (in coupe and convertible bodies), Buick Special (English)Russian. 1953, Cadillac Fleetwood 75 1953, Lincoln Cosmopolitan (English) Russian. 1953 Chrysler Imperial Crown Limousine 1953, Packard Caribbean Convertible 1956, Packard Patrician 400 (English)Russian 1956, 1956 Cadillac Fleetwood 75, 1956 Chrysler Imperial Crown Limousine, 1960 Cadillac Fleetwood 75, Mercury Montclair (English) Russian. 1960 Chrysler Imperial Crown Limousine 1960, Cadillac Fleetwood 75 1961. Subsequently, most of them were transferred for further study to NAMI. This practice allowed the plant staff to constantly keep abreast of the latest trends in American design and technical thought.

The downside of such awareness was sometimes direct adherence to foreign analogues in the choice of technical and stylistic solutions for their own products. As a result, with completely different dimensions and proportions of the body, chassis design and technical “stuffing” in general, the external design of the Eremeevsky ZIL-111 in many ways represented a development of the stylistic theme of the models of the American company Packard of 1955-56, although in a volume that allows one to speak rather about stylizing a foreign model than about copying it. Compared to Packard models, the ZIL was larger in all dimensions, looked much stricter and “squarer”, with straightened forming lines and more complex and detailed decor. It is worth noting that the 1955-56 Packard models themselves, in turn, largely repeated the design of the front body of the Ford X-100 “dream car” presented to the public a couple of years earlier.

At that time in the USSR, according to the tradition that arose during the formative years of the Soviet automobile industry, similarity with a foreign model was perceived as a kind of “quality mark”; in addition, of all the American cars of those years, the Packard objectively looked the most strict and, for its class, perhaps the most modern - in contrast to the modernized bodies developed at the beginning of the decade by Lincoln and Cadillac, which were temporarily “wearing” in the 1955 model year, or even the newly developed Imperial - top models of the Chrysler Corporation.

Subsequently, based on a similar stylistic scheme of fin design, with “visors” over the headlights and taillights and other distinctive features, the same Lev Eremeev would create the appearance of the GAZ-13 Seagull (1958), which outwardly was already very distant from the Packards. . Early developments had a different design, but later it was changed to better suit the 111th ZIL - the flagship of the Soviet automotive industry.

Meanwhile, “at the top” such similarity between large and upper class models was perceived as a kind of violation of the type of executive cars that had been established by that time. If the ZIM was very clearly inferior to the ZIS in terms of dimensions, number of cylinders, external solidity and luxurious finishing, then the Chaika, both externally and in characteristics, was dangerously close to the ZIL-111. Therefore, in 1962, a modification of the ZIL-111G was born with a modified design of the front end, which (according to one version - according to Khrushchev’s wishes) actually imitated the latest Cadillac models, and an inexpressive tail section with four round lights. A similar modernization of the Chaika was never approved.

In general, the stylistic scheme of the Packards of those years did not become particularly widespread even within the American automobile industry (it itself soon merged with Studebaker, for some time produced its models with its own nameplate, and in 1958 it completely curtailed production), which only once again emphasized the similarity of Soviet cars with them, although subsequently Mercury, Lincoln, and Plymouth had a similar or similar design for several model years, as well as a number of European models, for example, the Ford Taunus 17M.

Design features of the project

The design of the ZIL-111 had all the usual attributes of American middle-upper class cars of the mid-1950s: large panoramic windows, a frame chassis with independent spring suspension of the front wheels and spring-dependent rear suspension, a V-shaped eight-cylinder engine (its derated version was installed on the ZIL-111). 130, 131) large displacement - almost 6 liters, an automatic transmission with a torque converter (Imperial's PowerFlite automatic transmission was taken as a model during the design), power steering, a multi-circuit drum brake system with cascade amplifiers, an automatic (electric) window lift drive, and etc.

ZIL-111V

In 1959, the ZIL-111A modification, equipped with a Soviet air conditioning unit, went into production. Externally, it differed from the base ZIL-111 by a much smaller rear window.

In 1960, production of the ZIL-111V phaeton began in small batches. The large seven-seater car had an automatic hydraulic awning and four side roll-up windows in chrome frames that were completely retractable into the doors. The awning, like that of the ZIS-110B phaeton and ZIS-110V convertible, was covered with a decorative leather cover when folded. Two ZIL-111V phaetons for 2015 were used as parade cars in Bishkek (Kyrgyzstan).

Specifications

Since the ZIL-157 received five driveshafts, it was equipped with a 5-speed manual transmission of a complex design. In this form, the transmission existed until the first restyling, which occurred in 1961. And then they removed her 5th gear, which was an overdrive. But initially, the “one hundred and fifty-seventh” received an improved transfer case, compared to the ZIS-151, which was forcibly engaged.

The designer had to take a serious approach to improving the power unit. The fact is that the ZIS was equipped with an engine that was distinguished by high fuel consumption, but at the same time it could not boast of a large margin of safety. In addition, the engine often overheated during prolonged operation. Naturally, the military demanded serious changes. Therefore, the ZIL-157 received a new 6-cylinder unit with liquid cooling. Its displacement was 5.6-liters and produced 104 “horses” and 343 Nm of torque. And to prevent the engine from overheating, it was equipped with a new radiator with a 6-bladed propeller.

The maximum speed of the three-axle truck was not high and was only 65 km/h. And although the car’s appetite had seriously decreased, its consumption could reach 40 liters per 100 kilometers. The type of surface on which the truck moved had a great influence on consumption; the worse it was, the more ZIL-157 consumed A-66 or A-72 gasoline. Taking into account the appetite, the truck was equipped with a pair of gas tanks of 150 and 65 liters.

Modernization

ZIL-111G: front view

ZIL-111G: rear view
Orientation towards the changeable American automobile fashion of the fifties, which was characterized by provocative dimensions, an abundance of chrome decor, multi-color paint, powerful engines and very rapid (every two to three years) updating of the model range, made the ZIL-111 morally obsolete already by the beginning of the sixties, which determined the urgent need for urgent modernization of the car, which was the “face” of the industry and the state.

The result of the modernization was the ZIL-111G. It had the first four-headlight headlight system used on a Soviet car, round rear lights and arrow-shaped side moldings. Air conditioning has become standard equipment on all cars. Changes in the appearance and interior equipment (air conditioning, trim) made the car 50 mm longer and 210 kg heavier.

On the basis of the ZIL-111G, several open ceremonial phaetons were also built, which received the index ZIL-111D. The first copy was assembled in early 1963, followed by a small series, four of which were intended for May Day and October celebrations. According to the AMO ZIL Museum, the total number of ceremonial ZIL-111D phaetons built was eight.

By this time, work was already in full swing at the factory design bureau to create a fundamentally new family - ZIL-114 / ZIL-117, the appearance of which, while maintaining a “pro-American” orientation, was no longer directly related to any foreign analogue.

In total, from 1958 to 1967, 112 vehicles of the ZIL-111 family were assembled - almost 19 times less than its predecessor ZIS-110.

Technical characteristics and design of ZIL-111

Initially, the engineers planned to take the chassis of American products as a basis, and install a body with an updated design on them. It was not possible to implement the idea due to the dimensions of the engine, so we had to make our own changes. The long powerplant of the old generation was replaced with a V-shaped one to reduce the load on the front wheels.

Specifications:

• Length - 6,140 millimeters;
• Width - 2,040 millimeters;
• Height - 1,640 millimeters;
• Ground clearance - 180 millimeters;
• The volume of the power plant is 6 liters;
• Power unit power - 200 horsepower;
• Transmission - automatic;
• Drive - rear;
• Maximum speed - 170 km/h;
• The volume of the fuel tank is 120 liters.

Motor

The new ZIL-111 engine has become one and a half meters shorter due to the two-row arrangement of eight cylinders. Weight was reduced by using aluminum in the production of pistons and reducing the number of crankshaft journals from 8 to 4 (this was achieved by placing two connecting rods on one journal). The volume of one cylinder is 5.969 liters. At 4,200 rpm, a power of 200 horsepower is achieved, which is 60 more than the 110th model.

Power was increased by increasing compression and improving the filling of the cylinders with fuel (the exhaust pipes were shortened, and the cylinder heads were equipped with overhead valves). The use of a new generation K-85 carburetor played an important role in improving power. It consisted of four chambers. They began to work one after another depending on the speed of the transport. This design solution reduced fuel consumption when driving in the city and increased the maximum speed to 170 km/h.

Dimensions

When creating the car, designers tried to reduce the height, but leave the ground clearance the same

Also an important detail was the placement of seats for passengers inside the wheelbase. Lower height improves road holding and aerodynamics at high speeds

The rear sofa has been increased in size.

Power steering

Power steering was added to the ZIL-111 design. This became a novelty for domestic passenger transport. It made turning the steering wheel four times easier. Driving a car with this addition has become easier. The power steering also added comfort - when driving over bumps, no shocks were felt in the steering wheel.

The power steering device included a power cylinder, a control spool and an oil pump, which were connected to the steering mechanism. A double-acting vane oil pump was installed in the front of the engine. A belt drive from the crankshaft pulley was responsible for its operation.

Brake system

It consisted of two systems - foot and manual. Thanks to them, the driver could brake with a minimum braking distance even at high speed. The foot mechanism affected all the wheels. It was complemented by a hydraulic drive with a booster, which reduced the effort required from the driver when pressing the brake pedal. One cylinder was responsible for the operation of the rear pads, and two cylinders were responsible for the operation of the front ones.

VAZ-2106

This is a Soviet-Russian passenger car produced by VAZ from 1976 to 2006. A total of 4.3 million units of this model were produced at various factories during this time, which makes the VAZ-2106 one of the most popular domestic cars in history.

The 2106's exterior was designed using black plastics that were popular at the time, with modified front fascia, rear trunk panel, bumper, wheel covers, side turn indicators, vents and even the nameplate. In the basic configuration, the 2103 engine was used, the displacement of which was increased to 1.57 liters, torque and power increased by 12% - up to 78 hp.

“Six” became the three- and four-millionth car produced by VAZ. For a long time, the VAZ-2106 remained the most prestigious model in the Zhiguli line, being rated as a car of increased comfort and reliability.

Power point

The ZIL-111 engine is atmospheric, carburetor, and runs on AI-93 gasoline.

• The total volume of cylinders is 5969 cubic meters. cm.
• Configuration - V8.
• Number of cylinders - 8.
• Number of valves - 16.
• The valve mechanism is OHV type.
• Cylinder diameter - 100 mm.
• Compression ratio - 9.
• The piston stroke is 95 mm.
• The power supply system is a K-85 carburetor, four-chamber.
• Power - 200 horsepower.
• The material of the cylinder heads is aluminum.
• The cylinder block is cast iron.

ZiS-150: technical characteristics

First of all, it should be noted that while the first prototypes had external originality, an almost complete copy of the “American” - International KR-11 - went into production.

• Cabin capacity is 2 people.
• Dimensions cm – 6.72x2.47x2.18 (length, width, height).
• Wheelbase - 4 meters.
• Track: 1.70 cm – front, 1.74 cm – rear.
• Ground clearance – 26.5 cm.
• Curb weight – 3t 900 kg.
• Total weight – 8t 125 kg.
• The ZiS-120 engine, with a declared power of 90 l/s, is of the carburetor type.
• Engine capacity – 5555 cm3.
• The fuel used is A-66.
• The gearbox is five-speed.
• The maximum speed is 65 km/h.
• Gasoline tank volume – 150 l.
• Fuel consumption – 29 l/100 km.
• Turning radius – 16 m.
• The brake system is drum.

Despite the fact that the ZiS-150 was widely used in a variety of economic sectors of the country, this did not mean that it was successful. Quite the contrary, and the reason for the popularity was the usual lack of choice. At that time there was simply no alternative to the “150th” in its “weight category”.

Salon

Nowadays Russian-made cars are viewed with skepticism. Especially the quality of the finish. But if you look inside a Soviet limousine, you can see how luxurious everything is.

The car interior is decorated with natural high-quality wood. The classic 2-spoke steering wheel is equipped with tilt adjustment. The driver's seat is equipped with various settings. It can be adjusted almost any way you want. The front seats, by the way, are separated by a massive tunnel.

The parking brake is also quite unusual. It is activated by a foot pedal, like on Mercedes. There is an electric window drive (the control keys are located under the panel). There is also a dedicated airflow for them. It’s interesting that even in the 80s, a Soviet-made limousine was equipped with what is now called a 2-zone “climate” - air conditioners were installed inside, one for the driver and the other for the rear passenger.

And ZIL-41047, the photo of which is provided above, boasts an excellent level of sound insulation. After all, the layer of material that provides it is applied 5 centimeters thick.

ZIL-111: technical characteristics

The vehicle's performance and speed met the standards adopted for official transport serving government agencies. The design of the ZIL-111 featured the external attributes of American middle-class models, large windows, fin-shaped rear wings, a low landing and slight imbalances in the ratio of the car's width to its height. The chassis was framed, since the extended wheelbase required increased strength, which a monocoque body could not provide.

Dimensional and weight parameters:

• car length - 6140 mm;
• height - 1640 mm;
• width - 2040 mm;
• front track - 1570 mm;
• rear track - 1650 mm;
• wheelbase - 3760 mm;
• ground clearance - 210 mm;
• curb weight of the vehicle - 2605 kg;
• Fuel tank capacity is 120 liters.

Interesting Facts

Regarding the ZIL-11D phaeton, it can be noted that three cars were made strictly in black. One copy was sent to the GDR, its further fate is unknown. The remaining two limousines stood for a long time within the walls of the plant. The gray-blue counterparts have a more cheerful history; they periodically appeared in parades for a long time.

The phaeton went to Red Square for the first time in 1967 (a parade dedicated to the fiftieth anniversary of the October Revolution). Several cars under the index 114 were prepared for this date, but these government limousines did not make it to the event.

The leader of the USSR, Nikita Khrushchev, gave one phaeton to Comandante Fidel Castro from the bottom of his heart. The ruler of Cuba returned home by plane, and the present took a long time to reach its destination by sea. Upon arrival on the island, ZIL-111 was solemnly handed over to Fidel for use, and the event was led by Ambassador Alekseev from the Union.

Modifications

In 1959, the base model was modernized and received the ZIL-111A index. The car was equipped with the first Soviet automobile air conditioner. In addition, the rear window of the modified version was significantly reduced. This was done for safety reasons and to increase the level of comfort.

In 1960, small-scale production of the phaeton began under the designation ZIL-111V. The huge seven-seater car was equipped with a hydraulically controlled awning. The design of the device was similar to the soft roof ZIS-110B and ZIS-110V.

«>

Design

The car has a classic 40s design - a lot of chrome elements, a long wheelbase and a narrow nose. By the way, the hood was divided into several parts and opened on both sides. The front wings are simply amazing with their massiveness.

Separately, it is worth mentioning about the body. In fact, this car is not a limousine. The ZIS-115 is a four-door sedan that has lost the partition characteristic of limousines. The body itself had a special armor system, with a single shell that was covered with body panels on the outside. The manufacturer himself stated that the vehicle is capable of withstanding direct fire from automatic weapons.

Chassis

ZIL-111 cars are designed for low speeds. According to their purpose, the cars should move in a government motorcade around the city, go to Red Square at the May 9th festive parade, and represent when meeting distinguished guests at the airport. Vehicle use is limited.

Nevertheless, the chassis of the car has a huge margin of safety. This potential is necessary so that the transport serving the top officials of the state does not fail, refuse or fail at the most inopportune moment. The heavy-duty frame chassis of the vehicle carries a multi-link front independent suspension with a torsion bar, steel springs and reinforced hydraulic shock absorbers.

The rear suspension is dependent, on semi-elliptic springs, also with hydraulic shock absorbers. The rear axle, equipped with a planetary gear with a differential, of a continuous design, is connected to the transmission via a two-section driveshaft. The hypoid gearing pair ensures silent operation of the entire rear suspension. The running gear was only audible when moving in reverse.

ZIL-112S engine

The engine is ZIL-111, boosted by increasing the compression ratio, changing the gas distribution mechanism and installing two four-chamber carburetors. The gearbox and clutch, as on previous ZIL sports cars, were taken from the ZIS-110. An additional gearbox with easily replaceable pairs of gears was built into the main gear, which made it possible to quickly change transmission ratios while tuning for a specific track.

photo ZIL-112S

In 1963, a second copy of the ZIL-112S was built, which differed from the first by disc brakes on all wheels, the presence of a safety bar behind the driver’s seat, the wheels being secured with five regular nuts, and a box-shaped air intake on the hood instead of a semicircular one. At the same time, car No. 1 also received a roll bar. That season, V. Galkin, racing ZIL-112S No. 1, became the bronze medalist of the USSR Championship in Group B. In 1964, after the displacement of sports car engines was limited to 3000 cm3, ZIL-112S raced in Formula 5 (free) together with lighter, albeit less powerful, racing cars. In order to minimize weight, exhaust pipes, spare wheels, some electrical equipment, etc. were removed from the vehicles. In 1964, a GAZ-13 engine, boosted to 200 hp, was installed on chassis No. 1. With.; outwardly this was expressed in the absence of exhaust system pipes on the sides. In the 1964 season, G. Zharkov won a bronze medal at the All-Union Championship on chassis No. 2. The following year, a prototype ZIL-114 engine with a power of 260-270 hp was installed on ZIL-112S No. 2. With. G. Zharkov, using this car, became the USSR champion in Formula 5 in 1965. According to unverified data, in 1967 both cars received serial ZIL-114 engines with a power of 300 hp. With. In 1967-1970 on the ZIL-112S, N. Zhdanov (at No. 2), V. Bogatov (at No. 1) and N. Razinchev (at No. 1) set three all-Union speed records in class 10 at a distance of 500 m with a standing start. In addition, in 1969, one ZIL-112S (No. 1) under the control of V. Bogatov was entered into the USSR Championship in the Formula 1 class, but it failed to achieve good results.

Advantages and disadvantages

The ZIL-131 car, like most Soviet vehicles from the 50s to the 70s, has a unique chassis that allows you to create the necessary modifications without unnecessary complications. Technical characteristics allow all systems to operate in the most extreme conditions, demonstrating their reliability. The truck was and is still used not only for military purposes, but also for civilian needs. The appearance of the car also contributes greatly to its current existence, since its simplicity and the presence of everything necessary were attractive both in the years of its creation and now.

A negative quality is the gradual aging of the model. Increasingly higher demands and more complex tasks are emerging. In this regard, in 2002 ZIL-131 was discontinued. Also, running on gasoline makes this car extremely uneconomical, and diesel versions are almost impossible to find. The price issue will be a minus for some, and a plus for others. A ZIL-131 with low mileage and in good condition can be bought within a radius of 160-270 thousand Russian rubles. Various modifications, taking into account the cost of the module, can reach a price of 600 thousand rubles.

Advantages and disadvantages

For its era, the ZIL-164 was certainly a very good car. Its positive qualities, in particular, include the general “good quality” of the design, which provided it with a fairly significant margin of safety, reliability, as well as simplicity and maintainability.

In addition, the ZIL-164 was a universal vehicle. It could be used for a variety of purposes, which was facilitated by the fairly solid carrying capacity of the vehicle, on which a wide variety of equipment could be installed. You can recall, for example, the RS 3L snow removal machine.

Monument to the ZIL-164 car

All these characteristics were appreciated by numerous Soviet motor vehicles. Almost all of them actively used the ZIL-164 even many years after its serial production ceased. A relatively small number of cars were sent for storage.

The disadvantages of this machine are due, first of all, to its obsolescence. The ZIL-164 is slow-moving even for a truck, the conditions in its cabin are truly spartan, although better than those of the first post-war models, the steering requires considerable effort, and the water cooling of the engine can become a source of significant problems in winter. Of course, all these estimates represent a view from the present - in the 60s, drivers were much less “spoiled” than now.

Author of the article:

Fedorov Dmitry

Application of the machine

Government limousines were deployed to ensure the safe movement of the country's top officials, including their work during official international events. In particular, leaders of most foreign states on visits to the USSR and Russia were transported in domestic executive cars.

In Soviet times, providing one of the representatives of the highest party and state leadership with a car of the ZIL-4104 family as a service and personal vehicle was of an extremely prestigious nature, especially emphasizing the belonging of this person to the circle of bearers of the highest power. But after the collapse of the USSR, for the leadership of Russia that gained “independence”, such considerations over time completely lost their relevance. Nevertheless, GON continued to operate the ZIL-41047 until 2008.

An important detail should be noted: the mileage of each government vehicle had a clearly defined limit - 100 thousand kilometers. Upon reaching this indicator, the car’s speedometers were “written off,” accompanied by their complete dismantling. For this reason, so few cars of this class have survived to date.

Overseas prototypes

The new model had more modern lines, the body was copied in parts from several American models of the middle and upper category: Cadillac, Buick and Packard. However, in general, the car’s exterior left much to be desired, the design was not impressive, and it did not have that necessary zest that makes a luxury car stylish and impressive.

A design competition was announced, which resulted in several new solutions. All of them were based on American models of the early 50s. At that time, it was considered good form to copy foreign analogues, but the similarity had to be within certain limits, otherwise the Americans would face licensing claims.

In the end, ZIL-111 was approved, and the car began to be assembled at a separate experimental site. It was decided to create several test samples and then launch the model into a limited series. The main difficulties arose when stamping the tail, since the dimensions of the front and rear wings of the car were beyond the usual dimensions. We had to create exclusive equipment and use it to manufacture external design details.

«>

Literature

1. ZIL-41047 / A. Zharkova. - Moscow: De Agostini, 2010. - T. 44. - 16 p. — (Autolegends of the USSR). — 150,000 copies.
2. ZIL-4104 / A. Zharkova. - Moscow: De Agostini, 2011. - T. 58. - 16 p. — (Autolegends of the USSR). — 125,000 copies.
3. S. V. Kanunnikov.
   Domestic passenger cars. 1896-2000 - M.: Behind the Wheel, 2009. - P. 224. - 504 p. — 3000 copies. — ISBN 978-5-9698-0275-9.
4. Evgeny Konstantinov.
   Time Machine (Russian) // Rolling Wheels: magazine. - 2012. - No. 3. - P. 94-102.
5. I. Nikolaychuk, E. Prochko.
   Top class limousine (Russian) // Modeler-constructor: magazine. - 1987. - No. 1. - P. 12-16.
6. Heavy engineering (Russian) // Rolling Wheels: magazine. - 2012. - No. 1. - P. 44-50.

Specifications

The result of the work of the developers of the ZIL-41047 in terms of technical characteristics was a machine recognized for its class as the longest and most massive in the world of all production models produced at that time. In the traditional version, the car was a 4-door limousine with 7 seats with a wheelbase of 3880 millimeters.

Dimensions and weight

In length, the Soviet ZIL limousine was only seven millimeters behind the world record holder in the entire history of designs of this type - the American Cadillac Series 75, which was produced in the mid-1970s. Dimensional parameters (length, width, height in millimeters) were 6339x2086x1500, respectively.

The vehicle's curb weight is 3335 kilograms. The maximum permissible (total) weight of a conventional model (without armored capsule) was 3860 kg, at which the front axle accounted for up to 1793 kg, and the rear axle - 2067 kg. The weight of specially armored VIP units usually exceeded 5 tons.

Propulsion system ZIL-41047

Engine

Under the hood, the limousine received a carburetor ZIL-4104 V8 engine (V-shaped, 8-cylinder, 16-valve), proven for almost a decade, the volume of which was 7.695 liters. Thus, the combustion chamber of each cylinder was almost a liter in volume, and the compression ratio was 9.3. The cylinder block material was aluminum.

The power of such a power plant was 315 horsepower (232 kW), which made it possible to develop engine speeds of up to 4600 per minute. Peak torque was 608 N/m, which was in the range of 2500-2700 rpm.

The propulsion system was powered by a 4-chamber carburetor. An important element of modernization in relation to its predecessors was the contactless ignition system.

Transmission and suspension

The design retained from previous developments a three-stage hydromechanical transmission and drive exclusively to the rear axle.

The springs reached one and a half meters in length. They were additionally laid with polymer inserts between the sheets.

The peculiarity of this design allowed the “luxury” car to be distinguished by increased smoothness. In addition, the car performed well on gravel surfaces. Ground clearances were quite small: from 17 to 19.5 centimeters.

Transmission and brakes

The three-speed automatic transmission was of the planetary type. The transformation ratio of this device had a value of 2.0. The mechanical stopper made it possible to effectively hold the car when driving uphill.

The brake system was of the disc type and was dual-circuit. Moreover, any of these circuits could operate independently on all 4 wheels. The parking brake was activated using a foot pedal.

Fuel consumption per 100 km

The average estimated fuel consumption per hundred kilometers was 22-23 liters. Such a car was not designed for long-term travel without refueling, since the gas tank capacity was limited to 120 liters of AI-95 fuel.

Maximum speed

When driving on the highway, the car was capable of reaching a maximum speed of 190-200 kilometers per hour (for different modifications). A heavy limousine could accelerate from 0 to 100 km/h in 12-13 seconds.

Armored versions 4105

After the attempt on L.I. Brezhnev in 1969, government limousines began to be equipped with armor. The 4104 family received the first fire-protected transport in 1983. It was developed on the basis of 41045.

The weight of the armored vehicle exceeded five tons. It was based on an armored capsule, the production of which was carried out by a plant in Kurgan. There were no external differences from the standard limousine (despite this, the vehicle was given a new model “4105”). 14 protected vehicles were built on the basis of 41047. Some documents claim that armored capsules with 41045 were installed for six copies, which did not expend their working life.

The thickness of the armor is 8.5 millimeters. This is enough to stop bullets with a heat-strengthened core of 7.62 mm caliber. Tests were also carried out with the Dragunov sniper rifle, from which steel bullets were fired. The test was successful. The armor can withstand a grenade explosion on the roof or under the car. Thickened glass withstood shots. In terms of security, the new model was ahead of all domestic and foreign analogues.