Note that the first foreign component that was registered on a Russian sports truck was a British-made clutch, although further KAMAZ used more and more imported parts ... For example, the next generation of racing trucks (already two-axle!) Received an American Cummins engine with a capacity of 520 hp ... However, when the Yaroslavl engine builders proposed the YaMZ-7E846 power unit, the KAMAZ employees chose the Russian turbodiesel: it conquered low revs and good performance on low-grade fuel.
With such an engine, the mid-engined KamAZ-49252 brought the KAMAZ team to the victorious podium of the Paris-Moscow-Beijing marathon and allowed them to win the golden Berber in the Dakar 96. But then the truck was again implanted with a new heart: a 12-cylinder with a capacity of more than a thousand horses "! On" Dakar "98" such a "KamAZ" performed unsuccessfully, because the huge power could not "digest" the transmission ... This prototype was the last Kama truck, where the engine was located in the middle: the new rules of marathons forced engineers to hastily create and test a new car - "KamAZ-49256".
After the model 49256, created in a hurry, the unique KamAZ-4911 Extreme appeared - a machine that had no analogues in terms of cross-country ability, maneuverability and dynamics. "Forty-nine-eleven" managed to be dubbed "the flying truck": this monster, pushing off from natural jumps, effectively took off above the ground! In its debut 2003, the high-speed heavy cargo retained victories in the Cup and Championship of Russia, the rally "Desert Challenge", "Khazar Steppes", "Cappadocia", and most importantly - the gold and bronze Berbers "Dakar". Can you think of a better car? "Can!" - answered KAMAZ.
In 2007, the current generation of sports trucks, KamAZ-4326-9, was born. This sports truck has a Russian YaMZ engine-7E846 with a volume of 18.47 liters. At the stand, the V8 turbodiesel develops an impressive 830 hp. power and 3500 Nm of torque. However, the Yaroslavl turbo monster is not ideal: firstly, it is gluttonous (in a race, the engine consumes more than 100 liters of diesel fuel for every 100 kilometers of run), secondly, it is massive (1400 kg), and thirdly, it has a modest resource - the engine takes about 30 thousand racing kilometers.
The rest of the mechanical stuffing of the trucks of the Kamaz-Master team is a composite hodgepodge of domestic and imported units: clutch - English SACHS, gearbox - German 16-speed ZF, transfer case - Austrian Steyr, cardan gear - Turkish Tirsan Kardan. If earlier heavy KAMAZ bridges were installed, now racing trucks received Finnish Sisu bridges, however, instead of standard disc brakes, domestic drum brakes were mounted (brake drive from the Belgian company Wabco). Tires - Race Proven Michelin 14.00 R20XZL.
By the way, the car of the seven-time winner of the Dakar, Vladimir Chagin, differs from the rest of the trucks of the “blue armada”: if the “ordinary” racing KamAZ costs about 200 thousand euros, then the cost of a 900-strong Chagin car is 680 thousand euros! Where did this difference come from? Of all the trucks created by the Kamaz-Master team, this one is the lightest and fastest: the maximum speed is 180 km / h, and acceleration to 100 km / h takes less than 10 seconds. But visually, Chagin's car differs only in small xenon headlights, as well as in the cabin, which is shifted forward as much as possible.
What will happen next? Most recently, KAMAZ employees tested American Cummins engines, but so far there is no alternative to the Yaroslavl engine. The team's engineers are also involved in reducing the weight of the trucks (now the cars weigh almost 9200 kg, although according to the Dakar regulations the weight can be 8500 kg) and improving the weight distribution (on the Chagin prototype, the proportion "fifty to fifty" was achieved). However, revision current cars- this is an attempt to make the ideal out of the best: the sports "KamAZ" remains an uncompromising machine that allows you to churn out victories one after another.
Components:
Cab - KamAZ, Russia
Engine - YaMZ (18.47 l, 830 HP, 3500 Nm), Russia
Clutch - SACHS, Germany
Gearbox - ZF (16 steps), Germany
Transfer case- Steyr, Austria
Cardan drive - Tirsan Kardan, Turkey
Bridges - Sisu, Finland
Braking system - Wabco, Belgium
Shock absorbers - Reiger, Holland
Tires - Michelin (14.00 R20XZL), France
Unparalleled. This definition is best suited to the all-wheel drive KamAZ -4911 Extreme. The serial all-terrain truck at the price of $ 200 thousand (in the sports version - $ 250 thousand) is really unique in cross-country ability, dynamics and maneuverability. It is not for nothing that this prefix was made to its index.
Then, a year ago, our crew consisting of pilot Vladimir Chagin, navigator and head of the KamAZ-Master team Semyon Yakubov, mechanic Sergei Savostin finished first. On the track with a total length of more than eight and a half thousand kilometers, which connected two continents and five countries, Kamaz workers on Extreme “brought” more than an hour to their closest pursuers. Behind were rivals on fifty trucks of famous brands: DAF, MAN, Mercedes-Benz, Renault, Scania, Tatra, Mitsubishi ... combat strength.
After last year's "Dakar" there were other victories of KamAZ -4911 Extreme, and in particular in the Desert Challenge rally-raid in the United Arab Emirates. In this country a little earlier, at the spring exhibition of arms and military equipment IDEX-2003 in Abu Dhabi, already flashed with its capabilities is the usual, and not the sports version of KamAZ -4911. The three-time world champion in off-road rally-raids, Vladimir Chagin, piloted it at a speed of 100 km / h, flew into a 14-meter springboard, after which he landed on all four wheels. It was then that KamAZ-4911 was awarded the epithet "flying truck" - "flying truck".
The Belarusian crew, who tried to repeat the trick, failed: their car "nodded", broke the torsion bar and dropped out of the demonstration. Disappointment awaited other athletes who tried to "fly" on smaller springboards - attempts ended with a broken suspension. Angry competitors tried to disrupt the performance of the Russians: one day the guys discovered that antifreeze was flowing near the KamAZ-4911, which had been left near the demonstration zone. It turns out that the radiator was pierced with a sharp metal object from the inside, where a human hand could reach ... But the organizers evaluated the plant's merits differently and awarded KamAZ one of the main prizes - "For the most perfect equipment presented at demonstration performances."
By the way, about perfection. The KamAZ-4911 engine is located behind the cab. For the first time such a scheme was used in the early 90s of the last century by DAF, then Perlini. And the first rear-engined KamAZ-two-carrier appeared in 1994. The case with KamAZ-4911 is generally special. It usually takes several years to develop a new truck model. It took 6 months to create Extreme. When foreigners hear about this, they often ask again: years or months? And, having received a clarifying answer, they raise their eyebrows in surprise.
There is reason to be surprised when you get to know the car. The kinematic speed of the car is 215 km / h, but the real one, as the creators themselves say, is 200 km / h. However, on the "Dakar" they did not squeeze more than 186 km / h on the salt marsh - it is fraught with consequences. At the last race, for example, at a speed of 160 km / h, the front left wheel burst from overheating (Michelin guarantees the safety of rubber only at 130 km / h). Result: flew off the road, but, fortunately, did not turn over. What would have happened in a different car and with a different driver - it's scary to think ...
The plant positions KamAZ-4911 (4x4) as a special vehicle designed for emergency delivery of goods to hard-to-reach areas on any type of roads and rough terrain. The truck is suitable for operation in climatic zones with air temperatures from -30 to + 50 ° C. Its construction is frame, welded. The box-section spars are 6-8 mm thick. The undercarriage guarantees reliable movement in all modes and provides fording to a depth of 1.7 m.
A forced 730-horsepower YaMZ-7E846 engine manufactured by Avtodiesel OJSC is installed on the frame. It differs from the usual modification by a turbocharging with two turbochargers and a charge air cooling system. To increase power, a 5E178 high-pressure fuel pump with a larger plunger pair is used. New technical solutions include a three-stage fuel filtration system and air filter with two filter elements and pre-cleaners. The machine is equipped with two aluminum water radiators and a plastic fan with an automatically activated viscous clutch.
The most saturated part of the car with foreign units is the transmission. It uses a Sachs clutch, ZF gearbox, Steyr transfer case. But the cardan drive with four shafts and bridges are domestic. Foreign components increase the cost of the car, but you can't get away from this. However, Russian parts cannot be called cheap either. For example, Krasnoyarsk rims cost, like French tires, $ 1000 apiece. Speaking of tires. The Extreme has a separate air pressure control system for the front and rear axles.
About Kamaz-Master cars A machine ready for exploits
"Spread the wings of your imagination and feel the unknown dimensions of speed and space"
In September 1988, the team from Naberezhnye Chelny made its debut at the Yelch rally in Poland. In that first rally-raid in its history, KAMAZ athletes performed on serial all-wheel drive off-road vehicles KAMAZ 4310. Already in the early 90s, in close cooperation with factory designers and testers, the team created their own sports trucks: KAMAZ 49250 and KAMAZ 49251. The basis for these machines were served by the most advanced equipment of the Kama Automobile Plant at that time.
In 1994, the team competed in a car with pronounced sporting characteristics, fundamentally different from ordinary production trucks - KAMAZ 49252. It had an engine of 750 Horse power, the car had a mid-engined layout and large 25-inch wheels. Sloped off-road vehicle platform designed to lower aerodynamic drag, is an original stage in the design of a sports truck that has remained in history. In a year, three new generation sports trucks will carry the KAMAZ crews to the victorious podium of the Paris-Moscow-Beijing auto marathon. A few months later, in January 1996, the team won the legendary Dakar rally-marathon for the first time.
Experiments on technique were sometimes a little too daring. For example, the sports KAMAZ 49255 had a twelve-cylinder engine with a capacity of 1,050 horsepower. His hyper-powerful heart broke the transmission, which happened at the 1998 Dakar. Very often, cars were born in the shortest possible time. So, in 2002, the FIA vetoed the participation in the Dakar of trucks with a mid-engined line-up, which provides good weight distribution and stability. The Kamaz truck was just like that. But the biggest difficulty was that these innovations became known only six months before the start. In a short time, a combat sports truck KAMAZ 49256 with an engine of 830 horsepower was created. He was born in agony, after each test the car was taken from the landfill on a trawl. And only a few hours before sending the command to the Dakar, the error was found and eliminated. As a result, the car passed the test for durability, bringing KAMAZ another Dakar gold.
A year later, the KAMAZ-master team made a new qualitative leap, creating new model sports car. KAMAZ 4911 EXTREME has become a combat vehicle that has no analogues in cross-country ability, maneuverability and dynamics. For unique technical and performance he was dubbed "the flying truck." Indeed, in the hands of such masters as the pilot Vladimir Chagin, this car at speed easily lifted off the ground, pushing off from natural jumps. With an engine producing 850 horsepower, the car accelerated to 100 km / h in ten seconds.
Since 1999, the rally "Desert Challenge" in the United Arab Emirates has become a traditional testing ground for technical innovations, the conditions of which are as close as possible to those of Dakar. The team began to lead permanent job to reduce the weight of the car, increase the smoothness of the ride and solve many other important tasks to improve technology.
In 2007, the organizers of the Dakar again changed the technical requirements for the trucks participating in the race, somewhat softening them. In particular, it became possible to shift the engine back a little, which the KAMAZ-master team took advantage of, improving the weight distribution and maneuverability of the car, as well as increasing the smoothness of the ride. However, the relief in one led to a tightening in the other: new requirements for serial production were imposed. If earlier, in order for a sports truck to pass homologation, it was enough to release fifteen such cars from the assembly line, now it took fifty over two years. Therefore, again, a car produced by the Kama auto giant for the needs of the army was taken as the basis for the new model.
At the end of 2007, the KAMAZ-4326 VK was born. Only one fact testifies to the conscientiousness of the approach to the creation of the vehicle: the new KAMAZ combat truck was the first to undergo homologation in its class. The pre-jubilee KAMAZ-4326 VK, which embodied all the best practices of the team, proved its potential first at the stages of the Russian championship, and then at the Dakar 2009.
KAMAZ 4326-9
The reason for the creation of the car was the next changes in the requirements for trucks from the FIA, which made it possible to homologate a sports car on the basis of serial components and assemblies. The new all-wheel drive sports SUV has an eight-cylinder YaMZ 7E846.10-07 engine with a capacity of 830 l / s, the car's engine has been moved by 400 mm, and the cabin - by 200 mm towards the rear axle. This made it possible to improve the "weight distribution" of the truck. By reducing the front overhang, the geometric cross-country ability has improved. Descending from the dune, the car goes into a horizontal position without interference (it used to hit the surface with a bumper). The car's ride has become smoother due to the modernization of the suspension, in particular the use of new shock absorbers. The weight of the car was reduced, although it has not yet been possible to reach the minimum limit of 8.5 tons allowed by the organizers of the Dakar, but work on this is being carried out to this day.
According to FIA requirements for reducing haze, settings had to be changed fuel system, which, unfortunately, led to a decrease in power.
The KAMAZ 4326 VK car was created in full accordance with technical requirements organizers of international rally-marathons and was the first to pass homologation in its class.
Body
Number of seats 3
Length, mm 7320
Height, mm 3230
Curb weight, kg 8500
Front axle load, kg 4900
Rear axle load, kg 3600
Engine
Model YaMZ-7E846.10-07
Number of valves 32
Working volume, l3 18.47
Max. power, hp / rpm 830/2500
Max. torque, Nm / rpm 2700/1600
Transmission
Clutch SАСНS
Chassis
Drum brakes
MICHELIN tires, 14.00 R20XZL
Capacity fuel tank, l 1000
KAMAZ 4911
A special vehicle with a 4x4 wheel arrangement is designed for emergency delivery of goods to hard-to-reach areas on roads with an axle load of up to 78 kN (8 tons), as well as on dirt roads and rough terrain.
The truck is suitable for operation in climatic zones with air temperatures from -30 ° to +50 ° C.
This four-wheel drive racing truck was nicknamed "flying" because it lifted off the ground with ease and grace. It was serial, which had no analogues in the main KAMAZ production (for the recognition of serial production according to the FIA requirements of that time, it was enough to produce 15 cars a year, now - 50 in two years). It was powered by a YaMZ 7E846.10 V8 turbodiesel engine with a capacity of 830 l / s, with two Holset turbochargers. The car was capable of speeds up to 180 km / h, accelerating to 100 km / h in just 10 seconds.
The car was returned to the classic rectangular platform. This happened because the organizers of the Dakar once again demanded from the participants to bring their sports heavy-duty trucks in line with the usual - serial trucks intended for the transportation of goods. In order to reduce weight, a thinner frame was installed on the truck, which, due to additional inserts, did not lose its power. The car has become "softer", the ride is improved due to longer springs (1900 mm) and the modernization of hydropneumatic shock absorbers. The car got the opportunity to jump from a great height, landing gently on the wheels, without breakdowns and damage to the crew.
The debut heavy truck race brought the team first and third places at the Telefonica-Dakar 2003 rally. In the same year, victories in the Cup of Russia, the Championship of Russia, the Khazar Steppes rally, the Cappadocia 2003 rally and the Desert Challenge followed. Over the course of several years, after each Dakar rally, the KAMAZ 4911 SUV has undergone revision and modernization.
Extreme index
Unparalleled. This definition best fits the all-wheel drive KamAZ-4911 Extreme. The serial all-terrain truck at the price of $ 200 thousand (in the sports version - $ 250 thousand) is really unique in cross-country ability, dynamics and maneuverability. It is not for nothing that this prefix was made to its index. KamAZ-4911 appeared not as a result of the technical evolution of the car plant's model range, but "by itself". The truck was based on the principles of multifunctionality, autonomy, the ability to cover distances in the absence of roads. The importance of the appearance of this particular machine was emphasized by the fact that it was "announced" personally general manager OJSC "KamAZ" Sergey Kogogin. And soon he, standing on the pedestal of the off-road rally-raid "Telefonika-Dakar-2003", was holding the famous cup. Obtained, by the way, on the racing version of the KamAZ-4911 Extreme. Then, a year ago, our crew consisting of pilot Vladimir Chagin, navigator and head of the KamAZ-Master team Semyon Yakubov, mechanic Sergei Savostin finished first. On the track with a total length of more than eight and a half thousand kilometers, which connected two continents and five countries, Kamaz workers on Extreme “brought” the closest pursuers more than an hour. Behind were rivals on fifty trucks of famous brands: DAF, MAN, Mercedes-Benz, Renault, Scania, Tatra, Mitsubishi ... By the way, “KamAZ-Master” is the only one of the teams that put up more than one car, which finished in full combat strength ... After last year's "Dakar" there were other victories of KamAZ-4911 Extreme, and in particular in the Desert Challenge rally-raid in the United Arab Emirates. In this country, a little earlier, at the spring exhibition of arms and military equipment IDEX-2003 in Abu Dhabi, the usual, not the sports version of the KamAZ-4911 flashed with its capabilities. The three-time world champion in off-road rally-raids, Vladimir Chagin, piloted it at a speed of 100 km / h, flew into a 14-meter springboard, after which he landed on all four wheels. It was then that KamAZ-4911 was awarded the epithet "flying truck" - "flying truck". The Belarusian crew, who tried to repeat the trick, failed: their car “nodded”, broke the torsion bar and dropped out of the demonstration. Disappointment awaited other athletes who tried to “fly” on smaller jumps - attempts ended with a broken suspension. Angry competitors tried to disrupt the performance of the Russians: one day, the guys discovered that antifreeze was flowing near the KamAZ-4911 left near the demonstration zone. It turns out that the radiator was pierced with a sharp metal object from the inside, where a human hand could reach ... But the organizers appreciated the plant's merits differently and awarded KamAZ one of the main prizes - "For the most perfect equipment presented at the demonstration performances."
The case with KamAZ-4911 is generally special. It usually takes several years to develop a new truck model. It took 6 months to create Extreme. When foreigners hear about this, they often ask again: years or months? And, having received a clarifying answer, they raise their eyebrows in surprise. There is reason to be surprised when you get to know the car. The kinematic speed of the car is 215 km / h, but the real one, as the creators themselves say, is 200 km / h. However, on the "Dakar" they did not squeeze more than 186 km / h on the salt marsh - it is fraught with consequences. At the last race, for example, at a speed of 160 km / h, the front left wheel burst from overheating (Michelin guarantees the safety of rubber only at 130 km / h). Result: flew off the road, but, fortunately, did not turn over. What would have happened in a different car and with a different driver - it's scary to think ...
Its construction is frame, welded. The box-section spars are 6-8 mm thick. The undercarriage guarantees reliable movement in any modes and ensures overcoming fords up to 1.7 m deep. The frame is equipped with a forced 730-horsepower YaMZ-7E846 engine produced by Avtodiesel OJSC. It differs from the usual modification by a turbocharging with two turbochargers and a charge air cooling system. To increase power, a 5E178 high-pressure fuel pump with a larger plunger pair is used. New technical solutions include a three-stage fuel filtration system and an air filter with two filter elements and pre-cleaners. The machine is equipped with two aluminum water radiators and a plastic fan with an automatically activated viscous clutch. The most saturated part of the car with foreign units is the transmission. It uses a Sachs clutch, ZF gearbox, Steyr transfer case. But the cardan drive with four shafts and bridges are domestic. Foreign components increase the cost of the car, but you can't get away from this. However, Russian parts cannot be called cheap either. For example, Krasnoyarsk rims cost, like French tires, $ 1000 apiece. Speaking of tires. The Extreme has a separate air pressure control system for the front and rear axles. The three-seater all-metal welded cab is attached to the frame with four supports. The fastening is rigid, as is the fastening of the seats to the cab floor. This allows the driver to feel the car "skin" and adequately respond to the road situation. For safety reasons - inside the cab there is a welded frame made of steel pipes with a diameter of 60 mm. In general, there are so many fresh solutions in the design that the KAMAZ employees themselves say about the car as follows: “It, as before, has 4 wheels. Everything else is new. ” KamAZ-4911 turned out to be so successful that its first series of 15 pieces began to disperse with a bang. Several cars were ordered by the FSB, one - by the Prime Minister of Ukraine himself. Two sports modifications were purchased, but not for participation in races. Applications for the new model came from France and the UAE. Buyers in Pakistan and India are eyeing it. Experts say that today this is the best truck for the army, not only in our country, but also in the world. As a major in reserve, I am ready to sign this personally.
Characteristics of KAMAZ 4911
Body
Number of seats 3
Curb weight, kg 7250
Full weight, kg 12000
Carrying capacity, kg 4000
Engine
Model YaMZ-7E846
Type Diesel turbocharged
Number and arrangement of cylinders 8, V-shaped
Number of valves 32
Working volume, l3 17.24
Max. power, hp / rpm 730/2500
Max. torque, Nm / rpm 2700/1400
Transmission
Clutch SАСНS
Gearbox ZF 16S-251, 16-speed
Transfer case STEYR VC2000 / 300, center differential lock
Chassis
Spring suspension (front 14 sheets, rear 10), with 4 shock absorbers
Drum brakes
MICHELIN tires, 425/85 R21
Performance characteristics
Maximum speed, km / h 165
Acceleration time from 0 to 100 km / h, from 16
Fuel consumption, l / 100 km
control when driving with full load and speed 60 km / h 30
calculated under extreme operating conditions 82
KAMAZ 49256
A sports all-wheel drive SUV with a standard (under the cab) arrangement of the YaMZ-7E846 engine with a capacity of 800 l / s, equipped with a proprietary KAMAZ sloped platform. Work on the car began in the second half of 2001 after the Motorsport Federation banned mid-engined cars from rallying. The fine-tuning of the car continued until the departure of the KAMAZ-master team for the Arras-Madrid-Dakar 2002 rally-marathon.
From the Chelny test site in Tarlovka, the truck was invariably brought to the workshop on a trailer. Tests have revealed weak sides front axle, which, due to the standard front engine arrangement, received additional dynamic loads in race conditions. Therefore, a more powerful bearing of the pivot assembly was installed, spherical bearing the steering knuckle was reinforced with an additional ring. In a new car, Chelny residents took the gold in Dakar, and in the same year they won the rally "Optic Tunis 2000", "Master Rally" and "Desert Challenge".
The main differences are:
1. The engine is installed above the front axle.
2.Front driving axle with an axle beam deployed at 90 degrees and a vertical split with main gear.
3. Modified axle suspension, in accordance with the changed axle load distribution.
4. Dimensions of the cargo platform and its location relative to the front axle - according to technical regulations... The platform allows commercial transportation of goods weighing up to 6000 kg.
KAMAZ 49255
Experimental vehicle of the KAMAZ-master team. This two-axle all-wheel drive truck had a twelve-cylinder engine with a capacity of 1050 l / s. The model was returned to the previous platform design - the classic "box". However, the car could not prove itself in races, since its engine turned out to be so powerful that it broke the transmission: the gearbox, gearboxes of the front and rear axles failed. Having tested the car at the "Master-Rally 97" and at the "Paris-Granada-Dakar 1998" they decided to abandon it.
KAMAZ 49252
The predecessor of the car was KAMAZ-49251 with a CUMMINS N14-500E engine with a capacity of 520 l / s. After a fire at the engine plant due to a shortage of power units OJSC KAMAZ has produced a batch of trucks with an engine of this American brand, the sports team also tested it. But in parallel, she worked with the eight-cylinder engine of Yaroslavsky motor plant YaMZ-7E846. The second option turned out to be preferable and KAMAZ-49252 was born.
The car had an original, straight, rigid frame that could withstand dynamic loads from the suspension without consequences. Therefore, the car broke down much less often than the previous ones. The truck was equipped with more powerful Krazov gearboxes with a modified gear ratio, 25-inch wheels, it still had a mid-engine layout. Also striking was the original sloped platform of the heavy-duty truck, which reduced aerodynamic drag and was much lighter than the usual one. His brake system was modernized: instead of brake pad linings, disc brake pads were used; for their installation, the "skeleton" of the pads was made welded.
The car developed a speed of up to 100 km / h in 16 seconds and had a maximum speed on a hard track - 180 km / h. new car for a number of external reasons it was not possible to win the rally "Paris-Dakar 1995", but all three victorious places in the "Master-Rally 1995" went to "KAMAZ-master".
Improvements
1997 year... The International Federation of motorsport (FIA) bans the use of special 25-inch tires on trucks racing cars, explaining this by the fact that the cars must correspond to the serial originals. Only 20 "wheels with a low speed rating are allowed, which limited the maximum speed of the truck.
The innovation led to a decrease in the distance between the wheel disc and the brake drum, cooling deteriorated sharply, brakes and hubs began to overheat. The pads have become a "consumable" material. Kamaz workers had to open the brakes, removing the protective screens.
year 2000... Rally "Paris-Dakar-Cairo". The modernized KAMAZ 49252 WSK car entered this race. The truck had a box "Z.F." 16S220A with a WSK torque converter, which provided an average of three times the increase in torque without interrupting the power flow. However, the temperature of the oil in the gearbox increased and a large number of radiators had to be installed. The gearbox input shaft overloaded by the torque converter worsened the working condition of its oil seal; at each parking lot, oil began to flow from the car, which the mechanics had to collect and refill. The engine was started an hour before the start. But even on such a "raw" car, the crew of Vladimir Chagin managed to take the gold in the Dakar.
Rally "Paris-Dakar 2001"... The year for the KAMAZ-master team turned out to be generous in terms of victories: first places in the races "Desert Challenge", "Optic Tunis 2000", "Por Las Pampas". But his start at the Dakar Rally was a failure. All four KAMAZ vehicles (one of them was rented by a Spanish crew) went off the track, three of them - due to a breakdown of a gearbox manufactured by Z.F. After a post-race damage analysis revealed a weak spot in the box, the team asked their German partners to change one part - the ring gear support. To which she received an categorical answer that her quality was quite satisfactory for the Germans. Then the production of the part was established at the Kama Automobile Plant, and in Germany it was simply inserted during assembly.
KAMAZ 49250
The first two-axle four-wheel drive sports truck created by the team on the basis of a KAMAZ vehicle from the Mustang series. The KAMAZ 7482 engine was boosted to 500 l / s. The car had a mid-engined line-up, which gave it greater stability, tubular cross-members and a sixteen-speed gearbox in a block with a transfer case manufactured by the German company “Z. F. ".
The springs of ordinary trucks twisted and broke, not withstanding overloads, therefore, hydropneumatic shock absorbers were installed on the car, similar to those installed on the BMD (Airborne Combat Vehicle). At VGTZ (Volgograd Tractor Plant), a batch of such shock absorbers was prepared, adapted to a sports truck. More durable brackets were also installed on the car. The debut of the two-axle vehicle took place at the Paris-Dakar-Paris 1994 rally and turned out to be a failure: the gas joint of the engines of all three cars could not stand the gas joint and they had to leave the race. Failure led to the understanding of one point: the KAMAZ engine is not suitable for a racing car.
KAMAZ S4310
KAMAZ-S4310. The KAMAZ team created its first sports truck on the basis of a serial four-wheel drive three-axle vehicle KAMAZ-4310. The standard KAMAZ-740 engine with a capacity of 210 l / s was boosted to 290 l / s due to the installation of turbochargers and an increase in fuel supply. Pistons with a modified profile, torsional vibration dampers were used, the lubrication system was modernized, a viscous coupling was used in the cooling system, as well as a specially selected fan with increased performance. The car had stiffer springs, new special shock absorbers. But the "balancer" of the three-axle truck remained practically free and, landing after the next jump, it fought first with the middle, then with the rear axle. To avoid impacts, take-off springs from conventional cultivators were installed on the middle axle.
In accordance with the requirements, safety arcs were installed on the car, the serial green platform awning was replaced with yellow .. The debut of the truck took place at the European rally "Jelcz", which took place in the vicinity of the Polish Wroclaw, in September 1988. Kamaz took 2nd and 4th places in the individual competition, and the first - in the team competition.
Looking back
In June 1989, when he was still alive Soviet Union, and the racing KAMAZ trucks differed little from the serial ones, the French organized the first and only "purely cargo" rally-raid Objectif Sud ("Target - South"). It's funny that out of twenty crews, seventeen were French and three were Soviet!
And there was no particular variety of brands - only Mercedes, IVECO and now forgotten Unic trucks. Then the first to finish in Sierra Leone came Mercedes, crowned with a luxurious wing, the second place was taken by KAMAZ with the Baltic crew, the third - KAMAZ, where the navigator was Firdaus Kabirov.
But more such events were not held, and next year the KAMAZ team already took part in the Paris-Dakar rally.
Improvements:
1989 year... Rally "Ojektiv Sud". Further boosting of the KAMAZ engine (400 l / s) was achieved through the development of a special crankshaft and block, as a result, the cooling system had to be completely changed.
1990 year... Rally "Paris - Dakar". The car is equipped with ten-cylinder experimental engines, as well as a gearbox without a divider, since only such a box fit next to the massive engine. In order to minimize the distance between the main and transfer case, a double-joint cardan without a splined part was made.
However, the innovations did not give the expected effect: all three KAMAZ-Master crews dropped out of the race due to engine breakdown.
1991 year... Rally "Paris Dakar". The car is equipped with an eight-cylinder KAMAZ-7482 engine with a capacity of 430 horsepower, created specifically for racing (later it became the base for production cars, until 2000).
The truck's gearbox was made on the basis of a modified KAMAZ-53215 gearbox and consisted of practically the same innovations: size input shaft under the diaphragm clutch was increased, steel narrow synchronizers with a molybdenum coating were used, the gear ratios in the divider and the main box were changed in order to increase dynamics, a diaphragm double-disc clutch appeared (the driven discs are equipped with metal-ceramic gaskets) of British production. The transfer case was also new - KAMAZ-43114, with a transmitted torque of 150 kg.m. The power steering has been improved, a special tire inflation system has been developed, and 1800 mm springs have been used.
The car turned out to be very strong. It was on it that the KAMAZ team won the first victory in their Dakar history - they took second place.
1992 year... Rally "Paris - Cape Town" and "Paris - Moscow - Beijing". For weight loss sports car and to improve its layout, light aluminum platforms made in St. Petersburg are installed on the truck. Spare wheels are carried to the front of the truck and the tanks are carried to the back. But following the results of two, not entirely successful races, it becomes obvious that in order to achieve better results, the KAMAZ team needs a two-axle car.
KAMAZ 635050
Escort car. The "technical" has everything you need: a shower, sleeping places and a kitchen. Characteristics of KAMAZ 635050
Body
Number of seats 4
Curb weight, kg 15500
Full weight, kg 24000
Loading capacity, kg 8500
Engine
Model CUMMINS N14 700
Type Diesel turbocharged
Number and arrangement of cylinders 6, in a row
Number of valves 24
Working volume, l3 14
Max. power, hp / rpm 700/2200
Max. torque, Nm / rpm 2750/1400
Transmission
Clutch SАСНS
Gearbox ZF 16S220А, 16-speed
Chassis
MICHELIN tires, 14 R20
Performance characteristics
Maximum speed, km / h 100
Fuel tank capacity, l 800
http://www.kamazmaster.ru
Dakar-2018 is the last one in which cargo category it is allowed to use motors with a volume of more than 13 liters. For most teams, this makes little difference, as most of the trucks have been equipped with smaller motors over the years. But for KAMAZ-master this change is significant - after all, the main engine for the team in recent years has been the Liebherr V8 engine with a volume of 16 liters.
It is these engines that are used in three out of four KAMAZ trucks at the current Dakar. The fourth, under the control of Dmitry Sotnikov, is equipped with an experimental 13-liter engine, an in-line "six", which should become the power plant that will be installed on KAMAZ trucks in the future.
The change of the engine for KAMAZ-master is far from news. Over the years of performances in rally-raids, the team has used power plants a wide variety of companies (KAMAZ, Cummins, YaMZ, TMZ, Liebherr), a variety of configurations (in-line "six", V8 and even V12) and a variety of volumes (from 11 to 25 liters). Vladimir Guba, technical director of the team, told us why KAMAZ-master used such large engines and why other teams preferred engines of much smaller sizes..
Vladimir Guba: The reason why most teams use 13-liter engines is simple: all the leading teams in the world of rally-raids put on their trucks motors that are used in circuit races, in the European Truck Racing Championship. Ring trucks have strict regulations - 13-liter, 10-cylinder, single-stage supercharging. These are fairly advanced engines designed specifically for racing. There are MAN, Iveco, Mercedes teams there. Team Tatra in rally raids uses the same engine on their trucks as is used on the ring trucks of the Buggyra team. Therefore, in this regard, it is somewhat easier for them. They take an engine with a capacity of 1200 horsepower and a torque of 6000 N * m, and derate it to the level of 1000 horsepower, and 4500 N * m.
But this is a special product. We can't do that, we don't have our own truck racing team. We tried to work with the Buggyra engine, but we cannot build trucks on its basis, because we are a professional team, and our advantage is that we thoroughly know all the components of our car. We must be able to diagnose, test, repair them in any conditions. If we take a ready-made node, then, as a rule, we do not know what is inside it, we do not have access to the program, we do not even have access to diagnostics. That is, we are completely and completely tied to the services of the supplier. It doesn't suit us.
Therefore, we act in the opposite way - we take the production engine as a basis. This was the case with Liebherr - we took a serial engine, which was used on special equipment, and a separate modification was used on MAN trucks... But this is a serial engine with a capacity of 500 kilowatts, 700 horsepower. We forced it, brought the power up to 1000 horsepower. Now we are doing the same with the 13-liter Cummins engine. We took an engine with a capacity of 520 horsepower, and we are trying to get more than 1000 horsepower from it, we double the torque.
Cummins engines are also installed on serial KAMAZ trucks, but small, 7-liter ones. Recently launched the production of 9-liter. That is, in terms of volume, they still occupy the lowest step in the hierarchy of these power plants. We're using a 13-liter engine. This is not our first experience with Cummins, they have been on our trucks, including racing ones, back in the 90s. And already in 2007-2008 they used a 15-liter Cummins engine, with a twin turbocharger. He did not show himself very well, which once again confirms the inefficiency of working with someone else's motor. It was made to order, and, of course, the manufacturer lays in a certain reserve for the client's engine, so that, God forbid, what does not happen. Therefore, its characteristics were not the best. However, we are now back to the Cummins block. But we are already developing everything ourselves, and we strive to approach the limit of its capabilities.
Now we are working with Cummins on such terms: we buy engines of special configuration from them, they help us with spare parts and some information. But we conduct all developments, all changes, all adjustments, all tests ourselves. Why Cummins? This choice was made for the simple reason that, according to the regulations, these engines must be mass-produced and installed on commercial trucks. So far, KAMAZ does not have such an engine, and waiting for it to appear and starting work only after that is a waste of time. Our Science and Technology Center (STC) is currently working on a version of the 13-liter engine with very similar performance. We are working proactively, and by the time its serial production begins, we will be ready. I think we can quickly transfer all the experience to our domestic engines, and even then we will start driving our engines.
Despite the fact that motors of very different sizes were on our cars and on the trucks of our competitors, they had about the same power. Why? Among other things, it is limited to reasonable limits. The maximum speed on rally-raids is now limited by regulations at 140 km / h. For such a speed, in general, 1000 horsepower is quite enough. Excessive power is a load on the transmission, these are more complex operating modes, temperature, pressure, and so on.
Indeed, for many years KAMAZ-master used a large-volume engine, 18.5 liters. We even tried the Yaroslavl 24-liter 12-cylinder once. But he was quickly abandoned because he breaks everything. Excess power. So we returned to the 18.5-liter, Yaroslavl, or now Tutaev engine. But this motor is quite old development.
It is not bad in design, but all-aluminum. The main thing is that it has aluminum heads. And they do not allow reaching high levels of forcing. All modern motors already have cast iron heads. Therefore, in order to provide the same power, the degree of forcing was much lower - with an aluminum head it is impossible to achieve the same pressures, the same temperatures. Therefore, at the output, we received the same indicators, but with lower specific indicators. With less heat stress. Less stress on mechanical assemblies and parts.
But then the maximum allowed engine displacement was reduced, and for the last couple of years the trucks have been powered by 16-liter Liebherr engines. It has approximately the same parameters as the Yaroslavl motors. We tried to reach higher power ratings, but V-engines have one feature - they have two connecting rods on the same connecting rod journal. And the width of the earbuds is small enough, this is the most tense place. That is, we reach a certain point - that's all. Yes, theoretically, turbocharging and the fuel supply system allow you to get more torque, more power. But it is no longer possible to increase it mechanically. Because the earbuds, even the best ones, don't hold up. Due to the lower level of forcing, the reliability was increased, and the service life of these engines was increased.
Now we are switching to an inline 6-cylinder engine, there is no such limitation. But there are others associated, for example, with a higher thermal intensity. If our "eights", large engines, the exhaust temperature was about 800 degrees, but now it has increased to 900 degrees. This is already significant. That is, such motors require a different approach, the use of other, more expensive materials.
Of course, the smaller engine has its advantages. In terms of weight, the 13-liter engine is 25 percent lighter. But on the other hand, the inline engine is longer and taller. That is, the V-shaped engine is about two cylinders shorter, and due to the camber it is lower, therefore, under new motor we had to design the entire car from scratch. Changed the position of the engine, location in height, in length. The position of the cab changed, because we could no longer use the previous one, above the engine - the cab rises too high. Therefore, we looked for new options to accommodate the masses as efficiently as possible without increasing the height of the center of gravity. So, as usual in sports, there is no concept that allows you to always win - everything depends on the search for compromises.
The main power plants of the KAMAZ-master racing trucks
| A car | Years | Engine | Configuration | Volume | Power | Torque |
| KAMAZ 4310 S | 1988-1995 | KAMAZ-7403 | Diesel, turbo, V8 | 10.85 l | 305 h.p. | 1050 Nm |
| KAMAZ 49251 | 1994-1995 | Cummins N14-500E | Diesel, turbo, L6 | 14.01 l | 520 h.p. | 1700 Nm |
| KAMAZ 49252 | 1994-2003 | YaMZ 7E846 | Diesel, turbo, V8 | 17.24 l | 750 h.p. | 2700 Nm |
| KAMAZ 49255 | 1997-1998 | YaMZ 3E847 | Diesel, turbo, V12 | 25.86 l | 1050 h.p. | 3724 Nm |
| KAMAZ 49256 | 2001-2002 | YaMZ 7E846.10 | Diesel, turbo, V8 | 17.24 l | 830 h.p. | 2700 Nm |
| KAMAZ 4911 | 2002-2007 | YaMZ 7E846.10 | Diesel, turbo, V8 | 17.24 l | 850 h.p. | 2700 Nm |
| KAMAZ 4326 | 2007-2013 | YaMZ / TMZ 7E846.1007 | Diesel, turbo, V8 | 18.47 l | 850 h.p. | 2700 Nm |
| KAMAZ 4326/2013 | 2013-present | Liebherr D9508 | Diesel, turbo, V8 | 16.16 l | 920 h.p. | 4200 Nm |
| GKP * | 2015-2016 | Caterpillar C13 (Buggyra) | Diesel, turbo, L6 | 12.5 l | 980 h.p. | 4000 Nm |
| KAMAZ 4326/2017 | 2017-present | Cummins ISZ-13 | Diesel, turbo, L6 | 13 l | 980 h.p. | 4300 Nm |
* - a truck with a bonnet configuration, it was not used on the Dakar rally-raids
How are Dakar trucks arranged? What do racing cars and production cars have in common? How long do they accelerate and how much fuel do they consume? To answer these questions, on "Auto Mail.Ru"Dissected two leaders of the Dakar-2014 - the racing KAMAZ-4326 and the sports IVECO models Powerstar and Trakker of the Dutch stable Team de Rooy. And that's what they saw ...
KAMAZ for Dakar really has little in common with its serial counterparts. The frame and cabin here, of course, are domestic, from the military "two-axle" 4326, but the sports engineers had to thoroughly redraw the cabin in order to shift it back as much as possible for better weight distribution, and reinforce the frame many times over. And even outwardly, the "combat" truck does not look like a "civilian" one! In production models, the headlights are located on the bumper, and in the sports version, small xenon "eyes" have settled on the front end, under the windshield. Some of the cars do come out with old "big-eyed" cabins.
There are rumors that the next generation of sports camions (in rally-raids it is customary to call trucks with the French word) will receive a cab from the newest KAMAZ-5490 mainline tractor, but there is no reason to be proud: this cab is entirely taken from Mercedes-Benz Axor ... So it's better to keep the existing authentic look. And to return the powerful structure of steel pipes, on which the "chandelier" of six spotlights was hung! A modest arc holding four LED sections of additional lighting equipment deprived the racing KAMAZ of its deliberately aggressive appearance.
But the main disappointment from the current version of KAMAZ-4326 is the new engines. They are Swiss, Liebherr brands! Two cars out of five are still equipped with the proven V-shaped "eight" YaMZ (880 hp and 3600 Nm), but this unit has no future. The 18.5-liter giant barely fits into the existing smoke standards, and by the next edition of the marathon it will have to be retired completely - the organizers of the rally-raid will forcibly limit the volume of engines. That is why Anton Shibalov went to the Dakar-2014 awards ceremony with a quiet grumble, and not with the famous powerful rumble of a Yaroslavl diesel engine - Liebherr was already installed on his truck.
What can you be proud of? The gearboxes on the cars of the blue-and-white squad have long been imported - German ZF. (however, exactly the same ones are put on serial products from Naberezhnye Chelny). The distribution is also overseas, brand Steyr. The bridges are supplied by the Finnish company Sisu, and the uncompromisingly rigid suspension from the Russian BMD (airborne combat vehicle) had to be replaced with Dutch Reiger struts, as soon as the crews no longer had enough "safety margin": with such a "hover" KAMAZ flew giant potholes without shuddering, but the riders were shaking mercilessly, so many have developed serious health problems ...
Tires, steering gear, clutch and braking system are all imported as well. Except that brake drums relatives, KAMAZ. However, the latter left rather out of despair: they wanted to switch to disk mechanisms from a renowned European company, but they overheated too quickly. There is no need to talk about the insides of the cabin either: virtually nothing remained of the production car, including the speedometer, which is marked here up to 200 km / h. But the racing KAMAZ accelerates to a maximum of 180, consuming up to 150 l / 100 km, and in the race the maximum speed is completely limited to 150 km / h.
It turns out that the "combat" KAMAZ-4326 not only does not look like serial equipment, but also almost entirely consists of imported components! But there is one "but". Anyone can buy a Liebherr engine, ZF gearbox, Steyr transfer case, Sisu axles and Reiger suspension and put it on a military or construction truck. And only KAMAZ wins Dakar. Another excuse: the cars of the rivals are also far from standard ... Do you think that IVECO, which took second place at the current Dakar, is almost a serial truck, as the team's PR specialists position it?
Not at all! This is the same prefabricated hodgepodge of units from different manufacturers. Moreover, IVECO has nothing to do with the creation of a racing truck: it was built by the private sports team Team De Rooy - that is, the de Rooy family stable. And that is why Gerard's car is so different from others. Which, however, can be clearly seen from the photographs. All other machines are cabover-free and are based on the aggregates of the Trakker construction dump truck, and the leader of the team has built a "bonnet" for himself.
This, by the way, causes a certain dissatisfaction with the head office of IVECO, which wants the truck, which most often gets into the sights of the cameras, to look like mass models like the aforementioned Trucker. And so Ivekov's PR specialists had to come up with a legend that the "nosed" car was a sports version of the heavyweight Powerstar, a model for the Australian market. Although the carbon fiber hood only imitates the appearance of the overseas prototype, and the cockpit is taken from the long-range IVECO Stralis. But while such a car wins, the bosses of the brand have nowhere to go.
Actually, the racing success of the "bonnet" is largely due to the layout - the car boasts an ideal, "50 to 50" weight distribution along the axes. What does it do? Firstly, the "nosy" car jumps and lands a priori better than its competitors, whose cab is located above the engine. Secondly, the crew does not sit "on the wheel", which makes it possible to reduce shock loads and, consequently, to fly over obstacles at a higher speed. Those potholes that the crew of a sports KAMAZ overcomes, risking their health, Ivek residents do not notice at all ...
Continuing the topic of overcoming obstacles, we note that Gerard is a big fan of experiments on the suspension. Once he tried to transfer his camion to an independent circuit, and now he uses Donnere shock absorbers, which are rare for Dakar vehicles, although most competitors (including KAMAZ-master) choose Dutch Reiger Racing. However, most likely, the French pendants simply offered Deroy's stable more interesting conditions than their fellow Dutchmen. Springs from Astra off-road trucks are used as elastic elements.
By the way, from Astr (this is a subsidiary of the IVECO concern, which is engaged in the production of military and super-heavy trucks), bridges are used on cabover IVECOs. But on the bonnet car, the axles are different, of the Finnish brand Sisu: the team believes that the Finnish transmission components are lighter and more reliable than the Ivek ones. Also, the Dutch are sure that disc brakes are better than standard drum brakes - all turquoise camions, regardless of the brand of axles, have Knorr-Bremse ventilated disc mechanisms! Although other cargo stables find the good old "drums" more suitable for the harsh conditions of Dakar - they overheat less, and the mechanism itself is closed to dirt.
The rest of the racing IVECO are very similar to their serial counterparts. Taken from Trucker's Steyr transfer case, 16-speed ZF gearbox and ... even the engine! This is an in-line "six" of the Cursor family with a volume of 12.9 liters, however, pretty forced. If the most powerful of the IVECO construction trucks develops 500 hp. and 2300 Nm, the diesel of a sports truck produces 900 hp. maximum power and the maximum torque is a fantastic 3800 Nm.
Is there any point in looking common features between sports and road trucks? As it turned out, there is: the trinity of cabover IVECOs (the best of which, under the control of Hans Stacy, took 7th place at the last Dakar), with the exception of the suspension, is really built from units of production cars. But Deroy's "kapotnik" is a one hundred percent homemade product, just stylized as a mass model and assembled from components that, according to Gerard, are the lightest, strongest and most reliable to date.
But it makes no sense to compare racing and serial KAMAZ. There is almost nothing in common between them ... Behind the Russian emblem are foreign units, albeit intelligently assembled by our engineers. New trucks from Naberezhnye Chelny are becoming such now: a Mercedes-Benz cab, a Cummins engine, and a ZF gearbox are installed on the domestic frame. So while the country cannot be proud of ordinary trucks, let's be proud of racing trucks - "combat" vehicles do their job perfectly, confidently stamping victory after victory.
Alexey Kovanov
Photo and video of KAMAZ-master and Team de Rooy teams
Specifications
| Model | IVECO Powerstar | IVECO Trakker Evo III | KAMAZ-4326 YMZ | KAMAZ-4326 Liebherr | ||
| Layout | bonnet | cabover | cabover | cabover | ||
| Dimensions, mm | length | 6800 | 7000 | 7220 | 7220 | |
| width | 2550 | 2550 | 2500 | 2500 | ||
| height | 3000 | 3200 | 3180 | 3180 | ||
| wheelbase | 4400 | 4400 | 4200 | 4200 | ||
| Curb weight, kg | 8600 (in a race 9400) | 8600 (in a race 9400) | 8900 (10,000 race) | 8900 (10,000 race) | ||
| Weight distribution along the axes, front / rear,% | 50/50 | 55/45 | 55/45 | 55/45 | ||
| Engine | IVECO Cursor 13 | IVECO Cursor 13 | YaMZ-7E846 | Liebherr | ||
| Working volume, l | 12,9 | 12,9 | 18,5 | 16,2 | ||
| Max. power, h.p. at rpm | 900/2200 | 900/2200 | 880/2500 | 920/2300 | ||
| Max. torque, Nm at rpm | 3800/1100 | 3800/1100 | 3600/1400—1600 | 4000/1500 | ||
| Transmission | ZF | ZF | ZF | ZF | ||
| Number of gears | 16 | 16 | 16 | 16 | ||
| Transfer case | Steyr | Steyr | Steyr | Steyr | ||
| Leading bridges | Sisu | Sisu | Sisu | Sisu | ||
| Suspension | in front | leaf spring, with springs and shock absorbers Donnere | spring, with Reiger shock absorbers | |||
| behind | leaf spring, with springs and shock absorbers Donnere | leaf spring, with springs and shock absorbers Donnere | spring, with Reiger shock absorbers | spring, with Reiger shock absorbers | ||
| Brakes | in front | disk | disk | drum | drum | |
| behind | disk | disk | drum | drum | ||
| Fuel tank capacity, l | 700 | 700 | 1000 | 1000 | ||
| Tires | Michelin 14.00R20XZL | Michelin 14.00R20XZL | Michelin 14.00R20XZL | Michelin 14.00R20XZL | ||
