So, the history of Soviet buses began with a bus based on AMO F-15.
The first AMO bus with a capacity of 14 passengers was created in 1926 on the chassis of the AMO-F-15 1.5-ton truck. The body was made on a frame made of bent wooden profiles and sheathed with metal, the roof was covered with leatherette. There was only one passenger door - in front of the rear wheel arch. Four-cylinder 35 hp carburetor engine allowed the bus to accelerate to 50 km / h. In addition, since 1927, a postal two-door bus was produced (the back door was behind the rear wheel arch) and an ambulance (without side doors). Third-party manufacturers put their own bodies on the AMO-F-15 chassis, for example, an open one with a tarpaulin awning for servicing resorts. Photo from a 1983 postcard:
Later, an extended version appears - AMO 4 (1933). 22 places. Top speed with 60 hp 6-cylinder engine. was 55 km / h. A batch of several dozen machines was produced.
Based on the ZIS-5, or rather its extended base from 3.81 to 4.42 m, the ZIS-11 chassis in 1934-1936. a 22-seater (total number of seats 29) ZIS-8 bus was produced. Six-cylinder in-line carburetor engine with a volume of 5.55 liters and 73 hp. allowed the ZIS-8 with a total mass of 6.1 tons to accelerate to 60 km / h. Only 547 units were produced at the ZIS. ZIS-8.
In 1938, the ZiS-8 was replaced on the assembly line by the more advanced ZiS-16, which was in line with the trends of that time. The production of the ZIS-16 bus, which differed in accordance with the then automotive fashion with a streamlined body shape, but still made on a wooden frame, was launched from 1938 and continued until August 1941. The bus accommodated up to 34 passengers (with 26 seats). Boosted to 84 hp the ZIS-16 engine accelerated the car with a total weight of 7.13 tons up to 65 km / h.
The production of passenger buses was resumed after the war, in 1946.
Then the body was developed, which simultaneously became the MTV-82 tram, the MTB-82 trolleybus and the ZiS-154 bus. ZiS-154 was not just a bus .. In 1946, Russian designers managed to create a hybrid!
The design of this bus was advanced for the domestic auto industry: the first domestic serial all-metal monocoque body of the carriage type (by the way, unified with the MTB-82 trolleybus and the MTV-82 tram) with a passenger door in the front overhang and an engine in the rear of the body, a pneumatic door drive, adjustable by three directions the driver's seat, diesel and electric transmission with an electric generator and an electric motor. Forced diesel engine YaAZ-204D with 112 hp. allowed a bus with a gross weight of 12.34 tons to accelerate to 65 km / h. In total, 1164 ZIS-154 buses were produced. However, the diesel engine that was just being mastered in production turned out to be unfinished in terms of exhaust smoke and reliability, therefore the ZIS-154 equipped with it, which also suffered from a whole bunch of "childhood diseases", became the object of serious complaints from the townspeople and operators, which led to a relatively quick production in 1950. One of them has been preserved in the Mosgortrans Museum.
The replacement for the unsuccessful ZIS-154 was the simpler-to-manufacture, but less capacious 8-meter ZIS-155 with the design of which the body elements of the ZIS-154 and the units of the ZIS-150 truck were used. By the way, it was on the ZIS-155 that an alternator was introduced for the first time in the domestic auto industry. The bus could carry 50 passengers (28 seats). The ZIS-124 90 hp engine accelerated the car with a gross weight of 9.9 tons to 70 km / h. A total of 21,741 buses ZIS-155 were produced, which remained the main model of bus fleets in the capital and other large cities of the USSR from the mid-50s to the mid-60s.
Preserved in the Mosgortrans Museum, as well as as monuments in some cities and sheds in some collective farms.
In 1955, for the first time in the USSR, they developed an intercity bus (before that, ZiS-155 cars ran on the Moscow - Yalta route, it's scary to imagine how much and how to go in it ..) It turned out to be a huge, luxurious bus in American style.
A bus with an original monocoque body with a length of 10.22 m could carry 32 passengers, located in comfortable aviation-type seats with head restraints and adjustable backrest tilt. The power plant consisted of a two-stroke diesel engine YaAZ-206D, which was located together with the gearbox transversely in the rear of the bus and brought the rear axle with a cardan shaft located at an angle to the longitudinal axis of the bus. In terms of the level, design of the body and interior, comfort for passengers and dynamic qualities, the ZIS (ZIL) -127 corresponded to the best foreign analogues and deservedly was the flagship of the domestic automotive industry. However, the overall width of the ZIS-127 is too large, equal to 2.68 m, which exceeded international requirements (the width of the vehicle is not more than 2.5 m) and the emphasis on the development of economic relations with the socialist countries by the CMEA members, which were given priority in the production of large class buses ( Hungary, Czechoslovakia) decided the fate of a completely competitive model (in fact, the last competitive domestic bus) - in 1960 the production of ZIL-127 was curtailed. In total, 1955-1960. 851 buses ZIS (ZIL) -127 were produced.
To this day, in perfect condition, the ZiS-127 has been preserved in a museum in Tallinn. On the territory of the former USSR there are also several cars in the state of "shed in the backyard of a motor depot".
Interestingly, on the basis of ZIL-127 in 1959, NAMI created and tested the Turbo-NAMI-053 gas turbine bus, which developed a speed of 160 km / h or more. The GTE mounted in the rear of the cabin developed 350 hp. and was twice lighter than the base diesel engine YaMZ-206D. However, such a machine did not go into production due to the complexity of production and operation.
ZIL-158, ZIL-158V - city bus. Produced from 1957 to 1959 at ZIL and from 1959 to 1970 at LiAZ. The ZIL-158 was the main bus model in the city bus fleets of the Soviet Union in the 60s and early 70s of the XX century. It was a further modernization of the ZIS-155 bus. It was distinguished by a body extended by 770 mm with a body increased to 60 people. rated passenger capacity (32 seats), redesigned front and rear masks, redesigned side windows, and an engine with 9% more power. The first ZIL-158 had windows in the ventilation hatches in the roof, as well as windows in the corners of the rear roof slopes.
A front-engine layout was used, which later migrated to LiAZ-677 and PAZ-652.
Sometimes such buses are still found ...
At the same time, the production of buses was started in Lvov, at a plant that used to produce truck cranes and trailers.
LAZ-695. I think he needs no introduction .. Initially it looked like this. Huge windows in the ceiling (at the far, earlier - tinted), an interesting air intake on the back of the roof. Rear-engine layout, ZiLovsky engine. It began to be produced back in 1956, since then it has been simplified and transformed many times over.
There were quite a few changes in the walker over the entire production period.
And in the end 695 turned into such a familiar and familiar to all of us commuter routes worker, which was produced right up to 2002 (and in fact - until 2010 !!!).
In the late 50s, LAZ started developing intercity buses. There were dozens of interesting options, but only a few went into the series. For example, LAZ-697
In 1961, the LAZ bus - Ukraine was created. Think of the "Queen of the Gas Station". Learned?
In 1967, a bus was created that made a real world breakthrough.
In the spring of 1967, this bus took part in the international bus competition in Nice (XVIII International Bus Week), where it received the following awards:
- Prize of the President of France, two Grand Prizes of Distinction and a Special Prize of the Organizing Committee - for participation in the rally.
- Silver medal for bodybuilders - for the bodywork competition.
- Grand Prize and Organizing Committee Cup - for technical tests.
- Big Cup - for the absolute first place in driving skills (driver - test engineer S. Borim).
This is what she is, "Ukraine-67"
Let's go back to LiAZ, which in 1962 began to release the legend. LiAZ-677. Warm, gurgling and swaying to an incredible amplitude, is familiar to almost everyone and does not need an introduction .. In some places they still run, but in most cities they have long been melted down.
There were many options. for example, for the far north.
Meanwhile, Ukravtobuproma engineers have prepared a surprise.
1970 year. The world's first low-floor bus. LAZ-360. Collected two copies. The first is LAZ360EM. In 1970, when creating LAZ-360EM (in some sources LAZ-360E), the main task of the designers was to lower the floor level in the bus to 360mm above the road level (hence the bus index - "360"). It was possible to make the bus low-floor only by abandoning cardan transmissions, therefore the transmission on the LAZ-360EM is electromechanical. The bus engine (170 hp / 132 kW), together with an electric generator, was located in front (most likely behind the driver's seat), and the drive wheels were rear, connected with traction motors. A special feature of the bus was a four-axle undercarriage with small-diameter tires. Two front axles are steerable, two rear axles are driven. The body with an unusual artistic solution was also interesting - windshields bent in a vertical plane and trapezoidal side windows. The length of the bus was 11.000mm.
Some time later, it became clear that the selected four-axle scheme with electric transmission did not justify itself, and then the bus design was thoroughly revised and practically developed anew. For the updated version, a two-axle scheme was chosen, with the usual mechanical transmission, but with front driving and steering wheels - thus it became possible to make an even low floor practically along the entire length of the bus. The engine of the new bus also changed its position in the cabin - now it was on the right side of the driver. The number and location of entrance doors has also changed. The modernized bus was named LAZ-360 (that is, with a low floor level, but without an electromechanical transmission).
The LAZ-695 bus can be safely entered into the Guinness Book of Records. This model, constantly being modernized, lasted 46 years on the factory conveyor, thereby setting an absolute record for the duration of production of one bus model at one plant!
LAZ-695 became the firstborn of the Lviv bus plant, the construction of which was started back in 1945. Since 1949, the plant began to produce vans, trailers, truck cranes, and an experimental batch of electric vehicles was also produced. In parallel with the construction of a new plant and the development of the production of automotive products at it, a design team was organized under the leadership of V.V. Osepchugova. Initially, the plant planned to produce buses ZIS-155 of the Moscow Stalin Plant, but this prospect did not suit the young team of the KB. According to the memoirs of the first director of LAZ B.P. Kashkadamov, Osepchugov literally infected the young designers who had just left the institute audiences with his "bus disease".
The initiative to create its own bus model at LAZ was supported "at the top" and samples of the most modern European buses were purchased for LAZ: Magirus, Neoplan, Mercedes. They were studied, tested, considered from the point of view of production technologies at LAZ, as a result of which the design of the Lvov firstborn was practically developed by the end of 1955. The starting point for its design was the design of the Mercedes-Benz 321 bus, and the external stylistic solutions were taken from the Magirus bus.
The first buses LAZ-695
In February 1956, the design team of the LAZ plant built the first prototypes of the LAZ-695 bus with a ZIL-124 engine located at the rear. A similar arrangement with a longitudinal engine in the rear overhang of the bus was used in the USSR for the first time. The LAZ-695 body also had a completely new design. All loads were absorbed by a power base, which was a spatial truss made of rectangular pipes. The body frame is rigidly connected to this base. The outer cladding of the bus was made of duralumin sheets, which were attached to the body frame with "electric rivets" (spot welding). The two-disc clutch and five-speed gearbox were taken from the ZIL-158 bus.
An interesting innovation was the dependent spring-spring suspension of the bus wheels, developed in cooperation with NAMI specialists. Additionally, the correction springs provided the overall suspension with a non-linear characteristic - its stiffness increased with increasing load, as a result, regardless of the load, comfortable conditions were created for passengers. This circumstance has won a high reputation for LAZ machines. But as a city bus LAZ-695 was imperfect: there was no storage area at the front door, the passage between the seats and the doors were of insufficient width. The bus could be most successfully used for suburban traffic, tourist and intercity travel. Therefore, 2 more models were immediately included in the unified series: the tourist LAZ-697 and the intercity LAZ-699.
Despite certain disadvantages, the LAZ-695 stood out among other domestic buses. Thin window pillars of the body with sliding vents, curved glass built into the radius slopes of the roof gave the bus a light, "airy" look. Large radii of curvatures on the edges and corners of the body created the visual effect of a streamlined car. If we compare the LAZ-695 with the mass city bus of that time ZIS-155, then the first one accommodated 4 more passengers, was 1040 mm longer, but 90 kg lighter and developed the same maximum speed - 65 km / h. 
(ZIS-155)
It should be noted that the LAZ-695 buses had an interesting design feature. If necessary, the bus could be easily converted into an ambulance. To do this, it was enough just to dismantle the seats in the cabin. In the front of the bus, under the windshield to the right of the driver's workplace, an additional door was provided in the back for loading the wounded. This "innovation" was quite justified at the time when this bus was created.
LAZ-695B
Since the end of 1957, the car was modernized: the base of the body was strengthened, a pneumatic door opening drive was introduced instead of a mechanical one. Moreover, since 1958, instead of side air intakes, a wide bell has been installed on the rear of the roof. Through it, air entered the engine compartment, containing significantly less dust. The braking system, the heating of the bus, the way the passenger seats are installed, the tilt of the driver's steering column and much, much more have also undergone changes. Serially modernized buses, named LAZ-695B, began to be produced from May 1958 and until 1964 produced 16718 complete buses LAZ-695B, as well as 551 bodies for trolleybuses (for OdAZ and KZET) and 10 completely complete trolleybuses LAZ-695T on their base.
Initially, the serial LAZ-695B retained a very large glazing area of \u200b\u200bthe roof slopes, but the operators constantly complained to the plant about the weakness of the entire upper part of the LAZ buses. As a result, the glazed front corners of the roof slopes first disappeared from the buses (autumn 1958), and later the glazing of the rear slopes significantly decreased. Interestingly, as an experiment in 1959, a copy of the LAZ-695B bus was made without glazing the roof slopes at all, but apparently such a bold approach to increasing the rigidity of the roof seemed too radical to someone and on serial cars the glazing of the slopes was left, only a little of it reducing. Later, by the fall of 1959, on LAZ-695B buses, the roof structure in front was slightly changed, as a result of which a visor-"cap" appeared over the windshields of the buses.
LAZ-695E
As soon as ZIL began production of the V-shaped eight-cylinder ZIL-130 engine, a single-plate clutch and a new five-speed gearbox, the question arose about equipping LAZ buses with them. Prototypes of the bus under the LAZ-695E index were manufactured in 1961. Serial production of the LAZ-695E began in 1963, but a total of 394 copies were made in a year, and only from April 1964 the plant completely switched to the production of the "E" model. Until 1969, 37916 LAZ-695E buses were manufactured, including 1346 for export. 
The 1963 LAZ-695E buses did not differ from the LAZ-695B buses produced at the same time, but since 1964, all LAZ buses have received new - rounded - wheel arches, by which the LAZ-695E is recognized instantly.
LAZ-695ZH 
At the same time, LAZ, together with the NAMI automatic transmission laboratory, began developing a hydromechanical transmission for a city bus. Already in 1963, the first industrial batch of buses with such a transmission was assembled at LAZ. These buses were named LAZ-695ZH. But in two years, from 1963 to 1965, only 40 LAZ-695Zh buses were assembled, after which their production was discontinued. The fact is that buses of the LAZ-695 type were mainly used on suburban lines, and they were not suitable for busy urban routes, therefore, the LiAZ-677 bus was created especially for large cities in the mid-60s. So he got a hydromechanical transmission manufactured at LAZ. LAZ-695Zh buses outwardly did not differ from similar buses with a manual gearbox of the same manufacturing period.
LAZ-695M 
A set of innovations implemented in 1969 made it possible to seriously improve the basic model, which became known as LAZ-695M. It provided for the installation of higher window panes on the car, with corresponding changes in the body frame structure. The bus had a power steering, rear axle "Rab" (Hungary) with planetary gearboxes in the wheel hubs, the proprietary LAZ central air intake was replaced by slots on the sidewalls. The vehicle has become 100 mm shorter, and its curb weight is higher. The production of LAZ-695M lasted seven years and during this time 52,077 copies were made, including 164 for export.
LAZ-695N
Having received a new front body panel with higher windshields since 1973, the car became known as LAZ-695N.
However, this model went into series only in 1976, before that the previous modification was produced. LAZ-695N cars of the late 70s - early 80s had small windows on the outside above the doors to the salon for illuminated inscriptions "Enter" and "Exit", on later cars they were abolished. Also, the early LAZ-695N buses differ from newer cars in the shape and location of the rear lighting equipment.
LAZ-695NG
In 1986, specialists of the All-Union Design and Experimental Institute "Avtobusprom" adapted the LAZ-695N bus to run on natural gas. Cylinders with methane, compressed to 200 atmospheres, were placed on the roof of the bus in a special casing. From there, gas was supplied through pipelines to a pressure reducer that reduced the pressure. The gas-air mixture from the reducer was fed to the engine. Due to the placement of cylinders on the roof of the bus, methane, which is lighter than air, in an emergency, instantly disappears without having time to catch fire.
In the 90s, LAZ-695NG buses became quite common due to the fuel crisis in our country. In addition, many LAZ-695N buses from the fleet began to independently convert to methane, which is cheaper than gasoline.
LAZ-695D, LAZ-695D11
In 1993, at LAZ, on an experimental basis, they tried to install diesel engines D-6112 from the tactor T-150 and diesel 494L from military equipment on the LAZ-695 bus. Both diesels are made in Kharkov. In the same 1993 by the Dnepropetrovsk association "DneproLAZautoservice" buses LAZ-695N were equipped with diesel engines of the Kharkov plant "Hammer and Sickle" SMD-2307. But the most effective were the efforts of the Interstate Automobile Trade Association. By their order, LAZ developed and began to produce serially since 1995 a diesel modification of the bus - LAZ-695D, which received its own name "Dana". This bus was equipped with a D-245.9 diesel engine from the Minsk Motor Plant. This modification of the bus was mass-produced at the Lviv Bus Plant until 2002 and since 2003 has been produced at the Dneprodzerzhinsk Automobile Plant (DAZ).
In 1996, the diesel bus project was significantly redesigned, resulting in the appearance of the LAZ-695D11 "Tanya" bus. This project was coordinated by the Simaz company, which is part of the Interstate Automotive Trade Association. The Tanya bus differed from the previous diesel model with hinged doors in the front and rear overhangs and installed soft seats in the cabin. By and large, this was a return to the long-discontinued LAZ-697 intercity bus in a new quality and under a new name. The modification of the LAZ-695D11 "Tanya" was mass-produced in small batches.
LAZ-695 today
In 2002, a controlling stake in the Lviv Bus Plant was acquired by Russian businessmen. From that moment on, the plant underwent great changes - all the old models were taken out of production and the buses were offered to consumers, created using modern technologies. But the production of LAZ-695N buses was never stopped. All technological documentation was transferred to the Dneprodzerzhinsk Automobile Plant, where the small-scale assembly of LAZ-695N buses continues to this day. Dniprodzerzhynsk buses LAZ-695N differ from Lviv buses by the absence of a driver's door, seamless sides without molding and yellow handrails in the cabin. 
Trolleybuses LAZ-695
The rapid development of trolleybus systems in many cities of the USSR in the early 60s and the lack of rolling stock for them forced the production of trolleybus vehicles with bus bodies. A trolleybus based on the LAZ-695B bus was first manufactured in Baku in 1962 and was named BT-62. It was redesigned from a 1959 bus (no cap and rear glazing).
In the summer of 1963, a trolleybus based on the LAZ-695B bus body was manufactured directly at LAZ. In some factory documentation, the basic body of the LAZ-695E bus was indicated, but, in fact, at that moment these buses differed only in the model of the installed internal combustion engine, which was not on the trolleybus, therefore the model of the basic body for the trolleybus is not fundamental. However, one should proceed from the fact that in 1963 the main bus at LAZ was LAZ-695B, and only in 1964 the plant completely switched to the production of LAZ-695E.
The Lviv trolleybus was named LAZ-695T and was manufactured at the plant in an amount of only 10 units. All Lviv trolleybuses remained to work in their hometown, and for other cities the production of trolleybuses was deployed at the Kiev Electric Transportation Plant (KZET), where it was named Kiev-5LA. For the production of Kiev-5, KZET received ready-made bodies of Lviv buses, and the electric transport plant only installed its own electrical equipment. A total of 75 Kiev-5LA trolleybuses were assembled at KZET in 1963-1964.
However, the capacities of the Kiev plant were not enough to satisfy the rapidly developing trolleybus in the USSR, and the Odessa Automobile Assembly Plant (OdAZ) joined the production of LAZ-695T (in the same year 1963). By that time, the Odessa plant transferred the production of its dump trucks to Saransk and, in fact, was left without a production facility. In Odessa, the trolleybus was named OdAZ-695T. Bus bodies with chassis elements came from Lvov to OdAZ, and all electrical equipment from Kiev. The trolleybuses assembled at OdAZ were mainly intended for trolleybus fleets of nearby regional centers with trolleybus traffic. In total, 476 OdAZ-695T trolleybuses were assembled in Odessa for three years (1963-1965).
The trolleybuses of the LAZ-695T type (as well as Kiev-5LA and OdAZ-695T) were equipped with a 78 kW electric motor, and the trolleybus itself was capable of a speed of 50 km / h. Compared to the most common trolleybus of that time, MTB-82, the Lviv trolleybus turned out to be much lighter and, with comparable engine power, was naturally more dynamic and economical. And at the same time, it was short-lived (service life of 7-8 years) and small capacity (some of the electrical equipment was located in the cabin), with narrow aisles between the seats and narrow doorways, but the release of these machines to some extent allowed to reduce the deficit in the trolleybus mobile composition of the country.
Buses LAZ-695 in Kharkov
LAZ-695 appeared in Kharkov almost immediately after the start of its production - in the late 50s. For more than forty years, all modifications of this car, without exception, drove through the streets of our city. In the 60s, LAZs operated on the most "prestigious" and demonstrative routes, such as 34 (Pavlovo Pole - KhTZ), 44 (Vokzal - Pavlovo Pole), 41 (Vokzal - KhTZ). This was due to the fact that at that time there were no large-capacity buses, and the main rolling stock of the city's car fleets were our heroes, as well as ZIL-155 and ZIL-158. With the advent of more capacious LiAZs and Ikarus in the early 70s, LAZ-695 begins to lose ground. Gradually, LAZs began to serve short routes with relatively small passenger traffic, as well as most suburban routes. However, in the latter, the suburban modification of the Hungarian "Ikarus-260" was a significant competitor to them.
By the beginning of the 80s, the LAZ-695 buses of the first modifications, produced in the 60s, were decommissioned. LAZ-695E drove through the streets of our city much longer. The last buses of this modification operated on route 17 back in 1993. In the late 1980s, LAZ-695 buses operated mainly on routes serving individual development areas such as Nemyshlya, Osnova, Danilovka. They also completed one of the most intense routes at that time - No. 17 (Lesopark - Heroes of Labor), which was associated with the difficult profile of the route (it passed along the Gilardi descent). LAZ-695 formed the basis of the ATP-16331 rolling stock, which specialized in suburban routes. In addition, many LAZs worked in the service and custom mode.
After the crisis in road transport, which began in the early 90s, with the advent of commercial road carriers, the number of routes served by LAZs has increased significantly. Large class buses - "Ikarus" - turned out to be too expensive for operation in the new conditions - the fuel crisis affected, as well as the lack of spare parts for the "Hungarians". At the same time, LAZs have established themselves as one of the most unpretentious buses. Therefore, by the end of the 90s, the history of the Kharkiv bus was thrown back 30 years. As in the distant 60s, the main passenger bus on the streets of our city was LAZ-695. But unlike the 60s, at the end of the twentieth century, it is hopelessly outdated. In addition, most of the LAZs were in rather poor technical condition.
However, in 2004-2005, the number of LAZ-695 buses on the streets of the city significantly decreased. At the request of the city authorities, carriers are obliged to replace the rolling stock on city routes with newer vehicles. Therefore, LAZs give way to new PAZs, Bogdans and Etalons. Now in Kharkov there is mainly the last modification - LAZ-695N. Some LAZs run on gas fuel, as evidenced by gas cylinders on the roof, shifted towards the rear overhang. LAZ-695 can be found more often on suburban routes than on urban ones, although just a couple of years ago the opposite situation was observed. Many LAZs are also used as company cars.
There is also a real museum exhibit in Kharkov - the LAZ-695M bus produced in 1974, which belongs to the FED Machine-Building Plant. In 1986 he underwent a major overhaul at the Kharkov Aviation Plant. In summer, this car is often found on the "summer cottage" route connecting the "Heroes of Labor" metro station with the Murom reservoir.
Photo by the author
General purpose bus, middle class. Produced by the Lviv Bus Plant since 1976. The body is of a wagon type, with a supporting base, 3-door (two 4-leaf doors for passengers and one single-leaf hinged door for the driver). The seat layout is 4 rows. The engine is located in the rear. The driver's seat is sprung, adjustable in height, length and backrest tilt. Heating system - air, using heat from the engine cooling system. Previously, the LAZ-695M bus was produced (1970-1976).
Modifications
LAZ-695NE and AAZ-695NT are buses for export to countries with a temperate and tropical (dry and humid) climate, respectively, LAZ-695NG is a bus whose engine runs on compressed natural gas or gasoline.Engine
Maud. ZIL-130Ya2N (aka ZIL-508.10), gasoline, V-arr., 8-cyl., 100x95 mm, 6.0 l, compression ratio 7.1, operating procedure 1-5-4-2-6-3 -7-8; power 110 kW (150 hp) at 3200 rpm; torque 402 Nm (41 kgf-m) at 1800-2000 rpm; carburetor K-90; air filter - oil inertial.Transmission
The clutch is single-plate with peripheral springs, the shutdown drive is hydraulic. Gearbox - 5-speed, gear numbers: I-7.44; II 4.10; III 2.29; IV 1.47; V-1.00; ZX-7.09; synchronizers in II-V gears. The cardan drive consists of one shaft. The main gear is double spaced (bevel and planetary). Transfer. number 6.98.Wheels and tires
Wheels - disc, rims 7.5-20, mounting on 10 studs. Tires 10.00-20 mod. OI-73A, NS - 12, tread pattern - road, front and rear tire pressure 6.0 kgf / cm. sq. The number of wheels is 6 + 1.Suspension
Dependent, front - on semi-elliptical springs with corrective springs, two shock absorbers; rear - the same, without shock absorbers.Brakes
The service brake system is double-circuit, with a pneumatic drive, drum mechanisms (diameter 4-20 mm, pad width: front 70, rear 1 80 mm, cam-unclamping. Parking brake - on the mechanisms of rear wheels, mechanical drive. Spare brake - one of the circuits of the service brake system Pressure in the pneumatic drive of the brakes 6.0-7.7 kgf / cm2.Steering
Maud. ZIL-124, a globoidal worm with a three-ridge roller, transmit. number 23.5. Steering wheel play up to 150.Electrical equipment
Voltage 12 V, ac. battery ZST-150EMS (2 pcs.), generator G287-K with built-in integral voltage regulator Ya112-A, starter ST130-AZ, distributor P137, transistor switch TK102, ignition coil B114-B, spark plugs A11. Fuel tank - 154 l, gasoline A-76;cooling system - 40 l, water;
engine lubrication system (with an oil cooler) - 8.5 l, all-season M-8V, or M-6 / 10V, DV-ASZp-10V in winter;
steering housing - 1.2 l. TSp-15K or TSp-10;
gearbox - 5.1 l, TSp-15K or TSp-10;
drive axle housing and wheel reducers - 14 (8 + 6) l, TSp-15K or TSp-10;
hydraulic clutch drive system - 0.95 l, brake fluid "Tom";
shock absorbers - 2x0.85 l, АЖ-12Т;
windshield washer reservoir - 2L, NIISS-4 fluid mixed with water.
Unit weight (in kg)
Engine with equipment and clutch - 502,gearbox - 120,
cardan shaft - 16,
front axle - 316,
rear axle - 665,
body - 3080,
complete wheel with tire - 110,
radiator - 35.
SPECIFICATIONS
| Capacity: | |
|---|---|
| number of seats | 34 |
| total number of seats | 67 |
| number of positions | 1 |
| Curb weight, kg | 6800 |
| Including: | |
| on the front axle | 2200 |
| on the rear axle | 4600 |
| Full weight, kg | 11630 |
| Including: | |
| on the front axle | 4100 |
| on the rear axle | 7530 |
| Max speed, km / h | 86 |
| Acceleration time to 60 km / h, s | 40 |
| Max. overcome rise,% | 25 |
| Run-out from 60 km / h, m | 1100 |
| Braking distance from 60 km / h, m | 32,1 |
| Control fuel consumption at 60 km / h, l / 100 km | 33,9 |
| Radius: turning, m: | |
| on the outer wheel | 8,5 |
| overall | 9,6 |
Any Soviet bus or truck differs from European technology in two important characteristics. The first is a technique of increased reliability, since it is all designed in case of war. The second, logically emerges from the first: all vehicles have unified components and mechanisms, which increases its maintainability, facilitates maintenance, and simplifies the study of the machines themselves. In fact, and this has long been known, trucks and buses made in the USSR are designers. Compared to the level of standardization in the USSR, European brands are still babies in this regard: the EU is only 20 years old and the path to total unification and common GOSTs is still ahead of them.
If you accidentally wedge yourself into a conversation between two normal knowledgeable drivers about certain machine units, you will hardly immediately understand which model is being discussed. For example, an engine from a ZIL or MAZ can be installed on at least 5 different cars, this is at best. Mechanics who repair only KAMAZ or ZILs are quite capable of understanding mechanics of other Soviet brands. And this is not because locksmiths are deeply interested in the structural differences of all machines, but because all the units of Soviet technology are simple and similar.
The same fate befell the LAZ-695 N. The machine turned out to be simple and reliable. Its only radical difference, in my opinion, is the seats in the passenger compartment: I have never met such a one in any bus of the Soviet automobile industry. Although the author may be wrong. Now about the technical characteristics of LAZ 695, in more detail.
Motors and transmissions from ZIL
The ZIL-130 engine has been installed on LAZ since 1961. The carburetor V-shaped eight with 6000 "cubes" of working volume was capable of producing up to 150 hp. The installation spins up to 3200 rpm, the maximum torque of 402 Nm is achieved at the level of 1800-2000 rpm.
The engine is good because it perfectly perceives two types of fuel: gasoline and gas. Able to accelerate the car to 80 km / h at full weight. The tank is designed for 154 liters for gasoline, or 6 cylinders for 300 liters of gas are installed. The estimated maximum fuel absorption is 41 l / 100 km in gasoline equivalent (A-76, AI-80), and 38 l / 100 km in 60 km / h mode in the gas version (methane).
The modern analogue is the updated ZIL-130 (508.10) engine.It is fully suitable for replacing power plants that have exhausted their resource and is offered by the manufacturer in 4 versions, which differ in the completeness of the equipment (the presence or absence of a number of components and assemblies: gearbox, starter, compressor, filter, etc.).
A mechanical gearbox ZIL-158V is installed on the bus. Gears - 5, with synchronizers in 2nd and 5th gears, single disc clutch with peripheral springs. Disconnection of the clutch is hydraulic. The main gear is double spaced (bevel and planetary). The cardan transmission is represented by one integral shaft.
Steering and brakes
The control scheme was also inherited from ZIL. Initially, the ZIL-124 system was installed, without GIR, since 1991, the LAZ-695N are equipped with a ZIL-4331 steering unit with a hydraulic booster.
The main brake system is organized in 2 circuits, pneumatic, the executive bodies are brake drums, one of the circuits is used as a backup system. The parking brake is mechanically operated to the rear wheel drum pads.
Dimensions. Suspension
Length / width / height - 9190x2500x3120 mm. The mass of the equipped bus is 6800 kg, the gross weight is 11200 kg. The front and rear suspensions are spring-spring, the front is equipped with two shock absorbers. The ground clearance is 320mm.
Body and interior
Car body type with a supporting base. Number of doors 3: two passenger hinged 4-leaf doors and a driver's door. The width of the passenger door opening is 830 mm. Ventilation is natural. The heating system is calorifier from the engine cooling system.
The number of seats is 34, the total capacity is 60 people. The seats are arranged in 4 rows, the last 5 seats are combined into one sofa, consisting of 3 sections (two 2-seater and one single). In cars of various years of production, there is also 1 service place near the rear door.
The driver's seat is movable in 3 directions. Controls and instruments are arranged organically, control instruments with large dials are very informative.
The price of LAZ is varied
The sellers estimate the minimum cost of the LAZ 695 bus with the index "complete trash" at $ 2.5-3.3 thousand. These are very old cars, but the engines on them, as a rule, are installed new, according to the assurances of sellers with a mileage of 30-50 thousand . km. A lot of problems with the body, which rests only on the Soviet reserves of strength. Further prices rise, depending on the condition of the bus. The average price for a LAZ 695 N 15-20 years ago, in a satisfactory condition, $ 4.5-6 thousand. Conventionally new cars aged 10-15 years in a really good condition with a mileage of 150-200 thousand km can be purchased for $ 8-11 thousand ...
Historical primer based on LAZ-695
1. Just LAZ
The first serial LAZ-695 "Lviv" rolled off the assembly line in 1956. The machine was designed after studying a number of foreign analogues: Magirus, Neoplan, Mercedes. At LAZ, for the first time in the history of the Soviet bus industry, the rear engine was used. The power plant was the ZIL-124 engine. The transmission (5-speed gearbox with a two-disc clutch) was inherited from the ZIL-158, the most common bus at that time.
The LAZ body was also an innovation for the USSR: all loads were distributed to a power frame welded from rectangular pipes, and all body elements were rigidly connected to it. For the manufacture of the cladding, duralumin was used, which was fastened by welding. Also, a spring suspension, unusual for those times, was introduced. The combined version provided the necessary characteristics: rigidity increased with increasing load, the car did not shake, it coped well with any vibrations.
For servicing urban passenger routes, LAZ-695 was inconvenient: there was no wide area at the entrance, passages and doors were narrow, designed for one person. For long-distance and suburban transportation, the car was quite suitable: 65 km / h plus comfortable seats, always delighted passengers. On the basis of the 695, two models of enhanced comfort for long-distance travel were built: LAZ-697 and LAZ-699.
The revolutionary design of LAZ did not leave anyone indifferent: thin elegant window pillars and radius glazing of the roof gave the bus a modern look. Streamlined hull details added speed and visual dynamism to the car.
2.B
LAZ-695B - the first modification of the model, produced in the period 1958-1964. The main differences: the body was reinforced at the base, a pneumatic drive appeared on the doors (before that there was a mechanical one), an "aerospace" air intake was installed on the roof. The transmission was also subjected to experiments: at first there was a two-disc clutch and a gearbox with direct fourth gear and fifth acceleration, but then it was replaced by a single-plate clutch and a gearbox with direct fifth gear
The roof of the car also changed radically. Either it became opaque, then the glazing was returned: this is how the designers fought for the rigidity of the element and for its beauty in different periods. Radial glazing will soon disappear, but the proprietary LAZ visor over the windshield, which appeared as a result of many reworkings, will remain for a long time on the following modifications.
Many more minor improvements were made to the model, some of them related to the design. Over the years, almost 17 thousand cars have been released from the assembly line.
3. E
In 1961, a new ZIL-130 engine appeared. The motor was introduced on existing models, which were renamed LAZ 695 E. The car went into production in 1963 and lasted 7 years on the conveyor. On the LAZ-695 E, new front and rear axle hubs were also installed. The set also includes new disks with ZIL-158.
In 1969, the first electropneumatic door drive was installed, and as a result, the control valve was replaced with two toggle switches, which were transformed over time into neat buttons. In the same year, LAZ received the rear axles "Rab" from Hungary.
4. F
The experimental model LAZ-695Zh existed in the amount of 40 pieces. It was distinguished by the fact that an experimental hydromechanical transmission was installed on the machine. However, after two years of testing (1963-1965) the program was stopped: functionally LAZ-695 never reached the level of a full-fledged city bus. All the remaining experimental transmissions were transferred to LiAZ near Moscow. With the advent of LiAZ-677, LAZs finally occupied the niche of suburban and intercity transportation.
5.M
Massive innovations in the design, which took place in 1969, smoothly led the plant to create a new model - LAZ-695 M. The machine was produced in the period from 1969 to 1976. The design updates were completed with a logical external reincarnation. The 695th with the index "M" was finally deprived of the radius glass of the roof, changing the design of the body frame. But the side windows became taller, which made the interior spacious, and made the car visually higher. The branded central roof air intake was removed, transferring the air intake to the rear hood, and later, the inlet pipes were again moved to the area of \u200b\u200bthe side pillars, making elegant grilles on the cladding.
In 1973, new wheels were installed (for 4 segments), in 1974 two mufflers were combined into one. The length of the vehicle has decreased and the curb weight has increased. In total, more than 52 thousand vehicles were built in the LAZ-695 M series.
6.H
LAZ 695 N went into series production in 1976 and was produced for 26 years! They began to prepare the car in 1973, the main changes concerned the design. The main external difference concerned the front facing. The bus was given square, fashionable at that time, headlights from Moskvich-412. We placed a plastic grille on the hood (then changed it to an aluminum one), and left the proprietary visor over the windshield. In the 80s, the false grille was abandoned, and the headlights were made round.
The design changes were not dramatic. In the early 90s, we began to install GIRs. At the same time, they abandoned the Hungarian bridges, and again returned to the double main gear.
A distinctive feature of absolutely all cars, until 1991, was the front door-hood. In case of war, the LAZ-695 N could be converted into an ambulance: the seats were dismantled, and the hatch was used to load the wounded.
7.P
LAZ 695 R is an interesting, but limited version with double swing doors and comfortable seats. It began to be released from the assembly line in 1980 for the Olympics and for export. According to a number of information, he had to change cars with an index N. There were few differences in this series, but the bus was made safer and more comfortable. New safety seats were installed on the LAZ 695 R, a solenoid valve for limiting the fuel supply was introduced, steps and footboards were made of notched aluminum sheet. They also improved noise insulation, strengthened the body at the points of attachment to the frame. The overall effect of the implementations was an increase in the resource by 100 thousand km more than that of the 695N. Since 1980, LAZ 695 R and LAZ 695 N were produced at the plant at the same time, but in the end the R-ku was removed from the assembly line: due to "difficulties in production."
8. NG, P, NE, NT, D, D11, Soyuz
The gas version of the LAZ 695 NG has been produced since 1985. In the early 90s. buses marked NG have become especially popular. Many owners converted the existing LAZ fleet to methane on their own. There are also factory models LAZ 695P, in which propane is used as fuel.
There were also gasoline export versions. LAZ 695 NE were sent to countries with a temperate climate, and LAZ 695 NT were specially prepared for dry and humid latitudes.
There are also diesel versions of the 695, they are produced in limited quantities. The first diesel engines were introduced more than 20 years ago by the LAZ-695D Dana model and were equipped with SMD-2307 and D-245.9 engines of the Minsk Motor Plant. In 1996, D-shku was radically revised and given the index D11 "Tanya". The LAZ-695 SOYUZ with the YaMZ 5340 engine was the last diesel version with a completely updated design and single-leaf sliding doors. It is still being produced today!
