Even the ancient Romans realized that it was possible to quickly get to the remote provinces of the empire only if there were good roads. This truth was so obvious that laying them in the Roman Empire became a matter of state importance. As a result, well-preserved ancient Roman roads with a track still beaten out by chariots function in some places in the 21st century.
Well, in our country there have always been problems with roads. Accordingly, the designers also had problems, who had to puzzle over which roads they should design new cars for.

In the initial period of motorization in our country, only cars were created that were designed for paved roads, which were mainly in large cities. Well, a significant part of Russian roads were ordinary dirt roads, which turned into impassable even after a little rain. It was for such “directions” that all-terrain vehicles were required, especially since preliminary calculations showed that it was cheaper to produce a small number of all-terrain vehicles than to roll up thousands of unpaved highways, cobblestone roads or gravel roads with asphalt. And, in accordance with this concept, in the 1930s, the first off-road vehicles began to appear in our country.

In the beginning, these were army all-terrain vehicles, where their high cross-country ability helped to solve not only tactical, but sometimes strategic tasks. Among them were three-axle and half-track trucks, "one and a half", three-axle ZIS-6, the first light all-wheel drive all-wheel drive GAZ-61 all-terrain vehicles, as well as army jeeps GAZ-64 and GAZ-67B. And with the beginning of the Great Patriotic War, Soviet designers were able to get acquainted with all-wheel drive jeeps such as Willys MW, Ford GPW and Dodge WC-52 received under Lend-Lease.

The experience of the Second World War has shown that in the absence of a decent road network, four-wheel drive all-terrain vehicles can become an indispensable vehicle capable of reliably delivering passengers and goods in rural areas. In accordance with this, the creation of passenger and cargo all-terrain vehicles has become one of the most important areas of motorization in our country.

So, in 1952, an army jeep GAZ-69 (including its civilian version) rolled off the assembly line of the Gorky Automobile Plant, and in 1955 - GAZ M-72 (all-wheel drive "Victory"). small cars, which produced several models of high cross-country ability on the basis of those produced by the Moskvich enterprise.

Unfortunately, all these machines could not be classified as mass-produced. The country needed an inexpensive utilitarian all-terrain vehicle that could be repaired without resorting to the services of car services that did not exist at that time. And the first such car was the LuAZ-969V, which rolled off the assembly line of the Lutsk Mechanical Plant in 1967, which was renamed to the Lutsk Automobile Plant on this occasion.

The predecessor of the civilian mini-jeep was the compact army all-terrain vehicle released in 1961 - the ZAZ-967 TPK amphibious vehicle (leading edge transporter). It was a very extraordinary vehicle, designed to evacuate the wounded from the battlefield and deliver ammunition and other military equipment to the front lines. The engine, final drives, TPK transmission - all this was included in the design of the new car, which at first received the name ZAZ-969V. True, at first the car was produced in a front-wheel drive version (by the way, for the first time in the USSR!), And only in 1971, after mastering the production of parts and assemblies of the rear wheel drive, a full-fledged LuAZ-969 SUV, equipped with a 23-strong "Zaporizhzhya" motor. Note that the VAZ-2121 "Niva", which became the # 1 jeep in the Soviet Union, was put into production six years later - in April 1977.

The development of a civil all-terrain vehicle was carried out at first at NAMI (Central Research Automotive and Automotive Institute), and then at the Irbit motorcycle and Zaporozhye automobile plants under the leadership of the famous auto designer B.M. Fitterman (by the way, under his leadership, a ZIS-150 truck was created, as well as the first three-axle all-wheel drive armored personnel carrier BTR-152 in our country).

It was Fitterman who proposed an original solution to the ZAZ-969V running gear, based on a combination of a very compact independent torsion bar suspension with wheel gears increasing the ground clearance.

The power unit located in front, which included the engine, gearbox and main gear, was based on a V-shaped four-cylinder 23-horsepower MeMZ-966 engine, the same one that the first "Cossacks" were initially equipped with. The gearbox was rigidly connected to the rear axle by a pipe (something like a deadwood), inside which the main drive shaft passed - this design made it possible to get rid of cardan joints. The connection, if necessary, of the rear wheels, the range multiplier and the rear differential lock was carried out by the driver. The semi-bearing body structure made it possible to significantly lighten the car, which also favored an increase in its cross-country ability.

The transmission of torque to the rear axle shafts was carried out using cardan joints (from the side of the wheel gears) and sliding crackers (from the differential side). The suspension of all wheels is independent, torsion bar. The amount of travel when swinging the rear wheels was only 100 mm, but this was quite enough for an all-terrain vehicle.

The front and rear brakes of the SUV are drum brakes with a separate hydraulic drive. The steering gear is a globoidal worm with a double ridge roller; its gear ratio is 17.

The car underwent modernization from time to time, and first of all (in 1975) it was equipped with a new 40 hp MeMZ-969A engine. And at the beginning of 1979, the LuAZ-969M rolled off the assembly line of the Lutsk Automobile Plant. True, its main differences from the previous model consisted in greater comfort compared to its predecessor. So, the ride of the car became smoother, and this was immediately felt by the driver and passenger in the front seat. A glove box and an ashtray appeared in the cabin, and the steering column was equipped with an anti-theft device.

The body of the car has undergone a significant alteration. The designers have modernized the design of the front part, and the bonnet hinges have been moved forward, which eliminated its spontaneous opening on the go. The lighting technology has also changed, and license plate lights and reversing lamps were installed in the back. The body doors, which it would be more correct to call "gates", turned into full-fledged automobile doors, with windows equipped with vents. The instrument panel, standard for many army vehicles, has acquired a completely civilian appearance and has become more convenient for the driver to perceive. We should also mention the sound-absorbing panels and improved sound insulation that have appeared on the SUV. In addition, the car was equipped with seat belts, an energy-intensive steering column and Zhiguli seats.

And further. LuAZ-969M received reinforced suspension arms, wheel travel stops of an improved design, a more rational system for attaching the muffler to a semi-supported body, as well as oversized engine cooling shutters.

The production capacity of the Lutsk Automobile Plant made it possible to produce up to 16,000 cars per year, which was, in general, not enough for the immense Soviet Union, but LuAZ was clearly ahead of other domestic SUVs in popularity. However, the design of the car also received approval in the West - so, in 1978, at the international motor show in Turin, the LuAZ-969M entered the top ten best cars in Europe - of course, in its class.

LuAZ-969M was distinguished by truly fantastic cross-country ability. A short 1.8-meter wheelbase, a decent ground clearance of 280 mm, a demultiplier and a differential lock - all this allowed the mini-jeep to overcome such abysses and swamps that were not even on the wheels of the UAZ-469 and Niva.

On September 22, 1982, the hundred thousandth LuAZ rolled off the assembly line of the Lutsk Automobile Plant. Despite the utility and some primitiveness, the SUV was eagerly bought in the rural areas of our country. To a large extent, this was facilitated by the relatively low cost of the car at 5100 rubles (in 1982 prices) - a little more expensive than the cheapest Zaporozhets in the country.

It should be noted that the designers of the Lutsk Automobile Plant have developed many modifications of the mini-jeep. So, in 1990, the plant began production of LuAZ-1302 with a 53-horsepower four-cylinder in-line liquid-cooled engine MeMZ-245 (the Zaporozhye Tavria was also equipped with it). On the basis of a machine with this engine, a LuAZ-13021 truck was created, as well as a carriage ambulance "LuAZ-1302-08 with a fiberglass top for servicing rural paramedics and delivering people to hospitals.

It is of considerable interest to compare two off-road vehicles that are similar in type, size and capacity - the domestic LuAZ-969 and the Japanese Suzuki Jimni. Both mini-jeeps were produced in the 1960s, and the one and the other were initially equipped with engines of approximately equal power - a little more than 20 hp, however, a frame, rather heavy "Japanese" with continuous axles is produced to this day, and had the magnificent all-terrain makings of the LuAZ-969 with wheel gears and independent suspension were never brought to a competitive state. Currently, this car has already been discontinued. It's a pity. True, the Lutsk Automobile Plant made a lot of efforts to produce more modern cars on the basis of an SUV, but the crisis in connection with the collapse of the Soviet Union did not allow them to start production.

In conclusion, it should be noted that the LuAZ-969 became an excellent base car for its tuning, and amateur car designers were not slow to take advantage of this. Today, on the roads of the CIS countries, you can find a lot of jeeps with a chassis from LuAZ. Home-builders, as a rule, cleanly cut off the upper part of a serial SUV and instead build something more modern and convenient from the body panels of various cars or fiberglass. On "pokatushki" all-terrain vehicles sometimes come across LuAZ with homemade original bodies, as well as homemade products with the appearance "based on" the "Niva", "Hammer", "Willis" and other famous jeeps.

V ideo:

3.6 / 5 ( 11 votes)

LuAZ-969, or "Volyn", as it is also called, is a Soviet cargo-passenger subcompact all-wheel drive vehicle. The development of the model began in 1966, and was released by the LuAZ plant in 1979. Later, the plant released the updated model LuAZ-969A in 1975, and the last brand, released in 1979, was named LuAZ-969M.

It was produced until 1996. Although now it can boast of cross-country ability, but at that time it was a real breakthrough. The secret was simple: low vehicle weight, small wheelbase and high ground clearance. The entire model range of LuAZ.

Car history

It all started almost at random, in the 1950s, the repair shops were transformed initially into an auto repair enterprise, and then into a machine building. The plant produced agricultural equipment, together with trailers, and also workers repaired trucks.

And suddenly, in NAMI, by order of the Ministry of Defense, a front-line transporter - TPK was developed. It was a completely military concept. There was a motorcycle trolley that could be thrown out of the plane with a parachute.

Front End Conveyor - TPK

In addition to the chauffeur, a pair of stretchers or six seated passengers could be accommodated on board. The height did not exceed half a meter. We installed an all-wheel drive system and a winch. On top of that, it can be called an amphibian, as it moved through the water using the rotation of its wheels.

The model was intended for transporting the wounded, transporting ammunition, as well as towing small guns. Judging by the photographs, it is hard to believe that this is a passenger car, but the designers were very warm about their brainchild.

So, for example, in some sources, the debut variation, built in the 58th year, had the cute name NAMI-049 "Ogonyok".

There was a permanent all-wheel drive, an interaxle and a pair of cross-axle differentials with locks, wheel reducers and independent torsion suspensions located on trailing arms, a not too strong fiberglass body and a 22-horsepower MD-65 motorcycle power unit.

All this fit well with the prototype, but not at all for the combat vehicle adopted for service. Therefore, the second prototype, NAMI-049A, had an open steel body with an awning.

During the structural improvements, it was decided not to use the center differential, so that it was possible to move on the roadway where there is a hard surface, the rear axle was made disconnectable.

The most important innovation was the installation of a more powerful 27-horsepower V-shaped 4-cylinder engine, the volume of which was about 0.9 liters. It had air cooling - they wanted to put a similar engine on the improved ZAZ-965A.

And this is no coincidence, because specialists from the Zaporozhye Automobile Plant were involved in the development. Just in common with the popular "humpbacked", and a little later "eared", determined the final architecture that touched the military transporter, and what kind of car it was turned into after conversion.

Model conversion

After the conveyor was developed, it was put on production in Lutsk, giving the name LuAZ-967. It sounds strange, but these cars were produced from 61st to 89th years and occasionally underwent modernization.

The model came into service with the army of the Union of Soviet Socialist Republics in the 69th year. It was used in the Airborne Forces and motorized rifle units. In addition, it was supplied to the countries of the Warsaw Pact - for example, the GDR army had at its disposal about 250 vehicles.

According to numerous opinions, there are no similar models to this day. The latest upgrade has already affected the 967M, which resembled a lightweight jeep rather than a cart with an engine. Some parts of the elements were unified with the cars of other companies (for example, the electrical part was taken from UAZ, and the hydraulics were used from Moskvich).

The scope of the models was significantly expanded - they began to install small machine guns. Even with the beginning of the 90s, triaxial variations were shown, but they remained only prototypes.

The Lutsk Automobile Plant has a rich and eventful history, filled with the development of a large number of progressive technological methods, the introduction of bold and unique ideas, as well as the production of popular vehicles.

The Russian all-terrain vehicle was a "pioneer" in many ways. In particular, an all-wheel drive system was installed on it for the first time, it became the first car for the people and, in particular, it was produced specifically for the needs of the rural population.

It is very interesting that the driver could drive the TPK lying on a chair, or crawling next to the vehicle, while holding on to the steering wheel. This is when there is heavy shelling.

The engineering staff of the enterprise did a great job producing this LuAZ car. The technical equipment of the machines varied with the use of a whole list of the latest technologies. For example, each wheel had its own gearboxes that increase the ride height.

The drive shaft was enclosed in a tube, with the help of which, the permeability of the car was significantly improved. The wheel suspension was torsion bar and independent. Considering all this, the LuAZ 969 Volyn, was discordant with ease, which was due to the relatively low number of equipment and the presence of a full-bearing structure.

But the model also had its flaws, so from the beginning of the 1970s, there was a start on modernization. Initially, the design staff of the enterprise tried to increase the power of the power unit. Moreover, restyling has extended to the chassis, bodywork, and interior.

Appearance

Despite its small size, the body consists of an integrated spar frame. Volhynia is equipped with an awning top, which allows it to be versatile. Small doors are hinged for easy assembly and disassembly.

The 969th model differs from other cars also in that the wipers are attached from the top, and not like other cars - from the bottom, which is a positive moment when driving in bad weather.

If in the previous model the arches were necessary only for attaching the awning, then in the "M" version they are already in a strengthened state. They protected the passenger compartment when the car was overturned. When updating LuAZ-969M, it received new lighting equipment. Locks were put on the doors, seat belts appeared.

One of the most serious shortcomings of the bagpipe body was its tendency to corrosion. But this disadvantage can be easily solved with a simple brush. The awning does not have any particularly negative points, however, those who like to travel on forest roads should put a solid metal roof.

Then it will no longer be scary that the branches will be able to break the roof. With the arrival of the update, the appearance of the vehicle was changed. For the first time, "Bagpipe" began to have full-fledged windows.

In addition, special attention was paid to the soundproofing moment. We installed a windshield with a different shape, and the doors were already with locks (this is what you thought about, you did not install locks before!).

The front body part became less angular, and the car began to look differently. It is not easy to believe, but a small car from a small town in the big Soviet Union was able to achieve international recognition.

And these are not just words, for example, even before the serial production, in the 78th year, at the International Motor Show in Turin, the 969th model entered the 10 best off-road cars in Europe!

It is clear that the car market for off-road models was previously a little different, but this does not change the essence of the matter.

Salon

The SUV seat is borrowed from ZAZ. Among the sensors and instruments, you can find an ammeter that shows the voltage in the mains. By the way, the temperature of the transmission oil is also displayed for the driver.

Interior trim, to put it mildly, leaves much to be desired. Everything is very simple and in a retro style. The car was clearly not created for city traffic, but mainly for off-road driving, which means for the village.

The dashboard, standard for military vehicles, received a more civilian look and became visually more pleasant. Some of the inconvenience comes from the seats, especially the rear-mounted seats.

Very often, vehicle owners decide to change the door trim and ceiling covering. This serves to reduce noise. When they decided to update the car, it began to have:

• Updated front panel;
• A different form of windshield;
• Doors with locks and window frames;
• Plastic dashboard;
• Accidental steering column and seats from Zhiguli.

After the collapse of the Union of Soviet Socialist Republics, in 1991, Ukraine decided to secede from the USSR, therefore it has already become an independent state. The automobile enterprise's ties with the Russian Federation were terminated.

In addition to the power unit, model 1302 borrowed chairs from "Tavria", because it was already impossible to take from "Zhiguli".

"Volyn", was distinguished by good roominess and solid transportation properties. If the tailgate was folded back, it was possible to carry quite impressive dimensions there.

Many asceticism of the car interior is explained by the fact that during the use of the model in rural areas, where dust and dirt will inevitably be, comfort and rich interior decoration would be the very last thing. Why?

Because cleaning it would always be very problematic. Of course, there is a tarpaulin top, under which it is very hot in summer and cool in cold weather, so you have to keep warm with improvised methods.

But together with the driver, six rather massive representatives of the strong side of mankind in hunting equipment can go hunting or fishing - and this is no longer every car can.

In the event that the rear seats are folded out, the 969th model can take an additional 400 kilograms of luggage with it, which will be very useful for fishermen and hunters.

Specifications

Power unit

The LuAZ-969M is powered by the MEMZ 969A engine, located in a V-shape and with air cooling. This, of course, simplifies the design, but on the other hand, if necessary, does not provide it with proper cooling.

The unit comes in 1.2 liters and produces 40 horsepower. One of the drawbacks of the LuAZ car is the power unit that migrated from the Zaporozhets. Among the main disadvantages are:

• Constant oiling;
• It is not durable and reliable (the average lifespan of a motor is about 50-60,000 km);
• It has a lot of noise and a fairly weak power.

Therefore, if you plan to purchase this SUV for yourself, you should stock up on a second spare engine.

A similar power unit was installed on some Zaporozhets cars. Based on the passport data, the average fuel consumption of this mini-SUV when driving at a speed of 60 km / h is 10.0 liters per hundred.

In other words, a full gas tank of the Bagpipe should be enough for 300 - 350 kilometers. But it should be understood that this Luaz 969 car will not allow a very high top speed to be developed, since it is set at 85 km / h.

However, this should not be very surprising, because it was created not for racing tracks, but for off-road driving, where it fully reveals its advantages. It will not be superfluous to say that the native power unit can be completed so that its power will be increased to 50 horsepower.

This can be called the most optimal solution, since the engine from other cars will entail too heavy loads, and this, in turn, will lead to repeated breakdowns. Gasoline, grade A-76 is used. It accelerates to 80 km / h in 24 seconds.

Transmission

The engine is synchronized with a 4-speed manual transmission. The gas tank capacity is 34 liters. The 969M has an independent torsion bar suspension. LuAZ is equipped with a reduction gear, which provides the necessary start and effort in front of any obstacle.

In standard mode, the car is driven by the front wheels, but if necessary, you can connect the rear axle and engage the rear differential lock. Both the rear and the front of the vehicle are equipped with hydraulic drum brakes. The machine provides acceptable cross-country ability.

The transmission stands out for its reliable qualities, although it has its own "surprises", for example, confused gears, etc. The gearbox is quite durable, so problems with it, if they arise, are extremely rare. But it also has its own "surprises" in the form of confused speeds, and so on.

There is an additional downshift at all forward speeds. The clutch is single-disc, dry. If we talk about the transmission, then a very simple structure is installed on the car, which will not cause problems for car enthusiasts.

But the only drawback is that it is not easy to find the necessary parts, due to the fact that Luaz has long been out of production. The parts themselves have a completely democratic cost. Given the feedback from the owners of this SUV, we can conclude that most of them are positive characteristics.

Suspension

The ground clearance is a solid 280 millimeters. The type of front and rear suspension is independent, torsion bar, where there are trailing arms on the suspension axle. Also provided for the installation of hydraulic telescopic shock absorbers of double-sided operation.

Brake system. She was borrowed from, which in turn does not broadcast about good quality. The drive is hydraulic, double-circuit. There is a hydraulic vacuum booster - in the front wheel hydraulic drive circuit. Hand-operated parking brake, lever-cable type, acts on the rear wheel brakes.

Steering

It is devoid of hydraulic power steering. The steering mechanism includes the presence of a globoidal worm with a two-ridge roller. The steering drive received a bipod, a longitudinal steering rod, a steering linkage with left and right swing arms, as well as steering knuckles.

The steering column looks good if properly cared for, for example, regularly lubricate the steering rods with a syringe. Wheel reducers often start to leak. Therefore, it is necessary to have repair skills, which, by the way, you will acquire by repairing Luaz.

Specifications

Length, mm	3390
Width, mm	1610
Height, mm	1780
Ground clearance, mm	280
Front track, mm	1325
Back track, mm	1320
Wheelbase, mm	1800
Turning circle, m	10
Curb weight, kg	960
Full weight, kg	1360
Drive unit	full
engine's type	petrol
Number of cylinders / arrangement	4 / V-shaped
Engine power, hp / rpm	40/4200
Engine displacement, cm³	1200
Type of fuel	A-76
Fuel tank volume, l.	34
Maximum speed, km / h.	90
Fuel consumption in the urban cycle, liters per 100 km.	15.0
Fuel consumption on the highway, liters per 100 km.	10.0
Combined fuel consumption, liters per 100 km.	12.0
Transmission type	mechanical, 4 gears
Front / rear suspension	independent, torsion bar
Front / rear brakes	Drum
Tire size	175/80 R13
Disk size	4.5J X 13

Modifications

As you know, the TPK, from which our model was born, had several modifications, for example, three-axle cars. It is clear that Volyn itself has a considerable number of variations. Interestingly, the overwhelming majority was produced already in the post-Soviet era on the platform of the 1302 machine.

The enterprise at one time tried to fit into the laws of the market economy and manage to fulfill the state order. There is information on models that have a body, a long wheelbase, a hard top, an extended rear overhang and four doors.

There was also a special version of "Foros", which had a "jeep" appearance and an original 6-wheeled floating "Geologist". These transport models of the "birthmark" of the front-line army vehicle could easily pass in those places where the more massive models of GAZ, UAZ and Niva simply "surrendered".

Unit 969

• LuAZ-969V - the model was produced in the period from 1967 to 1971 and was a temporary version with front-wheel drive.
• LuAZ-969 - the car was produced from 1971 to 1975. It was a serial variation and had a 4x4 wheel arrangement.
• LuAZ-969A - produced from 1975 to 1979. The car represented the first modernization with the MeMZ-969A power unit.
• LuAZ-969M is the second modernization car, produced from 1979 to 1992. The model came with an updated body.

Reliability and safety

If we talk about the durability and reliability of this vehicle, then there are many conflicting opinions among drivers. A clear advantage can be called the Zaporozhye power system itself, which is included in the complete set of the machine.

It is located in front to avoid the difficulty of overheating. However, it also has its own rather weighty drawback - a low motor resource.

Speaking about the devices themselves that ensure the safety of the driver and passengers of the car, then in this model they simply are not. Here you will not find seat belts, airbags, which are simply "stuffed" with cars of the latest generations.

It is quite easy to explain such decisions - in those years when the car was being designed, no one thought much about it. Therefore, driving such an off-road vehicle, you will be able to get unique sensations that cannot be found in modern jeeps.

Prices and configuration

Since the vehicle was removed from serial production a long time ago, it is possible to buy it only second-hand. So that the choice is not wrong, you need to scrupulously find a car and review a whole stack of ads.

It often happens that the car has been corroded, and it is very unpleasant when the rust eats up the bottom. Generally speaking, “Bagpipes” have always had such a drawback, therefore, following the purchase, often car owners have no choice but to cook the body in a new way.

Although, if you look from the other side at its cost, which ranges from $ 200 to $ 1,000, a compact Soviet SUV can be forgiven, if not all, then a lot. It is interesting that in the network you can find ads where a Lutsk car is sold from $ 3,000 to $ 5,000.

Are you wondering when it is better to repair a LuAZ gearbox in order to save money, effort, nerves and time, if noise bothers you when the car is moving, the gear shifts poorly or "shows independence"? Get in on the repair right away so that a small defect doesn't turn into a big, costly problem. And this is not excluded.

Do not hope that the synchronizer rings will not affect the operation of the Luaz gearbox, because they wear out gradually and can be replaced during the next maintenance work. However, the consequence of such a malfunction may be wear, for example, of a gear synchronizer crown or a clutch, the repair of which will be much more expensive and require more effort and time.

The design of the car is so simple that many parts can be replaced. It is better to check and replace worn-out parts after running 15,000 kilometers. Timely repair of the LuAZ gearbox, elimination of minor faults extends the life of the gearbox and prevents more time-consuming work. When diagnosing, if possible, disassembly work, even partial ones, should be avoided, and during repair, follow the step-by-step instructions for all stages of maintenance work.

5 tips from masters with experience in repairing a LuAZ gearbox:

Prepare a special device so that it is convenient to disassemble and assemble not only the box, but also the differential,

Before starting work, completely drain the oil, carefully remove any dirt and wash the box,

Strictly observe the sequence of disassembly by installing the gearbox on a special device,

When the LuAZ gearbox is reanimated, use a soft punch and light tapping to press out the drive shaft, gears, hub, intermediate shaft,

Put sequence numbers on gear bushings, needle bearings and synchronizer rings, because their rearrangement is impossible,

It is imperative to replace bearings, gears, if at least in one place there is metal chipping, sealing surfaces of crankcases with nicks, risks or cracks, oil seals, flanges, drive o-rings on the speedometer, reduction gear axle and other parts, even with minor defects.

During the repair, you have to remove and unscrew a lot of washers, nuts, bolts, screws that need to be put in place. The Luaz gearbox must be assembled so that all kits of parts, even if they have not been changed, are in their places and in the same position as they were installed before disassembly. Elimination of a detected defect in time will add additional comfort to driving a car and extend its service life.

External signs that determine the need to check the gearbox, final drive and differential are increased noise when the car is moving, poor engagement, as well as self-disengagement of gears. Repairs should be made if a defect is found during operation or during routine inspections.

Such malfunctions, for example, wear of the synchronizer rings appear gradually, the presence of such malfunctions does not lead to failure of the gearbox, but nevertheless leads to wear of more critical parts, which include the gear synchronizer crown, clutch, etc. Timely elimination fault conditions help to extend the overall life of the transmission and prevent more time-consuming and costly work later on. When identifying faults, avoid even partial disassembly if possible. When re-assembling the gearbox, make sure that all its main parts, if they have not been replaced, are installed in their places and positions in which these parts were before disassembly.

Disassembly. When disassembling and assembling the box and differential, we recommend that you have: a device (Fig. 124) for fastening the box; ring gear stopper (Fig. 127); splined shaft axis puller (fig. 129); differential bearing puller (fig. 133); a mandrel for holding the gears (fig. 137); a control device (Fig. 134) for selecting the thickness of the adjusting washers and checking the clearances in the main pair (Fig. 143); socket and torque wrenches with a set of heads 10, 12, 13, 17, 30 and 36 stumps; combined pliers; screwdriver; a drift made of soft metal; differential bearing nut wrench.

To disassemble the gearbox, remove the power unit from the vehicle and disconnect the gearbox from the engine. Drain the oil from the box, clean it thoroughly and rinse it from dirt and oil.

install the gearbox on the assembly and disassembly tool (fig. 124);

unscrew the nuts and remove the gear shift control housing (Fig. 125), remove the springs of the clips 6 (Fig. 118).

Remove the plugs 1 of the rods (Fig. 117) and plug 94 of the blocking locks. Unscrew and unscrew the bolt 55 of the slider and the bolts of the forks 64, 66 for engaging the downshift and engaging the rear axle.

Screw the technological bolt MB 60 ... 70 mm long into the thread of the rod 2 of the slide and, pulling the bolt, remove the stem and slide 54.

In the same way, remove the rods 65 and 63 and the forks 66 and 64;

unscrew eight nuts and remove the crankcase underdrive (Fig. 126).

Remove from the crankcase the locks 91 of the slider rods and 93 of the downshift fork, as well as the balls of the retainers (Fig. 117);

fix the underdrive case in a vise. Secure the toothed flange from turning with a stopper (Fig. 127), unscrew the nut 72 (Fig. 117) of the hub and remove the toothed ring. Unscrew the nuts and remove the cover 78 and oil wiper ring 77.

Press out (if necessary) the hub 74 from the tapered bearing 80 and the bearing from the underdrive housing;

unscrew the nuts and remove: the top cover, the retainer cover 7 (Fig. 118), remove the springs 6 and balls 9.

Unscrew the bolt 32 securing the leash of the reverse gear lever 5, slightly turning, remove the reverse gear rod 10 from the crankcase.

Unscrew bolts 3 and remove bracket 2, lever 4 and leash 5 for reverse gear;

bend the washer 7 (Fig. 117) on the intermediate shaft 21, remove the cotter pin 52 from the shank of the driving gear 29 of the main transfer. Engage 3rd gear and manually engage the reverse gear. Unscrew the nuts 6 and 51 of the intermediate shaft and the main drive pinion.

Remove the ring of inclusion 49 of the rear axle, gear blocks 47 and 85 and gear 8 of the underdrive. Unscrew one nut and remove the adapter plate 45;

unscrew the fastening nuts 16 (Fig. 121) of the differential bearing housings and, using a punch, remove the housings (it is recommended to loosen the nuts securing the clutch housing to the box casing). Unscrew the nuts securing the clutch housing and gently knock it off, remove the front axle differential (Fig. 128);

unscrew the two bolts 25 (Fig. 117) and remove the cover 24 of the front bearing of the transmission drive shaft.

Press out the transmission drive shaft 26 with the bearing by lightly tapping with a soft drift through the hole in the intermediate shaft.

If necessary, remove the circlip 69 from the drive shaft, press out the bearing 9 of the drive shaft and remove the thrust washer 23 from the bearing;

unscrew the bolt securing the fork 111 and IV gears, remove the rod 23 (Fig. 118) and the fork,

unscrew the bolt fastening the forks of the 1st and 2nd gears, remove the rod 20 for engaging the 1st and 2nd gears, the fork and locks of the upper 24 and lower 20 rods and the pusher of the locks 22;

using a puller 3 (fig. 129), press out the axle 1 from the box case, remove the splined shaft with intermediate reverse gears from the box case;

unscrew the bolts 28 (Fig. 117) of the front bearing cover and remove the cover 27.

Slightly tapping with a soft drift towards the differential, remove the main gear drive gear (Fig. 130), the first gear 34 (Fig. 117), the hub with the reverse gear 37 and the II gear driven gear 39 from the gearbox housing.

Note. Gear bushings, needle bearings and synchronizer rings must be marked on the gears - they must not be rearranged.

If necessary, on the tool (Fig. 131), remove the tapered thrust bearing from the driven shaft (Fig. 132);

Use a soft metal drift on the side of the adapter plate to knock out the intermediate shaft. Remove the gear 12 (Fig. 117) of the 4th gear with the synchronizer ring, and then the hub with the clutch 15 of the gear change, the gear 18 of the 3rd gear and the intermediate shaft 21;

press out the rear bearing 9 of the intermediate shaft from the box crankcase and remove the circlip from the bearing;

press the roller bearing off the intermediate shaft;

remove the driven gears 41 of the III and 43 IV gears and the drive gear 42 of the speedometer reducer drive;

unscrew the two bolts and remove the speedometer drive reducer 87. Press out the remaining bearings from the crankcase seats;

install the differential housing assembly in a vice and, using a puller, remove the inner rings of the tapered bearings (fig. 133).

Turning the screw 4 counterclockwise with the knob 5, raise the stop 1 so that the tabs 2 go under the bearing housing into two grooves, then, rotating the handwheel of the sleeve 3 clockwise, bring the tabs 2 together and, turning the knob 5, remove the bearing inner ring;

unscrew eight bolts 9 (Fig. 121) and lightly knock off the driven gear of the main gear, differential cover 4, half-shaft gear 3 and support washer;

remove the retaining rings 17 from the pin of the satellites and press out the pin 18 of the satellites, remove the pinion gears of the satellites 12, the second half-shaft gear and the support washer of the half-shaft gear.

Unscrew the adjusting nuts 6 from the differential bearing housings and press out the outer races of the tapered bearings.

Checking details. After disassembling the gearbox, final drive and differential, wash and check all parts.

The wear of the splines of the engagement clutches of the III and IV gears, the ends of the internal splines of the driven reverse gear and the driven gear of the underdrive, as well as the end wear of the blocks of the underdrive gears and reverse gears cannot be measured, therefore the suitability of these parts is determined visually.

Gearbox housing and crankcase. Check the holes: for bearings, differential bearing housings, gear shift rods.

Crankcase sealing surfaces must not have nicks, notches or cracks. If cracks are found, weld or replace the damaged crankcase, carefully clean out nicks or risks.

Bearings. The rotation of the bearings should be smooth and silent. There should be no metal chipping (pitting) on ​​the inner and outer race tracks, balls or rollers.

If metal chipping is found on the treadmills of the inner and outer races, on the balls or rollers (at least in one place), replace the bearing. The maximum permissible radial clearance of all bearings is 0.1 mm, and the axial clearance for the 697306K.U bearing is 0.2 mm.

Synchronizer rings. Check the amount of wear of the tapered thread: the thread width at the top should be no more than 0.3 mm; the gap between the end face of the gear synchronizer ring and the end face of the synchronizer ring must be at least 0.6 mm. If the clearance is less, therefore, the tapered surface of the ring is too worn out and the synchronizer ring must be replaced.

Check the fit of the ring on the cone of the gear synchronizer ring. To do this, apply a few lines with a soft pencil along the generatrix of the cone, placing them evenly around the circumference. Then put the locking ring on the tapered surface and, pressing it with your hand, turn it several times. If after that the risks are erased by at least 0.6 of the length, then the fit of the ring is considered good enough.

Bushings of gears of I, II, W, and IV gears and a crown for engaging the rear axle.

The working surfaces of the outer diameter of the bushings and the ring of the rear axle engagement should not have ring marks, nicks and traces of brinelling (indentation) from the rollers of needle bearings.

If there is at least one of the indicated defects, replace the part.

Gears of gearbox, differential and clutch.

The teeth of the gears of the gears and the main gear should not have chipping and coating of metal on the surface. Replace the gears if the indicated defects occupy 15% of the tooth surface on at least two gear teeth.

Contacts of the splines of the shift clutch 111 and IV gears; the internal splines of the driven gears of the reverse gear and the reduction gear with the corresponding teeth of the rims of the synchronizer of the gears and the rim of the engagement of the rear axle should not go over the edge of the teeth.

If there is a specified defect, replace one of the mating or both parts.

There should be no dents and chips at the ends of the splines of the shift clutch of III and IV gears, reverse gears and downshifting gears should not be.

Replace the specified parts if damaged.

Locks of the lower and upper rods and pushers of the locking device to prevent the inclusion of two gears at once should not have more than 0.10 mm wear. Replace damaged parts if wear exceeds 0.10 mm.

Differential parts must not have scuffs, sticks and nicks. Clean existing nicks and small tacks. In case of significant damage, the parts cannot be repaired and must be replaced.

Drive shaft and toothed flange oil seals; covers for levers; speedometer drive o-rings; the axles of the underdrive unit, differential bearing housings, if elasticity is lost or destroyed, replace.

Assembling the gearbox and differential. Assemble the gearbox, main gear and differential in the reverse order to disassembly. At the same time, lubricate all working surfaces of parts with engine oil, and sealing surfaces and gaskets with UN-25 sealing paste.

When assembling the main gear, set the drive gear relative to the driven gear, taking into account the correction for the mounting distance. In this case, the correct position of the tooth contact patch and its desired shape will be achieved (see fig. 122).

For correct installation of the main drive pinion according to the mounting dimension, perform the following operations:

press the tapered thrust bearing 16 onto the shank of the drive gear 2 (Fig. 123) of the main gear (which is the driven shaft of the gearbox), install the adjusting

spacers 17, spacers 15 with washer 3, keeping the dimension (50-0.1) mm. The clarity of the inclusion of I and II gears depends on this size. Shims 15 should be installed between the inner bearing race and the thrust washer;

install a set of parts shown in fig. 123, press the driven shaft with the bearing into the crankcase seats;

install the thrust bearing cover 18 and secure with four bolts 19 (torque 3.2 ... 4.4 kgf - m);

tighten the nut 4 of the main drive shaft (torque 20 ... 25 kgf - m); check control dimension A = (87 ± 0.04) mm. To measure the actual size; C = (59.5 ± 0.04) mm when assembling the main drive pinion, it is recommended to use a control device (Fig. 134). Using an indicator set to size C (Fig. 123), determine the size from the end of the drive gear to the axis of the bore under the differential bearing housings. In accordance with the obtained actual dimension C, select the required number of shims 17.

Example. If the number -0.1 is applied to the end of the drive gear, this means that the height of the gear head is conditionally greater than its nominal size by 0.1 mm, and in this case, the actual control dimension C should be less by 0.1 mm: 59, 5-0.1 = 59.4 mm. If the correction is +0.1, then the size should be greater and equal to 59.5 + 0.1 = 59.6 mm.

Note e. In the absence of a control device, the mounting distance C may be set and checked by the dimension B = 2.0 mm. To do this, install the gearbox housing assembled with parts according to Fig. 123 vertically, in the slots for the differential bearing housings, lay a mandrel with a diameter of 40 ... 60 mm and a length of 190 ... 200 mm.

Using a set of measuring plates or a dipstick, check and, if necessary, set the B dimension by performing the necessary operations as described above;

having checked the control dimension A, unscrew the nut 4 of the main gear drive gear, bolts 19 of the thrust bearing cover and, lightly tapping with a soft punch, remove the drive gear of the main drive;

check the presence of axial displacement of the gears of I, II, III and IV gears on the bushings, which should be 0.26 ... 0.39 mm, and the gear unit of the underdrive on the hub of the rear axle engagement ring, equal to 0.20 ... 0 , 45 mm.

Note. Until June 1979, gears of the 2nd and 4th gears were installed on thick-walled bushings facing the end groove towards the synchronizer rims;

grease the needle bearings with grease No. 158 or Litol-24 and assemble the driven gears of I and II and the driving gears of III and IV gears with needle bearings and matched bushings;

complete kits consisting of:

a) from thrust washer 14 (Fig. 117), drive gear 18 of III gear with synchronizer ring 35, hub of synchronizer clutch for III and IV gears assembled with clutch 15, springs 36 and rims 38, thrust washer 14 and drive gear 12 IV gears with a synchronizer ring 35 (see Fig. 135);

b) from the thrust washer 14 (Fig. 117), the driven gear of the 1st gear 34 with the synchronizer ring 35, the hub of the synchronizer clutch of the 1st and 2nd gears assembled with the driven reverse gear 37, springs 36 and cracks 38 of the thrust washer 14 and the driven gear II gear 39 with synchronizer ring 35 (see Fig. 136).

Note. When installing the synchronizer rings, make sure that the crackers of the synchronizer clutch go into the slots of the synchronizer ring;

install the driven gears of III and IV gears and the driving gear of the speedometer drive in the case on the mandrel (Fig. 137);

press the roller bearing 19 (fig. 117) into the gearbox housing;

insert a set of drive gears of III and IV gears into the gearbox housing and install the intermediate shaft of the gearbox through the socket under the drive shaft bearing (Fig. 138);

insert a set of driven gears of 1st and 2nd gears and a gearbox housing, while inserting the 1st gear gear last, slightly shaking it by the drive gear of the main gear and, adjusting the set, align the splines on the shaft with the splines in the hub and insert the shaft into the inner race of the ball bearing. While pushing out the mandrel, align the splines of the shaft with the splines of the driven gears of III and IV gears and the drive gear of the speedometer drive;

press the thrust bearing 33 (Fig. 117) with the drive gear into the housing of the crankcase, direct the flat on its thrust collar to the bearing 9 of the drive shaft;

install cover 27, fix it with four bolts 28 with spring washers and tighten (torque 3.2 ... 4.4 kgf - m);

insert the splined shaft 28 (Fig. 118) with the intermediate reverse gear 27 into the crankcase, install the adjusting washer 31, maintaining the gap between the inner partition of the gearbox housing and the shaft end of 0.3 ... 0.5 mm, press in the axle 30, directing groove towards the drive shaft;

insert the fork of the 1st and 2nd gears into the groove of the driven reverse gear and the fork of the 3rd and 4th gears into the groove of the clutch for engaging the 3rd and 4th gears. Put the shift rods for I - II and III - IV gears, assemble with forks, fasten the forks with bolts (tightening torque 3.6 ... 5.0 kgf - m).

Note. When installing the shift rod of III, IV gears, pay attention to the installation of the lock 21 of the lower rod and the pusher 22 (Fig. 118);

install the drive shaft 26 (Fig. 117) with the bearing, put the cover 24 of the rear bearing of the drive shaft and secure it with bolts 25 with spring washers (tightening torque 1.8 ... ... 2.5 kgf - m). The view from the side of the drive shaft is shown in Fig. 139;

install the gasket and adapter plate 45 (Fig. 117) and secure with a nut (tightening torque 1.8 ... 2.5 kgf - in),

Install:

a) on the intermediate shaft 21 the drive gear 8 of the reduction gear;

b) on the shank of the gear 29 a thrust washer and simultaneously on the shank of the gear 29 and on the axle 86 blocks of gears of the reduction gear 47 and 85;

c) on PPSI 49, the rear axle gearbox is switched on, the spacer rings 46 and the needle bearing;

align the splines of the Nenets 49 with the shank of the shaft 29, install the ring with the needle bearing and the lantern rings on the shaft in the gear block 47;

manually engage 2nd gear and reverse gear. Put on the thrust washer 50 on the shank of the drive gear shaft 29, and on the intermediate shaft 21, the washer 7 to tighten the nut 51 of the drive gear shank and the nut 6 of the intermediate shaft (tightening torque 20 ... 25 kgf - m). Check the ease of rotation of gears and shafts;

install the cotter pin 52. Lock the nut 6 with a washer 7 on two sides. The view from the side of the crankcase of the reduction gear is shown in Fig. 140;

install the mechanism bracket 2 (Fig. 118) complete with lever 4 and leash 5 for reverse gear and secure it with bolts 3 (tightening torque 1.8 ... 2.5 kgf - in);

install the lock 24 of the upper rod, the rod 10 of reverse gear and the leash 5 of the shift lever on the rod.

Fasten the leash to the rod with a bolt with a spring washer (tightening torque 3.6 ... 5.0 kgf - m). Install the retainer balls, springs and retainer cap;

install the support washer 13 (Fig. 121) of the half-shaft gear on the half-shaft gear and satellites 12 into the differential housing; press in the pin of the satellites. After pressing in, check the axial movement of the semiaxis gear, which should be 0.00 ... 0.35 mm. Adjustment of axial movement is carried out by selecting a support washer of the required thickness;

put the driven gear 11 of the main gear on the differential housing, install the support washer 13 and the second gear of the axle shaft in the differential cover 4. Fix the differential cover through one hole with four bolts 9 with spring washers (tightening torque 5.5 ... ... 8 kgf - m) and measure the axial displacement of the second half-axle gear, which should be 0.00 ... ... 0 , 35 mm;

check the effort of turning half-axle gears, which should be no more than 2 kgf - m. If necessary, disassemble and replace the semiaxis gear support washers to achieve the specified axial movement and turning force;

put the missing four bolts with lock washers and finally tighten all eight bolts (tightening torque 5.5 ... 8 kgf - m);

Install the retaining rings on the pin of the differential pinions.

Press the tapered bearing inner races onto the housing and differential cover;

install the differential assembly with the driven gear wheel of the main transfer into the box case (fig. 141);

lubricate the working edge of the oil seal and the journal of the drive shaft with engine oil, and the place of the gearbox housing connector with the clutch housing with UN-25 sealing paste.

Connect the clutch housing to the gearbox housing and secure with nuts and spring washers (tightening torque 4.4 ... 6.2 kgf - m);

install the outer rings of the differential bearings into the housings 8 (Fig. 121) and tighten the adjusting nuts 6 and 14 by 4 ... 5 turns. Put the O-rings 7 on the housings, install the housings in the housing seats so that their oblique lubrication holes are at the top , and secure with nuts and spring washers (tightening torque 1.8 ... 2.5 kgf -m);

adjust the clearance of 0.08 ... 0.22 mm in a pair of main gears while adjusting the clearance in the differential bearings in the following order:

a) tighten with a wrench (Fig. 142) the adjusting nut 6 (Fig. 121) until the driven gear stops against the drive gear and then unscrew it by 1.5 ... 2 turns;

b) tightening the adjusting nut 14 and turning the differential, reduce the clearance in the tapered bearings so that the rotation of the differential becomes stiff;

c) unscrew the adjusting nut 14 by a quarter of a turn and each time turn nut 6 in the same way until the driven gear rests against the driving gear (tightening the nut 6 should become impossible). Screw nut 14 all the way down;

d) unscrew nut 6 so that a gap of 0.12 ... 0.17 mm is obtained in a pair of main gears. The approximate angle by which nut 6 must be turned to obtain the specified clearance can be determined based on the pitch of the adjusting nut thread equal to 1.5 mm. However, the determination of the gap must be error-free, and therefore it should be measured with a device, for example, shown in Fig. 143. Installation of the device is shown in fig. 144: the guide device is installed in the differential housing and is secured with the grip of the rod by the pin of the satellites, the nut of the device is tightened to the stop.

Checking and adjusting the filling: press the stop 5 (Fig. 143) to the bearing housing so that the stop stop rests on the indicator leg 2 and wiggle the handle of the differential tool (the drive gear must be stationary), determining the gap by the indicator and (if necessary) adjusting the gap with a nut in (Fig. 121). Differential rotation must be free. The change in clearance when moving from one tooth to another should be smooth. The difference in lateral clearance for two adjacent teeth should not exceed 0.05 mm, and the total change in the clearance should not be more than 0.08 mm;

f) remove the fixture. Adjust the clearance in the tapered bearings. To do this, screw the adjusting nut 14 until it stops (the rotation of the differential should become tight) and then slightly loosen the nut 14 until the differential rotates freely;

after adjusting the side clearance, put the stoppers of the adjusting nuts 2 (it is allowed to slightly turn the nut until the mustache of the stopper and the slot coincide).

Note. In the absence of a device, the clearance in the engagement of the main gear can be checked with reliable accuracy by the angle of rotation of the engagement ring 49 (Fig. 117) of the rear axle gearbox. The clearance in engagement, equal to 0.08 ... ... 0.22 mm, approximately corresponds to the angle of 14 ... 37 of rotation of the switching ring or 0.14. ... ... 0.38 mm when measured according to the zyou of the crown;

press thrust bearing 80 into the crankcase of the underdrive;

install the switching hub 74, the oil scraper ring and the cover 78 with the oil seal;

fix the crankcase of the underdrive in a vice, install the toothed flange 73 and secure it with nut 72 (tightening torque 16 ... 22 kgf - m).

Lock the nut by pressing its collar into the groove in the hub shank;

install the crankcase of the underdrive with a gasket on the adapter plate and secure it with nuts (tightening torque 1.8 ... 2.5 kgf - m);

install in the crankcase of the underdrive:

a) slider rod 2 and slider 54, secure with bolt 55 (tightening torque 1 ... 1.6 kgf - m) and lock it;

b) forks 64 and 65 for engaging the underdrive and rear axle, lock 91, rod 65 with lock pusher 92, lock 93 and rod 63 of the underdrive fork;

c) fix the forks on the rods with bolts (tightening torque 1 ... 1.25 kgf - m) and screw plugs / and 94;

put the shift rods in the neutral position, lubricate the cover gaskets and the gear shift control housing on both sides with UN-25 sealing paste and reinstall;

install the gear shift control housing 5 and fasten with nuts (tightening torque 1.8 ... 2.5 kgf - m) the gearbox cover 20 and secure with nuts (tightening torque 1.4 ... 1.8) kgf - m);

check the clarity of the gears and the ease of rotation of the driving and driven shafts.

Invincible "zhuzhik" Luaz

Nevertheless, Luaz with an index of 969m is known today to almost everyone, he has no particular complaints from the owners, and therefore many want to buy a Luaz 969m. And before buying, of course, a thorough study of the model is necessary.

So, first of all, it should be borne in mind that this car (popularly called "zhuzhik") is unlikely to satisfy the needs of those who prefer convenience and comfort. In addition, in the eyes of those around the Luaz, it is far from a status car. The car is more suitable for a lover of hunting, fishing, also summer residents and simply those who are attracted by the products of the Soviet automobile industry.

The general impression of driving a Luaz 969 m in the factory configuration for absolutely all of its owners is twofold:

• on the one hand, the very arrangement of the cabin, as well as the poor quality of sound insulation, causes strong inconvenience. Moreover, drivers note an interesting fact: after the speed of the car exceeds 55 km / h, the noise level is noticeably reduced;
• on the other hand, the driving qualities of the "zhuzhik" evoke true respect. Let's dwell on them in more detail.

And we do not care!

The cross-country ability of this car is simply amazing. The Luaz are not afraid of plowed fields, sand pits, or abundantly polluted areas of the forest belt. According to this indicator, the model of the Lutsk Automobile Plant significantly surpasses many off-road conquerors. The reason for this is the already mentioned design features, as well as the relatively low weight of the car. In this case, the rear axle and blocking play a significant role, allowing you to pass all road obstacles with a bang. This is perhaps the brightest and most positive characteristic of the Luaz, since such equipment of all Soviet SUVs is inherent only in him. By the way, the front and rear axles have an identical design, and therefore you have the opportunity to provide also blocking of the front axle, which will increase driving performance several times.

Another unique feature of the "bagpipes" (stuck to the Luaz and such a nickname) are gearboxes on wheels. As noted, they have increased ground clearance. But resourceful car enthusiasts have found that replacing gears gives the car even more traction. And thanks to the torsion bars, you can raise the body and calmly conquer the tracks of the tractors without fear of difficulties.

If, nevertheless, you happen to sit down somewhere on the "belly", then the car will show its amazing abilities here too: turning on the reverse gear, you will easily get out thanks to the lifting of the body when moving back.

Drivers also note that it is almost impossible to "ditch" the Luaz: there are cases when the "zhuzhik" continued to move even with two broken axle shafts. By the way, such a situation occurs only for those owners who prefer installing an engine from another car, which, of course, significantly increases the load on the entire supporting structure.
There is no transfer gear in the Luise, there is only one additional gear, which ensures low-speed conquest of even 60 percent slopes. And all this with a factory engine with only 40 hp.

Engine, transmission, Luaz wheels

So, the cargo-passenger all-wheel drive Luaz, as we have already said, is equipped with a 40-horsepower 1.2 liter engine. Fuel consumption at an average speed of 60 km / h and a full load of the body is 10 liters. for 100 km. The volume of the gas tank is 34 liters. The maximum speed according to the manufacturer's data is 85 km / h.

Note that it is quite possible to modify this native engine to 50 hp, which is the most optimal option, since engines from other cars entail excessive loads, which will inevitably lead to frequent breakdowns.

The transmission is strong enough, there are no problems with it. The only difficulty is finding the parts you need. In such a situation, you will have to search the garages, since you will not find anything in the markets.

Body and interior

The body of the model is open, designed for 4 seats, the tailgate is folding. The package includes a soft awning for the body.

The only serious drawback of the bagpipe body is its susceptibility to corrosion. However, this problem can be easily solved with the help of an ordinary brush, since the shape of the body is the simplest and does not require any specific painting methods.

The awning, in principle, raises no objections, but for those who like driving on forest roads, it is best to install a solid metal roof. In this case, you will not need to be afraid of the branches breaking through the roof.

Many people strive to replace the factory wipers (they hang down), but keep in mind that such a design of wipers allows you to shovel snow from the windshield without difficulty.

As for the interior, the seats, especially the rear ones, cause certain inconveniences. The door trim and headliner should also be changed. This will reduce noise.

Technical characteristics of LuAZ 969m

• The carrying capacity of the LuAZ-969M is 450 kg.
• The permissible trailer weight is 300 kg.
• Car weight - 960 kg.
• Gross weight - 1360 kg.
• On the front axle - 690 kg.
• Rear axle - 670 kg.
• Front axle ground clearance - 280 mm.
• Rear axle ground clearance - 300 mm.
• Maximum speed - 85 km / h
• Fuel consumption - 10 liters.
• MeMZ-969A engine, carburetor, four-stroke, four-cylinder air-cooled
• Bore and stroke, mm - 76X66
• The working volume is 1.197 liters.
• The compression ratio is 7.2 atm.
• Maximum power, hp with. (kW) - 40 (29.4) at 4200-4400 rpm
• Maximum torque, kgf-m (N.m) - 7.6 (74.5) at 2700-2900 rpm
• Carburetor brand - K-127
• Storage battery - 6CT-55
• Interrupter-distributor - R114-B
• Ignition coil - B115-V
• Spark plugs - A23
• Generator - G502-A
• Relay-regulator - RR310-B
• Starter - CT368
• Single disc dry clutch
• Transmission - four-speed with synchronizers in all forward gears has an additional reduction gear.
• Tire radius - 13
• Fuel tank - 34 liters.
• Gasoline A-76

Luaz price question

It is very important to understand here: you will have to try to find a suitable model. In large cities, the price tag is broken so that it will be easier for a Luaz 969m to buy a new one. Therefore, it is recommended to carry out searches in small towns, villages, villages. Depending on the condition of the car and the year of manufacture of the car, the price of Luaz ranges from $ 100 to 1,000-1,300. Although you can also find offers with an astronomical amount of $ 5,000, or even higher.

Summing up the review of "zhuzhik", we can note the following: Luaz is a kind of constructor, which any car enthusiast with skillful hands and a bright head can assemble. Despite the almost complete lack of comfort, this car will never let you down on the way, making sure to deliver you to your destination. In general, this is the most reliable, loyal and devoted assistant, a real "man" on the road!

As can be seen from the index, LuAZ-969M is not the ancestor of the series, but only an improved version of the LuAZ-969A car, which was produced from 1975 to 1979. At the time of its release, the car could boast of several fresh technical approaches at once, however, a serious dependence on components from adjacent factories did not make it possible to squeeze the maximum out of the design.

The passenger unit in the cabin is strongly displaced forward, which made it possible to constantly load the front axle - this significantly improved the traction characteristics of the car. Each wheel has its own gearbox, which made it possible to increase the ground clearance to 280 mm. This is a very relevant decision, since the package includes wheels of only 13 inches. The car weighs 960 kg, which is very small for an SUV. At the same time, the carrying capacity is such that you can carry two people and another 250 kg of cargo, or four people, and another 100 kg in addition.

In general, the LuAZ 969M technical characteristics do not differ in something super-ordinary.

The car has several disadvantages at once. Off-road vehicles require an engine of increased power, but the designers had to supply the available MeMZ-969A engine, which can produce only 40 hp. The volume of the engine is 1.2 liters. A 70-80 hp unit would be much more suitable for a car of this mass. However, the noise from the work is very loud, and it is almost impossible to fight it - you can paste over the interior with noise-absorbing material, but the body structure itself does not interfere with the noise.

With such a low-power engine, the LuAZ-969M consumes 10 liters of gasoline per 100 kilometers. If you drive off-road, then this figure can be safely doubled. At the same time, it will not be possible to accelerate - the maximum speed here is 85 km / h. A serious disadvantage is the low corrosion resistance of the body. However, the model was created purposefully for rural areas, like a cheap car for farming, fishing, hunting. This also explains the meager, "Spartan" equipment, which partially helped to reduce the weight of the structure.

The motor, four-speed gearbox and main gear are located at the front, and in general are combined into a single unit. The car is all-wheel drive, which ensures good cross-country ability. Moreover, the torque is transmitted to the rear axle gearbox through a shaft enclosed in a tube that goes from the gearbox to the rear axle. This solution is in many ways unique, since it does not use hinges in its design. Almost all parts of the transmission, except perhaps the axles, are located in a single sealed crankcase.

The car uses a torsion-type suspension, completely independent - both front and rear. Wheel travel is very large. The original wheels have a specific tread pattern that makes dirt fly off while driving. Drum brakes on all wheels, hydraulic. However, many owners wanted disc brakes at least in the front - this would significantly increase the maneuverability of the car.

The LuAZ 969M car has the technical characteristics of such a mini-jeep: body length 3385mm, width 1560mm, height 1770mm, wheelbase 1800mm. The curb weight can reach 1360 kg. But the problem is that the wheels are not only small in diameter, but also narrow, so in practice they are rather weak in resisting dirt. If you load "Volyn" as much as possible, at 400 kg, then it sinks into the ground easily. An attempt to change the wheels to larger ones does not give a dramatic result.

Indeed, watching the LuAZ 969m off-road video shows that a lightly loaded car overcomes all obstacles quite easily, and a heavily laden car easily gets stuck in soft ground.

It cannot be said that the LuAZ-969M was much more popular than its predecessor. It was a weak motor that became the limiting factor that was paid attention to the most. However, the car still became more attractive and comfortable. A separate brake drive appeared, and a hydraulic vacuum booster was installed for the front ones. The front panel of the car has changed slightly, the windshield has also changed its shape. Sliding windows were inserted into the doors, a soft, traumatic dashboard, rare at that time, appeared in the cabin.

If in the previous model the arches were used only for attaching a soft awning, then in the “M” model they are already reinforced - now they protected the interior when the car rolls over. The awning can be replaced with a solid metal roof. There was at least some kind of soundproofing, the seats were replaced with more comfortable ones. The bundled battery had a capacity of 55 Ah, which is more than its predecessor. And most importantly, the 969M has now increased its total resource - before overhaul it is approximately 100 thousand km of run.

Read also, other reviews

The family included the following models:

• LuAZ-969V(1967-72) - front-wheel drive, with a power take-off shaft;
• LuAZ-969(1971-75) - all-wheel drive, with rear differential lock;
• LuAZ-969A(1975-1979) - modernization of the LuAZ-969. Engine 1.2 l, 40 hp;
• LuAZ-969M(1979-1996) - modernization of the LuAZ-969A. Separate brake drive, new outlines of the exterior and interior.

Also cars are closely related to it:

• LuAZ-1301;
• LuAZ-1302(1990-) modernization of LuAZ-969M. Engine 1.1 l, 53 hp;
• LuAZ-2403.

LuAZ-969 was the first Soviet front-wheel drive vehicle (version "969V" without rear-axle drive). Also, the LuAZ-969 is the first off-road vehicle that was a consumer item, that is, it was officially sold "for personal use." In addition, the LuAZ-969 is the first serial Soviet car, created specifically for the needs of the villagers.

The functional design and simplified bodywork, providing only the most minimal comfort, matched the purpose of the car, and its cross-country ability is outstanding to this day.

The car caused and causes polar assessments and opinions. Many owners note the very high cross-country ability and practicality of the Volynia. Others scold them for their poor workmanship, low comfort, very difficult access to the front seats, laborious maintenance and lack of dynamics. Objectively, this car was generally not bad for the tasks that were set before it - operation in rural areas, mainly on bad roads, where a high maximum speed is not important, and a good interior trim only complicates its cleaning from the dirt inevitable in such conditions. Inconvenient access to the driver's seat is the reverse side of the vehicle layout, which ensures good loading of the front axle and, accordingly, high cross-country ability even with the rear axle disengaged. A clear objective disadvantage of the car was the engine from Zaporozhets - noisy, insufficiently powerful and short-lived, having a moment curve that was unfavorable for an off-road vehicle - which was corrected in later modifications. The complexity of maintenance corresponds to the design features of the chassis of an all-wheel drive vehicle with a rather complicated transmission.

Similar light SUVs for the army or villagers were also created abroad - for example, West German DKW Munga (1956-1968), Haflinger (1959-1974) and Volkswagen Iltis (1978-1988), Farmobil (1962-1966), East German Wartburg 353-400 Jagdwagen and others.

Background

The history of the "969" family must begin with a description of the previous model - the LuAZ-967 amphibian, which was adopted by the Soviet army as a TPK - "forward edge transporter".

During the years of the Korean War (1949-53), the need arose for a lightweight, floating all-terrain vehicle for transporting ammunition, evacuating the wounded from the battlefield, reconnaissance, towing light guns and mortars, and similar tasks. The GAZ-69, with all its positive qualities, was not quite suitable for performing these functions, as was the excessively specialized amphibian GAZ-46 (MAV - "small waterfowl") created on its basis.

Development began in the mid-fifties at NAMI by a group led by B. M. Fitterman. The prototype, designated NAMI-049 "Ogonyok", was ready by 1958. It had a fiberglass body with a reinforced bearing base, independent torsion bar suspensions on trailing arms, permanent drive to the front and rear axles connected through a lockable center differential, lockable axle differentials, wheel gearboxes and a two-cylinder engine of a motorcycle type MD-65 with a capacity of 22 hp. The latter turned out to be too weak, had a small resource and did not develop the proper traction properties. In addition, the plastic body turned out to be unnecessarily fragile, especially given the requirement to provide the possibility of landing by parachute.

The second sample was designated NAMI-049A. Specialists from NAMI and the Zaporozhye plant were involved in its development, who in those years were just working on the project of a small car "Zaporozhets". For military amphibians, one of the engine options designed for the Zaporozhets was considered suitable - a V-shaped, four-cylinder, air-cooled. Further work on the small car and the amphibian was carried out in parallel.

The NAMI-049A engine was basically unified with the Zaporozhets serial engine, including a cooling system with a fan that drives air from the side air intake openings through the fins of the cylinders. The main difference was the working volume of the amphibian engine increased to 887 cm³ - subsequently, the Zaporozhets was equipped with engines of this volume.

In addition, instead of a plastic case, they used an open steel one with an awning, abandoned the center differential, and made the rear axle disconnectable. The suspension was reinforced to enable parachute landing. The driver's seat was placed in the middle of the car, an orderly was sitting with his back to him, and the sides of the body were occupied by a stretcher with the wounded. There was no propeller - the car moved on the water due to the rotation of the wheels, so in comparison with "real" amphibians, it was less adapted to swimming, but more to moving on land.

In the final form, the car received the designation LuAZ-967 and began to be produced in Lutsk since 1961. Prior to this, the plant repaired vans, manufactured shower units and conveyors for silage masses of the TSM-6.5 model.

Development and development in production

The development of virgin lands required the creation of a specialized cross-country vehicle for agriculture. The GAZ-69 turned out to be, again, too large and difficult for many situations, in addition, too expensive, the experience of operating the M-72 and Moskvich-410 SUVs created on the basis of serial passenger cars was not entirely successful. The solution was found in the conversion of the military all-terrain vehicle LuAZ-967 into a civilian version.

The design was carried out by the team of the Zaporozhye plant, initially the car was designated as ZAZ-969. It differed from the military version primarily in its body, which acquired a more traditional shape and lost its ability to float (but remained open, albeit with fastened canvas sidewalls). The driver and passengers were also accommodated in a more traditional way, but in terms of comfort and interior decoration, the car was not far from the military prototype. In 1964, a pilot batch of 50 units was produced at ZAZ-e.

At the Lutsk plant, based on this design, but with the introduction of numerous changes, they created their own version - LuAZ-969V (in some sources, LuMZ-969V or ZAZ-969V). Prototypes were assembled in 1965, and a pilot batch appeared the following year. Mass production began in 1967. Due to the shortage of drive units for the rear axle, the LuAZ-969V had a drive only to the front wheels, but the transmission had a power take-off shaft for driving attachments and trailed equipment. The engine had the designation MeMZ-969 and developed a power of 30 hp.

7438 cars of this model were produced.

In 1971 (according to other sources - in 1969), problems with the supply of the necessary units were resolved, and the car was launched into a series in an all-wheel drive version, which was designated as LuAZ-969 or ZAZ-969, without the letter. In those years, LuAZ was included in a single production association with the Zaporozhye plant, and for some time its products bore the designation "ZAZ" (not to be confused with the experimental batch of ZAZ-969 of the 1964 model).

The all-wheel drive version had a very good cross-country ability due to the good loading of the front axle, a locking differential at the rear, high ground clearance provided by wheel gears, and independent suspension of all wheels with large constructive strokes.

A cargo modification was also supposed to be released, but for a number of reasons it did not go into series.

Design

The body of the car LuAZ-969 is semi-bearing, with an integrated frame of the spar type. The vehicle layout is characterized by a strong forward shift of the passenger compartment, which made it possible to achieve a constant high load on the front axle, thereby ensuring high traction and adhesion properties even when driven only to the front wheels.

The LuAZ transmission as a whole is characterized by the relative simplicity of the device by the standards of SUVs, which has a positive effect on the mass-dimensional characteristics and reliability. The engine, main gear and gearbox are located at the front of the car and are combined into a single unit (transexl), somewhat similar to that used on Zaporozhets cars. Gear shifting is carried out by a floor lever, and the shift layout differs from the traditional ("mirror"): the first gear is engaged by moving the lever from neutral towards yourself and back, the second - towards yourself and forward, the third - from neutral towards the back, the fourth - from neutral towards the front, rear move - from neutral from oneself and forward. Inside the gearbox housing there is also a power take-off mechanism from the output shaft, which is used either to drive various agricultural equipment, or (on all-wheel drive modifications) to drive the rear axle, and (also on all-wheel drive modifications) a reduction gear. There is no transfer case as a separate unit.

In all-wheel drive versions, rotation is transmitted from the power take-off shaft of the gearbox to the rear axle gearbox using a thin shaft that does not have hinges, enclosed inside the transmission pipe connecting the gearbox housing and the rear axle. Thus, all the transmission units of the car, except for the semi-axles, are essentially enclosed in a common sealed crankcase, which is a legacy of the amphibious past of LuAZ. The rear axle in the normal transmission state is disconnected, it can be connected from the driver's seat, for which it is necessary to move the lever located to the left of the gear lever backward. There is no center differential, therefore, when driving on paved roads, the rear axle must be disconnected, and the car becomes front-wheel drive. The same lever also controls the engagement of the downshift, which changes the transmission ratios throughout the entire operating range - to engage it in the connected rear axle mode, you must pull the lever away from you and move it forward.

To prevent slipping of one of the rear wheels, the rear axle differential can be forcibly locked from the driver's seat with a curved lever located next to the parking brake lever. The locking mechanism is with a toothed clutch. The front axle differential lock is absent, although its installation is quite possible as a tuning procedure - the designers considered that the high load on the front axle and the rear axle lock differential is quite enough to ensure the required level of cross-country ability, and did not complicate the car's transmission more than necessary.

Suspension - torsion bar, trailing arm, with very large strokes. Wheels - 13-inch, with a developed mud tread pattern.

Brakes - drum on all wheels, hydraulically actuated, without booster.

Modernization

LuAZ-969A

In 1975 he went into series LuAZ-969A with an improved MeMZ-969A engine (1.2 liters, 40 hp). External differences from the previous model were minor and consisted mainly in the design of the front of the car.

About 30.5 thousand cars of this model were produced.

In 1977, a batch of closed all-metal vans was also released. E. Thompson in his work on Soviet cars is designated as LuAZ-969F.

LuAZ-969M

LuAZ-969M "Volyn"

Total information

Manufacturer:	MeMZ
Brand:	MeMZ-969A
Type of:	carburetor
Volume:	1 198 cm 3
Maximum power:	40 l. with. , at 4 100-4 300 rpm
Configuration:
Cylinders:	4
Valves:	8
Max. speed:	120 km / h
Cylinder diameter:	76 mm
Piston stroke:	66 mm
Compression ratio:	7,2
Supply system:	Carburetor
The order of the cylinders:	1-3-4-2

Specifications

Mass-dimensional

Width:

1560 mm

Height:

1770 mm

LuAZ-969, or "Volyn", as it is also called, is a Soviet cargo-passenger subcompact all-wheel drive vehicle. The development of the model began in 1966, and the LuAZ-969M plant released in 1979. Later, the updated model LuAZ-969A was released in 1975 and the last brand, released in 1979, was named LuAZ-969M. It was produced until 1996. Although now it is famous for its cross-country ability, but at that time it was a real breakthrough. The secret was simple: low vehicle weight, small wheelbase and high ground clearance. The entire model range of LuAZ.

Appearance

Despite its small size, the body of the LuAZ-969M consists of an integrated spar frame. Volhynia is equipped with an awning top, which allows it to be versatile. Small doors are hinged for easy assembly and disassembly. The 969th model differs from other cars also in that its wipers are attached from the top, and not like other cars, from the bottom, which is a positive moment when driving in bad weather. If in the previous model the arches were necessary only for attaching the awning, then in the "M" version they are already in a strengthened state. They protected the interior when the car was turned over. When updated, LuAZ-969M received new lighting equipment. Locks were put on the doors, seat belts appeared.

Salon

The seat of the SUV was borrowed from ZAZ. Among the gauges of the devices, you can find an ammeter that shows the voltage in the mains. By the way, the temperature of the transmission oil is also displayed for the driver. Interior trim, to put it mildly, leaves much to be desired. Everything is very simple and in a retro style. The car was clearly not created for city traffic, but mainly for off-road driving, which means for the village. The dashboard, standard for military vehicles, has received a more civilian appearance and has become more pleasant to look at.

Specifications

The LuAZ-969M is powered by an air-cooled MEMZ 969A engine located in a V-shape. This, of course, simplifies its design, but on the other hand, if necessary, does not provide it with proper cooling. The unit comes in 1.2 liters and produces 40 horsepower. The engine is synchronized with a 4-speed manual transmission. The gas tank capacity is 34 liters. The 969M has an independent torsion bar suspension.

LuAZ is equipped with a reduction gear, which provides the necessary start and effort in front of any obstacle. In standard mode, the car is driven by the front wheels, but if necessary, you can connect the rear axle and engage the rear differential lock. Both the rear and the front of the vehicle are equipped with hydraulic drum brakes. The machine provides acceptable cross-country ability.

One of the drawbacks of the LuAZ car is its power unit, which migrated from Zaporozhets. Among the main disadvantages are:

• Constant oiling;
• It is not durable and reliable (the average lifespan of a motor is about 50-60,000 km);
• It has a lot of noise and a fairly weak power.

Therefore, if you plan to purchase this SUV for yourself, you should stock up on a second spare engine. The transmission stands out for its reliable qualities, although it has its own "surprises", for example, confused gears, etc.

The brake system was borrowed from Moskvich 412th, which in turn does not broadcast about good quality. The steering column looks good if properly cared for, for example, regularly lubricate the steering rods with a syringe. Wheel reducers often start to leak. Therefore, it is necessary to have repair skills, which, by the way, you will acquire by repairing Luaz. With regard to the suspension - there is an independent, torsion bar, trailing arm with shock absorbers, both front and rear. It accelerates to 80 km / h in 24 seconds.

Engine

A similar power unit was installed on some Zaporozhets cars. Based on the passport data, the average fuel consumption of this mini-SUV when driving at a speed of 60 km / h is 10.0 liters per hundred. In other words, a full gas tank of the Bagpipe should be enough for 300 - 350 kilometers. But it should be understood that this Luaz 969 car will not allow a very high top speed to be developed, since it is set at 85 km / h. However, this should not be very surprising, because it was created not for racing tracks, but for off-road driving, where it fully reveals its advantages.

If we talk about the transmission, then a very simple design is installed on the Luaz 969m machine, which will not cause problems for car enthusiasts. But the only drawback is that it is not easy to find the necessary parts, due to the fact that Luaz has long been out of production. The parts themselves have a completely democratic cost. Given the feedback from the owners of this SUV, we can conclude that most of them are positive characteristics.

Prices and configuration

You can buy a LuAZ-969M in adequate condition for about $ 2,000. You can find cheaper ones, but this will already be a car that requires serious repair.

Pros and cons of LuAZ-969

Among the disadvantages:

1. Not a reliable and not long-term power unit;
2. Low noise insulation;
3. Hard chairs;
4. Low maximum speed;
5. Lack of devices and systems for security;
6. The presence of a blasting top;
7. High traction of body metal to corrosion;
8. It is not easy to find the necessary parts for a car.

Among the advantages:

• Very good off-road ability;
• Roomy salon;
• Low cost of repaired parts;
• Low cost of the car.

Summing up

Despite the simplicity of the cabin, unstable appearance, LuAZ-969M is perfect for those who like fishing and hunting and will find its application in rural areas. Among the advantages are: a low price of a car, ease of repair, an abundance of various spare parts, good off-road maneuverability. There are, of course, disadvantages: the lack of an attractive interior, appearance and comfortable seats, still a rather weak engine, narrow wheels, which, especially when loading the car, will sink into the ground, lack of water cooling.