The legendary 500th episode. The legendary 500th series Maz 500 history of creation

The first samples of the MAZ-500 dump truck with a cab over the engine were assembled in November 1958. The YaMZ-236 diesel engine for this car has not yet been mass-produced by the Yaroslavl Motor Plant, where the first, still experimental, four-stroke diesel engine was manufactured in December 1958. The serial production of a six-cylinder (11,150 cm3, 180 hp at 2100 rpm) V- The figurative YaMZ-236 began only in October 1961.

While the development of the new MAZ-500 dump truck was underway, the plant, since 1962, mastered the production of the MAZ-200P transition vehicle with the YaMZ-236 diesel engine. Its curb weight is slightly less than that of the MAZ-200 - 6300 kg, other indicators are identical.

The trial assembly of the MAZ-500 on the assembly line took place in March 1963, and two years later, in March 1965, production of the new vehicle began, and in December of the same year the last MAZ-200P left the assembly line.

The MAZ-500 dump truck was technically a big step forward compared to the MAZ-200. And not only thanks to the layout with a cabin above the engine, which made it possible, while reducing the overall length by 290 mm, to install a cargo platform that was 310 mm longer and to transport 500 kg. more cargo. The transition to a fundamentally new design without unification with the previous, outdated one, opened up the opportunity to introduce many progressive technical solutions. These include planetary gearboxes in the rear wheel hubs, discless wheels, power steering, telescopic shock absorbers, and a forward-leaning cab.

Characteristics of MAZ-500

The MAZ-500 dump truck had a load capacity of 7,500 kg thanks to the powerful four-stroke diesel engine YaMZ-236 and could tow a trailer with a total weight of 12,000 kg, overcome inclines of 14°, and reach speeds of up to 75 km/h. And, importantly, its operating fuel consumption was 25 l/100 km, while its predecessor MAZ-200 had 10% more.

Dimensions of MAZ-500: length - 7330 mm, width - 2650 mm, height - 2640 mm; base - 3850 mm; wheel track: front -1950 mm, rear - 1900 mm; ground clearance - 270 mm; loading height - 1450 mm.

After modernization in 1970, the MAZ-500 was replaced by the MAZ-500A. Its engine remained unchanged, but the old gearbox gave way to a more advanced one, also with five steps. Thanks to different gear ratios in combination with a modified rear axle ratio, it provided the car with higher traction qualities. The highest speed has also increased - up to 85 km/h.

Together with the new gearbox, the MAZ-500A acquired a new, now double-disc, clutch, radial tires measuring 11.00-20″ instead of the previous 12.00-20″, and received a number of improvements that made it possible to increase the load capacity to 8000 kg. At the same time, the curb weight has increased slightly - up to 6600 kg. The modernization affected the dimensions: the length became smaller - 7140 mm, the width was brought into line with European standards - 2500 mm.

Two-axle MAZ-500A vehicles, thanks to their high performance indicators, have earned a high reputation among motor transport workers. The work of MAZ workers in creating and organizing the production of these machines in 1970 was awarded the USSR State Prize.

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By November 7, 1958, the first samples of MAZ-500 and MAZ-503 vehicles of the promising cabover family were assembled at the Minsk Automobile Plant - an event that largely predetermined the further development of MAZ. The design of the first samples used components from cars of the 200 family (in particular, the four-cylinder two-stroke engine YaAZ-204). As the car was being prepared for serial production, its design was continuously improved. Externally, experimental cars from different years of creation can be distinguished by the exterior of the cabin, which was changed several times - in total, at least six cabin design options were created.
The first production MAZ-500 trucks rolled off the assembly line in March 1965, while small trial assemblies of MAZ-500 trucks on the assembly line began back in 1963 and all this time was used to debug production processes, often completely new to factory workers. Also, one of the reasons for the start of pilot production of the MAZ-500 only in 1963 was that the Yaroslavl Motor Plant (until April 17, 1958 - the Yaroslavl Automobile Plant) was able to begin sustainable serial production of V-shaped 180-horsepower six-cylinder YaMZ- 236 for the new car only in 1962, although they formally began to be mass-produced in October 1961.
On December 31, 1965, the last car of the 200th MAZ family rolled off the main assembly line, and since 1966 the plant completely switched to producing cars of the MAZ-500 family, constantly increasing their production.
A whole team of designers, headed by Mikhail Vysotsky, took part in the creation of new machines. N. Kuzmin, L. Gilels, A. Vagonny, I. Demidovich, as well as young design artists N. Yankova, L. Lavrentieva and F. Revzina worked with him. For the creation of heavy-duty vehicles and road trains of the MAZ-500 family, a group of plant specialists were awarded the title of USSR State Prize laureates.
Unlike its predecessor, the MAZ-500 had a cabin-over-engine layout, which allowed it to slightly reduce the weight of the vehicle and increase the length of the cargo platform, which ultimately led to an increase in carrying capacity by 500 kg, while operating fuel consumption decreased by 10%.

The basic option was the MAZ-500 flatbed with a wooden platform with a lifting capacity of 7500 kg and a wheelbase of 3850 mm. The car had a characteristic decorative lining of the radiator grille of 14 vertical ribs, a casing attached to the rear wall of the cab. The cars were equipped with a 5-speed gearbox with synchronizers in the four highest gears and power steering. Thanks to its powerful engine, the MAZ-500 could tow a trailer with a total weight of 12,000 kg, overcome slopes of up to 20 degrees and reach a speed of 75 km/h with a full load. At the same time, its operational fuel consumption was 25 liters per 100 km.
The transition to a completely new design without unification with the previous, outdated one, made it possible to introduce many progressive technical solutions. These included planetary gearboxes in the rear wheel hubs, power steering, double-acting telescopic shock absorbers, as well as a forward-leaning cab - a fundamentally new solution for heavy-duty trucks of those years.

The new “500th” family was a model range, which, in addition to various options for on-board vehicles, also included a dump truck, a fifth wheel truck, a timber truck, a chassis for placing various special equipment on it, and some more. For many years, the MAZ-500 chassis served as the basis for the installation of a wide range of special superstructures, and some of them have survived to this day!
In 1970, the MAZ-500 was replaced by the MAZ-500A with a wheelbase increased by 100 mm and a load capacity increased to 8 tons.
The historical information is detailed and interesting, for which many thanks and respect to the author.


In my village now more and more Chinese dump trucks and Japanese trucks are driving on the roads, and MAZs in general and the 500 family in particular are incredibly difficult to come across, and those cars are probably conversions, and there are not many original parts left on them. Personally, I remember them exclusively in the late eighties and early nineties, then - like a cow licked them with her tongue. And even in that period of my memories there were not so many clouds. Nevertheless, the MAZ 500 series is a cult truck, and its model should certainly be in the collection of every collector/gatherer.
For some unknown reason, the MAZ-500 family was industrially affected only by the Nash Avtoprom office, from which it came out, accordingly, rustic and without frills. But it was a joy for many who remembered and knew the 500th firsthand. Moreover, its cost was definitely acceptable. Although it would seem: GAZ-AA is also a full-fledged truck, but its cost is only 300 rubles; So why did they ask for 850 already? In my head I can’t help but imagine an arrogant customer-huckster who decided to make money the easy way.
Of course, in one well-known place, the model was not ignored, and some even took a caliper and, after taking measurements, declared that the cabin was incredibly large, and therefore junk. Much later, the opinion was expressed that those measurements were supposedly not so correct, they re-measured, and it turned out that the cabin, in general, fits quite well in size... The truth is somewhere nearby. All that remains is to take the necessary tool yourself and make sure.
In this post we will talk about a flatbed truck, which, naturally, was also among NAP cars. The Commander-in-Chief at one time (though with the letter “A” in the index, which doesn’t really change the essence) described it in sufficient detail.
By the way, it was also industrially planed in the ANS magazine series, but it was already a tanker with a chronologically modified cabin with a four-digit index based on the MAZ-5334.
Non-industrial MAZ-500 is sculpted by quite a few workshops: KAN, Cimmeria, ALF, DNA, Ad-Modum (what comes to mind first). All of them have one degree or another close to the prototype; I know little about geometry: it seems to be the most replica of KAN.
Today a model from ALF will be presented. I bought it in a bunch with the same thing and from one very good seller.


Well, now - as usual - front view:


On the roof there are 3 hatches, 7 stiffening ribs.
The rear view mirrors, like the windshield wipers, are made from wire soldering.
The manufacturer's emblem, it seems, was cast at the same time as the shape of the cabin, and therefore does not look very clear under the silver plate. Etching with different colors would create a much nicer impression:


It’s strange, Igor Denisovets writes about 14 vertical fins on the radiator grille, on the model there are 13, but on the prototype, even though I didn’t count from the photo, it turns out to be 12. Apparently, the outer side ribs are also taken into account, then everything agrees with the prototype. In this case, there are 15 of them on the model.
The radiator itself is clearly visible behind the radiator grille. Unfortunately, it is made with these ribs in one piece.
The head optics are manufactured to a very high standard. This is not counting the turn indicators, which are painted.
The bumper is corrugated, with eyelets. I would like to see the number on it:

View from above:


On the left I go to the movements:


In general, the interior is painted bright gray, the berth, engine compartment cover and steering wheel with instrument panel are black, and the seats are bright brown.
The door handles are not made as separate parts::


Gas tank and box on the left side:


General rear view:


There is no interior lining on the body:


The interior view from the rear window is rather poor:


Frame, bars on it, a body with a pronounced wood texture on the boards.
The lanterns are highlighted with red paint with some kind of lacquer coating:


View from the right in the direction of travel:


Front wheel. The focus has shifted back, there is no sharpness on the wheel:


Spare wheel under the trunk on the starboard side. You can see the tread pattern. It seems that the rubber is Kharkov:


Rear wheel. Problems with sharpness are the same as on the front wheel. There was no time to re-photograph:


Bottom view of the model:

Three-quarter images:

The carriers of the onboard KamAZ and MAZ knew each other well:


However, I had to park near the old-timer of the nearest parking lot - ZIS-151:


But it turned out somehow awkward:


I had to change the position:


Now the old ZIL-164A is happy with everything:


The next day everything changed slightly.
The last one to arrive was GAZ-3902. Returns:


This is how the parking spaces were organized:


Three-quarter half-side-top:

Finally, here is this box:


Car model: MAZ-500 flatbed
Prototype production period: 1965-1977
Manufacturer: ALF
Date of issue: -
Brief opinion: MAZ No. 2 in the collection
Grade:
Quality: 4.75 out of 5. There are no flaws in the assembly of my model, except for casting defects (for this -0.25).
Detail: 4 out of 7. Door handles - minus 0.25. Rear optics and front direction indicators - the same amount. The bottom and sides inside the body without sheathing - plus -0.25 for each. Total: -1 point.
Compliance with the prototype: 4.25 out of 5. Minus half a point because of the cockpit. There is a feeling that it is too small, that is, a little smaller than necessary in scale. And -0.25 for the extra stiffener on the grille.
Recognizability: 2 out of 2. Yes, we recognize what is already there.
Charisma: 4 out of 5. Charismatic, all right.
Box: 2 of 7. According to

Back in 1958, MAZ assembled the first samples of the new generation “500” cars with a cab over the engine, but only in 1965, after the reconstruction of the plant, their mass production began. The basic option was the flatbed 7.5-ton MAZ-500 with a wheelbase of 3850 mm. It used a new diesel engine from the Yaroslavl Motor Plant YaMZ-236 V6 (11149 cm2 180 hp)
In 1970, the “500” family was modernized. The wheelbase of the MAZ-500A onboard model has increased by 100 mm, and the load capacity has increased to 8 tons.

ENGINE

Engine model YaMZ-236
Engine type Four-stroke, compression ignition
Number of cylinders 6
The cylinder arrangement is V-shaped, with a camber angle of 90°
Cylinder operating order 1 - 4 - 2 - 5 - 3 - 6
Cylinder diameter in mm 130
Stroke in mm 140
Cylinder displacement in l 11.15
Compression ratio 16.5
Rated power in l. from 180
Rated speed in rpm 2100
Maximum torque in kg-m 68
Rotation speed at maximum torque in rpm 1500, no more
Minimum idle speed in rpm 450 - 550
Maximum idle speed under the influence of the regulator in rpm 2225 - 2275
Minimum specific fuel consumption according to the speed characteristic in g/l. With. h 167+5%
Mixture formation method - Direct injection
Combustion chamber - Integrated piston type Intake valve timing:
opening 20° to c. m.t.
closing 56° a.s.l. m.t.
exhaust valve:
opening 56 ° BC. m.t.
closure 20° after c. m.t. Number of valves per cylinder - One intake and one exhaust
Valve disc diameter in mm:
intake 61.5
graduation 48
Valve lift in mm 13.5
Gap between valve and rocker arm (cold) in mm 0.25 - 0.30
Camshaft - Common to both banks of cylinders with gear drive
Fuel supply equipment - Separated
Charge pump - Piston, mounted on the high pressure fuel pump housing
Installation injection advance angle in degrees 20
Injection advance clutch - Automatic, centrifugal
High Pressure Fuel Pump - Six-Plunger
Plungers - Spool type
The order of operation of the fuel pump sections is 1 - 4 - 2 - 5 - 3 - 6, numbering of sections on the drive side
Speed ​​controller - Centrifugal, all-mode
Nozzles - Closed, multi-hole nozzles
Pressure at the start of lifting of the nozzle needle in kg/cm. sq. 165+5
Fuel filters:
coarse cleaning - With replaceable filter element made of cotton roving
fine cleaning - With a replaceable filter element made of wood flour on a pulverbakelite bond. A bypass jet is installed in the filter cover

Fuel - Diesel according to GOST 4749 - 49 or 305 - 62. Depending on the ambient temperature, the following fuel grades are used:

Lubrication system - Mixed. The crankshaft main and connecting rod bearings, camshaft bearings, connecting rod upper head bushings, valve rocker arm bushings, oil pump intermediate gear bushing, spherical rod bearings, and pusher bushings are lubricated under pressure. Gears, rolling bearings, cylinder bores and camshaft lobes are splash lubricated
Oil system pressure in kg/cm. sq.:
at rated speed 4 - 7
at minimum idle speed 1, not less
Oil filters - Two: coarse filter with metal mesh filter element; fine cleaning - centrifugal with jet drive
Oil cooling system - Oil cooler mounted outside the engine
Oil for the engine, high pressure fuel pump, regulator, starter and air filters In summer (at air temperatures above +5°C):
- motor oil M10V according to TU 38-1-210-68;
- motor oil M12V according to MRTU 12N-3-62;
- M12V engine oil according to MRTU 38-1-182-65, made on the basis of DS-11 oil with additives: 5% VNII NP.370; 2% PMS; 0.5% L3-23k; 0.005% PMS-200A.
In addition, in the summer it is allowed to use:
- diesel oil DS-11 (MYUB) according to GOST 8581 - 63 with additives: 6% VNII NP-360 and 0.003% PMS-200A. In winter (at air temperatures below +5° C):
- diesel oil DS-8 (M8V) according to GOST 8581 - 63 with additives: 5% VNII NP-370; 2% PMS; 0.5% L3-23k; 0.005% PMS-200A; 1% B-167. In addition to those indicated, in winter it is allowed to use:
- diesel oil DS-8 (M8B) according to GOST 8581 - 63 with additives: 6% VNII NP-360; 1% AzNII-CIATIM-1; 0.003% PMS-200A.
When operating engines on low-sulfur diesel fuel in accordance with GOST 4749 - 49, in addition to the above oils, it is allowed to use:
- in summer, diesel oil DS-11 (MYUB) according to GOST 8581 - 63 with additives; 5% CIATIM-339; 0.003% PMS-200A;
- diesel oil Dp-11 in accordance with GOST 5304 - 54 with an additive of 3% CIATIM-339;
- in winter - diesel oil DS-8 (M8B) according to GOST 8581 - 63 with additives: 5% CIATIM-339; 1% AzNII-CIATIM-1;
- diesel oil Dp-8 according to GOST 5304-54. with additive 3% CIATIM-339.

Cooling system - Liquid, closed type, with forced circulation of coolant, equipped with a thermostatic device to maintain constant thermal operating conditions of the engine Starting device - Electric starter type ST-103, 24 V
Cylinder block - Cast from alloy cast iron along with the upper part of the crankcase
Cylinder liners - Wet type, alloy cast iron
Cylinder heads - Two, one for each cylinder bank, cast from alloy cast iron
Crankshaft - Forged with screw-on counterweights; The surfaces of the necks are hardened by heating. h.
Number of crankshaft supports 4
Main bearings - Sliding, with replaceable liners
Connecting rod bearings - Sliding, with replaceable liners
Pistons - Aluminum alloy
Piston pins - Floating, axial movement limited by retaining rings
Connecting rods - Steel, I-section, bronze bushings are pressed into the upper heads
Flywheel - Cast iron with a steel ring gear for starting the engine with a starter
Overall dimensions of the engine in mm:
length 1020
length with gearbox and clutch 1844
width 1041
height 1195
Weight of unfuelled engine in kg:
without auxiliary equipment (according to GOST 491-55) 820
with accessories, with gearbox and clutch 1195
Starting engine heater - Liquid, PZD-44

POWER TRAIN

Clutch - Friction, dry, double-disc Gearbox - Mechanical, five-speed, three-way with synchronizers in 2nd - 3rd and 4th - 5th gears Gearbox ratios:
first gear 5.26
second gear 2.90
third gear 1.52
fourth gear 1.00
fifth gear 0.66
reverse 5.48
Cardan shafts - One, open type, the middle part of the shaft is tubular. Hinges with needle bearings
Final drive - Pair of spiral bevel gears
Wheel drive - spur gears (central, three pinions and internal ring gear)
Total rear axle ratio 7.24
Differential - Bevel, with four satellites
Axle shafts - Fully balanced
Rear axle housing - Cast steel with press-fit tubular housings

CONTROL MECHANISM

Steering mechanism - Screw, nut with rolling balls, sector
Steering gear ratio 23.6
Power steering - Hydraulic Maximum steering angle of the front wheels in degrees:
right 38
left 38

Foot brake - Shoe brake, all wheels
Foot brake drive - Pneumatic, brake chambers with rubber diaphragms
Air compressor - Twin cylinder, liquid cooled head
Hand brake - Central, shoe type, located on the drive gear flange of the rear axle
Engine brake - Compression with a rotating flap in the exhaust system

CHASSIS

Frame - Riveted from stamped parts
Towing device - Double acting with elastic element and locking lock
Car suspension - Four longitudinal semi-elliptical front and rear springs, mounted with the front ends on pins in the frame brackets, and the rear ends on sliding supports. The rear suspension has two additional longitudinal semi-elliptic springs
Shock absorbers - Hydraulic, telescopic type, double action
Front beam - Forged, I-section. Installation of front wheels:
camber angle in degrees 1
lateral inclination of the kingpin in degrees 8
longitudinal inclination of the kingpin in degrees 2.5
wheel toe-in (at the ends of the brake drums) in mm 3 - 5
Wheels - Discless, with side and locking rings
Tires - Low pressure, sizes 11.00 - 20 with 14 layers of cord. Front - single-slope, rear - double-slope
The air pressure in the tires is 11.00–20 kg/cm. sq.:
front wheels 6.0
rear wheels 6.5
Tire air pressure 12.00–20 v kg/cm2:
front wheels 5.0
rear wheels 5.5

ELECTRICAL EQUIPMENT

Generator - G-271 alternating current works in conjunction with relay regulator RR-127
Rechargeable batteries - 2 pcs., type 6TST-165EMS
Starter - Type ST-103, 24 V, 9.5 liters. With. with electromagnetic switching mechanism
Headlights - Two main (two-beam with low and high beam) and two fog lights
Sidelights - Two-light, to indicate the size and turn signal
Tail light, left - With two lamps, used to indicate clearance, license plate illumination, brake signal and turn signal
Rear light right - With two lamps, used to indicate clearance, brake signal and turn signal.
Rear light lenses are also rear light reflectors
Turn Signal Switch - Allows tail lights to be used as turn signal indicators
Cabin interior lighting - Ceiling light, instrument lighting lamps
Signal - Vibration type, two-tone
Windshield wiper - Two, electric type
Radio receiver - AT-64M, 24 V, dual-band

CAB AND BODY

Cabin - Three-seater, all-metal, welded, with side doors, a berth, and seat backs.
To provide convenient access to the engine, the cabin tilts relative to the front hinges at an angle of 45°. In working position it is fixed on the frame with a locking mechanism
Cabin equipment - Rolling down door windows, sun visors, windshield wipers, rubber floor mats, rear view mirrors, glove box and tool box, heating and ventilation devices
Seats - Separate for driver and passengers; driver's seat adjustable
Platform - Wooden, base and sides with metal reinforcements, rear and side sides folding

REFILLING CAPACITIES in liters

Car fuel tank 200
Engine cooling system 28 - 30
Engine lubrication system 21
Gearbox housing 5.5
Rear axle final drive housing 11.5
Wheel drive housing 1.5
Steering gear housing 1.2
Power steering system 4
Starting heater boiler 8

SPECIFICATIONS

Load capacity in kg.	8000
Weight of towed trailer or semi-trailer with load in kg	12000
Gross vehicle weight with load in kg.	14825
Weight distribution without load in kg.
to the front axle	3350
to the rear axle	3250
Weight distribution with load in kg.
to the front axle	4825
to the rear axle	10000
Vehicle base in mm	3950
Rear wheel track (between the centers of the double slopes) in mm	1865
Front wheel track in mm	1970
Ground clearance in mm:
to the front axle	270
to the rear axle housing	270
Minimum turning radius in both directions in m
on the bumper	9,5
along the track of the front outer wheel	8,5
Overhang angles (with full load) in degrees:
front	28
rear	26
Overall dimensions in mm:
length	7140
width	2500
height (without load)	2650
Platform dimensions (internal) in mm:
length	4810
width	2480
height	605
Body capacity (without additional sides) in cubic meters.	8,2
Highest speed at full load on a horizontal section of a straight road in km/h	85
Braking distance of a car (fully loaded without a trailer) moving at a speed of 40 km/h at
horizontal section of a dry road with a hard surface, should not exceed, in m	18
Control fuel consumption per 100 km in liters	22

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Literally all serial versions of the MAZ-500 series vehicles and their chassis were used in the Soviet Army and in some Warsaw Pact countries, where they served in transport operations, transported up to 30 personnel or were equipped with a small set of special superstructures. The troops mainly used the high-sided version 500G with a lattice body and an awning, adapted for transporting personnel. Almost all truck tractors were also in service, and dump trucks were located mainly in engineering and road-bridge construction units. Unlike the MAZ-502 truck, the only military version of the 500 series is a cabover 5-ton truck-tractor MAZ-505(4x4) with all single wheels - remained in prototypes assembled in 1962, during the process of finalizing and fine-tuning the entire 500 series. It was also unified with the 509 timber truck, had permanent all-wheel drive, the legendary asymmetrical differential and an all-metal flatbed body with lattice sides and an awning.

All-wheel drive 180-horsepower truck MAZ-505 with single wheels. 1962

MAZ-500Sh chassis with a standard K-500 body made of reinforced foam. 1968

For the installation of army bodies, special chassis were produced in parallel with the entire range 500Sh And 500ASh, created on the basis of 500 and 500A trucks, respectively. Unified sealed van bodies were based on them K-500 And K-500A made of reinforced foam with characteristic sloping upper bevels, developed at the VPKTIM Institute. This family belonged to intermediate structures, from the second to the third generation, and was developed in accordance with the “Tactical and technical requirements for the development of a family of unified van bodies made of reinforced polystyrene foam for cars, trailers and semi-trailers” of the Ministry of Defense dated April 1967 and size range 21 Research Institute The production of K-500 body elements and their general assembly in 1968 - 1983 was carried out by enterprises of the Byelorussian SSR - Gomel and Rechitsa woodworking plants. In the 1970s, frame-metal bodies were added to them KM-500(K-500M) of the Moscow Body Plant (MZAK), equipped with five windows on the gentle slopes of the roof and characteristic three vertical canisters on the rear wall. Such bodies housed mainly heavy workshops with special machine equipment: instrumental-mechanical MIM (IM-1), turning MT-1 (MM-1) and MT-2 (MM-2) with one and two machines, turning-turret MR-1 (MM-3), centerless grinding workshop MBSh (MM-6), surface grinding MPSh (MM-8), planing MSR (MM-10), grinding MF (MM-11) and turning and milling MTF ( MM-13).

Chassis MAZ-500ASh with an army frame-metal body KM-500. 1977

The most common of the 500 series in the Soviet Army and Air Force were mobile fuel service vehicles. Identical tank trucks were mounted on MAZ-500 and 500A vehicles ATs-8-500 And ATs-8-500A with a capacity of 8 thousand liters. The first model was put into service in 1965, and then the sequential production of both machines until 1977 was carried out by the Tikhoretsky Chemical Engineering Plant "Red Hammer" in the Krasnodar Territory. The tanker set included a mechanical self-priming pump SCL-20-24A with a capacity of 500 l/min driven by a chassis engine, a control panel behind the driver’s cab and longitudinal cylindrical sleeve cases. Usually they worked in conjunction with a tank trailer PC-6.7-5207V. The total weight of the vehicles was 15.4 tons. Since 1975, the plant has also assembled an export version of the AC-8-500AE with an increased set of equipment and instruments, weighing 100 kg more. With the start of production of MAZ-500 vehicles, the equipment of the airfield tanker TZ-200, which received a new index, was rearranged. TZA-500(ATZ-8-500) and produced until 1970. Starting next year, a modernized version went into production TZA-500A(TZA-7.5-500A) with an elliptical welded tank capacity increased to 7.5 thousand liters and a rear control cabin, put into service in 1972. It was equipped with a centrifugal pump SCL-20-24A with a flow rate of 600 l/min, new elements of equipment and instruments. Its mass was 14.9 tons.

By 1957, the model range of MAZ-200 family trucks produced by the Minsk Automobile Plant was technically and morally outdated and urgently required replacement with vehicles with significantly better technical and economic characteristics.

Updating the model range became even more urgent after the main supplier of power units for Minsk trucks, the Yaroslavl Motor Plant, put on the conveyor more powerful YaMZ-236 diesel engines, replacing the previously produced YaAZ-204 engines. It was at this time that the Central Committee of the CPSU and the USSR Council of Ministers adopted a resolution “On the development of new cars at the Minsk Automobile Plant.”

The MAZ developers developed the technical specifications in February 1957. The new family of promising trucks received a base index of 500. Flatbed trucks received the MAZ-500 index, MAZ-503 dump trucks, and MAZ-504 truck tractors.

History of creation

The new development of Minsk designers differed in many respects from its predecessors, but the main difference, of course, was the new, revolutionary, cabover layout of the car.

The main advantage of the cabover layout is the more efficient use of the length of the vehicle frame. The advantages of this arrangement include better visibility, achieved due to the absence of the engine compartment in front of the windshield.

Experienced MAZ-500 1961 Guards

By the time the first Soviet cabover truck appeared, vehicles of a similar layout had already been produced abroad for quite some time. However, the quality of road surfaces in our country for a long time did not allow the transition to mass operation of such trucks due to the increased load on the front wheel pair. However, by the mid-50s, in the USSR, a significant part of the roads in the European part of the country received a hard surface, which allowed designers of leading Soviet automobile plants to begin developing cabover vehicles.

As you know, for quite a long period, both domestic and foreign automakers preferred to build cars with a classic layout. “Classic” assumed the sequential arrangement of all the main elements and assemblies of the vehicle. A power unit was installed in front, including an engine, gearbox and clutch. Next was the cabin, behind which, with a small gap, a cargo platform was installed.

This arrangement was not without its drawbacks, the main one of which was the increase in the dimensions and weight of the truck. However, the increase in dimensions did not lead to an increase in the usable area of ​​the cargo body. Thus, the classic layout, in many ways, became the reason for the decrease in the operational characteristics of trucks.
This was the main reason that when developing a new model range, MAZ engineers and designers decided to take an innovative path.

First, a half-hood design was developed, when the cabin was extended closer to the front axle and “slipped” onto the power unit, but did not completely cover it. This made it possible to slightly increase the area of ​​the cargo platform and increase the weight of the transported cargo.

However, later the Minsk residents decided to abandon the compromise layout and decided to build a cabover design, completely moving the cabin to the front axle and placing it above the engine. In this case, the increase in the size of the cargo platform was much more noticeable; its capacity was almost one and a half times greater than the capacity of the cargo body of cars with a classic layout. The carrying capacity of vehicles increased by 2 tons at once.

Prototype MAZ-500 dump truck

Among other things, the cabover layout made it possible to improve access to the power unit and reduce the weight and dimensions of the truck. Driving has become easier, but the vibration load on the driver has increased. To solve this problem, softer springs, shock absorbers and seats of a new design were used. It would be worth noting that the new Belarusian truck has become more technologically advanced in production, since there is no longer a need to manufacture dies of complex configurations.

However, at first the new layout had many opponents. The majority advocated the production of semi-hooded machines, justifying this by the fact that it could provide the most convenient access to the engine during repairs and maintenance. However, the arguments of the advocates of the cabover design turned out to be more convincing. They assured that they would be able to develop and build a tilting cabin that ensures safety and reliable fixation even in the event of a collision. The designers also managed to create a successful front axle, the load on which in the cabover configuration increased significantly.

Naturally, there were some troubles - everything new is born in pain! Thus, to some party leaders in Belarus, the idea of ​​​​installing a cabin above the engine seemed adventurous, as a result of which it was decided to convene the bureau of the Central Committee of the Communist Party of Belarus. The bureau planned to remove MAZ chief designer Vysotsky from his position and severely reprimand the general director of the enterprise, I. Demin, for his democratic style of work.

However, thanks to the Secretary of the Central Committee Filimonov, punitive measures were not put into effect. Before the bureau of the Central Committee of the Communist Party of Belarus, Filimonov visited the plant, where he was shown in detail a truck of a new design. Filimonov was impressed by the new development and noted that the idea, despite its riskiness, was very original, and the new car differed from the old one like day and night. It was this assessment that allowed the plant management to avoid serious troubles.

To begin serial production of trucks of the MAZ -500 family in 1962, a large-scale reconstruction began at the plant. In 1964, the new assembly line was put into operation. The assembly of a pilot batch of trucks began in 1963, and mass production started in March 1965. By the end of the same 1965, the production of trucks of the old MAZ-200 model was completed.

MAZ-200M on which future elements of the MAZ-500 were tested

In order to speed up the development of the new model, the factory workers decided to take a risky step, simultaneously developing, testing and producing the MAZ-500. The components and assemblies designed for the new model were “tested” on serial MAZ-200. Minsk residents received significant assistance in mastering the production of the new car from colleagues from ZiL and GAZ. It was during this period that the “intermediate” models MAZ-200P and MAZ-200M appeared, which were equipped with components and assemblies intended for the new Minsk truck. These models were in mass production from 1962 to 1965, during the period of preparation for the release of the MAZ-500.

A distinctive feature of the “intermediate” models was that each subsequent batch was seriously different from the previous one, since as new components and assemblies were developed, they were installed on the “intermediate” model. First, a new suspension appeared, then the steering mechanism, discless wheels, etc.

Simultaneous development, testing and preparation for serial production made it possible, without stopping the main assembly line of the plant, to enter serial production of the new model in a fairly short time.

However, the timing of the start of mass production depended not only on Minsk residents, but also on related enterprises. Thus, the Yaroslavl Motor Plant was able to put YaMZ-236 diesel engines into production only in 1965. The first prototypes of the engine appeared back in 1958, and serial production of new six-cylinder V-shaped 180-horsepower diesel engines started at the end of 1961. While the new model was being fine-tuned, the YaMZ-236 diesel engine began to be installed on the “intermediate” model MAZ-200P.
As already mentioned, the assembly of a pilot batch of MAZ-500 trucks began in 1963, and mass production of the new Minsk truck started two years later - in March 1965.

The MAZ-500 was significantly superior to its predecessor in all parameters and technical characteristics. MAZ designers and engineers arrived at a similar result not only by implementing the idea of ​​a new cabin layout, with its location above the engine, which made it possible, with an overall reduction in the length of the vehicle by 290 mm, to install a longer loading platform and increase the load capacity by 500 kilograms. The development of the truck from scratch, without unifying the components and assemblies used in the outdated model, made it possible to introduce a number of technologies and technical solutions that were progressive for that time. These include planetary gearboxes for the rear wheel hubs, discless wheels, telescopic shock absorbers, power steering, and a new forward-tilting cab layout.

The carrying capacity of the MAZ-500 is 7500 tons. The truck was equipped with a powerful four-stroke diesel engine YaMZ-236, allowing it to tow trailers weighing up to 12 tons, while overcoming inclines of up to 14 degrees at a speed of 75 km/h. Fuel efficiency has also improved significantly. For 100 kilometers, the new MAZ consumed 25 liters of fuel, which is 10% less than the fuel consumption of the MAZ-200.

In 1970, the MAZ-500 was modernized, the updated model received the MAZ-500A index. The engine has not been modernized, but the gearbox has been replaced with a more advanced five-speed unit. Thanks to changes in gear ratios, both the gearbox and the rear axle, the traction qualities of the truck have improved. Along with the new gearbox, the car received a new double-disc clutch, as well as radial tires of size 11.00-20″.

After modernization, the maximum speed of the MAZ also increased, reaching 85 km/h. A number of design improvements made it possible to increase the load capacity to 8 tons. At the same time, the curb weight of the car increased to 6600 kg. After modernization, the dimensions of the truck also changed somewhat. Its length decreased slightly, reaching 7140 mm, and its width, in accordance with European standards, was increased to 2500 mm.

However, let's go back to the distant 1958, when the first prototypes of the MAZ-500 truck were assembled. During testing, the first copies revealed many shortcomings that required improvement and immediate elimination. So, initially the designers envisaged equipping the truck with a new pneumatic-hydraulic braking system, but due to the complexity of the design, this idea had to be abandoned and returned to traditional pneumatic brakes. The interior of the new cabin also generated a lot of complaints.

When assembling the first prototypes, components and assemblies of the serial MAZ-200 were used. Thus, the cars were equipped with a four-cylinder two-stroke YAZ-204 engine; naturally, there was no power steering. The cabin design was also still far from the final version, which appeared several years later.

On the occasion of the Great October Revolution, the first six assembled and painted trucks were presented to TASS photo reporters, and after filming for the photo chronicle, they went for the first run tests. Tests under real operating conditions revealed a whole bunch of design and technological shortcomings and, at the same time, proved the promise of a new vector for the development of heavy diesel trucks. In 1959, prototypes were demonstrated at VDNKh.
In 1961, comparative tests of the MAZ-500 and the transition model MAZ-200P were carried out. Their results turned out to be predictable - the MAZ-500 surpassed its predecessor in almost all respects.

In 1961, a new experimental workshop was launched at the Minsk Automobile Plant, which made it possible to expand the scope of work. By the summer, a pilot batch of 122 trucks of two basic types had been assembled. The cars were sent for testing to various automotive fleets of the USSR. The motor rally Minsk - Moscow - Leningrad - Riga - Minsk also caused a great resonance at that time. However, the necessary information about the advantages and disadvantages of the new model was given to engineers and designers not by cars participating in exhibitions and car rallies, but by hard workers operating in the extreme conditions of the Far North, on construction sites, quarries, and timber industry enterprises.

In addition to flatbed trucks and dump trucks, the pilot batch included a MAZ 504 truck tractor and a MAZ-509 all-wheel drive timber truck. Single copies of these cars were assembled in the experimental production workshop.

By 1965, there were already over two hundred units of experimental Minsk cabover trucks running on the roads of the USSR. They were shown quite often in newsreels, and pictures of the trucks were published in the press. At the same time, in reference books the MAZ-500 was already indicated as a mass-produced model.

The fact that the best-equipped pilot production facility in the Union was opened at the automobile plant certainly produced results. The average operating speed of experimental trucks increased by 15% while the cost of transportation decreased by 20%. A significant increase was also recorded in the reliability indicator - the mileage without major repairs for new products was 120,000 kilometers, which was one and a half times higher than the MAZ-200.

The design of the 500s included power steering, a spaced final drive with wheel planetary gearboxes, a front suspension with telescopic hydraulic shock absorbers, discless wheels, and an all-metal cab with a forward tilt mechanism. In the basic version, the weight of the MAZ-500 was 14.2 tons, the truck reached a maximum speed of 75 km/h, consuming 25 liters of fuel per 100 kilometers.

By 1965, the plant’s design team under the leadership of chief designer M.S. Vysotsky did a titanic job, bringing it to its logical conclusion. In March 1965, the first production truck MAZ-500 rolled off the main assembly line of the enterprise. It took the factory workers seven years to go through the difficult path from the first sketches of the designers to mass production. The work of the team was appreciated; at various all-Union exhibitions of motor vehicles, the MAZ-500 was repeatedly awarded the highest awards.

In 1966, the Minsk Automobile Plant was awarded the highest state award of the USSR - the Order of Lenin - for the successful implementation of plans, the development of new vehicle designs and their introduction into production. 4 years after the start of mass production, the 75,000th MAZ-500 rolled off the assembly line of the plant. By 1968, the plant reached its designed production capacity equal to the annual production of 24 thousand cars.

Further development of the 500 series

In terms of its technical characteristics and parameters, the MAZ-500 was not inferior to its foreign analogues, and in such important indicators as maximum speed and maneuverability, it even surpassed them. As for domestic analogues, the MAZ-500 was significantly superior to them in its efficiency.

However, it was not without its drawbacks. The overall width of the truck was 2650 mm and exceeded European standards of 2500 mm. This did not allow the trucks to be operated on international routes. In addition, the gear ratios of the gearbox were not entirely selected, and the engine power did not allow the vehicle to be used for long-haul transportation. Taking into account operating experience and in order to eliminate shortcomings, MAZ designers began developing a modernized version of the MAZ-500.

The overall width was brought into line with international standards, the gearbox ratios were adjusted, which made it possible to increase the maximum speed of the truck to 85 km/h. The wheelbase has also increased by 100 mm, and the load capacity has reached 8 tons. The modernized version began to be mass-produced in 1970 under the designation MAZ-500 A. The family of modernized trucks also included MAZ-503A and B dump trucks and MAZ-504 A and B truck tractors.

In 1970, a large group of employees of the renowned enterprise was awarded the USSR State Prize for the successful development and introduction into production of a new family of domestic heavy-duty trucks.

In 1968, Minsk automakers began preparing for serial production of three-axle trucks MAZ-516 and industrial timber trucks MAZ-509. To master the production of these cars, it was necessary to equip the workshops with additional metal-cutting machines and machining centers.

Along with modernization and improving the quality of products, the plant developed and introduced production technologies that were modern at that time. The machine park was significantly updated, new modular machines and machining centers were introduced.

MAZ-500S - modification for the far north

Since the start of serial production of the MAZ-500, the company’s specialists have been constantly monitoring their products and monitoring the results of vehicle operation in the country’s fleets in order to identify shortcomings and further improve the quality, reliability and durability of vehicles.

As already noted, since 1970 the plant switched to producing the modernized MAZ-500A family. Among other things, the modernized version of the trucks has an increased mileage before the first major overhaul by 40 thousand kilometers. Externally, the modernized truck was practically no different from its predecessors. Perhaps the only external difference was the updated, “checkered” radiator grille.

The next modernization of popular trucks was carried out six years later, in 1976. Then the plant began serial production of the model under the symbol 5335. This time, MAZ designers paid more attention to improving the “appearance” of the model. The truck received a new cladding and bumper with lighting technology integrated into it. The cabin interior has been improved, and the wooden loading platform has been replaced with a metal one. The mileage before major repairs increased to 300 thousand kilometers, and the labor intensity of maintenance was reduced.

In 1977, new standards for the placement of lighting equipment on trucks were introduced in Europe. This forced MAZ designers to quickly integrate the headlights into the bumper. To prevent the car from looking “blind,” the designers developed a new, more aggressive radiator grille. In addition to appearance, this also improved engine ventilation. In the place where the headlights were previously located, direction indicators began to be installed. Decorative turn signal trims, which stylistically complement the radiator grille, visually enlarge the grille, but its area remains the same.

continuation of the 500 MAZ-5335 series

After the modernization of 1976, cars began to be assigned indexes according to the new system adopted for freight vehicles. Thus, the basic version, which previously bore the index MAZ-500A, received the new designation MAZ-5335. Other cars in the family received similar indices. At the same time, the range and typology of trucks has not changed, although improvements have been made to the design of many of them.

The “500th” MAZ can rightfully be called the brightest page in the entire history of the Minsk Automobile Plant. It was this model that became the calling card of the enterprise for many years and determined the concept of subsequent generations of Minsk trucks. Even today, when ultra-modern models with elements of Western gloss come off the MAZ assembly line, upon careful examination you can see the features of the glorious “grandfather” in them.