"Ural-375" - technical characteristics, popular modifications and their description

The Ural 375 is an all-wheel drive cargo transport, characterized by increased cross-country ability. Production of the model was established at the facilities of the automobile plant in Miass. The peak of the car's popularity occurred in the early 1970s of the last century, so at present it is practically not used.

The Ural 375 found wide application in the army and was used as a chassis for various strike weapons (rocket launchers, multiple launch rocket systems and other devices). Some specimens were used in agriculture, construction and other fields.

After the appearance of a more modern competitor (Ural 4320), the model quickly began to lose popularity. However, its production was carried out before the collapse of the USSR.

Vehicle design features

In 1961, the first Ural-375 car rolled off the UralAZ assembly line.

This machine was designed primarily for military use. The main emphasis was on the vehicle's cross-country ability. Its wheel formula was 6x6.

Two driven rear axles, together with a forced-engaged front axle and a ground clearance of 400 mm, provided the car with the ability to overcome difficult obstacles and off-road conditions.

A special feature of the 375 model was a cabin with a soft canvas top, which was removable and mounted on arches. The windshield was straight, mounted in a rigid frame that could be lowered onto the hood.

A wooden platform was installed on the chassis for transporting people and goods. This platform had three lowering sides and reclining seats for people.

Geometric dimensions of the “375” model: 7,350x2,690x2,680 mm. The track of the front and rear wheels is 2,000 mm. With these parameters, the vehicle turned around with a radius of 10.8 meters, which indicates good indicators of its maneuverability.

The carrying capacity of the 375 model was 4 tons, and it could tow a trailer weighing from five to ten tons.

A serious drawback of the car was its high fuel consumption, which is why it was popularly called a “glutton.”

Although the claimed consumption was 48 liters per 100 kilometers, in reality it reached 70 liters. The main reason is the ZIL-6E129 carburetor gasoline engine. It was not only uneconomical, but also had a short TBO.

"Ural" in this configuration was produced until 1964.

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This article provides a description of the 31st series of the Ural-4320 car.

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About the history of the Ural-375 model

The predecessors of the Ural-375 vehicles in the plant's model range were the UralZIS-355 and UralZIS-355M , produced by the company from the late 40s to 1965. They have proven themselves to be quite reliable, unpretentious and durable cars. Officially considered a 3.5-ton truck, the UralZIS-355 could “take on board” 5-6 tons on a good road and successfully cope with this overload. These hardy trucks brought enormous benefits during the development of the virgin steppes of the Urals, Siberia and Kazakhstan.

And this truck was also at that time the basis of something like the modern KamAZ-Master team: it participated in rallies and auto racing (All-Union motorsport competitions) and took first places in them. In total, over the years of production, about 200,000 UralZIS-355 and UralZIS-355M vehicles were produced.

In the mid-50s, auto designers were given the task: to develop and put into mass production a truck with increased payload and cross-country ability at the level of an all-terrain vehicle. The main consumer of these products was to be the Soviet Army. In 1953, by order of the USSR Ministry of Defense, the Moscow Scientific Research Automotive Institute (NAMI) began developing this project for the UralZIS plant.

The result of this work was the appearance three years later of an experimental 5-ton truck NAMI-020 (6x6) with a 180-horsepower V8 gasoline engine of innovative design, with power steering, all single wheels and a centralized system for regulating tire pressure on the move.

After sea trials, it was recommended for mass production in Miass. The team of the chief designer of the enterprise, S.A., took on the task of finalizing the prototype in accordance with test results and the requirements of military customers. Kurova.

In comparison with the original design of NAMI-020, the gearboxes of all three axles were unified. In this regard, the position of the engine and its systems changed somewhat; changes to the radiator lining, mudguards and wings were required. Unified main gear reducers required the development of a new drive for the steered wheels, and the steering mechanism was redesigned to increase reliability. The redesigned frame and cross members were manufactured at MAZ. Disc wheels were developed, a new winch was developed, the front suspension was changed, etc.

Residents of Miass saw the first two samples of the new, not yet mass-produced, off-road cargo truck, which received the Ural-375 index, at the May Day demonstration in 1958. The first one is with a cab from a new, not yet produced, ZIL-130 truck (but with a different hood); with a windshield reinforced by a central pillar. The second one had an all-metal cabin of its own making.

Factory and then field testing of prototypes of the first series revealed a lot of shortcomings: significant wear and frequent breakdowns of engine parts and its systems, clutch; insufficient rigidity of bridges; self-oscillations of steered wheels; repeated brake failure; unsatisfactory performance of the front suspension on rubber spring supports; spring failures; low tire wear resistance; insufficient reliability of the base and other parts of the cabin and winch. At the same time, the satisfactory operation of the gearbox (this gearbox on YaAZ and MAZ trucks has been tested since the 40s), the transfer case and the tire inflation system, which changes the pressure depending on road conditions from 3.2 to 0.5 kgf/cm², was noted.

After eliminating the identified shortcomings, the Ural-375, already acquiring the familiar features to all of us, was sent to the factory assembly line. It began to be assembled in the plant's workshops in the fall of 1960, and the official launch of the new truck into production took place on January 31, 1961. However, initially the Ural-375 trucks were produced with cabs that had a removable canvas top and a flat windshield that folded down to the level of the hood. And since 1964, the cabin on the Urals became all-metal.

During the years of serial production, work to improve the machine did not stop. Among the important modifications to the car carried out in the first years of production, it should be noted the creation of a bleed line for the engine cooling system, which could operate and circulate water in the event of damage and shutdown of the radiator. Another innovation was a full-flow centrifuge - a centrifugal purifier.

What models were produced

The first copies of the powerful all-terrain vehicle appeared on the roads in 1961. The cabin was made with a removable fabric roof. They installed a flat windshield, which was raised when necessary. The model was produced for only three years. This version of the Ural 375 had not the worst characteristics, but not the best either.

Starting in 1964, a truck with the letter D was produced. It was equipped with a metal platform and a driver’s cab. For the convenience of passengers and loaders, a folding tailgate was installed. Benches and a driver signal button were placed in the back.

The first Ural 375 trucks had not very good fuel consumption characteristics. 70 liters of A-92 fuel were required for every 100 km. After modernization, consumption dropped to 50 liters per 100 km. On difficult terrain, in harsh winter engine operating conditions, gasoline consumption increased by another 20-30 liters.

Modification A was produced with longer spars. An army kung was installed on the model. The tank was moved down, the gas exhaust pipe system was installed in another place. A spare tire was hung on the rear overhang of the frame. The Ural-375T was created as a prototype for the next model with the letter N, and therefore was not mass-produced.

The model with the letter E was developed for the army; weapons and military equipment for various purposes were installed in the body. These were cars with:

- tank;

technical specifications, description, engine, owner reviews

Today there are a lot of car brands. We are not even talking about models, because it is simply impossible to count the number of the latter. But when it comes to cars, you need to understand that some have become particularly popular. Some are actually known all over the world. This happens when a name becomes a household name. That is, it is not just a brand and a concept, but rather a designation of a certain function.

Start from the beginning

"Ural-375" is just one of these units.

Yes, he may not be recognized all over the world, but in the CIS it is difficult to find an adult who does not know what he looks like.

The decision to produce new car models was made by the Central Committee of the Communist Party back in 1958. The Ural Automobile Plant was chosen as one of the main manufacturers. It is still located in Miass, not far from Chelyabinsk.

The massive reconstruction ordered by the government of a huge country required large expenses. The ends simply had to justify the means. But, if you look at the Ural cars, you can say that everything turned out just fine.

Project

The purpose of the reconstruction, which was mentioned a little above, is the need to create a new truck. Certain characteristics that were initially included in the scheme became the guides along which the plan moved.

The country needed trucks to work in areas with high terrain. For this, it was decided to prepare a whole bunch of five-ton trucks. And this is not a joke, since mass production began back in 1961, and since then a lot of such cars have hit the roads.

The history of the Ural-375 car begins a little earlier.

Back in 1958, prototypes hit the road. Strictly speaking, they just took part in a demonstration at the parade. Moreover, these were not such trucks yet.

First attempts

That very first experienced couple was supposed to become something completely new. Strictly speaking, things didn't work out very well. Mainly because for cars with the marking name “Ural ZIS NAMI-375” parts from ZILs were used. At least one of the samples was generally equipped with a cabin from the one hundred and thirtieth model.

In addition, there were quite serious flaws in the design that did not allow them to be used as originally intended. For example, the engine (Ural-375) in these “concepts” was, to put it mildly, not good enough. Parts wore out quickly and breakdowns constantly occurred. Entire systems, such as the clutch or brakes, did not work correctly. In addition, the design was unfinished - the bridges, as the basis of any machine, were not rigid enough. The latter led to serious problems. It should also be noted that the borrowed cabin was not sufficiently resistant to vibration - in impassable terrain this could become a critical factor.

Second step

As usual, it turned out to be the Ural-375. Its design scheme was almost identical to today's. Despite the fact that almost a year remained before the start of serial production, for 1959 this was a serious achievement. The batch that had already left the assembly line was equipped with cabins of our own production.

As a matter of fact, the technical characteristics of the Ural-375 car are quite good. Even for a trial series. In addition, according to the order from the then Ministry of Defense, some changes were made. For example, they began to install an awning over the platform, as well as over the cabin itself. The glass could be removed. All this was due to military needs.

Seriality

After the above experiments, the country's leadership approved the start of mass production. The first results could be seen already in November 1960. Then the Ural-375 first appeared to people exactly as it is now.

The first few years were devoted to field testing. Until 1963, all checks confirmed the specified technical parameters. In fact, throughout this time, even recommendations for improvement have been developed. Some details caused doubts among the engineers, so they focused on ensuring that there were no errors.

Production

"Ural-375" is a mass-produced car. One hundred and ten thousand copies came off the stocks.

Production continued until the collapse of the Soviet Union, that is, until 1992.

This quantitative influx is very easily explained by the fact that they were used literally everywhere. Indeed, it was difficult to find a more common truck. Not as large as some KrAZ models, it was still quite capable of driving over rough terrain, carrying quite a lot of different cargo.

"Ural-375": technical characteristics

The engine of this all-terrain truck was marked “ZIL-375”. The design is V-shaped, with eight cylinders. The power is quite high, 180 horsepower.

Separately, it is worth noting the centralized system for changing tire pressure. For trucks intended to drive over rough terrain, this is a fairly important factor. The gearbox installed here is five-speed. The car was also equipped with a double-disc clutch.

It’s also worth mentioning about the transfer case system. The fact is that two versions were released. The older one was quite difficult to drive, since manual control of the lever moved the front axle into one of three positions - off and on. These are only two, but the last one could be with the center differential locked or unlocked. The new version, which was included in the design in 1965, assumed a largely simplified mechanism. So, the axle was constantly on, but the center differential was installed of a planetary type, with asymmetrical locking.

The control mechanism also needs to be discussed separately.

The steering box was equipped with a special hydraulic booster - without it it is difficult to drive such a colossus. The service brake was also made with a booster, but with a pneumatic one.

Disadvantages of the truck

What technical features does the Ural-375 have? They tell a lot about the car itself. But everything was far from being as ideal as it seems at first glance.

First of all, the owners' reviews mentioned the huge fuel consumption that was spent on engine operation. The figure broke all records for cars of this class and amounted to forty-eight liters per hundred kilometers. In winter, this figure reached 60 liters. The engine in general was a big problem with this truck. The repair life for it was low, and breakdowns that happened from time to time simply infuriated drivers - it was quite difficult to fix something.

In 1977, a new version of the all-terrain vehicle appeared - “Ural-4230”. In many respects it was superior to this model, but the technical characteristics of the Ural-375 were more impressive.

Modifications

Learn more about truck models. Like many other domestic cars, the Ural-375 was often subject to various changes. Everything is quite logical, especially considering the technology needs of a huge country.

First of all, you need o, which has completely replaced standard cars since 1964. The difference here was in the cabin - while the standard version used a tarpaulin, here it was all-metal.

"Ural-375A" was intended to work in tandem with the K-375 van body.

Quite a lot of them were produced because the model turned out to be quite successful.

"Ural-375E" was another modification of the chassis, like the previous version. Only here there was no sharpening for one type of body. It was supposed to be used with various equipment, which is exactly what happened.

The Model 375C was a simple truck tractor based on this design.

“375K” was created to work in permafrost conditions - it was used in the Far North. For this purpose, special heat-insulating materials were used in the cabin, body and engine.

At one time, “375N”, intended for the national economy, became widespread. Externally it was distinguished by a different body (just a wooden platform with opening sides), as well as the absence of an air intake pipe.

It is also worth mentioning that quite a few vehicles were used in the Armed Forces.

Many useful mechanisms were built on the basis of this all-terrain truck. These were mainly tank trucks and construction vehicles, but there were other examples - Terek radar systems or even Grad multiple rocket launchers.

Conclusion

Overall, this car was a very important milestone in car production throughout the USSR. This is evidenced by reviews from owners and experienced drivers.

Reliability has been tested over the years and confirmed by numerous good reviews, which is why you can still find such trucks on the roads today.

What is the price of Ural-375? Serial production has been discontinued, which means it is almost impossible to find new ones. But if it has already been used... In this case, the cost will depend on the degree of wear and tear, as well as on the specific model. The average amount will be within this range – 6-8 thousand dollars. A little expensive for a model that was discontinued 20 years ago.

So, we found out what technical characteristics and price the Ural-375 truck has.

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Modifications

In 1964, the developers of the automobile plant made serious changes to the design of the Ural, and the 375D model was launched into mass production.

The main features of this machine were:

all- metal cabin with two doors, without a sleeping bag, which can accommodate three people;
to install a van-type body, the length of the frame was increased by more than 300 mm;
the front axle became non-disconnectable , the transfer case changed;
ZIL-375 engine on the car .

"375D" was the base model of the new "Ural". In subsequent years, new modifications of this vehicle in a wide variety of configurations began to be produced on its chassis.

For military needs, the BM-21 Grad launcher, AC tank trucks, ATMZ fuel tankers, 8T and 9T truck cranes, as well as the P 18 radar were produced on the 375D base.

In addition, staff KUNGs and vans with mobile repair shops were installed.

“375A” is a configuration with a KUNG K-375 body and a longer frame , the geometric dimensions of this variety are 8,000x2,500x2,680 mm. The 375E chassis was developed for various tanks, cranes and other special equipment.

For the purpose of transporting semi-trailers and using them as timber carriers, the 375S truck tractor and its modernized version 375SK1 were produced.

The 375K tractor was produced especially for the needs of the Far North and other places with difficult climatic conditions.

A cabin with double glass and improved thermal insulation, a reinforced heater for pre-launch preparation and special frost-resistant insulation of the electrical wiring made it possible to operate this machine at temperatures of minus sixty degrees Celsius.

With this configuration, special frost-resistant tires were also installed.

For use in the national economy, the “375N” model was produced.

The electrical wiring on this machine was not shielded, there was no automatic tire inflation, and the design of the units was not airtight. Another engine was installed on the car - ZIL-375YA4.

To tow heavy trailers up to 18.5 tons on paved roads, the Ural plant began producing the 375SN truck tractor with a shortened rear overhang. In the modernized version it was “375СНМ”.

A version of the machine for working in hot climates, “375Yu,” was provided. It was assumed that it would be able to operate uninterruptedly at temperatures from minus twenty to plus fifty degrees.

All major units - both power and electrical - had special additional insulation, and many metal parts were replaced with elements from non-metallic components.

Machines for export needs were marked “375ДУ” and “375ДМУ”.

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Studying this review will allow you to compare and note the advantages of various modifications of the Hyundai Porter.

"375D"

The technical characteristics of the Ural-375D are as follows:

car dimensions in terms of dimensions - 7,350x2,690x2,680 mm, vehicle height along the awning - 2,980 mm;
in the base car the body is in the form of a metal platform with lowering sides , it has folding seats for people.
The sides can be added with lattice structures. To protect passengers from wind and rain, an awning is used, installed on special arches, platform size 3,900x2,430x872 mm;
the track of the front and rear wheels is the same - 2,000 mm, ground clearance - 400 mm;
the machine could make a turn with a radius of 10.5 m ;
the cabin is completely made of metal, the front windshield does not roll down , it is divided in the middle by a metal insert for greater rigidity, the side windows in the doors are lowered, there are rotating windows;
maximum travel speed - 75 km/h;

the angle of the obstacle to be overcome is 40 degrees;
the distance covered when braking from a speed of 40 km/h is 15 meters;
the maximum possible distance covered without refueling while maintaining the control fuel consumption is 750 km;
transmission - double-disc dry clutch with lever drive, 5-speed manual transmission with YaMZ-204U synchronizers, mechanical transfer case with center differential, which distributes torque between the front axle and the rear double-axle bogie, forces are transmitted using four cardan shafts;
suspension front and rear spring with shock absorbers;
brakes with pads and dual-circuit pneumohydraulic drive;
steering mechanism with gear sector and hydraulic booster;
the wheels are made according to a special design, have split rims, conical shelves and spacer rings;
tires - OI-25 14.00-20, with automatic air pumping.

Engine of the model produced from 1964 to 1992

The Urals of the 375D model were equipped with a gasoline engine of the ZIL-375 design.

ZIL-375 has the following features and technical characteristics:

gasoline four-stroke V8 design , that is, the engine has eight cylinders installed in a row, the pistons of which rotate one crankshaft.
This design is more stable than six-cylinder engines, it is fully balanced, operates stably under heavy loads and at low speeds;
with a volume of 7.0 liters, the engine develops a power of 180 hp. With. with a maximum torque of 465 Nm at 1,800 rpm;
the power system uses a two-chamber carburetor , the fuel used is AI-92 gasoline, but AI-72 can be used for short periods of time;
The cylinder block is made of cast iron, while the cylinder head is made of aluminum alloy , which provides the necessary strength and at the same time facilitates the design of the internal combustion engine.

ZIL-375 Wikipedia

Ural-375D

Manufacturer

Ural Automobile Plant (Miass, USSR) Ural Automobile Plant (Miass, Russia)

Years of production

1961—1992

Other designations

"Glutton"

Body type

all-metal

Layout

front-engine, all-wheel drive

Manufacturer	ZIL
Brand	ZIL-375
Type	Petrol
Volume	6962 cm3
Maximum power	180 l. With. (133 kW [181 hp according to GOST 8.417]), at 3200 rpm
Maximum torque	465 Nm, at 1800 rpm
Configuration	V8
Cylinders	8
Valves	8×2
Max. speed	75
Combined fuel consumption	48 l/100 km (AI-93)[1]
Environmental standards	EURO - 0
Cylinder diameter	108 mm
Piston stroke	95 mm
Compression ratio	6,5
Supply system	two-barrel carburetor
Cooling	Liquid[2]
Valve mechanism	OHV
Cylinder block material	cast iron
Cylinder head material	aluminum
Clock (number of clock cycles)	4
Cylinder operating order	1-5-4-2-6-3-7-8
Maximum speed	3200
Recommended fuel	main gasoline - AI-93 (92) permissible - A-76 (AI-80)[2]

1st gear

6,17

2nd gear

3,40

3rd gear

1,79

4th gear

1,00

5th gear

0,78

Reverse gear

6,69

Switching

floor lever

The transfer case is two-stage. Gear ratios: 1st gear - 2.05; 2nd gear - 1.30. The main gear of the drive axles is double, the gear ratio is 8.91. efficiency=0.80;

Length 7350 mm Width 2690 mm Height 2680 (with awning 2980) mm Ground clearance 400 mm Wheelbase 3525 + 1400 mm Rear track 2000 mm Front track 2000 mm Weight 8400 kg Similar models ZIL-131, KrAZ-255B Load capacity 4500 kg Tank volume 300 +60Media files on Wikimedia Commons

Ural-375D

- an all-wheel drive off-road truck, produced at the Ural Automobile Plant in Miass since the early 1960s.

The truck was used to transport troops, cargo, and also as a chassis for strike weapons, such as the Grad multiple launch rocket systems; in the national economy they are still used, as a rule, with diesel engines.

A total of 110,000 pieces were produced [ source not specified 733 days

In the Soviet army, the Ural-375D truck was replaced by the Ural-4320 model by 1982.

Characteristics

The truck was equipped with a ZIL-375 gasoline engine (V8, 7 l, 180 hp), a centralized tire pressure change system (from 0.5 to 3.2 kgf/cm²), a five-speed gearbox, and a double-disc clutch. On cars produced before 1965, transfer cases with a forced front axle were installed[3]. The transfer case lever had three positions:

front axle off;
the front axle is engaged, the center differential is locked;
the front axle is engaged, the center differential is unlocked.

In 1965, a new transfer case of a simplified design was introduced with a permanently engaged front axle and an asymmetrical locking planetary-type center differential.

Steering mechanism with hydraulic booster. The service brake is a hydraulic drum with a pneumatic booster.

The original modification, Ural-375, had a folding tent roof and a flat windshield that folded onto the hood. In 1964, the car received an all-metal cabin from the Ural-377. The modernized vehicle received the Ural-375D index. On some machines, a winch with a traction force of 7000 kgf was installed at the rear of the frame.

The main disadvantage of the car was the gasoline engine with high fuel consumption and low overhaul life. Therefore, the diesel Ural-4320, which appeared in 1977, quickly replaced the Ural-375D, which, however, continued to be produced until the collapse of the USSR. The Ural-375D had higher cross-country ability compared to the Ural-4320. This is due to the lack of a speed controller, which made it possible to regulate the traction force on the wheels by adjusting the throttle position. The Ural-4320 is equipped with an all-mode speed controller, so when road resistance increases, the fuel supply automatically increases, which on soft soils leads to “breakdown” of the soft soil and slipping. For this reason, where the 375th will pass, the 4320th might not pass.

[
source not specified 2222 days
]

Modifications

Ural-375 - had a cabin with a folding canvas awning. Produced from 1961 to 1964.
Ural-375D - had an all-metal cabin. Produced since 1964
Ural-375A - chassis with an extended frame for installing a K-375 van body.
Ural-375E - chassis for installing various equipment.
Ural-375S is a truck tractor.
Ural-375K - for operation in the Far North.
Ural-375T - not mass-produced, prototype for Ural-375N[4].
Ural-375N is a national economic vehicle. External differences from the Ural-375D: there was no air intake pipe, the body was a wooden platform with three opening sides, wheels without centralized pressure control, tire size - 1100x400-533, a spare wheel under the body (and not between it and the cabin).

Application

Ural-375 was used primarily in the armed forces, where many complexes were created on its basis:

Battery of the Grad multiple launch rocket system on the Ural-375D chassis

launcher 2B5 MLRS 9K51 "Grad"
tank trucks ATs-5-375, ATs-5.4-375, ATsG-5-375
tanker ATMZ-5-375
truck cranes 8T-200, 8T-210, 9T-31
radar station P-18 1RL131 “Terek”
mobile power station ED16-T/230-RAO

The car also found application in the national economy, in particular it was used by oil workers and geologists, and in some places it is still in use due to its exceptional cross-country ability. As a rule, in the national economy, the ZIL-375 gasoline engine with high fuel consumption is replaced by more economical and powerful diesel engines YaMZ-236 and YaMZ-238, which significantly improves many vehicle performance. [ source not specified 1261 days

]

Literature

Gogolev L. D.
Cars-soldiers: Essays on the history of development and military use of cars. - M.: Patriot, 1990. - 191 p. — 100,000 copies. — ISBN 5-7030-0226-5.
Shugurov L. M., Shirshov V. P.
Cars of the Soviet Country. - M.: DOSAAF, 1983. - 128 p. — 150,000 copies.

Notes

↑ Car Ural 375D. - M.: Vneshtorgizdat, 1969. - 211 p.
↑ 12
Error in footnotes?: Invalid tag; no text specified for footnotes ai
↑ Golodovsky Ya. E. All-terrain trucks (GAZ-66, ZIL-131, Ural-375). - M.: Voenizdat, 1968. - 400 p. — 65,000 copies.
↑ Ural-375T

Links

wikiredia.ru

Permissible filling volumes

For all main modifications, the filling volumes of working fluids are basically the same.

The difference is in the number of fuel tanks and, accordingly, the volume of fuel to be filled. Thus, models “375”, “375D” and “375K” have a fuel tank with a capacity of three hundred liters and an additional fuel tank of 60 liters.

The 375C truck tractor and its configurations have an additional fuel tank with a capacity of 110 liters. “375A” with a van body are not equipped with an additional tank and only have a standard one of 300 liters.

For normal operation of the engine and components, other liquids are filled, for example:

oil to the engine lubrication system - maximum 9 liters;
antifreeze for cooling the internal combustion engine - maximum 30 liters;
gearbox oil - 4.5 liters;
oil for transfer case - 3.5 liters;
in the gearboxes of each axle - 4 liters;
to the RU hydraulic system - 4.5 liters;
to ensure the operation of the brake system - 2 liters.

Load capacity

The 1961 model “375” had a carrying capacity of 4 tons, by 1964 the figure increased to 5 tons.

The basic modernized model “375D” had a carrying capacity of 5 tons on paved roads and 4.5 tons on the ground.

The 375A, having received an extended base, also acquired the ability to transport a larger load of 5.8 tons.

The 375NM machines for the national economy were also able to transport more than five tons. All Urals of these modifications were able to tow trailers with a payload of 10 tons.

The greatest load could be carried by the “375S” tractor-timber trucks, which towed semi-trailers with a 12-ton load, as well as the “375SN” and “375SNM” that appeared later.

These vehicles could transport semi-trailers with a load of 18.5 tons on paved roads.

Manual

Service documentation, instructions, and operating instructions recommend:

Change the speed of the transfer gearbox only when the vehicle is stationary.
Continuous operation of equipment with a locked center differential is prohibited.
Do not reduce tire pressure below 0.5 kgf/cm². During long periods of inactivity, close the wheel taps.
Do not start movements when the pressure in the pneumatic system is below 4 kgf/cm².
Check and adjust the gaps between the drums and pad linings.

This is interesting: Fuel tanker Ural-4320 ATZ-10: design and technical characteristics

Motor

The powerful Ural 375 petrol engine had good technical characteristics for that time. An unpretentious engine, a V-shaped 8-cylinder, was installed. The engine was developed at the plant named after. Likhacheva. The Zil-375 engine model has proven itself well in any operating conditions. It can also be seen on various modifications of the Zil-131 truck, but with some differences in design.

Transmission characteristics

The Ural-375 is equipped with a YaMZ-24U mechanical three-way gearbox. Five gears shift forward, another one shifts backward, synchronizers are present in the third, fourth and fifth. Gear ratios:

Chassis Ural-375

first – 6,17;
second – 3,40;
third – 1,79;
fourth – 1,00;
fifth – 0,78;
reverse – 6,69.

The truck's manual transfer case is a two-speed one. Its design depends on the year of manufacture of the car. In the early years, cars were equipped with boxes equipped with a cylindrical locking center differential, in which the torque between the rear axles was twice as high as that between the front axles. In other words, the front axle was forcibly connected.

Cars of later years of production were equipped with transfer cases that were simpler in design. They already had an asymmetrical, rather than cylindrical, planetary class center differential, and the front axle was constantly on.

The service brake of the Ural-375 was installed as a hydraulic drum type and was additionally equipped with a pneumatic booster. Shoe brakes were placed on each ear and were of the open type. The drive was pneumohydraulic, common for the front and middle axles, and one more for the rear.

Specifications

Engine

On the Ural 375D series model, 2 types of power plants were installed:

gasoline engine ZIL-375. The 4-stroke unit has 8 cylinders rotating one crankshaft. This design is more reliable compared to the 6-cylinder. The motor is highly balanced and operates confidently at high loads and low speeds. The cylinder block is made of cast iron, the cylinder head is made of aluminum alloy. Characteristics: working volume – 7 l, rated power – 180 hp. For ZIL-375 it is recommended to use AI-92 gasoline;
diesel unit KAMAZ-740. The engine has proven itself well in difficult conditions. The motor complies with the Euro-1 environmental class. Characteristics: displacement – 10.85 l, rated power – 210 hp, number of cylinders – 8 (V-shaped arrangement), maximum torque – 667 Nm.

Fuel consumption

According to the operating manual for the Ural of any configuration, fuel consumption in mixed mode is 48 liters.

However, during actual operation it was found that depending on the conditions in which a particular machine operates, fuel consumption also changes. In this regard, gasoline consumption standards have been established, which vary depending on the circumstances.

The amount of gasoline consumed by a car per 100 kilometers is influenced by many factors. This includes the height of the relief, the climatic conditions (less in hot climates, and much more in the Far North), and the degree of wear and tear on the machine and components.

The road surface or its complete absence also has a significant impact.

So, when driving off-road, gasoline consumption can increase by 50 percent. Therefore, in the technical specifications for the 375C truck tractor, the range is 650 km, despite the presence of an additional tank of 110 liters.

At the same time, the power reserve for the 375D is 750 kilometers. It is assumed that the truck tractor works as a timber carrier and moves along forest terrain or transports heavy semi-trailers.

Currently, they can be purchased at prices ranging from 300 to 800 thousand rubles. Despite the high fuel consumption during operation, interest in this equipment remains due to its unique maneuverability and fairly simple maintenance.

The production of Ural-375 and all its modifications ended in 1992. Nevertheless, these machines can still be purchased on the market. This is explained by the fact that a large amount of such equipment was mothballed for military needs.

Transmission

A double-disc clutch is used to transmit torque from the engine to the transmission. The YaAZ-204 gearbox is equipped with five forward gears, with the fifth speed being an accelerating speed and the fourth being a forward gear.

To expand the traction range and distribute the drive to three axles, a transfer case is used. Both speeds in the gearbox are reducing.

The gearbox of the Ural-375 vehicle includes a differential that proportionally divides the torque between the gearboxes of the front axle and the rear bogie. The differential is equipped with a forced locking mechanism.

A special feature of the transmission of the Ural-375 all-terrain vehicle is the permanently connected front axle drive. The design of the cardan shafts uses joints from ZIL and MAZ trucks. Early releases of the all-terrain vehicle were equipped with a transfer gearbox, which made it possible to disable the front axle drive.

Suspension

The front suspension of the Ural-375 includes two springs, complemented by telescopic shock absorbers.

The suspension elements are borrowed from the MAZ-500 flatbed truck.

The rear bogie has a balancing design and is equipped with two springs. The ends of the springs are inserted into support brackets placed on the stockings of the middle and rear axles. The middle axle is equipped with suspension travel limiters. The limiting elements are made of steel cable. The suspension includes reaction rods designed to transmit pushing and braking forces that arise when the Ural-375 all-terrain vehicle moves.

Chassis

The chassis of the Ural-375 all-terrain vehicle is based on a riveted frame. Frame elements are made by stamping. There are rigidly mounted tow hooks on the side members at the front.

Towing devices of various designs may be located on the rear part (depending on the modification). Truck tractors are equipped with a towing hook rigidly mounted on the frame, as well as a saddle borrowed from the MAZ-200V tractor. The remaining all-terrain vehicles are equipped with a hook with a lock and a spring shock absorber operating in both directions.

Bridges

The front axle on the Ural-375 all-terrain vehicle is equipped with rotating axles. The transmission of torque to the rotary wheels is carried out using constant velocity joints. On the civilian version of the Ural-377, a forged beam with an I-section is mounted at the front.

The rear axles have an interchangeable design.

The middle axle gearbox is a through-type gearbox, used to drive the rear axle. The axle gearboxes use a double main gear. The transmission includes a bevel pair and an additional cylindrical gear. The civilian and northern versions of the all-terrain vehicle were equipped with a gearbox with a gear ratio reduced to 8.05 (standard 8.9).

Steering

The steering of the Ural-375 all-terrain vehicle consists of a worm gearbox and a hydraulic booster. The gearbox includes a worm shaft with a double-start screw thread and a sector.

To operate the amplifier, a vane pump is used. The pump is mounted on the engine and is belt driven from a pulley on the crankshaft.

Brake system

The Ural-375 all-terrain vehicle is equipped with working brake mechanisms of a drum design. A special feature of the system is a combined drive, consisting of a pneumatic and hydraulic part.

The pneumatics operate from a 2-cylinder compressor installed on the power unit.

The pneumatic part of the drive has one circuit. The pads are directly driven from the hydraulic part, divided into two circuits. The first circuit is responsible for the operation of the front and middle axles. The rear axle brake drive is made from a secondary circuit. To hold the all-terrain vehicle in the parking lot, a separate drum brake is used, mounted on the secondary shaft of the transfer gearbox.

Devices

In front of the driver there is a dashboard with a standard set of instruments for Soviet trucks. A speedometer is installed in the center of the dashboard, on the right are indicators of the amount of fuel in the main tank and an on-board network status indicator, on the left is a coolant temperature indicator and an oil pressure indicator in the lubrication system. The all-terrain vehicle's shield is equipped with two backlight lamps covered with visors.

On the lower part there is a high beam headlight indicator and a turn signal indicator (with a green filter). To the left of the dashboard there are air pressure gauges in the tires and in the brake drive.

Under the instrument panel there is a number of indicators and switches (listed from the driver's door):

red warning light for low oil pressure;
light switch;
red lamp for minimum tire pressure;
a red lamp indicating an emergency condition of the brake system;
cabin light switch;
egnition lock;
switches for the ventilation system and turning lights.

Fuel containers

The fuel supply on the Ural-375 all-terrain vehicle is located in the main tank with a capacity of 300 liters, as well as an additional tank designed for 60 liters. On civilian versions there is no additional tank. The main tank is mounted on brackets riveted to the left frame side member.

The northern version of the 375K all-terrain vehicle uses an additional 120-liter tank, and the truck tractor uses a 110-liter tank. On 375SK1 cars produced after 1977, there is no additional tank. The 375CH civilian truck tractor was equipped from the factory with a canister canister designed for 20 liters of gasoline.

Load capacity

The new Ural-375D model had an increased load capacity, which varied depending on the type of road surface on which the truck was moving. If the Ural-375 could transport only 4 tons, the 375D model increased this figure to 5 tons on paved roads and up to 4.5 tons on dirt roads. The vehicle, which had an extended wheelbase (Ural-375A), was capable of carrying cargo weighing up to 5.8 tons.

All modifications of the Ural-375D, which were intended for use in the national economy, had the ability to transport cargo weighing more than 5 tons. In addition, the weight of the towed trailer could reach 10 tons.

Timber tractors, which were produced under the designation “357C”, could tow semi-trailers with a total cargo weight of up to 12 tons. The “375SN” and “375SNM” models, which appeared a little later, transported semi-trailers with a total load of up to 18.5 tons along asphalt roads.

crank mechanism

The engine block of the ZIL-375 is cast from cast iron with plug-in replaceable cylinders and two rubber O-rings. For better wear resistance, a ni-resist insert is installed at the top of the cylinder.

The top of the crankcase is closed with an aluminum head with pressed-in guides and valve seats. Between the cylinder head and the crankcase there is a sealing metal-asbestos gasket, which prevents working fluids from entering the combustion chamber. Each head is secured to seventeen studs.

The pistons are made of aluminum alloy, on the body of which there are grooves for three compression rings and one oil scraper ring. Compression rings are chrome plated on the outer edge. On basic modifications of the engine, oil scraper rings were cast iron; later they began to use sets of two steel and two corrugated rings. To make the pistons run smoother, their working part is coated with tin.

Steel floating pins are fixed in the piston bosses using corkscrew rings. They are made of high-strength chromium-nickel steels and serve to connect connecting rods to pistons. The pins are manufactured with high precision; to match them to connecting rods and pistons, they are sorted into certain groups.

I	II	III	IV
Marking color	Blue	Red	White	Black
Diameter of hole in piston, mm	27,9950–27,9925	27,9925–27,9900	27,9900–27,9875	27,9875–27,9850
Finger diameter, mm	28,0000–27,9975	27,9975–27,9950	27,9950–27,9925	27,9925–27,9900
Diameter of the hole in the small end of the connecting rod, mm	28,0070–28,0045	28,0045–28,0020	28,0020–27,9995	27,9995–27,9970

The group designation is applied to the connecting rod bosses, the small head of the connecting rod, and the inner surface of the pin. When assembling, all parts must belong to the same group.

The crankshaft is stamped from steel, mounted on five main bearings with steel-aluminum liners. The radial clearance of the main bearings is 0.026 - 0.085 mm, the axial movement in the thrust bearings should be in the range of 0.075 - 0.245 mm. The crankshaft has four elbows, onto which two steel connecting rods are attached. Lubrication of the shaft parts is provided by oil channels cut into the connecting rod journals.

To prevent oil leakage, an oil dump ridge is installed on the rear edge of the crankshaft, located in the annular groove of the bearing. Behind the ridge there is an asbestos oil seal that covers the spiral oil removal knurling on the shaft.

The vertical surface of the main bearing is sealed with wooden pads, the horizontal surface of the joint with the crankcase is sealed with an oil-resistant rubber gasket.

At the front edge of the crankshaft, the hub of the accessory drive pulley, an oil deflector and a timing gear are fixed. The end part of the shaft has a ratchet for manual start of the power unit. In the housing of the timing gear cover there is a pressed-in frame double-edged oil seal with a protective felt ring.

Fuel consumption

According to information from the operating instructions, the Ural-375 truck, regardless of configuration, will consume 48 liters of fuel when operating in mixed mode.

Ural-375 - rear view

But in practice, it turned out that actual fuel consumption depends on many factors: terrain, quality of the road surface (for off-road driving you need 50% more fuel), temperature (driving in hot weather requires more gasoline than in cold weather), wear level car and its parts.

In addition to the above factors, the model of the truck also affects the range. So, according to the instructions, the 375C truck has a power reserve of 650 km, and the 375D – 750 km.

Such high gasoline consumption is the only significant drawback of the Ural-375. In an effort to solve it, specialists at the Ural plant began producing new cars that ran on diesel and required less fuel. They became increasingly popular, and by 1992 they had displaced gasoline-powered trucks from production.

Reviews and prices

Ural-375D cars are available for sale only with mileage. The price of trucks starts from 150 thousand rubles. The machines are equipped with a standard gasoline power plant, but there are examples equipped with a diesel engine in various workshops. Decommissioned army equipment is offered for 500-600 thousand rubles, options with the installation of tanks or KUNG vans are estimated at 100-150 thousand rubles more expensive.

The fleet has a truck crane based on the gasoline Ural-375. The machine is used to perform work in areas located away from paved roads. The chassis' cross-country ability is at a high level, but gasoline consumption forced the truck to be converted to a YaMZ-236 diesel engine. Fuel costs have decreased, while other characteristics remain unchanged.

To remove timber, a timber truck based on the Ural Army Truck model 375 is used. The engine of the vehicle has been replaced and an additional autonomous stove has been installed. The design of the machine allows repairs to be carried out directly on the plot. Standard centralized tire inflation helps to overcome marshy areas of roads even with a full load.

Frame

The Ural-375 has a strong, high-quality riveted frame. It consisted of various stamped elements. Tow hooks were placed on the front side members.

Ural-375, main characteristics
Length	7 360 mm
Width	2,674 mm
Height	2,980 mm
Load capacity	5,000 kg
Maximum speed	75 km/h
Curb weight	8,300 kg
Full mass	13,300 kg
Maximum towed trailer weight	10,000 kg
Power unit
Engine	ZIL-375
Fuel consumption	50 l, AI-92
Power	180 hp
Volume	7 l
Platform
Length	3,900 mm
Width	2 430 mm
Other characteristics
Wheel formula	6x6
Transmission	YaMZ-24U, mechanical.
Fuel tank	300+60 l
Tires	OI-25

Vehicles based

Ural-375 was used primarily in the armed forces, where many complexes were created on its basis:

Battery of the Grad multiple launch rocket system on the Ural-375D chassis

launcher 2B5 MLRS 9K51 "Grad"
tank trucks ATs-5-375, ATs-5.4-375, ATsG-5-375
tanker ATMZ-5-375
truck cranes 8T-200, 8T-210, 9T-31
radar station P-18 1RL131 “Terek”
mobile power station ED16-T/230-RAO

]

Device

The basis of the Ural 375 chassis was a stamped riveted frame made of sheet steel. It was originally equipped with a wooden platform for transporting goods and people and a metal cabin. The front towbar consists of 2 rigid towing hooks, the rear towbar is a 2-way towing device.

The front suspension included 2 longitudinal semi-elliptical springs, the front ends of which were attached to the frame by means of pins and lugs, and the rear ends were sliding. The suspension used double-acting hydraulic telescopic shock absorbers. The rear suspension was balanced and was based on 2 semi-elliptic springs on sliding supports. Restriction cables were provided for the middle bridge. The pushing forces were transmitted by reaction rods. The truck was driven by a front steered axle. The axle shafts included angular velocity disc joints.

The car used open-type foot brakes. Pads were installed on all wheels. The braking system included a joint pneumohydraulic drive for the middle and front axles and a separate pneumohydraulic drive for the rear axle. A drum-type hand brake with internal shoes was installed on the output shaft of the additional box. The drive was interlocked with the brake valve of conventional brakes to brake the trailer while parked.

The Ural 375 was equipped with a mechanical transmission model YaMZ-204U with 5 forward and 1 reverse gears. The gearbox had synchronizers at 2, 3, 4 and 5 speeds. Clutch – 2-disc dry with peripheral springs. The cardan transmission is open with 4 shafts.

The steering mechanism was located in the cabin on the left. On the latest modifications of the model, power steering appeared.

The wiring system in the Urals is 375 - 12 V (negative terminals are connected to the machine body). The DC generator is shielded, waterproof and driven by a V-belt from the crankshaft pulley.

For the Ural 375, special wheels with conical flanges, a spacer ring and split rims were used. The basic version came with OI-25 tires with variable pressure. Tire pressure control was centralized with an internal air supply. The adjustment was controlled directly from the cab.

The first models were equipped with a 3-seater metal cabin with folding window frames and a soft top. However, it was soon replaced by a 3-seater all-metal cabin with rotating windows, a blind wind window and sliding windows. Heating in the cabin is water-based from the cooling system (used to heat the glass and the cabin). The windshield was divided by a metal frame, providing additional rigidity. The side windows rolled down. Everything inside the cabin was as ascetic as possible. Hard seats and a minimal number of sensors (speedometer, mechanical clock, pressure gauge and several indicators) made the working conditions spartan.

Starting with the Ural 375D version, the car was equipped with a metal platform with a tailgate. It was equipped with a removable awning and folding benches. The front and side sides were extended and lattice.

Model dimensions:

length – 7350 mm;
width – 2690 mm;
height – 2680 mm;
height with awning – 2980 mm;
wheelbase – 3525 + 1400 mm;
ground clearance - 400 mm;
rear track – 2000 mm;
front track – 2000 mm;
minimum turning radius – 10500 mm.

The vehicle weight is 8400 kg, load capacity is 4500 kg. The model can accelerate to 75 km/h. Braking distance at a speed of 40 km/h is 15 m. The maximum climbable grade is 40 degrees.

On the first versions of the Ural 375, fuel consumption was 65-70 l/100 km, on later versions - 48-50 l/100 km. Fuel consumption changed taking into account the conditions and characteristics of operation. So, when driving off-road, consumption increased by 40-50%. The car's power reserve was 650-700 km. The fuel tank of the model contained 360 l (300 l - main tank, 60 l - additional tank).

The truck has a 6 by 6 wheel arrangement, providing good cross-country ability.

Car modifications

Based on the Ural 375, many varieties and special versions were developed with technical characteristics adapted to certain areas of operation:

375A is an extended frame, designed to install a van of the K-375 brand. There is no additional fuel tank, the spare wheel mounting system has been changed;

375K is a version of the truck designed for operation in extremely low temperatures (down to −60 degrees Celsius). Features of the model include improved thermal insulation of the cabin and battery, double glazing, additional interior heater, frost-resistant rubber parts;

375N - agricultural truck with increased load capacity and wooden sides that open on three sides;

375Yu - modification for movement in hot climates. Some individual parts are made of material resistant to tropical temperatures;

375E - intended for transporting special equipment from various manufacturers (fire fighting equipment, MLRS, missile launchers, radar stations);

375C - all-wheel drive tractor, timber carrier, used for towing loads up to 18.4 tons (on a dirt road up to 12.5 tons).

All modifications were equipped with a ZIL 375 gasoline engine. The most important problem with the engine is its very high fuel consumption (70 liters per 100 km). To solve the problem, in the mid-sixties, engineers developed an engine of the Ural-640 series, but it never went into serial production - there was not enough production capacity at the plant. Therefore, for a long time, the truck was equipped with a ZIL-375 carburetor power unit.

Engine mechanisms

ZIL-375 is an eight-cylinder gasoline engine with a closed-type liquid cooling system and a combined lubrication system. The motor has the following technical characteristics

Model	ZIL-375
Type	V-shaped, 4-stroke 8-cylinder with gasoline power system
Operating Parameters
Maximum torque at 1800 rpm, kgm	47,5
Maximum power kW (hp)	132 (180)
Specific fuel consumption at full throttle, g/l. s.h.	no more than 240
Compression ratio	6,5
Firing order	1—5—4—2—6—3—7—8
Cylinder Specifications
Working volume, l	7
Piston diameter/stroke, mm	108×95
Cylinder numbering (front count):
Right half	1-—2—3—4
Left half	5—6—7—8
Electronic system	12-volt battery, shielded, sealed

Truck suspension, chassis and axles

Suspension Ural-375

The design of the front suspension of the Ural-375 car is a pair of semi-elliptical springs, the front part of which is held on a riveted steel frame using special fasteners, and the rear part is sliding.

The driving axle of the truck is the front one, which has completely unloaded axle shafts with disk joints. On the middle bridge there are cables that act as a limiter. Pushing forces are transmitted through reaction rods. The Ural-375 axle housings are made of steel and equipped with pressed axle tubes.

The truck wheels are equipped with special OI-25 tires. Additionally, the car is equipped with a mechanism responsible for centrally changing tire pressure.

Price of the Ural-375 car

You can’t find used Ural-375s: they have already served their purpose. However, in a number of regions there are offers to sell unused Ural-375 vehicles removed from Rosrezerv storage. They ask for them, depending on the type and equipment of the chassis, from 300 to 500 thousand rubles.

In general, the Ural-375 truck was an excellent off-road cargo vehicle of its time. He completed many assigned tasks, delivering military personnel, specialists and required cargo to the most inaccessible and remote areas. This car was able to work in any climatic conditions - severe cold or sweltering heat.

Dashboard

The status of all important vehicle systems is shown by sensors and indicators. Can be controlled:

— oil pressure;

- fuel level;

— water temperature;

- speed.

Additional options were included with toggle switches or levers.

Advantages and disadvantages

Among the advantages of the Ural-375 off-road truck are:

Powerful appearance;
Excellent maneuverability;
Load capacity;
High ground clearance;
Ability to change tire pressure;
All-wheel drive system;
The car is not so difficult to operate and repair;
There are no problems with purchasing parts and spare parts;
You can “upgrade” the car yourself;
Small turning radius;
Not afraid of different temperature conditions;
Built for off-road use;
Rich history of the machine;
Relatively low price.

There are also disadvantages, and they are as follows:

Just huge fuel consumption;
The cabin looks spartan;
Low dynamic characteristics;
Weak braking system.

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Steering

The steering of the Ural-375 all-terrain vehicle consists of a worm gearbox and a hydraulic booster. The gearbox includes a worm shaft with a double-start screw thread and a sector.

To operate the amplifier, a vane pump is used. The pump is mounted on the engine and is belt driven from a pulley on the crankshaft.

Gas distribution mechanism

The distribution mechanism shaft is made of steel (on some modifications, cast iron is installed) with forged cams and an ignition distributor drive gear. The engine speed limiter module drive is attached to its front end. The shaft is held in the crankcase block by five supports with bimetallic bushings. Axial movement is limited by a steel flange located between the front crank and the timing gear hub.

The gear is in constant mesh with the crankshaft bevel gear. From the camshaft, rotation is transmitted to the oil pump and ignition distributor. The drive mechanism is closed with a cast iron cover.

The engine has overhead valves made of heat-resistant steel. The valves move inside cast iron guide bushings pressed into the block head. The intake valves are closed with rubber caps, which prevent oil from leaking from the cylinder head into the liners during the intake stroke.

The exhaust valves are hollow, sodium-cooled and have a heat-resistant welded seat. To increase the durability of the exhaust valve, a rotary mechanism is built into the cylinder head.

The movement of the valves is provided by cast steel rocker arms mounted on bronze bushings with sealing end washers on the axles of the GB strut. Adjusting screws are screwed into the small arm of the rocker to set the valve clearance. The gas distribution mechanism is closed with a steel cover.

Steel pushers are installed in the crankcase wells. The lower plane of the pusher has an oil outlet channel to drain oil that has entered the pusher.

Devices

Under the instrument panel there is a number of indicators and switches (listed from the driver's door):

red warning light for low oil pressure;
light switch;
red lamp for minimum tire pressure;
a red lamp indicating an emergency condition of the brake system;
cabin light switch;
egnition lock;
switches for the ventilation system and turning lights.

Vehicle design features

About the history of the Ural-375 model

What models were produced

technical specifications, description, engine, owner reviews

Start from the beginning

Project

First attempts

Second step

Seriality

Production

"Ural-375": technical characteristics

Disadvantages of the truck

Modifications

Conclusion

Modifications

"375D"

Engine of the model produced from 1964 to 1992

ZIL-375 Wikipedia

Characteristics

Modifications

Application

Literature

Notes

Links

Permissible filling volumes

Load capacity

Manual

Motor

Transmission characteristics

Specifications

Engine

Fuel consumption

Transmission

Suspension

Chassis

Bridges

Steering

Brake system

Devices

Fuel containers

Load capacity

crank mechanism

Fuel consumption

Related video: Ural-375

Reviews and prices

Frame

Vehicles based

Device

Model dimensions:

Car modifications

Engine mechanisms

Truck suspension, chassis and axles

Price of the Ural-375 car

Dashboard

Advantages and disadvantages

Steering

Gas distribution mechanism

Devices

Fuel containers