The history of Soviet transport engineering knows many examples of equipment developed for narrow military tasks, but subsequently finding application in completely different areas. One such machine was the ATS-59G artillery tractor. This tracked all-terrain vehicle was created in the late 1960s by specialists from the special design bureau of the Kurgan Machine-Building Plant. Its original purpose was to tow heavy artillery systems, transport crews, and deliver ammunition in complete off-road conditions.
However, already in the 1970s, the situation changed. The Soviet army began to massively switch to self-propelled artillery units, as a result of which a significant number of such tractors became unclaimed in the troops. As a result, thousands of machines were transferred to the national economy. There, their capabilities turned out to be extremely useful: the equipment was used in a variety of industries — from the forestry industry to specialized technical services.
Design and Features of the Machine
When developing the ATS-59G, engineers relied on the experience of operating the previous model — the ATS-59. The early version had a two-seater cabin, while the new modification received a more spacious six-seater one. It was equipped with an improved heating system, as well as means of protection against radiation exposure.
In the context of the Cold War, special attention was paid to protecting the crew from the consequences of the possible use of nuclear weapons. For this purpose, the cabin was designed to create overpressure, which prevented the penetration of radioactive dust inside. For this purpose, a filter-ventilation system was installed, supplying purified air and maintaining pressure above atmospheric. Such solutions met the requirements for military equipment of the late 1960s.
The dimensions of the tractor were approximately 6.3 meters in length, about 2.8 meters in width, and approximately 2.3 meters in height at the cabin. The combat weight of the machine was in the range of 13–14 tons.
Production and Power Plant
Serial production of the ATS-59G began in 1969. A year later, the machine was officially adopted into service. However, soon the Kurgan Machine-Building Plant focused on the production of infantry fighting vehicles. Therefore, the production of the tractor was transferred to Poland, where its production continued under license.
Polish enterprises were able to maintain the total production volume at the level of several thousand units. A significant part of these machines was supplied not only to the armies of the Warsaw Pact countries, but also to civilian organizations.
A diesel engine A-650, which was part of the family of widespread V-2 engines, was used as a power plant. This twelve-cylinder V-shaped engine with a working volume of about 39 liters developed a power of 300 horsepower at 1700 revolutions per minute. The maximum torque reached approximately 1650 Newton-meters at low speeds, which provided high traction when working with heavy trailers.
Cross-Country Ability and Traction Capabilities
The power-to-weight ratio of the machine was approximately 21–22 horsepower per ton. For an artillery tractor, this was considered a very high indicator and allowed it to move confidently in difficult road conditions.
The fuel tanks had a total capacity of up to 820 liters. When driving at a speed of about 40 km/h, the fuel consumption was approximately 156 liters per 100 kilometers. The cruising range on the highway reached 500 kilometers. In difficult conditions, this figure decreased, but even then the machine retained the ability to work autonomously for a long time.
The tractor was designed to tow trailers weighing up to 14 tons over rough terrain. In particularly difficult conditions, when using low gears, the mass of the towed cargo could reach 50 tons. A multi-stage gearbox with a reduction range allowed developing significant traction on the hook even at a minimum speed of movement.
Chassis and Cross-Country Performance
The chassis of the ATS-59G was largely unified with the units of the medium tanks of the T-54 and T-55 family. The tracked propulsion unit provided low ground pressure and high cross-country ability on weak surfaces.
The suspension was made according to the scheme of individual torsion bars and included six road wheels on each side. The track width was about 580 millimeters. Thanks to this, the ground pressure was less than 0.6 kg/cm², which allowed the machine to move confidently on swampy terrain and deep snow.
The ATS-59G could overcome a ford depth of more than one meter. The maximum speed on the highway reached 45–50 km/h. The machine was able to climb slopes up to 35°, withstand a lateral roll of up to 25°, and maintain stability when towing heavy guns. The turn was carried out using onboard friction clutches, which ensured reliable control even under significant loads.
Application in the National Economy
After being transferred to civilian structures, the tractor found wide application. In the forestry industry, the TM-96 skidding machine was created on its base, designed for transporting wood from logging sites. A special version was produced for fire departments, equipped with a tank with a volume of about 5000 liters and pumping equipment.
In addition, welding and technological complexes STK-59GMS were installed on the base of the tractor, which were used by repair services. The chassis design allowed placing heavy special modules weighing up to 6–7 tons without serious changes to the chassis. This is what made the machine popular among various civilian organizations.
Interestingly, in some foreign armies, for example in Egypt, the ATS-59G chassis was used as a platform for multiple launch rocket systems. The long base and even distribution of mass over the tracks ensured high stability of the installation.
Reliability and Durability
The operation of ATS-59G tractors in various climatic conditions showed a high resource of the main units. The design of the machine was simple, and the power plant and transmission were unified with tank equipment, which facilitated maintenance and repair even in the field.
The engine life before overhaul in real operation often exceeded 3000 hours. For heavy tracked vehicles of that time, this was considered a good result. Thanks to this reliability, many machines continue to be used today, despite the fact that the serial production of the tractor has long been discontinued.