There is equipment that performs its task—and nothing more. But there are cars that are given names. "Zakhar," "Kolun," "Stupa," "Truman," "Mormon," "Crab," "Iron"—no other Soviet truck acquired so many nicknames. Moreover, there is no mockery in them: these are rather warm, almost friendly appeals. This is usually what they call someone with whom they worked shoulder to shoulder and whom they trusted.
Over 36 years of production, almost 800 thousand of these cars were produced, and a significant part of them continues to move to this day. However, when remembering "Zakhar," drivers talk not so much about the design—not about the frame or body—but about their own feelings behind the wheel.
What Was Changed and What Was Abandoned
The predecessor was the ZIS-151—a car that also went down in history, but had a number of significant shortcomings. When towing a trailer, the engine often overheated, and the cab was more like a metal box: without heating, without normal ventilation, with an extremely uncomfortable fit.
The list of problems inherited by the designers of the Likhachev Plant looked impressive:
- strong blows to the steering wheel on uneven surfaces, due to which the hands literally "failed" after the shift
- ten wheels (including dual rear wheels) and two spares behind the cab
- increased fuel consumption
- poor reliability of individual components
Work began with the most important thing—the driver's seat. The new design of the steering knuckles made it possible to significantly reduce reverse impacts. Telescopic shock absorbers appeared, thanks to which the truck stopped "banging" on every bump. The cab was equipped with a heater with a fan connected to the cooling system and windshield blowing. The seat became adjustable.
For the late 1950s, this meant a qualitative leap: even the engine start changed—instead of a foot starter pedal, the usual key turn was used.
From Ten Wheels to Six
One of the key decisions was to abandon the complex scheme with ten wheels in favor of six single wheels. This gave several practical advantages at once:
- instead of two vertical spare wheels behind the cab, there was one left, placed horizontally under the platform
- the body was moved closer to the cab
- the frame became 250 mm shorter
- the weight decreased by 100 kg
- the load on the axles was distributed more evenly
The sides of the cargo platform folded back on three sides (the front remained fixed), which significantly sped up loading—unlike, for example, the GAZ-63, where such convenience was not provided.
But the main innovation was the centralized tire inflation system. Before the advent of the ZIL-157, nothing like this was used on production trucks. It allowed you to repeatedly reduce the pressure and restore it again.
Tires were specially designed for this system:
- with softer inner layers
- with a reduced number of cord layers
- with a deep directional tread pattern of the "herringbone" type, which self-cleaned from dirt
Until 1968, each wheel had its own air supply valve, which made it possible to regulate the pressure locally. Air came from three brake system receivers.
The first versions had external tubes, which quickly failed off-road. In 1961, they were moved inside the structure—the problem disappeared. The compressor could compensate for pressure leakage even with a normal puncture.
Engine and Control
Under the hood was an in-line "six" with a volume of 5.55 liters. The characteristics varied by year:
- 1958–1961 — 104 hp at 2600 rpm
- after the 1961 upgrade (ZIL-157K version) — 109 hp
The maximum speed was 65 km/h. The main thrust fell on low revs: the torque was transmitted smoothly, without excessive sharpness. The car did not "dig" into the ground, but gradually pushed forward. After the two-stroke YaAZs, prone to unstable operation in the mountains, this engine was perceived as predictable and calm.
Power steering was absent on all production versions—it was never implemented. In motion, the control remained acceptable, but in place it required considerable effort. Drivers developed their own technique: they slightly released the clutch, the car twitched—and at that moment they turned the steering wheel. In difficult areas, especially in deep ruts, the steering wheel could sharply "recoil," and the load on the hands was noticeable.
Off-Road Capability vs. Progress
Later, the ZIL-131 appeared—a more modern car with a synchronized gearbox, an improved cab, and power steering. It would seem like an obvious step forward. Nevertheless, the ZIL-157 was produced in parallel for about a quarter of a century.
The reason is outstanding off-road capability. The 157's gear ratio of the main gear was 6.67 on all axles. The wheels rotated slower, but the traction was higher. The picture was complemented by wide tires with a inflation system.
Logging drivers recalled real situations:
- a ZIL-157 loaded with wood passed through flooded ruts after a tractor
- the car moved confidently through swampy terrain
- the same section became insurmountable for an almost new ZIL-131
Simplicity as an Advantage
The design remained as straightforward as possible:
- gearbox without synchronizers—double clutch release was required
- transfer case is fully mechanical
- front axle connected manually
- electrical equipment is minimized
This is what made the truck convenient in real operating conditions. A breakdown in the taiga, steppe, or winter road did not mean a stop: repairs could be carried out on the spot, with basic tools and experience.
Since 1978, some of the parts of the ZIL-157KD version have been unified with the ZIL-130, which ensured the constant availability of spare parts.
From Brussels to the Last Issues
Mass production began in 1958. In the same year, the car was presented at the Expo 58 World Exhibition in Brussels. The tire inflation system aroused the greatest interest among European specialists—there were no analogues among production trucks at that time. The result was the Grand Prix of the exhibition.
After that, deliveries went to dozens of countries, and in China, on the basis of the model, they organized the production of their own version—Jiefang CA-30.