New kamaz dakar rally. "Kamaz-master" in the world of motors. Air supply system
Specifications KamAZ-4911 :
KAMAZ model 4911 EXTREME - special vehicle (quick response)
A special vehicle with a 4x4 wheel arrangement is designed for emergency delivery of goods to hard-to-reach areas on roads with an axle load of up to 78 kN (8 tf), as well as on dirt roads and rough terrain.
A special vehicle, designed for quick response and carrying out special transport operations with appropriate preparation by the customer. The listed vehicles and chassis are suitable for operation in climatic zones with air temperatures from -30 ° to +50 ° C.
Specifications
Carrying capacity, kgf: 4000
Curb weight, kgf: 7250
Gross vehicle weight, kgf: 12000
Distribution of the load on the road from the mass of the equipped vehicle, kgf:
through the front axle: 5000
through the rear axle: 2250
Distribution of road load from gross vehicle weight, kgf:
through the front axle: 6000
through the rear axle: 6000
Track, mm: 2100
Maximum speed in top gear on hard-surfaced roads, km / h of equipped vehicle no less: 165
Maximum rise, overcome by a car of full weight,% not less (degrees): 60 (31 °)
Overcoming vertical wall, height not less, m: 0.55
Allowable roll when driving on a slope not less: 22 °
Acceleration time of equipped car, s
up to a speed of 60 km / h: 6.8
up to a speed of 100 km / h: 16
on the way 400 m: 20.6
on the way 1000 m: 36
Acceleration time of the equipped vehicle in the highest gear in the range of speeds, from 60 ... 120 km / h: 25
Runout distance, m
from a speed of 50 km / h: 732
from a speed of 100 km / h: 1919
Control fuel consumption per 100 km of track when driving at full load and speed of 60 km / h, l: 30
Estimated fuel consumption per 100 km of track in extreme operating conditions: 82
Vehicle in store not less, km: 1000
The depth of the ford with a hard bottom (taking into account the natural wave) at the nominal tire pressure, m: 1.7
Braking distance (m) when driving at a speed of 40 km / h s full weight when applying the working brake system, m: 17.2
The smallest turning radius along the axis of the track of the front outer relative to the center of rotation of the wheel, no more, m: 11
Outside overall radius of K. turn: a / m along the front buffer no more, m: 11.8
Power point
Model: 7E846
Type: 4-stroke
Number of cylinders: 8
Arrangement of cylinders:: U-shaped. camber angle 90 °
Diameter of cylinders and piston stroke, mm: 140x140
Working volume, l: 17.24
Engine weight, kg: 1380
Rated power kW (hp): 538 (730)
at revolutions (min): 2500
Maximum torque Nm, (Kgsm): 2700 (275)
at revolutions (min): 1300-1400
Minimum specific fuel consumption, g / kW * h: 211
Number of valves per cylinder: four (two intake, two exhaust)
Air supply system
Air cleaner: one dry type with two filter elements
Exhaust system
Muffler: two
muffler of direct flow type with metal hose
Lubrication system
Mixed, wet sump.
Oil cooling in an oil-water heat exchanger.
Cooling system
Liquid, closed type, with forced circulation of the coolant.
Double radiator, tubular-tape type of the "VENR" company, equipped with a fan casing
and an expansion tank.
The thermal mode of the engine is controlled by a thermostat and viscous
fan clutch. Fan diameter - 730 mm. Intercooling of the supercharger
The air-to-air type has two blocks mounted on the sides of the vehicle behind the cab.
Free-flow cooling through air guides and electric fans (4 pcs).
Transmission
Clutch: single-disk "Fichtel und SАСНS", dry, friction type. Driven disc with a diameter of 430 mm. The clutch drive is hydropneumatic.
Gearbox: 16S251 by "ZF" mechanical 16-speed with synchronizers in all gears.
Gearbox ratios:
H 1B: 13.80, 11.54
H 2B: 9.49, 7.93
H 3V: 6.53, 5.46
H 4V: 4.57 3.82
H 5V: 3.02 2.53
H 6V: 2.08 1.74
H 7V: 1.43 1.20
H 8V: 1.0 0.84
N ZHV: 12.92 10.80
Transfer case: "STEYR" VG2000 / 300
RK gear ratios:
The cardan drive consists of 4 cardan shafts. Rigid cardan joints with crosspieces on needle bearings, tubular. One propeller shaft is used for the transfer case and for the rear axle, two propeller shafts are used for the front axle, one of them with an outboard bearing.
Bridges
All are presenters.
The main gears of all axles are central double with bevel gears with circular teeth and helical helical gears. The gear ratio of the main gears - 3.55 Bevel differential with 4 satellites, with forced blocking. The axle shafts are completely unloaded. The front axle half-shafts have constant velocity joints
Frame: longitudinal channel-type spars of constant cross-section are connected by stamped-welded tubular cross-members. A buffer and towing forks are installed in front of the frame. Rear frame: two towing eyes.
Suspension: front - dependent, on two longitudinal semi-elliptic 14 leaf springs, working in conjunction with 4 hydropneumatic springs with built-in shock absorber valves.
rear - dependent, on two longitudinal semi-elliptic 10 leaf springs, working in conjunction with 4 hydropneumatic springs with built-in shock absorber valves, with a longitudinal reactive bar.
Wheels: disc wheels with a removable bead ring with a split lock ring with toroidal landing flanges, stamped from aluminum alloy in sizes 10.75 - 20, allowing tire change without removing the wheel from the hub.
Tires: tubeless radial variable pressure. Tire size 14.00 R20 "М1СНELIN". Air pressure in tires - nominal 5 kgf / sq. Cm, adjustable up to 1 kgf / sq. Cm, depending on road conditions.
Tire pressure control system: centralized, separate for front and rear stops, wheel valves and sealing cuffs in the wheel trunnions. Electro-pneumatic control.
Front wheel mounting options
Camber angle: up to 1
The longitudinal angle of inclination of the kingpin: plus 6 °
The transverse angle of inclination of the king pin: plus 6 °
Toe-in (at the ends of the brake drums), mm: 1-2.5
The maximum angle of rotation of the steered wheels of the inner (relative to the center of rotation): 30 °
Steering
Steering gear: firm ZF 8098 Steering gear ratio 18.3. The steering shaft is equipped with two constant velocity joints
Power steering pump: ZF 7674 vane vane, left-hand rotation, with internal valves limiting the max. pressure and performance. Max. productivity - 20 cm cube. per minute at a maximum pressure in the hydraulic system of 100 kgf / sq. s
Brake system
Service brake system: two-line, with separate pneumatic drive for front and rear axles (bogie). Drum-type brakes with internal pads for all wheels.
Brake drum diameter, mm: 400
Brake shoe lining width, mm: 220
Parking (spare) brake system: the executive bodies of this system are the working brakes of the rear axle wheels, which are actuated by means of pre-compressed springs of the brake chambers. The parking brake system is driven pneumatically using a manual control valve from the cab.
Devices for pneumatic brake drive: two-cylinder compressor f. WABKO Water separator, pressure regulator with safety valve, air cylinders, two-piece brake valve, double safety valves, single safety valves, test outlet valves, front wheel brake chambers and rear axle air spring chambers, relay valves and dual-line bypass valves.
Electrical equipment
Electrical system: single-wire, with a rated voltage of 24V direct current... The negative terminals of the power supply are connected to the vehicle battery switch.
Alternator. Rated power - 2520 watts.
Rechargeable batteries: two 6ST-190TR, each with a voltage of 12V and a capacity of 190 A hour
Cab and platform
Cabin: triple, all-metal, welded. Fastening the cab to the frame - 4-support. The support is a bracket, into the body of which rubber cushions are inserted, which soften vibrations that are transmitted from the frame to the cab
Platform: Tubular frame covered with aluminum sheets with lifting side and rear covers, shelves, cradles and built-in drawers.
Platform area, sqm: 9.2
Platform volume, cubic meters: 15.2
Number of fuel tanks: 2
Capacity of fuel tanks, l: 450 each
Engine cooling system, l: 40
Engine lubrication system, l: 40
Transmission housing, l: 13.5
Transfer case housing: 8.4
Front and rear crankcase: 12
Rear axle housing, l: 12
Vehicle performance data -
from the official website of the KamAZ-Master team http://www.kamazmaster.ru/
"Dakar-2018" is the last one, in which engines with a volume of more than 13 liters are allowed to be used in the cargo category. For most teams, this makes little difference, as most of the trucks have already been equipped with smaller engines for many years. But for KAMAZ-master this change is significant - after all, the main engine for the team in recent years has been the Liebherr V8 engine with a volume of 16 liters.
It is these engines that are used in three out of four KAMAZ trucks at the current Dakar. The fourth, under the control of Dmitry Sotnikov, is equipped with an experimental 13-liter engine, an in-line "six", which should become the power plant that will be installed on KAMAZ trucks in the future.
The change of the engine for KAMAZ-master is far from news. Over the years of performances in rally-raids, the team has used power plants a wide variety of companies (KAMAZ, Cummins, YaMZ, TMZ, Liebherr), a variety of configurations (in-line "six", V8 and even V12) and a variety of volumes (from 11 to 25 liters). The technical director of the team Vladimir Guba told us about why KAMAZ-master used such large engines and why other teams preferred engines of much smaller sizes..
Vladimir Guba: The reason why most teams use 13-liter engines is simple: all the leading teams in the world of rally-raids put on their trucks motors that are used in circuit races, in the European Truck Racing Championship. Ring trucks have strict regulations - 13-liter, 10-cylinder, single-stage supercharging. These are fairly advanced engines designed specifically for racing. There are MAN, Iveco, Mercedes teams there. Team Tatra in rally raids uses the same engine on their trucks that is used on the ring trucks of the Buggyra team. Therefore, in this regard, it is somewhat easier for them. They take a 1200 power engine Horse power and a moment of 6000 N * m, and deforce it to the level of 1000 horsepower, and 4500 N * m.
But this is a special product. We can't do that, we don't have our own truck racing team. We tried to work with the Buggyra engine, but we cannot build trucks on its basis, because we are a professional team, and our advantage is that we thoroughly know all the components of our car. We must be able to diagnose, test, repair them in any conditions. If we take a ready-made node, then, as a rule, we do not know what is inside it, we do not have access to the program, we do not even have access to diagnostics. That is, we are completely and completely tied to the services of the supplier. It doesn't suit us.
Therefore, we act in the opposite way - we take the production engine as a basis. This was the case with Liebherr - we took a serial engine, which was used on special equipment, and a separate modification was used on MAN trucks. But this is a serial engine with a capacity of 500 kilowatts, 700 horsepower. We forced it, brought the power up to 1000 horsepower. Now we are doing the same with the 13-liter Cummins engine. We took an engine with a capacity of 520 horsepower, and we are trying to get more than 1000 horsepower from it, we double the torque.
Cummins engines are also installed on serial KAMAZ trucks, but small, 7-liter ones. Recently launched the production of 9-liter. That is, in terms of volume, they still occupy the lowest step in the hierarchy of these power plants. We're using a 13-liter engine. This is not our first experience with Cummins, they have been on our trucks, including racing ones, back in the 90s. And already in 2007-2008 they used a 15-liter Cummins engine, with a twin turbocharger. He did not show himself very well, which once again confirms the inefficiency of working with someone else's motor. It was made to order, and, of course, the manufacturer lays in a certain reserve for the client's engine, so that, God forbid, what does not happen. Therefore, its characteristics were not the best. However, we are now back to the Cummins block. But we are already developing everything ourselves, and we strive to approach the limit of its capabilities.
Now we are working with Cummins on the following terms: we buy engines of special configuration from them, they help us with spare parts and some information. But we conduct all developments, all changes, all adjustments, all tests ourselves. Why Cummins? This choice was made for the simple reason that, according to the regulations, these engines must be mass-produced and installed on commercial trucks. So far, KAMAZ does not have such an engine, and waiting for it to appear and starting work only after that is a waste of time. Our Science and Technology Center (STC) is currently working on a version of the 13-liter engine with very similar performance. We are working proactively, and by the time its serial production begins, we will be ready. I think we will be able to quickly transfer all the experience to our domestic engines, and even then we will start driving our engines.
Despite the fact that on our cars and on the trucks of our competitors there were very different sizes, their power was about the same. Why? Among other things, it is limited to reasonable limits. The maximum speed on rally-raids is now limited by regulations at 140 km / h. For such a speed, in general, 1000 horsepower is quite enough. Excessive power is a load on the transmission, these are more complex operating modes, temperature, pressure, and so on.
Indeed, for many years KAMAZ-master used a large-volume engine, 18.5 liters. We even tried the Yaroslavl 24-liter 12-cylinder once. But he was quickly abandoned because he breaks everything. Excess power. So we returned to the 18.5-liter, Yaroslavl, or now Tutaev engine. But this motor is quite old development.
It is not bad in design, but all-aluminum. The main thing is that it has aluminum heads. And they do not allow reaching high levels of forcing. All modern motors already have cast iron heads. Therefore, in order to provide the same power, the degree of forcing was much lower - with an aluminum head it is impossible to achieve the same pressures, the same temperatures. Therefore, at the output, we received the same indicators, but with lower specific indicators. With less heat stress. Less stress on mechanical assemblies and parts.
But then the maximum allowed engine displacement was reduced, and for the last couple of years the trucks have been powered by 16-liter Liebherr engines. It has approximately the same parameters as the Yaroslavl motors. We tried to reach higher power ratings, but V-engines have one feature - they have two connecting rods on the same connecting rod journal. And the width of the earbuds is small enough, this is the most tense place. That is, we reach a certain point - that's all. Yes, in theory, turbocharging and the fuel supply system allow you to get more torque, more power. But it is no longer possible to increase it mechanically. Because the earbuds, even the best ones, don't hold up. Due to the lower level of forcing, the reliability was increased, and the service life of these engines was increased.
Now we are switching to an inline 6-cylinder engine, there is no such limitation. But there are others associated, for example, with a higher thermal intensity. If our big engines, our "eights", had an exhaust temperature of about 800 degrees, now it has increased to 900 degrees. This is already significant. That is, such motors require a different approach, the use of other, more expensive materials.
Of course, the smaller engine has its advantages. In terms of weight, the 13-liter engine is 25 percent lighter. But on the other hand, the inline engine is longer and taller. That is, the V-shaped engine is about two cylinders shorter, and due to the camber it is lower, so for the new engine we had to design the entire car from scratch. Changed the position of the engine, location in height, in length. The position of the cab changed, because we could no longer use the previous one, above the engine - the cab rises too high. Therefore, we looked for new options to accommodate the masses as efficiently as possible without increasing the height of the center of gravity. So, as usual in sports, there is no concept that allows you to always win - everything depends on the search for compromises.
The main power plants of the KAMAZ-master racing trucks
| A car | Years | Engine | Configuration | Volume | Power | Torque |
| KAMAZ 4310 S | 1988-1995 | KAMAZ-7403 | Diesel, turbo, V8 | 10.85 l | 305 h.p. | 1050 Nm |
| KAMAZ 49251 | 1994-1995 | Cummins N14-500E | Diesel, turbo, L6 | 14.01 l | 520 h.p. | 1700 Nm |
| KAMAZ 49252 | 1994-2003 | YaMZ 7E846 | Diesel, turbo, V8 | 17.24 l | 750 h.p. | 2700 Nm |
| KAMAZ 49255 | 1997-1998 | YaMZ 3E847 | Diesel, turbo, V12 | 25.86 l | 1050 h.p. | 3724 Nm |
| KAMAZ 49256 | 2001-2002 | YaMZ 7E846.10 | Diesel, turbo, V8 | 17.24 l | 830 h.p. | 2700 Nm |
| KAMAZ 4911 | 2002-2007 | YaMZ 7E846.10 | Diesel, turbo, V8 | 17.24 l | 850 h.p. | 2700 Nm |
| KAMAZ 4326 | 2007-2013 | YaMZ / TMZ 7E846.1007 | Diesel, turbo, V8 | 18.47 l | 850 h.p. | 2700 Nm |
| KAMAZ 4326/2013 | 2013-present | Liebherr D9508 | Diesel, turbo, V8 | 16.16 l | 920 h.p. | 4200 Nm |
| GKP * | 2015-2016 | Caterpillar C13 (Buggyra) | Diesel, turbo, L6 | 12.5 l | 980 h.p. | 4000 Nm |
| KAMAZ 4326/2017 | 2017-present | Cummins ISZ-13 | Diesel, turbo, L6 | 13 l | 980 h.p. | 4300 Nm |
* - a truck with a bonnet configuration, it was not used on the Dakar rally-raids
Everyone already knows for sure the story that the requirements for engine displacement for "Dakar" racing trucks were constantly changing and it was decided to limit them at 13 liters (now 16-liter ones can be used). KAMAZ-master began to test several different variants of engines with such volumes, and eventually settled on 13-liter American Cummins QSZ13 engines, assembled under license ... in China. When we were at the team's base in December 2016, we just caught the moment when on motor stand tested such a unit.
Technical characteristics of KAMAZ Master 2018
| MODEL | KAMAZ-4326, GAS-DIESEL |
| ENGINE CONSTRUCTION | Model Liebherr D9508 |
| Type of | diesel with turbocharging and intercooling |
| Working volume / capacity of gas cylinders | 1000 l. / 356 l. |
| Max. power in kW (hp) / at rpm | 1 - 700(950)/2400 |
| Arrangement and number of cylinders | V-shaped, 8 |
| Fuel consumption per 100 km, diesel / gas asphalt / off-road: 60-120 l | 20-30 l / 10-15 cbm m 60-120 l / 25-50 cub. m |
| CLUTCH | ZF MFZ430 |
| Type of | frictional, dry, single-disk |
| Drive unit | hydraulic, remote |
| TRANSMISSION | ZF 16S251 |
| Type of | mechanical, synchronized, 16-speed |
| TRANSFER CASE | ZF VG2000 |
| Type of | mechanical, 2-stage |
| SUSPENSION | |
| Type of | dependent, spring |
| Type of elements used | small leaf spring, gas-filling shock absorbers |
| BRAKE SYSTEM | Electronic pneumatic actuator (EBS) |
| Brake type | drum |
| WHEELS AND TIRES | |
| Wheel type | disc aluminum with pressure regulation system |
| Tires | Continental, 14R20 164 / 160K HCS |
This stand allows simulating a wide variety of operating modes, including simulating real operation, setting increased loads, etc. So, the testers liked how the "base" Cummins QSZ13 engine behaved in difficult modes. And it was decided to do it forcing, and then test it in racing conditions. My colleague avalanche already this fall visited the base and found out that so far this one is only on the car of Dmitry Sotnikov's crew. Others continue to use the 16-liter Liebherr, which will soon be outlawed.
A short question reminder for those who missed it. Let me remind you that in 2012, the V8 TMZ-7E846.10 engine (Tutaevsky Engine Plant), with a working volume of 18.5 liters, with a capacity of 850 hp, was used for the last time on top-end KAMAZ-master trucks. and with a torque of 2700 Nm, with a curb weight of the truck of 9300 kg. The team liked the engine, it was reliable, albeit outdated.
Characteristics of the TMZ-7E846.10 engine
Engine type: diesel, 8-cylinder, 4-stroke with a V-shaped arrangement of cylinders (camber angle 90 °), direction of rotation of the crankshaft - right, turbocharged, with intercooling of charge air. The cylinder diameter is 140 mm, the piston stroke is 140 mm. The cooling system is liquid, the water-oil radiator is built into the engine. Installed on: Engine for sports cars "KamAZ-Master" and "MAZ-SPORT" participating in rally-raids.
And this is how the TMZ engine looks at its workplace
Since 2013, the technical requirements have changed. The maximum working volume was not to exceed 16 liters. Then an option was found with the Swiss-German tractor power unit Liebherr D9508 V8. Moreover, its refinement to racing conditions was carried out directly in Naberezhnye Chelny, on the basis of the team. As a result, the official characteristics of KAMAZ 4326 with it are as follows: a working volume of 16 liters, a power of 920 hp, a torque of 4000 Nm, with a curb weight of the car of 8900 kg. Although, according to the employees of the team, they had to suffer with "Liebherr", and at first they did not like its reliability, but then they were able to bring it to the required condition. And again the team from Tatarstan began to win, although it became more and more difficult to do it, the nature of the track in “Dakar” also changed, towards simplification. In 2016, the first place was lost, but already in 2017 Chelny residents were able to return to the top and win again!
In the meantime, the organizers of the "Dakar" decided to again limit the volume of engines for the 2017 race, this time - no more than 16 liters. The team again had to invest in refining the Liebherr engine so that the reduction in displacement did not significantly affect performance. The next step - it was decided to allow trucks with a maximum of 13-liter power units... In this case, it turns out to be overboard Liebherr, in the revision of which more than one million dollars were invested. By the way, it is Liebherr specialists who help in the development of a new line of six-cylinder in-line KAMAZ P6 turbodiesels for serial KAMAZ vehicles. On a serial engine, they promise to remove up to 750 horsepower from a working volume of 12 liters. But for racing conditions it is not yet used. I can't say - either he is not very suitable for this, or he is simply not ready yet. In general, there will be more than once news on the motor theme from the KAMAZ-master mill, just have time to follow.
Thanks to the victories of KamAZ trucks at the Dakar, they have become recognizable in many countries of the world. In this article we will talk about the technical characteristics of sport KamAZ trucks for the Dakar rally.
What cars are participating in the Dakar?
Especially for the rally-raid "Dakar" trucks undergo brutal upgrades to survive the tough desert races. The car must be strong so as not to fall apart from the next jump from the springboard and hardy to pass 500-700 kilometers a day on the sultry sands of the "Dakar". All repairs are carried out on their own, because of this, the crew of the combat vehicle includes, in addition to the driver and navigator, a mechanic.Let's analyze technical device KamAZ "4911-EXTREME", which is the prototype of the racing car for the Dakar. A unit of the Yaroslavl Motor Plant is used as an engine, which is equipped with two turbochargers and a cooling system for the supplied air. The maximum power is 730 hp. and the "unreal" 2700 "newtons" of torque.
Those who think that such technical parameters of the engine are needed for maximum speed are mistaken. Indeed, in the Dakar rally-raids, the maximum speed of participating cars is of little importance, and in some sections it is completely limited to 150 km / h. The most important thing is the torque needed to get through quicksand and to keep the car from getting stuck in it.
One more interesting feature KamAZ "4911-EXTREME" is that the body is rigidly attached to the frame, and the seats are rigidly attached to the body. There is little comfort from such a solution, but this feature helps the pilot to feel all the nuances of the race car's behavior and, accordingly, quickly respond to any changes. In addition, racing cars are distinguished by the presence of additional headlights, sports seats, and the presence of an electric winch.
Currently, the KamAZ-Master team uses the prototype KAMAZ 4326 (4x4), which participates in the Dakar rally-raids to this day.
The reason for the creation of KAMAZ 4326 was the next changes in the requirements from the FIA, which made it possible to make sport car based on serial components and assemblies. He has an eight-cylinder engine with an output of 830 hp. The engine has been moved 400 mm and the cab has been moved 200 mm towards the rear axle. This made it possible to improve the "weight distribution" of the truck.
By reducing the front overhang, the geometric cross-country ability has improved. The car's ride has become smoother due to the modernization of the suspension, in particular the use of new shock absorbers. The weight of the truck was reduced, although it was not possible to reach the permitted minimum limit of 8.5 tons.
In addition to the main racing KamAZ, there is a "technical", the purpose of which is to help the main car. There are various spare parts and spare sets of tires in its body. It is the "technicians" and mechanics who make the invisible front of the robots, thanks to which the KamAZ-Master team wins from year to year.
Say what you like, but extreme conditions for racing, almost for survival, love Russian cars.
I remember that at one time Finnish racers triumphantly marched along the African deserts - the tracks of the Paris - Dakkar rally - exclusively on the Russian "Niva". It is true that what the "serial" monster from Naberezhnye Chelny KAMAZ 4911 did at these races cannot even be compared with the victorious procession of the Togliatti car.
According to the FIA regulations, only production models can participate in the rally.
Imagine an eleven-ton colossus traveling at over one hundred and eighty kilometers per hour. Imagine how it accelerates to “hundreds” in just ten seconds. Imagine it flying through the air (athletes skillfully use any natural elevation as a springboard) and landing on all four wheels without a "breakdown" of the suspension and this with eleven tons of curb weight.
Anyone can buy a civilian version of this monster - the price tag starts at $ 250,000
If you can imagine this even approximately, then consider - you have a rough idea of what it is - the pride and glory of the domestic automotive industry KAMAZ 4911 Extreme. Plus - the permissible operating mode in the "temperature range" from minus thirty to plus fifty degrees Celsius.
No magic, no fiction
Usually, when talking about this legendary machine, they go astray to describe its capabilities, accompanied by many exclamation marks. As if an eyewitness was faced with a clear manifestation of either a technical miracle, or met aliens who possess clearly unearthly technologies.
In fact, there is no magic here, as well as science fiction. And there is a clear and scientifically grounded explanation for all the unique capabilities of the monster from Naberezhnye Chelny - specifications KAMAZ 4911.
The YaMZ-7E846 engine is the heart of KAMAZ 4911
And they look like this. The V-shaped "eight" produced by the Yaroslavl Machine-Building Plant (YaMZ) has a volume of more than seventeen thousand cubic centimeters and develops a capacity of about eight hundred horsepower.
By the way, the engine for serial "SuperMAZ" served as the basis for the motor.
In addition, additional agility is added by two Borg Warner turbochargers and four valves, two inlet and two outlet, per cylinder. Total, on this engine - thirty-two).
Fly so fly
And the fast KAMAZ is equipped with hydropneumatic shock absorbers from the army BRDM, which are designed for parachute landing of multi-ton armored tracked vehicles, hence the fantastic “volatility” of a multi-ton truck. And besides, to ensure a smooth ride, the springs extended to almost two meters are used in the suspensions, so huge jumps during the rally do not harm either the car or the crew.
Wheel formula 4x 4, accompanied by a sixteen-speed mechanical box ZF and Steyr transfer cases with center differential lock give the truck fantastic flotation. Since 2003, KAMAZ has climbed the podium at almost all world heavy-duty cross-country races.
Everything is superlative
If to the above we add a lightweight supporting frame, equipped with inserts made of composite materials, so that the rigidity and strength of the frame structure does not suffer, and the number of spring leaves is fourteen in the front and ten in the rear, then we get an approximate description of a car that wins the most prestigious world rallies with enviable consistency.
True, in "combat", sports mode, the consumption of the monstrous 800 - strong engine fluctuates somewhere in the range of hundreds of liters per hundred, but for big sports, you must agree, in particular. It is not for nothing that the car is equipped with a coupled fuel tank with a total capacity of one thousand liters.
The glorious sporting past and present of the Master - Kamaz team is inextricably linked with the periodically improving and recyclable production models of the car plant located in Naberezhnye Chelny, and KAMAZ 4911 Extreme is a striking representative of the family of cars that literally lifted the Russian rally team into the empyrean world sports unattainable for rivals. ...
Civil version of the racing version - KAMAZ 4911 Extreme
Since the end of the eighties of the last century, Russian trucks KAMAZ is among the undisputed world leaders in the most prestigious and famous races. And finally, an anecdote (they say that the employees of "Master Kamaz" really love to tell visitors it very seriously): during the crash tests of the KAMAZ 4911 Extreme, the concrete wall, which was planned to break the front of the car, began to quietly crawl away from the test bench.