LiAZ-677
| LiAZ | |
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| LiAZ-677 | |
| Manufacturer | Likinsky Avtobusny Zavod |
| design type | City bus |
| Production period | 1968-1994 / 2000 |
| axes | 2 |
| engine | Eight-cylinder gasoline engine |
| power | 180 hp (132 kW) |
| length | 10.45 m |
| width | 2.50 m |
| height | 2.99 m |
| Wheelbase | 5150 mm |
| Seats | 26th |
| Standing room | 80 to 84 |
| Empty weight | 7800 kg |
| Perm. total weight | 13,400 kg |
| Previous model | LiAZ-158 |
| successor | LiAZ-5256 |
| Similar models | LAZ-695 |
The LiAZ-677 (Russian ЛиАЗ-677) is a Soviet and later Russian city bus , which was first built from 1968 in Likinski Avtobusny Sawod ( Russian Ликинский автобусный завод , short ЛиАЗ or LiAZ). In over 30 years of construction, various different versions and a total of over 200,000 copies of the vehicle were created. LiAZ stopped production in 1994, other Russian manufacturers continued to build the model until 2000.
Vehicle history
The need to build buses with a larger capacity than before was already evident in the Soviet Union in the 1950s and 1960s. At that time, entire cities and large industrial plants were built, and people increasingly had to be moved from residential areas to work and back. The city buses built so far, such as the ZIS-155 or the ZIL-158 , with capacities of 50 to 60 passengers, quickly turned out to be too small. Accordingly, the first efforts to develop a new product began as early as the 1950s.
At the same time it turned out that the Zavod imeni Lichatschowa , one of the major Soviet vehicle manufacturers in Moscow at the time, was completely overloaded. Accordingly, in 1958 the responsible authorities issued a decree to outsource bus production to another plant. The Likinski Maschinostroitelny Sawod (German Likinoer Maschinenbauwerk, LiMZ for short) was selected, which was converted for this purpose and renamed Likinski Awtobusny Sawod (LiAZ) in the same year . The first ZIL-158 city bus rolled off the production line in Likino in September 1959. After a short time, production at ZIL in Moscow was stopped and the model was renamed LiAZ-158. From then on, ZIL concentrated on truck production.
Together with ZIL, the ZIL-159, a variant of the ZIL-158 with a rear engine and a hydrodynamic fluid transmission, was constructed in Likino . The first prototypes appeared in 1962. With the LiAZ-5E-676 (Russian ЛиАЗ-5Э-676, E for experimental) efforts were made to build an articulated bus to cope with the higher passenger numbers. However, the project failed technically across the board and was dropped in the early 1960s.
The development of the ZIL-159 continued from 1962. However, the draft has been completely revised. The vehicle received a new frame and air suspension. The floor was lowered and the engine moved back to the front of the vehicle to make room. He and the driver are located in a driver's cab that is separated from the passenger compartment. The fluid transmission was retained. In addition, the two passenger doors have been widened significantly so that two people can get on and off at the same time. The stopping times at the stops should be shortened. By reducing the number of seats, larger areas were created for standing room. With only 25 seats left, a total of 110 people can be transported. Thus the passenger capacity of the vehicle had doubled.
However, the design had significant disadvantages. The front axle was heavily loaded by the heavy engine that is still in front of the axle. In addition, the cooling was insufficient. In summer temperatures above 26 or 27 ° C, the engine tended to overheat. Images of the buses in action with open ventilation flaps and bonnets are correspondingly characteristic. The long cardan shaft from the front engine to the rear axle caused strong vibrations and had to be split in the middle. The low top speed of 60 km / h, which is also due to the special gearbox with only two gear steps, was considered sufficient.
In addition, the fuel consumption of the vehicle was very high due to the use of a gasoline engine instead of a diesel engine . Although the maximum weight is only around 13.5 tons, the average consumption was estimated at 45 l / 100 km. In practice, the problem arose that the 300-liter tank was not even enough for two shifts and additional breaks had to be taken to refuel. Fuel consumption was already reduced during the development phase and the engine was designed for cheaper gasoline with just 76 octane . They were also well aware of the problem. The engineers at LiAZ had already warned during the construction phase that the bus with this engine would consume up to 75 l / 100 km. However, there were no alternatives to the 7-liter V8 gasoline engine, which was originally developed for the Ural-375 military truck . Diesel engines with sufficient power were not available in this quantity in the USSR in the 1960s.
Despite the known problems of the construction, the series production was approved. The first pilot series was built in 1967, and series production started in 1968 with small numbers. The buses initially went entirely to Moscow. It was not until 1970 that production was completely converted from the LiAZ-158 to the LiAZ-677. From this point onwards, large quantities were built. The vehicle received a gold medal at the Leipzig trade fair in 1972. In the following years, various different vehicle variants were created.
The only major revision during production took place in 1978. The vehicles that were designated as LiAZ-677M (M for modernized ) from this point on had been improved in various places. There was a new speedometer , a revised gearbox and an improved braking system. In addition, the bearing suspensions of the cardan shafts were revised and provided with rubber elements, which dampened the vibrations. There were also minor revisions to the lighting system. Otherwise, the external appearance hardly changed over the production time.
Further details changes were made in the 1980s. First of all, the arrangement of the lights was changed at both the rear and the front. Skylights have also been added to improve ventilation of the interior in summer. In 1986 the interior was revised, for example more comfortable seats were installed.
As early as 1989 the production should be switched over to the successor LiAZ-5256 , a much more modern vehicle. However, this did not happen. On the one hand, because the conversion of the production facilities took more time than planned, and on the other hand, because the LiAZ-677 was still in demand. Only with the collapse of the Soviet Union in 1992/93 did the orders break away. There were still various small series that tried to introduce technical innovations. However, even this attempt could not prevent production on August 8, 1994 in Likino from being discontinued. From this point on, up to and including 2000, some small series were produced in repair workshops. The ToAZ-677, built in Tosno , which was equipped with a more modern diesel engine from the Jaroslawski Motorny Sawod , became particularly well known .
A total of over 200,000 LiAZ-677 buses were built. Many copies also came to the German Democratic Republic and were used by local transport companies in Potsdam . In total, the GDR received 3,308 vehicles, which was almost half of all exported machines. 7133 copies of the LiAZ-677 were exported, in total they came to 16 different countries.
Discarded LiAZ-677s were erected as memorials in both Russia and Belarus , for example in Samara .
Model variants
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Various variants of the LiAZ-677 were created between 1968 and 2000, which often only differ from one another in details. The following list does not claim to be complete.
LiAZ-677
Both prototypes, pilot series vehicles and series vehicles bear the designation LiAZ-677. The basic model of the vehicle family was built until 1978 and then replaced by the LiAZ-677M.
LiAZ-677A
This vehicle is a special version for use in particularly cold areas. Except for the windshield, all panes were designed as double glazing and the insulation of the passenger cabin was reinforced. Since it was assumed that the vehicle would not be used in large cities, the number of seats was increased to 34 and there was less standing room. A total of 66 people can be transported.
The first prototypes of this model were presented in 1967, and series production began in 1968. In 1982 there were technical revisions similar to the basic model. From this point on, the version was listed as LiAZ-677MS .
LiAZ-677B
The LiAZ-677B was equipped for suburban traffic. Since longer driving distances and fewer stations were to be expected here, 10 additional seats were installed (now 35 instead of 25 seats). The passenger capacity in regular operation was 67 people, a maximum of 87 people could be transported. The floor was also changed (different step heights) and a spare wheel was provided, which is attached under the bus. Sometimes it was also screwed to the rear of the bus.
From 1978 there was the modernized variant LiAZ-677MB, which underwent changes similar to the LiAZ-677M. The paintwork also differed from that of the LiAZ-677M depending on the year of manufacture.
LiAZ-677W
This type was specially developed for city tours. There were 37 seats and an additional seat for the city guide. In contrast to the regular buses, only one wide passenger door was installed. There were also various extras, such as hubcaps. These vehicles also always had a spare wheel attached to the rear. Production began in 1970 and ended in 1975. In 1976 there was an attempt to build a modernized version, for example more comfortable seats from intercity buses and a radio were installed. However, at that time the Ukrainian types LAZ-697 and LAZ-699 , which were better suited for tourist purposes, had become widespread. Accordingly, there was no longer any series production.
At the end of the 1980s, a few more unique pieces with similarly comfortable equipment were built for government buyers. They were based on the concept of the LiAZ-677W.
LiAZ-677G
This modification was equipped for operation with LPG . Two gas tanks were installed under the floor of the vehicle, allowing a range of 400 to 450 km. In addition, the buses were also able to run on petrol, but the tank only lasted for about 20 kilometers. Outwardly, they hardly differ from the model with a gasoline engine. The first prototypes appeared in 1976 and series production began in 1983.
In many cases, vehicles that originally ran on petrol were later converted to gas operation on their own due to the high consumption. In these examples, however, the gas tanks are usually in the form of bottles on the roof.
LiAZ-677M
The modernized basic version was so named from 1978 and continuously changed and improved until 1982. This was done from various angles. The noise in the cab should be reduced and the working conditions of the driver improved. Work was also carried out on lower fuel consumption and on making the vehicles more wear-resistant. The interval between general repairs increased to 380,000 to 400,000 kilometers. Various little things in the brake and electrical system have been improved, and new seals have been installed to prevent exhaust gases from entering the cabin. There were also changes to the gearbox and various details of the body (lighting system, windows, radiator grille, etc.). Further modifications followed in 1986.
At LiAZ itself, the vehicle was built until 1994, in various repair and assembly plants until 2000.
LiAZ-677P
The LiAZ-677P was an apron bus and adapted accordingly for airport operations. It was painted in a conspicuous yellow color and also received rotating beacons in accordance with the applicable regulations. It differed from the normal version in that there are passenger doors on both sides. In addition, the number of seats has been reduced to 10 in order to be able to carry even more passengers and to enable faster boarding and alighting. The special equipment also included a radio.
The LiAZ-677P was built in large series, but only in 1974 and 1975.
LiAZ ZT lotus
Under this name, special vehicles were built for live broadcasts of television , so-called broadcast vehicles . There were different versions, some with a box body instead of a passenger compartment. Accordingly, it is more like a truck. They were also listed as LiAZ-5930, LiAZ-5931 and LiAZ-5932, whereby the 9 in the type designation already indicates a special vehicle according to Soviet standards . The gross vehicle weight increased by over a ton. Vehicles of this type were no longer produced after 1982.
Technical specifications
The data given refer to the model version LiAZ-677M, as well as the data in the info box.
- Engine: eight-cylinder gasoline engine
- Engine type: ZIL-375Ja7 (corresponds to the one from the Ural-375 truck )
- Power: 180 PS (132 kW)
- Displacement: 7.0 liters
- Compression: 6.5: 1
- Fuel consumption: approx. 45 l / 100 km
- Tank capacity: 300 l
- Top speed: 70 km / h
- Transmission: hydromechanical fluid transmission
- Transmission type: two gear stages (forward and reverse)
- Steering: with hydraulic steering assistance, identical to that of the ZIL-130
- Brakes: drum brakes on all wheels, operated with compressed air
- Ventilation: through hatches and sliding side windows
- Drive formula : 4 × 2
Dimensions and weights
- Length: 10,450 mm
- Width: 2500 mm
- Height: 2990 mm
- Wheelbase: 5150 mm
- Front track: 2100 mm
- Rear track (double tires): 1880 mm
- Ground clearance: 340 mm
- Width of the passenger doors: 1200 mm
- Headroom in the passenger compartment: 1957 mm
- Seats: 26
- Standing (normal): 80
- Standing places (maximum): 84
- Places in total: 106 to 110
- Empty weight: 7800 kg
- permissible total weight: 13,400 kg
- Tire size: 10.00-20 ″
Individual evidence
- ↑ a b c d e f g h i j k l m website for the vehicle including history, technical information and model versions (Russian)
- ↑ Website on the history of Likinsky Avtobusny Zavod (Russian)
- ↑ Berliner Verkehrsblätter . Issue IV / 2015, including remarks on the LiAZ-677 in Potsdam
- ↑ Website with a collection of photos of LiAZ monuments (Russian)
- ↑ Website for LiAZ-677B and LiAZ-677MB (Russian)
- ↑ Detailed website specifically for the LiAZ-677M with various detailed views (Russian)
- ↑ Website for the special vehicle LiAZ ZT Lotos (Russian)
