Do-it-yourself psu repair zil goby

In detail: do-it-yourself repair of a psu zil goby from a real master for the site my.housecope.com.

Disassembly of the pneumohydraulic booster (PGU) for repair is carried out, as a rule, in the following cases: fluid flow through the cuffs 29, 33, due to their swelling when using low-quality fluids; when the cuff of the pneumatic piston 23 is worn. The probability of failure of other parts is small

1. Remove the cover 36 with the pusher 37 from the CCGT unit.

2. Fasten the CCGT in a vice, pointing up the front housing 26. Unscrew the connecting bolts 12 (2 pcs.), 19 and 25 (5 pcs.). The last to unscrew the bolt 19 located in the area of the gearbox. In this case, you should hold the body 26, as springs 11 and 22 act on it. Remove the body 26, the springs 11 and 22, the diaphragm 10 assembled with the seat.

3. Using a special wrench (Fig. ↑), unscrew the housing of the follower piston of the gearbox 4 from the rear housing 1 (see Fig. 1).

4. Remove the rear housing 1 of the amplifier from the vice.

5. Remove the circlip 35 and remove the clutch release piston 34 assembly from the rear housing, pushing it out of the protruding rod from the side of the seal 2.

6. Remove spacer sleeve 30, spring 31, sleeve 32 and collar 33 from piston rod 34.

7. Remove the retaining ring 21 of the clutch release piston rod seal and the washer 28.

8. Press out the collar 29 and seal 2 of the clutch release piston rod from the rear housing.

9. Remove rubber rings 1 and 3 from the piston seal housing 2.

10. On the body 1 (see Fig. 1), unscrew and remove the bypass valve 5 assembled with a cap. Unscrew the screws 9 securing the cover 8 of the outlet, remove the cover and the seal 7 of the outlet.

Video (click to play).

The last two operations are optional.

To disassemble the diaphragm of the amplifier reducer, it is necessary to unlock the nut 3 of the reducer diaphragm and unscrew it. Remove washer 2, diaphragm 1, washer 6 and gasket 5 from the seat 4 of the diaphragm. This assembly should not be disassembled unless necessary.

To disassemble the servo piston of the amplifier gearbox, it is necessary to remove the O-ring 3 from the servo piston housing (see Fig. 1). Remove from housing 2 (Fig. 4) follower piston 1 complete with collar and O-ring. Remove O-ring 4 and oil seal 5 from piston 1.

Remove the thrust ring 3 from the follower piston housing 2.

To disassemble the front housing of the amplifier and the pneumatic piston, it is necessary to remove from the front housing the O-ring 13 (Fig. 1) of the gearbox diaphragm seat, the pneumatic piston 20 of the amplifier assembly. Remove the collar 23 and guide rings 27 from the pneumatic piston 20.

Fasten the front housing 26 in a vice with the air inlet cover 17 facing up.

Unscrew the cover fixing bolts (4 pcs.), Remove the cover and remove the amplifier reducer valve 14, removing the adjusting and sealing aluminum gaskets 16 from both sides of the valve seat.

Amplifier reducer valve - non-separable design; if necessary, changes in the collection.

Rinse the parts and assemblies of the clutch booster in the solution MS-6, MS-V TU 6-15-978-76, blow them off with compressed air.

The pneumohydraulic booster (PGU) is an integral element of the clutch unit. It reduces the applied pedal effort. Modern pneumatic hydraulic amplifiers have three components:

executive pneumatic cylinder;

indicator of the degree of wear of the lining of the driven disk.

When triggered, the CCGT unit transmits the pressure of the fluid in the master cylinder. It triggers the hydraulic pistons of the CCGT unit and the tracking device. When released, the pressure on the hydraulic piston of the servo system drops, which moves the specified mechanism and the piston of the CCGT unit to the initial position.

Signs of improper operation of the components of the pneumohydraulic booster lie in the features of the clutch, which can:

to be triggered with a delay at the start of movement or when changing gear;

squeeze out with excessive force.

Based on the indicated symptoms of clutch behavior, troubleshooting of the CCGT unit is performed.

If the clutch is "driving", then the problem is with the clutch actuation. Most often, there is no stroke of the lever of the release fork shaft. To solve the problem, check for the presence of working fluid and make sure that there is no air in the hydraulic system. After that, you need to adjust the free play of the lever. Another reason can be the curvature of the driven discs. These discs must be replaced, but you can try to straighten them.

Jamming of the drive is a consequence of swelling of the hydraulic system seals. The problem can be eliminated by completely flushing the hydraulic system followed by changing the fluid.

Lag clutch can be associated with a high viscosity of the working fluid or seizure of the piston of the follower system of the CCGT. In the first case, the liquid is changed to a quality one. In the second, the piston cuff changes.

If it is very difficult to squeeze the clutch and the amplification is completely absent, then the reason clearly lies in the pneumatic hydraulic booster. A possible malfunction is the termination of the supply of compressed air due to the swelling of the CCGT inlet valve. It can also jam the follower piston due to a swollen seal or rubber ring. The third reason is severe wear of the CCGT piston cuff. The solution to the problems is to check the condition and replace the inlet valve, the sealing collar or the follower piston ring, the CCGT piston cuff, respectively.

Posts: 17
Location: RK Kazakhstan Kostanay Region

Hello guys. I got a little problem. In short, I wanted to check the fluid level in the clutch reservoir and couldn't find it. Zil 5301 2000, bought recently. Tell?

Posts: 133
Location: Kopeysk
ZIL 5301 Goby
ZIL 5301 Goby

open the hood. on the panel under the steering shaft look

Posts: 17
Location: RK Kazakhstan Kostanay Region

hello dear! Tell me, can the pneumatic chambers on the "goby" be repaired or need to be replaced?

Posts: 64
Location: Minsk
ZIL 5301 Goby

Messages: 13570
Location: 66, Yekaterinburg
UAZ Hunter 315195
ZIL 5301 Goby

samostrel, November 6, 2012, 00:19, # 6

Note the stroke of the psu on cold and hot - if the replacement of the clutch disc is the same, but most likely the kit with the basket will have to be changed.

What is the way to determine the replacement of the clutch according to the CCGT

Why are you confusing a person. The clutch housing has a large cover on the bottom, it needs to be removed and then there you can see whether it is necessary to change the clutch.

Messages: 13570
Location: 66, Yekaterinburg
UAZ Hunter 315195
ZIL 5301 Goby

baric452, do as volk73 wrote just start with the clutch master cylinder, here the rubber ring suffers most of all.

Posts: 32
Where: I was born in Chuvashia, I live in Mo
ZIL 114 goby

Hey guys! tell me such a misfortune, when I get under way on my bull, I release the clutch smoothly and he does not touch and breaks the displacement, i.e. jumps. I replaced the clutch. drove into ara service on bulls, they could not fix it. help guys.

Posts: 96
Location: Samara
ZIL 5301 Goby

kalyan121, 6 November 2012, 18:00, # 12

Hey guys! tell me such a misfortune, when I get under way on my bull, I release the clutch smoothly and he does not touch and breaks the displacement, i.e. jumps. replaced the clutch. drove into ara service on bulls, they could not fix it. help guys.

Posts: 32
Where: I was born in Chuvashia, I live in Mo
ZIL 114 goby

and for which one did you change. whether another can be supplied from another machine.

Messages: 13570
Location: 66, Yekaterinburg
UAZ Hunter 315195
ZIL 5301 Goby

kalyan121, 6 November 2012, 19:06, # 14

and for which one did you change. whether another can be supplied from another machine.

it is possible from another car, I put myself with 3309 gas or Valdai only and the main one needs to be changed. for the money it is very cheap.

Posts: 32
Where: I was born in Chuvashia, I live in Mo
ZIL 114 goby

Isn't it hydraulics near the lawn? in my experience they didn’t have a psu.

Messages: 13570
Location: 66, Yekaterinburg
UAZ Hunter 315195
ZIL 5301 Goby

there was no CCGT on the lawn, but on the bull there was a mixed pneumatic-hydraulic system, on the bull the CCGT stands like on KAMAZ, there are no other PGUs of ours (except for the bull, the PGU of a new model, but it is expensive), but only imported analogs, but for them it is necessary to invent a bracket ...

Here's an example for you in the photo is simple, reliable and the price of a penny and works well.

Posts: 32
Where: I was born in Chuvashia, I live in Mo
ZIL 114 goby

that is, you did the hydraulic. Is it hard to press the pedal? WRITE DIMENSIONS OF REDUCED BRACKETS. THANKS IN ADVANCE.

Messages: 13570
Location: 66, Yekaterinburg
UAZ Hunter 315195
ZIL 5301 Goby

kalyan121, 6 November 2012, 19:47, # 18

that is, you did the hydraulic. Is it hard to press the pedal? WRITE DIMENSIONS OF REDUCED BRACKETS. THANKS IN ADVANCE.

so that it would be easy to put the main one from the lawn, the diameter of the piston there is smaller, and therefore, less effort must be made and the two-armed lever at the clutch pedal must also be changed.

The clutch is not hard to press, just like on a valdai or diesel lawn, but slightly heavier than a psu, but this little noticeable effort is even enough to press with a hand.

Dimensions did not record everything in place and customized.

Posts: 32
Where: I was born in Chuvashia, I live in Mo
ZIL 114 goby

thanks, I'll try to unsubscribe

Messages: 13570
Location: 66, Yekaterinburg
UAZ Hunter 315195
ZIL 5301 Goby

Posts: 32
Where: I was born in Chuvashia, I live in Mo
ZIL 114 goby

Did you weld the lower mount to the pedal?

Messages: 13570
Location: 66, Yekaterinburg
UAZ Hunter 315195
ZIL 5301 Goby

kalyan121, November 6, 2012, 20:16, # 22

Did you weld the lower mount to the pedal?

no, I made my own bracket for a new cylinder on my own mount and put it on my own and screwed it onto the bolts.

Messages: 13570
Location: 66, Yekaterinburg
UAZ Hunter 315195
ZIL 5301 Goby

kalyan121, go in PM, I will write and describe

Posts: 32
Where: I was born in Chuvashia, I live in Mo
ZIL 114 goby

I understood everything as thanks for the hint.

Posts: 32
Where: I was born in Chuvashia, I live in Mo
ZIL 114 goby

hi guys, who put a psu from Kamaz on a zil goby?

I put it but I had to redo the clutch actuator rod and cut the mount with a grinder. who came across tell me the result.

Posts: 84
Location: Moscow
Lada Priora
ZIL 5301 Goby

I have a KAMAZ stock changed and that's it

Posts: 32
Where: I was born in Chuvashia, I live in Mo
ZIL 114 goby

I put the gun from Kamaz and my air hose does not fit, which is attached from above. I bought a KAMAZ truck and turned it into place, the nut turned to the end, and the tube itself was wobbling.

Posts: 84
Location: Moscow
Lada Priora
ZIL 5301 Goby

the lid from the Zilovsky psu fits, I put it through the adapter from the Maz on the rise of the cab

Posts: 32
Where: I was born in Chuvashia, I live in Mo
ZIL 114 goby

This page is searched for by queries: Zil 5301 "Bull" - clutch, forum ZIL-5301 Bull, discussion of ZIL-5301 Bull.

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On the GAZ-3309, with 4 gears, the check point knocks. When the gruzhonny is in general trouble. I am going home from Karachay-Cherkessk to Mordovia. I am going home from Cherkessk to Mordovia. I will be loaded with 4 tons. I'm afraid they will tear
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Technical inspection in a new way. Hello everyone, I also went through MOT in the old fashioned way, but here is a familiar poso

Old-style CCGT

CCGT unit of a new type

ZIL Trading House together with Auto-Alliance LLC has begun development of an investment project. The aim of the project is the technical re-equipment and re-equipment of individual production and assembly sites for the production of spare parts, with an unconditional improvement in the quality of products already mastered for release and with the introduction into planned production of products designed and developed, but previously not produced by factories belonging to the AMO ZIL Holding.

Consistently following the production development program, which will allow the use of new technologies in production, the first Investment project has already been launched, which gives a positive result. It is no coincidence that Auto-Alliance LLC took part in the first investment project on the part of Dealers. For several years in a row, this organization has deservedly received a diploma from TD ZIL, confirming the status of the best Dealer of the year.

The subject of this project of TD ZIL is a pneumohydraulic booster (PGU) of a new model (catalog number 530100-1609510), used on ZIL cars of various brands and modifications, developed by AMO ZIL Design Bureau and recently launched into mass production at the Roslavl Auto Aggregate Plant. The design of this complex of increased complexity differs significantly from its predecessor, which allows counting on a longer service life compared to the previous model. Ease of maintenance, cost reduction, while not at all reflected on the quality and technical parameters.

Based on the above, we would like to inform you that from 13.11.2006 you will be able to purchase a pneumatic hydraulic booster (catalog number 530100-1609510) produced by AMO ZIL Holding only in Auto-Alliance LLC.

On the ZIL-5301, ZIL-3250, ZIL-433360 models, a CCGT unit with a bracket 5301-1609621-10 is installed; on model ZIL-433180, ZIL-432720 with bracket 433180-1609621.

e-mail:;

The design of the CCGT unit was developed in relation to the technological capabilities of JSC RAAZ, therefore, a number of serial parts manufactured or purchased by this enterprise were used in it. For this reason, the pneumatic part of the CCGT unit is designed on the basis of a type 16 brake chamber. In order to achieve maximum manufacturability of original parts, the CCGT follower piston is located coaxially with the clutch release piston.

Fig. 1 The device of the pneumohydraulic booster of the clutch drive art. 530100-1609510

1 - plug; 2 - lock nut; 3 - pusher; 4 - front body; 5, 7 and 16 - springs; 8 - piston; 9 - CCGT building; 10 - cap; 11 - bypass valve; 12 - valve body; 13 - inlet cover; 14 - an adjusting gasket; 15 - inlet valve; 17 - outlet valve; 18 - noise muffler; 19 - tracking piston; 20 - membrane; 21 - spring plate; 22 - stock.

The principle of operation of the PSU ed. 530100-1609510 is traditional for all existing designs of this unit.

Compared to the CCGT unit of the previous design (ed. 4331-1609509), the new CCGT unit has the following advantages: less effort on the clutch pedal (no more than 12 kgf), greater maximum force on the rod (up to 800 kgf), the ability to operate as a redundant pneumatic clutch drive (for special vehicles).

In the absence of air pressure in the CCGT supply line, vehicle operation is not recommended, since the CCGT membrane can form folds, which will lead to incomplete return of the stem to its original position and premature failure of the clutch release bearing. When the clutch is squeezed out after the restoration of the air supply to the CCGT unit, the membrane expands and the stem completely returns to its original position.

Currently PSU ed. 530100-1609510 is used on 100% of ZIL vehicles produced.It can also be used on cars of other brands, subject to agreement with the consumer enterprise.

Deputy chief designer V. B. Pilatsky

To install a new CCGT unit, the following components are required:

Clutch maintenance consists in checking and adjusting the full travel of the clutch pedal, free travel of the piston pusher of the master cylinder, free travel of the clutch release bearing and bleeding air from the hydraulic system of the clutch control mechanism.

The full travel of the clutch pedal (up to the stop against the lower fixed stop) should be equal to 180.185 mm. The stroke is measured in the middle of the pedal pad along the chord of the circular arc it describes. A movable stop located in the upper part of the pedal allows you to adjust the full pedal travel by changing its upper position. After adjustment, the position of the upper stop must be secured with a lock nut.

Free travel of the piston pusher of the master cylinder (1.2 mm) is checked by moving the clutch pedal. The stroke of the middle of the pedal pad should be within 5.10mm until the moment when the pusher touches the piston of the master cylinder. The adjustment is carried out at the uppermost position of the pedal by turning the eccentric pin 5, which connects the upper eye of the pusher with the clutch pedal lever. After adjustment, the pin nut must be tightened and pinned. The pedal is held in its uppermost position by a retractor spring.

Free travel of the clutch release bearing (should be 3.4 mm) is checked by the movement of the clutch release fork lever with the release spring 14 removed (see Fig. 1). The movement "A" of the lever (free travel), measured along the axis of the connecting pin 18, should be equal to 6. 8 mm. Adjustment of the lever movement is carried out by rotating the pusher 21, the position of which is then fixed by the lock nut 20. After adjustment, it is necessary to check the dimension "D" - the amount of protrusion of the end of the pusher from the threaded hole of the fork, which should be 0.7 mm. If the size "D" goes beyond the specified limits (the end of the pusher is allowed to sink to a depth of no more than 5 mm), then the lever on the clutch release fork should be rearranged, spreading the marks on the end of the fork and the lever. After that, you need to re-adjust the lever stroke. The labels on the arm and fork are for initial installation. It should be emphasized that, in addition to slipping, the lack of free play leads to severe wear on the friction linings of the driven disc.

To disassemble the clutch master cylinder, it is necessary to fix it in a vice and remove the pusher 4 assembled with a rubber boot 2. Unscrew the plug 10, remove the gasket 9, the spring 8 assembled with the holder 7 and squeeze out the piston 5 with the collar 6 from the master cylinder. Wash the parts the main cylinder in the solution MS-6, MS-8 TU 6-15-978-76, blow them with compressed air.

For assembling the master cylinder it is necessary to install its body in a vice.

Lubricate piston 5 (see Fig. 1) and collar 6 with Neva brake fluid TU 6-01-1163-82 and install in the master cylinder. Install spring 8 assembled with holder 7, plug 10 with gasket 9 in the master cylinder and tighten plug. The tightening torque of the plug 10 should be 160.200 Nm. Install the pusher 4 in the master cylinder assembly with a rubber boot 2. After assembly, check the master cylinder for leaks. To do this, connect a hose with a pressure gauge to the hole of plug 10, plug the hole on the body with a KG 1/8 plug, pour liquid into the body, removing air from under the piston and create a pressure of 6.5. 7.0 MPa. The tightness is considered satisfactory if, within 30 s, the pressure drops by no more than 0.5 MPa.

The most vulnerable point is the joint between the body and the plug. Watch out for the copper gasket 9. If it is hard (stiff), it must be annealed.

The hydraulic system of the clutch control mechanism consists of a master cylinder, an actuator cylinder with a pneumatic booster, a flexible hose and a pipeline.To prevent leakage of the working fluid and the ingress of air into the hydraulic system, it is necessary to carefully monitor the tightening of all threaded connections of the system.

In the event of a leakage of the hydraulic system (air ingress and the formation of air locks), it must be sealed and re-pumped.

It should be remembered that it will be impossible to pump the system if there is no free movement of the piston pusher of the master cylinder, since the pusher and the piston are a shut-off valve through which the hydraulic system, as necessary, is replenished with fluid, and in the absence of a free movement of the pusher, it will be permanently closed. The same happens when the pedal is stuck, which its retractor spring is unable to lift to the uppermost position.

Pumping can be carried out with or without compressed air in the system.

To do this, you need to do the following.

1. Unscrew the tank cap of the master cylinder, remove the cap reflector, then fill the system with working fluid to a level not lower than 15. 20mm from the upper edge of the tank. The system should be filled with working fluid using a strainer to prevent impurities from entering the system.

2. Remove the rubber cap from the bypass valve located in the upper part of the rear housing of the CCGT unit and put the hose for bleeding the hydraulic drive onto the valve head. Lower the free end of the hose into the working fluid, poured 1 /₃ height of a transparent vessel with a capacity of about 0.5 Work is accelerated if there is a check valve at the end of the hose.

3. Unscrew the by-pass valve 1 turn and successively depress the clutch pedal as far as the stop against the lower pedal travel stop at intervals between pressing Ѕ. 1 s until the release of air bubbles from the working fluid flowing through the hose into the glass vessel stops. When bleeding the system, make sure that the level of the working fluid in the reservoir of the master cylinder does not fall below 35 mm from the edge. This will exclude the possibility of air penetration into the system and will allow the line to be replenished with working fluid. Top up fluid periodically if necessary. With the clutch pedal pressed all the way down, tighten the bypass valve tightly. Then remove the hose from the valve head and put on the rubber cap. The bleeding process can be slightly accelerated if after each pressing, without releasing the pedal, turn the bypass valve and only then release the pedal. Usually, after the third press, liquid begins to flow from the bypass valve without air bubbles.

4. After the system has been pumped, add fresh working fluid to the master cylinder reservoir to the level specified in item 1, install the plug reflector and screw the reservoir plug.

5. Wipe the surface of the hydraulic drive parts.

6. Check the quality of the pumping by the value of the full stroke of the piston pusher of the CCGT unit; for this, press the clutch pedal as far as it will go against the lower travel stop. With a correctly adjusted clutch control mechanism and a fully bled hydraulic system, the stroke of the CCGT piston pusher should be 27.28 mm.

The air pressure in the pneumatic system of the vehicle must be at least 0.55 MPa. At a lower pressure, compressed air is not supplied to the CCGT unit and the effort on the clutch pedal increases sharply, but the drive's performance is not lost.

If the stroke of the pusher is less than the specified one, and the system is in good order and the clutch control mechanism is correctly adjusted, then pumping should be continued, as indicated above, until the air is completely removed from the system and the proper stroke of the pusher is obtained.

The brake fluid "Neva", in the amount of 0.4 liters, is used as a working fluid in the hydraulic system of the clutch control mechanism. The use of other fluids is unacceptable, as it will lead to swelling of rubber cuffs and seals and failure of the clutch control mechanism.

Care should be taken when handling brake fluid as it is poisonous.

Contact with the brake fluid on the plastic lining of the thermal insulation in the cab causes its destruction. Care should be taken when filling the brake and clutch systems with fluid. If liquid gets on the plastic lining, remove the liquid immediately.

There is no brake fluid in the reservoir of the main cylinder

The sealing collar of the master cylinder is torn

Fill the reservoir with brake fluid

Great effort on the pedals when the clutch is engaged

There is no compressed air in the pneumatic system of the car

Compressed air does not flow into the pneumatic hydraulic booster

The pneumatic or hydraulic piston of the CCGT unit is seized due to swelling of the cuffs and O-rings due to the use of brake fluid that does not meet the recommendations of the plant

Fill the system with compressed air

Clean and purge air ducts

Disassemble, rinse the cylinders; replace the O-rings, fill with working fluid in accordance with the lubrication chart, adjust the drive

Incomplete disengagement of the clutch - the clutch "leads"

Large free travel of the lower (sharp) end of the lever does not correspond to the value of 4 - 5 mm

Clogged or blocked by the edge of the cuff compensation hole of the master cylinder

Adjust free play

Clean the expansion hole

Incomplete release of the clutch - the clutch "slips"

Small free play of the sharp end of the lever (less than 4 mm)

The bypass hole of the main cylinder is clogged

Adjust free play

Lowering the liquid level in the master cylinder

Fluid leakage due to wear or hardening of the piston cuff of the master cylinder

Old-style CCGT unit:

CCGT unit of a new type:

Currently PSU ed. 530100-1609510 is used on 100% of ZIL vehicles produced. It can also be used on cars of other brands, subject to agreement with the consumer enterprise.

Fig. 3.3 The device of the pneumohydraulic clutch actuator art. 530100-1609510: 1 - plug; 2 - lock nut; 3 - pusher; 4 - front body; 5, 7 and 16 - springs; 8 - piston; 9 - CCGT building; 10 - cap; 11 - bypass valve; 12 - valve body; 13 - inlet cover; 14 - an adjusting gasket; 15 - inlet valve; 17 - exhaust valve; 18 - noise muffler; 19 - tracking piston; 20 - membrane; 21 - spring plate; 22 - stock.

Old-style CCGT

CCGT unit of a new type

The subject of this project of TD ZIL is a pneumohydraulic booster (PGU) of a new model (catalog number 530100-1609510), used on ZIL cars of various brands and modifications, developed by AMO ZIL Design Bureau and recently launched into mass production at the Roslavl Auto Aggregate Plant. The design of this unit of increased complexity differs significantly from its predecessor, which allows counting on a longer service life compared to the previous model. Ease of maintenance, cost reduction, while not at all reflected on the quality and technical parameters.

On the ZIL-5301, ZIL-3250, ZIL-433360 models, a CCGT unit with a bracket 5301-1609621-10 is installed; on model ZIL-433180, ZIL-432720 with bracket 433180-1609621.

e-mail:;

Fig. 1 The device of the pneumohydraulic booster of the clutch drive art. 530100-1609510

1 - plug; 2 - lock nut; 3 - pusher; 4 - front body; 5, 7 and 16 - springs; 8 - piston; 9 - CCGT building; 10 - cap; 11 - bypass valve; 12 - valve body; 13 - inlet cover; 14 - an adjusting gasket; 15 - inlet valve; 17 - exhaust valve; 18 - noise muffler; 19 - tracking piston; 20 - membrane; 21 - spring plate; 22 - stock.

The principle of operation of the PSU ed. 530100-1609510 is traditional for all existing designs of this unit.

Currently PSU ed. 530100-1609510 is used on 100% of ZIL vehicles produced. It can also be used on cars of other brands, subject to agreement with the consumer enterprise.

Deputy chief designer V. B. Pilatsky

To install a new CCGT unit, the following components are required:

Watching Sergei another (for me) nonsense. It is very easy to upgrade the CCGT unit, without fucking. I pour brakes into the working cylinder (hanging on the pedals) and just pump it until the air check valve starts to work. Approximately 80 - 100 pitching is enough to pump. You will pump up the muscles on your legs, but without unnecessary fucking.

Lubrication of the clutch release can be done as on KAMAZ, remove the hose and fix it outside.

in place, but not on the video, I put a new one later

how much do you work per month

here you recently went through a bridge of money, I think I put it in, think better in kind about the Mersev bridge so you will forget what it is to climb there every 2 months and the brakes will appear with a handbrake

Yuri Skorov worked for three years, made a living (probably) for a better car, got a normal experience, couldn't catch a fish from a pond without difficulty

Yuri Skorov how much does an empty tow truck weigh?

Ruslan Irkutsky was interested by chance in Belarus for 65 rubles, they gave back a bridge with a beam in front of and 10 more expensive if the bridge is in the air

Ruslan Irkutsk friend of mine, I also owned it for 3 years, but the bull was an evacuator and there are other earnings where to spend money on spare parts and besides, the bull did not carry more than two tons, and I got it from the owner who only drove his mini excavator on it I will hide all the attachments that are under the hood were only from the store, but nevertheless, when after 3 months I had to get into the brakes, I was shocked and surprised

I have also owned it for two years now, I don’t like the current motor as it works at idle, but it seems like there’s nothing

the fact of the matter is that you can't make money on this corpse, and if you work for it, you put it in it

in the Oryol region, a guy each has 40 cubic meters, plus the brakes run on two bulls with trailers, disc brakes in a circle on the third bull from 814 mrs.

well done he, let him shoot the video, we'll see

here, here, in short! and a fucking collective farm bull and in short Konchalovsky from you, so not for a gray YouTube, and then in nature you dig in ferrous metal makes you sick to watch

you cannot call this attention this attention every 100 km

Ruslan Irkutskiy yes I feel sorry for the guy that he is not on the bull but the bull is on it!

Yuri Skorov. Where did you get the idea that your family doesn’t walk, you need to listen to everything, the guy you see makes for himself from under manual funds, there is little video on the bulls on YouTube, but he takes it off! this is good

smart guy, you think everyone has enough money for new wheels, a booth, trailers. Nobody forces you to watch !!