LIAZ 100.55 D 1985 | 3D files

• STL files of all the necessary parts located on the print pad
• STL file of the assembled model for an idea of what the model looks like.
• Material consumed: up to 3kg
• Largest printed parts are: X 220 x 190 mm, Z 191 mm
• Material recommended PLA or PET-G
• Layers from 0.2 mm to 0.25 mm
• Infill from 20 to 80%

LIAZ 110.55 4x4 (Dakar) - preserved unique - Description of the real truck

The Liaz competition trucks were based on the 110.551 tractor with a wheelbase of 3,750 mm, which proved to be the most suitable for the African competition. On a rectangular frame made of steel stringers and crossbars, the flatbed was modified for access from the right side. The parts used on both cars were mostly stock parts.
Underneath the hydraulically folding cab was a liquid-cooled, 11,940cc inline-six diesel engine, turbocharged by a K36 turbocharger with a compressed air cooler. Power was increased from 235 kW to 258 kW at 2,150/min.
The only modification to increase power is the injection of more fuel into the cylinders. On average, the car consumed 50 litres/100 km during rallies, with consumption rising to 90 litres on heavy terrain.The transmission consists of a single-disc dry clutch with a disc spring and a ten-speed Praga 10/80 unsynchronised gearbox, supplemented by a PP 110 downshift gearbox for switchable front axle drive. The car, with its heavier 4.66:1 gearing, lacked the "creeping" speed of first gear.
Translated with DeepL.com (free version)

Both axles were rigid with differential and reduction gears in the wheels, skimmed and guided by reduced stiffness leaf lips. The front axle also had progressive air bellows suspension which acted as spring stops. The rear axle, including the reduction and transverse torsion stabilizer, was taken from the tractor and supplemented on each side by a pair of telescopic shock absorbers. The two-circuit brake system remains unchanged. The wheels were fitted with special Michelin 14.R 20 XS 'sand' tyres.Both axles were rigid with differential and reduction gears in the wheels, skimmed and guided by reduced stiffness leaf lips. The front axle also had progressive air bellows suspension which acted as spring stops. The rear axle, including the reduction and transverse torsion stabilizer, was taken from the tractor and supplemented on each side by a pair of telescopic shock absorbers. The two-circuit brake system remains unchanged. The wheels were fitted with special Michelin 14.R 20 XS 'sand' tyres.
The all-metal cab was protected by a cage frame, the interior was three-seater, with the two outermost seats air-sprung and the middle one fixed. The seats were from the German company Isri with Schroth four-point seat belts. The standard dashboard was fitted with turbocharger boost pressure gauges and two front axle air bellows pressure gauges.Under the canvas were stored a welding kit, four spare wheels, a small power pack, tool and spare parts boxes, six 170 litre diesel tanks and a 180 litre water tank.

Note: At the time when the first Liaz went to Dakar and also in the following years, I was working in the editorial office of the Automobil magazine, so thanks to the then editor-in-chief ing. Milan Jozíf, the editor of the Automobile magazine, was one of the few people who had first-hand information and we were one of the few who got directly to the "source". I remember how Ladislav Hušek, who was a substitute for the Dakar, gave me a ride in a truck first on the motorway at 160 km/h, and then I did kilometres with Josef Brzobohatý in the field. I was just lucky, which is something you don't forget.Note: At the time when the first Liaz went to Dakar and also in the following years, I was working in the editorial office of the Automobil magazine, so thanks to the then editor-in-chief ing. Milan Jozíf, the editor of the Automobile magazine, was one of the few people who had first-hand information and we were one of the few who got directly to the "source". I remember how Ladislav Hušek, who was a substitute for the Dakar, gave me a ride in a truck first on the motorway at 160 km/h, and then I did kilometres with Josef Brzobohatý in the field. I was just lucky, which is something you don't forget. Technical data
 

LIAZ 100.55 D (4 x 4)

• Engine: diesel, water-cooled, turbocharged in-line
• Number of cylinders: 6
• Displacement: 11 940 cm³
• Bore x stroke: 130 x 150 mm
• Power: approx. 480 hp at 2 200/min
• Torque: 1 350 Nm at 1 350/min
• Speed: 145-150 km/h

Clutch(F-S licence) dry, single disc with organic lining, disc shift by hydropneumatic booster, diameter 420 x 220 mm

Transmission PRAGA 10 P 80 with horizontally-arranged gearshift, 10+2Additional PRAGA PP 100 for front axle

Frame and cab

Longitudinal support structure, riveted and welded frame, pressed steel U-sides and transomsLongitudinal support structure, riveted and welded frame, pressed steel U-sides and transoms
Cabin self-supporting, all-metal, two-door, 60° forward tilting (hydraulic), external protective frame, seating capacity 2+1Labour area: 11.15 m²
Axles: Front steerable rigid with lockable differential and wheel reductionRear rigid with lockable differential and wheel reductionGear ratio 4.64Front suspension: semi-elliptic leaf springs and two air bags supported by telescopic shock absorbers and stabilizer barRear suspension: longitudinal semi-elliptic leaf springs supported by telescopic shock absorbers and transverse stabiliserSteering: hydraulic power steeringBrakes: dual circuit brake system, emergency brake - foot pedal operated, air system, parking brake - manual, air operated, rear axleWheels and tyres: Michelin 14.00 R 20 x S, rims 10.00-20

Electrical installation

• Nominal voltage: 24 V
• Batteries: 2 x 12 V/180 Ah
• Alternator: 28 V/45 A
• Nattery regulator: 28 V

Weights and dimensions

• Load capacity: 7 800 kg
• Payload: 4 200 kg
• Total: 12 000 kg
• Max. axle load: 5 000 kg
• Max. rear axle load: 7 000 kg
• Dimensions: 7 000 x 2 500 x 3 250 mm
• Wheelbase: 3 750 mm
• Wheelbase: 2 025/2 025 mm