It was the idea of \u200b\u200bcreating a car for disabled people, distributed to all those in need through SOBES.

Since before the Second World War, the Soviet auto industry was only in its infancy, and immediately after it, the leader of the world proletariat was simply not up to it, the idea of \u200b\u200bcreating the first invalid car appeared only in 1950, when Nikolai Yushmanov (who is also the chief designer of the GAZ-12 Zim and GAZ-13 "Chaika") created a prototype of the first disabled woman. Moreover, it was not a motorized carriage, but a full-fledged car. This miniature car was the GAZ-M18 (at first in the index of the car, according to old memory, the letter M remained - from "Molotov Plant").
The closed all-metal body, stylistically reminiscent of "Victory", looked a bit ridiculous, but it had full-fledged seats that were not cramped, full-fledged control with several options (designed even for disabled people without one arm and both legs). The designers did not go for the use of weak motorcycle engines. By the way, according to the terms of reference, the power was supposed to be about 10 liters. from. The residents of Gorky "cut" the "Muscovite" engine in half, having received a two-cylinder, but quite efficient, powerful enough and reliable unit. It was installed at the back. It had an independent torsion bar suspension, and the gearbox was (ho ho!) Automatic, from the GAZ-21. There is one gearbox larger than the motor :) The car was successfully prepared for serial production. In the literal sense, this car was brought to Serpukhov on a silver platter, where, on the instructions of the party, this car was to be produced, because GAZ did not have enough capacity to produce a new model ...


But at SeAZ they simply could not cope - the Serpukhov plant was not able to produce anything more complicated than motorized carriages. And there were not enough workers, and those that were, were, to put it mildly, not the best spill, and there was no equipment. However, proposals to move the production to GAZ received a tough and decisive refusal "from above". Which is extremely insulting. She was an advanced disabled woman at that time, in fact, for the whole world.


This is how the Serpukhov plant mastered the production of squalid sidecars, which were proudly called "cars for the disabled."
1) The first in the list of squalor was SMZ S-1L.


The chosen three-wheeled scheme allowed the use of extremely simple motorcycle steering, and at the same time save on wheels. A welded space frame made of pipes was proposed as a supporting base. Sheathed the frame with steel sheets, we received the necessary closed volume for the driver, passenger, engine and controls. Under the guileless panels of the roadster (it was decided to make the two-door body open, with a folding awning), there was a relatively spacious two-seater cabin and a two-stroke single-cylinder engine located behind the seat back. The main component of the front "engine compartment" space was the steering and suspension of the single front wheel. The rear suspension was made independent, on wishbones. Each wheel was "served" by one spring and one friction shock absorber.
Both the main and parking brakes were manual. The leading wheels, of course, were the rear wheels. The electric starter was considered a luxury, the engine was started by a manual "kick", a single headlight nestled on the nose of the body. The cyclopean appearance was slightly brightened up by two lanterns on the rounded sidewalls of the front end, which simultaneously served as sidelights and turn signals. The stroller did not have a trunk. The overall picture of rationality bordering on asceticism was completed by the doors, which were metal frames sheathed with awning fabric. The car turned out to be relatively light - 275 kg, which allowed it to accelerate to 30 km / h. Consumption of "66" gasoline was 4-4.5 liters per 100 km. The undoubted advantages are the simplicity and maintainability of the design, however, the C1L barely overcame even not very serious climbs, it was practically unsuitable for off-road conditions. But the main achievement is the very fact of the appearance of the country's first specialized vehicle for disabled people, which gave the impression of a simple car, albeit a simple one.


Specifications:
dimensions, mm length x width x height: 2650x1388x1330
base1600
body-phaeton
engine-rear
driving wheels-rear
maximum speed-30 km / h
engine "Moscow-M1A", carburetor, two-stroke
number of cylinders-1
working volume - 123 cm3
power-2.9 hp / kW4 / at 4500 rpm
transmission-mechanical three-stage
suspension: front-spring; rear-independent, spring
brakes-mechanical (front-no, rear-drum)
electrical equipment-6 V
tire size-4.50-19


SMZ-S1L was produced from 1952 to 1957. In total, 19,128 sidecars were produced during this time. Of course, against the background of the need of hundreds of thousands of our disabled people for a specialized vehicle, such a number looks insignificant. But in Serpukhov, they worked in three shifts.
Since the SMZ-S1L was at first the only vehicle available to disabled people in the USSR, and the SMZ did not have enough capacity to produce motorized sidecars in sufficient quantities, all the efforts of the factory OGK were aimed only at improving the already created design. No experiments were carried out to get something else out of a motorized carriage.

,
The only two modifications of the "invalid" (SMZ-S1L-O and SMZ-S1L-OL) differed from the base model by the controls. The "basic" version of the SMZ-S1L was designed for two-handed operation. The right, rotating handle of the motorcycle steering wheel controlled "throttle". On the left side of the steering wheel was the clutch lever, headlight switch and signal button. In the front part of the cab, to the right of the driver, there were levers for starting the engine (manual kick starter), gear shifting, reverse gear, main and parking brakes - 5 levers!
When creating modifications SMZ-S1L-O and SMZ-S1L-OL, they clearly looked at the GAZ-M18. After all, these strollers were designed to be operated with only one hand - respectively, right or left. All wheelchair control mechanisms were located in the middle of the cab and represented a swinging arm mounted on a vertical steering shaft. Accordingly, turning the lever left and right, the driver changed the direction of travel. By moving the lever up and down, it was possible to change gears. To brake, you had to pull the "steering wheel" towards you. This “joystick” was crowned with a motorcycle throttle, clutch lever, left turn signal switch, headlight switch and horn button.


On the right, on the central tube of the frame, there were levers for the kick-starter, parking brake and reverse gear. To keep the hand from getting tired, the seat is equipped with an armrest. The difference between the modifications SMZ-S1L-O and SMZ-S1L-OL was only in the fact that the first was designed for drivers with a valid right hand, the driver sat in a "legal" place for right-hand traffic, that is, on the left, and, accordingly, all controls were slightly shifted towards him; SMZ-S1L-OL was a "mirror" in relation to the described option: it was designed for a driver with only one left hand, and in the cockpit he was located on the right. Modifications so intricate in management were produced from 1957 to 1958 inclusive.


2) The second on the list of dull freaks (and I do not mean design) was the SMZ S-3A.
Produced from 1958 to 1970, 203,291 cars were produced. In fact, this is the same C-1L, only 4-wheel with a front torsion bar suspension and a simple round (not a concept car) steering wheel.
The hopes that hundreds of thousands of post-war disabled people had pinned on the appearance of the first motorized carriage in the USSR were soon replaced by bitter disappointment: the three-wheeled design of the SMZ S-1L, for a number of objective reasons, turned out to be too imperfect. The engineers of the Serpukhov Motorcycle Plant carried out a serious "work on the mistakes", as a result of which in 1958 the "invalid woman" of the second generation - SMZ S-ZA - was published.
Despite the creation of its own design bureau in Serpukhov back in 1952, all further work on the creation, modernization and refinement of sidecars at the plant took place from now on in close cooperation with the Scientific Automotive Institute (NAMI).
By 1957, under the leadership of Boris Mikhailovich Fitterman (until 1956 he developed off-road vehicles at the ZIS), NAMI designed a promising "invalid" NAMI-031. It was a car with a fiberglass three-volume two-seater two-door body on a frame. An Irbit motorcycle engine (obviously the M-52 version) with a working volume of 489 cm3 developed a power of 13.5 liters. from. This model, in addition to the two-cylinder engine, was distinguished from the Serpukhov motorized carriage by hydraulic brakes.
However, this option only demonstrated what a motorized carriage should be, ideally, but in practice it all boiled down to the modernization of an existing design. This is how the touching four-wheeled little car C-3A was born, the only source of pride for which was the disappointing: "And still ours." At the same time, one cannot blame the Serpukhov and Moscow designers for the negligence: the flight of their engineering thought was regulated by the meager technical capabilities of a motorcycle factory located on the territory of a former monastery.


It will probably be useful to remember that in 1957, when variants of primitive sidecars were being developed at one "pole" of the Soviet automobile industry, at the other they were mastering the representative ZIL-111 ...
Note that “work on mistakes” could have taken a completely different path, because there was also an alternative Gorky project for a wheelchair. It all began in 1955, when a group of veterans from Kharkov on the eve of the 10th anniversary of Victory wrote a collective letter to the Central Committee of the CPSU about the need to produce a full-fledged car for disabled people. The assignment for the development of such a machine was given to GAZ.
The creator of ZIM (and later "The Seagull") Nikolai Yushmanov took up the design on his own initiative. Since he understood that at the Gorky plant, the car, called GAZ-18, would not be mastered anyway, he did not limit his imagination in anything. As a result, the prototype, which appeared at the end of 1957, looked like this: a closed all-metal two-seat two-door body, stylistically reminiscent of the "Victory". Two-cylinder engine with a capacity of about 10 liters. from. was a "half" of the power unit "Moskvich-402". The main thing in this development was the use of a gearbox torque converter, which makes it possible to do without a pedal or clutch lever, and to drastically reduce the number of switching, which is especially important for disabled people.


The practice of operating a three-wheeled motorized carriage has shown that the IZH-49 two-stroke single-cylinder motorcycle engine with a working volume of 346 cm3 and a capacity of 8 liters. s, which in 1955 began to equip the modification "L", a car of this class is enough. Thus, the main drawback that had to be eliminated was precisely the three-wheeled scheme. Not only did the "lack of limbs" affect the stability of the machine, it nullified its already low cross-country ability: it is much more difficult to make three tracks on the off-road than two. The “four-wheeled vehicle” entailed a number of inevitable changes.
The suspension, steering, brakes and body were to be brought to mind. The independent suspension of all wheels and rack and pinion steering for the serial model were nevertheless borrowed from the prototype NAMI-031. At zero thirty-first, in turn, the design of the front suspension was developed under the influence of the Volkswagen Beetle suspension: plate torsion bars enclosed in transverse tubes. Both these pipes and the spring suspension of the rear wheels were attached to a welded space frame. According to some reports, this frame was made of chrome-plated pipes, which at first, when production required a significant amount of manual labor, made the cost of a motorized stroller higher than the cost of its modern Moskvich! Oscillations were damped by the simplest friction shock absorbers.








The engine and transmission have not changed. The Izh-49 two-stroke "tarahtelka" was still located in the rear. The transmission of torque from the engine to the driving rear wheels through a four-speed gearbox was carried out by a sleeve-roller chain (like on a bicycle), since the main gear housing, which combines the bevel differential and the reverse "speed", was located separately. The forced air cooling of a single cylinder with the help of a fan has not gone anywhere either. The electric starter inherited from its predecessor was low-power and therefore ineffective.
The owners of SMZ S-ZA used the kick-starter lever that went into the salon much more often. The body, thanks to the appearance of the fourth wheel, naturally expanded at the front. There were two headlights, and since they were placed in their own cases and attached to the sides of the hood on small brackets, the little car acquired a naive and silly "facial expression". There were still two places, including the driver's one. The frame was sheathed with metal stamped panels, the fabric top was folded, which, among other things, in combination with two doors, allows the body of the motorcycle to be classified as a "roadster". Here, in fact, the whole car.


The car, started with the aim of improving the previous model, ridding its design of significant shortcomings, was itself stuffed with absurdities. The stroller turned out to be heavy, which negatively affected its dynamics and fuel consumption, and the small wheels (5.00 by 10 inches) did not contribute to improving cross-country ability.
Already in 1958, the first attempt at modernization was made. A modification of the S-ZAB with rack-and-pinion steering appeared, and on the doors, instead of tarpaulin sidewalls with transparent celluloid inserts, full-fledged glass appeared in the frames. In 1962, the machine underwent further improvements: friction shock absorbers gave way to telescopic hydraulic; rubber bushings for axle shafts and a more advanced muffler appeared. Such a motorized carriage received the SMZ S-ZAM index and was subsequently produced without changes, since since 1965 at the plant and in NAMI they began work on the third-generation disabled woman SMZ S-ZD, which seemed more promising.


SMZ-S-3AM
SMZ S-ZA somehow did not work out with "variations" ... Versions with hydraulic shock absorbers SMZ S-ZAM and SMZ S-ZB adapted for one-handed and one-leg control can hardly be considered independent modifications of the base model.
All attempts to improve the design boiled down to the creation of many prototypes, but none of them made it to mass production for a banal reason: the Serpukhov Motorcycle Plant lacked not only experience to master prototypes, but also funds, equipment, production capacity.


Experimental modifications:
* C-4A (1959) - an experimental version with a hard roof, did not go into production.
* C-4B (1960) - prototype with a coupe body, did not go into production.
* S-5A (1960) - a prototype with fiberglass body panels, did not go into the series.
* SMZ-NAMI-086 "Sputnik" (1962) - a prototype of a micro-car with a closed body, developed by the designers of NAMI, ZIL and AZLK, did not go into series.
Due to the low weight (425 kilos, which, however, was extremely small for an 8-horsepower engine), the hero of Morgunov (hence the nickname "Morgunovka") could easily move the car in the snow alone, taking it by the bumper.

3) Closes the top three of the outsiders of the Soviet automotive industry, ugly, both externally and technically, the FIRST invalid woman is NOT a convertible (bespontovaya invalid ...).
It was produced right up to 1997! And it was a modified version of the C-3A with an 18-horsepower Izh-Planet-3 engine and plenty of legroom


The production of SMZ-SZD began in July 1970 and lasted for over a quarter of a century. The last motorized carriage left the assembly line of the Serpukhov Automobile Plant (SeAZ) in the fall of 1997: after that, the enterprise completely switched to the assembly of Oka cars. A total of 223,051 copies of the SZD motorized sidecar were produced. Since 19771, the SMZ-SZE modification has been produced in small batches, equipped to operate with one hand and one leg. Motorcycle carriages with an open top manufactured by the Serpukhov Motorcycle Plant (SMZ) became obsolete by the mid-60s: a modern micro-car was to replace the three-wheeled "invalid".


The state allowed not to save on people with disabilities, and the designers of SMZ began to develop motorized carriages with a closed body. The design of the third generation motorized carriage by the forces of the Department of the Chief Designer of the SMZ began in 1967 and coincided with the reconstruction of the Serpukhov Motorcycle Plant. But the reconstruction was aimed not at expanding the technological capabilities associated with the production of minicars, but at the development of new types of products. In 1965, SMZ began to produce units of potato harvesters, and since 1970 in Serpukhov, they began to produce children's bicycles "Motylek". July 1, 1970 at the Serpukhov Motorcycle Plant began mass production of the third generation SZD sidecars. The design, dictated by the economy rather than ergonomics, had several drawbacks. The nearly 500-pound stroller was heavy for its powertrain.


A year and a half after the start of production, from November 15, 1971, motorized carriages began to be equipped with a forced version of the Izhevsk IZH-PZ engine, but even its 14 horsepower was not always enough for a disabled woman who was almost 50 kilograms heavy. The control fuel consumption in comparison with the SZA model increased by a liter, and the operating fuel consumption by 2-3 liters. The "congenital" disadvantages of the SPD include the increased noise emitted by the two-stroke engine and the ingress of exhaust gases into the passenger compartment. The diaphragm fuel pump, which was supposed to provide an uninterrupted supply of fuel, in cold weather became a source of headache for drivers: the condensate deposited inside the pump froze, and the engine "died", negating the advantages of a cold start of an air-cooled engine. And yet, the SMZ-SZD motorized carriage can be considered a completely complete, "established" micro-car for disabled people. The USSR fell into the lethargy of stagnation.


The Serpukhov Motorcycle Plant did not escape stagnation either. SMZ "increased the pace of production", "increased volumes", "fulfilled and exceeded the plan." The plant regularly produced motorized carriages in an unprecedented amount of 10-12 thousand per year, and in 1976-1977 production reached 22 thousand per year. But compared with the turbulent period of the late 50s and early 60s, when several promising models of sidecars were “invented” every year, “technical creativity” at SMZ stopped. Everything that was created by the Chief Designer Department during this period, most likely, went “on the table”. And the reason for this was not the inertia of the factory engineers, but the policy of the ministry. Only in 1979 did officials give the go-ahead for the creation of a new passenger car of a special small class. The Serpukhov Motorcycle Plant has entered the ten-year era of "torturing" the Oka car industry. During the Soviet era, units and assemblies of motorized carriages, due to their availability, cheapness and reliability, were widely used for the "garage" production of microcars, tricycles, motor-blocks, mini-tractors, all-terrain vehicles on pneumatics and other equipment.


By the way, why are so few of these strollers survived? Because they were issued to disabled people for five years. After two and a half years of operation, they were repaired free of charge, and after another 2.5 years, new ones were issued (without fail), and the old ones were disposed of. Therefore, it is a great success to find S-1L in any condition!

1992 S-3D motorcycle stroller - new, no run

S-3D (es-tri-de) - a two-seater four-wheeled motorized car of the Serpukhov Automobile Plant (at that time still SMZ). The car replaced the S3AM motorized carriage in 1970.

History of creation

Work on the creation of an alternative to the S3A motorcycle stroller was carried out in fact since its development in production in 1958 (NAMI-031, NAMI-048, NAMI-059, NAMI-060 and others), however, the technological backwardness of the Serpukhov plant has long prevented the introduction of more advanced designs ... Only by the beginning of 1964 there was a real prospect of updating the production equipment of the SMZ for the release of a new model. Its development was carried out with the participation of specialists from NAMI and the Special Artistic Design Bureau (SCHKB) at the Moscow Economic Council, and in accordance with the wishes of the customer, represented by the Serpukhov Plant, the future car was originally developed as a light all-purpose vehicle with all-terrain vehicles for rural areas, which left an imprint on it. appearance (designers - Eric Sabo and Eduard Molchanov). Subsequently, the project of a rural off-road vehicle was never implemented, however, design developments for it were in demand and formed the basis for the appearance of the motorized carriage.

Direct preparation for production began in 1967. For the Serpukhov plant, this model was supposed to be a breakthrough - the transition from an open frame-panel body with a spatial frame made of chrome-steel pipes and cladding obtained on bending and bending machines, very expensive and low-tech in mass production, to an all-metal carrier welded from stamped parts not only to greatly improve comfort, but also to provide a significant increase in production scale.

C3D production began in July 1970, and the last 300 copies left SeAZ in the fall of 1997. A total of 223,051 copies of the stroller were produced.

Design features

The body of the sidecar had a length of less than 3 meters, but at the same time the car weighed quite a lot - a little less than 500 kilograms in equipped form, more than a 2 + 2-seater Fiat Nuova 500 (470 kg) and is quite comparable to a four-seater "Trabant" with a plastic body (620 kg), and even "Okoy" (620 kg) and "humpback" "Zaporozhets" ZAZ-965 (640 kg).

Motorcycle engine - motorcycle type, single-cylinder, carburetor two-stroke, model "Izh-Planet-2", later - "Izh-Planet-3". Compared to motorcycle versions of these engines, designed for installation on motorized carriages, they were derated in order to achieve a greater motor resource when working with overload - up to 12 and 14 liters, respectively. from. Another important difference was the presence of a forced air cooling system in the form of a "blower" with a centrifugal fan that drives air through the fins of the cylinder.

For a rather heavy structure, both engine options were frankly weak, while, like all two-stroke engines, they had a relatively high fuel consumption and a high level of noise - the gluttony of the motorized carriage, however, was fully compensated by the cheapness of fuel in those years. A two-stroke engine required the addition of lubricating oil to gasoline, which created certain inconveniences with refueling. Since in practice, the fuel mixture was often prepared not in a measuring container, as required by the instructions, but "by eye", adding oil directly to the gas tank, the required proportion was not maintained, which led to increased engine wear - in addition, the owners of sidecars often saved money by using low-grade industrial oils or even working off. The use of high-grade oils for four-stroke engines also led to increased wear - the complex additives contained in them burned out when the fuel was ignited, quickly contaminating the combustion chamber with carbon deposits. The most suitable for use in the motorized sidecar engine was a special high-quality oil for two-stroke engines with a special set of additives, but it practically did not go to retail.

A multi-disc "wet" clutch and a four-speed gearbox were located in the same crankcase with the engine, and rotation to the input shaft of the gearbox was transmitted from the crankshaft by a short chain (the so-called motor transmission). Gear shifting was carried out by a lever that outwardly resembles a car, but the sequential gearshift mechanism dictated the "motorcycle" switching algorithm: the gears were engaged sequentially, one after the other, and neutral was located between the first and second gears. To engage the first gear from neutral, the lever with the clutch disengaged, it was necessary to move from the middle position forward and release, after which the transition to higher gears (shifting "up") was carried out by moving it from the middle position back (also with the clutch disengaged), and to the lower ( switching "down") - from the middle position forward, and after each switch, the lever released by the driver automatically returned to the middle position. Neutral was switched on when shifting from second gear "down", which was signaled by a special warning lamp on the instrument panel, and the next downshift included first gear.

There was no reverse gear in the motorcycle gearbox, as a result of which the stroller had a reverse gear combined with the main transmission - any of the four available gears could be used to move backward, with a decrease in the number of revolutions compared to the forward gear by 1.84 times - the reverse gear ratio reducer. The reverse gear was switched on with a separate lever. The main gear and differential had bevel spur gears, the gear ratio of the main gear was 2.08. The torque was transmitted from the gearbox to the main gear by a chain drive, and from the main gear to the drive wheels - by semi-axles with elastic rubber joints.

Suspension - front and rear torsion bar, double trailing arms in front and single - at the rear. Wheels - dimension 10 ", with collapsible disks, tires 5.0-10".

Brakes - drum drum on all wheels, hydraulic drive from a hand lever.

The steering is a rack and pinion type.

Exploitation

Such cars were popularly referred to as "disabled women" and were distributed (sometimes with partial or full payment) through social security agencies among people with disabilities of various categories. Motorized carriages were issued with social security for 5 years. After two years and six months of operation, the disabled person received free repair of the “disabled woman,” then used this vehicle for another two and a half years. As a result, he was obliged to pass the motorized carriage to the social security and get a new one.

Driving a motorized sidecar required a category "A" driver's license (motorcycles and scooters) with a special mark. Training for people with disabilities was organized by the social security authorities.

During the Soviet era, the components and assemblies of motorized carriages (power unit assembly, differential with reverse gear, steering elements, brakes, suspensions, body parts and others), due to their availability, ease of maintenance and sufficient reliability, were widely used for the "garage" production of microcars, tricycles, snowmobiles, mini-tractors, all-terrain vehicles on pneumatics and other equipment - descriptions of such homemade products were published in abundance in the magazine "Modelist-Constructor". Also, decommissioned motorized carriages were in some places transferred by social security bodies to the Houses of Pioneers and the Station of Young Technicians, where their units were used for the same purposes.

Assessment

In general, the S3D motorized carriage remained the same unsuccessful compromise between a full-fledged two-seater microcar and a "motorized prosthesis" as the previous model, and this contradiction was not only not resolved, but also significantly aggravated. Even the increased comfort of the closed body did not compensate for the very low dynamic characteristics, noise, high weight, high fuel consumption and, in general, the concept of a micro-car on motorcycle units that was outdated by the standards of the seventies.

Throughout the production of the stroller, there has been a gradual drift from this concept to the use of an ordinary passenger car of an especially small class adapted for driving a disabled person. At first, the disabled modifications of the Zaporozhtsev became widespread, and later the S3D was replaced by the disabled modification of the Oka, which was issued to disabled people before the monetization of benefits, in recent years - along with the "classic" VAZ models adapted for manual control.

Despite the unsightly appearance and obvious prestige, the stroller had a number of design solutions that were unusual for the Soviet car industry and quite progressive at that time: it is enough to note the transverse arrangement of the engine, independent suspension of all wheels, rack and pinion steering, cable clutch drive - all this in those years has not yet become generally accepted in the practice of world automotive industry, and appeared on "real" Soviet cars only in the eighties. Due to the absence of an engine in the front, the replacement of foot pedals with special handles and levers, as well as the design of the front axle with transverse torsion bars extended far forward (like the Zaporozhets), there was enough room in the cabin for the driver's legs fully extended, which was especially important for those with whom they could not bend or were paralyzed.

The passability on sand and broken country roads for disabled women was excellent - this was affected by its low weight, short wheelbase, independent suspension and good loading of the driving axle due to the chosen layout. Only on loose snow was permeability low (some craftsmen used widened rims - the service life of tires on such rims was greatly reduced, but the contact patch with the road increased significantly, permeability improved, and the ride smoothness slightly increased).

In operation and maintenance, motorized carriages were generally unpretentious. Thus, a two-stroke air-cooled engine easily started up in any frost, quickly warmed up and did not cause any problems during operation in winter, unlike water-cooled engines (in those years, personal cars were operated mainly “on water” due to the shortage and low operating qualities of existing antifreezes). A weak point in operation in the winter was a membrane fuel pump - condensate sometimes froze in it in the cold, due to which the engine stalled while driving, as well as a gasoline interior heater, which was quite capricious - a description of its possible malfunctions took about a quarter of "instructions for operation of S3D ”, although it provided all-weather operation of the stroller. Many components of the motorized carriage have earned a high appraisal from the operators and the amateur car manufacturers who used them in their designs due to the combination of simplicity and structural reliability.

In the 1990s, the Arctictrans association, together with the Serpukhov automobile plant, produced the Nara snow and swamp-going vehicle on the basis of S3D.

Serpukhovsky in 1970, to replace the S-ZAM motorized carriage, released the four-wheeled two-seater SMZ-SZD. Such cars were called "disabled" among the people due to their distribution through social security agencies among disabled people of different categories with full or partial payment.

Social security certificates were issued for motorized carriages for a period of five years. Free repair "invalid" was carried out after two and a half years of operation. The owner used the stroller for another two and a half years, after which he handed it back to the social security and received a new one. Not all disabled people who received such vehicles used them in the future.

Social welfare authorities provided training for people with disabilities to drive a stroller, which required a Category A driver's license.

History of creation

From 1952 to 1958, he produced the S-1L three-wheeled motorized car, which at the time of development was marked as SZL. It was replaced by the famous "Morgunovka" - a SZA model with a canvas top and an open body, featuring a four-wheel design.

SZA in many respects did not meet the requirements for cars of this type. This was the reason for the development of a new generation of cars, which began in the sixties, together with specialists from MZMA, NAMI and ZIL. The created prototype "Sputnik", which received the index SMZ-NAMI-086, was never put into mass production, and the automobile plant in Serpukhov continued the production of the four-wheeled "Morgunovka".

The design department of SMZ began to develop a new generation of motorized carriages only in the early seventies and launched the created car into mass production under the index SMZ-SZD.

The main units, assemblies and components of motorized carriages during the Soviet era were widely used for the hand-made manufacture of vehicles due to their ease of maintenance, availability and sufficient reliability. Descriptions and design features of such homemade products were published everywhere in the magazines "Technology of Youth" and "Modelist-Constructor". The Sobes authorities often transferred the decommissioned models to the Young Technician Stations and the Houses of Pioneers, where they were used for similar purposes and made it possible for the younger generation to study the automotive industry.

Specifications

The "disabled woman" car from the USSR was equipped with a rear-wheel drive, a two-seater saloon, a two-door coupe body, a three-spoke steering wheel with paddle shifters, and a rear engine. Despite the criteria typical for sports cars, the brainchild of a conscientious car industry looks very different. A photo of a "disabled woman" can drive you into a stupor, but such a miracle of design thought has been produced for 27 years. In the period from 1970 to 1997, over 223 thousand vehicles left the conveyors of the Serpukhov Automobile Plant.

The body of the sidecar was assembled from stamped components. With a length of 2825 millimeters, the "invalid" car had an impressive weight - 498 kilograms, which, for example, was quite a lot in comparison with the "Oka": a four-seater car weighed 620 kilograms.

Range of engines

For the first few years of serial production, the stroller was equipped with a single-cylinder 350-cc 12-horsepower engine, borrowed from the IZH-Planet 2 motorcycle. A little later, the "invalid" car from the USSR began to be equipped with a 14-horsepower engine from IZH-Planet 3. Considering the increased operational loads, the engineers decided to de-force the engines in order to increase their service life and elasticity. The power plant was supplemented by a forced air cooling system that drives air through the cylinders. The consumption of the combustible mixture in the compact "disabled woman" SZD was rather big: 7 liters of oil-gasoline mixture were consumed per 100 kilometers of run. The volume of the fuel tank was 18 liters, and such appetites did not anger the owners only due to the low cost of fuel in those years.

Chassis

Paired with the engine from the "invalid" was a four-speed manual transmission with a gear shifting algorithm characteristic of motorcycles: neutral was located between the first and second stages, and the gears were engaged sequentially. The car's reverse motion was carried out thanks to a reverse gear activated by a separate lever.

The suspension of the car "disabled woman" is independent, torsion-type, in front with a double-wishbone structure, at the rear with one lever. The 10-inch wheels are fitted with steel discs. The braking system is represented by drum mechanisms and a hydraulic drive connected to a hand lever.

The manufacturer indicated a maximum speed of 60 km / h, but in practice the motorized carriage could only be accelerated to 30-40 km / h. The motor from the motorcycle installed on the disabled person was mercilessly smoking and was too loud, thanks to which the motorized carriage could be heard a few minutes before it appeared in the field of view. It is difficult to call a comfortable trip in such a car, but it can still be found on the roads in villages and provincial cities.

The tiny car, the rumble of which could be heard in various parts of the country at the end of the last century, attracted a lot of attention and was nicknamed "the invalid". Despite the more than modest dimensions and unusual appearance, which is reflected in numerous photos, the "invalid" performed an important task, being a special vehicle designed for the movement of people with disabilities.

Perhaps it was this feature that became the reason that ordinary motorists did not have a proper understanding of the technical component of a motorized carriage. In this regard, ordinary citizens were greatly mistaken about the "disabled woman" car, which served as an excellent ground for the emergence of a large number of myths that run counter to existing facts.

Myth: SMZ-SZD is a modernized version of the "Morgunovka"

Most of the cars produced during the Soviet era had an evolutionary development: for example, the VAZ-2106 was transformed from the VAZ-2103, and the fortieth Moskvich was developed on the basis.

A significant difference between the third generation of the motorized carriage by the Serpukhov plant was that it was created, in fact, on the basis of a new engine from the Izhevsk machine-building plant, and received an all-metal closed body, despite the fact that at the first stages of the project, fiberglass was proposed as a material. In both the rear and front suspension, trailing arm torsion bars replace the classic springs.

Only the concept of a four-wheeled two-seater motorized carriage unites the "invalid" car with the previous model, but in all other respects the SMZ-SZD is a completely independent design.

Myth: for its time, the SMZ-SZD had a too primitive design.

For most car enthusiasts, the "invalid" was too poor and backward car. Both its technical component - a two-stroke single-cylinder engine, and its appearance with flat glass, a simple but functional exterior and a complete lack of interior as such (the latter, by the way, are reflected in numerous photos) - did not allow treating the motorized carriage as a modern vehicle. The car "disabled", however, in many constructive solutions and unique characteristics was quite progressive and, to some extent, an innovative vehicle.

By the standards of its time, the plane-parallel design used in the SMZ-SZD was very relevant. The car was equipped with independent suspension, a transverse engine, rack-and-pinion steering combined with independent front suspension, cable clutch, hydraulic braking system, automotive optics and 12-volt electrical equipment, which was quite good for a motorcycle.

Fact: Motorcycle engine power wasn't enough

Soviet motorists were very skeptical, and sometimes even completely negative about the motorized carriage, which significantly slows down the flow of cars.

The IZH-P2 engine, derated to 12 horsepower, was not enough for a car weighing almost 500 kilograms, which affected the dynamic performance of the car. For this reason, "invalids" for this reason, in the fall of 1971, began to be equipped with a more powerful version of the power unit, which received the IZH-P3 index. However, the installation of a 14-horsepower engine did not solve the problem: the updated motorized carriage was too loud, while remaining extremely slow. The maximum speed of the car with a ten-kilogram load and two passengers was only 55 km / h, and the acceleration dynamics was frankly bad. Unfortunately, the manufacturer did not consider the option of installing a more powerful engine on the disabled car.

Myth: a motorized carriage was issued to each disabled person for an unlimited period and free of charge.

The cost of SMZ-SZD at the end of the eighties was 1,100 rubles. Social security agencies distributed motorized carriages to people with disabilities, with both full and partial payment options offered. The car was issued free of charge only to the disabled of the first group: veterans of the Great Patriotic War, people who received a disability while serving in the Armed Forces or at work. Disabled people of the third group were offered a motorized carriage at a price of about 220 rubles, but they had to stand in line for five to seven years.

The conditions for issuing a car for a "disabled woman" assumed a five-year use and a one-time major overhaul two and a half years after the receipt of the transport. A disabled person could get a new copy only after the previous model was handed over to the Social Security authorities. But this is in theory, in practice it turned out that some disabled people could operate several cars in a row. There were cases when the received "invalid" was not exploited for all five years due to the lack of need for her, but people did not refuse such gifts from the state.

In the driver's license of a person with disabilities who drove a car before being disabled, all categories were crossed out and the mark "motorized carriage" was put. For disabled people who did not previously have a driver's license, special courses were organized to teach how to operate a motorized wheelchair. Upon completion of training, they were issued a special certificate of a special category, which allowed only a disabled person to drive a car. It should be noted that such vehicles were not stopped by the traffic police to check documents.

Both fact and myth: in winter, the operation of a motorized carriage was impossible

The lack of a heating system familiar to all motorists in the SMZ-SZD was explained by the installed motorcycle engine. Despite this, the vehicle was equipped with an autonomous gasoline heater, which was typical for cars equipped with air-cooled engines. The heater was quite capricious and demanding to maintain, but it allowed the car to warm up to an acceptable temperature.

The lack of a standard heating system was more an advantage of the "disabled women" than a disadvantage, since it saved the owners from the daily need to change water, since in the seventies of the last century, rare owners of Zhiguli used antifreeze, while all other vehicles used ordinary water that froze at low temperatures.

In theory, the car "disabled woman" was suitable for operation in the winter season much better than the same "Volga" or "Muscovites", since its engine was easy to start, but in practice it turned out that instantly freezing condensate formed inside the diaphragm fuel pump, due to which the engine refused to start and stalled on the move. For this reason, during the cold season, most people with disabilities did not operate the SMZ-SZD.

Fact: the stroller was the most massive model of the Serpukhov Automobile Plant

The pace of production at the automobile plant in Serpukhov in the seventies began to actively increase in order to improve quantitative indicators and overfulfill the plan, which at that time was very typical for all Soviet factories. For this reason, the plant quickly reached a new level with an annual production of more than ten thousand sidecars. During the peak period, which fell in the mid-seventies, more than 20 thousand "disabled women" were produced per year. Over the entire production period - from 1970 to 1997 - more than 230 thousand SMZ-SZD and its modification SMZ-SZE, designed for people who drove a car with one hand and one foot, left the assembly line of the Serpukhov Automobile Plant.

On the territory of the CIS countries, neither before nor after has not a single car for people with disabilities been produced in such quantities. A compact, unusual and rather funny machine from Serpukhov was able to give thousands of disabled people freedom of movement.

Perhaps, for this reason, ordinary motorists were not very aware of the technical intricacies of this "machine", and other nuances for many residents of the USSR remained "behind the scenes". That is why healthy citizens are often mistaken about the device, the real shortcomings and features of the operation of the "invalid". Today we will remember the facts and debunk the myths associated with the SMZ-S3D.

A bit of history

From 1952 to 1958, the S-1L three-wheeled motorized car, which received the designation S3L at the end of production, was produced in Serpukhov. Then the three-wheeled micro-car was replaced by the C3A model - the same famous "morgunovka" with an open body and a canvas top, which differed from its predecessor by the presence of four wheels.

Nevertheless, for a number of parameters, the C3A did not meet the requirements that were imposed on such cars - primarily due to the lack of a hard roof. That is why in the early sixties in Serpukhov they started designing a new generation car, and at the early stages specialists from NAMI, ZIL and MZMA joined the work. However, the conceptual prototype "Sputnik" with the index SMZ-NAMI-086 was never put into production, and the four-wheeled "Morgunovka" was still produced in Serpukhov.

Only at the end of the sixties, the department of the chief designer of SMZ began to work on a new generation of motorized carriages, which in 1970 entered the conveyor under the index SMZ-S3D.

This model was a deep modernization of the "Morgunovka"

In the USSR, many car models appeared in an evolutionary way - for example, it grew out of, and was created on the basis of the AZLK M-412.

However, the third generation of the Serpukhov motorcycle stroller was significantly different from the previous "microbes". Firstly, the impetus for the creation of the SMZ-S3D was a new motorcycle power unit IZH-P2 of the Izhevsk Machine-Building Plant, around which they began to "build" a new model. Secondly, the car finally received a closed body, which, in addition, was all-metal, although in the early stages fiberglass was also considered as a material for its manufacture. Finally, instead of springs in the rear suspension, as in the front, torsion bars with trailing arms were used.

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SMZ-S3D was a primitive design for its time

Most of the motorists of the Soviet era perceived the "invalid" as a wretched and backward technical product. Of course, a single-cylinder two-stroke engine, an extremely simplified but functional body design with flat glass, overhead door hinges and an almost absent interior did not allow the stroller to be treated as a modern and perfect product of the Soviet automobile industry. However, for a number of design solutions, the SMZ-S3D was a very progressive vehicle.

The transverse arrangement of the engine, independent suspension of all wheels, rack and pinion steering, clutch cable drive - it's all about the "invalid"!

In addition, the stroller received a hydraulic brake drive on all wheels, 12-volt electrical equipment and "car" optics.

The motorcycle engine was too weak for S3D

Soviet drivers disliked "disabled women" on the road, because a motorized carriage with a leisurely disabled person at the wheel slowed down even a stream of cars, which is rare by today's standards.

The dynamic performance of the SMZ-S3D turned out to be not outstanding, since the derated to 12 hp. the IZH-P2 engine for a 500-kg microcar turned out to be frankly weak. That is why in the fall of 1971 - that is, already a year and a half after the start of production of the new model - a more powerful version of the engine with the IZH-P3 index was installed on motorized carriages. But even 14 "horses" did not solve the problem - even a serviceable "invalid" was loud, but at the same time extremely slow-moving. With a driver and a passenger on board and 10 kilograms of "cargo", she was able to accelerate to only 55 km / h - and in addition she did it very slowly. Of course, in Soviet times, another tipsy owner of a Serpukhov car could boast that he was gaining all 70 kilometers on the speedometer, but ...

Alas, the manufacturer did not consider the options for installing a more powerful engine (for example, from IZH-PS).

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"Disabled" was given to any disabled person free of charge and forever

SMZ-S3D at the end of the eighties cost 1,100 rubles. Motorized carriages were distributed through social security agencies among disabled people of various categories, and the option of partial or even full payment was also provided. It was issued free of charge to the disabled of the first group - first of all, to veterans of the Great Patriotic War, pensioners, as well as to those who received disabilities at work or during service in the Armed Forces. Disabled persons of the third group could purchase it for about 20% of the cost (220 rubles), but for this they had to wait in line for about 5-7 years.

They gave out a motorized carriage for use for five years with one free overhaul two and a half years after the start of operation. Then the disabled person had to hand over the motorized carriage to the Social Security authorities, and after that he could apply for a new copy. In practice, some disabled people “rolled away” 2-3 cars! Often, the car received for free was not used at all or drove it only a couple of times a year, without experiencing a special need for a “disabled woman”, because in times of shortage, people with disabilities in the USSR never refused such “gifts” from the state.

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If the driver drove a car before the injury or illness of the legs, but his health condition did not allow him to continue to drive a regular car, all categories were crossed out in his license and the mark “motorized carriage” was put. Disabled people who did not previously have a driver's license completed special courses for driving a motorized sidecar, and they received a certificate of a separate category (not A, as for motorcycles, and not B, as for cars), which allowed driving exclusively by a “disabled woman”. In practice, traffic police officers practically did not stop such vehicles to check documents.

The Serpukhov motorized carriage combined paradoxical qualities - being a social phenomenon, it nevertheless acted as a full-fledged personal transport. Of course, adjusted for the fact that it was issued by the Social Security.

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In addition, the lack of a traditional cooling system was not a disadvantage, but an advantage of the machine, because the owners of sidecars were spared the painful daily procedure of filling and draining water. Indeed, in the seventies, rare lucky people who owned Zhiguli drove on the antifreeze familiar to us, and all other Soviet equipment used ordinary water as a coolant, which, as you know, froze in winter.

In addition, the "Planet's" engine was easy to start even in frost, therefore, potentially "disabled woman" was even better suited for operation in winter than Muscovites and Volga. But ... in practice, in frosty weather, condensate settled inside the diaphragm fuel pump, which immediately froze, after which the engine stalled on the move and refused to start. That is why most of the disabled (especially the elderly) in the frosty period preferred not to use their own transport.

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Neither before nor after on the territory of the CIS in such quantities not a single car was produced for people with disabilities. And thanks to a tiny and amusing typewriter from Serpukhov, hundreds of thousands of Soviet and Russian invalids gained one of the most important freedoms - the ability to move.

At the end of the last century, the characteristic rattling of this unusual vehicle could be heard in the most remote corners of the vast country. “Disabled woman” is just such a nickname that literally stuck to the motorcycle stroller produced by the Serpukhov Motozavod. Boys of about ten years of age liked the tiny car very much, because in terms of physical dimensions it seemed to them almost an ideal children's car. However, the SMZ-S3D, despite its modest size and unassuming appearance, performed a much more important task, being a vehicle for the movement of people with disabilities.

Perhaps for this reason, ordinary motorists were not very aware of the technical intricacies of this "machine", and other nuances for many inhabitants of the USSR remained "behind the scenes." That is why healthy citizens are often mistaken about the device, the real shortcomings and features of the operation of the "invalid". Today we will remember the facts and debunk the myths associated with the SMZ-S3D.

A bit of history

From 1952 to 1958, the S-1L three-wheeled motorized car, which received the designation S3L at the end of production, was produced in Serpukhov. Then the three-wheeled micro-car was replaced by the C3A model - the same famous "Morgunovka" with an open body and a canvas top, which differed from its predecessor by the presence of four wheels.

In the photo: SZD-S3A - the famous "Morgunovka"

Nevertheless, for a number of parameters, the C3A did not meet the requirements that were imposed on such cars - primarily due to the lack of a hard roof. That is why in the early sixties in Serpukhov they started designing a new generation car, and at the early stages specialists from NAMI, ZIL and MZMA joined in the work. However, the conceptual prototype "Sputnik" with the index SMZ-NAMI-086 was never put into production, and the four-wheeled "morgunovka" was still produced in Serpukhov. Only at the end of the sixties, the department of the chief designer of SMZ began to work on a new generation of motorized carriages, which in 1970 it was put on the conveyor under the index SMZ-S3D.

THIS MODEL WAS A DEEP MODERNIZATION OF MORGUNOVKA. Mif

In the USSR, many car models appeared in an evolutionary way - for example, the VAZ "six" grew out of the VAZ-2103, and the "fortieth" Moskvich was created on the basis of the AZLK M-412.

However, the third generation of the Serpukhov motorcycle stroller was significantly different from the previous "microbes". Firstly, the impetus for the creation of the SMZ-S3D was a new motorcycle power unit IZH-P2 of the Izhevsk Machine-Building Plant, around which they began to "build" a new model. Secondly, the car finally received a closed body, which, in addition, was all-metal, although in the early stages fiberglass was also considered as a material for its manufacture. Finally, instead of springs in the rear suspension, as in the front, torsion bars with trailing arms were used.

In terms of dimensions, the SMZ-S3D was inferior to any Soviet car. But at the same time, the body length exceeded the dimensions of the Smart City Coupe by 30 cm!

SMZ-S3D WAS A PRIMITIVE STRUCTURE FOR ITS TIME. Myth

Most of the motorists of the Soviet era perceived the "invalid" as a wretched and backward technical product. Of course, a single-cylinder two-stroke engine, an extremely simplified but functional body design with flat glass, overhead door hinges and an almost absent interior did not allow the stroller to be treated as a modern and perfect product of the Soviet automobile industry. However, for a number of design solutions, the SMZ-S3D was a very progressive vehicle.

Plane-parallel design was very relevant by the standards of its time

CROSS-POSITIONING OF THE ENGINE, INDEPENDENT SUSPENSION OF ALL WHEELS, RACK AND RACK STEERING, CABLE CLUTCH DRIVE - IT'S ALL ABOUT THE DISABLED!

Independent front suspension has been combined with rack and pinion steering into a single unit

In addition, the stroller received a hydraulic brake drive on all wheels, 12-volt electrical equipment and "car" optics.

THE MOTORCYCLE ENGINE TURNED TOO WEAK FOR S3D. truth

Soviet drivers disliked "disabled women" on the road, because a motorized carriage with a leisurely disabled person at the wheel slowed down even a stream of cars, which is rare by today's standards.

The dynamic performance of the SMZ-S3D turned out to be not outstanding, since the derated to 12 hp. the IZH-P2 engine for a 500-kg microcar turned out to be frankly weak. That is why in the fall of 1971 - that is, already a year and a half after the start of production of the new model - a more powerful version of the engine with the IZH-P3 index was installed on motorized carriages. But even 14 "horses" did not solve the problem - even a serviceable "invalid" was loud, but at the same time extremely slow-moving. With a driver and a passenger on board and 10 kilograms of "cargo", she was able to accelerate to only 55 km / h - and in addition she did it very slowly. Of course, in Soviet times, another tipsy owner of a Serpukhov car could boast that he was gaining all 70 kilometers on the speedometer, but ...

Alas, THE MANUFACTURER WAS NOT CONSIDERED OPTIONS FOR INSTALLING A MORE POWERFUL ENGINE (FOR EXAMPLE, FROM IZH-PS).

"DISABLED" WAS GIVEN TO ANY DISABLED FOR FREE AND FOREVER. Myth

SMZ-S3D at the end of the eighties cost 1,100 rubles. Motorized carriages were distributed through social security agencies among disabled people of various categories, and the option of partial or even full payment was also provided. It was issued free of charge to the disabled of the first group - first of all, to veterans of the Great Patriotic War, pensioners, as well as to those who received disabilities at work or during service in the Armed Forces. Disabled persons of the third group could purchase it for about 20% of the cost (220 rubles), but for this they had to wait in line for about 5-7 years.

Early modifications used round "UAZ" lights, while later used larger optics from trucks and agricultural machinery

They gave out a motorized carriage for use for five years with one free overhaul two and a half years after the start of operation. Then the disabled person had to hand over the motorized carriage to the Social Security authorities, and after that he could apply for a new copy. In practice, some disabled people “rolled away” 2-3 cars! Often, the car received for free was not used at all or drove it only a couple of times a year, without experiencing a special need for a “disabled woman”, because in times of shortage, people with disabilities in the USSR never refused such “gifts” from the state.

If the driver drove a car before the injury or illness of the legs, but his health condition did not allow him to continue to drive a regular car, all categories were crossed out in his license and the mark “motorized carriage” was put. Disabled people who did not previously have a driver's license completed special courses for driving a motorized sidecar, and they received a certificate of a separate category (not A, as for motorcycles, and not B, as for cars), which allowed driving exclusively by a “disabled woman”. In practice, traffic police officers practically did not stop such vehicles to check documents.

Management was carried out by a whole system of levers. Gear Shifting - Sequential

THE SERPUKHOV MOTO WHEELS COMBINED IN ITSELF PARADOXIC QUALITIES - BEING A SOCIAL PHENOMENON, IT WAS NOW LESS THAN A FULL PERSONAL TRANSPORTATION. OF COURSE WITH THE CORRECTION TO WHAT THE COUNTRY GIVEN IT.

IN WINTER, IT WAS IMPOSSIBLE TO RIDE ON THE MOTORCALL Both myth and truth

SMZ-S3D was equipped with a motorcycle engine. As you know, it did not have a liquid cooling system, so the “stove” familiar to ordinary cars was absent in the motorized carriage. However, as in the Zaporozhets, which had air-cooled motors, the designers provided for an autonomous gasoline heater for driving in the cold season. It was quite capricious, but it allowed creating an acceptable air temperature in the disabled woman's cabin - at least positive.

In addition, the lack of a traditional cooling system was not a disadvantage, but an advantage of the machine, because the owners of sidecars were spared the painful daily procedure of filling and draining water. Indeed, in the seventies, rare lucky people who owned Zhiguli drove on the antifreeze familiar to us, and all other Soviet equipment used ordinary water as a coolant, which, as you know, froze in winter.

In addition, the "Planet's" engine was easy to start even in frost, therefore, potentially "disabled woman" was even better suited for operation in winter than Muscovites and Volga. But ... in practice, in frosty weather, condensate settled inside the diaphragm fuel pump, which immediately froze, after which the engine stalled on the move and refused to start. That is why most of the disabled (especially the elderly) in the frosty period preferred not to use their own transport.

S3D WAS THE MOST MASS PRODUCT OF THE SERPUKHOV MOTO PLANT. truth

As in other Soviet factories, in the seventies in Serpukhov, production rates were increased, quantitative indicators were improved and the plan was overfulfilled. That is why the plant soon reached a new level for itself, producing over 10,000 sidecars annually, and during peak periods (mid-seventies) more than 20,000 disabled women were produced per year! In total, over 27 years of production, from 1970 to 1997, about 230 thousand SMZ-S3D and SMZ-S3E were produced (modification for one-handed and one-leg control).

Neither before nor after on the territory of the CIS in such quantities not a single car was produced for people with disabilities. And thanks to a tiny and amusing typewriter from Serpukhov, hundreds of thousands of Soviet and Russian invalids gained one of the most important freedoms - the ability to move.