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 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 being 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 AZLK M-412.

However, the third generation of the Serpukhov motorized carriage 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 a practically 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, cable clutch 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 the 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 it was deformed 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 a new model - a more powerful version of the engine with the IZH-P3 index began to be 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 drunken 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 disabled persons of the first group - first of all, veterans of the Great Patriotic War, pensioners, as well as those who received disabilities at work or while serving in the Armed Forces. Disabled people of the third group could purchase it for about 20% of the cost (220 rubles), but for this it was necessary 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 they drove it only a couple of times a year, without experiencing a special need for a "disabled woman", because in times of shortage such "gifts" from the state were never given up by people with disabilities in the USSR.

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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 was marked as “motorized carriage”. Disabled people who did not previously have a driver's license completed special courses for driving a motorized stroller, 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 could easily start even in frosty weather, therefore, the "disabled woman" was potentially even better suited for operation in the winter than Muscovites and the Volga. But ... in practice, in a frosty season, 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) preferred not to use their own transport during the frosty period.

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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.

SMZ SZD-Disabled

Car history

Purchased in 2015.

S-3D (es-tri-de) is 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.

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) under the Moscow Economic Council, and in accordance with the wishes of the customer, represented by the Serpukhov Plant, the future car was initially 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 of the external 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 should have not only greatly improve comfort, but also 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.

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 with a four-seater "Trabant" with its partial plastic body (620 kg), and even all-metal "Oka" (620 kg) and "humpback" "Zaporozhets" ZAZ-965 (640 kg).

Motorcycle engine - motorcycle type, single-cylinder, two-stroke carburetor, model "Izh-Planeta-2", later - "Izh-Planeta-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. with. Another important difference was the presence of a forced air cooling system in the form of a "blower" with a centrifugal fan, which drives air through the fins of the cylinder.

For a rather heavy design, 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. The 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, however, 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 motorized carriage had a reverse gear combined with the main gear - any of the four available gears could be used to move backward, with a decrease in the number of revolutions in comparison with 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 hinges.

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.

Such cars were popularly called “disabled women” and were distributed (sometimes with partial or full payment) through social security agencies among disabled people 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 hand over the motorized carriage to the social security and get a new one.

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

During the Soviet era, the components and assemblies of motorized carriages (power unit assembled, 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 in some places were 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.

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 were 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 unprepossessing appearance and obvious prestige, the stroller had a number of design solutions that were unusual for the Soviet automobile 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 in 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 drive 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 increased slightly).

In operation and maintenance, the 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 the 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 ensured all-weather operation of the stroller. Many components of the motorized carriage have earned a high appraisal of the operators and the amateur car manufacturers who used them in their designs due to the combination of simplicity and structural reliability.

Manufacturer: Serpukhov plant.
Years of production: 1970-1997.
Class: motorized carriage (heavy quadricycle).
Body type: 2-door coupe (2-seater).
Layout: rear-engine, rear-wheel drive.
Engines: Izh-Planet-2, Izh-Planet-3.
Length, width, height, mm: 2825, 1380, 1300.
Clearance, mm: 170-180.
Wheelbase, mm: 1700.
Front / rear track: 1114/1114.
Weight, kg: 498 (unloaded, in running order).

It was the idea of creating a car for the disabled, 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 creating the first invalid car appeared only in 1950, when Nikolai Yushmanov (he 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 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, which 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. with. Gorky residents "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 checkpoint in size larger than the motor :) The car was successfully prepared for serial production. In a literal sense, this car was brought to Serpukhov on a silver platter, where, according to 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 transfer 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 the SMZ S-1L.

The chosen three-wheel 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 load-bearing base. Sheathed the frame with steel sheets, we received the necessary closed volume for the driver, passenger, engine and controls. Under the ingenious 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, with wishbones. Each wheel was "served" by one spring and one friction shock absorber. O

ba brakes and main, and parking - were manual. The rear wheels, of course, became the leading ones. The electric starter was considered a luxury, the engine was started with 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 structure, 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, albeit of the simplest, but a car.

Specifications

Dimensions, mm
length x width x height	2650x1388x1330
base	1600
Body	phaeton
Layout
engine	behind
driving wheels	rear
Maximum speed, km / h	30
Engine	"Moscow-M1A", carburetor.two-stroke
number of cylinders	1
working volume	123 cm 3
power, hp / kW	4 / 2.9 at 4500 rpm
Transmission	mechanical three-stage
Pendants
front	spring
back	independent, spring
Brakes	mechanical
in front	No
behind	drum
Electrical equipment	6 in
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 in order to "Provide the motherland with disabled women, BLEAT!" I apologize, I could not help but insert the last word, but it accurately describes my attitude to this kind of stupid slogans (I respect the USSR and even love all sorts of slogans, but these are really infuriating).

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 WGC were aimed only at improving the already created design. No experiments were carried out with the aim of getting 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 the "throttle". On the left side of the steering wheel was the clutch lever, the headlight switch and the signal button. In the front 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 S-1L, only 4-wheel with a front torsion bar suspension and a simple round (not a concept car) steering wheel.

The hopes pinned by hundreds of thousands of post-war disabled people 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 second generation "invalid woman" - 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. The Irbit motorcycle engine (obviously, the M-52 version) with a working volume of 489 cm3 developed a power of 13.5 liters. with. In addition to the two-cylinder engine, this model 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 “correcting mistakes” could have taken a completely different path, because there was also an alternative Gorky project of a wheelchair for a wheelchair. It all began in 1955, when a group of veterans from Kharkov, on the eve of the 10th anniversary of the 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 the GAZ-18, would not be mastered anyway, he did not limit his imagination in any way. 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. with. 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 showed 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 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 brought to naught 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 stamped metal panels, the fabric top was folded, which, by the way, in combination with two doors, allows the body of the motorcycle to be classified as a "roadster". That is, in fact, the whole car.

The car, started with the aim of improving the previous model, getting rid of its design from 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; there were rubber bushings for axle shafts and a more advanced muffler. Such a stroller received the SMZ S-ZAM index and was subsequently produced without changes, since since 1965 at the plant and at 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" ... The versions with hydraulic shock absorbers SMZ S-ZAM and the SMZ S-ZB adapted for one-hand 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 trivial 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 microcar with a closed body, developed by the designers of NAMI, ZIL and AZLK, did not go into series.

A well-known fact, but still ..

- "WHERE IS THIS FUCK DISABLED ?!"
- "Do not be noisy! I am disabled!"

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.

By the way, why do Soviet disabled people need a convertible? Sip on the sweet life in the summer and freeze everything in the winter in the absence of a stove?

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 large legroom

The production of SMZ-SZD began in July 1970 and lasted for over a quarter of a century. The last motorized carriage rolled off 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 1971, a modification of the SMZ-SZE has been produced in small batches, equipped to operate with one hand and one leg. Motorcycle carriages with an open top produced 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 not aimed 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". On July 1, 1970, the Serpukhov Motorcycle Plant began mass production of the third generation SZD sidecars. The design, dictated by the economy rather than ergonomics, had a number of drawbacks. The nearly 500-pound stroller was heavy for its powertrain.

A year and a half after the start of production, on 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 has grown by a liter, and the operating fuel consumption has increased 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 to 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 the 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, the components and assemblies of motorized carriages, due to their availability, cheapness and reliability, were widely used for the "garage" manufacture of microcars, tricycles, walk-behind tractors, 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 the S-1L in any condition!

sources
http://smotra.ru/users/m5sergey/blog/124114/
http://auction.retrobazar.com/
http://scalehobby.org/
http://aebox.biz/

And I will remind you of past posts from the series "Soviet auto industry": and The original article is on the site InfoGlaz.rf The link to the article this copy was made from is

Among the cars there are examples that embody the history of society. One of these machines is the SZD motorized carriage as an intermediate link between a motorcycle and a full-fledged car.

Today, the SZD motorcycle stroller can only be exhibited at the show of retro cars. This vehicle was produced from 1970 to 1997. - almost 30 years. For disabled people of the Soviet era, this motorized carriage was an irreplaceable means of transportation, moreover, it was issued by the state for free. A person could use it for 2.5 years, then major repairs were carried out, and also free of charge. The repaired SZD motorized carriage was returned to the disabled person, and he could ride it for another 2.5 years. It was believed that after 5 years the motor resource was completely consumed, the vehicle had to be returned to the social security authorities. After that, the disabled person was given a new SZD motorized carriage. Thanks to this transport, people with injuries of the lower extremities could lead a full life, move wherever they please and feel quite comfortable not only in city traffic, but also on unpaved country roads. It was essentially an ATV with an attached body. The designers achieved that the legs of a person in a motorized carriage could be fully extended, and the movement could be controlled by hands. For those people whose legs did not bend, transport has become a real godsend.

After World War II, yesterday's legless fighters, who had orders and medals, moved on homemade carts, looking at people from the bottom up. The ability to be on the same level with healthy people was the best means of social rehabilitation.

Why a motorized stroller?

The designers of the Soviet period wanted to create a simple and trouble-free little car for rural residents, but the state allocated funds to support the disabled. The transport was supposed to be produced at GAZ, but the plant was overloaded with the production of trucks, and the order was transferred to Serpukhov. The plant there had a much more modest technical base, as a result of which the SZD motorized carriage was significantly simplified and adapted to local capabilities. The result was a compromise between a real passenger car and a good prosthesis: advantages and disadvantages were present in equal measure.

For the sake of fairness, it must be said that the parts of motorized carriages were in great demand, from which other equipment was made in the garages of the Kulibins: all-terrain vehicles, tiny tractors, snowmobiles, motor cars of our own design and other models. In the Soviet magazine Modelist-Constructor, people shared their technical solutions on this topic. Boys in the Houses of Pioneers and circles of young technicians eagerly made various moving homemade products, the parts for which were all the same decommissioned motorized carriages.

On a string to the world

They did not invent anything especially for motorized carriages, but took a ready-made one and modified it. So, the engine of the SZD motorcycle stroller is motorcycle, from "IZH-Planet", the drive is rear. The steering is rack and pinion, the suspension of all wheels is independent torsion bar, the body is load-bearing, the brakes of all four wheels are hydraulic. The front suspension was "written off" from the "Beetle", it was invented by Ferdinand Porsche himself.

The motorcycle engine has become derated. It was equipped with forced air cooling, an additional electric starter was added, and a Muscovite generator was installed nearby. The fuel tank was positioned lower than on the motorcycle, and an additional fuel pump was installed, which was used on boats. All this led to the fact that the engine was not afraid of any frost, the start took place in one touch.

The fuel for the engine was a mixture of gasoline and oil in a ratio of 20: 1, and people managed to add working off to low-octane gasoline. The stroller was still driving, but the engine's service life was shrinking. A motor of 10 horsepower "ate" 5 liters of fuel per 100 km.

The transmission is mechanical 4-speed, there is no reverse gear. Instead of a reverse gear, a gearbox or reverse was installed, so the stroller could go back in any gear. There was also a petrol heater with a separate petrol tank.

Control levers

They are truly unique, a person could do with his hands what everyone else uses 4 limbs for. In addition to the levers we were used to, the SZD wheelchair for disabled also had the following:

Brake lever.
Reverse.
Kick starter.
Clutches.
Accelerator (gas).

Riding a motorized carriage was not very comfortable.

The little car "sneezed", cracked, was poorly heated, thundered and could reach a speed of no more than 55 km / h. There could be only one passenger, but still people were protected from snow, bad weather and off-road conditions. The length of the stroller is a little more than 2.5 meters, and the weight is about half a ton. In the unforgettable "Operation" Y "" actor Morgunov easily moves the car, the same thing could be repeated by any person. With the light hand of a wonderful actor, the little car got the popular name "Morgunovka".

Innovative technical solutions

The technical characteristics of the SZD motorized carriage were far ahead of their time. So, each wheel had an independent suspension. This design appeared on Soviet cars only 20 years later. This scheme is better known under the name "MacPherson pendant", it is also "swinging candle". Each wheel has a shock absorber, so the stroller was not afraid of loose soil, sand, stones, or shallow pits. The stroller was an ideal vehicle for driving on rough roads and off-road.

The rack and pinion type of steering was also first installed on a motorized carriage. This type gives a high stiffness. Simply put, rack and pinion steering is easy to turn the wheels in a critical situation, it is safe and simple. After the end of the turn, the steering wheel automatically returns to its original position, and backlash never occurs.

The clutch cable drive is another technical simplification. No power steering or oil is required, just one cable - and the clutch discs are divorced, the transmission of torque from the engine to the wheels is stopped.

Electrical diagram

It included 42 elements that provided all the functions necessary for the car. The electrical circuit of the SZD motorized carriage had the following main components:

Accumulator battery.
Generator.
Lights and stop lights.
Relay switches.
Control lamps.
Headlights and sidelights.
Wiper.
Fuse box.

There was even such a luxury as an engine compartment lamp. There was a control lamp - a neutral position indicator, a plug socket, a fuse box, and a lamp in the passenger compartment. The dashboard is a minimalist's dream: speedometer, ammeter and fuel level indicator. The engine could be started both with a key and with a kickstarter lever. At a time when half of the cars started up with a “crooked starter” in any weather, the ability to start the engine from the passenger compartment was unprecedentedly comfortable.

Is it possible to buy a motorized stroller today?

A real rarity - this is how the SZD motorized carriage is called today. Avito, for example, offers options both in Moscow and in other regions of Russia. In the capital, "Morgunovka" costs about half a million rubles, however, it has undergone a complete restoration, and this is a collector's item. Ordinary motorized carriages in varying degrees of safety, with and without documents, are sold at prices ranging from 6,000 to 25,000 rubles.

They buy a motorized carriage today not so much for utilitarian purposes as as a materialized memory of a warm, but forever bygone time.

1992 S-3D 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

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).

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 called "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 hand over 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. Education for people with disabilities was organized by the social security authorities.

Grade

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.

Izh engine from a motorized carriage disabled woman smz szd. "Disabled" car: years of car production, technical characteristics, device, power and features of operation. Myth: SMZ-SZD is a modernized version of the "Morgunovka"