SMZ SZD-Invalidka
Car history
Purchased in 2015.
S-3D (es-tri-de) - 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 C3A motorized carriage 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 capability 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 was 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.
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 the 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 a 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 gearbox input shaft 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 stroller had a reverse gear combined with the main gear - any of the available four 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.
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 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 the social security authorities 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 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 disks was greatly reduced, but the contact patch with the road increased significantly, permeability improved, and the ride smoothness increased slightly).
In operation and maintenance, motorized carriages were generally unpretentious. Thus, a two-stroke air-cooled engine easily started up in any frost, warmed up quickly 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, which caused the engine to stall 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 of the operators and the amateur car manufacturers who used them in their designs due to the combination of simplicity and constructive 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).
1994 motorized carriage "Invalidka" S-3D 0.8 l / 33 hp - new, mileage - 160 km
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 C3A motorized carriage 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 capability 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 was 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 was less than 3 meters long, 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, 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 the 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 a 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 gearbox input shaft 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 stroller had a reverse gear combined with the main gear - any of the available four 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 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.
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 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 the social security authorities to the Houses of Pioneers and the Station of Young Technicians, where their units were used for the same purposes.
GRADE
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 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 disks was greatly reduced, but the contact patch with the road increased significantly, permeability improved, and the ride smoothness increased slightly).
In operation and maintenance, motorized carriages were generally unpretentious. Thus, a two-stroke air-cooled engine easily started up in any frost, warmed up quickly 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, which caused the engine to stall 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 of the operators and the amateur car manufacturers who used them in their designs due to the combination of simplicity and constructive reliability.
It was the idea of creating 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 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, there was the letter M - from "Molotov Plant").
The closed all-metal body, stylistically reminiscent of "Victory", looked a little 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 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 unable to produce anything more complicated than motorized sidecars. And there were not enough workers, and those that were, were, to put it mildly, not the best spill, and there was no equipment. Nevertheless, the proposals to transfer 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 the SMZ S-1L.
The chosen three-wheel scheme allowed the use of extremely simple motorcycle steering, and at the same time saves on wheels. A welded space frame made of pipes was proposed as a load-bearing base. Sheathed the frame with steel sheets, they 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, with wishbones. Each wheel was "served" by one spring and one friction shock absorber. O
ba brakes and main, and parking - 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. The 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 they really enrage).
Since the SMZ-S1L at first was 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 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 a clutch lever, a headlamp switch and a 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 slow down, 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. An 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 task 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-wheeler" also 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 bodies 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, 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, 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 glasses 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 stroller received the SMZ S-ZAM index and was subsequently produced unchanged, 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" ... Versions with hydraulic shock absorbers SMZ S-ZAM and 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 reached 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 the 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? Take a sip of 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 more than 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. In total, 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 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". On July 1, 1970 at the Serpukhov Motorcycle Plant, the serial production of the third generation SZD sidecars began. 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 engine IZH-PZ, 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 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/
It was the idea of creating 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 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, there was the letter M - from "Molotov Plant").
The closed all-metal body, stylistically reminiscent of "Victory", looked a little 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 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 unable to produce anything more complicated than motorized sidecars. And there were not enough workers, and those that were, were, to put it mildly, not the best spill, and there was no equipment. Nevertheless, the proposals to transfer 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 the SMZ S-1L. 
The chosen three-wheel scheme allowed the use of extremely simple motorcycle steering, and at the same time saves on wheels. A welded space frame made of pipes was proposed as a load-bearing base. Sheathed the frame with steel sheets, they 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, with 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. The 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
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; back-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 at first was 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 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 a clutch lever, a headlamp switch and a 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 slow down, 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. An 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 task 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-wheeler" also 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 two-stroke "rattler" Izh-49 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 bodies 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, 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, 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 glasses 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 stroller received the SMZ S-ZAM index and was subsequently produced unchanged, 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" ... Versions with hydraulic shock absorbers SMZ S-ZAM and 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 reached 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 the 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 large legroom 
The production of SMZ-SZD began in July 1970 and lasted for more than 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. In total, 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 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". On July 1, 1970 at the Serpukhov Motorcycle Plant, the serial production of the third generation SZD sidecars began. 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 engine IZH-PZ, 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 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!
I was born in 1944, and almost from the first year of my life I was haunted by the sound - the ominous growl of bearings rolling on the asphalt. This sound accompanied the movement of legless invalids returning from the war on small wooden carts ...
And there were a lot of them at that time - according to current estimates, over three million. Most of yesterday’s order-bearers disappeared into the vast expanses of our country, but many settled in cities, including the capital of our Motherland. And their only vehicle at that time was a ball-bearing trolley made of planks, equipped with a pair of rough, iron-like pieces of wood, which disabled people, pushing off the road, set it in motion ...
The first motorized three-wheeled wheelchair "Kievlyanin", made on the basis of a 98-cc motorcycle
with the same name, resembled a two-seater sofa, to which the front of a motorcycle was attached. True, instead of a motorcycle steering wheel, the tricycle driver used a long lever. The speed of such a hybrid, not protected by anything from an unpredictable external environment, did not exceed 30 km / h.
The next, more comfortable stroller, called S1L, was designed at the Central Design Bureau for Motorcycle Building. The serial production of this vehicle was launched at the Serpukhov Motorcycle Plant (SMZ). 
A small historical background. SMZ began its activities in 1939. At first, domestic motorcycles such as MLZ and J18 were produced on it in small series, and during the war they organized the repair of German captured motorcycles and the assembly of those that entered the country under Lend-Lease - American Indian and Harley.
The two-seater three-wheeled motorized carriage S1L was strikingly different from the "Kievlyanin" - it had a metal body with a pair of doors and a folding canvas awning that protected the crew from bad weather.
The body frame of the sidecar was welded from thin-walled pipes, on which steel panels were hung. Rear suspension - independent, spring, wishbone. Wheels - with tires measuring 4.50 - 9.
The engine is a motorcycle, two-stroke, with a working volume of 125 cm3 and a capacity of ... 4 liters. with. - this was barely enough to accelerate a car weighing 275 kg to a speed of 30 km / h. And it was almost impossible to drive a three-wheeled car on a dirt road with two beaten tracks. And the stability of the stroller - especially when cornering - left much to be desired. The lighting was also unimportant - just one 6-volt headlight.
In 1956, the tricycle was modernized - an IZH-49 two-stroke engine with a working volume of 350 cm3 and a power of 7.5 hp was installed on it, which allowed the machine, called the SZL, to develop a "breakneck" speed of 55 km / h.
In 1957, in the design department of SMZ, together with US, they developed a more modern motorized carriage SZA - it was launched into series in 1958.
The new car was made four-wheeled, with tires measuring 5.0 - 10 and with a torsion bar suspension of the front wheels - the same as that of a Volkswagen car. Elastic suspension elements - plate torsion bars - were located in transversely located cylindrical bodies welded to the longitudinal tubular frame spars. The levers of the independent spring suspension of the rear wheels with friction shock absorbers were also attached to them.
The power unit - an IZH-49 two-stroke motorcycle engine in a block with a four-speed gearbox - was located in the rear of the body. The motor was equipped with a forced air cooling system consisting of a centrifugal fan and a metal casing. The engine was started using an electric starter, but the engine could also be started manually, using the starter lever installed in the cabin.
By the way, the SZA two-stroke engine consumed not gasoline, but a fuel mixture consisting of gasoline with an octane rating of 72 and AS-8 oil in a ratio of 20: 1, which created additional difficulties - at that time it was not easy to buy gasoline, but getting oil is even more difficult. 
The final drive housing containing the bevel gear differential and reverse (reverse gear) was installed under the engine. The torque from the motor to the main gear was transmitted by a sleeve-roller chain - a transmission of this type provided four gears for both forward and reverse. However, the drivers used, as a rule, only the first speed for reversing.
The wheelchair brake was manual, with a mechanical drive to the rear wheels.
The curb weight of the stroller was 425 kg, which was too much for a ten-horsepower motor, so the maximum speed of the car was only 60 km / h. Despite the low power, the engine consumed about 5 l / 100 km.
When creating a motorized carriage, it was assumed that the cost of specialized wheelchair vehicles, which social services distributed among disabled people free of charge, would be small, however, production with a predominance of manual labor, as well as the use of a large number of expensive chrome-steel pipes for the body frame made the cost of this vehicle higher than that of produced in the same period "Moskvich-407".
Since 1968, SMZ began to produce a modernized motorized stroller, called SZA-M. The car was equipped with a more efficient muffler, hydraulic telescopic shock absorbers, rubber joints for the axle shafts and other, less significant innovations.
For the sake of fairness, it should be noted that the SZA utilitarian stroller contained in its design a number of elements used in our country for the first time - they appeared in the "big" car industry only years later. In particular, a rack and pinion gear was used for the first time in the steering system - the next domestic car equipped with this mechanism was the VAZ-2108, which was launched into series in 1984.
It is worth mentioning the independent rear suspension on trailing arms - at that time almost all cars were equipped with a continuous rear beam, and the independent suspension was only in the "humped" Zaporozhets ZAZ-965.
And, of course, the clutch cable drive, which is now equipped with almost all cars. However, it was forced to appear on a motorcycle stroller, since a motorcycle engine is designed specifically for such a drive.
The design of the SZA made a very positive impression - the rounded front end, the embossed fenders of the front wheels with the headlights attached to them - all this created the impression of a miniature but proportionate little car in retro style. However, in our country, for some reason, they do not like to use the accumulated experience, and they begin to design every new car from scratch. This is how the brilliant Pobeda brand disappeared into oblivion, and this is how the look of the Niva disappeared into dozens of foreign SUVs. And that is exactly how, instead of the "warm and fluffy" baby SZA, another SZD wheelchair appeared as if hammered out of planks.
Preparations for the production of a new motorized stroller began in April 1967, and it was launched in 1970. Designers and production workers intended to get rid of a number of shortcomings inherent in SZD with the release of SZD. So, unlike its predecessors, the new little car had an all-metal body, however, the weight of the car, compared to the SZA, which had a metal frame-type body, did not decrease, but increased by as much as 70 kilograms!
The trunk was tiny - it housed the spare wheel and heater, and there was practically no room for luggage. That is why many owners equipped their motorized carriages with homemade roof racks, which was not provided for by the design of the car.
However, the SZD also had many advantages. So, a closed all-metal body, equipped, although very gluttonous, but effective gasoline heater, made it possible to use a motorcycle stroller at any time of the year. The maximum speed has increased - by as much as 5 km / h! Unlike SZA, not only the rear, but also the front wheels were equipped with brakes, while the brake drive was made hydraulic.
The car's interior, to the surprise of the owners, turned out to be more spacious than that of its predecessors. The 12-horsepower IZH-P2 engine (hereinafter referred to as the 14-horsepower IZH-PZ) accelerated the car to 55 km / h (it should be noted that the motorcycle versions of these engines were more powerful - 15.5 and 18 hp, respectively, well and modifications of engines for sidecars were derated to increase their resource).
The carburetor is of the K-36E type, which is rather primitive by today's standards (later it was replaced by the more advanced K-62).
The muffler is welded, non-separable, with a pair of small diameter exhaust pipes, which looked very funny. The engine cooling system is air, forced. The clutch is of a motorcycle type: multi-disc, in an oil bath. The gearbox (as well as the clutch mechanism) was located in the same block with the engine; shifting algorithm: moving the lever forward from neutral - first gear; from neutral by successive movements back - respectively, the second, third and fourth. 
The main gear mechanism was a spur gear reducer with a gear ratio of 2.08. The differential is assembled from two bevel gears and a pair of satellite gears. Reverse gear (reverse gear) is formed by three cylindrical gears with a gear ratio of 1.84.
The electrical equipment of the machine was designed for a nominal voltage of 12 V, a generator of the G-108-M type - automobile, direct current, with a power of 250 W. The electric equipment of the sidecar also included headlights, sidelights, front and rear direction indicator lights, a rear license plate light and a brake light, as well as an electric wiper and a sound signal.
The instrumentation was more than modest - it consisted of a speedometer and an ammeter.
Suspension of both front and rear wheels is independent, torsion bar. Shock absorbers - telescopic, hydraulic, double-acting. Wheels - stamped, disc, collapsible.
The capacity of the fuel tank was 18 liters - when driving at an operating speed on the highway, a full refuel was enough for 220-260 km.
It is interesting that the SZD motorized carriage was designed only for control with the help of hands - it did not have pedals. The throttle and clutch levers were located on the steering wheel, the brake lever and gearshift lever were installed to the right of the driver. However, a small series with a different arrangement of controls was also produced for drivers with one arm and one leg.
In operation, FDDs were simple and unpretentious. Many drivers serviced and repaired their motorized carriages on their own, which was greatly facilitated by the fact that spare parts for motors could be purchased not only in specialized stores, but also in those where parts for engines of IZH-Planeta motorcycles were sold.
It should be noted that in the USSR, wheelchair vehicles were created not only at the SMZ, but also at the Zaporozhye Automobile Plant. In particular, ZAZ serially produced five varieties of the ZAZ-968 car for drivers with various types of disabilities.
As already mentioned, motorized carriages were issued to disabled people by social security authorities free of charge, and after five years they were subject to write-off and replacement with new ones. However, in a number of cities, decommissioned motorized carriages were not disposed of, but transferred to clubs and at the stations of young technicians. As it turned out, these mini-cars turned out to be an excellent "designer" for the technical creativity of young people - from them, if desired, it was possible to assemble buggies of the "zero" class, compact cars of a wide variety of schemes - from sedans to convertibles and from minivans to minibuses, as well as snowmobiles of various designs and types. A lot of these universal "kits of the constructor" "as an exception" also got to the amateur constructors.
Technical characteristics of the SZD motorized carriage
Length, mm - 2825
Width, mm - 1380
Height (no load), mm - 1300
Base, mm - 1700
Track, mm - 1114
Clearance, mm - 170-180
Dry weight, kg - 465
Curb weight, kg - 498
Weight at full load, kg - 658
The highest speed, km / h - 55
Operational fuel consumption, l / 100 km - 7 - 8
Fuel tank capacity, l - 18
Engine type - IZH-P2 (IZH-PZ)
Maximum power, h.p. - 12 (14)
Working volume, cm3 - 346
Fuel - gasoline A-72 mixed with engine oil
Cooling - air, forced
Clutch - multi-plate, oil bath
Front suspension - independent, torsion bar
Rear suspension - independent torsion bar
Brakes - drum, shoe, hydraulic
Rated operating voltage, V. - 12
Generator power, W - 250
One of the most stylish cars made on the basis of SZA motorized carriage units is the Ant car designed by the famous designer of the 1960s - 1970s E. Molchanov and built by the Moscow engineer O. Ivchenko. The car at one time received the first prize at the All-Union competition of amateur designs, and gained nationwide fame after the release of the wonderful film "Racers", where "Ant" was filmed as an "actor" along with the brilliant O. Yankovsky and E. Leonov.
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