Serpukhovsky in 1970, a four-wheeled di-seater SMZ-SDZ-SDZ released on the change of motocolesk. "Disabled" such machines were called in the people because of the dissemination through the social security bodies among the disabled people of different categories with full or partial payment.

Essels issued a motoclasp for a period of five years. Free repair "Disabled" was carried out in two and a half years of operation. The owner enjoyed the motocoles other than two and a half years, after which I handed it back to the saves and received a new one. Not all the disabled, who received such vehicles, enjoyed them in the future.

Social security authorities organized training of people with disabilities Motor's management, for which a driver's license of the category "A" was required.

History of creation

From 1952 to 1958, he released a three-wheeled car-motocolar C-1l, which at the time of development was labeled as a SZL. It was replaced by the famous "Morgunovka" - a model of a distance with a tarp riding and an open body, which is characterized by a four-wheeled construction.

SZA in many parameters did not comply with the requirements for vehicles of this type. This was the reason for the development of a new generation of cars in the sixties in the sixties with specialists from misma, us and Zil. Created by the prototype "Satellite", which received the SMZ-086 index, was not launched into mass production, and Serpukhov continued to release the four-wheeled "Morgunovka".

The design department of the SMZ began to develop a new generation of motocoles only at the beginning of the seventies and launched the created car into mass production under the CRZ substation index.

The main components, aggregates and components of the Motocolus during the USSR are widely used for the personnel manufacture of vehicles due to their ease of maintenance, availability and sufficient reliability. Descriptions and constructive features of such homemakes were universally published in the magazines "Youth Technique" and "Model-Designer". The bodies of the mess often transferred the written models of the stations of a young technique and houses of pioneers, where they were used with similar purposes and allowed to learn the automotive industry with the younger generation.

Specifications

The car "Disabled" from the USSR was equipped with rear-wheel drive, double cabin, two-door body coupe, a three-hand steering wheel with steering switches, rear engine location. Despite the criteria characteristic of sports cars, the brainchild of the conscative auto industry looks quite different. The photo "Disabled Days" can drive into a stupor, but such a miracle of design thought has been produced for 27 years. In the period from 1970 to 1997, over 223 thousand cars left the conveyors of the Serpukhov Automobile Plan.

Body motocoles was collected from stamped components. With a length of 2,225 millimeters, a disabled car has an impressive weight - 498 kilograms, which, in comparison with the same "Okoy", for example, it was pretty much: a four-seater car weighed a 620 kilogram.

Gamma engines

The first few years of mass production of motocoles was equipped with a single-cylinder 350-cubic engine with a capacity of 12 horsepower, borrowed from the "Izh-Planet 2" motorcycle. Several later, the disabled car from the USSR began to be equipped with a 14-strong engine from Izh-Planet 3. Given the increased operational loads, the engineers decided to defform the engines in order to increase their working resource and elasticity. The power plant was supplemented with a coercive air cooling system, driving air through cylinders. The combustion consumption of a combustible mixture has a compact "disabled lift" SDO was rather big: 7 liters of oil and gasoline mixture were consumed at 100 kilometers. The volume of the fuel tank was 18 liters, and such appetites did not indignant the owners only due to the low cost of fuel in those years.

Chassis

In a pair with a disabled engine, a four-stage mechanical transmission with the velocity characteristic of the motorcycles was characteristic of motorcycles: neutral was located between the first and second steps, and the transmission was sequential. The rear move of the car was carried out thanks to the reverse reducer activated by a separate lever.

Pendant car "Disabled" independent, torsion type, front with double-handed construction, rear - with one lever. 10-inch wheels are equipped with steel collapsible discs. The brake system is represented by drumming mechanisms and hydraulic drive connected to the manual lever.

The manufacturer indicated the maximum speed of 60 km / h, however, in practice, the motorcycle could only be dispersed to 30-40 km / h. Motor-mounted motorcycle from the motorcycle was mercilessly smoky and was too loud, thanks to which you could hear the motocolesk a few minutes before it appears in sight. It is difficult to call a comfortable trip on such a car, but it can still be found on the roads in villages and provincial cities.

A tiny car whose taine could be heard in a variety of corners of the country at the end of the last century, attracted a lot of attention and was called a disliked. Despite the more than modest dimensions and unusual appearance, the reflection in numerous photos, "Disabled" performed an important task, being a special vehicle intended for the movement of people with disabilities.

Perhaps this feature is the reason for the fact that ordinary motorists did not have a proper idea of \u200b\u200bthe technical component of motocoles. In this regard, ordinary citizens were very mistaken about the disabled car car, which served as an excellent soil for the emergence of a large number of myths coming against existing facts.

Myth: SMZ Szd - upgraded version of "Morgunovka"

Most cars issued during the USSR were evolutionary development: for example, the VAZ-2106 was transformed from the VAZ-2103, and on the basis of the "Moskvich" was developed on the basis.

The essential difference in the third generation of Motorokyologists of the authorship of the Serpukhov plant was that it was created, in fact, on the basis of a new engine from the Izhevsk engineering plant, and received a all-metal body of a closed type, despite the fact that in the first stages of the project, fiberglass was proposed as a material. And in the back, and in the front suspension, torsions with longitudinal levers were replaced by classic springs.

With the preceding model, the car "Disabled" unites only that only the concept of four-wheeled double motocoles, in the rest of the same as SDZ-SPD is a completely independent design.

Myth: For its time, the SMZ Szd has too primitive design.

For most dismbligent motorists, there was too poor and backward cars. Treatment of motocoles as a modern vehicle did not allow both its technical component - a two-stroke single-cylinder engine and an appearance with flat glass, a simple, but functional exterior and a complete lack of an interior as such (last, by the way, reflected on numerous photos). The disabled car, however, in many constructive solutions and unique characteristics was quite progressive and to some extent an innovative vehicle.

According to the standards of its time, the flat-parallel design was very relevant. The car was completed with an independent suspension, a cross-placing engine, a roll-type steering, combined with an independent front suspension, a clutch cable drive, a hydraulic brake system, automotive optics and 12-volt electrical equipment, which was quite good for motorcycle.

Fact: Motorcycle engine power was not enough

Soviet car enthusiasts are very skeptical, and sometimes even negatively relate to motocoles, a significantly slow flow of cars.

The IZH-P2 engine, deformed up to 12 horsepower, for the car weighing almost 500 kilograms was not enough, which affected the dynamic indicators of the car. For this reason, the "disabled lifters" since the fall of 1971 began to be equipped with a more powerful version of the power unit, which received the IZH-P3 index. However, the installation of a 14-strong engine problem did not solve: the renewed motorcycle was too loud, while remaining extremely slow. The maximum speed of the car with a ten-melt cargo and two passengers was only 55 km / h, and the dynamics of overclocking was frankly bad. Unfortunately, the manufacturer did not consider the option of installing a more powerful engine on a disabled car.

Myth: Motocolus was issued every disabled person indefinitely and for free

The cost of the SMZ SDP at the end of the eighties was 1,100 rubles. Social support authorities distributed motorcycle among people with disabilities, and the option was assessed both full and partial payment. Free car was issued only to the disabled of the first group: veterans of the Great Patriotic War, people who received disability during service in the armed forces or in production. In disabilities, the third group of Motoklask was offered at about 220 rubles, but it was necessary to simultane in line from five to seven years.

Conditions for the issuance of a disabled car's car assumed a five-year use and one-time overhaul after two and a half years from the date of receipt of the transport. The new instance of the disabled can only be obtained after the previous model in the bodies of the companion. But this in theory, in practice it turned out that some disabled people could exploit several cars in a row. There were cases when the resulting "disabled" was not exploited throughout all five years due to the lack of need for it, however, people did not refuse such gifts from the state.

In the driver's license of a person with disabilities that managed to obtain disability by car, all categories were drawn out and the "Motokolyskaya" mark was put. For disabled people who did not have previously driving, special courses are organized by Motoklyan Management. At the end of the training, they were given a special certificate of a special category that allowed to manage only a car "Disabled". It is worth noting that such transport did not stop the traffic police to verify the documents.

Both the fact and myth: winter operation of the motocoles was impossible

The absence of heating system familiar to all car enthusiasts in the SMZ SOD is due to the installed motorcycle engine. Despite this, the equipment of the car covered the autonomous gasoline heater, which was characteristic of cars equipped with air-cooled motors. The heater was quite capricious and demanding in maintenance, but it allowed to warm the car to an acceptable temperature.

The absence of a standard heating system was rather the advantage of the "disabled" than the disadvantage, since it was delivered by the owners from the daily need to change the water, since in the seventies of the last century antifreeze used the rare owners of Zhiguli, while ordinary water was used on all other vehicles which frozen at low temperatures.

In theory, the disabled car approached for operation in the winter time of the year much better than the same "Volga" or "Muscovites", since its engine easily started, but in practice it turned out that an instantly freezing condensate was formed inside the diaphragm basement, due to Which engine refused to start and Gloh on the go. For this reason, during the cold season, most people with disabilities have not been exploited by SMZ SOD.

Fact: Motocolus was the most mass model of the Serpukhov Automobile Plant

Production rates at the car plant in Serpukhov in the seventies began to actively increase in order to improve the quantitative indicators and overfulfilling the plan, which in those days was very typical for all Soviet factories. For this reason, the plant in the shortest possible time has reached a new level with the annual release of more than ten thousand motocoles. In the peak period, which came to the middle of the seventies, more than 20 thousand "disabilities" were produced for the year. For the entire production period - from 1970 to 1997 - more than 230 thousand SMZ-SPD and its modifications of the SMZ-SZZ, intended for people who driven by a car with one hand and one-hand, came from the conveyor of the Serpukhov Automobile plant.

In the territory of the CIS countries, no car for people with disabilities in such quantities was issued. Compact, unusual and pretty funny machine from Serpukhova was able to give thousands of disabled freedom of movement.

At the end of the last century, the characteristic taine of this unusual vehicle could be heard in the most remote corners of a huge country. "Disabled" - just such a nickname literally glued to the motocolase produced by the SERPUGOVO Motosable. The tiny machine really liked the boys, because it seemed to them in physical dimensions to them almost perfect children's car. However, the SMZ-C3D, despite the modest sizes and unassuming appearance, performed a much more important task, being a vehicle for the movement of people with disabilities.

Perhaps for this reason, ordinary motorists were not very aware of the technical intricacies of this "car", and other nuances for many residents of the USSR remained "for the scenes". That is why healthy citizens were often mistaken about the device, real deficiencies and features of the "Disabled Child" operation. Recall the facts and debunk myths associated with SMZ-C3D.

From 1952 to 1958, Serpukhov produced a three-wheeled motor-motocolesca C-1l, which received the designation of the S3L at the end of the production. Then, a model C3A model came to replace the three-wheeled microheater machine - the most famous "Morning" with an open body and a tarp riding, which was different from the predecessor of the presence of four wheels.

Szd - C3a - famous "Morgunovka"

However, for a variety of C3A parameters, it did not comply with the requirements that were presented to such cars - first of all, due to the lack of a rigid roof. That is why at the beginning of the 60s in Serpukhov, they were engaged in the design of a new generation car, and at the earliest stages, specialists from us, ZIL and MSM, were connected to the work. However, the conceptual prototype "Satellite" with the SMZ-086 index was not launched into the series, and in Serpukhov, four-wheeled "Morgunovka" was still released.

Only at the end of the 60s, the Department of Chief Designer SMZ began working on the new generation of motocoles, which in 1970 rose to the conveyor under the CRZ-C3D index.

In the USSR, many models of cars appeared in an evolutionary way - for example, the VAZ "six" rose from the VAZ-2103, and the "Socokova" Moskvich was created on the basis of AZLK M-412.

However, the third generation of Serpukhov motocoles was significantly different from the previous "microbes". First, the impetus for the creation of the SMZ-C3D served as a new motorcycle power unit Izh-P2 of the Izhevsk engineering plant, around which 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 considered as a material for its manufacture. Finally, instead of springs in the rear suspension, as in the front, peers applied torsions with longitudinal levers.

Most of the specialists of the Soviet era perceived the "disabled" as a miserable and backward technically product. Of course, a single-cylinder two-stroke motor, extremely simplified, but the functional design of the body with flat windows, overhead hinges of the doors and a practically missing interior did not allow to relate to motorcycle as a modern and perfect product of the Soviet car industry. However, for a variety of constructive solutions, the SMZ-C3D was a very progressive vehicle.

According to the dimensions of the SMZ-C3D inferior to any Soviet car. But at the same time the body length exceeded the dimensions of Smart City Coupe by 30 centimeters.

That is why SMZ-C3D should be considered an independent design, which, with the predecessor, unites the concept - double four-wheeled motorcycle.

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

An independent front suspension was combined with a rush steering mechanism into a single node. In addition, the motorcycle received hydraulic drive brakes on all wheels, 12-volt electrical equipment and "car" optics.

Soviet drivers were disliked "Disabled Days" on the road, because motorcycle with a leisurely disabled person slowed down even a rare car stream for the current standards.

The dynamic indicators of the SMZ-C3D turned out to be unbearable, since a decoded to 12 hp Motor IZH-P2 for a 500-kilogram microheater vehicle turned out to be frankly weak. That is why in the fall of 1971 - that is, after a year and a half after the start of the production of a new model - the motoclasp began to establish a more powerful version of the engine with the IZH-P3 index. But 14 "horses" did not solve the problem - even a good "disabled" was loud, but at the same time extremely low. With a driver and a passenger on board and 10 kilograms of "cargo", it was able to accelerate only up to 55 kilometers per hour - and in addition she did it extremely leisurely. Of course, in Soviet times, another junction of the owner of the Serpukhov car could take that he gained on a speedometer and all 70 kilometers, but alas, options for installing a more powerful engine (for example from IL-PS), were not considered by manufacturers.

In early modifications, round "UAZ" lanterns were used.

SMZ-C3D in the late eighties cost 1,100 rubles. Motocoles spread through social supply bodies among the disabled people of various categories, and the option of partial and even full payment was also envisaged. It was issued by the first group with disabilities - first of all, the veterans of the Great Patriotic War, retirees, as well as those who received disability in production, or during the service in the armed forces. The invalids of the third group could purchase it approximately 20 percent of the cost (220 rubles), but for this it was necessary to wait in the queue about 5-7 years.

While the late models used larger optics from trucks and agricultural equipment.

Issued a motorcycle to use for five years with one free overhaul after two and a half years after the start of operation. Then the disabled had to pass the Motocolo to the bodies of his companion, and after that he could claim to receive a new instance. In practice, individual disabled "rolled out" by 2-3 cars.

Often, the resulting car was not exploited at all or went on it only a couple of times a year, without experiencing special need for a disliked, because during the shortage of such "gifts" by the state, people with disabilities in the USSR never refused never.

The control was carried out by the whole lever system. Transmission - sequential.

If the driver drove the driver before injury or diseases of the legs, but the state of health no longer allowed him to still ride the usual car, all categories were drawn in his rights and put the mark "Motoklyak". Disabled people who did not have previously had a driver's license completed special courses for managing motocoles, and they received a certificate of a separate category (not as for motorcycles, and not b, as for passenger cars), which allowed control exclusively "disabled". In practice, the traffic police practically did not stop such transport to verify the documents.

SMZ-C3D was equipped with a motorcycle engine. As you know, he did not have a liquid cooling system, so there was no usual on ordinary cars "stove" in the motorcycle. However, as in the Cossacks that had air-cooled motors, for driving during the cold season, designers have provided an autonomous gasoline heater. He was quite capricious, but allowed to create an acceptable air temperature in a "disabled lift" in the salon - at least the advantageous.

Salon SMZ-C3D 1982 release

In addition, the absence of a traditional cooling system was not a disadvantage, but the advantage of the car, because the owners of the motocoasts were delivered from the painful daily procedure on the pouring and plum of water. After all, in the 70s, the antifreeze was familiar with the antifreeze for us, which owned the Zhiguli, and the rest of the Soviet technique used the usual water as a coolant, which in winter, as it is known to frozen.

In addition, the "Planet" engine easily started even in the frost, so potentially "disabled came" came to exploitation in winter even better than Muscovites and Volga. But in practice, condensate, who immediately frowned, was seduced inside the diaphragm gas station, after which the Gloh engine directly on the go and refused to start. That is why most people with disabilities (especially older) in the frost preferred not to use their own transport.

As at the other Soviet factories, in the 70s in Serpukhov, production rates increased, the quantitative indicators improved and exceeded the plan. That is why the plant soon came to a new level for himself, producing annually over 10,000 motocoasts, and in the peak periods (mid-70s) produced over 20,000 "disabled" per year. In total, for the 27 years of production, from 1970 to 1997, about 230 thousand SMZ-C3D and SMZ-C3E (modification for managing one hand and one foot) were released.

Neither before, nor after the CIS in such quantities, there was not a single car for people with disabilities. And thanks to the tiny and funny typewriter from Serpukhov, hundreds of thousands of Soviet and Russian disabled people acquired one of the most important freedoms - the possibility of movement.

It was the idea of \u200b\u200bcreating a car for people with disabilities distributed to all the people in need. Since until the Second World War, the Soviet automotive industry was born, and immediately after her, the leader of the world proletariat was simply not up to her, the idea of \u200b\u200bcreating the first wheelchair appeared only in 1950, when Nikolai Yushmanov (he is the main designer of GAZ-12 "WIND" and GAZ-13 "Gull") created a prototype of the first disabled. Moreover, it was not a motorized car, but a full-fledged car. This miniature automotive became GAZ-M18 (first in the index of the car in the old memory remained the letter M - from "Plant them. Molotov").

The closed all-metal body, stylistically resembling a "victory", looked a little ridiculous, but it had full-fledged seats in which there was no close, full-fledged control with several variants (calculated even on people with disabilities without one hand and both legs). Designers did not go to the use of weak motorcycle engines. By the way, and the bulk of the power should have been about 10 liters. from. Gorkovchanus "cut" in half the "Moskvichovsky" engine, receiving a two-cylinder, but quite workable, a fairly powerful and reliable unit. He was installed from behind. He had an independent torsion suspension, and the box was set (ho-ho!) Automatic, from GAZ-21. There is one gearbox in size more than a motor :) The car was successfully prepared for serial release. In the literal sense, this car was brought to Serpukhov with a blue drive car in Serpukhov, where the car should have been made on the task of the party, because there was not enough capacity to produce a new model.

But at Seau, they would simply be not coped - the Serpukhov plant is nothing more complicated by motocoasts was not able to release. And workers lacked, and those that were, were, to put it mildly, not better spill, and there was no equipment. On suggestions, still transferring the release of gas to get a hard and decisive refusal "from above". What is extremely hurt. It was an advanced disabled person at that time, in general, for the whole world.

So the Serpukhov plant and mastered the production of poor motocoles, which were proudly called "cars for disabled".

1) the first in the list of the woven became SMZ C-1l.

The selected three-wheeled diagram made it possible to use extremely simple motorcycle steering, and at the same time saved on wheels. A welded spatial frame from pipes was proposed as a bearing basis. Sheaving the frame with steel sheets, received the necessary closed volume for the driver, passenger, engine and controls. Under the frequency panels of the Rhodster (a two-door body was decided to make an open, with a folding awning), a relatively spacious double cabin was hidden and a two-stroke engine connected by the back seat. The main node of the front "incremental" space was the steering and suspension of a single front wheel. The rear suspension was made independent, on the transverse levers. Each wheel "served" one spring and one friction shock absorber. ABOUT

bA brakes and basic, and parking - were manual. Leading, of course, steel rear wheels. The electric starter counted the luxury, the engine was turned by a manual "kikom", the only headlight nest on the nose. The cyclope appearance slightly cashed two lanterns on rounded side of the front, which simultaneously simultaneously have functions of subharbombers and turn signals. The trunk at the motocoles was not. The overall picture of rationality bordering with asceticism was completed, which were metal frames, trimmed by a tent cloth. The machine turned out to be relatively light - 275 kg, which allowed her to accelerate up to 30 km / h. The flow rate of the 66th gasoline was 4-4.5 liters per 100 km. Undoubted advantages are simplicity and maintainability of the structure, however, it was hard to overcome even very serious lifts with difficulty, it was almost unsuitable for off-road. But the main achievement is the very fact of the appearance of the first specialized vehicle in the country for the disabled, who has impressed the simplest, but car.

Specifications

Dimensions, mm.
length x Width x Height	2650x1388x1330
base	1600
Body	phaeton
Layout
engine	rear
drive wheels	rear
Maximum speed, km / h	30
Engine	"Moscow-M1A", carburetor. Dvukhatta
number of cylinders	1
working volume	123 cm 3.
power, hp / kW	4 / 2.9 at 4500 rpm
Transmission	mechanical three-stage
Suspension
front	spring
rear	independent, spring
Torkemose	mechanical
in front	not
rear	drum
Electrical equipment	6 B.
Tire size	4.50-19

SMZ-C1L produced from 1952 to 1957. In total, during this time, 19,128 motorsoles produced. Of course, against the background of the needs of hundreds of thousands of our disabled people in a specialized means of movement, such a number looks insignificant. But in Serpukhov, so worked in three shifts to "ensure the birthplace of dislikes, bleat!" I apologize, I could not not insert the last word, but it could not exactly describe my attitude to a similar kind of stupid slogans (I respect the USSR, and even love all sacred, but really infussed).

Since the SMZ-C1l first was the only one in the USSR available to the disabled vehicles, and the capacity of the SMZ was lacking for the production of motorcycles in sufficient quantities, all the efforts of the factory OGK were directed only to improving the design already created. No experiments in order to get something different from the motorcycle.

The only two modifications of the "disabled lifters" (SMZ-C1L-O and SMZ-C1L-OL) differed from the basic model by the controls. The "basic" version of the SMZ-C1L was designed to control the two hands. The right, rotating handle of the motorcycle steering wheel controlled "Gas". On the left on the steering wheel, the clutch lever, the light light switch and the signal button. In front of the cabin, the engine launch levers (handmade kick starter) were on the right of the driver, shifting gear, turn on the reverse, main and parking brakes - 5 levers!

When creating modifications of SMZ-C1L-O and SMZ-C1L-Olnially looked at GAZ-M18. After all, these strollers were designed to control only one hand - respectively, right or left. All carriage control mechanisms were located in the middle of the cabin and were a swinging lever fortified on a vertical steering shaft. Accordingly, turning the lever to the right and left, the driver has changed the direction of movement. By moving the lever up and down, you could switch the transfer. To brake, followed the "steering wheel" on himself. This "joystick" was crowned with a motorcycle handle "Gas", a clutch control lever, a left turn signal switch, headlight light switch and a beep button.

On the right on the center tube, the frames of the kick starter, parking brakes and turning on the reverse are located. So that the hand is not tired, the seat was equipped with an armrest. The difference between the modifications of the SMZ-C1L-O and SMZ-C1L-OL was only that the first was calculated on drivers with the acting right hand, the driver was sitting on the "legal" for right-hand traffic, that is, on the left, and, accordingly, all controls were slightly shifted in his direction; SMZ-C1L-Ol was "mirror" in relation to the described version: was designed for the driver with one left hand, and in the cabin he was located on the right. Such intricate in the modification management was produced from 1957 to 1958 inclusive.

2) the second in the list of durable frets (and I do not mean the design) became SMZ C-3A.

Produced from 1958 to 1970, 203,291 cars were released. In fact, it's all the same C-1l, only a 4 wheel with anterior torsion suspension and with a simple round (not a conceptual car) with a raw.

The hopes assigned to hundreds of thousands of post-war people with disabilities to appear the first in the USSR MOTOKOLASSKY, soon changed by bitter disappointment: the three-wheeled design of the Code C-1L due to a number of objective reasons was too imperfect. Engineers of the Serpukhov Motorcycle Plant were taken serious "work on errors", as a result of which in 1958 the Light "Disabled" of the second generation - SMZ S-for.

Despite the creation of his own CB in Serpukhov in 1952, all further work on the creation, modernization and compensation of motocoles at the factory from now on in close extent with the scientific automotive institute (us).

By 1957, under the leadership of Boris Mikhailovich Fitterman (until 1956, he developed SUVs at ZIS) in us constructed a promising "disabled" Nami-031. It was a car with a fiberglass three-vacation double two-door body on the frame. The Irbit Motorcycle Engine (Obviously, version M-52) with a working volume of 489 cm3 developed the power of 13.5 liters. from. From Serpukhov Motocolus, this model, in addition to a two-cylinder engine, was distinguished by hydraulic brakes.
However, this option only demonstrated what should be motocoles ideally, and in practice everything was brightened to the modernization of an already existing design. So a touching four-wheeled car C-3A appeared on the light, the only object of pride for which was disappointing: "And all the same." At the same time, in the negligence of Serpukhov and Moscow designers, it is impossible to blame: the flight of their engineering thought was regulated by the meager technical capabilities of a motorcycle plant located on the territory of the former monastery.

We will probably remember that in 1957, when on one "Pole" of the Soviet Auto industry, options for primitive motocoles were developed, representative ZIL-111 was mastered on another ...

Note that "work on mistakes" could go quite different ways, because there was an alternative Gorky project of a wheelchair motorcycle. It all started in 1955, when a group of veterans from Kharkov on the eve of the 10th anniversary of Victory wrote a collective letter to the CPSU Central Committee on the need to produce a full-fledged car for disabled. The task for the development of such a car received gas.

For the design on its own initiative, the Creator of Winter (and later "Seagulls"), Nikolay Yushmanov, took. Since he understood that in the Gorky factory, the car, called the name GAZ-18, will not master anyway, then I did not limit my fantasy. As a result, an experienced sample appeared at the end of 1957, it looked like this: a closed all-metal double two-door body, stylistically reminded "victory". A two-cylinder engine with a capacity of about 10 liters. from. Represented a "half" of the Moskvich-402 power unit. The main thing in this development was the use of a PPC hydrotransformer, allowing to do without pedal or clutch lever, and dramatically reduce the number of switchings, which is especially important for disabled people.

The practice of exploiting three-wheeled motocoles has shown that the two-stroke single-cylinder motorcycle engine IL-49 with a working volume of 346 cm3 and with a capacity of 8 liters. With which since 1955 began to equip the modification of "L", the machine of this class is sufficient. Thus, the main defect, which was to get rid of, was the three-wheeled scheme. Not only did the "subcompact limbs" affect the stability of the car - it has reduced it to no, there is no low passability: three tracks on the off-road larger is much more difficult to lay more than two. "Four-wheeled" led to a number of inevitable changes.

Bring to mind was to the suspension, steering, brakes and body. An independent suspension of all wheels and a rush steering for the serial release model still borrowed from a prototype-031. On the "zero thirty-first", in turn, the design of the front suspension was developed under the influence of Volkswagen Beetle suspension: plate torsions enclosed in transverse pipes. And these pipes, and the spring of the rear wheels were attached to the welded spatial frame. According to some data, this frame was made of chromonsyl pipes, which at first, when production required a significant amount of manual labor, made the cost of motocoles above the cost of the modern Moskvich! The oscillations were quenched by the simplest friction shock absorbers.

The engine and transmission of changes have not undergone. The two-stroke "Taurattelle" IL-49 was still located in the rear. The transmission of torque from the engine to the leading rear wheels through the four-stepped gearbox was carried out by a flourishing roller chain (like a bicycle), since the main transmission crankcase, which combines a conical differential and rear "speed", was located separately. Nowhere and forced air cooling of a single cylinder using a fan. Inherited from the predecessor, the electric starter was low-power and therefore ineffective.

Owners of SMZ S-for much more often used the Kick Starter lever. The body, due to the appearance of the fourth wheel, naturally expanded in the front. The headlight was two, and since they were placed in their own corps and was mounted on small brackets to the sidewalls of the hood, the car acquired the naive and foolish "face expression". There are still two places, including the driver. The frame was trimmed with metal stamped panels, the cloth wasted that, by the way, in combination with two doors, it allows you to classify the body of motocoles as a "roadster". Here, in fact, the whole car.

The car, which is developed in order to improve the previous model, getting rid of its design from significant shortcomings, itself turned out to be styling by inconsistencies. Motoklask was hard that he had a negative impact on its dynamics and fuel consumption, and small wheels (5.00 per 10 inches) did not contribute to improving the passability.
Already in 1958, the first attempt was made to modernize. A modification of C-Zabe with steering-type steering type appeared, and on the doors, instead of tarpaulin, sidewalls with celluloid transparent inserts, have full-fledged glasses in the framework. In 1962, the car was subjected to further improvements: friction shock absorbers gave way to telescopic hydraulic; The rubber sleeves appeared semi-axes and a more perfect muffler. Such a motorcycle received the SMZ C-Department index and was released in the future, since since 1965 at the factory and we began work on the "dislike of the third generation of SMZ C-Zd, which seemed more promising.

SMZ-C-3AM/
With "variations" at the SMZ S-for somehow it did not work out ... versions with hydraulic shock absorbers C-deputies and adapted under control of one hand and one foot SMZ C-ZB can hardly be considered independent modifications of the base model.

All attempts to improve the design have begun to create a plurality of prototypes, but none of them before mass production at a banal reason: the Serpukhov motorcycle plant lacked not only the experience, but also equipment, equipment, and production facilities.

Experimental modifications:

* C-4A (1959) - an experienced version with a rigid roof, did not go to the series.
* C-4B (1960) - prototype with a body coupe, did not go to the series.
* C-5A (1960) - a prototype of fiberglass body panels, did not go to the series.
* SMZ-Nami-086 "Satellite" (1962) - a prototype of a micro-car with a closed body, developed by the designers by us, ZIL and AZLK, did not go to the series.

Well-known fact, but still ..

- "Where is this damn disabled person?!"
- "Do not be noisy! I'm disabled!"

Thank you with a small weight (425 kilo, which for the 8-strong motor, however, was extremely small), the hero Morgunov (hence the nickname "Morgunovka") could easily move the car on the snow, taking it for the bumper.

By the way, why the Soviet disabled cabriolet? Break sweet life in the summer and everything is frozen to frozen in winter in the absence of a stove?

3) It closes the top three from the outsaders of the Soviet automotive industry, as an externally, and technically, the first disqualled person is not a convertible (impassment of a disabled person ...).

He was produced at the same time until 1997! And represented a modified C-3A version with an 18-strong Izh-Planet-3 engine and a large foot space

The production of SMZ SOD began in July 1970 and continued more than a quarter of a century. The last motocoles took off the conveyor of the Serpukhov Automobile Plant (Seaz) in the fall of 1997: after that, the company fully switched to the assembly of cars "Oka". A total of 223,051 instance of Motocolus Szd is released. C1971 in small batches was made modification of the SMZ-SZE equipped to control one hand and one foot. Motocoles with an open top of the production of the Serpukhov motorcycle plant (SMZ) by the mid-60s are outdated: a modern microhroautume should be replaced by a three-wheeled "disabled".

The state was allowed not to save on disabled, and SMZ designers began to develop a motorized body. The design of the third-generation motoxide forces by the department of the main designer of the SMZ was launched in 1967 and coincided with the reconstruction of the Serpukhov Motosabard. But the reconstruction was directed not to expanding the technological opportunities associated with the production of microllanes, but to master new types of products. In 1965, the CMZ began to produce nodes of potato harvesters, and since 1970, children's bicycles "Moth" began to produce children's bikes in Serpukhov. On July 1, 1970, serial production of the third generation of SDD on the Serpukhov motorcycle plant began. The design created by the "under dictation" of the economy, and not ergonomics, has a number of shortcomings. Almost 500-kilogram motocoles have been heavy for its power unit.

After a year and a half after the start of production, from November 15, 1971, the motocoles began to equip the forced version of Izhevsk Motor IZH-PZ, but even his 14 horsepower did not always have enough for a distemper than 50 kilograms. The control consumption of fuel compared to the settlement model grew into a liter, and operational 2-3 liters. In the innate disadvantages of SDP include increased noise published by the two-stroke engine, and enter the exhaust gas salon. The diaphragm gas station that was to ensure the uninterrupted flow of fuel, in the frost became for the drivers the source of headaches: the condensate inside the pump inside the pump, and the engine "died", reducing the advantage of the cold start of the engine with air-cooled. Nevertheless, the SMZ-SDZ motorcycle can be considered quite complete, "held" a micro-car for disabled people. The USSR fell into lethargy of stagnation.

I did not escape stagnation and Serpukhov motos. SMZ "increased production rates", "Increased volumes", "performed and exceeded the plan." The plant regularly released motocoles in an unprecedented amount of 10-12 thousand per year for itself, and in 1976-1977 production reached 22 thousand per year. But compared to the rapid period of the 50s of the 50s, when "invented" annually "invented" several promising models of motorsoles, "Technical Creativity" on the SMZ stopped. All that was created by the Department of the Chief Designer during this period, apparently, went "to the table". And the reason for this was not the inertness of factory engineers, but the policy of the ministry. Only in 1979 officials gave good to creating a new car special small class. Serpukhov Moto Plant entered a ten-year-old ERU of "Oki" by car industry. In the time of the USSR, the hosts and aggregates of motocoles due to the availability, cheapness and reliability were widely used for the "garage" manufacturing of micro-car, tricycles, motoblocks, mini-tractors, all-terrain vehicles on pneumatics and other techniques.

By the way, why are there so few of these strollers preserved? Because they were disabled in disabled for five years. After two and a half years of operation, they were repaired for free, and after another 2.5 years - they were issued new (necessarily), and the old utilized. Therefore, to find in any condition S-1L - a big luck!

sources
http://smotra.ru/users/m5Sergey/blog/124114/
http://auction.retrobazar.com/
http://scalehobby.org/
http://aebox.biz/

And I remind you of past posts from the Soviet car industry series: and The original article is on the site Inforos Link to an article with which this copy is made -

1992 S-3D Motocolus - new, without run

C-3D (ES-three-DE) - Twin four-wheeled car-motocoles of the Serpukhov Automobile Plant (at that time more SMZ). The car came to the change of Motocycle C3AM in 1970.

History of creation

Work on the creation of an alternative to MOTOKOLOLSK C3A was carried out in fact from the moment of its development in production in 1958 (Nami-031, Nami-048, Nami-059, Nami-060 and others), but the introduction of more advanced designs for a long time prevented the technological backwardness of the Serpukhov plant for a long time . Only by the beginning of 1964 there was a real prospect of updating the production snap-in SMZ for the release of a new model. Its development was carried out with the participation of specialists by us and the Special Art and Design Bureau (SCCB) during MossNarhoz, and in accordance with the wishes of the Customer, in the face of the Serpukhov Plant, the future car was initially developed as an easy universal vehicle of increased passability for the countryside, which imparting his Appearance (designers - Eric Sabo and Eduard Molchanov). Subsequently, the project of a rural southeland was never implemented, but the design developments on it turned out to be in demand and formed the basis of the external appearance of motocoles.

Direct preparation for production began in 1967. For the Serpukhov plant, this model was supposed to become a breakthrough - the transition from an open frame-panel body with a spatial frame of chromanisylene pipes and a trim, obtained on bending and zeeper machines, very expensive and non-technological in mass production, to the welded from stamped parts to the all-metal carrier was supposed to Not only much to increase comfort, but also to ensure a significant increase in the exhaust scale.

The production of C3D began in July 1970, and the last 300 copies left Seaz in the autumn of 1997. A total of 223,051 MOTOCOL COLLECTION was released.

Design features

The body of motocoles had a length of less than 3 meters, but at the same time weighed the car is quite a lot - just less than 500 kilograms in the equipment, more than 2 + 2-seater FIAT NUOVA 500 (470 kg) and quite comparable with a four-bed "trabant" with a plastic body (620 kg), and even the "oco" (620 kg) and the "humpback" "Zaporozhet" ZAZ-965 (640 kg).

Motor-cycle type motor, single-cylinder, carburetor two-stroke, Izh-Planet-2 model, subsequently - Izh-Planet-3. Compared to motorcycle options for these engines, intended for installation on motorcycle, were deformed in order to achieve a larger motor testing when working with overload - respectively to 12 and 14 liters. from. Another important difference was the presence of a coercive air cooling system in the form of "blowers" with a centrifugal fan, driving air through the cylinder fin.

For a rather heavy design, both models were frankly weak, while, like all the two-stakeholders, had a relatively large fuel consumption and a high level of noise - the voyage of the motocoles, however, was completely compensated for cheap fuel in those years. The two-stroke engine required the addition of oil to gasoline for lubrication, which created certain inconvenience with refueling. Since in practice, the fuel mixture was often prepared not in the dimensional capacity, as the instruction required, but "on the eyes", topping the oil right into the benzobak, the necessary proportion was not maintained, which led to increased engine wear - in addition, the owners of motocoles often saved, using Low-grade industrial oils or even work out. The use of high-grade oils for four-stroke engines also led to elevated wear - the complex complexes of additives fastened in them when fuel ignited, quickly contaminating the combustion chamber in Nagar. The most suitable for use in the motor engine was a special high-quality oil for two-stroke engines with a special set of additives, but it practically did not flow into retail.

A multi-disc "wet" clutch and a four-stage gearbox were located in one crankcase with the engine, and the rotation to the primary gear shaft was transmitted from the crankshaft with a short chain (the so-called motor transmission). The gear shift was carried out by a lever, externally resembling automotive, but the sequential gear shift mechanism dictated a "motorcycle" switching algorithm: transmissions were turned on sequentially, one after another, and neutral was located between the first and second transmissions. To turn on the first transmission from the neutral lever, when the clutch is turned off, it was necessary to move from the middle position forward and release, after which the transition to higher transmissions ("Up" switching) was carried out by moving from the middle position (also with the clutch shutdown), and the lower ( Switching "down") - from the average position forward, and after each switch, the lever released by the driver automatically returned to the middle position. The neutral was turned on when switching from the second transfer "down", which was awarded a special test lamp on the instrument panel, and the next switching "down" turned on the first transmission.

The reverse transmission in the motorcycle gearbox was absent, as a result of which the motorized reverse gear was combined with the main transmission - any of the four transmissions could be used to move backwards, with a decrease in the number of revolutions compared to the front course of 1.84 times - the transfer number of reversal gearbox. Included reverse by a separate lever. The main transmission and differential had conical spanned gears, the gear ratio of the main gear - 2.08. The torque was transmitted from the gearbox to the main transmission with a chain drive, and from the main transmission to leading wheels - semi-axes with elastic rubber hinges.

Pendant - in front and rear torsion, on double longitudinal levers in front and single - rear. Wheels - dimension 10 ", with folding discs, tires 5.0-10".

Brakes - Blodges drum on all wheels, hydraulic drive from manual lever.

Steering - Rack type.

Exploitation

Such cars were called in the people of disliked and distributed (sometimes with partial or full payment) through the organs of the comprehension of the midnings of various categories. Motocoles were issued for 5 years. After two years and six months of operation, the disabled received free repair "Disabled Days", then used this means of movement for two more and a half years. As a result, he was obliged to pass the Motocolo to Sobes and get a new one.

To control motocoles, a driver's license of the category "A" (motorcycles and motor scooters) with a special note was required. Training to people with disabilities organized social security bodies.

In the time of the USSR, the Motocoles and Aggregates (power unit assembled, differential with a reverse gear, the elements of the steering, brakes, suspensions, body parts and other) due to availability, lightness of service and sufficient reliability were widely used for the "garage" manufacturing of microhermum, Tricyclones, aerosas, mini tractors, all-terrain vehicles on pneumatics and other techniques - descriptions of such homemade in abundance were printed in the magazine "Model-designer". Also written off motorboy to somewhat transmitted by the intercoms in the house of pioneers and the station of a young technique, where their aggregates were used for the same purposes.

Evaluation

In general, Motocolus C3D remained the same unsuccessful compromise between a full-fledged double micro-machine and a "motorized prosthesis", as well as the previous model, and this contradiction was not only not allowed, but also significantly aggravated. Even improved comfortability of the closed body did not swim very low dynamic characteristics, noise, larger mass, high fuel consumption and generally outdated by the standards of the seventies the concept of a microheater machine on motorcycle aggregates.

Throughout the release of motocoles, there was a gradual drift from this concept to the use of a regular car of a particularly small class adapted to control the disabled person. First, the widespread modifications of "Zaporozhtsev" were widespread, and subsequently, the C3D was replaced by the disabled modification of the "Oka", which was issued to disabled before the monetization of benefits, in recent years, along with the "classic" models of VAZ adapted for manual control.

Despite a non-zero appearance and explicit disobability, the motocoles have had a number of unusual for the Soviet car industry and sufficiently progressive for those times of constructive solutions: it is enough to note the transverse location of the engine, an independent suspension of all wheels, a rush steering, a clutch cutter - all this in those years It has not yet been generally accepted in the practice of world autostroy, and on the "real" Soviet cars appeared only in the eighties. Due to the absence of the engine in front, the replacement of foot pedals to special handles and levers, as well as the design of the front bridge with the long-term transverse torciones (like "Zaporozhets"), there was enough space in the cabin for fully elongated driver's feet, which was especially relevant for those who they could not bend or were paralyzed.

Patency in the sand and broken rays at the disability was excellent - its low weight was affected, a short wheelbase, an independent suspension and a good loading axis due to the selected layout. Only on loose snow, the permeability was low (some craftsmen used extended wheels - the lifetime of tires on such disks was highly decreased, but the contact spot with expensive increased significantly, the cross-stroke improves the smoothness of the course).

In operation and maintenance of motocoles were generally unpretentious. Thus, the two-stroke air cooling engine is easy to row on 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 exploited primarily "on water" due to the deficit and low operational the qualities of existing antifreeze). The weak point in operation in the winter was a membrane fuel pump - in it in the cold sometimes came the condensate, because of which the engine of GLAH during the movement, as well as a gasoline heater, which was quite a capricient - a description of his possible malfunction took about a quarter of "Instructions for Operation C3D, although provided by all-weather motocoles. Many motocoles nodes have earned a high assessment of the operators and used them in their designs of amateur automakers due to the combination of simplicity and constructive reliability.