Project on the theme of the production of wheelchairs. Wheelchairs and wheelchairs. Myth: SMZ-SZD is a modernized version of the blinker
Motorized carriages, as a rule, have a car-like body, but the engine is usually taken as a motorcycle. Early examples had a three-wheel chassis, but later, due to its shortcomings (mainly poor stability at speed and even a tendency to roll over), most manufacturers switched to four-wheel designs.
Story.
Motorized carriages were widespread in Europe after the First World War.
It's not a car without a lost wheel. This is a 1923 Scott Tricar. United Kingdom. They were even supplied to the army!
Stevens, UK 1927.
Czechoslovakia 30s. Velorex 350
French sidecar truck.
After the Second World Wars (until the 1960s); after the Second World War, they played a huge role in the mass motorization of the population of Europe. They were especially popular in war-torn Germany. Former aircraft manufacturing firms also took part in the production of such strollers.
Heinkel.
Messerschmitt.
In Germany, motorized strollers were called "Kabinenroller" - "motor scooter with a cabin." They were in good demand until the economic boom of the sixties, when most West Germans could already afford a full-fledged car, such as the Volkswagen Beetle.
BMW (Isetta)
In England, motorized strollers were called "bubble-mobiles" (Bubble cars) or "microcars" - "micromobiles". The term microcars is also currently used in relation to modern micro-cars like Smart, which are not directly related to traditional motorized strollers.
There at one time there were many well-known manufacturers of sidecars, such as Bond, whose products were in fairly stable demand until the 1980s and even 1990s.
Bond Minicar 1950.
As in the USSR, in the UK there was a specialized transport for the disabled - the Thundersley Invacar motorized stroller, which until 1977 was issued to British disabled people by social security authorities. In 2003, the Invacar was banned from British public roads due to non-compliance with new safety standards, by which time about 200 wheelchairs of this model were still in service.
France
As in the USSR, in the UK there was a specialized transport for the disabled - the Thundersley Invacar motorized stroller, which until 1977 was issued to British disabled people by social security authorities. In 2003, the Invacar was banned from British public roads due to non-compliance with new safety standards, by which time about 200 sidecars of this model were still in service for a long time.
Motorized strollers were produced and were popular in different countries as a shopping cart almost until the end of the 70s.
In the USSR, due to the poor quality of roads, long distances and cold climate, motorized strollers also did not receive almost any distribution (like scooters) due to low cross-country ability, short power reserve and tiny resource, lack of a heating system; in addition, there was a great public prejudice against such transport.
After the Great Patriotic War, the first models of motorized carriages appeared in the USSR. Taking as a basis the front part of a small, rather like a moped, motorcycle K16 - "Kievlyanin" - with a parallelogram front fork and a tiny ninety-eight cc motor (a copy of the German "SAKS") and attaching a simple body to it, we got the first model "invalid". The car had a drive to only one of the rear wheels and was controlled by a long lever attached to the fork instead of the traditional steering wheel.
This wheelchair for the disabled was manufactured by the Serpukhov Motorcycle Plant under the SZL brand. S-1-L (1952-1959)
Motorized carriage SMZ S-3AB In 1957, the first motorized carriages SMZ S-3A rolled off the assembly line of the Serpukhov Motorcycle Plant. In the post-war period, there were many disabled people in the USSR who needed means of transportation.
And this is the prototype of the Soviet motorized Atlas, Spain.
At its core, a motorized stroller was a so-called "motorized seat", but consumers put forward the same requirements for it as for a conventional car.
As a result, the manufacturer tried in every possible way to modernize the stroller, thereby complicating its design. The motorized carriage was equipped with a two-stroke motorcycle engine IZH-49 and a 4-speed gearbox.
In 1962, the motorized carriage was modernized. She got hydraulic telescopic shock absorbers, rubber axle bushings, a new muffler and other innovations. But she never managed to become a full-fledged machine. In 1970, the motorized stroller was discontinued, giving way to a new model with a closed body SMZ S-ZD.
The SMZ S-3A motorized stroller became a universal favorite after the release of L. Gaidai's comedy "Operation Y and Shurik's Other Adventures".
It was on such a motorized carriage that the famous trinity Coward, Dunce and Experienced rode. For many, this car, along with jokes and funny quotes, has become one of the symbols of the film.
And finally, a real live Messerschmitt .:
An article about domestically produced cars for the disabled. The history of disabled women, common models and their differences are described.
Basic information
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In Soviet times, disabled people were provided free of charge with special machines that did not require the participation of legs in their control (they could be controlled with one hand).
Currently, there is no such state support, and the mass production of such vehicles has ceased to exist.
Disabled people are now exploiting what is left of the old car industry, or adapting ordinary cars to their needs, since it is impossible to buy a car with manual control in car dealerships.
What it is
The invalidka is a Soviet-era car designed for disabled people. Its design had to meet the needs of people with disabilities.
In the USSR, such vehicles were originally produced on the basis of a motorcycle. Therefore, he had a weak engine that could not accelerate much.
Another significant drawback of such machines was excessive noise. At the same time, they performed their main function - they ensured the mobility of the disabled. The simplicity of these machines made them easy to maintain.
In addition, the state supplied the owners of such funds with spare parts and provided the opportunity to carry out free of charge 1 overhaul and complete replacement of the machine at the end of its service life.
Of course, not all disabled people were given a disabled woman. It could be claimed by those persons with disabilities who had the rights of a special category - to drive a motorized wheelchair (car) for the disabled.
In the absence of such rights, a disabled person could receive them in the prescribed manner with the passage of a driver's commission, training and examinations.
The problem with getting a disabled driver's license was that it was rare to find specialized courses and learning vehicles to teach driving to people with disabilities.
It was easier, of course, for those who already had rights at the time the disability was established. For such persons, the usual categories of transport were removed in their rights and a special one was indicated.
Specifications
All disabled women of the SMZ (Serpukhov Motorcycle Plant) had engines from the IZH motorcycle. Therefore, they belonged to the type of transport - a motorized carriage.
However, the weight of disabled women was large for such a low-power engine (under 500 kg). This did not allow them to move quickly and created a load on the engine, especially on long trips.
For trips over long distances, such transport was not designed. A significant difference between such vehicles from standard Soviet cars was that they were double.
Their motor was located at the back (like the Zaporozhets), and the trunk was at the front. It was convenient in terms of the availability of the unit for the driver. He got to him without leaving the cabin, just tilting the passenger seat.
A positive characteristic of such means was that there was a lot of legroom in front of the driver's seat in prosthetic or non-bending knees.
But the most important thing in them is the factory manual control. In any case, it is preferable in comparison with a makeshift re-equipment of the machine control system.
However, such machines had a large number of technical shortcomings, due to which they often broke down and caused a lot of inconvenience.
This was due to the difficult economic situation in the country in the post-war years and the associated need to save on everything.
But in the conditions of a shortage of vehicles in the Soviet Union, the provision of a disabled woman was a great help from the state to maintain an active lifestyle for disabled people.
Car history
The main historical milestone in the development of the production of such special vehicles is the year from which disabled cars began to be made.
The state provided them for several years (first for 5, and then for 7) with subsequent replacement with a new car.
After the Second World War, there were many disabled people in the country who needed a special vehicle. The car was required for disabled people to move and work.
The first motorized carriage produced in the post-war period (Kievlyanka) was ineffective in the cold season due to the harsh climate in the north of the country.
The first indoor version of the disabled car appeared in the USSR in 1952 in the form of a three-wheeled two-seater motorcycle vehicle with fully manual control S1-L.
Now such a model can hardly be found on the go. Later it was improved to the SMZ C3A model, better known to the people as Morgunovka.
She became famous thanks to the director Gaidai, who filmed her in "Operation Y", where she belonged to the hero of the actor Morgunov.
Outwardly, this model was more like a car, but in fact it remained a motorcycle vehicle. Its main difference was the presence of 4 wheels.
The Morgunovka was replaced by the SMZ S3D model (zhabka). This model existed for a long period - from 70 to 97 years. However, it was not much better than its predecessor.
Subsequently, the toad was replaced by the Oka. In addition to it, specialized vehicles were presented in the form of Zaporozhets, Kam and Tavriy.
In 2004, there was a monetization (replacement with cash payments) of the relevant social security and the issuance of cars to the disabled ceased. In 2008, the production of Oka was stopped.
Characteristics of a disabled car
The main characteristic feature of a disabled woman is a special manual control. However, it can currently be dispensed with in a car with an automatic transmission if the disabled person has one leg.
That is, the gas pedal is on the left side. In addition, a vehicle sign for the disabled must be placed on such a machine.
It grants the right to park in designated areas and grants certain exemptions in .
Thanks to this sign, it doesn’t matter now what a disabled person looks like. The identification sign of a special vehicle is a sign.
However, there are cases of installation of such signs on ordinary cars (persons not related to the disabled).
This is done for free parking in the best places intended for the disabled. Such facts will be suppressed by the traffic police.
Historically, motorcycle models were actually motorized wheelchairs. In the course of evolution, they were transformed into small cars.
The three-wheeled version of the disabled woman had less stability on the road and could only accelerate to 30 km / h.
The first four-wheeled version - Morgunovka, could accelerate to 60 km / h, but had weak engine traction and cross-country ability.
The disabled car (SMZ C3A brand) was expensive to manufacture, as it had an all-metal body, which was made mainly by hand.
The SMZ S3D model accelerated to 70 km / h, including at reverse speed. This was possible due to the availability of switching to all 4 gears when moving backwards.
She was more passable, but had a lower quality body material. All motorized carriages were also very noisy.
In the Oka, the handling and cross-country performance have been significantly improved. It was already a full-fledged car, however, of the smallest class.
What is the price
Initially, cars were provided free of charge. To replace the vehicle with a new one, a certificate of disposal of the old car was required.
Currently, there are no cars for the disabled in car dealerships. You can convert a regular car with the consent of the traffic police.
It is quite difficult to find a wheelchair for sale in the automotive markets and through private ads. The price of such a vehicle depends on its model, year of manufacture and technical condition.
The most common car models
Due to the fact that new disabled women were issued to replace the old ones, very few rare models of motorized strollers have survived to this day.
Therefore, the most common old models are SMZ S3D, which were produced later than others.
Video: motorized stroller SMZ S-3D "Invalidka" - review and test drive
However, the low quality of the bodies of the toads did not help to ensure their safety. Now they are very rare to find.
Most often today there is an Oka-invalid. Oka's car (VAZ-1111, 1113 and 1116) in the form of a disabled woman had 3 varieties:
- for those who do not have both legs;
- for disabled people with one leg;
- for people with one arm and one leg.
Who was the manufacturer
The vast majority of all disabled women were produced by SMZ (Serpukhov Motorcycle Plant), later renamed SeAZ (Serpukhov Automobile Plant).
Cossacks, as well as Tavria with manual control, were also made by ZAZ (Zaporozhye Automobile Plant).
Disabled Kamas (almost a copy of the Oka) - at KamAZ (Kama Automobile Plant) and ElAZ (Yelabuzhsky Car Plant).
The Oka car was produced from 1987 to 2008 at 3 plants - VAZ (Volzhsky Automobile Plant), SeAZ and KamAZ (ZMA division - Small Car Plant).
The production volume of Oka was greater than that of other models of disabled women. This was facilitated by the presence of demand in the market and the competitive advantages of the model.
Now domestic cars are not produced for the disabled and new imported vehicles are not sold through official dealers.
The purchase of a specialized car is possible only in the secondary market by buying old motorized strollers and cars or converted foreign cars.
It is possible to convert any passenger car to the needs of persons with disabilities.
To do this, you must contact the traffic police to obtain the appropriate permission.It is possible that in 2020 the production of the modernized Oka will resume (we assume that their disabled women too).
At least this was officially announced in 2013 by AvtoVAZ. This would allow the handicapped to be able to purchase a new car with factory manual controls.
APPLICATIONS AND CALLS ARE ACCEPTED 24/7 and 7 days a week.
It was the idea of creating a car for the disabled, distributed to all those in need through SOBES. Since the Soviet automobile industry was just emerging before the Second World War, and immediately after it, the leader of the world proletariat was simply not up to it, the idea of creating the first disabled car appeared only in 1950, when Nikolai Yushmanov (he is also the chief designer of the GAZ-12 Zim and GAZ-13 "Seagull") created a prototype of the first disabled woman. And it was not a motorcycle, but a full-fledged car. This miniature car became the GAZ-M18 (at first, the letter M remained in the index of the car, from old memory - from the “Molotov Plant”).
The closed all-metal body, stylistically reminiscent of the Pobeda, looked a little ridiculous, but it had full-fledged seats that were not cramped, full-fledged controls 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 should have been about 10 liters. with. Gorky "cut" the "Moskvich" engine in half, having received a two-cylinder, but quite efficient, quite powerful and reliable unit. It was installed at the back. It had an independent torsion bar suspension, and a box was installed (ho-ho!) Automatic, from the GAZ-21. There, one checkpoint is larger than the motor :) The car was successfully prepared for serial production. In the literal sense, this car was brought on a silver platter to Serpukhov, 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 would not have coped - the Serpukhov plant was not able to produce anything more complicated than motorized strollers. And there were not enough workers, and those that were, were, to put it mildly, not the best spill, and there was no equipment. All the same, the proposals to transfer the production to GAZ received a tough and decisive refusal "from above". Which is extremely embarrassing. It was an advanced disabled woman at that time, in fact, for the whole world.
This is how the Serpukhov plant mastered the production of miserable motorized strollers, which were proudly called "cars for the disabled."
1) The first in the list of squalor was SMZ S-1L.
The chosen three-wheel scheme made it possible to use extremely simple motorcycle steering, and at the same time save on wheels. As a bearing base, a welded space frame made of pipes was proposed. Having sheathed the frame with steel sheets, they received the necessary closed volume for the driver, passenger, engine and controls. Under the ingenuous panels of the roadster (it was decided to make a two-door body open, with a folding awning), a relatively spacious double cabin and a two-stroke single-cylinder engine located behind the seat back were hidden. The main node of the front "engine compartment" space was the steering and suspension of a single front wheel. The rear suspension was made independent, on wishbones. Each wheel was “served” by one spring and one friction damper. O
ba brakes and the main and parking - were manual. Leading, of course, were the rear wheels. The electric starter was considered a luxury, the engine started with a manual “kick”, a single headlight nestled on the nose of the body. The cyclopean appearance was slightly brightened up by two flashlights on the rounded sidewalls of the front end, which simultaneously performed the functions of sidelights and turn signals. The motorcycle did not have a trunk. The overall picture of rationality bordering on asceticism was completed by 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 "66th" gasoline was 4-4.5 liters per 100 km. The undoubted advantages are the simplicity and maintainability of the design, however, the S1L could hardly overcome even not very serious climbs, it was practically unsuitable for off-road. But the main achievement is the very fact of the appearance of the country's first specialized vehicle for the disabled, which gave the impression of a simple, 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 cm3 |
| power, hp/kW | 4/2.9 at 4500 rpm |
| Transmission | mechanical three-stage |
| pendants | |
| anterior | spring |
| rear | independent, spring |
| brakes | mechanical |
| front | No |
| behind | drum |
| electrical equipment | 6 V |
| Tire size | 4.50-19 |
SMZ-S1L was produced from 1952 to 1957. A total of 19,128 wheelchairs were produced during this time. Of course, against the background of the need for hundreds of thousands of our disabled people in a specialized vehicle, this 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 inserting the last word, but it perfectly describes my attitude to this kind of stupid slogans (I respect the USSR and even love all kinds of slogans, but these really enrage me).
Since the SMZ-S1L was at first the only vehicle in the USSR accessible to disabled people, and the capacities of the SMZ were not enough to produce motorized wheelchairs in sufficient quantities, all the efforts of the factory WGC were directed only at improving the already created design. No experiments were carried out with the aim of obtaining something else from 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 control. The right, rotating handle of the motorcycle steering wheel controlled the "gas". On the left side of the steering wheel was the clutch lever, headlight switch and signal button. In 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 of SMZ-S1L-O and SMZ-S1L-OL, they clearly looked at the GAZ-M18. After all, these strollers were designed to be controlled with just one hand - respectively, the right or left. All wheelchair control mechanisms were located in the middle of the cab and were a swing arm mounted on a vertical steering shaft. Accordingly, turning the lever to the right and left, the driver changed the direction of movement. By moving the lever up and down, it was possible to change gears. To slow down, it was necessary to pull the “steering wheel” towards you. This “joystick” was crowned with a motorcycle “gas” handle, a clutch control lever, a left turn signal switch, a headlight switch and a horn button.
On the right on the central tube of the frame were the kick-starter, parking brake and reverse gear levers. So that the hand does not get tired, the seat was equipped with an armrest. The difference between the modifications SMZ-S1L-O and SMZ-S1L-OL was only that the first one 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 version: it was designed for a driver with only one left hand, and he was located on the right in the cockpit. Such intricate modifications in management were produced from 1957 to 1958 inclusive.
2) The second in 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 still the same S-1L, only 4-wheeled with a front torsion bar suspension and with a simple round (not a concept car) steering wheel.
The hopes placed by hundreds of thousands of post-war disabled people on the appearance of the first motorized carriage in the USSR soon gave way to bitter disappointment: the three-wheeled design of the SMZ S-1L, due to a number of objective reasons, turned out to be too imperfect. The engineers of the Serpukhov Motorcycle Plant carried out serious “work on the bugs”, as a result of which in 1958 the “disabled person” of the second generation, SMZ S-ZA, was released.
Despite the creation of its own design bureau in Serpukhov back in 1952, all further work on the creation, modernization and fine-tuning 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 on the ZIS), NAMI designed a promising "invalid" NAMI-031. It was a car with a fiberglass three-volume double two-door body on a frame. The Irbit motorcycle engine (obviously, the M-52 version) with a working volume of 489 cm3 developed a power of 13.5 liters. with. This model, in addition to a two-cylinder engine, was distinguished from the Serpukhov motorized carriage by hydraulic brakes.
However, this option only demonstrated what a motorized stroller should ideally be, but in practice it all came down to modernizing an existing design. And so the touching four-wheeled car C-3A was born, the only source of pride for which was the disappointing: “And yet ours.” At the same time, the Serpukhov and Moscow designers cannot be blamed for negligence: the flight of their engineering thought was regulated by the meager technical capabilities of the motorcycle factory located on the territory of the former monastery.
It would probably be useful to recall that in 1957, when variants of primitive motorized strollers were being developed at one “pole” of the Soviet automobile industry, the representative ZIL-111 was mastered at the other ...
Note that the “work on the mistakes” could have gone in a completely different way, because there was also an alternative Gorky project for a wheelchair motorized wheelchair. It all started 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 the disabled. GAZ received the task to develop such a machine.
The creator of ZIM (and later Chaika) Nikolai Yushmanov undertook 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 double two-door body, stylistically reminiscent of the Pobeda. 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 shifts, which is especially important for the disabled.
The practice of operating a three-wheeled motorized carriage showed that a two-stroke single-cylinder motorcycle engine IZH-49 with a working volume of 346 cm3 and a power of 8 liters. s, which since 1955 began to equip the modification "L", a car of this class is enough. Thus, the main drawback that had to be eliminated was precisely the three-wheeled scheme. Not only did the “understaffing of the limbs” affect the stability of the car, it negated its already low cross-country ability: three off-road tracks are much more difficult to lay than two. "Four-wheeled" also entailed a number of inevitable changes.
The suspension, steering, brakes and bodywork had to be brought to mind. The independent suspension of all wheels and rack and pinion steering for the serial production model were nevertheless borrowed from the prototype NAMI-031. At "zero thirty-one", in turn, the design of the front suspension was developed under the influence of the Volkswagen Beetle suspension: lamellar torsion bars enclosed in transverse pipes. 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 chromonsil pipes, which at first, when production required a significant amount of manual labor, made the cost of a motorized carriage higher than the cost of its modern Moskvich! The vibrations were damped by the simplest friction dampers.
The engine and transmission have not changed. The two-stroke "rumbler" Izh-49 was still located in the rear. The transmission of torque from the engine to the rear drive wheels through a four-speed gearbox was carried out by a bush-roller chain (like on a bicycle), since the final drive housing, which combines the bevel differential and the rear "speed", was located separately. Forced air cooling of a single cylinder with a fan has not gone away either. The electric starter inherited from its predecessor was low-power and therefore inefficient.
The owners of SMZ S-ZA much more often used the kick-starter lever that went into the salon. The body, thanks to the appearance of the fourth wheel, naturally expanded in the front. There were two headlights, and since they were placed in their own cases and attached to the sidewalls of the hood on small brackets, the little car acquired a naive and stupid “facial expression”. There were still two places, including the driver's one. The frame was sheathed with stamped metal panels, the cloth top was folded, which, by the way, in combination with two doors, makes it possible to classify the body of a motorized stroller as a “roadster”. Here is the whole car.
The car, started with the aim of improving the previous model, ridding its design of significant shortcomings, itself turned out to be stuffed with absurdities. The motorized stroller turned out to be heavy, which negatively affected its dynamics and fuel consumption, and 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 S-ZAB with rack and pinion steering appeared, and on the doors, instead of canvas sidewalls with transparent celluloid inserts, full-fledged glass appeared in frames. In 1962, the car underwent further improvements: friction shock absorbers gave way to telescopic hydraulic ones; rubber bushings of the axle shafts and a more perfect muffler appeared. Such a motorized stroller received the SMZ S-ZAM index and was subsequently produced without changes, since since 1965 the plant and NAMI began work on the third-generation "disabled" SMZ S-ZD, which seemed more promising.
SMZ-S-3AM⁄
SMZ S-ZA somehow didn’t work out with “variations” ... Versions with hydraulic shock absorbers SMZ S-ZAM and SMZ S-ZB adapted for control with one hand and one foot can hardly be considered independent modifications of the base model.
All attempts to improve the design came down to the creation of many prototypes, but none of them reached mass production for a banal reason: the Serpukhov Motorcycle Plant lacked not only experience, but also funds, equipment, and production capacities to master the prototypes.
Experimental modifications:
* C-4A (1959) - an experimental version with a hard top, did not go into production.
* C-4B (1960) - a prototype with a coupe body, did not go into production.
* S-5A (1960) - a prototype with fiberglass body panels, did not go into production.
* SMZ-NAMI-086 "Sputnik" (1962) - a prototype of a microcar with a closed body, developed by the designers of NAMI, ZIL and AZLK, did not go into series.
A well-known fact, but still ..
- "WHERE IS THIS FUCKING DISABLED MAN?!"
- "Do not be noisy! I'm disabled!"
Due to its low weight (425 kilos, which, however, was extremely small for an 8-horsepower engine), Morgunov’s hero (hence the nickname “morgunovka”) could easily move the car on 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 disabled woman is NOT a convertible (non-spontaneous disabled woman ...).
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 more legroom
The production of SMZ-SZD began in July 1970 and continued for more than a quarter of a century. The last motorized stroller rolled off the assembly line of the Serpukhov Automobile Plant (SeAZ) in the fall of 1997: after that, the company completely switched to assembling Oka cars. In total, 223,051 copies of the SZD motorized stroller were produced. Since 1971, a modification of the SMZ-SZE has been produced in small batches, equipped to control with one hand and one foot. Motorized carriages with an open top produced by the Serpukhov Motorcycle Plant (SMZ) were outdated by the mid-60s: a modern microcar was supposed to replace the three-wheeled wheelchair.
The state allowed not to save on the disabled, and the designers of the SMZ began to develop a motorized carriage with a closed body. The design of a third-generation motorized stroller by the Department of the Chief Designer of the SMZ began in 1967 and coincided in time with the reconstruction of the Serpukhov Motor Plant. But the reconstruction was aimed not at expanding the technological capabilities associated with the production of minicars, but at developing new types of products. In 1965, SMZ began to produce components for potato harvesters, and since 1970, children's bicycles "Motylok" began to be produced in Serpukhov. July 1, 1970 at the Serpukhov Motorcycle Plant began mass production of third-generation sidecars SZD. The design, created "under the dictation" of the economy, and not ergonomics, had a number of drawbacks. Almost 500-kilogram motorized carriage was heavy for its power unit.
A year and a half after the start of production, from November 15, 1971, motorized strollers began to be equipped with a forced version of the Izhevsk IZH-PZ engine, but even its 14 horsepower was not always enough for a wheelchair that had grown almost 50 kilograms heavier. The control fuel consumption in comparison with the SZA model has increased by a liter, and the operational one by 2-3 liters. The “congenital” disadvantages of the FDD include increased noise emitted by a two-stroke engine and exhaust gases entering the passenger compartment. The diaphragm fuel pump, which was supposed to ensure an uninterrupted supply of fuel, became a source of headache for drivers in cold weather: the condensate that settled 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 stroller can be considered a completely completed, "accomplished" microcar for the disabled. The USSR fell into the lethargy of stagnation.
The Serpukhov Motor Plant did not escape stagnation either. SMZ "increased the pace of production", "increased volumes", "performed and exceeded the plan." The plant regularly produced motorized strollers 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 motorized strollers were “invented” every year, the “technical creativity” at SMZ stopped. Everything 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 inertia of factory engineers, but the policy of the ministry. Only in 1979, officials gave the green light to the creation of a new passenger car of a special small class. The Serpukhov Motor Plant has entered a ten-year era of "extortion" by the Oka automobile industry. In Soviet times, 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 carriages preserved? Because they were issued to disabled people 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 ones (mandatory), and the old ones were disposed of. Therefore, finding an S-1L in any condition is a great success!
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 the disabled, distributed to all those in need through SOBES.
Since the Soviet automobile industry was just emerging before the Second World War, and immediately after it, the leader of the world proletariat was simply not up to it, the idea of creating the first disabled car appeared only in 1950, when Nikolai Yushmanov (he is also the chief designer of the GAZ-12 Zim and GAZ-13 "Seagull") created a prototype of the first disabled woman. And it was not a motorcycle, but a full-fledged car. This miniature car became the GAZ-M18 (at first, the letter M remained in the index of the car, from old memory - from the “Molotov Plant”).
The closed all-metal body, stylistically reminiscent of the Pobeda, looked a little ridiculous, but it had full-fledged seats that were not cramped, full-fledged controls 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 should have been about 10 liters. with. Gorky "cut" the "Moskvich" engine in half, having received a two-cylinder, but quite efficient, quite powerful and reliable unit. It was installed at the back. It had an independent torsion bar suspension, and a box was installed (ho-ho!) Automatic, from the GAZ-21. There, one checkpoint is larger than the motor :) The car was successfully prepared for serial production. In the literal sense, this car was brought on a silver platter to Serpukhov, 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 would not have coped - the Serpukhov plant was not able to produce anything more complicated than motorized strollers. And there were not enough workers, and those that were, were, to put it mildly, not the best spill, and there was no equipment. All the same, the proposals to transfer the production to GAZ received a tough and decisive refusal "from above". Which is extremely embarrassing. It was an advanced disabled woman at that time, in fact, for the whole world. 
This is how the Serpukhov plant mastered the production of miserable motorized strollers, which were proudly called "cars for the disabled."
1) The first in the list of squalor was SMZ S-1L. 
The chosen three-wheel scheme made it possible to use extremely simple motorcycle steering, and at the same time save on wheels. As a bearing base, a welded space frame made of pipes was proposed. Having sheathed the frame with steel sheets, they received the necessary closed volume for the driver, passenger, engine and controls. Under the ingenuous panels of the roadster (it was decided to make the two-door body open, with a folding awning), a relatively spacious double cabin and a two-stroke single-cylinder engine located behind the seat back were hidden. The main node of the front "engine compartment" space was the steering and suspension of a single front wheel. The rear suspension was made independent, on wishbones. Each wheel was “served” by one spring and one friction damper.
Both brakes, both main and parking, were manual. Leading, of course, were the rear wheels. The electric starter was considered a luxury, the engine started with a manual “kick”, a single headlight nestled on the nose of the body. The cyclopean appearance was slightly brightened up by two flashlights on the rounded sidewalls of the front end, which simultaneously performed the functions of sidelights and turn signals. The motorcycle did not have a trunk. The overall picture of rationality bordering on asceticism was completed by 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 "66th" gasoline was 4-4.5 liters per 100 km. The undoubted advantages are the simplicity and maintainability of the design, however, the S1L could hardly overcome even not very serious climbs, it was practically unsuitable for off-road. But the main achievement is the very fact of the appearance of the country's first specialized vehicle for the disabled, which gave the impression of a simple, but a car. 
Specifications:
dimensions, mm length x width x height: 2650x1388x1330
base1600
phaeton body
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
gearbox-manual three-speed
suspension: front-spring; rear-independent, spring
brakes-mechanical (front-no, rear-drum)
electrical equipment-6 V
tire size-4.50-19 
SMZ-S1L was produced from 1952 to 1957. A total of 19,128 wheelchairs were produced during this time. Of course, against the background of the need for hundreds of thousands of our disabled people in a specialized vehicle, this number looks insignificant. But in Serpukhov, they worked in three shifts.
Since the SMZ-S1L was at first the only vehicle in the USSR accessible to disabled people, and the capacities of the SMZ were not enough to produce motorized wheelchairs in sufficient quantities, all the efforts of the factory WGC were directed only at improving the already created design. No experiments were carried out with the aim of obtaining something else from 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 control. The right, rotating handle of the motorcycle steering wheel controlled the "gas". On the left side of the steering wheel was the clutch lever, headlight switch and signal button. In 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 of SMZ-S1L-O and SMZ-S1L-OL, they clearly looked at the GAZ-M18. After all, these strollers were designed to be controlled with just one hand - respectively, the right or left. All wheelchair control mechanisms were located in the middle of the cab and were a swing arm mounted on a vertical steering shaft. Accordingly, turning the lever to the right and left, the driver changed the direction of movement. By moving the lever up and down, it was possible to change gears. To slow down, it was necessary to pull the “steering wheel” towards you. This “joystick” was crowned with a motorcycle “gas” handle, a clutch control lever, a left turn signal switch, a headlight switch and a horn button. 
On the right on the central tube of the frame were the kick-starter, parking brake and reverse gear levers. So that the hand does not get tired, the seat was equipped with an armrest. The difference between the modifications SMZ-S1L-O and SMZ-S1L-OL was only that the first one 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 version: it was designed for a driver with only one left hand, and he was located on the right in the cockpit. Such intricate modifications in management were produced from 1957 to 1958 inclusive. 
2) The second in 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 still the same S-1L, only 4-wheeled with a front torsion bar suspension and with a simple round (not a concept car) steering wheel.
The hopes placed by hundreds of thousands of post-war disabled people on the appearance of the first motorized carriage in the USSR soon gave way to bitter disappointment: the three-wheeled design of the SMZ S-1L, due to 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 "disabled person" of the second generation, SMZ S-ZA, was released.
Despite the creation of its own design bureau in Serpukhov back in 1952, all further work on the creation, modernization and fine-tuning 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 on the ZIS), NAMI designed a promising "invalid" NAMI-031. It was a car with a fiberglass three-volume double two-door body on a frame. The Irbit motorcycle engine (obviously, the M-52 version) with a working volume of 489 cm3 developed a power of 13.5 liters. with. This model, in addition to a two-cylinder engine, was distinguished from the Serpukhov motorized carriage by hydraulic brakes.
However, this option only demonstrated what a motorized stroller should ideally be, but in practice it all came down to modernizing an existing design. And so the touching four-wheeled car C-3A was born, the only source of pride for which was the disappointing: “And yet ours.” At the same time, the Serpukhov and Moscow designers cannot be blamed for negligence: the flight of their engineering thought was regulated by the meager technical capabilities of the motorcycle factory located on the territory of the former monastery. 
It would probably be useful to recall that in 1957, when variants of primitive motorized strollers were being developed at one “pole” of the Soviet automobile industry, the representative ZIL-111 was mastered at the other ...
Note that the “work on the mistakes” could have gone in a completely different way, because there was also an alternative Gorky project for a wheelchair motorized wheelchair. It all started 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 the disabled. GAZ received the task to develop such a machine.
The creator of ZIM (and later Chaika) Nikolai Yushmanov undertook 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 double two-door body, stylistically reminiscent of the Pobeda. 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 shifts, which is especially important for the disabled. 
The practice of operating a three-wheeled motorized carriage showed that a two-stroke single-cylinder motorcycle engine IZH-49 with a working volume of 346 cm3 and a power of 8 liters. s, which since 1955 began to equip the modification "L", a car of this class is enough. Thus, the main drawback that had to be eliminated was precisely the three-wheeled scheme. Not only did the “understaffing of the limbs” affect the stability of the car, it negated its already low cross-country ability: three off-road tracks are much more difficult to lay than two. "Four-wheeled" also entailed a number of inevitable changes.
The suspension, steering, brakes and bodywork had to be brought to mind. The independent suspension of all wheels and rack and pinion steering for the serial production model were nevertheless borrowed from the prototype NAMI-031. At "zero thirty-one", in turn, the design of the front suspension was developed under the influence of the Volkswagen Beetle suspension: lamellar torsion bars enclosed in transverse pipes. 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 chromonsil pipes, which at first, when production required a significant amount of manual labor, made the cost of a motorized carriage higher than the cost of its modern Moskvich! The vibrations were damped by the simplest friction dampers. 
The engine and transmission have not changed. The two-stroke "rumbler" Izh-49 was still located in the rear. The transmission of torque from the engine to the rear drive wheels through a four-speed gearbox was carried out by a bush-roller chain (like on a bicycle), since the final drive housing, which combines the bevel differential and the rear "speed", was located separately. Forced air cooling of a single cylinder with a fan has not gone away either. The electric starter inherited from its predecessor was low-power and therefore inefficient.
The owners of SMZ S-ZA much more often used the kick-starter lever that went into the salon. The body, thanks to the appearance of the fourth wheel, naturally expanded in the front. There were two headlights, and since they were placed in their own cases and attached to the sidewalls of the hood on small brackets, the little car acquired a naive and stupid “facial expression”. There were still two places, including the driver's one. The frame was sheathed with stamped metal panels, the cloth top was folded, which, by the way, in combination with two doors, makes it possible to classify the body of a motorized stroller as a “roadster”. Here is the whole car. 
The car, started with the aim of improving the previous model, ridding its design of significant shortcomings, itself turned out to be stuffed with absurdities. The motorized stroller turned out to be heavy, which negatively affected its dynamics and fuel consumption, and 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 S-ZAB with rack and pinion steering appeared, and on the doors, instead of canvas sidewalls with transparent celluloid inserts, full-fledged glass appeared in frames. In 1962, the car underwent further improvements: friction shock absorbers gave way to telescopic hydraulic ones; rubber bushings of the axle shafts and a more perfect muffler appeared. Such a motorized stroller received the SMZ S-ZAM index and was subsequently produced without changes, since since 1965 the plant and NAMI began work on the third-generation "disabled" SMZ S-ZD, which seemed more promising. 
SMZ-S-3AM
SMZ S-ZA somehow didn’t work out with “variations” ... Versions with hydraulic shock absorbers SMZ S-ZAM and SMZ S-ZB adapted for control with one hand and one foot can hardly be considered independent modifications of the base model.
All attempts to improve the design came down to the creation of many prototypes, but none of them reached mass production for a banal reason: the Serpukhov Motorcycle Plant lacked not only experience, but also funds, equipment, and production capacities to master the prototypes. 
Experimental modifications:
* C-4A (1959) - an experimental version with a hard top, did not go into production.
* C-4B (1960) - a prototype with a coupe body, did not go into production.
* S-5A (1960) - a prototype with fiberglass body panels, did not go into production.
* SMZ-NAMI-086 "Sputnik" (1962) - a prototype of a microcar with a closed body, developed by the designers of NAMI, ZIL and AZLK, did not go into series.
Due to its low weight (425 kilos, which, however, was extremely small for an 8-horsepower engine), Morgunov’s hero (hence the nickname “morgunovka”) could easily move the car on 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 disabled woman is NOT a convertible (non-spontaneous disabled woman ...).
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 more legroom 
The production of SMZ-SZD began in July 1970 and continued for more than a quarter of a century. The last motorized stroller rolled off the assembly line of the Serpukhov Automobile Plant (SeAZ) in the fall of 1997: after that, the company completely switched to assembling Oka cars. In total, 223,051 copies of the SZD motorized stroller were produced. Since 1971, a modification of the SMZ-SZE has been produced in small batches, equipped to control with one hand and one foot. Motorized carriages with an open top produced by the Serpukhov Motorcycle Plant (SMZ) were outdated by the mid-60s: a modern microcar was supposed to replace the three-wheeled wheelchair. 
The state allowed not to save on the disabled, and the designers of the SMZ began to develop a motorized carriage with a closed body. The design of a third-generation motorized stroller by the Department of the Chief Designer of the SMZ began in 1967 and coincided in time with the reconstruction of the Serpukhov Motor Plant. But the reconstruction was aimed not at expanding the technological capabilities associated with the production of minicars, but at developing new types of products. In 1965, SMZ began to produce components for potato harvesters, and since 1970, children's bicycles "Motylok" began to be produced in Serpukhov. July 1, 1970 at the Serpukhov Motorcycle Plant began mass production of third-generation sidecars SZD. The design, created "under the dictation" of the economy, and not ergonomics, had a number of drawbacks. Almost 500-kilogram motorized carriage was heavy for its power unit. 
A year and a half after the start of production, from November 15, 1971, motorized strollers began to be equipped with a forced version of the Izhevsk IZH-PZ engine, but even its 14 horsepower was not always enough for a wheelchair that had grown almost 50 kilograms heavier. The control fuel consumption in comparison with the SZA model has increased by a liter, and the operational one by 2-3 liters. The “congenital” disadvantages of the FDD include increased noise emitted by a two-stroke engine and exhaust gases entering the passenger compartment. The diaphragm fuel pump, which was supposed to ensure an uninterrupted supply of fuel, became a source of headache for drivers in cold weather: the condensate that settled 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 stroller can be considered a completely completed, "accomplished" microcar for the disabled. The USSR fell into the lethargy of stagnation. 
The Serpukhov Motor Plant did not escape stagnation either. SMZ "increased the pace of production", "increased volumes", "performed and exceeded the plan." The plant regularly produced motorized strollers 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 motorized strollers were “invented” every year, the “technical creativity” at SMZ stopped. Everything 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 inertia of factory engineers, but the policy of the ministry. Only in 1979, officials gave the green light to the creation of a new passenger car of a special small class. The Serpukhov Motor Plant has entered a ten-year era of "extortion" by the Oka automobile industry. In Soviet times, 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 carriages preserved? Because they were issued to disabled people 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 ones (mandatory), and the old ones were disposed of. Therefore, finding an S-1L in any condition is a great success!
SMZ S-1L is a two-seat three-wheeled motorized carriage produced at the Serpukhov Motorcycle Plant from 1952 to 1956. In 1956-1958, the S-3L modification was produced, which differed from the base one with a more powerful engine. A total of 19,128 S-1L and 17,053 S-3L motorized sidecars were manufactured.
Specifications:
Number of doors/seats - 2/2
Engine type, volume - 1-cylinder motorcycle two-stroke engine Moscow-M1A, 123 cm³ (in S-3L the engine (Izh-49), 346 cm³ was used)
Engine power - 4 hp (8 hp in S-ZL)
Power system - carburetor
Number of gears - 3
Engine location - rear, longitudinal
Drive - rear
Maximum speed - 30 km/h (S-3L -60 km/h)
Curb weight - 275 kg
Dimensions:
length - 2650 mm
width - 1388 mm
height - 1330 mm
Rear brakes - drum/-
Front brakes - no / -
Tires - 4.50-9"
Modifications
C-1L - the basic version of a motorized carriage, produced from 1952 to 1956.
C-1L-O - variant with one right hand control
S-1L-OL - version with one left hand control
C-2L - an experimental model with a 2-cylinder engine and minor design changes, not mass-produced
S-3L - a modernized version of a motorized carriage with a more powerful IZH-49 engine, produced from 1956 to 1958.
In 1958, the SMZ S-3A motorized stroller was installed on the conveyor of the Serpukhov Motorcycle Plant. This motorized carriage became the first four-wheeled in our country. The SMZ S-ZA model was nothing more than a kind of motorized wheelchair for the disabled. However, against the backdrop of a shortage of cars, consumers began to put forward the same requirements for it as for a conventional vehicle. Attempts to satisfy them only complicated the car. The power unit for the C-3A model was the Izh-49 two-stroke motorcycle engine (346 cm3, 10 hp) in a block with a four-speed gearbox. The engine was equipped with a fan and a cylinder cooling casing, an electric starter. The motorized carriage turned out to be quite heavy (curb weight 425 kg), with insufficiently high cross-country ability (5.00-10 "tires and a ground clearance of 170 mm), poor dynamics (maximum speed - up to 60 km / h) and high fuel consumption (4 .5-5.0 l / 100 km.) Repeated attempts to upgrade the C-3A (improved silencer, telescopic shock absorbers and other innovations) were unsuccessful.
A further step, taken in 1970, turned the motorized carriage into a SMZ S-ZD vehicle with a new closed body, but practically the same chassis. The direction of the automotive industry, which was represented by SMZ motorized carriages, turned out to be unpromising. SZD is a two-seater four-wheeled motorized carriage of the Serpukhov Automobile Plant (SeAZ). The car replaced the S-3AM motorized carriage in 1970.
The car was 2.6 meters long and weighed just under 500 kilograms. The engine of the IZH-P3 model with forced air cooling was frankly weak for a rather heavy structure with an all-metal body and emitted an extremely unpleasant crack during operation (however, generally characteristic of two-stroke engines).
Despite the unsightly appearance and obvious lack of prestige, the motorized stroller had a number of design solutions unusual for the Soviet automobile industry and advanced at that time: it is enough to note the independent suspension of all wheels (the rear one is of the "swinging candle" type, that is, a kind of "MacPherson" scheme), rack and pinion steering, clutch cable drive - all this in those years had not yet become generally accepted in the practice of world automotive engineering, and appeared on “real” Soviet cars only in the eighties.
In maintenance, motorized carriages were unpretentious. The weak point in operation in winter was the diaphragm fuel pump - condensate froze in it in the cold, and the engine stopped while driving. On the other hand, a two-stroke air-cooled engine was easier to start in the cold and did not cause such problems during operation in winter as water-cooled engines (in those years, private cars were operated mainly “on the water” due to a shortage of antifreeze).
Such cars were popularly referred to as "disabled cars" and distributed (sometimes with partial or full payment) through social security agencies among disabled people of various categories. Motorized carriages were issued by social security for 5 years. After two years and six months of operation, the disabled person received a free repair of the “invalid”, 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. All Soviet motorized wheelchairs suffered from one common drawback - they were a kind of compromise between a self-propelled wheelchair (as Lev Shugurov aptly puts it, a “motorized prosthesis”) and a full-fledged microcar, as a result, performing both functions equally mediocre. For a "wheelchair with a motor" they were unnecessarily large and heavy, and by automotive standards, their performance, comfort and other consumer qualities clearly left much to be desired. Aggravated by the shortage of conventional passenger cars, attempts to balance between these two concepts only led to an aggravation of the contradiction - even the last SMZ S-3D motorized stroller in the series, having received an automobile-type closed body, has not yet become a “real” car, and almost completely lost the qualities of a “motorized prosthesis” , approaching in weight and size to a full-fledged four-seater car like the Trabant or Mini. Attempts to launch a series of designs closer to a full-fledged car, which could both be used as special vehicles for the disabled, and go on sale as the smallest Soviet production car, like the SMZ-NAMI-086 Sputnik, were unsuccessful, in including due to the low technical level of manufacturers of sidecars.
The last 300 FDD models left SeAZ in the fall of 1997. FDD has been replaced