Raf ambulance. History of the RAF
The RAF-2203 “Latvia” minibus was put into serial production at the Riga Bus Factory in 1976. When creating this car, which replaced the outdated model 977, Volga units were used. RAF-2203 had a load-bearing all-metal body 4.98 meters long, located at the front ZMZ engine with a volume of 2.4 liters (85, after modernization 95 hp) drove the rear wheels. In 1987, a modernized version of the RAF-22038 minibus began to be produced.
The car had several modifications, the most common of which was a twelve-seater minibus. A large number of Rafiks were used as ambulances, and for sale to private individuals, an eight-seater version was produced in small quantities, for which a category B license was sufficient to drive. In addition, the plant made cars for the police, for firefighters, a mini-truck with single-row and double-row cabin.
In the 1990s, the main buyers of Rafiks were clients from Russia. But after GAZ launched production of much more modern minibuses in 1996, the export of Latvian cars rapidly fell to zero. Production of RAF vehicles was stopped in 1997, and in 1998 the company was declared bankrupt.
They began working on a new minibus in Riga soon after serial production of the RAF-977 began. Already in 1963, RAF designers began developing a new model, the body of which was planned to be made not of traditional metal, but of reinforced fiberglass. This trend was quite popular in those years - one can recall small-scale and other experimental models with fiberglass bodies.
The alternative material was chosen for several reasons. Firstly, the chemical industry of the USSR at that time was actively engaged in innovative materials for widespread use - which meant that fiberglass could also be used in the automotive industry. Secondly, the use of plastic instead of traditional sheet metal would theoretically make the car not only much lighter, but also more durable - after all, from the point of view of corrosion resistance, the plastic body would be “eternal.” Finally, this technique promised good savings on steel sheets, which on a national scale seemed to be a very promising option for reducing production costs.
However, for a number of reasons, the development of fiberglass as a material for the manufacture of body parts was suspended. The change in the country's leadership also meant a revision of priorities and directions - including the chemical industry. In addition, experiments with fiberglass have shown that this material does not have sufficient mechanical strength and is inferior to metal in terms of stability of characteristics.
Two options
After the work on fiberglass was finally stopped, the designers returned to a more traditional metal, from which the body of the future minibus was to be made. Technical task at the end of the sixties it had not yet been specifically formed, but everyone at the Riga Bus Factory understood that the car should be based on the aggregate base of the same “twenty-first” Volga. The only limitation is passenger capacity: the minibus eventually had to be twelve-seater.
Two creative groups of factory designers took part in a specially organized competition, each of which had to build two prototypes of its own design. The prototypes differed only in the “additional” number in the index: the group of A. Miezis built the RAF-982-1, and the team of A. Bergs built the RAF-982-2.
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The Miezis team tried to move away from the carriage layout to a half-bonnet layout - the newest one was made according to approximately the same scheme Ford Transit model 1965. An important difference between this scheme is that the driver and passenger sat not “on the wheel”, like the first RAF minibus, but behind the front axle (like on modern GAZelles). At the same time, the minibus turned out to be quite heavy and outdated in appearance. The effect was only enhanced by the small glass area and the highly raised side line.
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But the version that Bergs’ group designed turned out completely different. Without deviating from the usual carriage layout with the driver and passenger positioned above the front axle, the second team managed to create a very unusual externally single-volume car, which, thanks to the large glass area and strong slope windshield looked unconventional and at the same time very modern.
In the late sixties, drawn by a member of the Union of Artists of the USSR Arthur Eisert, the RAF-982-2 looked like a kind of “alien from the future” - a minibus that was ahead of its time.
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Indeed, even the foreign auto industry at that time did not produce cars with such a bold and original appearance. And the most surprising thing is that, despite all the non-triviality, the minibus turned out to be very attractive - harmonious aesthetically and simply beautiful.
The interdepartmental commission of the Ministry of Automotive Industry, at the demonstration of the first copies of each group, carefully studied both options and, together with representatives of the Ministry of Health and NAMI specialists, came to the conclusion that the more traditional and familiar version of Miezis, from the point of view of launching into mass production, looks preferable. However, for the next “show” in 1971, Bergs’ group was able to prepare an improved version of the RAF-982-2, eliminating, if possible, its prototype from the most obvious shortcomings. At the same time, the appearance of the car was deliberately slightly “grounded”, which subsequently had a beneficial effect on the perception of the “concept”.
"Second Edition" was accepted better than the first, and the commission delivered its verdict: a car created on the basis of the 982-2 prototype will be produced in Latvia. True, for this it was first necessary... to build a new plant, since the Riga factory in terms of technology and production capacity did not in any way meet the requirements that were laid down at the development stage of the new minibus project. Therefore, the second generation RAF should have been produced not in Riga itself, but in neighboring Jelgava, where construction of a new automobile plant soon began.
The future RAF-2203 appeared on the cover of the Za Rulem magazine already in 1974, but back in 1971, a photo of the prototype appeared on the pages of the publication!
Since the automotive industry was booming in the early seventies, the new plant featured state-of-the-art pressing, stamping and painting equipment. At this time, equipment for production was being actively changed in Armenia, but the plant in Yelgava, if not superior to the Yerevan plant in terms of technology, was an order of magnitude higher in terms of future production volumes, instantly becoming the largest manufacturer of minibuses in the USSR.
But at the time of the start of construction of a new car plant in Latvia, work on the minibus itself had not yet been completed. For finishing new design specialists from NAMI were involved, whose task was to make the car “the very best” in terms of technical specifications, reliability and even competitiveness in foreign markets. Finally, it was necessary to cover the entire gamut of modifications, because the future minibus had to master a lot of professions and appear in a variety of guises. Unlike the previous RAFs and the already mentioned ErAZs, the new generation minibus was also supposed to become the most widespread vehicle of this type - which means that both its production technology and design had to be “sharpened” to this important nuance.
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In the process of fine-tuning, the minibus went far from its prototype - in the serial RAF-2203 one can discern Bergs' first version with the index 982-2, but nothing more.
At the same time, during the development of the new model and the cycle of development work, RAF acquired a new “unit donor” - in Gorky, instead of the usual and already outdated GAZ-21, the production of the more modern Volga GAZ-24 began. Of course, for the Latvian new product they decided to use the components and assemblies of the “twenty-four” - fortunately, they differed structurally from the components of their predecessor not so significantly that this would require serious changes in the design or layout of the minibus.
New "Rafik"
Compared to the RAF-977D, the second generation minibus has become not only more modern in appearance, but also more comfortable. Thanks to different proportions, the car's center of gravity has noticeably lowered, which has a beneficial effect on weight distribution and, as a result, handling and stability. A more modern dual-circuit brake drive system was responsible for the safety of the RAF-2203, and comfortable separate seats for all passengers appeared in the cabin; the metal elements of the interior were covered with soft linings.
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An interesting detail: the new minibus received its own... emblem, consisting of a stylized silhouette of the car, into which the factory abbreviation RAF was “inscribed” in Latin letters. Therefore, some Soviet citizens were initially confident that this minibus was manufactured “abroad,” and the spectacular design of the new product only strengthened this impression.
At the end of 1975, the first batch of RAF-2203 minibuses was assembled in Jelgava, and already in 1977, a modification of the RAF-22031 ambulance was launched into production. After all, it was the ambulance, in terms of production volumes, that was planned as the main modification of the new model.
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Early minibuses (manufactured before 1979) differ from later Rafiks in some finishing details. Such a car can be visually identified by the round housing of the side mirrors and smooth corners of the front bumper without separate “fangs”, a pair of small bumpers at the corners of the rear, “sidelights” from the GAZ-24 and chrome caps from the “twenty-first” Volga. Also, the first production cars were equipped with an original instrument panel, which was later abandoned in favor of a standard GAZ-24 part.
Later RAF-2203s are easily distinguished by their “bus” direction indicators under the front bumper. This is exactly the version of the “Rafik” (until 1987) without any special changes.
"Rafik" was used not only on regular routes, but also as a taxi Despite the fact that in 1979 the products of the Riga Bus Factory were awarded the state Quality Mark, since the early eighties there have been many complaints about the level of production and assembly of minibus taxis and ambulances.
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When the level of defects exceeded 10% of the number of cars produced, the management of the plant was changed, and considerable government funds were allocated to modernize the minibus.
As a result of improvements, they planned to make the RAF not only more modern, but also of better quality. Back in the early eighties, a prototype RAF-22038 was created in Riga - as they would say now, a restyled version of the first model. During the update, it was planned to strengthen the body, improve interior ventilation thanks to the presence of a hatch and additional windows, a more modern chassis with a different front suspension design and a new interior.
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However, by the mid-eighties it became clear that the plant was not able to immediately introduce all the innovations, so in 1987 production of a “transitional” model began under the index 2203-01. Its main technical difference is the ZMZ-402.10 engine from the Volga GAZ-24-10, and externally the model can be easily distinguished from the first iteration of the Rafik by a number of characteristic features. Thus, the front “turn signals” moved under the radiator grille, instead of “round” bumpers, aluminum profile parts with black side fangs appeared on the car, the front doors lost their windows and received large plastic mirrors, and instead of chrome-plated caps in the center rims plastic inserts appeared.
In addition to the main modifications (minibus taxi and ambulance), other versions of the minibus were developed in Riga special purpose– a mobile fire headquarters or vehicle for the operational service of the USSR Ministry of Internal Affairs. However, subsequently such “special versions” were not produced in Latvia, and various repair companies, upon request, converted ordinary passenger RAF-2203s in this way.
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In 1979, several were released, which were supposed to serve the upcoming Olympics-80. The Riga plant prepared special versions and, until the beginning of 1980, produced about 300 copies of the “Olympic Rafiks” in a small series workshop. Thus, the honorary escort of the Olympic flame from Greece to the USSR (a tribute to the ancient Greek tradition) was entrusted to RAF-2907, in which the responsible custodians, along with spare torches, accompanied the runners. Of course, the specifics of such low-speed driving for a long time required serious modifications to the cooling system, but the RAF coped with the “Olympic mission” with honor.
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The most unusual option was the RAF from the Finnish company TAMRO, which, by order of the USSR, was engaged in converting Rafiks into ambulances. Not many “reanimations” were done in Finland, but in the eighties, on the streets of many cities you could see lemon-yellow minibuses with bright red stripes and a high fiberglass roof superstructure.
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Soviet drivers public transport and the ambulance workers quickly fell in love with the small, but quite comfortable and maneuverable minibus.
Of course, the RAF-2203 had its drawbacks - in addition to manufacturing and assembly flaws, the minibus was structurally not very safe for the driver and front passenger. Indeed, in a frontal accident, a car with a monocoque body, devoid of deformation zones, weakly absorbed the impact energy. And the “Volgov” platform was rather weak at maximum load, so the “Rafiki” that constantly worked on the routes required after 4-5 years of intensive use overhaul. At the same time, due to the carriage layout, the minibus was not very convenient to maintain, and access to the engine was possible only from the passenger compartment, so any serious intervention required dismantling the power unit.
At 4400 rpm
| ZMZ-402.10 | |
|---|---|
| Manufacturer: | ZMZ |
| Brand: | ZMZ-402.10 |
| Type: | gasoline, carburetor |
| Volume : | 2445 cm 3 |
| Maximum power: | 98 hp , at 4500 rpm |
| Maximum torque: | 180.4 Nm, at 2400-2600 rpm |
| Configuration: | in-line, 4-cylinder. |
| Cylinders: | 4 |
| Valves: | 8 |
| Cylinder diameter: | 92 mm |
| Piston stroke: | 92 mm |
| Compression ratio: | 8,2 |
| Supply system: | carburetor K-126GM |
| Cooling: | liquid |
| Clock (number of clock cycles): | four-stroke |
| Cylinder operating order: | 1-2-4-3 |
| Recommended fuel: | AI-93 |
4-speed manual, synchronizers on all forward gears.
gear ratios: 3.50; 2.26; 1.4 1.00; R 3.54; final drive 3.9.
Characteristics
Mass-dimensional
Dynamic
As a result, two prototype vehicles were created: RAF-982-I of the Meizis group and RAF-982-II of the Eisert group. The first minibus had a half-hood layout; this car was called the “Cyclone”. The second promising car had a carriage layout.
Both cars were sent to Moscow to undergo an interdepartmental commission. As a result, the commission considered the RAF-982-I to be the best. However, the director of the RAF, Ilya Poznyak, was dissatisfied with the ministry's decision. He thought it was futuristic carriage layout buses were a novelty back then) RAF-982-II was a more promising model. RAF prototypes were again sent to Moscow. After the “second round” of tests, a decision was made on the future production of the RAF-982-II.
Production
The Riga Automobile Factory annually produced more than fifteen thousand RAF-2203 (the plant was designed to produce 17 thousand minibuses per year and from 1987 to 1990 exceeded this volume). In the year, a modernized version of the minibus began to be produced, designated RAF-22038. This minibus used units from the GAZ-24-10 car. Externally, the RAF-22038 was distinguished by its front cladding with a new false radiator grille and aluminum bumpers with plastic side sections, as well as the absence of the RAF brand logo. On the prototype 22038, demonstrated at the exhibition “The Automotive Industry of the USSR is 60 Years Old,” narrow rotary windows were located in the rear part of the sidewalls, but on production model the body type 2203 was actually retained. Since 1993, RAF-22039 was produced. This modification was distinguished by increased passenger capacity (thirteen people). This was achieved by reducing luggage space to a minimum. RAF-2203 was the most popular Soviet minibus.
Production of RAFs was stopped in early 1997 due to the curtailment of their purchases by Russia.
Exploitation
Minibus taxi
Also, to service the Olympics-80 competitions, RAF created a number of special modifications of the RAF-2907/2911, including electric vehicles RAF-2910, as well as pickup trucks and bicycle carriers RAF-2909.
In the 1990s, on the basis of RAF-22038 on the territory of the old RAF in Riga, one-ton trucks RAF-3311 (flatbed or kung, for example, RAF-2920) and RAF-33111 (with a double cab flatbed or kung, for example, emergency) were produced in small series RAF-33114 and hearse RAF-2926), also supplied to Russia. There was also small-scale production of armored cash-in-transit vans RAF-LABBE, campers and other vehicles based on RAF vehicles.
Design
RAF-2203 is a carriage-type minibus. The minibus interior consists of two compartments. In the front there is a driver's seat and one passenger seat, in the rear there are ten passenger seats. Behind passenger seats luggage space is located.
The body is load-bearing, all-metal. The minibus has four single-leaf doors: two on the right (for boarding passengers), one on the left (for boarding the driver) and one in the back (for accessing the luggage space).
The RAF-2203 used an engine from the GAZ-24. The engine was located in front, it powered rear wheels. Rear axle was also taken from GAZ-24, while the front suspension and steering was original, but the design used parts and elements of the GAZ-24 and GAZ-21 suspension.
Initially, all brakes were drum brakes, but on buses of modification 22038, disc brakes were installed on the front wheels.
Modifications
| Model | Purpose | Years of manufacture | |
|---|---|---|---|
| 2203 | basic model | - | |
| 22031 | ambulance, distinguished by the presence inside medical equipment | ||
| 22032 | car for work as minibus, the seats in the passenger compartment were along the sides | ||
| 22033 | official car for the police. In a specially equipped cabin there was a pencil case for 2 detainees, a place for a dog, 3 seats and a pyramid for weapons | ||
| 22034 | service vehicle for firefighters. Designed to transport 5 firefighters and 5 sets of equipment | ||
| 22035 | special vehicle for transporting donor blood | ||
| 22036 | a special vehicle that combines ambulance and police. The only prototype was produced | ||
| TAMRO-RAF | resuscitation vehicle, with equipment from the Finnish company TAMRO. Had high roof and was painted bright yellow with orange stripes | ||
| 2203-01 | transitional model from 2203 to 22038 | - | |
| 22031-01 | ambulance | ||
| 22032-01 | |||
| 22033-01 | official police car | ||
| 22034-01 | service vehicle for firefighters | ||
| 22038 | updated model, with new system suspension and some other units, had a modified radiator grille, there were no windows | - | |
| 22039 | car for work as a minibus | - | |
| 2921 | small-scale passenger version with high roof | ||
| 2907 | small-scale “Olympic” version, the cooling system has been modified for long-term movement at the speed of a runner | - | |
| 2909 | small-scale “Olympic” version - a pickup truck with a double-row cab and an awning | - | |
| 2911 | small-scale "Olympic" version with a judge's scoreboard on the roof | - | |
| referee electric car | |||
| 2915 | ambulance type 22031 | - | |
| 2914 | reanimobile according to TAMRO-RAFA type | - | |
| 2912 | small-scale version - window laboratory | ||
| 2916 and 2924-TAMRO | small-scale version - windowless van (postal, hearse, etc.) | ||
| 3407 | small-scale version - park road train from tractor unit and one or two trailed open trailers RAF-9225/9226 | ||
| 33113 | pickup truck with double cab and canopy | ||
| long-wheelbase pickup with single-row cab and awning | |||
| 33111 | flatbed mini-truck with single-row cab | - | |
| 2920 | mini-truck with single-row cab and kung | ||
| 3311 | flatbed mini-truck with a double-row cabin | - | |
| 33114 | mini-truck-van with a double-row cab and a kung | ||
| 2926 | mini-truck-van with a double-row cabin and an isothermal kung |
Project evaluation
Advantages
Compared to the previous RAF model (RAF-977), the RAF-2203 was a spacious minibus. This increased the level of passenger comfort and was of paramount importance for the use of the RAF-2203 as an ambulance: in the back of the RAF-2203 there was enough space for critical medical equipment. In addition, the RAF-2203 had a soft, smooth ride.
Flaws
An engine that was too heavy, located above the front axle, created poor weight distribution (over 55% of the weight was on the front axle), which led to increased wear and even damage to the front axle, as well as poor handling of an unloaded minibus on a slippery road and significantly worsened cross-country ability (due to for this back the minibus was sometimes loaded with ballast). The body was notable for its not very high quality of welds and painting, as well as poor anti-corrosion properties. The bottom was made of plywood (except latest version minibus 22039), which also aggravated operational problems. There were also significant problems with the quality of the aggregate base from the GAZ-24 Volga car.
In gaming and souvenir products
Scale models and souvenirs
- The RAF-2203 (A18) car model was produced at the Radon plant (Marks) from 1987 to 1987.
- The car model is RAF-22031 (A27), but due to an error, at first the number was A26, which belonged to GAZ-24. Rough A26s are a rarity these days.
In 1980, a model of the small-scale special vehicle RAF-2907 (A21) was released in two versions: “Judge” and “Olympic Flame Escort”. This model has a fairly high value among collectors and is rare in our time.
The model differs from the Saratov one in very good detailing, but has several small defects, in particular, the missing “Latvija” nameplate on the hood and the seams on the roof are too deep.
In Soviet times, a toy was produced that responded to sound.
- On December 6, 2011, the RAF-22038 model appeared as part of the magazine “Autolegends of the USSR”, issue 74. White minibus with blue stripe.
Extra small bus general purpose, produced by the RAF minibus plant since 1987. The body is all-metal, load-bearing carriage type, 4-door (two doors in the front compartment, one side to enter the cabin and one in the back). Front engine location. The driver's seat is adjustable in length and backrest angle. The heating system is liquid, using heat from the engine cooling system. Previously, the RAF-2203 bus was produced (1976-1987), distinguished by the use of an Engine mod. ZMZ-24D of lower power and some individual body elements (bumpers, door glass, mirrors).
Modifications:
RAF-22031-01- linear ambulance;
RAF-2203-02- running on liquefied gas.
Engine.
Maud. ZMZ-402.10, petrol, in-line, 4-cyl., 92x92 mm, 2.445 l, compression ratio 8.2, operating order 1-2-4-3, power 72.1 kW (98 hp) at 4500 rpm /min, torque 180.4 N-m (18.4 kgf-m) at 2400-2600 rpm; carburetor K-126GM; air filter- inertia-oil.Transmission.
The clutch is single-disc, the release drive is hydraulic. Gearbox 4-speed, gear. numbers: I-3.50; II-2.26; III-1.4 5; IV-1.00; ZX-3.54; synchronizers on all forward gears. The cardan transmission consists of two shafts with an intermediate support. main gear- single, hypoid, gear. number 3.9.Wheels and tires.
Wheels - disc, rims 5K-15 or 5 1/2J-15, fastening with 5 studs. Tires 185/82Р15 mod. Ya-288, tread pattern - road, tire pressure of the front wheels is 3.2-3.3, rear - 3.7-3.8 kgf/cm. sq. Number of wheels 4+1.Suspension.
Front - independent, spring, with wishbones, two shock absorbers, rear suspension- dependent, on semi-elliptic springs, two shock absorbers.Brakes.
Working brake system- two-circuit, with hydraulic drive with two vacuum boosters, drum mechanisms(diameter 280 mm, pad width 50 mm), cam release. Parking brake- on the rear wheel brakes, with a mechanical drive.Steering.
Steering mechanism - globoidal worm and three-ridge roller, gear. number 19.1.Electrical equipment.
Voltage 12 V, ac. battery 6ST-60EM, generator G16.3701 with voltage regulator 13.3702, starter ST230-B1, distributor sensor 19.3706, ignition coil B116, spark plugs A14-B. Fuel tank - 55 l, AI-93 gasoline;cooling system - 13l, water or antifreeze A-40;
lubrication system - 6 l, all-season M-6/10G, summer M-12G, winter M-8G;
steering gear housing - 0.40 l, TAP-15V or TAD-17 I;
gearbox - 0.95 l, TAD-17 I or TAP-15V;
drive axle housing - 1.20 l, TAD-17I or TSp-gip;
hydraulic brake and clutch drive - 0.95 l, brake fluid BSK;
Shock absorbers:
front - 2x0.14,
rear - 2x0.2 1 l, spindle oil AU;
Windshield washer reservoir - 2 liters, water or NIISS-4 liquid mixed with water.
Weight of units (in kg).
engine with equipment and clutch - 185,gearbox - 26.5;
cardan shaft - 12;
rear axle - 85.5;
body - 890;
wheel assembly with tire - 25;
radiator - 12.6.
SPECIFICATIONS
| Capacity: | |
|---|---|
| number of seats | 11 |
| total number of places | 11 |
| number of service places | 1 |
| Curb weight | 1815 kg. |
| Including: | |
| to the front axle | 980 kg. |
| on rear axle | 835 kg. |
| Full mass | 2710 kg. |
| Including: | |
| to the front axle | 1275 kg. |
| to the rear axle | 1435 kg. |
| Max speed | 125 km/h |
| Acceleration time to 60 km/h | 14 p. |
| Max. overcome climb | 25 % |
| Coasting from 60 km/h | 600 m. |
| Braking distance from 50 km/h | 32 m. |
| Control fuel consumption at 60 km/h, l/100 km | 11.8 l. |
| Turning Radius: | |
| on the outer wheel | 5.5 m. |
| overall | 6.2 m. |
The dynamics by modern standards are modest. Seventy five Horse power an engine with one thousand seven hundred odd kilograms of curb weight is not a lot at all. But in the sixties this was quite enough. Some European analogues had weaker engines. And even now the RAF, even if not quickly, can be revved up to a speed quite sufficient for urban conditions. You just have to remember that the brakes here are not modern at all: drums and without a booster. They, of course, try as best they can to hold back the car, but you don’t have to put pressure on the pedal like a child, and the slowdown is still not good enough.
Steering also requires skill. Even on a straight line at a speed of under 80 km/h, the Rafik begins to float a little, requiring constant steering. By the way, the car can move quite confidently at a speed of 100–110 km/h, but such a pace is not the strength of the 977th RAF.
In fast turns, the tall minibus heels noticeably, but the ride is soft. In general, in the 1960s and even in the early 1970s, the comfortable RAF-977 was undoubtedly the best Soviet serial ambulance and a car, quite comparable in many respects to its imported counterparts.
Latvija from Latvia
UAZ and RAF minibuses, including the sanitary version, appeared in the country almost simultaneously. Doctors really needed such machines. After all, until the end of the 1950s, the main nurse was the PAZ-653 - a booth on the chassis of the GAZ-51 truck, as well as the ZIS-110. The car on a cargo chassis was spacious, but very shaking. ZIS and ZIM walked smoothly, but it was cramped for doctors: you can transport a patient, but you cannot provide serious assistance along the way, and you cannot accommodate the necessary equipment. In addition, the cost of a nurse based on a large expensive sedan, especially a government small-scale limousine, was very high.UAZ was made primarily for rural areas and at first in very small quantities. So the RAF became the main city vehicle for hospitalizing patients. In the early 1960s, however, ambulances at the base began to respond to calls, but they were again less convenient for doctors.
It was small, and not very well equipped. By the way, the assembled cars were placed on stands with wheels and pushed along rails - a kind of manual conveyor. There were still almost two decades left before the construction of a new plant in Jelgava, so only the small Riga plant made nurses and minibuses on units of the 21st Volga. In order not to reduce their production volumes, the production of vans was transferred to Yerevan.
The first samples of medical vehicles were made in 1958 on the basis of the RAF-977V. In 1962, the ambulance RAF-977I was launched into a large series - this is a modification of the RAF-977D minibus. After modernization in 1968, which mainly affected the body (it was once again strengthened and the side windows were changed), the medical vehicle received the RAF-977IM index. The car I was able to drive is exactly like this.
FOREIGN ANALOGUES |
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| Volkswagen T2, 1967–1979. Engines: gasoline, 48 hp, later - from 67 to 71 hp. Volkswagen T2, 1967–1979. Engines: gasoline, 48 hp, later - from 67 to 71 hp. | Renault Estafette, version 1968–1980. Engine 43 hp Renault Estafette, version 1968–1980. Engine 43 hp | Ford Transit (second generation), 1965–1978. Engines: gasoline, 75–83 hp, as well as diesel 70 hp. Ford Transit (second generation), 1965–1978. Engines: gasoline, 75–83 hp, as well as diesel 70 hp. |
Office number 977
Of course, the suspension from the Volga worked to the limit on a heavy car (especially the front one), but the ride of the Rafik is very soft. And this, believe me, is important both for those who are being transported and for those who are being transported. At one time I tested an ambulance Gazelle, and then an imported minibus. The difference, let me tell you, is huge! And the RAF is approximately in the middle between them in terms of smoothness, and is certainly more comfortable than the Gazelle with a rigid cargo suspension.
It is, of course, much more convenient for a doctor here than in the 22nd Volga - there is plenty of space. The sanitary "rafiks" were very different from each other in their equipment, but in any case, the medical compartment contained all the equipment necessary and possible in those years, including an artificial respiration apparatus. In this sense, the car was quite modern. He would like a higher roof... The first such Soviet cars appeared on the basis of the next model - RAF-2203, and even then only Finnish production at first.
Nobody knows how many lives such RAFs saved. They worked diligently in all corners of the Union, in cities large and small. Of course, the RAF, especially the ambulance service, which worked day and night almost without breaks, required constant attention. Parts of the already mentioned Volgov suspension and steering were wearing out, and the load-bearing body was not the strongest and most durable. Nevertheless, some machines were still in service in the early 1980s, when the Jelgava plant, which was completely new, powerful and quite modern for those times, had been producing a new model for many years.Sanitary 977s starred in dozens, or even hundreds of Soviet films - dramas, detective stories, everyday stories from the life of a doctor. Thanks to this, connoisseurs of Soviet retro today can find out how such cars looked and were equipped. By the way, this RAF, which we went on a call with today (fictional, of course), is participating in filming, helping to more accurately recreate a long-gone era. Overall, the car is in good health and ready for real work. Let's assume that he is not retired, but simply in reserve.
COLLEAGUESLocal doctors were driven to house calls in the USSR in Moskvich vehicles of all models, starting with the “400”. At the same time as the RAF-977, several other domestic models were working in the ambulance service. |
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| GAZ-22D, 1962–1970. The sanitary Volga could transport a bedridden patient and two passengers sitting next to him. This model was replaced by a similar car GAZ-24-03, created on the basis of the GAZ-24-02 station wagon. GAZ-22D, 1962–1970. The sanitary Volga could transport a bedridden patient and two passengers sitting next to him. This model was replaced by a similar car GAZ-24-03, created on the basis of the GAZ-24-02 station wagon. | ||
