RAF-2203-01

RAF-2203-01

The building on the street Dutz in Riga of the architect Gurevich, where the NTCs and the experimental workshop of the Riga bus factory once were located and near which we photographed RAF-2203-01, released in 1990, appeared much later than the model 2203. And yet the minibus and brick corps There is a lot in common. And that and the other look unusual, original. And all because they designed them with a soul ...

Riga - Moscow - Jelgava

He lived, there was a small plant in the Riga Street Duznes. There were about three thousand minibuses RAF-977 per year. The conveyor is manual: the body was rolled on the trolleys on the rails laid on the concrete floor. Of course, the heads of the plant - director Ilya Ivanovich Poznyak and Chief Engineer of Reginald Albertovich Balode-awards - understood: to get good for the construction of a new powerful enterprise (there was nowhere to expand on Duzen), it is necessary to show a completely new model in Moscow. "A very new" - of course, relatively, since the components and aggregates could only be borrowed from the serial Soviet cars.

Rigaan chose not the most common way for the USSR way to create a new car - the competition of two independent groups of artists and engineers. In 1967, a minibus of a Mason group with the conditional name of RAF-982-I was seen. The car looked quite modern, but unoriginal - reminded Ford Transit..

Arthur Eiser Group graduated from RAF-982-II only in 1968. But her angular minibus with rectangular headlights looked like an aliel from another galaxy, then certainly no less bold than other Western concepts. The aggregates and nodes have both buses, of course, serial. By the way, on the second sample, futuristic, at first it was not a Volgovsky engine, but a completely new 75-strong unit from Moskvich-412, which was not inferior to the Motor ZMZ-21.

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The first prototype of RAF-982 was held on the farthest approaches to the new Rafa, created in 1965 on the Mason Group Nodes. In 1967, two next prototypes were built, which differed from the first external elements.

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The prototype of the Eiser group appeared in 1968. On the futuristic car stood the engine from Moskvich-412. Both minibuses were drove in Moscow, where they showed the interdepartmental commission, which even did not even do the medical supplies - Rafa were the main sanitary machines of the USSR. The bosses then approved a sample with a more traditional design that did not like the Riga. They were a nail avant-garde car. In addition, they believed that it was under such a car that would be allowed to build a large and modern plant. As a result, Riga won. A little united (in the literal sense - the body lines have become less sharp) RAF-2203 with a gaza engine, gearbox and suspensions stood on the conveyor of the new plant in Jelgava, reasoned, as was customary in those days, in honor of the XXV CPSU Congress. The first cars were released in 1975, and large-scale production began in February 1976.

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RAF-2203-01

RAF-2203-01

WAYBILL

Today, he looks slightly strange on his narrow wheels in wide arches: with some angles - very modern, with other things - naive and funny. But it is certainly recognizable. That's how life turned! More recently, such cars caused interest except for the most accuracted bus services. Now even in Latvia, where the Soviet car inheritance disappears from the roads especially quickly, our striped "raffik" was politely passed during rebuilding. To greet, they even quarreled out a cool salon in an unprecedented heat for Riga. By the way, we have in the rafe to fight her - only not to the end of the downstream doors and sliding the rear. To quickly take or leave the driver's seat, we need certain skills: a chair - over the wheel. But comfortable: the back for a couple hundred kilometers is not tired at all. To the lever of the gearbox, strongly displaced back (the original cover to the standard Volgo box was done in Riga), it would also be used to it too long. It is not very well to include the fourth and rear, but it can be bought with it. Especially considering that the designs are four decades. Dynamics, of course, not at all modern. A melting Niower Valvage Motor, delivered by frequent inclusion of reduced gears, as the car can hold in the urban stream of the XXI century. But on the highway to go on 90-100 km / h permitted rules. That's just a car noise to everyone than it can, yes, so that you can only talk to a more or less calm voice with a sitting side. There is an unpleasant vibration on the floor - probably from mediocrely balanced cardanian Vala. And if you translate for 100 km / h, the car is quite roven road Begins to swim. For example: at lower speeds, RAF-2203 behaves quite decently.

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RAF-2203-01. Neither from the point of view of security, nor in part is the location of the ignition castle is not perfect. Well, did not find the other ... Plastic platform with sides, fixed on the engine casing, is the factory equipment of late machines.

RAF-2203-01. Neither from the point of view of security, nor in part is the location of the ignition castle is not perfect. Well, did not find the other ... Plastic platform with sides, fixed on the engine casing, is the factory equipment of late machines.

Former Rafovets say that for the usual conveyor machine (this RAF-2203-01 released in 1990, mileage 24,500 km) all this is normal. Testers and most meticulous and hardworking drivers modified machines for themselves: attached additional noise insulation, balanced and regulated everything and everything.

RAF, like most soviet cars, Woven from contradictions. The smoothness of the stroke is even with four rides - excellent. But the car is designed for twelve people. Only here the Volgov front suspension of the 1950s with a kins and threaded sleeves was worn very quickly. On a neglected car, the brakes work quite well, but if you take on board the same twelve people, drums and pads from the Volga cope with their work with difficulty. Although there are already two Muscovite hydraulic amplifiers under the plywood floor (to put it mildly, far from the most reliable assemblies in the history of the Soviet car industry): one - on the front contour, the other is on the rear. Well finishing touch To a runaway portrait: the driver's legs and the front passenger are protected only with a thin wall with fashionable in the 1970s rectangular headlights. However, in this sense, modern buses left "Raffi" not very far.

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RAF-2203-01. The current owner took off several seats to register the car as passenger.

RAF-2203-01. The current owner took off several seats to register the car as passenger.

From the congress to the road

For the USSR of the mid-1970s RAF-2203 - quite modern carlike the plant in Jelgava. By the way, even the most congestive seventies in the country built plants (we will also recall the VAZ and KAMAZ), even if it is not so intense, as now - shopping centers. The new "Rafik" (by the beginning of the 1970s, this nickname was still in relation to the model 977) with the inscription Latvija on the hood seemed like a lot of Baltic, a bit foreign. Well, for example, Latvian knitwear, an architecture of Yuggendistil in the center of Riga, small cozy cafes and a calm Raymond Pauls with its "yellow leaves", which have become one of the Soviet hits of 1975. It was from this song that the All-Union Glory of the composer began. The plant, designed for 16 thousand cars, sometimes did at 18 thousand per year. The need for minibuses was huge, since "Rafika" analogues in the USSR, in fact, was not. Minibuses and nurses, specialists for the police and simply "overclocking" cars in enterprises ... a little later, a lot of modifications for the Olympics-80, experienced electric cars added to them. Rigane was better understood that the car should be modernized. New lanterns and bumpers, steering and instrument panel (they are still gradually introduced) - it's good. But the car was needed more powerful engine, Other suspension (at least in front) and brakes. I tried imported diesel engines, ZMZ-406 and even Vazovsky rotary motor. We are under the leadership of the designer V.A. Mironov created an original suspension of the type McPherson, but with the depreciated shock absorbers, called in Riga "Mac-Miron". Made samples with disk brakes in front with two calipers from "Niva". It could well become RAF-22038. But did not. In the USSR, no one was taken to make original knots for such a small auto plant with relatively modest volumes of release.

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RAF-2203-01. The trunk, in general, conditional. But the spare track, fortunately, not under the belly

RAF-2203-01. The trunk, in general, conditional. But the spare track, fortunately, not under the belly

The trunk, in general, conditional. But the spare track, fortunately, not under the belly

And soon the USSR began to disintegrate, as a strongly worn and poorly well-kept "Rafik". Plant in Yelgava created a lot of different, sometimes bizarre modifications. Let's say Trucks with onboard platform and dubious handling, mobile shops and other specialists. Combined and completely new models, but by the mid-1990, the company actually died. Sad, but, in general, the story is logical for that era. It would seem that in the unfavorable climate of the last decades, the remaining Riga minibuses was destined to be contraved. But some of them have been preserved, and this, remind, and 25 thousand kilometers did not pass! It turns out, he is almost new Raf. Recall that these cars were called in the 1970s, and you will be spooky: there is a Riga bus in the world and today, which deserves the same epithet. The editors thanks Andris Dambis for the provided car and Valdis Brant for help in preparing the material.

On the shores of Lielupe

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The city of Yelgava (Latvians say Yalgava, with an emphasis on the first syllable; in Russian was first called Mitava) founded in 1573. In the XVI-XVIII centuries. Was the capital of Kurlyandia. The attractions include Mitavsky (Yelgavsky), the castle, built by Rastrelli and the Danish architect Severin Yensen for the Duke of Kurlendia Ernst Biron.

Even before the construction of Rafa in Jelgava there were small metalworking and engineering enterprises. Since 2005, the AMO-Plant plant has been working, happy import buses and tractors. The main owner is the Department of Property of the Government of Moscow.

Above, longer, harder

For a long life, RAF-2203 got tens of modifications, ranging from all well-known route taxis and ambulance. Only for the Olympiad-80 made one and a half dozen versions. Recall some, especially interesting.

The bus of a particularly small class of general purpose is manufactured by the RAF minibus factory since 1987 the body is a whole metal, carriage-type, 4-door (two doors in the front compartment, one side for the entrance to the salon and one behind). Front engine location. The driver's seat is adjustable in length and tilt back. The heating system is a liquid, using the heat of the engine cooling system. Previously, the RAF-2203 bus (1976-1987) was produced (1976-1987), characterized by the use of the mod engine. CMP-24D lower power and some separate elements of the body (bumpers, doors, mirrors).

Modifications:
RAF-22031-01 - Linear emergency room;
RAF-2203-02 - working on liquefied gas.

Engine.

Maud. ZMZ-402.10, gasoline, inline, 4-cyl., 92x92 mm, 2.445 l, compression ratio 8.2, work order 1-2-4-3, power 72.1 kW (98 hp) at 4500 / min, torque of 180.4 N-M (18.4 kgf) at 2400-2600 rpm; K-126GM carburetor; air filter - inertial and oil.

Transmission.

The clutch is one-piece, shutdown drive - hydraulic. Gearbox 4-st., Transmit. Numbers: I-3.50; II-2.26; III-1.4 5; IV-1.00; Zh-3,54; Synchronizers on all transmissions of the front turn. The cardan transmission consists of two shafts with an intermediate support. Main transmission - single, hypoid, transmit. number 3.9.

Wheels and tires.

Wheels - disk, rims 5k-15 or 5 1 / 2j-15, fastening on 5 studs. Tires 185/82p15 mod. I-288, tread pattern - road, pressure in front wheels 3.2-3.3 tires, rear - 3.7-3.8 kgf / cm. sq. The number of wheels 4 + 1.

Suspension.

Front - independent, spring, with transverse levers, two shock absorber, rear suspension - dependent, on semi-elliptic springs, two shock absorber.

Brakes.

Working brake system - two contour, with a hydraulic drive with two vacuum amplifiers, drumming mechanisms (280 mm diameter, 50 mm pad width), sprinkle cam. Parking brake - on the brakes of the rear wheels, with a mechanical drive.

Steering.

The steering mechanism is a global worm and a three-grass roller, transmitted. number 19.1.

Electrical equipment.

Voltage 12 V, AK. 6T-60EM battery, G16.3701 generator with voltage regulator 13.3702, Starter St230-B1, Sensor-distributor 19.3706, ignition coil B116, Candles A14-B. Fuel tank - 55l, gasoline AI-93;
Cooling system - 13l, water or Tosol A-40;
The lubricant system is 6l, the All-season M-6 / 10G, in the summer M-12G, in winter M-8G;
Carter of the steering mechanism - 0.40 l, TAP-15B or TAD-17 and;
gearbox - 0.95 l, TAD-17 and or TAP-15B;
Carter of the leading bridge - 1.20 l, TAD-17I or TSP-GUI;
Hydraulic brake and clutch - 0.95 l, brake fluid BSK;

Shock absorbers:
Front - 2x0,14,
Rear - 2x0.2 1 l, oil spindle AU;

Windshield washer tank - 2 l, water or niiss-4 liquid in a mixture with water.

Mass of aggregates (kg).

Engine with equipment and clutch - 185,
gearbox - 26.5;
Cardan shaft - 12;
Rear axle - 85.5;
Body - 890;
wheel assembly with a bus - 25;
Radiator - 12.6.

SPECIFICATIONS

Capacity:
number of seats	11
total number of seats	11
number of service seats	1
Curb weight	1815 kg.
Including:
on the front axle	980 kg.
on the rear axle	835 kg.
Full mass	2710 kg.
Including:
on the front axle	1275 kg.
on the rear axle	1435 kg.
Max. Sign	125 km / h
Overclocking time up to 60 km / h	14 p.
Max. overcome. climb	25 %
Flood from 60 km / h	600 m.
Brake Path with 50 km / h	32 m.
Control fuel consumption at 60 km / h, l / 100 km	11.8 liters.
Radius of rotation:
by external wheel	5.5 m.
overall	6.2 m.

The historical predecessors of the plant, the products of which along with Liaz buses, Trolleybuses ZiU, trams Škoda. And the taxi "Volga" turned out to be the face of the Soviet public transport of the seventies and the eighties, there were two completely different enterprises among themselves ...

The first of them - formed on the basis of private auto repair shops of Deitzmanis and dried on Terbatas Street Riga Author Repair Plant # 2 (Rarz), in turn, subsequently transformed into the Riga Plant of Bus Body (Rzak) - was anything particularly noticeable Soviet auto repair plant. Thousands of such enterprises acted across the country overhaul Government, and in certain moments of history - and private, car, trucks and buses, over time, sometimes we are going to release our own unique models (the so-called "Barbuhak"), as a rule, built on what either the finished chassis or set of aggregates.

Much more interesting from any point of view was the second predecessor RAF-A - located in Riga on Alkyshnya Street Riga Experimental Automobile Factory (Rafe, Reaf), created in 1947 under the leadership of Vsevolod Bakhchivanji, who had a native brother Hero of the Soviet Union, Test Test Gregory Bakhchivanji, who died during the war years on the tests of an experienced missile fighter-interceptor. The full retelling of the story of this is not quite traditional for the "Format" for the Soviet Automobile Watering of the enterprise would not be here to the place, it will be enough to mention that the activities of Bakhchivandzhi and K ° under the auspices of the Latvian Communist Number one Vilis Latis today is considered by many today as uniform " Poured "allocated to the development of a small car of a car - which, however, is not the only possible interpretation of events. In any case, the design and design of Raef clearly talk about, at least, outstanding abilities and eruditions of his author (authors?).

This story is once again illustrating the fact that in the Stalin USSR for the "simple person from the street" (let, in this particular case - and the hero's brother) quite existed the opportunity to "break down" my idea and at least try to establish its practical implementation, with the allocation For this modest, but adequate task of financial and material and technological means. It is in this way that, in particular, in the twenties and thirties, many famous Soviet Aviation Design Bureau rose from amateur groups of enthusiasts. And in the automotive industry, the same group of enthusiasts was developed on the basis the graduation project young engineer Konstantin Sharapova and launched in production at the state factory (alone and alonery) first soviet car We are-1. It was only necessary to direct their private Initiative so that it coincides with the interests of the big common Cases - and, of course, enjoy the appropriate set of professional and business qualities characteristic of any private entrepreneur.

But all this will be later, in the meantime - in 1959, a ten-seater minibus model RAF-977 went to the series, built on the basis of the Volga aggregates of GAZ-21. In contrast to prototypes that had bearing body, it was built on the frame-joint power scheme - that is, it had a full-fledged frame integrated into the power elements of the body and constructively inseparable from it. Aggregates from GAZ-21 barely enough for a car with full massI have no alternatives for 2.5 tons, but there were no alternatives at that time.

For a long time, the release of minibuses remained semi-pedars, piece. The mass conveyor production was deployed only in 1962, simultaneously with a small restyling, which included the new front panel, with a wide radiator grille and a solid bent windshield instead of the old two half, as well as other changes ...

As a result, the appearance of a car was finally established, which was produced with several modernizations in Riga until 1976, and ERAZ-762 created on its database, which was produced in Armenia on Yerevan factoryAt which all relevant documentation was transferred at the beginning of the sixties - then until 1996.

As can be seen, despite the sixties and seventies that occurred at the turn of the sixties and seventies, the change of generations of the basic model at the Gorky factory, in Riga were not too in a hurry with the update model Row. The fact is that the old production capacity of the plant was not designed to assemble a large number of cars and barely coped with current orders - their absolute limit was 5 thousand cars per year. Meanwhile, the need for the only minibus in the country extended far from this figure.

Therefore, in 1969, the construction of a fully new plant began to build a completely new plant near Riga, in Jelgava, designed for three large volumes of release. The transfer of production there was planned to be carried out only by the middle of the seventies and combine with the update of the model range, while the design team of the plant had plenty of time to bring his brainchild.

By themselves, work on a new minibus began in 1965. They were conducted in the form of a competition between the two design teams, numbering four people each, by the group A. Mason, who operated on the sample of RAF-982-I, and the group A. Eiser, who developed the RAF-982-II project. The task given to them was exclusively general: only the capacity of the future car was set - 12 people - and the use of GAZ-21 as a base as a base.

The concepts adopted by competing groups fully reflected two at that time in the world of approach to a car of this class.

Collected by 1967 RAF-982-I, also known called Cyclone., was the realization of the classical half-door layout, from this point of view (but with no other) recalling then Ford Transit. or Polish "Vyu". The design of the design of the car was obviously not, continuing the defined RAF-977 traditions of ascetic functionality, but had a number of serious advantages from a practical point of view - first of all, more successful weighing over the axes, which causes a more sparing operation for passenger front suspension. In addition, the engine made far forward contributed to the improvement of the acoustic comfort of the cabin and, potentially passive security.

Almost a year later, the RAF-982-II was built on the wagon layout, with the engine completely inside the cabin - between the driver's seats and the front passenger. Arthur Eiser's artist created under the leadership of Arthur Eiser, he was distinguished first by catching, even bold for his time design, although, on the subjective opinion of the author of these lines, more reminded the product "Avtosama" than serial car, and clearly demanded a significant refinement before the start of mass release - to take at least the absence of bumpers!

It is not quite clear what specific considerations were guided in the sectoral ministry, but the fact remains a fact - after some oscillations, the second prototype was recognized more promising. Probably, in addition to the design, it also affected the fact that it was the car of the carriage layout to the greatest extent that resembled the small, but still bus.

It is usually indicated that final choice It was already made at the end of the sixties, and by the time of the bookmark of the new plant in Jelgava on July 25, 1969, it was already known what the car would be on it. Meanwhile, photographs of the prototype of a minibus of a half-door layout on the aggregates of GAZ-21 are also known, unambiguously dated as much as 1971:

Thus, you can come to the conclusion that even after the decision to prepare for serial production, it was RAF-982-II for some time of work actually conducted over the car of the semicapidate layout. However, judging by the rifling ratio of the bridges and the body width in the photo depicted a bus prototype higher than RAF-982, class, so both versions are not mutually exclusive.

It is curious to note that the design of this prototype was very reminded by the "Nosted" American Wanets of the semi-door layout, which will go into a series only by the mid-seventies, such as the third generation Ford Econoline. (1975—1983).

Meanwhile, RAF-982-II evolved, successfully managed to adapt to the new aggregate base from GAZ-24, and about 1974 already acquired quite familiar according to the serial model. exterior appearance, as well as the serial index - RAF-2203. Is it necessary to say that by this time the futuristicity of the spectacular prototype almost completely "evaporated", and the "dry residue" turned into a rather ordinary minibus of the mid-seventies in the stylistic solutions? But the incurable flaw in favorite at the layout design stage - chronic overload of the front axle - remained with new model forever and ever.

In her finished form, the Riga bus was a real "USSR national team" on the range of used aggregates.

The car body was performed according to a power scheme with a carrying basis, which includes the spar of the spar frame and the floor panel with wheel arches and the front panel (the floor of the passenger salon was to relieve and simplify repair, which, by the way, often I am experiencing the Iron Body itself).

The engine and gearbox almost without alteration switched from the Volga GAZ-24. They also accounted for one of the most significant drawbacks of the car: despite the increase in the characteristics of the engine compared to 75-strong from GAZ-21, it was not necessary to talk about the special dynamism of the fully loaded Raffa, and the engine working with constant overload worn significantly faster than on sedans - Actually, he was somewhat small and for the "Volga" itself. In addition, due to the strong engine takeaway back, switching gear by a regular lever of the box, which even with a specially designed drive stacked out of the floor in the area of \u200b\u200bthe driver's seat back, turned out to be far from a trivial operation with some elements of acrobatics. On RAF-977, the base model of which - GAZ-21 - initially had a drive shift drive, this task at one time found a more successful solution - the lever was conveniently located right under the right hand of the driver.

The cardan transmission was made according to GAZ-21, with two shafts and intermediate support.

The front suspension almost completely swallowed with the Volga gas-24, but received a new steering trapezium, designed to locate the steering mechanism before, and not behind the axis of the front wheels. Soft suspension Provided the "raffika" rather smooth move, however, the same softness in combination with a specific waveguard guaranteed the permanent suspension tributes when driving along an uneven road, and therefore the accelerated wear of it with such emergency operation. The steering mechanism itself was constructively similar to Volgovsky. The hydraulic power steering in the design did not appear, although with such a coupling weight on the front wheels would not hurt it.

The rear suspension combined the items from GAZ-24, "Seagulls" GAZ-13 and original, designed specifically for a minibus. Main para rear bridge Lost Volgovsky, with gear ratio 4,1:1.

15-inch wheel disks With the caps are preserved from the previous model, unified with the "Volga" GAZ-21.

The brake system was the original creativity of Latvian designers - I must say something more successful than the original GAZ-24 system. From the brake pedal, the force through the equalizer was simultaneously transmitted on the rods of two completely separate main cylinders, and a hydraulic amplifier from Moskvich-412 was embedded in each of the resulting independent contours. As a result, it turned out quite reliable system, ensuring the full separation of contours and a fairly effective stopping of the car while maintaining a reasonable effort on the pedal. True, the capacity of the regular Volgovsky drum brake mechanisms nevertheless was not enough, and their pads were very low in such conditions - but it is no longer disadvantages of the design as such, but the costs of excessive unification with base model. Drive unit manual brakes Initially repeated it on GAZ-24.

The controls and equipment of the salon were the maximum unified with the same "Volga".

Complemented the picture door handles and rectangular headlights from Moskvich-412, farls with turn signals, and then fog lights, GAZ-24, as well as ingenious in its simplicity, rear lighting, scattered from individual diffusers in the form of color squares.

Although individual experienced minibuses of the new model were collected and passed to operation since around 1973, mass production was started only after starting the plant in Jelgava, in February 1976. Being designed for a production of 15-17 thousand cars per year, RAF was stably loaded with orders by 100%, and at the end of the eighties even exceeded its calculated power, each year collecting up to 18 thousand minibuses, who dreamed throughout the country.

The main field of activity for them, of course, was the service route taxi. Despite twice the greater dachshum than in ordinary flight buses - 10 kopecks instead of 5 - this type of transport enjoyed great popularity in all cities where it was presented.

The second in the mass of the area of \u200b\u200bapplication of these machines was the emergency service - reanterate on their basis gave 100 points forward much more closely on the "Volga" -Niversal.

In addition, minibuses RAF were often used as service vehicles for personnel delivery, consisting of the most various organizations - from Soviet army and folk militia to research institutes, factories and educational institutions.

Shortly after the launch in the series, the car was crash under the method of seventies (concrete cube, full overlap, 50 km / h) - with a slightly predictable result for the machine such a layout.

In the early middle of the eighties, a series of cars on GAZ-3102 aggregates (forkar engine, disc brakes) was released in the semicreimental order - they were mainly enrolled in various government agencies.

In 1987-88, the minibus was upgraded using aggregates from GAZ-24-10, receiving the designation of RAF-22038. This modification has received a significantly more modern appearance (surprisingly restyling turned out to be, perhaps even better than the original option) due to aluminum bumpers and plastic facing front, new door handles, a new instrument panel with an original design, in which the instrument shield from "Volga" was practically unrecognizable , and even your own steering wheel with your own factory emblem.

This car in the version, re-equipped under the requirements for vehicle Categories B, sold in private hands, initially under the program of support for large families - but later they received the distribution and as workers' cars, which came very by the way after the removal of restrictions on individual labor activities in 1986. At its base, the cargo van RAF-2916 was developed and was produced in small quantities, and even the RAF-3311 truck, however, who did not receive special distribution.

Rafik was produced until 1996 - the beginning of 1997, although in the past few years the production has constantly bounced due to the destruction of the decades of the established links between the plant and suppliers of aggregates and other components, which caused the various sides of the new state borders. However, after the appearance of his own minibus in Russia, the Gazelles - the Riga plant and was essentially doomed. Its the last products became - which is very symbolic - a party of isothermal vans for the transport of corpses of the RAF-2926 model, purchased by Moscow ambulance.

Currently, the plant in Jelgava is completely abandoned, negotiations with several interested in its acquisition by Russian companies were not crowned with success. In particular, Latvians did not let the gas in Yelgava, who was going to establish the assembly of their gazelles there. Like many dead businesses soviet eraThe territory of the Riga bus factory turned out to be partially turned into a trading platform.

Nevertheless, working in the rapter taxi "Rafiki" could be seen before the beginning of the 2000s, and in some corners of the former union - even in early 2010. You can meet them as a delivering car for cargo and personnel.

Oddly enough, in recent years there has been a revival of interest in the old Soviet minibuses, now - mainly as houses on wheels for long journeys. Unification with a common model passenger cars It turns out that positive feature, allowing you to practically do not experience problems with spare parts.

From the standpoint of today, it will be quite difficult to give a general assessment of the products of the Riga bus factory - in the end, any alternative to her just did not exist until the middle of the nineties, so it is difficult to judge how they would lead themselves in the same conditions, let's say Similar automobiles of foreign production, not necessarily not created to work in the route taxi.

In any case, the practice of exploitation of RAFs almost unequivocally showed that the idea of \u200b\u200bbuilding a flight of a minibus on the basis of the serial aggregates of the middle-class passenger car was unsuccessful, which is specially concerned with the chassis aggregates in general. Abroad, such a unification was still justified - most of the minibuses were there in private hands and was operated in a relatively gentle mode, almost never having a full load. In the conditions of the same daily exploitation In the route taxi mode, non-needed passenger aggregates could not ensure the required reliability and durability. It was doubly concerned and built on the same aggregate base of freight vans.

It is difficult to say to what extent here the original selection of wagon layouts with an increased loading of the front axle has been born. The dispute between it and the half-door continues until now with a variable success, although in our time, very concerned about security issues, the last seems to be starting to defeat more confidently.

It seems, however, that the next-generation minibus developers are not at all challenges - from the very beginning, he created a half-door car, while going on a more complex way and refusing to seem to be doubly tempting for the factory of the Volga's manufacturer of unification with the passenger model, instead of What to develop a full-fledged chassis with a separate frame and spring suspensions. More "passenger" minibuses of the Sobol family were also built not directly at the Volgov aggregate base, and on the basis of the aggregates developed for them from scratch.

Yes, and the employees of the Riga bus in the new generation developed at the turn of the eighties and the ninetieth generations decided to abandon excessive unification with a passenger car by turning on the front suspension of the "swinging candle" of special development.

True, it is worth noting that RAF cars operated in more easily conditions did not have such significant problems with longevity. Many of them are still on the go and successfully fulfill their duties.

Does not give an unequivocal response to the question and experience in the production and operation of such cars in other countries. So, many foreign manufacturers went along the same way - for example, Ford Econoline. and Chevrolet Van. Both started their way as minibuses and vans on the basis of serial passenger cars - Odnoklassniki Volga ( Ford Falcon. and Chevrolet Corvair., respectively). But later, both firms refused to unify and began to produce models of this type on their own chassis, borrowing only individual aggregates, mainly engines and transmissions - although retaining their design more "passenger" than our Gazelle.

The experience of the release of minibuses of the same class, but on the stock of full-sized sedans, more appropriate for the reserves of the strength of the aggregates. It is likely that a minibus on the aggregates of the chassis "Seagulls" of GAZ-14 (in many parameters similar, to the Word, on "Sobiolny") - and, it is desirable, with the V6 Gas-Ovsky engine, which would be more successful and durable than built on the obviously overloaded Volgov Raf. At the same time, since the "seagull" itself for work in a taxi was considered unsuitable - he would allow to justify the development and release of this non-none "national economic" application of the machine. You look, I would not have to remove it from production in order to "combat privileges", thus common to most of the country's population ...

new 1989 RAF 2203 "Latvia" - with storage

RAF-2203 "Latvia" - Minibus, produced by the Riga Bus factory in 1976-1997.

Minibuses of this type were widely used as route taxis, emergency cars and in the role of official transport until the mid-90s, then in Russia were gradually ousted by "gazelles", and in Latvia, Mercedes minibuses and other foreign cars.

The creation of a new Rafov minibus (instead of the RAF-977 model) began in 1965. The development of a new promising car was led by two groups of four designers, one - under the guidance of Mason, the other - under the leadership of Eyster. In fact, the development was carried out in the competition-competition mode between two groups of engineers. The groups worked completely independently of each other. The projected minibus was to meet two requirements: he had to be twelve and had to be based on GAZ-21 car units.

As a result, two prototype vehicles were created: RAF-982-I Group of Mason and RAF-982-II of the Eyster Group. The first minibus had a half-door layout, this car was called "cyclone". The second promising car had a wagon layout.

Both cars were sent to Moscow to pass the interdepartmental commission. As a result, the Commission found the best RAF-982-I. However, director of Rafa, Ilya Poznyak, was dissatisfied with the decision of the ministry. He considered Futuristic ( wagon layout Buses then was in a novelty) RAF-982-II more promising model. Rafov prototypes were again sent to Moscow. After the "second round" test, the test was made about the future production of RAF-982-II.

On July 25, 1969, the construction of a new plant of Rafa began in Jelgava. After the completion of the new plant was supposed to start the release of new minibuses. Raf-982-II prototype finishes were carried out during the construction of the plant.

The new plant began work in February 1976. From his conveyor, the minibuses of RAF-2203 "Latvia" began to go. Such an official designation received new minibuscreated during the progress of the prototype RAF-982-II. In contrast to the prototype, the serial RAF-2203 used the aggregates from a newer "Volga" - GAZ-24.

Modifications

Model	Purpose	Years of release
2203	Basic model. Used as service transport.	1976-1987
22031	A ambulance, differed in the presence within medical equipment.
22032	The car to work as a route taxi, the seats in the passenger compartment were located along the sides.
22033	Service car for the police. In a specially equipped cabin, there was a penny on 2 detainees, a place for a dog, 3 seats and a pyramid for weapons.
22034	Service car for firefighters. Designed for transportation 5 firefighters and 5 sets of equipment. A small experienced party was released, mainly the basic minibuses with the forces of firefighters were converted.
22035	Special car for the transport of donor blood.
22036	Special car having together ambulance and the police. A single experienced sample was released.
2912	Small-sector version - window laboratory.
2909	Small-sector "Olympic" version - Picap-bibliovoz with a double-round cabin and an awning.	1979-1980
2911	Small-sector "Olympic" version with a referee board on the roof.	1979-1980
2910	Small-sector "Olympic" version - a judicial electric car.
2907	Small-sector "Olympic" version of the maintenance of a runner with the Olympic flame, the cooling system was appropriately finalized.	1979-1980
3407	Small-sector version - Park road train from saddle tractor and one-two trailed open beables RAF-9225/9226.
Raf-Tamro.	Resuscitation car with the equipment of the Finnish company "Troo". He had a high roof and stained in a bright yellow color with orange stripes.	1979-1989
2203-01	Transitional model from RAF-2203 to RAF-22038.	1987-1990
22031-01	Ambulance transition car.	1987-1990
2921	Small-sector passenger version with a high roof for transportation of disabled.
22038	The updated model with a new suspension system and some other aggregates had a modified radiator grille, there were no subcords.	1989-1997
2915	Ambulance on the basis of RAF-22038.	1991-1997
22039	Car to work as a route taxi.	1993-1997
2914	Reanimobile on the basis of RAF-22038 by type Toro-Raf.	1989-1993
2916 and 2924-Toro	The small version is a chapeless van (postal, mobile shop, catatball, etc.).
33113	Pickup with a double-shot cabin and awning.
	Long bead pickup with a single-row cab and an awning.
33111	On-board mini-row cabin.	1991-1993
2920	Minigurizer-van with a single-row cabin and kung.
3311	On-board minigar with a two-round cabin.	1991-1993
33114	Minigurizer-van with a double-shot cabin and kung.
2926	Minigurizer-van with a double-round cabin and isothermal kung.

Evaluation of the project

Dignity

Compared to the preceding Rafa model (RAF-977), RAF-2203 was a spacious minibus. It raised the level of passenger comfort and had paramount importance for the use of RAF-2203 as an ambulance car: in the Body RAF-2203 there was enough space for the most important medical equipment. In addition, RAF-2203 had a soft smooth move.

disadvantages

Too heavy engine, hosted above the front axle, created a bad wave (over 55% of the mass accounted for the front axle), which led to increased wear and even damage front Bridge, as well as bad manageability of an unloaded minibus on a slippery road and significantly worsened the permeability (because of this, the back of the minibus was sometimes loaded with ballast). The body was different not too high quality welds and paint, as well as bad anti-corrosion properties. The bottom was made plywood (except the latest version of the route taxi 22039), which also aggravated the problems of operation. Significant problems were with the quality of the aggregate base from the GAZ-24 Volga car. Due to the features of the driver's location and gearbox, the gear shift was uncomfortable.

Minibus RAF-2203 "Latvia" was launched into mass transformation at the Riga bus factory in 1976. When creating this car, which came to replace the outdated model 977, the Volga aggregates were used. Rafa-2203 was carrying a all-metal body with a length of 4.98 meters, located in front of the engine ZMZ with a volume of 2.4 liters (85, after upgrading 95 liters. P.) Leaded in motion rear wheels. In 1987, an upgraded version of the minibus RAF-22038 began to be produced.

The car had several modifications, the most common of which is a twelve-seater minibus. A large number of "raffikov" was used as an ambulance machine, and for sale to individuals in small quantities, an eight-month version was produced, to control which it was enough to category B. In addition, the factory did cars for the police, for firefighters, a mini-row and two-row Cabin.

In the 1990s, customers from Russia were the main buyers of Rafikov. But after in 1996, the production of much more modern minibuses "" was launched on Gaza, the export of Latvian cars was rapidly dropped to zero. The production of RAFs was stopped in 1997, in 1998 the company was recognized as a barmist.