Chezet 125 engine specifications

Technical characteristics of chezet 513 250. Cross CEZET. Main differences from previous models

CORRECT BREAK-IN IS THE KEY TO DURABILITY IN A COLD ENGINE WITH INTENSIVE WEAR HIGH SPEED - IT IS EASIER TO MAINTAIN THE ENGINE - YOU REPAIR LESSLY When purchasing a motorcycle of a new brand, a person is naturally interested in everything that concerns this machine.
What should you pay attention to when running in, what are the features of driving and maintenance, what is the durability of the main components and assemblies, etc.? These questions are often found in letters from readers. The answers to them are contained in the material published here about the Jawa-350, but much of it is also true for other motorcycles with a two-stroke engine (Voskhod, IZH, etc.). It was prepared by an experienced motorcyclist, consultant to the magazine, engineer E. Konop. We started operating the Jawa-350 type 634 model 8-00 four years ago, rode in a wide variety of conditions, under various loads, in all imaginable modes. Then, in the spring of 1977, the JAVA we took out of the box was no different from the many others that were in Ma’s yard. The S2-250 MS-98S motorcycle is available in all motorcycle clubs in the country. The serial CZ -250 engine has a power of 25-27 hp. s., and improved engines of the factory’s branded racers - 32 hp. With. It's all about individual engine tuning. The main attention should be paid to the engine cylinder (Fig. 94).

It is necessary to carry out control measurements of the valve timing, the areas of the flow sections of the channels (especially inlet and purge), as well as the condition

piston rings, piston, cylinder liner, clearances in them. The discrepancy between the cross-sectional areas of the intake channels and the cross-sections of the windows on the cylinder liner is eliminated by sawing these places (Fig. 95), tracing the channel along the entire length using a template.

It is necessary to check the beginning of the opening of the inlet window (105 mm from the height of the m.t.). If the size does not match, trim to the required size. Next (without loosening the cylinder), you need to check the cross-sections of the purge channels - they should be the same. The metal is removed in the central part of the channel and at its curvature along a radius of 20 mm. It is advisable to smoothly adjust the transitions from the cylinder jacket to the window in the sleeve. The exit edge of the purge window must be polished with emery cloth. The purge phase does not change.

To release superheated gases from under the piston, you need to lower the window of the third channel down by 18 mm; Make a 12 x 12 mm hole in the piston opposite this window (Fig. 96).

After this boost, the bearing of the upper head of the connecting rod no longer turns blue, which indicates its good lubrication and cooling. In addition, the performance of the piston and piston rings improves due to the abundance of lubrication. In general, the purging is improved due to the additional portion of the mixture removed from under the piston into the cylinder. The height of the outlet window and the channel configuration also require changes.

The height of the window can be changed by sawing the window up to 33 mm from h. m.t., and the shape of the outlet window must be traced along the contour of the window with a smooth transition into the circular cross-section of the pipe and then polish the channel. This part of the exhaust port is of great importance in the operation of the engine, improving the processes of exhaust and cylinder refueling. Having changed the exhaust phase, it is necessary to change the compression ratio in the cylinder head by trimming the cylinder head by 1 mm. To the number of changes should be added a change in the length of the exhaust pipe. The exhaust pipe should be shortened by 100 mm, cutting off its end entering the muffler. The muffler should be moved forward, and the mounting brackets should be welded to a new location. At this point you can finish boosting the CZ engine. But if there is a desire to have a more powerful engine, work on the engine should be continued. The engine crankcase must be disassembled, the main bearings of the crankshaft must be knocked out, laps must be made and, using them, the internal dimensions of the bearings must be brought to a diameter of 25+ 0.01, the same should be done

and with gearbox bearings. To adjust the sliding fit of the main bearings to the outer size, a lap should also be made. Using a grinding machine, bring the outer size of the bearings to a smooth fit in the engine crankcase. A floating fit of the crankshaft in the main bearings will reduce mechanical losses in the engine. After assembling the engine, without seals, the rotation of the crankshaft and gearbox shafts should be very easy. The fit of the seals also requires attention. The difference between the diameters of the working state of oil seals with a diameter of 25 mm and the free state of the oil seal should be 0.8 mm (i.e., a diameter size of 24.2 mm). This can be achieved by loosening the tension of the oil seal spring (by stretching it) and polishing the crankshaft journals.

The assembled engine is installed in the motorcycle frame, spindle oil (0.8 l) is poured into the gearbox.

The ignition timing should be set according to the factory recommendations, within 2.7-2.8 mm before c. m.t.

You need to use AI-98 “Extra” gasoline and MS-20 oil. Oil is poured in a ratio of 1:25.

If possible, instead of the factory IKOV carburetor, install a domestically produced K-194 carburetor with a diffuser diameter of 32 mm. This

will improve the cleanliness of the engine and increase its maximum speed. After tuning and adjustment, the engine will have a maximum power of at least 30 hp. With.

ENGINES UP TO 350 cm 3 CLASS

Work carried out at VNIIMotoprom to increase the power of the IZH-350 Planet engine.

The power of mass-produced IZH-350 "Planet-2" engines can be increased to 20.5 liters. With. Engine technical characteristics: cylinder diameter 72mm, piston stroke

85 mm, cylinder displacement 346 cm 3, compression ratio 6.5, engine power 14.8 liters. With. Ignition timing (optimal) 3.6mm to c. m.t. Candle A-5U.

A number of works should be carried out to increase engine power: remove the side flats on the piston (Fig. 97).

This will give a power increase of 0.8 liters. s., and the engine will have a power of 15.7 hp. With.;

change the shape of the combustion chamber (Fig. 98) to an offset hemispherical one with a displacer, which will add another 0.5 liters. With. at the same compression ratio. Engine power will become 16.2 liters. With; bore the diameter of the carburetor diffuser to 27 mm (Fig. 99), which will facilitate engine operation and give an increase in power of 1.1 liters. With.

Soviet riders are very familiar with the Cheset-980 motorcycles, which are in service with many sports clubs.

The Czechoslovakian production program, along with road motorcycles of the 125 and 175 cm3 classes, also includes sports motorcycles intended for cross-country motorcycles. These machines are the most widely known. Many racers from the Soviet Union, East Germany, Poland, Austria, Belgium, the USA and other countries compete at them. To meet the demand of the export market, the company had to sharply increase the production of motocross cars. If in 1970 2,000 of them came out of the factory in Strakonice, then in 1971 there were already 5,000. This year it is planned to produce more than 8,000 cross-country “chesets” of different models. Today the company produces machines of three international classes: 125, 250 and 500 cm3. These models have “980” and “981” respectively. They are all quite similar in design, and the last two are even difficult to distinguish at first glance.

All three motorcycles are equipped with single-cylinder two-stroke engines. The aluminum cylinder with a cast iron liner has a three-channel purge and one outlet window. There are needle bearings in the large and small heads of the connecting rod. Ignition is from Magdino with two spark plugs per cylinder. Through two helical gears and a multi-plate dry clutch, torque is transmitted to the gearbox.

The power unit is mounted in a single closed tubular frame, which bifurcates under the engine and below the saddle. The front wheels are equipped with 2.75-21 tires on all three models. and the rear tires are 4.00-18 (for the “984” model - 3.50-18).

Last year at the fair in Brno he demonstrated two varieties of models “980” and “981”, which he called Enduro. They are intended for long-distance cross-country races, which are often held in the USA. Unlike the main models, the Chezet Enduro has a five-speed gearbox, a conventional lighting system and a more efficient exhaust silencer. The speed of a car with a 250 cc engine is 140 km/h, and with a 400 cc engine it is 155 km/h.

For factory riders competing in important competitions such as the World Championship. “Chezet” makes several special machines based on serial motocross motorcycles, the data of which is given in the table. They are more powerful, lighter, faster than production models, but much more expensive. This “Chezet” of the 250 cm3 class is equipped with transistor ignition, a carburetor with a central float chamber, and a five-speed gearbox. Engine power increased to 37 hp. With. at 7000 rpm, and the weight is reduced to 95 kg. The 500 cm3 class motorcycle (like the 250 cm3) has titanium front fork stays and duralumin wheel rims, which reduces its weight to 103 kg. Engine power is about 44 hp. With.

I read your interesting profiles, and decided to write something similar of my own. In short, I wanted to add a little personal touch to this cool site! In the preface, I want to tell you a little about how I got sick with motorcycling. I don’t know, maybe many people here have been two-wheeled since childhood, but I can’t say the same about myself. Yes, when I was still a schoolboy I wanted a moped, but it was not a passion, but a banal feeling to fit in with my peers, well, you can also bring here the desire to acquire the subject of mechanical experiments. Because I am the son of an engineer and an inquisitive child, I have been drawn to technology all my life (my grandfather, a pilot, taught me to drive a car when I was not yet seven years old). Like many people, my parents stood in the way and flatly refused to indulge my requests to buy a moped, in the end I gave up on this topic. By the time I was studying at the institute, I was delirious only about cars and tuning, I studied a lot of thematic literature, in short, I didn’t even think about bikes. But you can’t argue with fate)) Everything changed quite dramatically and in the shortest possible time. In the spring of 2007, I went to Moscow to a tuning exhibition taking place there; a ticket to the event gave me the opportunity to also visit the MotoPark 2007 exhibition, which was in the neighboring pavilion. To my own surprise, I spent no more than an hour on the auto exhibition, but I got stuck at the motorcycle park, and was stuck almost until the exhibition closed... Returning to the city of Petra, without realizing it, I was already infected with the most dangerous virus - motorcycles. Less than a couple of weeks had passed since my arrival home, when the company where I worked received an order to set up a stage on the occasion of the opening of a new Yamaha dealership on Vitebsk, and there was a stunt show, a bunch of bikers, the atmosphere... Then I was already thinking only about bikes, I dedicated a year to earn money for my first horse, I had problems with my studies, and sports was abandoned, but I was firmly moving towards my goal. The summer of 2008 completely refused to take into account my plans and I had to spend all my savings on something other than my dream. But after an unfortunate failure, I didn’t give up and quite by accident I ended up in a company that wanted to revive a motocross team at my university. This is where my motorcycle experience begins (yes, when I was saving up for a bike, I didn’t yet know how to ride)) The first bike in my life was our training cz125 with a motor from Minsk, I learned to ride on snow and ice in winter, it was fun)) In the spring I acquired full equipment and received a Czech thoroughbred cross-country dog ​​born in 1989 for use. His condition was quite good for his age. True, there were problems with the engine, it had to be started only with a pushrod, at high speeds the cam ignition could not cope and the traction was not stable. It was leaking, the rear shock absorbers were pneumatic, with short strokes, there was no plastic, it was wearing winter tires. Before the summer, a little preparation was done, I changed the rear shock absorbers to spring pneumatic-oil ones, tidied up the fork, changed the tires to new ones, and in this form went with the team to train at the summer sports camp from the university. I still remember the first rides on it - it was simply SCARED and tore off my hands, after the peaceful Chizominsk =) I was not prepared for its weight or for the nature of the engine, which runs only at the top, and is dull at the bottom and middle. In the camp, due to the lack of a normal track or suitable area, we trained exclusively in the forest, maneuvering among the trees (no one was hurt))) At the end of the summer, I managed to make several forays onto the track in Koltushi, where I understood what motocross is))) The results of the summer The piston and clutch became dead. Over the fall, I changed the piston, installed a motoplate (electronic ignition), installed hand-made plastic, a T-shirt (front plate for the number) from a tray honestly taken from the university canteen)) Motcross veterans will appreciate it)), now it starts with a couple of pokes and pulls better in the middle. The mot recently received a zero resonator (the most painful part when falling on his left side), and is waiting for new training. The acute infection that I picked up at the Moscow motorcycle park is progressing and does not give a chance of salvation (which I am very happy about), motocross training made me forget for a while about the desire to get a road bike, but now I think about it more and more often, I’m waiting for summer, I don’t care what kind of bike will it be, cruiser, classic, sport, enduro, all I want from it is two wheels. I think those who have finished reading can be counted on one hand))) But those who still steadfastly finished reading my awkward story - thank you for your attention!!)) And I’m also waiting for criticism!

Additionally

— Stock engine power: 36 hp.
— Real engine power:
36 hp.
— Year of manufacture:
1989
— Date of purchase:
April, 2009

CheZet sportbike from designer Jawa for Grand Prix

CheZet sportbike from designer Jawa for Grand Prix

There are few things that excite curiosity like a rare racing motorcycle. And if it’s vintage and obscure, you’ll have to scour the deepest corners of the Internet to find out something about it.

That's exactly what Cole Machlowitz, owner of a charming '70s sportbike that's been beautifully restored to stock form - if you can even say that about a 50cc Grand Prix sportbike - has had to do. When Cole bought it, the lot description said that it was a Czech 1975 Minarelli 50 GP - a two-stroke fifty with a six-speed gearbox and a claimed 16 horses at 14,500 rpm. However, when the purchase was delivered and Machlowitz began to study it, it turned out that everything was much more interesting: although the engine was clearly produced by Minarelli, the “CZ” brand was applied in several places on the motorcycle - that is, CheZet.

CheZet

The now-defunct manufacturer CZ had never produced a 50cc GP sportbike, so Machlowitz went online to figure out what kind of miracle he got. European experts on forums came to a collective opinion that this was a personal project of an engineer who worked in the design bureau of the Jawa company. And the “AMK Pisarky Brno” stickers suggested that the motorcycle competed on the Masaryk track, located in what was then Czechoslovakia, in Brno.

This small but proud CheZet was then apparently mothballed for several years and then sold to Italian collector Marco Gasparini, who is building a collection of 50cc sportbikes from that era. Gasparini got it in the form of a frame, three quarters of an engine and a lining decorated with the flag of the Czech Republic.

The collector put it on the move and put it up for sale on his website, where Makhlowitz came across it.

As a long-time fan of two-strokes, especially loving the European 50cc GP shells of the 60s and 70s, Makhlowitz often looked at both the collection and the sales board of Gasparini’s website. The Minarelli turned out to be exactly the motorcycle Cole was looking for, so he bought it without much thought and arranged delivery from Italy to the States, to the city of Boston.

Chezet motocross motorcycles

In Soviet times, Chezet cross-country motorcycles were well known to motorcycle racers in our country.
Many motorcycle clubs and DOSSAF branches had such equipment on their balance sheet. These motorcycles were imported to our country from Czechoslovakia, where the CZ plant, along with road motorcycles, also produced sports motorcycles, in particular for motocross. Not only Soviet racers raced on the cars of this company; they were also known to athletes from Eastern Europe, Austria and even the USA. There are several international classes for motocross, differing in engine size; the Chezet factories produced three of them: 125, 250 and 500 cm3. The factory indexes of these models were “984”, “980” and “981” respectively. The 984 motocross motorcycle began production in 1970. All these models have similar designs and appearance, which makes them indistinguishable to an inexperienced viewer. There are variations of the 980 and 981 models designed for long-distance motocross. These are real enduro bikes. Unlike the purely cross-country version, they have a headlight, an effective engine noise suppression system and a five-speed gearbox. Long-distance motocross racing on such motorcycles was very popular in the United States. All Chezet motocross motorcycles were equipped with two-stroke single-cylinder engines. Aluminum cylinder with cast iron sleeve. The cylinder purge is three-channel with one outlet window. Two spark plugs per cylinder with Magdino ignition. The clutch is multi-plate dry. Connecting rod heads, large and small, on needle bearings.

The frame is tubular, single under the saddle and bifurcated under the engine. On all three motorcycles, the front wheels are equipped with 2.75-21 tires. Rear wheels with tires 4.00-18, except for the 984 model - it has tire sizes 3.50-18.

In addition to serial motocross motorcycles, Cheset produced a limited number of special machines that were intended for factory racers. They competed in them at important high-level competitions, for example at the World Championships. They were significantly more powerful, faster and lighter than production models. However, at the same time it is also much more expensive. Special Chezet with an engine capacity of 250 cm3. was equipped with a five-speed gearbox, a carburetor with a central float chamber and transistor ignition. Cheset has titanium front fork stays and duralumin wheel rims. All this allowed me to reduce my weight to 95 kilograms. The engine power was raised to 37 horsepower at 7000 rpm.

CheZet for Grand Prix

CheZet for the Grand Prix
The delivery alone took several months, which is not surprising when we are talking about a two-stroke sports equipment produced in an era when economic standards did not yet exist even in the design. But having finally received CheZet, the first thing Makhlowitz thought about was which direction to move in general. Given the baby Minarelli's shady past, Cole had no reliable foothold, so he began exploring Grand Prix fan sites such as the Danish Elsberg Tuning. From there he got a lot of ideas, from little things like the shape of the levers, to the basics of the design that was popular in Czechoslovakia in the 70s.

The Minarelli arrived in running condition - with a slightly damaged hood, but with Marzocchi forks and 18 Menani wheels, with a Grimeca disc brake at the front and a CZ drum at the rear. But a lot of things were missing, and given that the model is extremely rare, it was not possible to order the missing spare parts from Ali.

Luckily, Machlowitz is a design engineer at a company that specializes in 3D printing of metal parts, and his skills and position gave him the unique ability to quickly design a range of functional and aesthetic components. So he created a series of really complex knots.

One of these components was the drive coupling connecting the crankshaft to the rotary valve. This is essentially a long hex nut with a groove that opens and closes the intake port. Using three-dimensional printing and subsequent sintering of the resulting product, several variants of the drive coupling were manufactured with slight differences in the shape of the groove, which made it possible to fine-tune the CheZet sportbike engine from the Jawa designer. Cole used the same method for a number of other small components, and he also fabricated some for CheZet by hand to improve his metalworking skills.

History of Chezet

The history of Ceset goes back to the thirties of the twentieth century.
The first motorcycle products of the plant were motorbikes, and the first one, with a 60 cc engine mounted on the front wheel, was technically unsuccessful. Then motorbikes appeared: in 1932 - with a 76 cc engine, in 1933 - with a 100 cc engine, and then a motorcycle with a 175 cc engine equipped with a three-speed gearbox and having a stamped frame. In 1936, production of 250 cc Chezet motorcycles began. But the company was glorified by the post-war CZ, the prototype of which was the 125 cc motorcycle, which went into production in the late 30s, and had a tubular frame. After the end of the war, the plant produced Chezet with a telescopic front fork, and the next model was equipped with a spark plug rear suspension. But at that time Java motorcycles predominated in Czechoslovakia. In this regard, the history of Cheset took a turn in such a way that in 1954 the company decided to produce motorcycles developed at Java enterprises. These were 123 and 148 cc motorcycles with two-stroke engines. Thus CZ joined the Java unification, which was justified at that time. But despite the merger, the Chezet plant still went its own way in the motorcycle industry.

CZ

History of the CZ company.

In 1936,
a modern and technologically advanced arms factory was created in the city of Uherský Brod, in the Czech Republic. It was moved away from the western borders, as it was threatened by attack by Nazi Germany. The main focus at first was aircraft machine guns.

After World War II, the nationalization of Česká zbrojovka took place. The leader in production at the time was the Model 48 submachine gun. In 1950, the Model 48 was renamed the 23/25 and chambered in 9mm Parabellum. The small size and excellent design ensured production of more than 545,000 units by 1953.

In 1959

In 2009, production of model 58 submachine guns began in 7.62x39 caliber. Now this model can be classified as an assault rifle. Model 58 was an alternative to the Kalashnikov assault rifle. The original design and high quality ensured high popularity. The Model 58 was supplied both to the national armed forces and for export. Almost 1 million units were produced.

In 1962

In 2009, production of the compact Scorpion submachine gun, model 61, began. This model became an intermediate link between an assault rifle and a pistol. Until 2000, more than 207,000 units were produced in 7.65 Browning (aka .32 Auto). Previously, there was a small batch for the 9x19mm Parabellum caliber.

In 1975

In 2009, production of the legendary CZ 75 pistol began. Designer Frantisek Kutsky has been working on the creation since 1969. Excellent ergonomics, double-action trigger, spacious magazine, weight, these qualities ensured the popularity of this model.

In 1992

privatization took place and a joint stock company was created. In addition to high-quality weapons, Ugorské Brod began to produce components for the automotive and aviation industries.

In 1997

In 2009, the subsidiary company CZ-USA was founded, which made it possible to enter the American market and become part of the international holding Česká zbrojovka Group. The company is located in Kansas.

In 2004

year the company Zbrojovka Brno was acquired.

In 2006

In 2008, CZ-USA acquired Dan Wesson Firearms. Dan Wesson Firearms was founded in 1968 by the great-grandson of the legendary Daniel B. Wesson.

In 2011

year, a contract was concluded for the supply of weapons to the Czech Army. Serial production of the CZ 805 BREN A1/A2 rifles, CZ SCORPION EVO 3 A1 submachine guns and CZ 805 BREN G1 grenade launchers has begun.

In 2016

An assembly shop opens in Peru. This allows us to provide production and service throughout Latin America.

In 2018

year the CZ Group holding was created. Now other companies with related programs and developments are also involved in production.

In 2019

year, in cooperation with CZ-USA, the production of weapons was started in the USA. The leader in production was the CZ P-10.

At the moment, the company is one of the world leaders in the production of military and civilian weapons.

Chezet 250 513 cross technical specifications

CESETA CZ 250 – TYP 513 CROSS – ENDURO CONVERSION

1. Cheese didn’t have a front brake from birth, the designer was overlooked. I installed a disc with hydraulics from a Yamaha. Dream. Now you can stop exactly when you need it. And not when the motorcycle wants it. I've already started to forget about the foot brake.

2. I ride mainly in the mountains, a kind of enduro + freestyle. But there is no clutch, in the usual sense, on the ChZ. When I had to quietly crawl somewhere over an abyss, I got too much adrenaline. Converted it to Java wheels in an oil bath, very pleased. Now I can take off like on a regular road bike.

3. There is no traction at the bottom, until you open a hole, it doesn’t move. Installed reed valves + automatic ignition timing, with weights. Now the reception from below is very decent.

4. There is an eternal problem with starting, the motor board is also g., a lean mixture is not allowed, but with a rich mixture you have to constantly turn the engine, otherwise it will flood. And when starting, you have to pull the kickstarter so hard that your leg falls off, and if it doesn’t start the first time it’s completely dark. I installed the battery (small, from the toilet).

Generator IZH PS.

Switch and coil VAZ 2108. Hall sensor, automatic advance. Now I forgot what a flooded candle is.

I welded a new 20 liter tank, my original one is small, and there are no gas stations in the mountains. I redid the exhaust system, I haven't lost anything in traction, but it's much quieter.

After all the modifications, the motorcycle became 9 kg 800 g heavier, but this does not depress me much

In Soviet times, Chezet cross-country motorcycles were well known to motorcycle racers in our country. Many motorcycle clubs and DOSSAF branches had such equipment on their balance sheet. These motorcycles were imported to our country from Czechoslovakia, where the CZ plant, along with road motorcycles, also produced sports motorcycles, in particular for motocross. Not only Soviet racers raced on the cars of this company; they were also known to athletes from Eastern Europe, Austria and even the USA.

Chezet motorcycle, as well as a moped and a scooter

If you hear about the Cheset motorcycle, then it is quite possible that you will not understand what we are talking about. And this is not surprising, since these motorcycles ceased production back in 1998. But what kind of units are these? What are they? And why were they so popular before?

Motorcycles "Chezet"

It’s worth starting by getting to know the Chezet motorcycle as such. What kind of vehicle is this? In fact, everything is quite simple - these are motorcycles of Czechoslovak and then Czech production, which are called that only in Russia. “Chezet” is rather a nickname, because the original name is Česká zbrojovka Strakonice. Naturally, Russian people do not want to use such a name in their everyday speech, so he decided to simplify everything by shortening the name to indicate the country of production, that is, CZ. Well, then, if you pronounce these letters, then you get “Chezet”.

This plant has been operating since 1932 and initially concentrated on the production of mopeds. However, he quickly moved on to motorcycles, and in 1935 the first model appeared. Until 1998, the plant operated, producing a wide variety of motorcycles that became popular in Russia. Which Cheset motorcycle do you remember the most? Which was the first and which was the last?

First motorcycle

The very first Cheset motorcycle that was produced at the plant was the CZ 175, which was born in 1935. It was a simple classic motorcycle that immediately attracted a lot of attention. As a result, its improved model was produced for the next two years, which was then replaced by a new one. However, it was the 175 that was remembered as the first and very interesting motorcycle; it was used throughout the Czech Republic and was also supplied abroad.

Needless to say, after production ended in 1937, this model was revived and updated in 1957 to be produced in several different trim levels over the next 12 years, and then periodically add new types until almost the end of production. This is not at all like the Chezet 350 motorcycle, which was produced only for two years. This model turned out to be very popular.

The last motorcycle

As you already know, production of this type of transport at the plant was curtailed in 1998. But which model was the last? It turned out to be the Chezet Kagiwa Roadster 125 motocross motorcycle. They began producing it in 1994 and after four years of relative success, production was stopped, and with it the creation of motorcycles in principle.

It is worth noting that it was an impressive model in appearance, and its technical characteristics were excellent. But, probably, the Chesets have already outlived their usefulness, so nothing can be done about it. But many people are still trying to find a Cheset motorcycle, spare parts for it, and so on. Naturally, you can’t officially buy it anywhere, but it’s still quite possible to buy such a motorcycle second-hand.

Features and design

One of the most important characteristics of Cheset 350 is strength. Previously, the plant produced only weapons, for the production of which only durable and high-quality materials were always used. This is what the first motorcycle from the CZ factory turned out to be.

Features of the motorcycle:

1. Engine. The Chezet 350 engine is single-cylinder, 344 cm3 in size.
2. The vehicle is equipped with a three-speed gearbox.
3. After the war, motorcycles were produced with telescopic front forks.
4. The assembled crankshaft is made according to the pressed type principle.
5. A crank chamber is installed on the front of the vehicle.
6. Strong and powerful wheels make it easy to drive on any road surface. Easy and quick to remove.
7. The steering wheel is fixed in the middle part of the telescopic fork. Rotates 45 degrees in both directions. The steering wheel can be fixed in different positions using a special valve.
8. The gearbox is located at the bottom of the telescopic fork.
9. There are automatic and manual speed control.
10. The brake, engine, and mud guard are attached to the moving part of the telescopic fork.
11. Transport is stable and easy to control thanks to new German technologies.

Specifications

In terms of technical characteristics, the Cheset 350 is ahead of many motorcycle models of those years. Durability, stability and speed are the basic requirements for motorcycles, and the CZ 350 fully met them.

More details about the characteristics of the CZ 350:

• total weight (with liquid) – 171 kg;
• number of seats – driver and one passenger;
• amount of cargo contained – 160 kg;
• engine – 344 cm3, two-stroke;
• engine power - 23 horsepower (5250 rpm);
• cooling type – air;
• speed – 130 km/h;
• consumption – 5 l per 100 km;
• fuel tank volume – 13 l;
• transport length – 201 cm;
• width – 70 cm;
• height – 101 cm;
• type of brake system – drum;
• transmission – 4-speed.

The Chezet 350 owes its high technical characteristics to the German model DKW NZ 350, on the basis of which it was assembled. That is why this retro motorcycle takes first place in terms of cross-country ability on difficult roads, stability, durability, speed and accessibility.

The production of the motorcycle stopped in 1960. During this time, about 2 million different variations of this model were produced. Of these, 500,000 are with a 175 cm3 single-cylinder engine, 700,000 are with a 250 cm3 single-cylinder engine, and 800,000 are with a 344 cm3 two-cylinder two-stroke engine. To this day, the CZ 350 is the benchmark for durability and comfort when developing new motorcycles.