Motorcycle “Kovrovets”: technical characteristics and photos
“Handsome” - this is what Soviet daredevils and connoisseurs of motorcycle technology called the K-175 model, which became fundamentally new and technically advanced back in 1957. The prototype of the famous Kovrov iron horses was the captured model of the German motorcycles DKW-RT-125. It was the best of the light motorcycles with an engine displacement of 125 cm³ from the 30s and 40s of the last century.
About the history of the development of Kovrovets motorcycle models
A year after the Patriotic War, in 1946, the first models of Kovrov motorcycles with an engine displacement of 125 “cubes” were released. The model was called “K-125”. This motorcycle was actually a complete copy of the German RT-125, of which 286 units rolled off the Degtyarev assembly lines in the first year of production.
The Kovrovets motorcycle of the 125th model was one of the best Soviet light motorcycles that were produced until 1951. Then the equipment was modernized, which consisted of improving comfort and convenience while driving. In the period from 1951 to 1955, Kovrov craftsmen produced the K-125M model.
In 1955, the management of ZiD (Kovrov plant named after Degtyarev) decided to produce fundamentally new models of motorcycles, which were supposed to differ from their predecessors in improved performance characteristics. This is how the K-55 model appeared. This Kovrovets motorcycle was equipped with a completely new type of carburetor and an upgraded exhaust gas removal system, due to which it was possible to increase its power.
The turning point 57th year
“K-55” was produced until 1957, after which another model appeared - “K-58”, on which a 5-horsepower two-cylinder engine was installed, and the gas tank was also enlarged. In addition, manufacturers changed its shape, which became more streamlined, and modernized the electrical equipment of the machine. The Kovrovets motorcycle (photo can be seen below) of the 58th model became the final one in the model range of 125 cc “bikes”, the production of which ended in 1960.
The production of Kovrov motorcycles of the K-175 series was launched in 1957. These were powerful road motorcycles, which, along with the 58th model, were produced by the plant until 1960. Later they were replaced by the K-175A model. The 175 series motorcycle was produced until 1965, and its prototype was the Czech model “Java-ChZ-175”. In the Soviet Union, motorcycles with a displacement of 175 cm³ had not previously been produced, so the appearance of the K-175 model on the market caused quite a stir.
The Czech “Java” at that time was the height of perfection in engineering and technical solutions, so the “Kovrovets” motorcycle turned out to be quite an interesting machine - beautiful and powerful, with excellent driving characteristics, and also very comfortable. The “K” series is completed by the “K-175V” and “K-175SM” models, after which the “Voskhod” (Kovrovets) motorcycle appeared in 1966 - a machine that was an order of magnitude more comfortable, which was distinguished by excellent technical characteristics.
Characteristics of the K-125 model produced in 1946-1951
“Kovrovets” 125 series is a single-seat lightweight road motorcycle, which is equipped with a two-stroke single-cylinder 4.25-horsepower air-cooled engine providing maximum power of 4.8 thousand rpm. The motor cylinder is made of cast iron, which, together with the light-alloy head, is mounted on an aluminum crankcase using studs. The engine also has a variable electric generator “G-35” and a float carburetor of the “K-30” type with a needle valve type.
The transmission of this model is presented in the form of a three-speed gearbox with foot shift. The multi-disc clutch is located in the oil sump. The tubular enclosed frame weighs just over 5kg and the total machine weight is 84kg, with the engine weighing 17.5kg. The dimensions of the base are 1245x970x675 mm. The maximum speed that this motorcycle can reach is 70 km/h. Note that in 1951 the K-125M model was released, which already weighed 88 kg. It was equipped with a front telescopic fork, which was articulated with a hydraulic shock absorber.
Series "K-55" and its features
The plant's design bureau carried out developments to modernize the 125th Kovrovets, and already in 1955 the first model K-55 was produced. Thanks to modernization, the speed characteristics of the Kovrovets motorcycle were increased to a maximum value of 75 km/h. The 55 was equipped with a new type of carburetor “K-55”, and the rear suspension became pendulum.
Previously, on the 125th model, the rear rigid suspension caused significant discomfort while riding and led to the need to repair the Kovrovets motorcycle (mainly the chassis). The car was equipped with a single-stroke 4.75-horsepower two-cylinder engine of its own production with a displacement of 123.7 cm³ and an improved cooling system. The motorcycle weighs, like the K-125, 84 kg. The Kovrovets motorcycle, model K-55, was produced by the plant until mid-1957.
About the Kovrovets 58th model
The maximum speed of the model reached 80 km/h with a total motorcycle weight of 92 kg. The displacement of the single-cylinder 5-horsepower engine remained unchanged. However, the shape of the fuel tank and its capacity were changed, which made it possible to increase mileage without the need for refueling. The clutch release mechanism was also modified, which made squeezing much easier. In addition, without loss of engine power, it was possible to significantly reduce noise by installing a muffler of a more advanced model.
Motorcycle "Kovrovets" - a peaceful product of the arms factory
After the victory in the Great Patriotic War, the Soviet leadership decided to launch the production of light and medium motorcycles based on the technologies and equipment of the German company DKW, which found itself in the zone of Soviet occupation. In 1946, a corresponding decree was issued to organize motorcycle production at the Degtyarev plant in the city of Kovrov, Vladimir Region, which had previously produced weapons (including the famous PPSh). This is how the famous “Kovrovets” appeared on Soviet roads - a motorcycle, the price of which made it the most affordable and widespread two-wheeled vehicle of the post-war period.
The DKW RT 125 model was chosen as a prototype. This lightweight motorcycle at that time was considered the best in its class. In addition, during the war, this model was significantly modernized by DKW specialists. The first motorcycle “Kovrovets-125” was released in the same 1946, and by the end of the year 286 of them were produced.
A similar motorcycle called “Moscow” was produced at the capital’s MMZ plant. Despite the external similarity between them, there were slight differences relating only to electrical equipment.
Model range of motorcycles from Kovrov
The Kovrovets motorcycle was produced from 1946 to 1965 and had the following modifications:
-
K-125 (years of production: 1946 – 1951). The motorcycle was equipped with a two-stroke single-cylinder engine with a displacement of 123.7 cm3 and a power of 4.25 hp. The engine was located in a block with a three-speed gearbox, which was switched using a foot handle. The rear wheel did not have shock absorbers and was attached directly to the tubular welded frame. The front fork was parallelogram-shaped with stamped feathers. K-125 could accelerate to 70 km/h.
- K-125M (years of production: 1951 – 1955). It was a minor modification of the 125th - the parallelogram front fork was replaced with a telescopic one with hydraulic shock absorbers, but otherwise the design remained unchanged.
- K-55 (years of production: 1955 – 1957). The new Kovrovets motorcycle received a slightly boosted engine. By installing a different carburetor and muffler, it was possible to slightly increase the power of the motorcycle engine to 4.75 hp. In addition, the K-55 began to be equipped with a pendulum rear suspension.
- K-58 (years of production: 1957 – 1960). The K-58 differed from its predecessor by an increased gas tank capacity and a more powerful engine (5 hp). In addition, a battery-free ignition system was used, and the speedometer was mounted in the headlight. The Kovrovets-58 motorcycle had a maximum speed of 75 km/h.
- K-175 (years of production: 1957 – 1959). This model was produced in parallel with the K-58 and received a new aluminum alloy engine with a volume of 173 cm3 and a power of 8 hp. The first Kovrovets K-175 motorcycle had a rounded fuel tank (like the Java motorcycles), on which an elongated instrument panel was located. Subsequently, they began to install a gas tank identical to the K-58.
- K-175A (years of production: 1959 – 1962). This model was distinguished primarily by a four-speed gearbox. In addition, for the first time they began to use an emblem on the gas tank, which depicts two running hares - the same as on the coat of arms of the city of Kovrov.
- K-175B (years of production: 1962 – 1964). This model had a 9-horsepower engine that allowed the motorcycle to accelerate to 85 km/h, as well as a new carburetor and alternator.
- K-175V (years of production: 1964 – 1965). This model did not last long - only one year - and was produced with two engine options: cast iron (with one exhaust pipe) and aluminum alloy (with two exhaust pipes). In the same 1965, the plant retrained to produce the Voskhod motorcycle, which later became one of the most popular in the USSR.
In addition to serial motorcycles, the plant’s specialists also produced sports models in small batches (K-55S1, K-58SK, K-58SM, K-175SK, K-175SM, K-175SMU), which successfully performed at numerous competitions, including international ones. competitions.
MY MOTORCYCLE
In the Soviet planned economy, “every cricket knew its nest.” Competition was not encouraged, and each enterprise had a nomenclature assigned to it. The factories in Kovrov and Minsk, which produced almost the same model of a 125 cc motorcycle, did not fit into this scheme annoyingly. And when the Kovrov residents “got promoted,” officials breathed a sigh of relief.
The epochal 20th Congress of the CPSU went down in history by condemning the cult of personality. And techies have their own milestones. Firstly, at this congress it was decided to stop the production of steam locomotives. Secondly, at the exhibition of industrial products, presented for review by participants, the first truly new post-war Soviet motorcycle, the K-175, debuted.
In 1956, the teams of SKB and experimental workshop No. 26 designed and manufactured the first sample of a domestic road motorcycle of the new class 175 cm3. He was given the designation K-175.
The new motorcycle had modern external shapes, good stability and maneuverability, and was comfortable and reliable in operation. The original design of a new 175 cm³ motorcycle for the USSR, according to some estimates, became a revolution in the domestic motorcycle industry. Only one plant in the country - named after Vasily Alekseevich Degtyarev - decided to take such a responsible step. And the new product was highly appreciated: 17 engineers and workers who were directly involved in the development and development of the model were awarded silver and bronze medals by the VDNH exhibition committee, and the plant received a II degree diploma and a small silver medal. K-175 became the basis for all Kovrovets motorcycles that were mass-produced until 2003: “Kovrovets-175A”, “Kovrovets-175B”, “Kovrovets-175V”, “Voskhod”, “Voskhod-2”, “Voskhod-2M”, "Voskhod-3", "Voskhod-3M" and "Voskhod-3M-01".
In 1956, the K-175 was put into mass production, the number of motorcycles manufactured increased sharply and exceeded 10,000 units. Now the Kovrov plant has become one of the largest motorcycle manufacturers in Europe.
The new 175 cc engine had a light alloy cylinder. The carburetor is covered with a casing, which also houses a mesh air filter. Both the gearshift pedal and the kickstarter are located on the left.
The new product was significantly different from 125 cc devices. Inside the closed frame, the designers placed a new engine coupled with a three-speed gearbox. For the first time in the country, they used interchangeable wheels with 16-inch tires on a production car. The designers covered the rear of the motorcycle with linings in which tool boxes were placed. A chrome bracket was secured behind the padded two-person seat. The designers attached retractable footrests for the passenger to the lower frame tubes. They hid the rear wheel drive chain in a dust-proof casing, made the front fender deeper, placed the signal above it, and mounted the light switch and ignition switch in the fuel tank. The motorcycle was equipped with a brake light, activated by pressing the brake pedal, and a gearbox neutral position indicator. This increased driving safety.
The headlight housing is visually integrated with the front fork housing. The throttle cable and wires are hidden in the steering tube.
Designers worked hard on the appearance of the K-175. Thanks to the careful design of the side view (as the artists call it - the silhouette), with harmoniously fitted small wheels, the motorcycle seems very compact. Successful solutions were also the combination of the engine crankcase with the carburetor casing, conical mufflers and an openwork stand cast from aluminum alloy.
For the first time, an aluminum cylinder with a special cast iron sleeve pressed into it was used on a serial Soviet motorcycle. The exhaust pipes were threaded to two steel pipes fused into the aluminum cylinder jacket. The crankshaft rotated in three bearings of the 204 series. As on the 125 cc engine, the cylinder and head were also tightened using four studs screwed into the crankcase, but their diameter was increased to 8 mm. The short-stroke (61.75×58.0 mm) engine developed 8 hp. at 5000 rpm, accelerating a car weighing 105 kg to a speed of 80 km/h.
Under the gas tank cap there is a panel with an ignition switch and warning lamps.
The design of the air filter in the power system has changed. Since the carburetor was closed with a decorative cover, an air filter consisting of a set of meshes was mounted into its body.
The designers added two pairs of discs to the clutch. On motorcycles of the first releases, an interlocked clutch drive (“semi-automatic”) was installed: both from the lever on the steering wheel and from the gear shift pedal. But later the mechanism was unified with the K-58 clutch drive.
For three years, the plant simultaneously produced 125 cc and 175 cc motorcycles, but in 1960 it finally moved to the 175 cc class.
The steel tubular frame was structurally no different from that used on the K-58 - only a platform for mounting the relay-regulator was welded to its upper beam in the area of the seat post. The suspensions have not changed fundamentally. But the front fork casing had a complex design and consisted of three metal and five rubber parts. The lower part is made of two pipes connected to each other by an openwork jumper using contact welding; the middle one (the so-called “pants”) - made of two short pipes connected by gas welding to a cup, a lid with a hole for installing a speedometer was put on top. The middle and upper parts, when assembled, were the headlight housing. The upper crossbar and the middle part of the rudder were closed.
The front mud flap of the K-175 was unusually deep. It was made using a very labor-intensive deep stamping method. The designers also redesigned the 12-liter gas tank; from previous models, only side rubber knee pads (nigrips) were used. They placed the tank neck with a chrome-plated lid with a measuring cup in the center, and a little lower in the cut tunnel they installed a panel with an ignition switch, control lamps for neutral transmission and battery charging.
The double, easily removable seat also had a complex design. Its metal frame was formed by plates welded together, in which holes were drilled in a row for attaching springs that worked in tension and ran along the entire surface of the seat. Inside the frame, at the back and in the middle, there are additionally four barrel-shaped springs that work in compression and are fixed to the metal platform of the seat body. The seat also included a felt blanket and a two-color leatherette cover (top light, bottom dark brown).
The designers enclosed the reverse gear in a special casing (the so-called “flounder”). It consisted of two aluminum castings held together with three M6 screws. Between the casing and the engine, the chain was protected by two rubber corrugations. This ensured tightness, significantly increased the service life of the chain, and required lubrication less often.
On the basis of the 175 cc road model, sports motorcycles for motocross and multi-day racing were developed in 1957
The six-volt electrical equipment was made according to the same scheme as on the K-125, K-125M and K-55 - with a DC generator and battery. An important difference was the change in grounding polarity: if previously the negative pole was connected to ground, then in the K-175 the positive terminal was connected to ground. The generator power was increased from 35 to 45 W, the relay regulator became two-stage. New elements also appeared: neutral indicator and brake light.
The second version of the K-175, with a separate headlight housing.
Unfortunately, the K-175 was not produced in this form for long: according to some sources, only 70 motorcycles were assembled in 1956. People began to call this model “Kovrovskaya Java”. Indeed, in appearance it was similar to the Jawa 250/353 of the 1953 model. It is not known for certain why the appearance of the K-175 motorcycle was changed. Perhaps the Czechs made a claim, perhaps it was due to the complexity of production. Assembling the motorcycle turned out to be quite a challenge: the conveyor stood idle for a long time, and half-assembled devices accumulated on the workshop floors. To help the assemblers, they even created “breakthrough teams”, to which workers from different workshops were sent. The designers were tasked with urgently changing the front fork casings and moving the central switch to the headlight housing.
The third version of the K-175, with a different gas tank and a new emblem. In 1959, a four-speed gearbox began to be installed on the motorcycle, and a new electrical equipment system began to be used on some cars - with an alternating current generator and without a battery.
In 1957, the K-175 was modernized, reducing its resemblance to Czech motorcycles. So, in the second option they abandoned the steering wheel cover, and in the third they installed a larger gas tank. The emblem of the first two variants was the letter “K” in a circle, the third variant was produced under the new trademark “Kovrovets-175”, on the emblem of which there were sitting hares on top of the inscription “Kovrovets”. The motorcycle was produced in this form until 1960, when it was replaced by the significantly improved Kovrovets-175A model.
K-175 at an exhibition of new motorcycles.
MOTO Magazine – November 2015
Author: Nikolay TUBAEV, photo by Evgeny BOBRICOV and from the author’s archive
Moto-Kovrov
The Kovrovets-175V motorcycle received a number of improvements compared to the Kovrovets-175B, and came off the assembly line in two modifications. It was produced in small quantities in 1963, with a cylinder with one pipe and one muffler, and serially with a cylinder with two pipes and two mufflers in 1964-1966.
Engine power was increased to 9.5 hp, liter power was 54.6 hp/l. Increased gear ratios in the power train have improved the traction and dynamic qualities of the motorcycle. The reliability of the motorcycle has been increased by using parts and assemblies of a more rational design and improving the quality of their manufacture.
Also, much attention was paid to the appearance, improving the quality of finishing and chrome plating of parts.
Engine
The cylinder of the first option was a cast iron monoblock, with an enlarged outlet window, manufactured by precision casting at the Gorokhovets Iron Foundry.
Despite the fact that the results of preliminary tests were positive, overheating often occurred on production samples, which led to engine failure. Consumers began to receive letters of complaint to the company, and it was decided to cast the cylinder jacket from an aluminum alloy, and press a cast iron liner into it. Since January 1964, the plant began production of the Kovrovets-175V of the second version with the usual two-pipe exhaust system and an aluminum alloy cylinder with a pressed liner, the ignition and clutch covers on the engine were smooth, the numbers 175 were absent.
The crank mechanism and gas distribution system of this motorcycle are the same as those of previous models of Kovrovets-175 motorcycles.
The engine has a redesigned connecting rod lower end bearing. Now a split ring was not installed in the lower head, there was no need for grooves on the inner surface of the connecting rod and the outer contour was not processed. The side rings are replaced with star-shaped ones. Two side slots with camber at the outer contour made it possible to introduce an additional amount of mixture to lubricate the bearing. In addition, to increase the durability of the crankshaft, the clearance during selective assembly of the connecting rod lower head bearing was increased from 0.004-0.0016 mm to 0.007-0.0019 mm.
For the convenience of consumers, after some time they began to produce unified crankshafts that can be installed on the engines of motorcycles “K-175”, “K-175A”, “K-175B”, “K-175V”.
Two keyways were made on the right journal of the unified crankshafts, one of which was painted with red paint. When using these crankshafts on K-175 motorcycle engines, the generator armature should be placed on a painted keyway. On the Kovrovets-175A, Kovrovets-175B, and Kovrovets-175V motorcycles, the generator armature was placed on an unpainted keyway.
The design of the air purification system in the power system has been changed. The air filter was separated from the intake silencer and placed in the least dusty area - under the seat. A special additional protective device was used, connected by contact welding to the base of the air filter, which prevented dust from getting from under the rear wheel shield onto the filter element. The air cleaner cassette was attached using two M5 nuts to studs welded to the base. The filter element, located in the cassette, consisted of several rows of metal mesh impregnated with motor-tractor oil. The intake noise silencer was located between the carburetor and the air cleaner, connected to them by two rubber pipes. This air purification system made it possible to effectively clean the incoming air and reduce intake noise.
The gearbox ratios and the rear gear ratio have been changed on the motorcycle. In the first version, the rear gear ratio was 3.14, and the total gear ratios when engaging first gear were 20.02, second gear – 12.74, third gear – 9.10, fourth gear – 6.50. The rear gear ratio in the second version, as on previous models, was 2.93, and the total gear ratios when engaging first gear were 18.68, second gear – 11.88, third gear – 8.19, fourth gear – 6, 06.
Muffler
The motorcycle was equipped with a muffler of a slightly modified design, which was tested on sports modifications. It was equipped with additional partitions and a removable shank plug, which made it possible to reduce noise during exhaust gases and clean the plug from carbon deposits that had formed.
The stampings of the halves of the mufflers of previous models were connected to each other using resistance welding; this connection was not reliable. So, with a “flooded” engine, the gas-air mixture accumulated in the mufflers often burst the muffler at the seams when ignited. The new muffler was welded around the perimeter using gas welding. At the front it was attached using a bracket, which was screwed to the muffler from below using two M8 bolts, and connected to the frame from above with a bolt and M6 nut. The rear muffler mount remains unchanged. A new exhaust pipe of larger diameter was connected to the cylinder and muffler with identical flange nuts with an increased internal diameter. The tightness of the connection was achieved, as on previous models, with the help of copper rings and asbestos cord. On the Kovrovets-175V motorcycles of the second version, mufflers of the previous design were installed.
Front fork
On the Kovrovets-175V, as on the previous two models, a rodless fork was installed, but it had a number of features. Between the piston and the washer there was an additional spring, which began to work only when the wheel moved sharply downwards, acting as an additional shock absorber. The hydraulic shock absorber strut was increased in length, the piston was strengthened by flaring. The oil seal housings were made of aluminum alloy.
For normal operation of the fork, 140 cm3 of AU spindle oil (GOST 1642-50) was poured into each blade, which is 20 cm3 more than on the previous model.
Pendants
The Kovrovets-175V motorcycles were equipped with suspensions of the same design as on the previous model.
Electrical equipment
The electrical circuit of the Kovrovets-175V motorcycle differed in that a wire ran from the low beam filament of the central lamp to illuminate the speedometer.
The motorcycle used a FG-38B1 headlight with an ignition switch cover. The optical element of the headlight had a central lamp with a high beam filament of 32 light. and a screened low beam filament of the same strength at a nominal voltage of 6 V. The low beam filament screen did not allow the rays to dazzle oncoming drivers when the low beam headlights were turned on. At the same time, a powerful beam of light fell on a nearby section of the road in front of the motorcycle. An SP-115B speedometer was installed in the headlight. Speedometer lamp A19. 2 St.
seat
The motorcycle seat, due to the latex filler being increased in width and length and the frame being changed, has become more comfortable for the driver and passenger. The newly designed seat cover has significantly improved the appearance of the motorcycle.
Paintwork and appearance
High demands were placed on the motorcycle of the second modification, and an action plan was outlined to improve the appearance, most of which were implemented.
1. All types of undercarriage parts (tank, flaps, covers, box lids, front fork casing, upper yoke) must be thoroughly cleaned before coating and have a smooth surface with uneven surfaces removed mechanically.
2. Welding splashes in visible areas are not allowed.
3. All parts exposed to paint and varnish coatings must be phosphated and primed.
4. The lower welding edge of the gas tank must be smooth without weld splashes and blunted.
5. The enricher shifter should be made of cream-colored plastic.
6. The light switch housing is chromed, and the switch lever is made of cream-colored plastic.
7. To paint parts, use Finnish paint in light green, then blue and dark green.
In fact, the Finnish paint used was lettuce, then blue and dark green.
8. The fuel tank should be manufactured without a number.
9. Parts made of TsAM alloy (control lever brackets, bracket and decompressor lever) should be polished and then lightened.
10. Aluminum alloy parts (wheel hubs, clutch cover, alternator cover, brake pad base, rear wheel chain guard and casing covers) are polished, and the brake pad bases and chain guard are further brightened.
11. Wheel spokes are coated with bright zinc or nickel-plated.
12. Cream-colored PVC steering wheel handles.
The light-colored handles were not used for long; almost immediately they were replaced with brown ones.
13. Cream-colored gas tank cap.
14. Mufflers are polished, chrome-plated and glossy (using manufacturing technology for the tropics).
15. Saddle cover in three versions:
a) the top and side are red;
b) cream-colored top and side;
c) the front part of the sides and the top are cream-colored, and the heel is beige.
Ultimately, the top of the case was beige and the side was black. In 1966, the top and side are red and the top is red and the side is black.
16. Cream-colored PVC knee pads.
The knee pads (nigrips) remained rubber without changes. All rubber parts were supplied to the plant by a related enterprise, in particular the Yaroslavl Tire Plant.
17. The wire sheath is cream or gray.
18. Passenger handle, cream color.
19. Passenger handle caps are chrome plated.
20. Control cable and speedometer flexible shaft with cream or gray sheath.
Only the flexible speedometer shaft had a cream-colored shell.
21. Gasoline hose made of polyethylene.
The polyethylene hose began to be used only twenty years later, on the Voskhod-3M motorcycle.
22. The headlight and tail light housings are painted in the color of the car.
23. Polish the tool box locks and then lighten them.
The rear brake lever of the first version of the Kovrovets-175V differed in appearance from the previous model.
The latest batches of motorcycles featured emblems in the form of running hares, tool box lock tips and the top of the steering damper pinch bolt made of cream-colored plastic.
An action plan to improve manufactured products was implemented in 1964. In essence, mass-produced motorcycles were in all respects not inferior to motorcycles assembled for export to European and tropical countries.
The decorative cover of the front wheel, the brake pedal axles of the front and rear wheels, the rear brake lever, the front and rear brake flags, damper parts, rear wheel tensioners and all fasteners except spring washers were coated with zinc on production motorcycles and then lightened.On export and exhibition samples, the following were additionally coated with chrome: the decorative front wheel cover, the front and rear wheel axles, the rear brake axle and lever, the front and rear brake flags, damper parts, rear wheel tensioners and all fasteners.
In 1964, it was prepared for production, and in 1965, the first batch of a new motorcycle model under the Voskhod-1 trademark was assembled in the amount of 298 pieces.
In 1966, both models, Kovrovets-175V and Voskhod-1, rolled off the assembly line.
In June 1964, the factory team was part of the USSR national team. Testers: Solovyov V.I., Parfenov V.Ya., Kulev N.V., Kireev V.I., Krasnov A.F., Kuznetsov B.V., Aleev R.A., on Kovrovets-175V motorcycles »participated in the international motor rally held in Geneva (Switzerland). The USSR team received the 1st national prize, and the team from our plant received 4th place among club teams.
The Kovrovets-175V motorcycle was produced in two modifications from 1963 to 1966.
Number of motorcycles produced: 451,254 units.
Restored Kovrovets-175V motorcycles of both modifications can be viewed in the private museum of Nikolai Tubaev.
Motorcycle Moto Guzzi Lodola 175 Sport 1959 review
Technical characteristics of Moto Guzzi Lodola 175 Sport 1959
Engine Moto Guzzi Lodola 175 Sport 1959
Transmission Moto Guzzi Lodola 175 Sport 1959
Dimensions and weights of Moto Guzzi Lodola 175 Sport 1959
Chassis and brakes Moto Guzzi Lodola 175 Sport 1959
Dynamic characteristics of Moto Guzzi Lodola 175 Sport 1959
Other characteristics of Moto Guzzi Lodola 175 Sport 1959
Description Moto Guzzi Lodola 175 Sport 1959
The description of the Moto Guzzi Lodola 175 Sport 1959 motorcycle is in the queue for publication of the article. Announcement: Today, for almost every new motorcycle that comes into being, marketers strive to carve out their own niche. This one is a road sport, this one is a recreational enduro. But what class should we include a motorcycle that has a little bit of everything? A good bike should have a reliable engine, comfortable ergonomics and simple controls.
Despite the fact that good models of motorcycles have a very respectable price, and the season for their use is relatively short, the motorcycle market is developing rapidly. And if you believe the words of dealers, then some models of recently released motorcycles are selling like hot cakes at the beginning of the season, and the models brought to Russia are clearly not enough to fully satisfy consumer demand.
A motorcycle has long ceased to be an alternative to a car, and the times when this equipment was bought only because there was not enough money for a full-fledged car are forgotten. Nowadays, two-wheelers can be called technological marvels in many cases, and their cost can be compared with that of prestigious cars.
Many people have started buying motorcycles for hobby purposes as riding or even collecting them has become a good pastime for many people. Many motorcycles, for example the Moto Guzzi Lodola 175 Sport, whose technical characteristics make it possible to call the model a prestigious brand, are in demand among both beginners and experienced motorcyclists.
Currently, it is impossible to purchase a new Moto Guzzi Lodola 175 Sport motorcycle from the 1959 model year, since their production stopped 57 years ago. At the same time, the Moto Guzzi Lodola 175 Sport has excellent technical characteristics, so many people strive to purchase, if not a new, then at least a used version.
Motorcycles with an engine capacity of 174 cc. see, appeared as a result of long work of inventors who sought to create a model that was not inferior in characteristics to other versions of the motorcycle. In some cases, these models are not only not inferior, but also ahead of other motorcycles, as they have minimal fuel consumption and other excellent parameters.
Moto Guzzi Lodola 175 Sport belongs to a common class of motorcycles with an engine capacity of 125 to 250 kb. cmAs a rule, these are light and relatively low-power motorcycles. Here you will get flexible control, easy steering and low weight of the motorcycle. Therefore, such motorcycles are suitable for almost every beginner, regardless of their characteristics. The exception is motorcycles with two-stroke engines of the “sport” and “cross” classes, since bikes of this class are distinguished by more power and an extremely sharp response to the throttle, which also does not make them obedient to control.
Go to the entire model range of Moto Guzzi motorcycles, on this page you can find Moto Guzzi Lodola 175 Sport motorcycles from other years of production and information about them
Motorcycles similar in characteristics to Lodola 175 Sport:
Showing similar motorcycles with a limit of 5 pieces, see all similar to Lodola 175 Sport
Five random motorcycles:
Five random articles about motorcycles:
Jawa 638-5-00
Motorcycle Java 638 model 5-00 From the second half of 1984, Czechoslovak motorcycles began to arrive in the USSR. This is a transitional model between the well-known Java-634 machine and the new design Java-638-0-00 (“Behind the Wheel,” 1984, No. 10). New engine, electrical equipment, front fork - this is what primarily distinguishes the 638-5-00 model. Engine. Although its layout has not changed fundamentally, it has undergone a thorough modernization. The cylinders are not made of cast iron, but of an aluminum alloy with a pressed cast iron liner. Aluminum heads now have fins arranged differently. The result is more efficient cooling of the cylinders and heads, and a more uniform distribution of thermal loads. Also, for better cooling, the inclination of the cylinder axes relative to the vertical was reduced from 25 to 15°. 1. The distance between the axes of the cylinders has been increased by 12 mm compared to the YAVA-634 model. This made it possible to install a medium cola neck in the interests of increased durability.
Recommendations for owners of heavy motorcycles
I do this. The author of the proposed material is engineer S. NAUMOV from Irbit, an experienced motorcycle tourist who has repeatedly participated in long-distance and difficult test and tourist trips on Ural motorcycles. His recommendations, prompted and tested by experience, will undoubtedly be useful to all owners of heavy motorcycles. And maybe not only them. For ease of presentation, I have divided my proposals by topic. And I'll start with electrical equipment. To facilitate the installation of two series-connected ZMT-6 batteries, you need to cut a 30 mm wide ring from an old motorcycle camera and put it on two cans at once. Or better yet, two such rings, placing them at the top and bottom of the jars. Rice. 1. Connecting the terminals of two batteries with a plate, installing a rubber ring 30 mm wide. I advise you to connect the “+” terminals of one battery and the “-” terminals with another plate made of stainless steel or tinned copper (Fig. 1), and the terminals from which.
Conversion of Java electrical equipment 6V to 12V
Remaking the electrical equipment of Java Our magazine has repeatedly discussed the shortcomings of the power supply of the YAVA-634 motorcycle, produced before 1985. At low crankshaft speeds (up to 1800 per minute), the 6-volt generator does not produce energy, and all consumers at this time are powered by the battery. If the lights and headlights are on, the battery is quickly discharged, which, with repeated cycles, leads to its failure. The only measure to avoid this trouble is to maintain medium speed even on bad roads or stops at intersections. It is clear that this causes great inconvenience, especially for residents of rural areas. The currently produced YABE model “638” uses a 12-volt electrical system (its description and diagram are given in No. 6, 1987), where a more advanced and powerful generator begins to work already at 1000 rpm. It is clear that many owners of the old model want to switch to new electrical equipment, but encounter obstacles.
Installation of alternating current generator G421 on IZH-49 and IZH-350. Adapter flange drawing and modified electrical diagram
Instead of a constant variable, IZH-49 motorcycles, as you know, have long been out of production. But many still do not want to part with them, because these reliable, unpretentious machines are well adapted to difficult operating conditions. Serious difficulties, perhaps, are created only by the DC electrical equipment system, which includes several complex devices. requiring special care. I simplified this system by converting it to alternating current based on the model of the Voskhod motorcycle, that is, I used its electrical circuit, the G-421 generator and the B-300 coil. The only difficulty in the conversion is installing the generator. For it, you need to machine the adapter flange shown in the figure from any steel. which we fasten with M6-15 screws through holes with a diameter of 6.5 mm on the right half of the crankcase instead of the previous generator. We place the generator rotor on the right axle shaft of the crankshaft and screw it with an old bolt shortened by 15 mm. Then install the piston like this. so that it is 4 mm n.
A journey of half a century. IZH-7, IZH-D, IZH-9, IZH-350, IZH-49, IZH-56, IZH-Planet-4, IZH-Jupiter-4
IZH-7, IZH-D, IZH-9, IZH-350, IZH-49, IZH-56, IZH-Planet, IZH-Jupiter On the outskirts of Izhevsk there is a monument - motorcyclists on rearing cars. It symbolizes the successes of city workers in the production of motorcycles and in the development of motorsports. Half a century ago, in accordance with the decision of the People's Commissariat of Heavy Industry, motorcycle production was organized here in Izhevsk on the basis of the experimental workshops of Izhstalzavod. Even earlier, in 1928, in these workshops, a group of enthusiasts under the leadership of engineer P.V. Mozharov designed and built prototypes of machines. However, due to the lack of production capabilities, it was not possible to launch serial production of motorcycles. Izhevsk residents began producing them in 1933. Between the two models you see in the pictures, there is a journey of half a century. We started with the IZH-7 motorcycle, which differed only in details from the simple L-300 machine with a two-stroke engine, which had been mastered by Leningrad by that time. The Bavarians are now leading the following models: • HP4 model 2013, 1,000 cm?, 193 hp. s at 13,000 rpm. 112 nm at 9,700 rpm. And, best of all, 200 km/h. • K 1 300 S – 1 293 cm? , 175 l. s at 9,250 rpm, 140 nm at 8,250 rpm. • S RR 1,000. Engine capacity 999 cm³, power – 193 hp. s at 13,000 rpm. Italian sportbikes from Ducati also often reach the podium. Among them, it should be noted: • Ducati Superbike 1199 Panigale R. In the 1,200 cc class, a worthy competitor for any Japanese equipment in this segment. Serially produced since 2012. Power 195 l. s at 10,750 rpm, torque – 132 Nm at 9000 rpm. • Ducati Superbike 848 EVO Corse SE – 2011 model, 849 cc/140 hp. With.
“Chekushki” from the Middle Kingdom: Chinese motorcycles 250 cm³
250 cc motorcycles are far from “study desks”, but also not “battering weapons” such as powerful sportbikes or heavy choppers, which require experience and certain physical characteristics to operate.
000_moto_0611_044
Once upon a time, the word “chekushka” was in use - this was the name for a 250-gram bottle of vodka that cost only 1 ruble. 49 kopecks - for one and inexpensive, and without going overboard. Motorcyclists associated the “check” with the Jawa 250 motorcycle - not as expensive as the top model Jawa 350, for which they fought in queues, but no longer an unfinished Soviet product. In general, the “check” meant a budget alternative. Today, perhaps, it’s time to remember the old word: let’s see what kind of “checks” we have from the Middle Kingdom. In our market, the “250” class is represented mainly by Chinese companies that have relatively recently grown into such engines - previously they were producing 125-150-200 cm³ cubic capacity, producing clones of the Honda CG series lower engine. Several types of engines already serve as prototypes for “checks,” and they are much more diverse.
SPORTBIKES
In general, the R 250 can only conditionally be attributed to the Chinese motorcycle industry: the concept belongs to the British company Megelli, the design was created by Italian craftsmen, and only the components are from China. The beauty of the bike, which is not hidden by the fairing, is the birdcage space frame, like on Ducati. The second feature is an openwork pendulum, spied on by another world grandee - Benelli, and it is made of aluminum alloy. The muffler, as has become fashionable, is in the center, protruding from under the passenger side of the seat. There is also no shame in the engine, which is hidden in the depths of the device: it is liquid cooled, produces as many as 26 “horses” and is linked to a six-speed gearbox. The motorcycle sits on 17-inch alloy wheels equipped with petal brake discs. True, there is only one disc at the front, but it has a record diameter of 300 mm for the class.
001_moto_0611_044
The Patron Sport 250 (offered by Ural Motorcycle Company LLC from Izhevsk) in its sportbike guise demonstrates the increased capabilities of the Chinese motorcycle industry. The single-cylinder, four-stroke, air-oil-cooled engine (233 cm³) is equipped with a balancer shaft, an electric starter and is linked to a five-speed gearbox. There are disc brakes on both 17-inch wheels, but the suspension settings are not the best.
002_moto_0611_044
The veteran of our market - Zongshen Winner ZS250GS - has not lost its attractiveness. On a vehicle equipped with a semi-fairing and clip-ons, the driver takes a characteristic semi-recumbent position, the tachometer is located in the center of the instrument panel. The motor is a single-barrel air vent with an enduronic power curve. The brakes on both wheels are disc, with two discs at the front. The chassis features 17-inch wheels, an inverted fork and a rear suspension with a progressive linkage system (alas, without any adjustments). Among the features worth noting are the fuel level indicator on the dashboard and the absence of any cavities for tools. Starting the engine is only possible with an electric starter. The 17-horsepower engine accelerates the motorcycle to 120 km/h. This device has a good reputation of its Chinese “father” - China Zongshen Motorcycle Group Co., Ltd., one of the largest companies in the world.
