The V. Zadorozhny Museum of Technology recently demonstrated a motorcycle that had a chance to win worldwide recognition. "IZH-Marathon-560" is a Japanese-Soviet hybrid. He could make Izhmash a competitive enterprise that would produce modern products. Quite a lot of foreign spare parts were used in the design of the model, including a Yamaha engine. It was understood that later the production of all parts that were produced in Japan would be localized in Izhevsk and the motorcycle would become completely domestic.
IZ Planet Sport. The fastest and most technologically advanced.
In 1973, the Izhevsk Motorcycle Plant surprised the whole country by showing the first Soviet motorcycle with a sports bent, the Planet Sport. Unlike all earlier motorcycles, which were created in the image of German models, Planet Sport clearly tried to be similar to Japanese motorcycles of the 60s and 70s.
Due to the high quality of workmanship, IZH Planet Sport was actively sold in export markets, for example, in the UK, the Netherlands and Finland. Soviet bikers accelerated on them up to 140 km/h, which was an incredible speed in those days.
What to consider when choosing a retro motorcycle
With modern cars deliberately made to look like bikes from ten years ago, the buying process can be quite a unique experience. Below we will briefly touch on the 6 most important areas to consider when purchasing a retro motorcycle.
Genre: As mentioned above, modern throwbacks are present in almost every motorcycle genre. So your hunt for new retro should start with figuring out which mainstream motorcycle best suits your specific wants and needs, before exploring the available offerings in said genre, and then going from there.
Engine: Whether modern or retro, the engine is the heart of every motorcycle and, as such, plays an incredibly important role in its overall performance and ride quality. Because they come in so many different genres and styles, modern throwbacks are powered by everything from small-displacement single-cylinders to the biggest engines ever made, meaning that no matter your skill or experience level, there's something for everyone . As with any type or class of motorcycle, you should always choose a machine that suits your skill level in terms of size, weight and power output.
Suspension and Brakes: While the engine is largely responsible for how a motorcycle accelerates and makes power, turning and stopping the car comes down to a set of components, namely the suspension and brakes. Unlike the frames on which motorcycles are built, suspension and brake components can vary greatly in quality on production models, and as a result, it is very important to consider this area when looking at modern, retro or other motorcycles.
Basic Platform: While quite a few new retro bikes are designed as new models from the ground up, there are also a significant number of versions that are basically just facelifts. Retro versions of existing offerings in which manufacturers decorate cars with body trims and give a vintage aesthetic. One surefire way to purchase a top-notch modern retro bike is to research popular, proven models available in retro versions, such as the Yamaha XSR900, Kawasaki Z900RS or MV Agusta Superveloce 800.
Technology: One of the coolest aspects of retro motorcycles is that they offer a distinctly and easily recognizable vintage look, often hiding many if not all of the latest technological bells and whistles of the motorcycle world. Everything from TFT displays with Bluetooth and app connectivity and GPS guidance to lean-angle-sensitive anti-lock braking systems, traction control and adjustable fuel maps can be found in some of the latest modern throwbacks. Admittedly, these amenities come at a financial premium, but are nonetheless a key selling point and a selling point for more premium versions.
Styling: Literally the only thing that separates regular new production models from modern throwbacks is the looks. So, once you've identified the appropriate genre(s) for your needs, it's worth taking the time to explore the diverse range of styles available in that segment. And, in addition to many of these machines being offered in a wide range of liveries, a decent number of manufacturers also offer extensive catalogs full of updated parts and accessories to customize and personalize these already highly stylized motorcycles.
Sunrise. The most rustic.
Voskhod motorcycles began to be produced in the city of Kovrov, Vladimir region, in 1957.
These were very unpretentious single-cylinder motorcycles (173.7 cm3 engine). The Dyagterev plant constantly improved this model, releasing onto the market after the Voskhod its modernized versions, Voskhod-2, Voskhod-3, Voskhod-3M. The latest Voskhod motorcycle was the 3M-01 model with a 15 hp engine. Because of their reliability, Voskhod motorcycles became real workers in thousands of Soviet villages. Even now you can easily find a Voskhod motorcycle in good condition there.
M-62. Choice of police.
The Soviet police, fair and incorruptible, in the 50s-60s mostly traveled on motorcycles with sidecars.
The M-62, produced by the Irbit Motorcycle Plant, was the most popular choice of servants of the law. Its four-stroke engine produced 28 hp. An interesting fact is that ordinary citizens of the USSR were not allowed to operate Urals without a sidecar at that time. Still, these motorcycles were quite difficult to control. But the police used motorcycles without sidecars, which looked very cool in the eyes of Soviet boys. How can you not want to become a policeman!
Opposites
The pre-war developments of Soviet designers were revised after a thorough study of captured German motorcycles, on the basis of which the first heavy motorcycles of the Soviet Union were created. The very first sample was an exact copy of the BMW R71, although later modernization of the model began, which took it away from the original concept. The bike did not get the name “Ural” right away; for a long time it was just an abbreviation and a number. For decades, boxer cars were produced only in combination with a sidecar, although single models were also produced in the 90s. Urals can safely be called bikes with an incredibly long history, and they are produced even now. Reliable, stylish and durable, they are in good demand in the USA. However, the old motorcycles of the USSR and modern Urals do not have much in common. In the modern world, motorcycles with sidecars are practically not produced, so Russian motorcycles remain practically the only exception here.
M-1A "Moscow"
Let's try to build this excursion into the motorcycle past of a great country in chronological order. Let's take the post-war period, well, simply because it is clearer and closer to us.
The motorcycle industry was revived on the basis of the best examples of captured equipment. And a lot of it was brought to the USSR. And now at the Moscow Bicycle Plant they are mastering the production of a copy of the German motorcycle DKW RT125 with a 125 cc engine.
The device is called M-1A “Moscow”. This is the first post-war motorcycle of the USSR - simple and lightweight, which did not require a lot of metal and rubber.
Motorcyclists were trained on this type of equipment in DOSAAF schools. In 1951, production was transferred to Minsk to a newly built bicycle plant. Almost the same model with the index K-125 was produced in Kovrov.
"Dnieper"
The Kiev Motorcycle Plant was founded in 1945 and to date has not been nominally liquidated, although production was stopped several years ago. The first model was the K-1B “Kievlyanin” light motorcycle. At the end of the 1950s, the plant also tried to produce cars, but not for long. And in the picture is the M-72 motorcycle, which was produced by the Kyiv plant according to Irbit documentation from 1950 to 1953. At that time, the plant had not yet used its own name “Dnepr” for its models.
"Izh-49"
In 1951, production of the Izh-49 model was launched in Izhevsk. As in the case of “Moskva,” they took a captured vehicle as a basis. True, the DKW NZ 350 has undergone some improvements, which only made it better - under our brand, of course.
The motorcycle turned out to be reliable, very durable and incredibly beautiful. Even today it is able to captivate a true biker with its appearance - what a fit, what precise lines... Yes, it was a car!
The plant produced versions with a sidecar, sports versions for cross-country and road racing. Not everyone can afford to own them now: the Izh-49 has collector’s value. You can buy it for no less than 100 thousand rubles. At the same time, the price tends to rise.
History of creation
Since 1984, as a result of many negotiations and meetings, they decided to purchase from the Japanese license for the production of the XT-550 model engine, telescopic front wheel fork, hydraulic front wheel disc brake and solid wheels.
Together with technological and design documentation, we purchased casting equipment with equipment for the production of casting blanks from aluminum alloy and 2 types of mechanical equipment: universal (multifunctional automatic machines with numerical control) and special (for processing engine cylinder heads and crankcases, reservoir cylinders telescopic fork and cast wheels).
We received all the documentation, the design documentation was revised under the code IZH 7.109. Casting equipment was installed in the metallurgical complex of the Izhmash Production Association, and mechanical equipment was installed in the production area No. 70.
Using licensed parts, the IZH-7.109 “Orion” motorcycle was designed as a basic version and models for various purposes, for example, the sports road “IZH-Marathon”.
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"Izh Planet"
1962 The Izhevsk Motorcycle Plant is starting to assemble a fundamentally new model for itself, “Izh Planet”, which became the ancestor of a whole family that was produced until 2008 (“Izh Planet 7”).
A middle-class motorcycle created on the basis of the Izh-56 was intended for driving on roads with different surfaces. The warranty mileage of the Izh Planeta has increased by 2,000 km compared to its predecessor, and the service life of the cylinder-piston group parts has increased by one and a half times (thanks to the use of a contact-oil air cleaner).
A new gas tank, easily removable seat, and mufflers were installed. Instead of stamped front and rear wings, stamped-welded ones were used.
The Izh Planet was powered by a single-cylinder, two-stroke air-cooled engine. The crankshaft is prefabricated and pressed. Carter is of block type. The crank chamber is located in the front part, and the gearbox is located in the rear part. The crankcase consists of two halves with a connector along the middle longitudinal plane. The foot shift and kickstart pedals are located on the left side of the gearbox housing.
The motorcycle was produced until 1966, a total of 405,303 copies were produced - a fairly decent circulation for those times.
Zid-50 Pilot
Zid-50 Pilot
– a sports road model designed for business trips, tourist trips and walks. It has high technical parameters, fuel efficiency and comfort. The mokika uses a two-stroke, carburetor engine with a crank-chamber purge and a plate valve at the inlet. The electronic ignition system ensures easy engine starting and uninterrupted spark generation in any range of operation. Hydraulic shock absorbers of the front fork and rear suspension ensure a smooth ride when operating the mokika in any road conditions.
M-72. The most combative
The M-72 was not the first army motorcycle in the USSR. In 1934, the assembly of the first Soviet heavy model PMZ-A-750 began, and in 1939 - the “understudy” of the British BSA and, considered to be the best pre-war motorcycle in the Union, TiZ-AM-600.
However, it was the M-72, the design of which was “spiked” from the German BMW R71 (the Wehrmacht was equipped with them), which came out in the tragic year of 1941, and was produced throughout the war. And then they seriously served the people for civilian purposes - the last copies rolled off the assembly line in 1960. From 1941 to 1945, the M-72 carried soldiers armed with anti-tank missile systems, machine guns or light mortars. From the first post-war years - and long after - these motorcycles became the main police transport. And since 1954, ordinary Soviet citizens could buy them for their needs.
“Descendants” of the M-72 were ordered by Saddam Hussein’s Republican Guard at the beginning of the 2000s. But I didn’t have time to use it, and combat motorcycles “went to the people.” At the request of customers, Iraqi auto repair shops install additional “active and passive protection” on the Urals - armor and a machine gun.
Years before the war
In 1938, the “seven” was replaced by a new modification – “IZH-8”. It received a significantly more powerful engine (8 hp) and a modern ignition system - instead of the usual magneto of that time, it used a pair of battery and generator that later became standard. Just 2 years later, production of the new model “IZH-9” began, with an even more powerful (9 hp) engine.
However, active work was carried out not only by “Red October” and “IZHMASH”, which produced light motorcycles “for the people”. So in 1934, the Podolsk Mechanical Plant began producing the first heavy motorcycle, the PMZ-A-750, primarily intended for the army. By design, it was also a partial “clone” of foreign technology, not just one, but several models at once. For example, Soviet designers spied the frame from BMW, and as an engine they offered their version of the American V-shaped 750 “cc” engine installed in Harley-Davidson motorcycles.
Despite extremely advanced technical solutions (for example, an ignition switch that could not be found in any other Soviet model), the PMZ-A-750 turned out to be extremely capricious and not very reliable in operation, so in 1939 it was withdrawn from service army and from production. Since then, PMZ no longer produced motorcycles, and the place of the military iron horse was taken by the M-72 model, which became another “analogue” of European technology, this time the BMW R71. By the way, it was she who became the main motorcycle of the Soviet troops during the Second World War.
Another attempt to create a reliable heavy motorcycle was made in 1935 at TIZ - Taganrog Tool Plant. Its designers did not reinvent the wheel and simply copied the successful English model BSA Sloper with a 600 cc engine, giving their version the simple and understandable name TIZ AM-600. The resulting vehicle was considered one of the most reliable, so a special modification was even produced for the needs of the NKVD, equipped with a machine gun turret instead of a sidecar. With the outbreak of the war, production was moved from Taganrog to Tyumen, where the TIZ AM-600, previously slightly modified, continued to be produced until 1943.
L-300 "Red October". The very first.
The very first serial Soviet motorcycle was the L-300 “Red October”.
At the beginning of 1930, Leningrad designers prepared its drawings, inspired by the most reliable bike of that time - the German DKW Luxus 300. And in the fall of the same year, the first batch of L-300 was ready.
The motorcycle was produced until 1938, and then the no less legendary IZH-8 was created on its basis. This “descendant” of the L-300 even ended up on silver coins... in New Zealand.
By the way, the name IZH-7 was borne by the same L-300s, which were produced in Izhevsk in parallel with the Leningrad enterprise “Red October”.
"Minsk M1A". First Belarusian
To this day, the “Minskachi” remains the most “popular” motorcycle in Belarus. They run along the roads of the entire former Union, and not only. But most of them, of course, are in their homeland.
Minsk motorcycles passed their half-century anniversary a long time ago (the first models already fully deserve the name “vintage”), and very soon, on July 12, they will celebrate their 61st birthday.
The first Belarusian “bike” was the Minsk M1A, which had many “relatives” not only in the USSR, but also abroad. The “ancestor” of the motorcycle was developed in 1939 by the Germans. The DKW RT125 turned out to be so successful that analogues of this motorcycle were produced under different names in 7 countries around the world, including the USA, England and Japan.
By the way, one of the old “Minsk racers” was tested in harsh conditions by one of the hosts of the famous British show Top Gear, Richard Hammond. He drove it from south to north almost all of Vietnam. CV of the charismatic “car maniac”: “This is the AK-47 among motorcycles - reliable, simple, easy to repair. It was made specifically for those countries where there are no roads.”
Belarusian “masterpiece” – Minsk 125 Sport
The global market for sports motorcycles is simply huge and we are accustomed to the fact that only foreign companies “rule the show” on it. But, absolutely and undeservedly, we have forgotten about our domestic producers. In this article I will talk about one of the models of domestic sports motorcycles, namely the Minsk 125 Sport motorcycle. This motorcycle simply amazes with its bold, advanced and very beautiful design and, at first, it seems that this is not our “masterpiece” , and some leading foreign one - this is our car, and this is evidenced by the proud inscription on the fairing - “Minsk”. Its appearance became possible thanks to the very close cooperation of our Minsk bicycle and motorcycle plant and the very famous British company MEGELLI, which is widely known today in Belarus. By and large, the Minsk 125 Sport motorcycle is a British sportbike Megelli 125 R, released in 2007.
"Pannonia"
The Pannonia motorcycle has become another iconic motorcycle among urban youth and motorcycle tourists.
Production of Pannonia began in Budapest in 1954. "Pannonia" became the first new motorcycle of the plant. The motorcycle was equipped with a single-cylinder 250 cc two-stroke engine and a four-speed gearbox. The innovation was a closed chain drive and a duplex frame.
From 1954 to 1975, 286,959 motorcycles were delivered to the USSR. The most popular model was the Pannonia 250 TLF. Weighing 146 kg, the motorcycle produced 18 hp, was not picky about fuel, had an 18-liter tank and reliable electrics. In addition, the plant produced a model with a 350 cc engine and a sidecar.
The beauty and perfection of the lines of the motorcycle still make connoisseurs of rarities look for surviving motorcycles.
In 1968, the plant produced a new motorcycle model, copied from the Yamaha YDS-2, but the USSR decided that the motorcycle was too complex and stopped exporting, after which the plant closed.
VKB, TsKEB and VNIIMotoprom
The development of sports motorcycles was carried out not only at Irbit and GMZ, but also in Serpukhov. It was there in 1942 that the Main Defense Committee decided to create the Leading Design Bureau (VKB), the solid basis of which was experienced engineers from Izhevsk. However, in the war and early post-war years, the main task of its employees was to restore “trophy” German motorcycles, retrofit with M-72 sidecars, and even dismantle equipment in Germany, which was later sent to Soviet factories along with documentation for the production of certain DKW motorcycle models.
The resulting documentation became a good help for the design of not one, but a whole series of sports motorcycles in the late 1940s:
- 125-cc single-cylinder S1B,
- 250 cc 2-cylinder S2B,
- 350 cc 2-cylinder S3B.
In 1948, based on a design from BMW, a lightweight motorcycle with a single-cylinder 350 cm3 engine with overhead valves “M-31” was also constructed. The prototypes successfully accelerated to 110 km/h, but, despite their success, they were never put into mass production.
Along with the development of copies of famous German models, Soviet designers, under the auspices of the Central Design and Experimental Bureau (TsKEB), formed in 1946 from the VKB, worked on completely their own designs, however, after joining the FIM in 1956, almost all had to be abandoned - motorcycle regulations Federation prohibited the use of two-stroke engines with a compressor, so TsKEB had to switch to the production of four-stroke engines and machines based on them.
By that time, the Serpukhov plant had already left the bureau, but still continued to produce small series of motorcycles. In particular, the S-360 produced there in 1960 was a real milestone. To produce it, Soviet specialists worked closely with the Czech plant Jawa, which has achieved impressive success in the production of cars for road-circuit motorcycle racing (SHKMG).
"S-360" received a 350 cm3 engine. and a power of 50.5 hp, which allowed it to reach a record 210 km/h. Moreover, it was on this model that Soviet racers achieved their first serious successes at international competitions: in 1961 they brought a bronze medal from Finland.
The 4-cylinder Vostok S-364, developed specifically for ShKMG, is considered to be the peak of the Soviet sports motorcycle industry. The power of its 350 cc engine reached 59 hp, which allowed it to reach a speed of 230 km/h. Already in the debut race, this model showed what it is capable of - our athlete took 3rd place, losing only to two non-production prototypes produced by Honda. A few years later, an even faster model with a 500 cm3 engine and 80 hp was released. - “Vostok S-565”. It could accelerate to 250 km/h.
A few years earlier, TsKEB was reorganized into VNIIMotoprom, which was no longer focused so much on motorcycles as on the production of internal combustion engines for various needs.
However, in 1968, engines were nevertheless developed on it, which were successfully used in another motorsports direction - the creation of cross-country motorcycles. In particular, they were installed on the 125-cc models of Minsk Motorcycle, M-212 and M-213. In general, motocross motorcycles were produced earlier, including at other factories. For example, these include motorcycles such as:
- "IZH-50M"/"IZH-50K" (class 350, 1956),
- "IZH-57M"/"IZH-57K" (class 350, 1957),
- “K-58SK/SM” (125 cm3, 1957),
- "IZH-250" (250 cm3, 1957),
- "K-175" (175 cm3, 1957),
- “K-175SK/SM” (175 cm3, 1958),
- "IZH-60K"/"IZH-60M" (350 cm3, 1960),
- "IZH-61K" (340 cm3, 1961),
- “K-250SK/SM” (250 cm3, 1964),
- “IZH-K11” and “IZH-M11” (350 cm3, 1969) and a number of other models.
Some motorcycles even brought victories to our athletes. For example, the 125 cc M10 brought the Izhevsk plant an FIM gold medal for the fact that its cars were the only ones that were able to overcome the 1967 international six-day race without leaving the race.
Java
Brand of road motorcycles produced in Tinec nad Sazavou (Czechoslovakia). The USSR was the main importer of Java. In total, more than a million motorcycles of various models were delivered to the Soviet Union. In Soviet times, Jawa motorcycles were considered the best available for sale in the USSR.
One of the popular names for the Java 360 model was “Java the old woman” or simply “old woman”. “Old women” with a single-cylinder engine were popularly called “chekushki”, due to their volume of 250 cubic centimeters.
There are several modifications that can be divided into motorcycles with 6V and 12V electrical equipment. The 6V version has a less powerful engine and a weak generator, but, subjectively, motorcycles equipped with 6V equipment are more beautiful. "Jawa" are motorcycles of the same class as the "Jupiter", but more pleasant to use.
The most fashionable model in the USSR was the Java-368, which began to be produced in 1984. "Java" had a two-stroke two-cylinder engine with a volume of 343 cc. and a power of 26 hp, the maximum speed of the motorcycle was 120 km/h.
Imported equipment
Czech motorcycles in the Soviet Union were considered top technology, accessible only to the lucky few. While it was still possible to buy ordinary Izhi with Voskhod, even if they cost a lot, Java and CZ were incredibly difficult to get. Those who wanted to own them were not stopped even by problems with spare parts, which had to be ordered through special stores, since all imported parts were supplied from Czechoslovakia, which was socialist at that time. Now these brands no longer exist de facto, although Chinese motorcycles under the Jawa brand are sold in some countries. This is not the same at all - the best motorcycles of that era left with the USSR. Nowadays, antique Javas are in demand mainly among enthusiasts who would be happy to include them in their collection of retro equipment. Old USSR motorcycles in good technical condition are not easy to find now, but it is worth it if you are partial to such bikes.
"Chezet"
The history of the legendary “Cezet” goes back to pre-war times, when the Czechoslovak arms factory Ceska Zbrojovka (CZ) decided to start producing motorcycles. In 1936, the plant produced prototypes of the Cheset, on the basis of which motorcycles with engines of 250 and 350 cc were later developed.
In 1960, CZ launched the Cheset motorcycles into mass production. In the USSR, CZ experienced unprecedented success. Along with the Java, this motorcycle was a success among rockers, and the black Cheset became the dream of an entire generation.
The famous cross-country Cezet was born in 1962. The motorcycle was equipped with a 250 cc single-cylinder two-stroke engine. Cheset's finest hour lasted until the end of the 60s. Racers from the USSR, Belgium and the GDR competed on it and won championships.
Yamaha motorcycles from the 80s.
In the 80s, a completely new generation debuted - a two-cylinder 347 cm3 Yamaha RD 350LC with a 6-speed gearbox. developing power 50 hp In 1982, the Yamaha XL went into mass production, with a 653 cc turbocharged power unit, the power of which reached 85 hp. The Yamaha XJ 650 Turbo featured a more powerful fairing. The history of Yamaha motorcycles in 1982 was marked by the release of the 854 cc Yamaha XJ 900 motorcycle with a power of 96 hp. The 1097 cc sports touring motorcycle FJ 1100 had a four-cylinder air-cooled power unit with a power of 126 hp. The kit included a semi-fairing with a large windshield. 1198 - cc model of the Luxury tourer XVZ 12TD Venture was equipped with a V-shaped four-cylinder engine with a water cooling system with a similar power of 96 hp, almost all components of the motorcycle were covered with cladding, the set included a stereo radio, an on-board computer, and three luggage cases. Its engine in a forced version, reaching 145 horses, was registered on the Yamaha V-Max model, which debuted in 1984, a unique combination of a dragster and a cruiser. The V-4 engine's journey didn't end there. Derated engine - 74 hp. was installed on the 1294 cc cruiser XVZ 1300A Royal Star in 1995, a couple of years later the 96 horsepower engine was installed on the tourist cruiser XVZ 13TF Royal Star Venture. In 1983, the RD 500LC two-stroke sportbike with a V-shaped four-cylinder engine debuted, its volume was -499 cm3, developing 225 km/h, accelerating in 4 seconds.
"PMZ-A-750"
In 1931, the development of medium and heavy motorcycles for the army and the national economy began. The first was the heavy motorcycle “NATI-A-750”. This car was a mixture of traditions: an American-type power unit was built into the chassis, made in the image of a BMW. “PMZ-A-750” was used not only in the army, NKVD units, but also in the civil service. The design of the motorcycle turned out to be durable, but very capricious. As a joke, the letters PMZ were deciphered as “Try to turn me on.”
Cruisers
Historically, cruisers are heavy and archaic equipment, and for a low-power engine, high mass creates many inconveniences. 125 cc no matter how you look at them, they still ride rather sluggishly, so motorcycles of this class are not very popular. They are often unable to accelerate to speeds above 80-85 km per hour, and they gain this speed slowly and sadly. This does not mean that you should immediately refuse to buy a light cruiser if you like this particular class of motorcycle, but it is worth keeping these features in mind. The top most popular models from China include the BM Classic 125 and Keeway K-Light 125, but there are also Japanese competitors, for example, the Honda Rebel 125, Yamaha XV125 Virago and Yamaha XVS125 Drag Star.
Vyatka VP-150. Italian elegance.
The last one in our review is not a motorcycle at all, but a scooter.
The Vyatka VP-150, the prototype of which was the Italian Vespa scooter, is rightfully considered the most elegant two-wheeled vehicle in the USSR. It was a quiet and very comfortable scooter that even women could drive with ease. At the Vyatka base they made a whole range of three-wheeled scooters with various bodies, which were actively used in urban cargo transportation.
"Tula-200"
In 1986 - 1988, a very unusual motorcycle, the Tula-200, was produced in the Soviet Union, which was distinguished by wide off-road wheels. They were needed because the model was intended for hunters and fishermen.
They took the engine from the Tulitsa scooter, boosting it to 13 hp. This made it possible to accelerate to 90 km/h, although for such a device speed was not the main indicator; cross-country ability was much more important.
10,000 -12,000 thousand of these bikes were produced per year. The last one rolled off the plant's assembly line in 1996.
ZID-175 4ShP. The first Soviet ATV.
Surprisingly, in our country, despite the complete absence of roads in some places, ATVs have never been mass produced. Almost the only more or less serial copy was the ZID-175 4ShP, produced at the Dyagterev Plant.
The design was not very successful: weak engine, complex transmission elements. This is probably why such ATVs are not widely used.
In 1958, the Kharkov bicycle factory began producing the B-901 bicycle specifically for the D-4 engine.
Compared to a regular road machine, this bike had a shock absorber in the front fork and larger tires. Apparently, the B-901 can be considered the first Soviet mass-produced motorbike. Then the production of motorbikes was transferred to the Lvov Metal Plant (since 1960, Lviv Motorcycle Plant - LMZ). In the same year, the plant began producing B-902 motorbikes, which differed from the B-901 mainly in the frame design.
In 1962, the plant’s design bureau created the MV-042 “Lvovyanka” motorbike. It was a fundamentally new model with a special load-bearing all-stamped frame, telescopic front fork and even spring-loaded rear suspension.
In the first batches of the Lvovyanka, the engine was still the same - D-4.
In the process of subsequent modernization of the moped, instead of a rear fork with a central spring, they began to install double shock absorbers in aluminum casings. And, most importantly, the D-4 was replaced by a new engine - the D-5, with the compression ratio increased to 6 units. Engine power increased to 1.2 hp. at 4500 rpm, fuel consumption remained at 1.5 l/100km. The high thermal stress of the D-5 forced the designers to use a new cylinder with developed ribs and a removable head.
The “Lvovyanka” was replaced by the light moped “MV-044”, characterized by a developed hood and angular shapes.
In 1969, they began to produce a new model - “MP-045” with a reinforced frame and a larger gas tank.
The last of the light mopeds produced by the Lviv Motorcycle Plant is “MP-047” “Tisa”. After this model, the plant completely switched to the production of heavy mopeds - “Verkhovyna”, and subsequently “Karpaty”.
It should be noted that rear shock absorbers were installed on all light mopeds of the Lvov plant. Light mopeds from other Soviet factories, as well as most foreign light mopeds of those years, did not have such “luxury”.
Almost simultaneously with the plant in Lvov, the production of light mopeds was launched at the Riga motorcycle plant “Sarkana Zvaigzne” (“Red Star”) and at the Penza Bicycle Plant named after M.V. Frunze.
The running gear of the first light moped, the production of which began in Riga in 1959, was the Riga-16 men's bicycle manufactured here.
The familiar D-4 engine was installed on the bike. (A. Popov, Cooled Star, “Moto”, No. 1, 2012, p. 88). The resulting design was very reminiscent of the B-901 motorbike from the Kharkov bicycle factory.
The best models from manufacturers
Now that you're all familiar with the basic history of this segment, what defines these cars, and what to consider when purchasing one, let's move on to our picks for the best modern retro models currently in production.
Honda Monkey
Originally created in 1961 at the Tama Tech amusement park, which was owned by a Honda subsidiary, the original Honda Monkey (or "Z50") first entered production in its native Japanese market in 1964, several years before it became popular. In the USA, this minibike quickly gained popularity. In late 2022, Honda revived a new version of the iconic Z50, increasing its proportions to make it even more adult-friendly and replacing the original 50cc mill. The 125cc air-cooled lump that sits on the Thunder.
Style: mini bike Engine: single cylinder 124.9cc CM Air-cooled Power: 9.7 HP Curb weight: 105 kg Cost : $3999.
Royal Enfield Continental GT 650
If Royal Enfield's Continental GT 250 dates back to the 1950s and '60s, the Continental GT 650 is a modern machine that resembles a cafe racer aesthetically, with a humpback cafe tail, headlight fairing, and dented knee tank all packaged in a classic British twin-cylinder motorcycle. Despite its affordable MSRP of under $6,000, the GT 650 still boasts impressive performance and equipment, with a Harris Performance-designed frame that's paired with ABS-linked Brembo brakes and gas-charged rear shocks.
Style: cafe racer Engine: 648 cc cm air and oil cooled, parallel twin-cylinder Power: 47 hp Curb weight: 252 kg Cost : $5999.
Kawasaki W800
The Kawasaki W800 is essentially a Japanese-made clone of the classic British standard parallel twin, inspired by Team Green's W Series range from the mid-60s to mid-70s - a range that was based on UK engines. A more authentic recreation of the British motorcycle than even the existing Triumph Bonneville range, the W800 not only hits the retro spot perfectly, but also delivers the bulletproof reliability that Japanese bikes are famous for.
Style: classic Engine: 773 cc air-cooled Parellel-Twin Power: 51 hp Curb weight: 224 kg Cost : $9199.
Yamaha XSR900
The successor to the FZ8, the MT-09 is an extremely popular commuter bike that offers more than solid performance at an incredibly affordable price. So, it goes without saying that Yamaha already had a huge advantage when developing its XSR900, as the naked retro styling is built on a mid-size MT chassis and CP3 engine platform. In addition to taking inspiration from the modern custom motorcycle industry, the XSR900 was also designed to be further customizable, accommodating a wide range of aftermarket parts and even complete mount kits. This model is also available in a smaller parallel-twin XSR700 version (also based on the MT-07).
Styling: Neo-Retro Engine: 847 cc, three-row, liquid-cooled Power: 115 hp Curb weight: 195 kg Cost : $9499.
Ducati Scrambler
Ducati first introduced its original Scrambler line in 1962, so when the iconic Italian brand wanted to release a line of modern retro bikes in the mid-2010s, the company looked to '60s-era scramblers for inspiration. Currently accounting for over a quarter of total global sales, Ducati Motor's Scrambler range includes a wide range of variants, including desert (i.e. scrambler) and cafe racer versions, although the classic 'base' model in the range is retro scrambler model. Perfectly embodying modern retro class, this machine has an attractive old-school appearance and thoroughly modern components and technology.
Style: neo-retro engine: 803 cc cm L-Twin air-cooled Power: 73 hp Curb weight: 189 kg Cost : $9695.
Kawasaki Z900RS
Just like Yamaha did with the MT-09 and XSR, Kawasaki took one of its best-selling models, the Z900, and gave it a bona fide retro treatment, dressing up the 948cc inline-four engine from the Kawasaki Z H1 model in vintage 1970s style. years (also known as "Widowmaker"). Even more so than the Ducati above, the Z900RS, which is also offered in café specification, boasts an old-school exterior that hides an ultra-capable, sporty, retro-styled naked frame, making it a great choice for riders who are interested in retro styling. style, but doesn't want to sacrifice performance.
Style: neo-retro classic engine: 948 cc cm, four-cylinder liquid-cooled Power: 111 hp Curb weight: 215 kg Cost : $11,499.
Triumph Bonneville T120
The Triumph Bonneville is admittedly something of an archetypal modern retro model, as the car's revival kickstarted the thriving segment that exists today. One of about a dozen classic retro models currently offered by the Hinckley-based firm, the T120 perfectly captures the looks of yesteryear while offering modern standards of safety and reliability, as well as a host of modern technologies, including an electric throttle and multiple riding modes. , ABS brakes, torque assist clutch, USB charging ports and LED lighting with daytime running lights are just a few.
Type: classic Engine: 1200 cc Parellel-Twin liquid-cooled Power: 79 hp Curb weight: 235 kg Cost : $12,050.
Suzuki Katana
While the vast majority of modern retro versions are styled after bikes from the 50s, 60s and 70s, Suzuki decided to go in a different direction with the revival of its mighty Katana, introducing a modernized version of the 80s. An icon that combines a distinctive wedge-shaped fairing with the thoroughly modern sporting characteristics of its open four-valve platform. In addition to the distinctive bodywork, the new Katana will also feature a truly top-notch chassis package, including Brembo Monobloc floating calipers and KYB suspension, as well as components borrowed from Suzuki's flagship GSX-R1000 superbike.
Style: Neo-retro sportbike Engine: 999cc inline four-cylinder cm with liquid cooling Power: 140 hp Curb weight: 215 kg Cost : $13,499.
Indian Chief
Indian released the very first version of its now iconic Chief model back in 1921. This year, in celebration of the company's 100th anniversary, America's oldest motorcycle manufacturer decided to mark the occasion by introducing an all-new version of the motorcycle. Chief, delivering a big-bore cruiser that faithfully imitates the brand's pre-war era cars while concealing a modern liquid-cooled Thunderstroke 111 engine and a premium suite of technology, including a full complement of LED lighting, keyless ignition, cruise control and a trio of switchable ride modes . The Chief is also offered in three different specifications: Regular Chief, Dark Horse (see above) and Limited.
Style: retro cruiser Engine: V-twin, 1811 cc. cm liquid-cooled Power: 74.2 hp Curb weight: 303 kg Cost : $14,499.
Triumph Scrambler 1200s
For years, Triumph has offered versions of its Bonneville Street Scrambler with high-mounted exhaust pipes, skid plates and skid plates, although this has always been more of a styling decision than a genuine attempt at creating a truly off-road motorcycle. However, with the growth of the dual-sport and adventure motorcycle market, Triumph decided to create an old-school modern retro with high off-road performance, making way for the simply named Scrambler 1200. a top-of-the-range variant with upgraded suspension and components, although the British marque also produced James Bond and Steve McQueen limited edition Scrambler 1200s.
Style: Scrambler Engine: 1200cc see Parellel-Twin liquid-cooled Power: 89 hp Curb weight: 205 kg Cost : $15,400.
BMW R9T Urban GS
BMW has unveiled for the first time what is widely considered to be the first true adventure motorcycle, the R80 GS, which won the Dakar Rally. It is to this pioneering Bavarian adventure that BMW pays tribute with the Urban GS R9T variant. Featuring a high-mounted dual-canister exhaust system, dual-cover sports tires, skid plates, MX-style fenders and tubeless spoked wheels, it's pretty obvious what genre and era of cars this variant takes inspiration from, although it's worth noting that, like the R nineT with Scrambler spec, the Urban GS basically just looks the part and wasn't really designed for hardcore off-roading.
Style: adventure neo-retro Engine: 1170 cc Boxer Twin air and oil cooled Power: 110 hp Curb weight: 222 kg Cost : $15,995.
Norton Atlas
Like the Triumph Scrambler 1200, the Norton Atlas is a retro-themed motorcycle that is legitimately capable of real off-roading, no doubt thanks in part to a high-end collection of parts selected at no extra cost. Unlike any other model on this list, this machine is built by a boutique manufacturer and produced in small batches with exquisite attention to detail and next-level fit and finish. Obviously this bike doesn't come cheap, although you do get what you pay for. Since this machine hit the market a few years ago, there are also some available in the used motorcycle market.
Style: Scrambler Engine: 1,200 cc Parellel-Twin liquid-cooled Power: 84 hp Curb weight: 177 kg Cost : $16,925.
BMW R18
While the BMW R9T line is heavily inspired by models from the 60s, 70s and 80s, the Bavarian brand decided to turn back the clock a bit by looking for inspiration for its all-new R18 cruiser model. Modeled after BMW's R5 model of the 1930s - along with influences from several other motorcycles of the era - the R18 is powered by the largest 1.8-litre boxer engine BMW Motorrad has ever produced. BMW also offers a 'classic' version of the R18 along with a host of optional accessories to give it a more personal touch.
Style: retro cruiser Engine: 1,802 cc cm Boxer Twin air and oil cooled Power: 91 hp Curb weight: 345 kg Cost : $17,495.
MV Agusta Superveloce 800
While racing-style bodywork is by no means a recent invention, the vast majority of today's performance-oriented throwbacks tend to be unfaired motorcycles. And, aside from the truly breathtaking performance achieved by building the bike on the Italian firm's existing F3 800 supersport platform, a huge part of what makes the Superveloce 800 so remarkable is that it is styled like a fully faired race bike from the golden era of GP racing. One of the most striking options for modern retro, this machine is equipped with an insanely powerful inline-three engine, ultra-precise chassis and reliable electronics.
Style: neo-retro supersport Engine: 798 cc cm, three-row in-line with liquid cooling Power: 147 hp Curb weight: 172 kg Cost : $24,200.
“Verkhovyna-5” (LMZ-2.153)
It was produced since 1974 and featured a greatly modified appearance.
The moped received a horizontal tank with a capacity of 7 liters, a different trunk, and a new front fork. The Sh-57 engine was installed on the moped. In 1978, they began producing Verkhovyna-6 (LMZ-2.158) with a slightly modified design and a Sh-57 engine, and later a Sh-58 with a kickstarter.
In addition to the base model, production of “Verkhovyna-6-Sport” and “Verkhovyna-6-Tourist” was also launched. “Verkhovyna-6-Sport” was distinguished by a top-mounted muffler, a cross-type steering wheel with a jumper and a sprung front wheel guard. “Verkhovyna-6-Tourist” had a wind deflector and two spacious luggage bags behind the driver’s saddle.
One of the “Verkhovyna-6” became the two-millionth moped (!) of the Lviv Motor Plant. “Verkhovyna-7” (LMZ-2.159) - the last of the “Verkhovyna” - was produced since April 1981. The moped was equipped with a new front fork, new, more powerful lighting equipment and a new trunk.
Verkhovyna-7 was equipped with derated Sh-62(M), and later with V-50. The maximum design speed of the moped was reduced to 40 km/h.
In the spring of 1981, a model no less significant for the history of the Lviv Motor Plant appeared - the Karpaty mokik (LMZ-2.160),
0 and in 1986 the mokik “Karpaty-2” (LMZ-2.161) was released. Both Karpaty mokiks, in the development of which the VNIITE branch in Leningrad took part, were equipped with a Sh-58 or Sh-62 engine with a contactless ignition system.
If we talk about the external differences between the “Verkhovyna-7” and “Karpaty” mopeds, the most obvious is the changed shape of the frame, tank, muffler and side casings in the “Karpaty” mopeds. The developers increased the service life of the new model: the warranty mileage of the Karpaty mokik was 8,000 km (Verkhovyna-7 had 6,000), and the service life before the first overhaul was up to 18,000 km compared to 15,000 km for Verkhovyna. Like “Verkhovyna-6”, the mokick “Karpaty” also had similar modifications - the “Karpaty-Tourist” moped and the “Karpaty-Sport” youth moped. Subsequently, the Karpaty-2-Lux moped was also produced, the distinctive feature of which was direction indicators.
In 1988, the Lviv Motorcycle Plant produced 123 thousand mopeds. Once the production volumes of this plant were twice as large, however, in the second half of the 80s it was necessary to reduce the production of 50 cc cars due to a drop in demand and actively develop new models to attract buyers. A new model LMZ-2.164 was developed. In 1990, the Serpukhov Scientific Research Institute of Motorcycle Engineering designed a new modern model of the D-51 engine with a petal valve at the inlet and an automatic centrifugal clutch, which was supposed to be installed on new models of Lviv mopeds, but the engine did not go into production...
The collapse of a united country led to the death of the Lviv Motor Plant. Now on its territory there is the Inter-Sport sports complex, as well as many small companies that have nothing to do with mopeds. Summing up the Soviet stage of the history of domestic motorcycle construction, it can be noted that in the 60s and 70s, the moped was one of the most accessible vehicles for the country's population. Mopeds were produced in the millions; there was never a shortage of mopeds in the retail chain (maybe with the exception of individual models). Mopeds were also affordable. For example, in 1975, a moped “Riga-7” cost 112 rubles, “Riga-12” - 186 rubles, “Verkhovina-5” - 196 - 198 rubles (depending on the configuration). For comparison, the price of an Electron scooter was 270 rubles, a Minsk-105 motorcycle was 330 rubles, a Voskhod-2 was about 420 rubles, etc. Any worker could purchase two-wheeled motor vehicles, especially mopeds.
It is curious that, having overtaken the companies of Germany and France, which laid the foundation for the mass production of small motor vehicles, by the early 80s of the 20th century we took third place in the world (after Japan and Italy) in the production of mopeds and began to supply them to the foreign market (for example, in Hungary, Poland, Angola, Bangladesh, Cuba and even Italy). (M. Leonov, What should a youth moped be like?, “Technology for Youth”, No. 3, 1983, p. 48).
Phantom successes
At first glance, the current situation may seem extremely successful: factories are in full swing producing new sports models that successfully participate in world-scale competitions and bring victories to domestic athletes. In fact, within the framework of the development of the world motorcycle industry, the situation in the USSR was much less rosy.
Already by the early to mid-60s, the cross-country motorcycle industry was unable to provide Soviet riders with equipment that could seriously compete with the products of other countries. To participate in international competitions, special non-serial samples were first produced, and then domestic teams completely “switched” to products of Czech enterprises - Eso, ČZ, Jawa. At the same time, the above variety of cross-country models was intended for the so-called “internal competitions” and differed only slightly from road modifications.
As for world road racing, its history for the Soviet motorcycle industry actually ended in 1969 with the closure of Vostok production. However, this does not mean that work in this direction has been completed. In the 1970s and 80s, designers continued to produce sports road motorcycles, but, as in the case of motocross bikes for the domestic market, they were also often based on ordinary urban models.
Among the most notable models are:
- “IZH Sh-12” is a sporty modification of the “household” “Jupiter-3”, released in 1977. The main modifications concerned the engine - its power was increased to 38 hp, the abandonment of the generator and lighting equipment and, of course, the appearance. The model was produced in extremely small series - only a few dozen models per year, and was expensive, but relatively popular: it was purchased by regional DOSAAF, and some of the motorcycles were even sent to Czechoslovakia and the GDR.
- “Voskhod ShK-3/4” is the “answer” to the obsolete IZH Sh-12 from ZiD by the early 80s, built on the basis of the serial Voskhod-3. The sports version received a new injection system, a new carburetor, lower weight due to serious modifications to the frame and suspension (80 versus 125 kg) and increased from 18 to 22 hp. power. The improved weight/power ratio allowed the motorcycle to reach speeds of 165 km/h, but had an extremely negative impact on its stability while riding. By the way, the production of this model in comparison with the Izh was much larger - about 300 copies were produced per year.
- "MMVZ-3.227" is one of the most interesting and most inaccessible cars in Soviet times. It was released in 1988 and instantly sold out to sports motorcycle clubs. Moreover, during the life cycle that ended in 1991, only 250 units were produced. The basis of the motorcycle was a 125-cc engine from the “urban” Minsk, modified to increase power to 24 hp, which allowed a top speed of 165-170 km/h. The rear suspension was a monoshock absorber, and the front fork was unique, designed specifically for this model. In addition, the car differed from its predecessors in the presence of front and rear disc brakes.
These are not all, but definitely the most important and significant sports motorcycles for Soviet history. With the collapse of the USSR, this direction of production practically disappeared. However, we will tell you more about the state of the industry in the newly formed state not now, but in one of the future materials.
