Motorcycle Ural - 3 (M - 66). Ural m 66 technical characteristics

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Heavy motorcycles with sidecars were consistently in high demand among the government apparatus. The first and largest customer was the Soviet army, customer number two was the police. To go around city blocks and parks, patrol officers were given Ural motorcycles. This technique was also used to patrol highways. This continued until the mid-70s, after which investigators and operatives began to switch to more comfortable transport - a car. The disadvantage of the motorcycle was that the police had to tame a difficult-to-control motorcycle with a sidecar on slippery asphalt, and in winter they also had to ride on horseback in any frost and on any ice. With the transition to driving a car, these shortcomings were eliminated. However, the Ural motorcycle was remembered for its long years of service, more than once helping out traffic police inspectors and police officers in difficult situations. What was the main feature of the Urals?

Technical characteristics of the Ural M-66 motorcycle

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Engine: 2-cylinder

MOTORCYCLE URAL M72

By the beginning of the Great Patriotic War, the Red Army's need for heavy motorcycle equipment was not sufficiently satisfied. First of all, these seemed to be qualitative indicators.

The TIZ-AM600 and PMZ-A750 that were in service quickly became outdated and did not meet increasingly increasing requirements. For example, a TIZ with a trailed sidecar proved to be extremely weak in off-road conditions.

At the beginning of 1940, a meeting of military and civilian motorcycle specialists and factory representatives was convened in Moscow. The military demanded the immediate production of a more powerful motorcycle.

The German BMW-R-71, one of the most powerful motorcycles in the German army of those years, was taken as a sample. Several copies of the R-71 were delivered from Germany (according to another version, from Switzerland) and transferred to the Moscow Motorcycle Plant (MMZ), where the production of the new M-72 brand was mastered. The motorcycle was equipped with a telescopic front fork and a 22 hp boxer engine. The drive to the rear wheel was carried out using a cardan shaft.

In the spring of 1941, prototypes of the M-72 were demonstrated in the Kremlin to representatives of the Red Army command. Assembly was carried out at the Moscow Automobile Plant named after Stalin (ZiS), and after the evacuation of the plant in Miass, the M-72s were sent to the front for some time from the assembly line of the Gorky Automobile Plant (GAZ).

In the fall of 1941, the plant was evacuated to Irbit, where production of the motorcycle continued throughout the war and after it, until 1961, the M-72 was widely used both in the army and in the rear, having proven itself to be reliable and trouble-free. Later, the frame and engine of this motorcycle were used to create the new M-63 model and the Ural family of motorcycles.

This is the first car produced by the Irbit Motorcycle Plant and perhaps the most legendary. The production of M-72 motorcycles began in 1941 to equip the motorcycle units of the Red Army. The image for the creation was the German BMW-R71 motorcycle, which had proven itself in Wehrmacht units. The M-72 enjoyed an excellent reputation. It had a well-soft wheel suspension, a balanced engine, and high reliability. This car was desired by many motorcyclists in our country, but unfortunately not available. These motorcycles were supplied to the army and police and only began to go on public sale in 1954.

MOTORCYCLE URAL M-72

The engine of the motorcycle had an opposed cylinder arrangement, and this provided it with good balance, as well as a low center of gravity of the entire motorcycle. It lay at a height of 592 mm.

The auxiliary components (generator, breaker, oil pump) on the motorcycle were driven by gears, the cast-iron cylinders were coated with anti-corrosion, heat-resistant black varnish, the crankshaft connecting rod bearings were roller, and the main bearings were ball bearings.

A special feature was that the connecting rods did not sit on a common neck, but each on its own. In this regard, the left cylinder (in the direction of travel of the car) was shifted forward by 39.2 mm relative to the right one. In order to reduce the length of the engine crankcase, the crankshaft on the M-72, like its prototype BMW-R71, is made double-bearing, and its middle cheek is relatively thin (18 mm). Naturally, the M-72 was not an ideal machine. It also had a number of disadvantages. Thus, the ignition timing was set manually, it was difficult to adjust the two carburetors for synchronous operation, the mesh air filter did not clean the air entering the engine well enough, and this led to rapid wear of the cylinders. Initially, the motorcycle had a single-disc clutch, but in 1946 the plant abandoned it in favor of a double-disc clutch. Later, it was decided to change the final drive gear ratio from 3.89 to 4.62.

As a result, an unconditional gain in traction was achieved, at the expense of a slight loss of speed and efficiency.

In 1956, an improved model M-72M was released. But before these, a number of changes were made to the existing model: a double air filter was introduced - mesh and inertia-oil; instead of the relay-regulator PP-1, a new device PP-31 was installed. Then the improved G11A generator. Its power, both in its predecessor (G11) and in the subsequent model (G414), remained unchanged. Throughout the years of production of the M-72, the design of the K-37 carburetor, tire size (3.75-19) and a number of other components did not change. As already mentioned above, in 1956 IMZ switched to the M-72M model. Its main differences from its predecessor were: in the engine - replacement of the front camshaft bearing (instead of a bushing - ball bearing). Chassis: frame strengthened, final drive gearbox changed, wheels strengthened. To prevent sticky mud from blocking the wheel, the front shield was raised and secured to the sprung part of the front fork. The motorcycle also received a new sidecar.

The plant also produced in small batches the M-72K cross-country motorcycle, created specifically for sports clubs: lightweight, with a forced engine. The characteristic features of the model were tires with a cross tread, aligned with the upper pipes of the muffler frame, a front fork without a headlight, and sealed electrical systems. The culmination of the development of the M-72 model was the release of the K-750 model. Its engine was equipped with new cylinder heads: the shape of the ribs changed and the compression ratio increased. The front engine cover with breather became different.

Two oil scraper rings appeared on the piston, and ribs were made on the oil sump for better cooling. The rear wheel suspension was changed: it became a pendulum spring with telescopic hydraulic shock absorbers.

An automatic ignition advance and a paper element in the air filter were introduced on some cars. Instead of an M-72 type gearbox, a modernized one was installed on the cars; the front fork also changed: it became telescopic with double-acting hydraulic shock absorbers and increased wheel travel. The model was produced until the early 80s.

Technical characteristics of the Ural M-72 motorcycle

Overall dimensions, mm
length	2420
width	1650
height	1000
Motorcycle base (distance between wheel axles), mm	1000
Ground clearance at full load and normal tire pressure, mm	110
Track, mm	1130
Maximum speed, km/h	85
Weight, kg	380
Maximum load, kg	300
Average operating fuel consumption per 100 km when driving in various road conditions with variable load, l	6
Engine
Type	Four-stroke, carburetor, two-cylinder, opposed cylinder, air-cooled
Working volume, cm3	750
Cylinder diameter, mm	78
Piston stroke, mm	78
Compression ratio	5,5
Maximum power, hp	22
Maximum power, kW	16,2
Crankshaft rotation speed at maximum power, rpm.	4600-4900
Maximum torque. Nm	45
Carburetor	K-37
Air purifier	Combined inertial contact-oil filter with two-stage cleaning
Transmission
Clutch	Dry double-disc, driven discs with linings on both sides
Cardan transmission	Cardan shaft with elastic coupling and joint on needle bearings
main gear	Pair of bevel wheels with spiral teeth, gear ratio - 4.62
Transmission	Four-speed, with gear ratios in 1st, 2nd, 3rd, 4th gears 3.6; 2.28; 1.7; 1.3, respectively
Electrical equipment
Ignition system	Battery
Voltage, V	6
Accumulator battery	3MT-7
Generator	G-11
Relay regulator	RR-330RR-30 or RR-31
Breaker-distributor	PM05
Ignition coil	KM-01
Chassis
Frame	Tubular double closed type
Front wheel suspension	Telescopic fork with double-acting hydraulic shock absorbers
Rear wheel suspension	Spring
Front wheel travel, mm	80
Rear wheel travel, mm	60
Tire size, inch	3,75-19
Brakes	Shoe, with friction linings on the front and rear wheels
Refueling volumes
Fuel tank, l	22
Engine crankcase, l	2
Gearbox housing, l	0,8
Main gear housing, l	0.15
Air cleaner, l	—

Motorcycle Ural M-72

It was this model of the Ural M-72 motorcycle that earned itself the well-deserved love and respect of Soviet people, from ordinary workers of collective farm fields to the famous lover of speed and fast riding, Vasily Stalin.

It was this model M-72 that took part in combat operations on the fronts of the Great Patriotic War from Berlin to North Korea. And we need to place special emphasis on the latter.

In the second half of 1945, the USSR, faithful to allied relations, after the end of hostilities in the European Theater of Operations, transferred units of the Soviet Army to the Far East to fight militaristic Japan.

Throughout the Second World War, the Japanese army maintained a million-strong Kwantung group on the borders with the USSR and had a well-echeloned line of defense.

At that time, the Soviet Army was a victorious army! This was the most powerful army in the world, which had vast experience in combat operations, advanced weapons for those times and was fully motorized from horse-drawn traction to American Studebaker trucks, and this is not the ZIS-5 with a wooden cabin and our Ural M-72 motorcycles! Which, like the German BMW - R71, could carry machine guns, flamethrowers, anti-tank rifles and light mortars on a sidecar.

It is enough to note that it was with such equipment that the famous transition of our army through the Gobi and Khingan was accomplished!

So, the Ural M-72 was developed on the basis of the German BMW R71 motorcycle in 1941. The motorcycle could be equipped with the Konkurs-M anti-tank missile system. And the M-72 became the main army motorcycle. During the production process it was constantly modified and improved.

And since 1954, Ural M-72 motorcycles have gone on public sale. The M-72 enjoyed a glorious reputation. For a well-balanced engine, for a soft wheel suspension, for high reliability and durability.

The car was therefore desirable for many motorcyclists in our country and... inaccessible to a private owner. These motorcycles were supplied to the army, police, and some organizations, and only in 1954 they began to go on public sale.

The reason for the love of Soviet people for this motorcycle is its unpretentiousness, endurance, ease of repair, power, and load-carrying capacity.…

Yes, the Ural never belonged to high-speed motorcycles, but this was not required of it, and if a single version of the motorcycle walked down the street, then the work of the engine was barely audible; The engine worked at low speeds very gently and smoothly due to the low compression ratio (5.5 units), lower valve location, wide valve timing and excellent elasticity of the engine.

Of course, objectivity is glad to note the fact that the Ural M-72 and others are the successors of the BMW R71.

Therefore, again the story of the creation of our hero: the production of M-72 motorcycles began in the USSR in 1941, of course, for supplies to units of the Red Army.

The leadership of the Soviet Union, realizing the inevitability of a big war, monitored the modernization of the German army, and the most popular potential enemy in Hitler's Wehrmacht was the BMW R71.

The industry began producing motorcycles in 1941 at a plant - the first-born was the Moscow Bicycle Plant, which produced motorcycles until 1951. Suppliers included ZIS (ZIL) engines; Checkpoint - KIM (AZLK); strollers - GAS.

At the same time, a second assembly line for the production of motorcycles was opened in Kharkov - the engines were supplied by the Kiev Medical Instruments Plant. And the third line was Leningradsky.

With the beginning of the war, the Moscow Bicycle Plant (motozavod; MMZ) was evacuated deep to the rear to Irbit. At the same time, the assembly of motorcycles in Gorky was expanded.

There were no differences in the design or emblems of the M-72 motorcycles produced in Moscow, Irbit, Leningrad, Kharkov or Gorky.

I. Dumoulin, a teacher at the Academy of Motorization and Mechanization of the Red Army, actively advocated the creation of motorcycles like the BMW R71, but according to the notorious Ribbentrop-Molotov non-attack pact, fascist Germany was counted among friends and the talented engineer was classified as an “enemy of the people”, then shot.

The fact is that the factor of high mobility of Wehrmacht units on highways and country roads gave the fascist army freedom of maneuver.

Many of our specialists, long before the start of the war, advocated the widespread introduction of motorcycles in the army. But still, thanks to the efforts of I. Dumoulin, in 1940, extensive preparations for the production and release of army motorcycles began.

And through third countries they purchased samples of the BMW-R71, and on the basis of the Moscow one they created a pilot production with a design bureau, which was headed by N.P. Serdyukov.

But the tasks were serious: there was no technical documentation (German motorcycles had a duplex frame, foot gear shift, spring suspension of the rear wheel, telescopic front fork, cardan transmission, each cylinder was powered by an independent carburetor, the main gear of the German motorcycle had bevel gears manufactured according to the "Gleason"), so the prototypes were disassembled down to the screws, standardized, tolerances were established for dimensions and heat treatment parameters, etc.

And the team of N.P. Serdyukova coped with this task superbly. Although there were enough difficulties: on a BMW, the frame was welded from seamless pipes of variable cross-section (elliptical turned into round). To achieve this, Soviet pipe manufacturers had to develop new products.

Technological difficulties also arose with the casting of aluminum alloy crankcases and gearboxes. In mid-1942, due to a shortage of aluminum, parts had to be cast from cast iron. Aluminum was then in short supply. It was used for the aviation industry, while other industries were dominated by cast iron.

In the end, all three factories mastered the production of a motorcycle, which received the M-72 marking. One way or another, the design had a revolutionary solution for the then Soviet technology! This is a duplex frame; foot shifting; spring suspension of the rear wheel, and telescopic front fork, and cardan transmission, and each cylinder is powered by an independent carburetor.

The opposed arrangement of the cylinders in the engine ensured not only its good balance, but also a low center of gravity of the entire motorcycle. For the M-72 vehicle it lay at a height of 592 mm. All auxiliary components (breaker, oil pump, generator) on the M-72 were driven by gears, the cast-iron cylinders were coated with anti-corrosion heat-resistant black varnish, the crankshaft connecting rod bearings were roller, and the main bearings were ball bearings. The connecting rods did not sit on a common neck, but each on its own.

The main design bureau also moved from Moscow to Irbit. It was headed by Alexander Minovich Fedorov, among the designers were I. I. Okunev, N. A. Kukin, V. V. Bekman, testers - S. I. Karzinkin, B. V. Zefirov.

The Irbit Motorcycle Plant (IMZ) began operations on November 17, 1941. When a group of engineers from Moscow (MMZ) arrived in Irbit under the leadership of F.M. Lomakina.

But, Qnod licet lovi, non licet bovi (lat.) - What is allowed to Jupiter is not allowed to the bull.

Of course, just as it is impossible to invent a perpetual motion machine, create a universal soldier and cross the Universe, the Ural M - 72, with all its advantages, also had disadvantages, for example, the ignition was installed manually, both carburetors were difficult to adjust synchronously, the air filter often became clogged, spokes often broke when driving With a stroller it was quite inconvenient to change gears with a short lever...

In 1946, the single-disc clutch was replaced with a double-disc one, and the gear ratio was changed from 3.89 to 4.62. This results in a loss of speed, but greatly increases power. Since 1948, reinforcing gussets began to be welded into the assemblies of the rear part of the frame.

But engineers constantly improved the motorcycle, releasing more and more modernized equipment. Work was carried out at all factories: Irbitsky, Kiev, Gorky...

In 1956, IMZ produced the M-72M. Since 1955, the camshaft bearing in the engine of this car has been replaced from a bushing to a ball bearing, the frame has been strengthened, the final drive gearbox has been improved, the wheels have been strengthened, and a new sidecar has been created.

New motorcycle models are being created especially for auto racing: overhead valve road racing models M-75, M-75M and M-77. Despite numerous evolutions of the basic design, the overhead valve engine developed from the BMW R71 became completely obsolete by the early 1980s and was discontinued after almost four decades.

The generation of domestic motorcycles that began life in 1941 also ended with him. In China, the production of M-72 vehicles according to Soviet technical documentation is still preserved. They are called “Chang-Xiang” and are even exported. And since 1953, Urals have been exported to Latin America, Scandinavia, France and Spain, Holland and Sweden. Soviet equipment is reliable and popular, and in terms of price and quality, sales exceed American Harley-Davidson. At the turn of the millennium, a new model of the IMZ motorcycle - 8.1030 - appeared at the IMZ, which attracted the attention of the Ministry of Defense of the Russian Federation, the export of equipment abroad was resumed, which in itself speaks of the revival of the former glory and greatness of domestic motorcycles, now under the Ural Moto brand. .

Artificial conception

As in all times, the arms race spurred industry to make extraordinary decisions. Germany in the late thirties was “ahead of the rest” in terms of technology. And, oddly enough, already at the height of World War II, Soviet engineers managed to become completely legally familiar with the best examples of Wehrmacht equipment. They tried out armored vehicles, airplanes, and two-wheeled vehicles dear to our hearts. Our deepest bow to them, because it was then that the history of the Soviet opposition began...

The beginning was made back in the 30s, when the motorcycle was the most affordable means of transport for the average German citizen. In addition, the state highly encouraged the participation of enterprises in sports competitions working to promote the image of Greater Germany. Single copies of sports equipment made it possible to test technical innovations in extreme conditions, selecting the best and giving life to perfection. Hitler's Germany in the pre-war years had a serious advantage over the leading motorized powers. The seemingly perfect, stamped BMW motorcycle frames of the 20s and 30s lost their relevance with the advent of duplex tubular frames. The only advantage of “stamping” was its low cost. Today, many chronicle photographs of the war years are dominated by them, models with stamped frames. But these are wartime costs, and this experience can hardly be called positive. So, in 1936 the BMW R5 motorcycle appeared, and a year later, in 1937, the R6 model. At a quick glance, it is quite difficult to distinguish them from each other. They differed in the power unit. The R5 engine is very reminiscent of the modern Uralovsky - the same overhead valve design, only with two camshafts, and neat valve covers. The R6 engine is similar to the Kasikovsky lower valve engine - with powerful cast-iron cylinders and characteristic ribbed heads. The motorcycles had an excellent (for those times) front fork with adjustable stiffness, but the lack of rear suspension led to the appearance of a new model range already in 1938 - the BMW R51, R61, R66 and R71. In essence, these were the same motorcycles, but already equipped with a rear spark plug suspension. A sports modification of one of them - a 500-cc compressor (498 cm3, racer Georg Mayer's "Kompressor Type 255" of 1939) was capable of reaching a speed of 210 km/h (!). The engine power of this motorcycle was 55 hp. The only thing that held back the capabilities of these motorcycles were the cylinders sticking out to the sides, limiting maneuverability at high speeds. Therefore, the main achievements of the boxers from BMW were straight line speed records, as well as “wheelchair” competitions. The civilian versions had more modest performance (R51-24 hp, R61-18 hp, R66-30 hp, R71-22 hp), but this did not detract from their advantages over their competitors. The strange power ratio was determined by the design of the more advanced R51 and R66 engines, in comparison with the more primitive R61 and R71. In general, the entire line of these motorcycles is graceful and free of all unnecessary things. It is enough to put Harley's WLA next to it, and the advantage of BMW will become obvious - completeness of lines, minimum design, maximum result (remember the constant puddle of oil under Harley). The front fork alone gives the Germans a twenty-year lead! This result may have been a consequence of BMW's constant competition with Zundapp. Two monsters walked in parallel, literally “neck and neck”, taking turns snatching the palm from each other, and delivering the next motorcycle masterpieces. German military policy adjusted the ambitious plans of BMW management, and the production of these beauties was curtailed in 1941 in favor of the cheaper R12 - the most common motorcycle of the Second World War, produced until 1942, and the BMW R75, the famous "Sahara", produced until 1944. legends of German motorcycle technology. The advantage of the first was ease of manufacture, and, as a result, low cost. The advantage of the second is the incredible perfection of the design, albeit at the expense of price. But good things are not forgotten. Already in 1950, production of the modernized version of the R51, the BMW R51/2, was resumed. The era of a real European motorcycle tourer began, which largely predetermined the concept of motorcycle movement in Western Europe, and later on the territory of the USSR. In 1951, production of the BMW R67 (594 cc modification) began. On the R51, the main changes were made to the engine. Other carburetors were installed (Bing, 22 mm, versus Graetzin 24 mm), a Noris Magnet ignition system, and the engine cylinders began to resemble Sakharov’s. In 1951, the BMW R51/3 appeared, the engine of which became even more “licked”, and the design of the air filter changed. The front fork received “modern” rubber corrugations. The 1955 model finally acquired the well-known pendulum rear suspension, where the driveshaft passed through one of the pendulum stays. The front suspension also received a pendulum arm (this is found on some modifications of our Dnepr), although after some time the telescopic front fork returned to its rightful place. Studying archival photographs, it is difficult not to notice that the Soviet motorcycle industry literally walked hand in hand with Germany along the ladder of development of heavy motorcycles. In archival photographs, experimental samples of the Kyiv Motor Plant are like twin brothers similar to their German “relatives”. So which model became the prototype of the Soviet motorcycle? More than others, the attention of Soviet engineers was attracted by the design of the BMW-R71 motorcycle, polished to perfection, although it can hardly be called the peak of the creation of BMW masters. I would see a more desirable acquisition as the BMW R66 from the same line, with a more advanced (albeit less cubic capacity) and more powerful (30 hp) “heart”. But, apparently, despite the external similarity of the motorcycles, the R-71 engine was still cheaper to manufacture, simpler in design and was slow-moving, but high-torque (this is important when operating a motorcycle with a sidecar), this influenced the final choice. Opposed lower-valve engine, providing a low center of gravity of the motorcycle, and at the same time, having a very decent power of 22 “horses”. The duplex tubular frame (using variable cross-section tubing) offers superior performance compared to the sheet metal frame found on previous BMW models. Advanced front fork with hydraulic shock absorbers. Cardan drive of the rear wheel, equipped with a spark plug suspension that reduces unsprung masses... And a whole bunch of other nice things made us “set our eyes on” this BMW model. Technical documentation and several copies of the BMW-R71 motorcycle were brought to the territory of the USSR, one of which was disassembled for detailed examination. The design turned out to be full of perfection, and the engineers of the newly created heavy motorcycle design bureau on the basis of the Moscow, headed by N.P. Serdyukov. (who gained invaluable experience and knowledge directly from the BMW factory), decided not to make any special changes to the motorcycle. What has undergone “Russification” is the electrical equipment and the fuel tank, which has “fattened” from 14 to 22 liters, because in the Red Army the motorcycle was necessarily equipped with a side trailer - a sidecar, and this increased fuel consumption. Interesting fact: in comparison with BMW, the Soviet analogue turned out to be 33 kg heavier (220 versus 187 kg). What, besides the tank, other wheel rims and spokes, influenced this value? Probably not cleaned welds and poor-quality casting with unpleasant lining. One way or another, it was decided to call the first Soviet BMW M-72. “M” is most likely the designation of the vehicle: “Motorcycle”, and 72 is the next digit after 71, because BMW has R71. Industrialists were required to master the production of motorcycles as quickly as possible. Therefore, it was decided to create some kind of cooperation, where several enterprises would participate in the manufacturing process of the M-72. The first was the Moscow Bicycle Plant, which with the start of production of the M-72 received the name Moscow Motorcycle Plant (MMZ). The plant's capacity was not enough for the entire production cycle, so the well-known ZiS was engaged in manufacturing the engine, and the gearbox was manufactured by KIM, more familiar as AZLK. The entire process of setting up production from scratch took only one year. Even today this figure is worthy of admiration. In January 1941, production of the M-72 began at MMZ. Interesting fact: similar production was launched in Leningrad, with the participation of ', and from August 1941 - in Kharkov, with ' (in cooperation on the engine with the Kyiv plant, a former medical instruments factory). The “great motorcyclization” of the entire country was being prepared. And the fact that geographically several production facilities were practically equidistant from the border of the USSR with the bourgeois West indicated that the country was actively preparing for war, in which it clearly reserved the initiative. From the very beginning of the production of M-72 motorcycles (even before the start of the Great Patriotic War), their various modifications were equipped with individual motorcycle regiments of the Red Army. The attack of German troops on the USSR caused a mass evacuation of enterprises inland. The cities of Gorky and Irbit became the new motor capitals of the Soviet Union. “Great Martyr” M-72 gathered literally in the open air. Gorkovsky took over the evacuated Leningrad (LMZ) motor plant in July 1941, and the Kharkov (KhMZ) motor plant in October. Irbit took over the Moscow production of MMZ in December 1941, and already on February 25, 1942, the first batch of motorcycles went to the front. During the war, Irbit engineers even allowed themselves to modernize individual components. The most significant modernization is the appearance of a double-disc clutch, a change in the design of the sidecar wheel fastening (previously it was cantilever, but, unlike BMW, it was on our M-72s that the wheel axle constantly flew). Work was also carried out on the wheelchair wheel drive (experienced M-73). The choice of Soviet engineers was “hit the mark.” Despite the “Slavic” hands attached to the motorcycle, it remained a BMW to the core. Only a specialist can recognize the difference from the BMW R-71 in the M-72 of the first releases. Unless the “pot-bellied” tank gives away the secret of origin, and the brand on the engine crankcase. Everything from the carburetors to the fenders is like twins. Although the welds of the frame still have a Soviet imprint, and as a result, the appearance of amplifier gussets on the M-72 of later releases. The Soviet opposition proved itself well during the Great Patriotic War. Therefore, even after the war, production of the M-72 continued at two factories: at the already known IMZ, and at the production plant that moved to Kyiv in 1949 from the liquidated Gorky Motorcycle Plant - the now legendary KMZ. True, Kyiv was not immediately ready for the full-fledged production of new products for itself, and began with engines and gearboxes, and the crew parts were supplied from Irbit. As production expanded, KMZ gradually refused the help of the Irbit Motorcycle Plant, and in the mid-fifties decided to make radical changes. The stroller received a torsion bar suspension of a wheel suspended in a cantilever, all wheels received cast aluminum hubs, and the front fork acquired a lever design. The motorcycle added the letter “M” to its name - modernized. Several modifications appeared, but a more radical step was needed. It was unreasonable to limit ourselves to minor improvements to the design during the years of socialist competition. And a model with a new pendulum suspension of the rear and front wheels was prepared for production - the K 750 motorcycle, equipped with a 26 hp engine, which inherited the good reputation of its worthy ancestor. The M72 motorcycle, or, as it was called, “emka”, with the light hand of the USSR leadership, was also produced in China under the Chang Jiang M72 brand, and differed from ours in lighting technology, the presence of a glove compartment on the left rear, a different front fender and driver’s foot protection deflectors, decorated with extruded in metal with hieroglyphs. It’s hard to say for sure how many copies of the M72 motorcycle were produced; even data on production during the Great Patriotic War in different sources is different, from 7,000 to 10,000 pieces. We rummaged through a lot of rare publications in Vasily Pankratov’s archive, but the number of M-72s produced fluctuates greatly due to a gap in production and several manufacturers of this motorcycle. The restoration workshop of Pankratov, who has a huge library of archival materials, has brought back to life many unique examples of motorcycle equipment, recreating everything with pristine accuracy. And now we have the opportunity to touch the history of the motorcycle, discovering new facts about the creation of these machines. Thanks to the increased interest in older motorcycle models, some of them can still be found on the roads today, both in original condition and in Easy Rider form, but equally loved by their owners. From the editor: special thanks to Vasily Pankratov, a collector and restorer of vintage auto-moto equipment, who kindly provided equipment for the photo shoot, and materials from his personal archive for the creation of this article.

MotoDrive magazine: https://www.motodrive.com.ua/content/Iskustvennoe_zachatie.html

Author: Anatoly Eremeev Photo: provided by the author

Motorcycle M-7 2M

In 1956, an improvement over the M-72, the M-72M model, was released. But before these, a number of changes were made to the existing model: a double air filter was introduced - mesh and inertia-oil; instead of the relay-regulator PP-1, a new device PP-31 was installed.

Then the improved G11A generator. Its power, both in its predecessor (G11) and in the subsequent model (G414), remained unchanged. Throughout the years of production of the M-72, the design of the K-37 carburetor, tire size (3.75-19) and a number of other components did not change.

Since 1956, IMZ switched to the M-72M

. Its main difference is, among the engine improvements, the replacement (since 1955) of the front camshaft bearing (instead of a bushing, a ball bearing). On the chassis: the frame was strengthened, the final drive gearbox was changed, the wheels were strengthened: a stamped “lace” crown appeared on the brake drum for more reliable fastening of the spokes. To prevent sticky mud from blocking the wheel, the front shield is raised and secured to the sprung part of the front fork. The motorcycle received a new sidecar.

There was no further development of the M-72M, since IMZ switched to the M-61 model with an overhead valve engine.

Motorcycle M-72K

M-72K motocross motorcycle was produced in small batches for sports clubs.

: lightweight, with a forced 30 hp engine. With. The increase in power was achieved by changing the valve timing, increasing the valve lift height and grinding the intake and exhaust channels.

The M-72K motorcycle has an air intake from the upper surface of the gas tank, improved front and rear mud flaps, a double driver’s saddle and tires with a special “cross” tread pattern, level with the upper pipes of the muffler frame, a front fork without a headlight, sealed electrical systems with magneto, the drive of which consists of two gears.

The drive gear rotates together with the camshaft, and the driven gear rotates together with the intermediate shaft installed in the front cover. The magneto is connected to the intermediate shaft by a dog clutch.

Technical data and characteristics of Ural motorcycles

uraldnepr.ru

Motorcycles Ural M62: technical characteristics, photos

At the end of the 30s of the 20th century, a meeting was held at the People's Commissariat of Defense of the USSR, the main topic of which was the analysis of new models of military equipment, and the prospects for adopting the best of them into service with the Red Army. One of the types of equipment that the Red Army urgently needed was an army motorcycle. After analyzing the samples, the best motorcycle was the German company BMW - R71.

By that time, it had already been in service with the Wehrmacht for several years. It was decided to use this car as the basis for a new motorcycle. The development of the domestic version of the R71, designated M72, took several years. Therefore, mass production of the domestic motorcycle began shortly before the war - in the spring of 1941. Production was mastered at the Moscow Motorcycle Plant (MMZ).

But due to the rapid German advance on Moscow, by the end of October 1941 the plant was evacuated to the city of Irbit. The territory of a former brewery was provided as a site for the plant. The new enterprise became known as IMZ (Irbit Motorcycle Plant). Serial production of the M72 IMZ began at the end of 1941.

The M72 was initially equipped with a lower-valve engine, which even at the time of the creation of the machine had few reserves for improvement. This circumstance prompted IMZ designers to create a new overhead valve engine. This device went into production in 1957. A transitional model motorcycle equipped with such an engine was designated M61. Motorcycles M72M and M61 were produced in parallel until 1960.

Since 1961, simultaneously with the assembly of the now old M61 model, the production of the new Ural M62 model began. The motorcycle came complete with a sidecar. This stroller was single and equipped with a luggage compartment located behind the back of the seat. The stroller was attached to the motorcycle frame using collet joints and braces at four points. The stroller wheel had a lever suspension with a shock absorber. Suspension travel is up to 120 mm. The spare wheel was mounted on the luggage compartment lid of the stroller. The general appearance of the Ural M62 motorcycle can be seen in the photo below.

M62 engine

The Ural M62 motorcycle was equipped with a four-stroke, carburetor, two-cylinder engine with an opposed cylinder arrangement. The engine had an overhead valve timing system and traditional air cooling. The cylinder diameter was 78 mm, the piston stroke was 68 mm, and the engine cylinder displacement was 649 cc.

Thanks to improvements in design and an increase in the compression ratio to 6.2, the power of the M62 engine has increased. Compared to its predecessor, it has increased by 2 liters. With. and amounted to 20.6 kW (28 hp). Maximum power was achieved at 4,800-5,200 crankshaft rpm. Torque also increased, which was quite good for those times at 41.8 N/m at 3,500 rpm.

The engine cylinders were made by casting from high-alloy cast iron; the right and left cylinders were completely interchangeable. The engine was equipped with aluminum cylinder heads and two overhead valves per cylinder. The combustion chambers are hemispherical. The valves were suspended on two spiral springs.

This solution, together with metal-ceramic valve guides in the cylinder heads, ensured the operation of the valves without jamming and rapid wear, and also significantly increased their operational reliability. Due to the increased power, the M62 engine received reinforced pistons. Each piston had four piston rings - two compression rings and two oil scraper rings. The upper compression ring had porous chrome plating, which ensured reliable lubrication of the cylinder mirror and, accordingly, increased mileage before major repairs.

The more advanced engine had more liter power, which also made it possible to increase the dynamic properties of the motorcycle. It should be noted that the reduction in engine displacement and the transition to an overhead valve timing system significantly reduced the metal consumption of the structure, which in turn reduced the weight of the motorcycle. According to various sources, the maximum speed reached 95-100 km/h (with a sidecar), with control fuel consumption - 5.8-6 l/100 km (at a speed of 75% of the maximum).

M62 engine power and lubrication system

So, we continue to consider the characteristics of the Ural M62. Its power system included two K-38 carburetors, mesh fuel filters in the gas tap sump and in the neck of the gas tank. The fuel tank capacity was 22 liters. The air filter is combined, inertial and contact-oil with two-stage cleaning. The air filter filling capacity is 0.2 l.

The lubrication system is standard, combined - under pressure from the oil pump and splashing. The engine crankcase capacity is 2 liters.

Electrical equipment M62

The Ural M62 motorcycle was equipped with a 6-volt electrical system. The current sources were a 3MT-12 battery and a G-414 direct current generator with a power of 60 W (on the earliest versions of the G65), working in tandem with a relay-regulator PP-302. The ignition system included a model B-201 ignition coil and a PM-05 ignition chopper.

The breaker was equipped with a centrifugal ignition advancer. New components of the ignition system made it possible to automatically set the optimal engine operating mode, which improved the dynamic characteristics of the motorcycle while reducing fuel consumption.

Transmission M62

Due to the increased torque characteristics, the clutch discs received a reinforcing coating made from the then new friction material KF-3. The new raw materials had high wear resistance combined with a high coefficient of friction.

The motorcycle received a completely new four-speed gearbox model 6204 with a fine-spline shift mechanism. The filling capacity of the gearbox housing is 0.8 liters. The new gearbox was largely freed from the defects of the M72 gearbox. The rear gear, traditional for IMZ motorcycles, has also undergone changes, consisting of a cardan shaft and a rear wheel gearbox.

The driveshaft connection became splined, and the crosspiece received needle bearings instead of bronze bushings. The final drive (MF) of the motorcycle consisted of a pair of bevel gears with a spiral tooth. The gear ratio is GP 4.62, the oil volume in the crankcase is 0.15 liters.

M62 suspension

In addition, IMZ designers managed to significantly improve the comfort of the motorcycle, especially when riding off-road. A huge role in this was played by the increase in travel of the front telescopic and rear wishbone forks, equipped with more advanced shock absorbers on the front and rear forks. The suspension travel has increased to 80 mm for the front and 60 mm for the rear. The tubular double frame of the motorcycle remained virtually unchanged structurally and was manufactured by welding.

Brake system M62

The increased dynamics of the Ural M62 required the installation of reinforced wheels with aluminum brake drums with an increased braking area. The drums received a labyrinth seal that prevents dirt and sand from getting inside. This innovation significantly increased the reliability and service life of brake mechanisms. Wheels measuring 3.75-19 were interchangeable and mounted on adjustable tapered bearings.

M62 controls

To improve the driver's position, the geometry of the steering wheel was changed and the driver's saddle was equipped with a rubber damping element. In addition, new features include a double-cable throttle handle and new front brake and clutch levers. Other motorcycle control mechanisms have also become more convenient and reliable in operation.

Technical characteristics of Ural M62

Our days

The production of the Ural M62 motorcycle continued until 1965. Then it was replaced by a new model - M63. Today, Ural M62 motorcycles have become quite a rare machine, although you can still find examples in almost original condition. Such motorcycles are readily purchased by lovers of old motorcycles, both for restoration in a completely original form, and for creating retro choppers based on them.

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Engine

The motorcycle was equipped with a 649 cc four-stroke two-cylinder engine. cm, which had a power of 36 horsepower. In total, the entire motorcycle structure weighed 315 kilograms. The maximum speed was 105 km/h. Consumption per “hundred” varied from 7.5 to 8 liters. In general, the Ural for the police was no different from the equipment that was mass-produced for the mass buyer. The main difference was only in the special coloring of the stroller and motorcycle, as well as the presence of brackets, holders and other small features.

Motorcycle Ural - 3 (M - 66)

Motorcycle "Ural 3" M-66

Motorcycle "Ural 3" M-66, which appeared in 1971, the motorcycle M-66 "Ural-3" was the son of further evolutionary changes in the design of Irbit motorcycles. Externally, the car remained virtually unchanged, except that the direction indicators were noticeable. Engine power increased to 32 hp; for the first time, a full-flow oil filter with a replaceable element was introduced into the engine lubrication system.

This car was built until 1975, but based on its engine, by 1973 a significantly redesigned chassis with a combined driver and passenger seat was ready. The debutant received the name “Ural”

Total information

Maximum load, kg 255 Weight (dry), kg 320

Overall dimensions, mm: length 2420 width 1640 height 1100 Wheelbase, mm 1450 Ground clearance, mm 150 Track, mm 1130 Maximum speed, km/h 105 Control fuel consumption, l/100 km, at a speed of 75% of the maximum 5.8

Engine

Type - Four-stroke, carburetor, two-cylinder with opposed cylinders, air cooling.

Model M-66 Displacement, cm3 649 Cylinder diameter and piston stroke, mm 78×68 Compression ratio 7.0 Maximum power, kW 23.5 Crankshaft rotation speed at maximum power, min-1 5600-5800 Maximum torque, N•m 44.1

Transmission Clutch Dry, double-disc Gearbox Four-speedModel 6604 Driveshaft Driveshaft with elastic coupling and joint on needle bearings Final drive Pair of bevel gears with spiral tooth

Chassis Motorcycle suspension: Front - Telescopic fork with double-acting hydraulic shock absorbers Rear - Lever, on double-acting spring-hydraulic shock absorbers, adjustable for load Front suspension travel, mm 140 Rear suspension travel, mm 90 Motorcycle frame Tubular, double, closed type, welded Wheels, tire size Interchangeable, easily removable, 5-484 (3.75″—19″) Side stroller Single with luggage compartment behind the seat back Stroller wheel suspension Lever, on a spring-hydraulic shock absorber with a stroke of 120 mm

Brakes - Shoe brakes, front and rear wheels

Electrical equipment Ignition system Battery Voltage, V 6 Rechargeable battery 3MT-12

Refueling tanks, l fuel tank 20 engine crankcase 2.3 gearbox 0.8

rusmotorcycle.ucoz.ru

Technical characteristics of Ural IMZ motorcycles

www.m-72.ru

Modifications used

With the advent of the Ural M-72, the Ministry of Internal Affairs immediately acquired their own vehicle. After the M-72, it was replaced by a new motorcycle, the K-750. However, the most widely used model is the Ural M-67-36. For a long time, this motorcycle served faithfully to law enforcement agencies. New models of three-wheeled vehicles were distinguished by an overhead valve engine. By order of N.A. Shchelokov began to paint service motorcycles in bright colors, combining predominantly yellow and blue. Even after motorcycles were replaced by cars, they have not lost their relevance. The IMZ-8.103 remained in demand, for which the Ural-2 series motorcycle of the 1976 model became the basis. Initially, the equipment was called IMZ-M-67-36II, where II denoted the patrol modification, which received a bright color and a bracket for a walkie-talkie.

As for the M-67, this version was significantly different from its predecessors in the 60s and 70s. First of all, electrical equipment: this motorcycle has an electrical system with a car voltage of 12 V. The presence of a voltage of 12 V instead of the standard 6 V for that time was especially important, since it made it possible for the police to install a loudspeaker, walkie-talkie and other related equipment. The modified electrical circuit corresponded to a new 150 W alternator with a rectifier unit and a new engine mounting bracket. Secondly, the M-67 has a different frame. The mounting posts for the rear pendulum fork were moved 20 mm back. Maintainability has improved: the gearbox was removed and the cardan coupling was changed without any difficulties. A reverse gear also appeared, which added to the ease of operation of the equipment.

Motorcycle "Ural" | Military weapons and armies of the world

The history of the "Ural", which began on the eve of the Great Patriotic War, is inextricably linked with the history of the Irbit motorcycle appeared in 1961 in relation to the motorcycle model M-62, which was a modernized version of the M-72 motorcycle. The M-72, in turn, was an almost exact copy of the German BMW R71 motorcycle. The development of its production was carried out by MMZ - Moscow Motorcycle Plant. The M-72 went into production in 1941, but it was not produced in Moscow for long. Already in the fall of 1941, the plant was evacuated to the Urals, to the city of Irbit in the Sverdlovsk region. Already in February 1942, the first batch of motorcycles was produced here. After the end of the war, the plant remained in Irbit, continuing to produce and improve M-72 motorcycles. The latest model, for example, even received a short-lever fork and aluminum wheel hubs.

"URAL" M-62

The Ural M-62 motorcycle was noticeably different from its predecessor. It received a new engine with a volume of 650 cm³ and a power of 28 hp. s, new gearbox, increased suspension travel. Automatic ignition advance was introduced and the camshaft cam profile was changed to reduce wear. The steering also changed - a chain throttle grip and duralumin clutch and brake levers were introduced. The motorcycle was produced in this form until 1965.

"URAL-2"

In 1963, a new model appeared - M-63 "Ural-2". The immediate impetus for the design of the M-63 was the decision of a special commission to unify the motorcycles of the Irbit and Kyiv motorcycle plants. The design differences of these machines, sometimes small, made the interchangeability of individual components and parts impossible. Carrying out this decision, the IMZ design team designed the M-63 motorcycle. Its main components and assemblies are interchangeable with the components and assemblies of the K-650 motorcycle, the production of which was to be mastered in Kyiv. The M-63 motorcycle, unlike its predecessors, was equipped with a frame with a pendulum suspension of the rear wheel. The new exhaust system made it possible to significantly reduce exhaust noise; the mufflers were raised above the ground (when the motorcycle was fully loaded, the ground clearance was 150 mm). The motorcycle engine has undergone numerous improvements. The Irbit Motor Plant produced the first industrial batch of Ural-2 motorcycles, model M-63, in 1964. At first, the M-63 was equipped with engines from the M-62 Ural motorcycle, but with some changes.

The gearbox of the Ural-2 motorcycle was also similar to the M-62 Ural, but the weak point was eliminated - the quickly worn out axle and foot shift pedal bushing. The chassis has undergone a radical reconstruction. For the first time on production IMZ motorcycles, a pendulum suspension with spring-hydraulic shock absorbers was introduced to suspend the rear wheel (later a similar suspension was introduced on the sidecar wheel), which significantly increased the comfort of the motorcycle and its durability. The hydraulic part of the rear shock absorbers was almost completely borrowed from the shock absorbers of the Moskvich car. The pendulum fork of the rear wheel was installed in the frame on rubber silent blocks. The front wheel suspension remained the same design, but became the same for motorcycles from the Irbit and Kyiv motorcycle factories. New mud flaps were expanded along the profile and installed above the wheel with large gaps; in their lower part there were special rubber mud flaps. The gas tank has also changed and has become easier to manufacture.

OTHER MODELS

Since 1971, the M-66 Ural-3 motorcycle with a 32 hp engine was produced. With. The M-67 version used a 36 hp engine. With. Since 1985, Ural IMZ-8 motorcycles of various modifications have been produced.

TACTICAL AND TECHNICAL CHARACTERISTICS OF THE M-63 "URAL-2" MOTORCYCLE

• Weight (dry), kg: 320
• Maximum load, including driver, passengers and cargo in the stroller, kg: 255
• Overall dimensions, mm:
• length: 2420
• width: 1570
• height: 1100
• base: 1450
• Maximum speed, km/h: 95

In recent years, modifications of the Ural IMZ-8.1037 Gear-UP, equipped with a 7.62 mm PKMB machine gun, and the Ural IMZ-8.1037 Gear-UP-ATGM with a Konkurs-M ATGM launcher have been proposed for the Armed Forces. However, according to the latest data, the Russian army has completely abandoned the use of motorcycles. Currently, only 3% of Ural motorcycles produced are sold in Russia and the CIS. The main markets for IMZ are the USA, EU countries, Canada, Australia, where the company exports up to 97% of its motorcycles. Promising markets are Japan and Korea, since in these countries there is demand and there are no competitors for models with a sidecar. Despite the fact that the appearance and many technical solutions of the motorcycle date back to the developments of pre-war Germany, IMZ positions the Ural as a simple and reliable motorcycle with a Russian (male) character. Most motorcycles are sold with a sidecar.

2922

warfor.me

Rebirth of an old man. It was September 2012. What was he like... Thoughts about a brand new motorcycle were spinning in my head, I wanted something from choppers or classics. But no matter how hard I tried to save up the required amount of money, it often went somewhere for everyday needs (here... It was decided to buy some kind of Soviet-made motorcycle and tune it. Sunrises, Izhi immediately disappeared, since I rode them as a child and knew all of them illness. Long weeks of searching for a suitable one on the Internet did not yield results. Either the prices were high, or the motorcycles were without documents, and initially I set the goal of buying a motorcycle with documents so that there would be fewer problems later. Then one day a friend called me, also a biker, and says: "Listen! A friend of mine is selling a Ural M 66, manufactured in 1971, with documents + a full carriage of new spare parts, a motorbike in a neighboring village, only 10 kopecks." I was interested in this! A week later, my friend and I went to a neighboring village. We looked at the Ural, I liked it, and the person I knew turned out to be a grandfather, maybe 70 years old, I think so. Since the owner turned out to be a good person, it was definitely decided to buy a motorcycle. Since I know from experience that older people’s equipment is always in good, perfect condition. Of the spare parts, I got a full box of small parts, a new gearbox, a new block for a 12 V generator, all the electrics and a bunch of other goodies for the Urals, everything was new, packed in Soviet boxes and bags. I was pleasantly surprised by the fact that the quality of the spare parts is excellent, not like what they sell now!

It’s September 13th, early rise, quick breakfast, rushing to see a friend, an hour later we’re flying along the highway on his Patron 150 to a neighboring village to visit my grandfather beyond the Urals. We pick up my new bike and rush to the city. Then another half day of running around, paperwork, checking numbers and 5 cups of coffee with three hot dogs at the regional MREO of Chelyabinsk, and by evening my new friend is in my garage! I'm glad

It was decided to completely rebuild it, paint it, put the engine into a new block, since it had a 6-volt ignition, and it upset me because the headlight didn’t really shine, and in general, it seemed like a backwards solution to me. All the work to create the miracle took about four months, the work was not in a hurry, since some of the spare parts such as the saddle, arches, and footrest were ordered from websites and I did not have to wait long for the packages. The wheel rims are new, I bargained at the market, they sold it cheap) I left the original exhaust pipes, or rather they are sawed-off cucumbers, the sound is gorgeous, I like it, and no matter how collective farm it looks, it will do for now, the budget will allow me to buy direct flow. I also bought a drop tank in more or less normal condition, it was a little rusty. The generator and everything else can be seen in the photo. The process of creating your dream is below, please love and favor! I just apologize for the lack of photos of the garage customization process itself)

First of all, the frame.

Already ready, painted.

The tank and wings are waiting in the wings.

I also decided to paint it.

Assembly has begun. Installed the engine.

First I prepared the tank, for three days I scraped it, puttyed it, primed it, painted it and in the end what happened. (painted elsewhere)

The parcel with the arcs has arrived =) Hurray!!! I ordered it in Irbit.

The rear wing is ready.

So I painted the front one, I also assembled all the wiring and other important mechanisms)

A week later I rolled the wheels.

I try on the saddle I ordered with my eyes.

Finally my happiness has arrived!!! Basking in the sun =) March 2013

Here it is in finished form) In general, during the season it never seriously let me down, there were, of course, small whims, there was a problem with the generators, there was not enough charge, the battery ran out. In the end, I decided to get rid of the original gene and installed the G-700 from the tractor, modified it, and also sharpened the adapter from the cover of the original G-424. I didn’t paint it well, the paint was corroded by gasoline, and it turned out to be not so durable. As a result, over the summer I painted it anew, only in a special one. painter. The engine, cardan and front brake cover were also painted, but this turned out to be a bad idea; the paint was torn off and the parts were polished. I put a pair of 10s in the gearbox. I also did a little tuning. And at this time my friend is in this guise) Gennady at 700 watts

That's it =) Let's go and enjoy!!!

Motorcycle Ural M 66

There is no description yet for the Ural M 66.

Modifications Ural M 66

Technical characteristics Ural M 66 1975