All-wheel drive motorcycles: Ural, Arkhar, Rokon

A front-wheel drive motorcycle has been around for a long time, and it’s difficult to surprise anyone with such a unit. They were created primarily for participation in motorcycle rally racing. The idea itself came from cars. Rear-wheel drive cars have difficulty cornering on loose ground. Because of this, it is not possible to take a difficult turn at high speed without skidding. That's why cars with all-wheel drive were created. Their grip on the road is more effective and it is much easier to drive such a vehicle .

Unlike front-wheel drive cars, motorcycles do not have a full-fledged driving front wheel. The device, first installed on Yamaha and KTM motorcycles, has an interesting feature. From the motor to the front wheel, using hydraulics, a torque is transmitted that is only a fifth of the total power. This design was made at the plant of the Swedish company Olins.

Another company, Christini, has created a unique all-wheel drive system. It differs in that it gives the front wheel half the engine power. This is a significant result. However, the equipment significantly increases the weight of the motorcycle.

Do-it-yourself trikes: how to make them from which motorcycles

Homemade tricycles are a common phenomenon in Russia and abroad.
Only the base is different. In our latitudes, Java, Izh, Dnieper, and Ural are more often chosen for upgrades. Thanks to the powerful opposition engine, the Dnieper and the Ural often give life to a new miracle of technology. For a less powerful model, a moped engine is suitable. Another reason for this choice is minimal costs. Few people decide to cut an imported bike for the sake of experiment. To design the axle, you will need a profile pipe and drawings of trikes, which can be found on the Internet. Sometimes the “donors” for the axles are old bicycles, and the engines are Zaporozhets and Zhigulis.

Despite the small costs of hardware, you need to prepare for additional expenses: purchases, installation of seats, lights, if desired - chrome plating, if necessary, drive on the roads - registration with the traffic police.

Motorcycle classic

You can hear a lot of names for types of bikes, including roadsters, nakeds, neoclassics. However, they all refer specifically to classic motorcycles. Such vehicles are the most versatile models. First of all, their cost is quite low. On the other hand, modern classic motorcycles are no worse than sportbikes in terms of chassis. At the same time, the landing is straight, which greatly increases comfort. At the same time, if you develop high speed, the driver will be blown away.

Perhaps this model will not be the best option for the highway, but in the city it behaves very confidently. The advantages of the motorcycle also include good maneuverability and low operating costs. One of the best options for every day.

A short summary

So, all-wheel drive motorcycles are indispensable vehicles for those who often need to travel on difficult roads. They are distinguished by increased maneuverability and reliability. Among our models, the Ural with all-wheel drive stands out here .

Such a vehicle can easily overcome almost any section of the road. However, the bike did not go into mass production, so you should either buy it on the secondary market or upgrade it yourself.

Cool video test drive of an all-wheel drive Ural motorcycle:

About ease of use

The khaki coloring will be invisible in the forest or in the reeds near a pond, so the “Ural Gear Up” can be safely equipped for hunting or put the necessary fishing gear in it. With a weight of 365 kg, you can take a lot of payload and luggage with you.

This model is significantly weighted by the developers, which allows you to transport everything you need and makes the car as stable as possible. Therefore, you can safely make maneuvers and not be afraid that the agegate may skid and it will turn over.

If necessary, it can be set to the parking brake or the sidecar wheel drive can be disconnected, thereby transforming the Ural into a two-wheeled bike.

Characteristic features of all-wheel drive units

The Ural motorcycle (see photo above) can safely be called the only motorcycle with a sidecar in the world, which is produced with a non-differential switchable drive. One of the models of Irbit manufacturers was the Patrol motorcycle, which has a switchable sidecar wheel drive. The patrol with a lightweight T-version enjoys considerable success far beyond the borders of Russia. Thus, according to sales results in 2012 alone, 37% more cars were sold than in 2011.

“Patrol” can cope with any off-road conditions, as it is equipped with a 4-speed gearbox. All-wheel drive Ural motorcycles overcome the most difficult sections of roads. So we can say with confidence that this is the best road bike. And indeed, being loaded, it will never let the driver down, under any circumstances. That is why Americans, always skeptical, have great respect for the Ural Patrol. The cost of the Patrol-T model fluctuates around 300 thousand rubles.

7: 1974 YAMAHA MX250

If we talk about Yamaha motocross motorcycles, their history began in 1968 and is inextricably linked with America. The Japanese brand's first DT1 model was released in 1968, thanks in large part to Don Jones, who built a motorcycle from his own drawings for his son Gary and subsequently sent one example to Japan to the Yamaha factory to develop their first production motocross model. This was the company's starting point in the American motocross industry and the creation of a series of models with the YZ index.

Model MX250

The 1974 model was based on the motorcycle on which Gary Jones won the Inter-Am series title in 1971. Also that year, Yamaha introduced the first production factory replica of the YZ250A with a mono-shock absorber and long-travel suspension. It was an expensive and exotic motorcycle with a lot of potential. Available in very limited quantities and aimed more at professional racers than the general public.

Considering that in those years the bulk of motocross motorcycles supplied by Yamaha in the United States were 360cc models, the 1974 MX250 model is quite rare, and today its estimated value is $14,000.

DIY ATV frame drawings

The false tank has a complex shape. It was not possible to bend it out of hardboard. Therefore, having wrapped the engine with plastic film, I began to fill the space intended for it with layers of polyurethane foam. After each layer, drying is mandatory, otherwise the thick volume of foam may not dry out inside. Filled until the layers went beyond the contour. Finally, after the foam had completely dried, I began to draw out the desired shape with a knife. The edges were smoothed with coarse sandpaper.

Part of the Oka dashboard was used under the instrument panel. I secured it to the blank also using polyurethane foam. Since the foam is large-porous, the pores were filled with gypsum and then processed. When the shape of the blank began to correspond to the intended design and its surface became more or less smooth, I coated the blank with PF-115 paint. Since I was not going to make a matrix for gluing the body kit on the block, but immediately glued the body kit on it, followed by finishing the surface to an ideal state, putting plaster and painting the block could be neglected.

So, the blockhead is ready and to glue a high-quality product, it was required: 10 kg of epoxy resin, 1 kg of plasticizer for it and 1 kg of hardener, 15 linear meters of thin fiberglass fabric, 5 m of glass mat, brushes, gloves. It is highly advisable to wear breathing protection. And the more expensive they are, the more reliable they are. But, as you know, you can’t buy experience, so I gained it in the process of work.

I used transparent tape as a separating layer between the block and the product. The whole idiot covered it with stripes carefully, without any omissions. It only took 1.5 rolls of wide tape.

I diluted the resin in 200 - 300 grams with a hardener and plasticizer. I used measuring cups and syringes, which is not very convenient. Before this, I cut strips of fiberglass in such sizes that large canvases would lie on flat surfaces, and on uneven surfaces, pieces of fabric could repeat them without making folds. By the way, fiberglass stretches moderately along the diagonal of the weaves, “flowing around” the desired shape.

First, I thickly coated one area of the blockhead with epoxy resin, placed fiberglass on it and impregnated the top with resin again. The adjacent piece of fabric was glued using the same technology with an overlap of 3 - 5 cm. We had to work quickly - the resin sets quite quickly, and the higher its temperature, the faster. Yes, I also heated the resin a little near a powerful lighting lamp for better fluidity.

After covering the blockhead with fiberglass in one layer, I began to cover it with glass mat. The fiberglass mat I got was quite thick, and it turned out to be good for gaining the thickness of the product. But it does not hug uneven surfaces, so I used it only on flat (or slightly sloping) surfaces and without overlap. Impregnation with resin was carried out in the same way as when working with fiberglass. Just keep in mind that it takes a lot of resin to impregnate glass mat, so you need to dilute it more. After gluing the glass mat, uneven surfaces were glued in several layers with cloth. Each subsequent layer was applied after the previous one had set a little, so that the resin would not leak. And since the process of gluing the body kit took more than one day, after a day of break it was necessary to “roughen” the surface with coarse sandpaper and degrease it - after all, the resin cures completely during this time. The final layers on top of the mat were again covered with fiberglass, and not even just one layer.

After the glued body kit had completely dried, I made cuts in it, dividing the product into three parts: rear fenders and rear, false tank with seat, front fenders and front end

Carefully, slightly prying and pulling with his hands while picking, he separated the product piece by piece without much effort from the block

Now, having removed the parts, I began to process them separately, bringing them to the desired result. In general, ordinary preparatory and painting work using “all” technology: first, rough grinding with the removal of large bulges of resin and fiberglass; then painstakingly filling the recesses with putty and fiberglass; then grinding the outer surface and priming with a plasticizer. Finally - metallic painting and varnish with a plasticizer.

The blockhead also carefully cut it off and put it in the far corner - just in case. The body kit was attached to specially made and welded “in place” mounts on the frame.

Finally, I welded front and rear luggage racks from thin-walled steel pipes with an outer diameter of 20 mm, and in addition to them, “kangaroo bars” that replaced the bumpers.

A little about the 67th model

Heavy all-wheel drive motorcycles are especially revered among bikers and motorcycle enthusiasts. Let’s be honest, power and zeal are the adrenaline without which it’s hard to imagine riding a two-wheeled steel horse. This is the Ural series 67-36. What a machine! In terms of cross-country ability, only the Dnepr MT can compare with it in its class. The engine is so picky that it won’t be especially offended by its owner if he doesn’t add oil on time.

The 67th Ural accelerates to 100 km/h quite quickly, despite the fact that it weighs 330 kg and you can load another quarter of a ton on top. For every 100 km of mileage, fuel consumption is 8 liters, which is generally not bad, considering its power. The engine produces 36 hp. with a maximum torque of 4900 rpm. In general, the car is reliable in every sense, and it doesn’t lack endurance.

A little history

Those who like to have a blast on a two-wheeled “iron horse” know for sure that for active recreation, country trips and overcoming dense off-road conditions, there is nothing better than all-wheel drive motorcycles. Among them is the Ural motorcycle, equipped with all-wheel drive.

Few people know that the first all-wheel drive motorcycle appeared almost 100 years ago in the UK. It existed in its class for quite a long time, without serious competitors.

A good ten years later, at the beginning of 1931, BMW began producing not only civilian bikes, but also began producing heavy all-wheel drive motorcycles for military purposes. Many people believe that all-wheel drive appeared due to the needs of the army, where in the distant times of World War II they were extremely necessary. An equally popular brand of motorcycles of that time was the famous Zundapp.

The prototype of the heavy Soviet Ural motorcycles was the above-mentioned units, in particular the R71 model. And so, in 1941, the first heavy motorcycle M72 rolled off the assembly line of the Irbit motorcycle plant, which immediately became part of the equipment for service with the Soviet army.

Vasyugan.

Our people love to call their creations with all sorts of idiotic names. There are many Vasyugans, there are tricycles, a motorized dog, but there is also an all-wheel drive two-wheeled all-terrain vehicle.

Standard technical specifications and no front suspension as such. At the rear, however, there is a pair of shock absorbers. As befits the modern domestic motorcycle industry, most of the components are Chinese.

Fuel tank volume 8 l., maximum speed 50 km/h, transmission: variator. 135 kg. This thing weighs, and, in general, it’s a lot. Reviews on YouTube for this motorcycle are quite standard, there is no real off-road driving on them, in fact they only drive the motorcycle along light intersections, and the sausage even on small bumps makes you wonder how far you can go with such a vehicle without spitting out your liver. But Vasyugan, with its shaking ability, is probably good for kidney stones

Who cares?

Differential Ural drive

As far as I understand, there are few such Ural differential drives on hand. I know two, maximum three copies. It is possible that their design and equipment will be of interest to lovers of powered wheelchairs. If anyone has anything to add on the matter, you are welcome.

So, let's start disassembling...

First, remove the stroller cardan fork. It contains an oil seal: 62-06162-10, its dimensions are 24.4x36.5x6.9. As you can see, it's pretty worn out.

Unscrew the six fastening nuts and disconnect the cover from the axle housing

View of the bridge housing

And a view of the axle housing cover. Pay attention to the spacer sleeve.

On this side there was a second spacer bushing. It fell out when removing the crankcase cover.

The gear (epicyclic?) rotates on two needle bearings. Needles 3x15.8. It's a pity that the surface of the gear where the needles were was slightly rusted. I'll try to polish it a little.

Actually, in this gear, under the thrust ring, there is another oil seal 62-06162-10, completely broken.

In the crankcase cover, remove the retaining ring and the bronze spacer ring and pull out the diff housing.

Next, you can remove the sidecar drive gear from the cover, which rotates in the crankcase cover in a large bearing number 113 (analogue 6013), dimensions 65x100x18

Inside the stroller drive gear there is a double-row angular contact bearing (I couldn’t find the domestic number) with dimensions 20x47x20.6 (imported analogue 3204). The rear wheel axle rotates in it. This bearing turned out to be in good condition; it could not be knocked out.

Next, remove the locking cap from the crankcase cover and unscrew the large nut with a 55x80x10 oil seal installed in it and an O-ring.

After this, you can remove the 113th bearing from the crankcase cover

The GP driven gear sits on a needle bearing with needle sizes 5x12

The drive gear is installed in exactly the same way as on the single-drive version: needle bearing 874901, size 13x32x17/20 and double-row angular contact bearing 3086304 L, size 20x52x22.22 (analogue 3304) - it was broken. GP in this case is “eight”.

The axis of the stroller wheel rotates in two radial bearings: 6206-2RS1 (30x62x16) and 6207-2RS1 (35x72x17), as in modern “gyrapes”. Cardan crosspieces for driving strollers can be taken from Zhiguli ones.

Bearings and seals have been ordered. I will try to photograph the assembly process, especially if there are any nuances.

Sports tourist

The type of motorcycle is intermediate between sports and touring. Powerful and controllable bikes are equipped for a comfortable ride. The weight of this class is around 210–280 kg. Good aerodynamics and a smoother engine than sportbikes are undoubtedly attractive features of this model. The steering wheel is raised to a comfortable position. On motorcycles you can cover a thousand kilometers without fatigue. A spacious tank allows you to drive without stopping for a long time. Can be used for long trips and as a sports car.

Disadvantages of sports-tourist motorcycles:

high price for motorcycles;
insufficient maneuverability in the city due to the heavy weight;
expensive maintenance, tire replacement.

“Ural Up Gear” ─ power in military style

Irbit developers did their best by creating their brainchild Gear Up-2WD. The Ural motorcycle (see photo below) of this series is made in a military style and is designed to overcome the most difficult terrain and off-road conditions. The ease with which the motorcycle overcomes difficult road sections and rough terrain is ensured thanks to the all-wheel drive design of the chassis, as well as full reverse gear.

It makes no sense to list the areas of application of a “militaristic” motorcycle. However, we note that you can drive it anywhere in any weather all year round. This powerful machine is not afraid of snow drifts, heavy rains, or knee-deep mud. The price of this all-wheel drive three-wheeled SUV ranges around 620 thousand rubles.

Supercars in detail: KTM - a four-wheeled motorcycle

In contrast to the exuberance of the exterior, the interior is dominated by gray tones: racing seats are upholstered in suede and equipped with four-point seat belts. The steering wheel contains all the functions for which steering column switches are usually responsible: so, in addition to the horn button, you can also find buttons for turning on the turn signals and switching the high/low beam on the steering wheel. All information about speed, engine speed, coolant and oil temperatures is displayed on the liquid crystal display of the on-board computer, which was borrowed from the company’s superbike, the KTM 1198 RCR.

The design of the car was developed by the well-known company Dallara: the barchetta without a windshield is based on a carbon monocoque, to which external plastic hinged elements and aluminum arms of independent suspension of the front and rear wheels are attached. Ventilated disc brakes from the Italian company Brembo with a diameter of over 300 mm at the front and rear are designed to stop the car from maximum speed. As a result, it was possible to reduce the weight of the car to 870 kg, while its length is only 3.6 meters, and the supercar is very wide - as much as 1.8 meters.

Like its closest competitors, KTM does not even have a windshield, and the manufacturers themselves advise their customers to use helmets. However, a powerful aluminum roll bar located behind the seats is designed to protect two riders from a rollover. For more complete contact with the track, we had to use tires of different sizes - 205/40 R17 at the front and 235/40 R18 at the rear.

Behind the driver is a two-liter inline four-cylinder turbo engine borrowed from Audi, which develops 220 hp. With. and 300 Nm of torque. It is paired with a six-speed manual transmission, and upon request, a seven-speed DSG robotic transmission with two clutches can be installed. To improve traction, the rear axle is equipped with a limited-slip limited-slip differential. As a result, acceleration from zero to “hundreds” of the Austrian roadster takes no more than four seconds, while the maximum speed reaches 230 km/h.

The standard equipment of the open roadster includes air conditioning and heater, stereo, power steering, and anti-lock brakes. The car attracted the interest of buyers and was in high demand among track day fans, even despite the price tag of 45,850 euros.

Truck-warrior and hard worker: “Ural”-375D/4320

Probably, it would not be a mistake if on the coat of arms of the city of Miass, instead of a golden elk, the Ural car, which is produced here, was depicted. After all, there is no more beautiful truck in the world, the design of its 6x6 chassis is advanced for its time, and its biography is unique: it has been produced without fundamental changes since 1961 to this day - 60 years! The contribution of the “Ural” to military affairs and the national economy cannot be overestimated, but it is necessary to note, because it has its own special history.

Instead of a prologue

In March 1969, during the armed conflict for Damansky Island, the event culminated in the use by the Soviet side of unprecedented weapons. They jumped so hard that not only the Chinese aggressors, but also all the foreign “observers” were scared. This was the first combat use of the Grad multiple launch rocket system in the USSR, which was based on the Ural-375D wheeled chassis.

Of all the military specialties of the Ural, this is perhaps one of the most effective (and spectacular!) uses of it as a highly mobile, powerful artillery mount, which became the heir to the legendary weapons of the Great Patriotic War. The cabin even has some non-coincidental similarities with the Studebaker US6 - a Lendlease truck, whose chassis was precisely used to accommodate rocket-propelled mortars, popularly called “Katyusha” and “Andryusha” (the latter for systems with more powerful charges). And it is not surprising that over time, the Ural has become one of the symbols of the “military threat” in many parts of the world, including thanks to exports.

All the best goes to the defense industry

Yes, from a historical perspective, the Ural truck is nothing other than a logical fruit of the war. The quintessence of its results in terms of multi-purpose wheeled vehicles with increased load capacity (initially 5 tons) and high cross-country ability. What can we say if the all-wheel drive transmission of the first-release Urals was a kind of prototype of the systems found in modern SUVs. That is, what we couldn’t get (and even dream of) in a “civilian” car in the passenger class, in an army truck - please. However, the birth and development of a machine, as was often the case in the USSR, was marked by difficult steps and stages.

The action took place in the 50s, and only three years passed from the moment the technical specifications were received from the Ministry of Defense to the appearance of the first running model. The production site was considered in different parts of the Union, including in Transbaikalia - in Ulan-Ude on the site of a steam locomotive repair plant. But in the end, everything came together at UralAZ - the famous automobile plant in the city of Miass, Chelyabinsk region, and the NAMI design bureau became the “contractor” in the development of the car.

The first prototype was designated NAMI-020. Three drive axles on powerful wheels with single tires - this is still recognizable today. But with the cabin in its infancy there were noticeable transformations. The car, as they say, was created by the whole world, and GAZ specialists were appointed as subcontractors in the cabin, who, without further ado, provided a somewhat “bloated” version in the image of “half past one.” In the experiments, they also tried the “Zilov” top with curved windshields, which categorically did not suit the military.

As a result of all the trials and errors, the original version with a narrowed nose, an alligator-type hood and flat L-shaped wings went into production - similar ones were also on the military Ural ZIS-5V, but here they have the characteristic, menacingly overhanging “look” of barred headlights A narrow bumper crossbar, a small overhang (approach angle of 45°), large-diameter wheels with “mud” tires, nothing hanging under the bottom - a real off-road truck.

The cabin itself had a convertible top, consisting of two vertical parts of the windshield and door windows, as well as a canvas roof. It should be noted that with such plumage and “crew” the car had an extremely militaristic appearance. However, in 1964, a more “civilian” version of the cabin appeared - all-metal, also with two flat windshields, but with a slight slope, and corner inserts were used as “bends”.

Actually, in such a stern image, with a look as if from under frowned brows, “Ural” conveyed the living “echo of war”, in which the roll call with its prominent representatives can still be heard. And the inherent characteristics helped the car literally crawl through, break through, break through time and space (and this despite the appearance in 1981 of a competitor in the form of the KamAZ-4310 with a similar 6x6 chassis). And not only as an army “war chariot”, but also as a working ox in civilian life - the car plowed in various economic sectors. And first of all, all this was facilitated by progressive solutions for transmission and chassis.

Ural axles of the axle type are not equipped with wheel gearboxes, but have a two-stage main gear with a vertical arrangement. Thanks to this design, the gearbox housings do not “hang” too low, and the cardan shafts are brought high and almost horizontally. In addition, the middle axle provided a simpler drive design with only four driveshafts, including an intermediate one for the transfer case. For example, the ZIL-157 (or the same “Studer”) with the same wheel arrangement used a bulky five-cardan drive.

The suspension is standard and reliable for a Soviet three-axle vehicle: the front is on semi-elliptical springs with hydraulic shock absorbers, the rear is of the balanced type

The YaMZ 5-speed gearbox with synchronizers in second through fifth gears at that time, as they say, was in the trend of general development. But the transfer case is original - it is not only two-stage, but also with an asymmetrical center differential. That is, a scheme with permanent all-wheel drive has been implemented with the transfer of more torque to the rear bogie. Moreover, initially it was envisaged to disable the front axle (hello, Super Select!), but then, since 1964, this chic solution was abandoned. Thus, they put the Ural on “constant combat readiness,” and at the same time made it a notable fuel guzzler. Unfortunately, the solution had more disadvantages: the simplified transfer case not so much made the car cheaper, but “for life” limited freedom of movement and made it less versatile.

Service brakes with pneumohydraulic drive with two circuits. That is, there are no air brake chambers “hanging” on the bridges, but on the left side of the frame there are two main brake cylinders with pneumatic boosters - one circuit “presses” on the pads of the front and middle axles, and the other on the pads of the rear axle. But the parking brake is implemented in the old-fashioned way - a mechanical “handbrake” driven by a brake drum mounted on the output shaft of the transfer case

Of course, there is a forced locking of the center differential, but standard cross-axle locks were not provided either at the rear or at the front in the original version. Of course, this also somewhat reduced the potential of the car, causing fair comments from operators and attempts to independently resolve the issue, including the installation of self-locking differentials. And only since 2003, as an option, the plant began to offer inter-wheel locks with an electro-pneumatic drive for the rear bogie.

Well, and the wheels themselves, the design of which finally brought the Ural closer in cross-country ability to tracked tractors. With the same track (2000 mm) front and rear, single-pitch tires and appropriate tires. Typical for the Soviet period, the OI-25 tire model of variable pressure, with an “all-terrain” directional tread pattern, in size 370-508/14.00-20 (almost 50 inches in diameter) - when fully inflated, they provide a ground clearance of 400 mm.

A centralized pressure control system (of course, with an internal air supply through the axle shafts), wheel rims with “beadlocks” in the form of spacer rings with a lock - everything was provided for, tested and showed high efficiency in real conditions. And not only to increase cross-country ability, but also for the sake of life-saving movement in the event of a puncture or breakdown of the tires.

The Urals were equipped with two tanks: a main tank of 300 liters (on the left side) and an additional tank of 60 liters (on the right). But in “civilian” life the second tank is often also set at 300 liters

To overcome water obstacles, the most important components were sealed (transmission units, steering knuckles, pneumatic boosters, master brake cylinders) with the breathers vented upward, and with additional preparation the Ural was designed for fords of up to 1.5 meters.

Engines

Initially, the “Ural” was equipped with a carburetor “eight” ZIL-375, which differed from the ZIL-130 engine in having a displacement “bored” from 6.0 to 7.0 liters (due to the increased diameter of the cylinders) and a sealed ignition system.

The gasoline engine was not “chosen” because of a good life - a suitable diesel engine was not yet available at that time. With a power of 180 hp. and a torque of 465 Nm, although the gasoline engine coped with the initial tasks, it did not have the reserve to increase the load capacity, the weight of towed trailers, and most importantly, it consumed fuel “not childishly.” In the historiography of actual operation, you can find different indicators, 50–70 liters per hundred kilometers is in the order of things, and when working with heavy loads it comes up to 100 liters. In general, taking into account the weight category, the Ural was not destined to go far on gasoline in every sense (although its relatively low weight had its advantages).

The “Snorkel” on the right side is an inertial dust separator for air pre-cleaning. The main air filter for the Ural-375D and Ural-4320 models with a Kamaz diesel engine is located under the hood, and for cars with YaMZ diesel engines it is located on the right wing

Therefore, as soon as the opportunity arose, the car began to be equipped with a heavy fuel engine as standard. Actually, the power supply of the “Ural” and in particular its dieselization is a special epic and, in fact, the “off-road” that the all-terrain vehicle could not really overcome for a long time. The Ural Automobile Plant did not receive its own engine production, although all the prerequisites for this were there. That is, it remained dependent on related enterprises. There were already one or two of them, and even those did not specifically work for UralAZ - YaMZ and then KamAZ already had something to do with their power units.

Alternatively, hopes were placed on air-cooled diesel engines. Under the impressions of the Czechoslovak Tatra trucks and especially the German Magirus-Deutz, the USSR began to seriously study this topic. Among them, experimental “Urals” appeared, equipped with Deutz V8 air vents with a volume of 11.3 liters (factory designation F8L413) with a capacity of 210–230 horsepower. The tests were quite successful, as a result of which a decision was made “at the top” to license the production of such diesel engines with the designation “Ural”-744. But again, not in Miass: they decided to locate the plant in the city of Kustanai, Kazakh SSR (and in Nizhny Novgorod they will begin producing air-cooled in-line sixes GAZ-542 for medium-duty trucks). It seemed that the issue was closed, but that was not the case. The construction of the plant in Kustanay and its bringing to production capacity unforgivably dragged on until the 90s, and then suddenly collapsed. As a result, those engines became obsolete before they began to be produced.

Diesels KamAZ-740, YaMZ-236, YaMZ-238 and their modifications have been the main engines under the hood of the Ural since the late 70s

So during the Soviet period, the main serial diesel engine for Ural became Kamaz. This happened with the modernization of the car in 1977, when the model index changed to “Ural”-4320. In addition, the radiator grille has changed - it has become a little more convex with vertical slits, and at the same time a KamAZ-740 diesel engine has taken its place under the hood. Of course, with a slightly different gearbox (albeit also a 5-speed synchronized one) and a changed gear ratio in the transmission. But even in this case, not everything went smoothly. Yes, the 10.85 liter V8 diesel engine had many advantages compared to gasoline: it is more powerful - 210 hp, more powerful - 638 Nm, and more economical, which ensured a greater range at one gas station, and the fuel itself was inexpensive. That is, diesel opened up other prospects for operating the Ural.

Standard engine pre-heater: runs on diesel fuel, heats the cylinder blocks through a circuit with antifreeze, and the “boiler” itself (in the upper left corner) is located on the frame in front of the engine so that the exhaust gases from the pipe simultaneously heat the sump with engine oil

At the same time, this engine immediately loaded the front end by more than 200 kg, changing the behavior of the car on and off-road (not always for the better), increased wear on the front tires, and also required more qualified maintenance. And since there were still not enough diesel engines, the unpretentious gasoline Ural was also produced. Moreover, when in 1993 there was a fire at the KAMAZ engine plant and the supply of its diesel engines ceased, it was the Zilov veteran who helped prevent production from paralyzing in Miass.

View of a diesel engine (KAMAZ-740) and the steering shaft with gearbox with the left fender liner removed. The power steering hydraulic cylinder with a protective rod cover is located on the right side of the frame

However, this same sad circumstance prompted the beginning of the mass registration under the hood of the Ural of Yaroslavl diesel engines - YaMZ-236 (V6 with a volume of 11.1 l) and even YaMZ-238 (V8 with a volume of 14.9 l), which in the driver's environment are still are highly respected. Due to the specifics of their layout, the air filter housing was placed on the right wing. In addition, the G8 required lengthening the engine compartment - this is how the “nosed” cabin appeared, and since 2000 the Ural has been produced only in this form. It is clear that with the evolution of Yaroslavl and Kamaz diesel engines, Ural also tried all this on itself.

Boldly in life

It’s no secret that the truck honed and tempered its off-road skills first of all in the name of the country’s defense. But such preparation was very useful and widely used in peaceful life.

The element of the Ural, where it is simply irresistible, is off-road. And in general, working conditions in difficult terrain, be it a forest rut, virgin snow, swamp, rural muddy roads or water barriers in the wildest corners of nature.

Undercover: “Ural” is no stranger to overcoming deep fords with fast-moving water, and in some cases, helping its “smaller brothers.” As in this case: an old Ural-375D as a protective “screen” for the passage of “passenger” SUVs (2011 trophy expedition to Tofalaria, Irkutsk region, Eastern Sayan). Photo from the archive of Alexey Mironov

Of course, despite all the pathos, this outstanding creation of the domestic automobile industry has its own, so to speak, specific operating features. In terms of power, the gasoline “eight” was by no means the only “thorn”: the KAMAZ engine has its own complaints, and the YaMZ-236, which once saved the car from diesel starvation in its naturally aspirated version (180 hp, 667 Nm) for “ Ural" turned out to be rather weak. The problem was later solved by turbocharged versions, but the problem is not even in the borrowed units, but in the original ones.

So, if the centralized tire inflation system in the Ural is considered the most reliable, then the service brakes with a pneumatic-hydraulic drive, advanced for their time, turned out to be not so problem-free. The main comments are related precisely to the operation of the pneumatic boosters (there are two of them) - brake fluid can get into the air circuit, and at some point the brakes begin to “disappear”. In practice, these units are even replaced with similar ones from more reliable equipment. Wheel brake cylinders also require attention.

If there are no special complaints about the Ural transfer case, then the bridges “bring” additional troubles. They have rather weak wheel bearings, which forces you to more often disassemble the unit and tighten it. Under heavy loads and overloads (timber trucks and the like) with powerful engines, axle shafts can break and bridge beams bend. Abuse of “water-mud procedures” without proper care, as well as incorrect use of the center differential lock, will also inevitably condemn the transmission. In addition, the brake drums cannot be removed separately: to change the pads, you need to dismantle the entire hub, and if you replace the drum, you need to change the entire assembly.

As for ride comfort in the cabin, the situation is twofold. If we compare, for example, with the all-wheel drive KAMAZ-4310, then the Ural cabin is noisier - the sound from the engine and front off-road wheels “rolls” more noticeably. But it wins with its smooth ride: on broken, rocky and other “clumsy” roads, the Ural goes smoother - the hood layout still has an effect.

A typical “burden” for the army “Ural” is kungs for various purposes and with life support options (in this case, with an autonomous diesel fuel heater and a “potbelly stove”). The stamping on the cabin in the form of a lightning bolt (on the right side it is unfolded and looks like the letter Z) is a “mysterious” family symbol

The three-seater cabin of the Ural, even with a separate driver's seat, does not pretend to be an example of ergonomics. On the 375, everything looked ascetic as a soldier: a metal dashboard with dispersed indicator sockets, classic switches, levers and a “three-beam” steering wheel with a thin rim.

With the release of Ural-4320, the inside of the cabin was transformed: plastic parts appeared, the heating system and the “design” of the steering wheel changed - two-spoke with a rectangular hub. And the whole “tidy” has become different: more rich, with the appearance of a control panel for serious equipment - eight round indicators are grouped on two combined panels, including a tachometer, a panel has appeared with control keys for lighting devices (canopy light in the cabin, spotlight, road train lights) , and numerous warning lamps stretched out in two blocks.

But the main essence remains the same: on the floor there are the same transmission controls - a 5-speed gearbox lever, two transfer case levers (turning on a downshift and separately locking the center differential), as well as a smaller lever - turning on the power take-off (for example, on a winch , which was located at the back).

The specifics of the car are also indicated by the driver’s notes “posted” around the cabin. And the driving technique is described in detail on a large “foot wrap”, plus on the tire pressure gauge scale there are visual tips for setting the pressure in various off-road conditions - snow, swamp, arable land, sand. As they say, follow the instructions and everything will work out. Well, socket-splitters, holders for gadgets - in this case, this is already a modern private upgrade.

As a “warrior and hard worker,” the Ural was produced in a wide variety of modifications over its long life. Back in the 80s, a civilian version appeared with the index 5557, which was distinguished by wheels on tires with a lower and wider profile. They produced versions on an extended base, and in the mid-90s a “renegade” appeared with the index 43206 on a 4x4 chassis. Also in the 90s, for the civilian sector, there was a certain restyling of the cabin, when the front bumper became wide and had headlights built into it, and plugs appeared in their original place.

The driver's seat is not sprung, but has a certain range of adjustments in the longitudinal direction, in height, as well as in the inclination of the cushion and backrest (not “Recaro”, but still profiled). On later models, an improved chair with a headrest and a different adjustment mechanism appeared. A sign of the military purpose of the vehicle - on both sides of the rear wall of the cabin there are devices for storing entrusted small arms

Work on the technical side continued as usual. Gearboxes, steering knuckles, and clutch were modernized. If in the early Urals the clutch drive was mechanical with a servo spring, then a pneumatic booster was used, and later a pneumohydraulic drive appeared.

In 2015, the Ural-Next generation saw the light of day with a “tail” and a cabin from the GAZ group, in which stylistically they managed (and quite successfully) to preserve the features of an honored veteran. But this circumstance did not displace the classic “Ural”. His bright demobilization album is bursting at the seams with the number of pages, the first of which are worn out to holes, but there is no talk of dismissal yet - the car continues to be produced for the army and the people.

It would be strange if “Ural” in modern times did not serve private interests, including becoming an object for various kinds of tuning and modifications.

It is also used to create off-road motorhomes and expedition vehicles. You’re unlikely to travel to Europe in such a “campervan,” but Russian or, for example, Mongolian open spaces are just the thing for it.

Photobonus

Specifications

Engine and gearbox

Engine capacity: 745 cm3
Engine type: 4-stroke, 2-cylinder, opposed, air-cooled with overhead valves
Diameter, stroke (mm): 78*78
Maximum power (hp): 41.0 (5500)
Maximum torque (Nm): 57.0 (4300)
Compression: 8.6:1
Fuel system: electronic fuel injection
Starter: electric and kickstarter
Clutch: dry double-disc clutch
Transmission: manual, 4 forward gears + reverse gear
Rear wheel drive: cardan shaft
Final drive ratio: 4.62
Wheelchair drive: plug-in, cardan shaft

Chassis

Front suspension: lever fork with two Sachs spring-hydraulic shock absorbers, adjustable in 5 positions
Rear suspension: lever, pendulum type, with two Sachs spring-hydraulic shock absorbers, adjustable in 5 positions
Stroller suspension: lever, pendulum type with Sachs spring-hydraulic shock absorber, adjustable in 5 positions
Wheels: 2.15Х18 Aluminum rims with steel spokes
Tires: Heidenau K28, 4.0×18”
Front brake: Brembo 4-piston fixed caliper with 295mm NG floating disc
Rear brake: HB, large diameter single piston with integrated floating caliper with 256mm NG fixed disc
Wheelchair brake: Brembo 2-piston fixed caliper with 245 mm NG floating disc

Dimensions

Length: 2510 mm
Height: 1380 mm
Width: 1620 mm
Seat height 810 mm
Ground clearance 170 mm
Vehicle weight in running order: 365 kg

Electrical equipment

Generator Denso maximum output 40 Am 560 Watt
Battery: FAYTX20HL (12 V, 20Am/h)
Spark plugs: NGK BPR6HS

Miscellaneous

Fuel: gasoline 92
Tank volume: 19 liters
Reserve: approximately 4 l
Approximate fuel consumption: 7.6 l
Cruising range: 260 km
Recommended maximum cruising speed: 110 km/h
Technically permissible maximum vehicle weight: 612 kg
Trunk volume: 82 l

List of serial trikes

Global manufacturers took care of motorcyclists who are not ready to turn their garage into a car repair shop by releasing the following models to the market:

Harley-Davidson Tri-Glide. It has a 1.7-liter V-Twin engine with 87 horsepower, a Brembo brake system, and a 6-speed gearbox. Cruise control, an adjustable list, and a powerful audio system are responsible for driver comfort.

Yamaha Niken. Designed on the basis of the “Japanese” YZF-R3, the model pleased the public with its appearance in 2022. The biker has a 900 cc engine and sporty driving dynamics at his disposal. Thanks to the atypical design, the Yamaha does not care about sharp turns, corners, or winding serpentines.

Can-Am Spyder. Stylish, modern, maneuverable tricycle, originally from Canada. Accelerates in 4.5 seconds to 100 km. But its main advantage is the presence of several security systems. The 106-cid Spider engine is manufactured in Austria.

Honda Goldwing Trike. Super comfortable model with a 1.8 liter engine. The 5-speed gearbox and 25-liter fuel tank are ideal for long journeys. The Goldwing competes with its two-wheeled sibling.

Fantom. Available in a wide range of colors, the trike is compact and easy to operate. The engine capacity is 300 cm3, gasoline consumption is only 1.8 liters per 100 km. ways. It has a strong design, LED lighting, on-board computer. Despite its small dimensions, it is quite ergonomic and roomy.

Tricycles are very different and unique. But their common superpower is to inspire masters and not leave the public indifferent. If you want to combine fast movement in city traffic and gain popularity, a three-wheeled vehicle is for you!

What types of tricycles are there: classifications, varieties

This category of motor vehicles is one of the most controversial in terms of classification. What can and cannot be called trikes? What configurations are there and for what purposes are they intended? Let's try to figure it out by presenting some classification options.

By wheel location

Trikes - this category includes three-wheeled motorized vehicles, in which one wheel is in the front and two in the back.
Tricycles - the category may include trikes, but tricycles are more often called models with two front wheels and one rear wheel.

By type of production

Custom - craftsmen assemble exclusive vehicles from popular Japanese and domestic bikes and even cars. In Germany, under the Ellenator brand, small cars converted into tricycles are sold. Monster bikes are often created in a three-wheeled format, distinguished by their impressive dimensions, wide wheels and fancy design. It is more likely to come across original works of motorcycle art at various shows than on the road.
Serial - for those who want to ride an exclusive three-wheeled motorcycle, enjoying comfort and receiving high-quality maintenance, offers are available from global manufacturers. Yamaha, Honda, Harley-Davidson periodically surprise fans with technological innovations.

By purpose

In addition to models for on-road and off-road driving, it is worth noting the following configurations:

Cargo tricycle – used for transporting oversized cargo in agriculture. It is distinguished by the presence of a loading platform and, in some cases, a driver’s cabin. Consumes 4-5 liters of fuel per 100 km.
Drift trike - has a simple design, equipped with a large front wheel and rear wheels like go-karts. The brake and gas can be steering or footrest. The maximum speed is 65 km/h. Mainly used for competitions.

Technical side

These all-wheel drive motorcycles are equipped with 41-horsepower two-cylinder four-stroke engines with a displacement of 745 cubic meters. which the car can develop is 110 km/h. Fuel injection is controlled by an injection system. The engine is started by an electric starter, and a kick starter is also provided for these purposes. The fuel tank holds 19 liters of gasoline, and fuel consumption is 7.5 liters per hundred kilometers.

The motorcycle is represented by a hydraulic caliper, and the clutch is a dry-type double-disc mechanism. The telescopic front suspension ensures a smooth ride on off-road terrain. The presence of a differential-free transmission allows you to overcome obstacles of any complexity.

Comfort and relaxation with “Tourist”

The “Tourist-2WD” model (Ural motorcycle) was created especially for Russian roads, which have not seen a replacement for ages. The all-wheel drive of this monster allows you to overcome not only domestic off-road conditions without any problems, but also accelerate along the highway to a speed of 120 km/h, while spending only 7 liters of gasoline for every hundred kilometers.

It’s easy to guess that the Ural motorcycle of the Tourist line is designed for long trips, and for this it is equipped with everything necessary. If desired, the drive of the stroller is turned off and it is disconnected. In this case, you can travel only on two wheels, but this will not make your impression of the unit any worse.

Four-wheel drive motorcycles of the Tourist series are equipped with 45-horsepower engines with a displacement of 750 cm³. At the same time, the cars accelerate to 120 km/h in a matter of seconds ─ as fast as Yamaha sports motorcycles, the prices of which can exceed half a million rubles. Please note that this is with a motorcycle weight of 335 kg, and you can take almost the same amount of equipment and cargo with you in weight, fortunately it has enough “horses” to easily pull such luggage. The fuel tank is designed for 19 liters of fuel, and the consumption is generally ridiculous: in highway conditions - up to 4 liters, and in the urban cycle does not exceed 7 liters for every 100 km.

Sidecar motorcycles

All-wheel drive two-wheeled motorcycles have both rear and front wheel drive. But the army contributed to the creation of motorcycles with a sidecar wheel drive.

Motorcycles with a sidecar are attractive to many due to the fact that they can carry small loads. This property of three-wheeled motorcycles is indispensable for residents of our country living in villages where the roads are terrible. These motorcycles are indispensable in the household.

Such motorcycles have both their advantages and disadvantages. The side trailer wheel wears out faster and fuel consumption increases. And a motorcyclist must have certain skills when driving. But the main advantage of such a motorcycle outweighs all its disadvantages. The cross-country ability of the motorcycle increases so much that it is almost impossible to get stuck off-road. And the carrying capacity also increases, although not by much.

Another Russian motorcycle is equipped with a sidecar drive. This is Dnepr-16. Standard motorcycles will not be able to travel where this motorcycle will travel. The motorcycle engine has a volume of six hundred and fifty cubic meters. Engine power is thirty-two horsepower. The speed of a four-wheel drive motorcycle is lower, but the cross-country ability increases significantly. Dnepr-16 can accelerate to ninety-five kilometers per hour.

A motorcycle can carry cargo weighing up to two hundred and sixty kilograms. The stroller has rubber springs for comfort while riding.

Whether you need a motorcycle with all-wheel drive is up to you to decide. It depends on your personal needs, where you live and your desires.

What about the all-wheel drive Ural?

In principle, such a vehicle has never been officially released. Thus, it will not be possible to purchase a production model. However, one Russian craftsman managed to independently create a Ural with a wheelchair drive, which copes well with difficult sections of the road. A radiator from a VAZ 2106, as well as two additional electric fans, are mounted on such a vehicle. You will also need a 63 amp battery and a homemade transmission mechanism.

It is worth saying that this version of the Ural wheelchair drive is the most universal and allows you to achieve excellent cross-country ability and reliability. As a result, many began to inherit and copy such a creation, so that now you can see a fairly large number of similar vehicles.

Unfortunately, manufacturers do not always listen to the wishes of customers, so the Ural motorcycle with a sidecar drive has not yet entered mass production . Well, perhaps in a few years they will begin to produce it en masse, but for now we should be content with homemade models.

Speed indicators

Many buyers are interested in what is faster: an ATV or a motorcycle? The two-wheeled vehicle wins this debate. Motorcycles are literally created for speed; even cheap cars can accelerate to 120-150 km. This speed is achieved thanks to the light weight and dynamic performance of the motorcycle.

ATVs are less interesting in this regard. On average, the speed of utility vehicles ranges from 70 to 90 km/h. But the main task of the all-terrain vehicle is to overcome obstacles. The technology copes with this with a bang. However, there are also quite fast devices. For example, the BRP Outlander 1000R X MR touring car is capable of reaching a speed of 132 km/h. Don't forget about sports cars, such as the Kawasaki GPZ 750, which accelerates to 130 km/h.

Serial all-wheel drive motorcycles

The only company that produces such products is Rokon, and the company has been developing more and more new models since the 60s of the last century. If you wish, you can even buy them, although the meaning of such an event remains questionable - the equipment is very specific, and spare parts for it are extremely difficult to find. True, most Rokon models are completely devoid of front suspension, despite the fact that they are positioned as off-road motorcycles. The designers decided that massive low-pressure tires would be enough for shock absorption, and they began attempts to combine the front suspension on a front-wheel drive motorcycle relatively recently.

All-wheel drive motorcycle Ural

When I was driving the Ural through a ford, the front wheel got caught between two logs and got stuck. Of course, I pulled it out - kind people helped. And already on the shore I thought: if the front wheel had been a drive wheel, the motorcycle would have pulled itself out!

Preparation

The kickstarter shaft interfered with the future design, and I cut it flush with a grinder. Now the engine is started by a standard electric starter from new Irbit motorcycles. But it was not installed in its normal place - on the side, where it will also interfere. I fitted it on top, above the middle of the gearbox. A homemade air filter housing (with a filter element from a Zhiguli) was placed above the starter. To make the engine easy to start in the cold season, I installed a 35 Ah battery.

Drive unit

I welded an “Izhevsk” sprocket with 18 teeth to the fork, which is mounted on the output shaft of the gearbox. I made a plate, along the edges of which I welded “cups” for the bearings - the main drive shaft is now inserted into them. On the right edge of this block I welded a “glass” into which I installed the output gear (4th gear) from the Izhevsk gearbox with its own roller bearing and sprocket with 18 teeth. Inside the gear, the rear end of the main shaft rotates freely. This part is made in the likeness of the right half of the input shaft of the Izhevsk gearbox. On its splines I put a 2-4 gear (also “Izhevsk”). By moving it along the splines, you can engage its cams and the output gear - turn the drive on or off. And not manually: the gear is moved by an electromagnet lever, and its switch is located on the steering wheel. To turn on the drive, stop the motorcycle and press the button. Comfortable! I cut off the gear teeth as unnecessary, and polished the surface on which they were. Now oil seals slide along it, protecting the mechanism from dirt. Another “glass” was welded to the front edge of the block (along the direction of the motorcycle), and a double-row ball bearing from the rear axle of the Ural was placed in it.

This block was secured to the engine mounting studs. The tension of the 24-link chain can be adjusted by installing washers of the required thickness between the block and the motorcycle frame on the mounting studs. I inserted the main shaft into the “cups” and secured it on one side with two nuts, and on the other, I installed an outer CV joint from the Oka car on it. I secured it in the same way as the crosspiece is attached to the standard rear axle - the same wedge, the same nut with a left-hand thread. The CV joint fits into the oil seal, which is located in the “glass” in front of the double-row ball bearing.

Fit

The losses amounted to about 50 cm2. But I didn’t notice that the cooling system lost much. At the same time, I bent the exhaust pipe of the left cylinder a little so that it would not interfere with the shaft when turning to the left.

Front axle

All that remains is to attach the Ural rear axle to the front wheel. I took the end parts of the rear swingarm and welded them to the front fork stays. (I tried to make all the landing dimensions the same as for the rear wheel.) The axle gearbox cover was turned by 47° so that its shank “looked” towards the shaft. I attached a cross and an elastic coupling to the shank. On the other hand, the coupling was connected to a converted steering knuckle, which includes a bearing, a hub and another CV joint from the Oka car, also external. The steering knuckle is rigidly attached to the left leg of the front fork. This part of the structure is needed so that when turning the steering wheel the shaft does not touch the wheel. I installed the axle shaft into the “grenade” and secured it with a retaining ring. This is a square-section pipe in which the second axle shaft of the opposite CV joint, square in cross-section, slides longitudinally. This compensates for the change in shaft length when the steering wheel is turned and the front fork is activated.

All front-wheel drive components were designed to simplify installation and dismantling of the mechanism as much as possible. In order to remove the drive, the effort of one person is enough, and it will take up to half an hour. If you want to return them to their places, you will spend about an hour. The steering angles were kept the same, although I must say that the “grenades” work at the limit at maximum angles.

Rotating another gearbox consumes part of the engine power. But, contrary to expectations, the maximum speed did not decrease. Although fuel consumption has increased significantly: if in the standard configuration it consumes 8 liters per 100 km, then with front-wheel drive it is 10.5 liters. Which is not surprising: the total weight of additional components, not counting the electric starter and large battery, was 21 kg.

I literally made most of the parts on my own, so their accuracy and alignment leave much to be desired. During summer operation, a defect was discovered - the drive activation mechanism needs protection from dirt, so now I am adapting a neat casing. Nevertheless, the device has already traveled about 5,000 km without breakdowns and has successfully passed tests at the IMZ. Moreover, at the factory it was compared with a motorcycle on which it was installed: a side trailer drive with a differential lock, tires with powerful lugs and a more powerful engine. Mine was not inferior to him, “armed to the teeth,” in cross-country ability! What would the results be if I also installed an Irbit wheelchair drive on mine?

I had a hope that IMZ would undertake to produce the Ural with my improvements, but the factory specialists said that the Ural was already expensive, and additional units would make it even more expensive. I am sure that such a car will have its own buyer.

The author of the article, apparently, was not aware of the state of affairs at motorcycle factories in the post-Soviet space. Nowadays it’s much more profitable and easier to assemble something from other people’s parts (sometimes to create your own brand for this) than to produce your own. There is no money, and no one will give it. The material base has been stolen. Specialists (designers, engineers, workers) either earn money on foreign construction sites or work as sellers in other people's stalls in markets. The manufacturing quality of the motorcycles does not at all correspond to their price - the old Soviet motorcycle is much more reliable than all these new models - roughly speaking, if the production of the Ural, Dnepr, Izha or Minsk was after 1990, then a whole series of problems associated with manufacturing defects. And it’s good if the previous owner managed to cope with these problems. It’s not for nothing that people prefer to take a worn-out “Japanese” than a brand new “Ural” or “Dnepr”. “Minsk”, it seems, does not yet cause any particular complaints. But its price is impressive...

Source: Moto Magazine, moto.zr.ru, No. 1 2008
856

Tourist

Models designed for comfortable long trips with a large engine. The seating position on such brands is comfortable, with an easy-to-use dashboard. The transport is equipped with additional devices that may be useful during travel. The load on the hands is minimal due to the direct landing. The weight is large, 300–400 kg, the engine is powerful, many models have a cardan drive. A spacious tank and wind protection attract motorcycle enthusiasts, and the trunk allows you to take what you need on the road. There is a heated steering wheel and seats. Some models are produced with reverse gear and airbags. A prominent representative of the tourist is the Honda Gold Wing.

Flaws:

the high cost of the motorcycle itself and its operation;
heavy weight;
reduced level of controllability.

What happened next

The year 1957 became famous for the fact that the first small batch of all-wheel drive Urals, which were three-wheeled models, was produced. And the M61 became such a motorcycle, completely adopting the chassis design from the 72nd model. It began to be equipped with an overhead valve engine.

A little later, the plant mastered and added an important innovation in the form of reverse gear, which was completely absent on motorcycles with lower valve engines. An example of this is the earlier model - K650.

Gradually, the all-wheel drive Ural motorcycle underwent design changes. In addition to modifications to the engine and the introduction of reverse gear, a fundamentally new carburetor was installed, as a result of which the engine power increased. Subsequently, modern models began to be equipped with high-quality Japanese-made carburetors (“Keihin”). The Ural motorcycle received improved dynamic characteristics and high braking quality thanks to the installed disc brakes, which are considered one of the best in the world.

ATVs

An all-terrain vehicle is a small vehicle similar to a motorcycle. ATVs have:

more than two wheels;
tires are designed for low pressure;
handlebars like a bicycle;
the driver sits astride the seat.

All-terrain vehicles can be single or double. Divided into:

ATVs - all-terrain vehicles with 4 wheels, off-road motor vehicles;
tricycles or trikes - all-terrain vehicles, respectively, on three wheels;
specialized all-terrain vehicles - with 5–8 wheels or tracked ones.

The main manufacturers of all-terrain vehicles include Bombardier, Yamaha, Honda, Suzuki, and Kawasaki.

Motorcycles with sidecars

They are a heavy type of bike. The design includes a two-wheeled motorcycle and a one-wheeled side trailer (sidecar). It can be either fixed or removable.

In previous years, such a bike often served as a less expensive substitute for a passenger car. As a rule, it is distinguished by its heavy weight, low-speed and powerful engine.

The most famous representatives of the class:

Dnepr 11, Dnepr 16;
Yamaha D-Side by Deus 3;
Ural GEAR-UP, etc.

Ural GEAR-UP A motorcycle with a sidecar copes well with off-road conditions and transportation of large luggage, which is what it is intended for. During the Great Patriotic War, they were even used to pull cannons. It is not advisable to use it on highways, since the stability is quite low, especially at high speed. The drive can be not only on the rear wheel, but also on the cradle.

Front-wheel drive for Ural

PREPARATION.

DRIVE UNIT.

I welded an “Izhevsk” sprocket with 18 teeth to the fork, which is mounted on the output shaft of the gearbox. I made a plate, along the edges of which I welded “cups” for the bearings - the main drive shaft is now inserted into them. On the right edge of this block I welded a “glass” into which I installed the output gear (4th gear) from the Izhevsk gearbox with its own roller bearing and sprocket with 18 teeth. Inside the gear, the rear end of the main shaft rotates freely. This part is made in the likeness of the right half of the input shaft of the Izhevsk gearbox. On its splines I put a gear of 2–4 gears (also “Izhevsk”). By moving it along the splines, you can engage its cams and the output gear - turn the drive on or off. And not manually: the gear is moved by an electromagnet lever, and its switch is located on the steering wheel. To turn on the drive, stop the motorcycle and press the button. Comfortable! I cut off the gear teeth as unnecessary, and polished the surface on which they were. Now oil seals slide along it, protecting the mechanism from dirt. Another “glass” was welded to the front edge of the block (along the direction of the motorcycle), and a double-row ball bearing from the rear axle of the Ural was placed in it.

FIT.

Having secured the assembled structure, I tightened the chain - everything worked out: the main shaft rotates freely, the switching system works. But when installing the left cylinder, I encountered the fact that the shaft rested against the cooling fins of the cylinder. I had to trim them a little. The losses amounted to about 50 cm2. But I didn’t notice that the cooling system lost much. At the same time, I bent the exhaust pipe of the left cylinder a little so that it would not interfere with the shaft when turning to the left.

FRONT AXLE.

RESULTS.

All front-wheel drive components were designed to simplify the installation and dismantling of the mechanism as much as possible. In order to remove the drive, the effort of one person is enough, and it will take up to half an hour. If you want to return them to their places, you will spend about an hour. The steering angles were kept the same, although I must say that the “grenades” work at the limit at maximum angles.

Rotating another gearbox consumes part of the engine power. But, contrary to expectations, the maximum speed did not decrease. Although fuel consumption has increased significantly: if the standard configuration consumes 8 liters per 100 km, then with front-wheel drive it is 10.5 liters. Which is not surprising: the total weight of additional components, not counting the electric starter and large battery, was 21 kg.