Some features of the sports Ural engine

Sports motorcycles from the Ural Irbit plant are designed mainly for road racing and cross-country riding. For road racing, racing motorcycles M-52S and M-77 are produced, and for cross-country racing - M-52K and M-61K. Each of these machines has its own characteristics, which are determined by the specifics of their movement. Since sports riding is usually carried out during daylight hours, sports motorcycles do not have lighting devices or a battery. Ignition is carried out from a magneto.

The engines are created on the basis of the corresponding serial engines and do not differ from them in their design. However, some engine parts are made from higher quality materials. The clutch and gearbox have minor design differences from those used on conventional road motorcycles. A feature of the rear gear of sports motorcycles is the ability to change its gear ratio depending on driving conditions. Special lightweight tires are installed on the wheels of sports motorcycles. Sports motorcycle sidecars are manufactured in such a way as to make the work of the wheelchair user easier.

MY MOTORCYCLE

Today I want to talk about an unusual representative of the Irbit motorcycle industry. What could be unusual about it? We are all used to the fact that Urals have always been produced with sidecars and few people dreamed of a single model, but the motorcycle plant, I think, surprised everyone by starting the production of single vehicles.

Why suddenly? In the 90s, the demand for motorcycles with sidecars fell, and the Irbitsky plant decided to save the situation by releasing a single Ural “Solo” model, and then the oppositionists’ dream came true. After all, they tried to convert wheelchair users into singles and encountered more than one problem, but here everything is ready right away, you just need to complete it “for yourself” and ride. An inexpensive, reliable and powerful motorcycle with a low, straight handlebar and a classic riding position has become very popular among fans of city riding.

So, let's start with the motorcycle itself: the motorcycle is a bit surprising and pleases with a lot of chrome. There are many of them: fenders, mufflers, arches, wheel rims. In combination with the strict black color of the remaining parts, they give the car a solid and at the same time festive look. When it appeared, it immediately attracted the attention of not only ours, but also foreign fans of this style of motorcycle.

Actually, it was prepared for production with the expectation of the foreign market. Most of the plant's products are sold abroad (USA, England, France, and, more recently, China). But domestic fans were not forgotten; they also dropped a little, and “Solo” began to appear in our stores in scanty quantities. Most of the differences from the base model IMZ-8.103-10 concern the appearance. The Solo is equipped with two small mufflers (Nikonov exhaust system), gracefully raised at the rear and protecting the passenger’s legs from hot surfaces. Another thing that immediately catches your eye is the double mono-saddle and the side decorative plastic panels (the tool, as before, is stored in a drawer on the tank). Elements of passive safety include roll bars with reliable fastening to the frame and folding footrests for the driver and passenger. The front fender—it has become a little smaller—attached to the fork stays is unsprung.

Increasing the compression ratio to 8.5 due to spherical head pistons raised the engine power to 29.5 kW (40 hp) and requires the use of AI-93 gasoline. In new pistons, the piston pin axis is shifted 1 mm from its axis of symmetry - this reduces engine noise and cylinder wear. In addition, the “heart” of the motorcycle has become more “environmentally friendly” due to the use of a closed crankcase ventilation system. The gearbox has “lost” reverse gear - it is not needed for single driving. The Solo uses electronic non-contact ignition, which does not require adjustment during operation and ensures reliable engine starting even with a partially discharged battery.

The reduction in the weight of the motorcycle and its total load capacity (225 and 175 kg, respectively) entailed a change in the suspension characteristics: the latter became softer. Leaving the hydraulic part of the shock absorbers unchanged, the developers lowered the stiffness of the springs by using wire with a diameter of 4 mm instead of 4.5 for the front and 7.5 mm instead of 8 for the rear.

The position of the lower support washers of the rear shock absorber springs has changed - they have dropped by 20 mm. Abandoning the sidecar and switching to 18-inch wheels required reducing the rear axle final drive ratio from 4.62 to 3.89. The Solo's maximum speed increased to 135 km/h, and fuel consumption was 5-7 l/100 km. The motorcycle can be equipped with a conveniently shaped fairing and plastic mudguards. The brake system remains the same drum type.

This was Solo at the beginning of its release, in the 90s. But I don’t finish the description here. I would like to show you now the modern model of this motorcycle. Of course, no major changes happened, but still…….

So, a more modern single Ural in our time:

Externally, it remains with a rich color and a good balance of painted and chromed parts. It looks good, as befits a classic motorcycle.

Brakes - the Irbitsk residents finally changed the front brake to a single-disc one. The front one, even in the single-disk version, copes with its functions perfectly. The rear one was left as a drum type, but considering that no oil flows from the axle, nothing slippery will get on the pads, which means its efficiency is quite sufficient.

The tank is a “droplet”, its appearance is impressive, the lid on it is of a new design and is airtight. Now I would like to talk about the configuration: Irbitsk residents probably decided that they had made an eternal motorcycle, it would never break. Apparently they think so at the factory, since there is no space for tools. But - this, of course, is just terrible - but the tire pump is fixed in the most visible place. Although this is a small thing that can be eliminated.

The motorcycle has two options for completing seating positions: the basic model has a single seat, which is characterized by a rubber coating, or a double seat. In addition, there is the possibility of having two single seats. The price for the basic configuration of the Ural Solo motorcycle is about 215 thousand Russian rubles, which is considered a very competitive price compared to models from competing manufacturers.

The increase in cubes did not affect the power of the motorcycle in any way. The engine power is enough for dynamic acceleration. It feels like it’s not 40 l/s, but all 60.

The gearbox works, of course, well and clearly. But some shortcomings remained, for example, the long stroke of the lever. And most importantly, the fifth speed never appeared; as compensation there is a lever for quickly engaging neutral, as well as reverse gear (they returned it). On the Ural Solo-Classic, these options are not superfluous; even at a traffic light, it’s convenient to set the lever to neutral, and reverse gear helps when parking.

The two-cylinder engine runs on AI-92 gasoline. The motorcycle tank holds nineteen liters of gasoline.

The ignition system of this motorcycle is microprocessor-based, which ensures quick and easy starting of its engine. Fuel consumption per hundred kilometers in the urban cycle ranges from five to six liters. The cruising speed of the motorcycle is one hundred and five kilometers per hour, and the maximum permissible speed is one hundred and twenty kilometers per hour.

The Ural Solo motorcycle is available in different colors and, as mentioned above, in different configurations, so that each potential buyer can choose one or another version of the model of this motorcycle, depending on taste preferences and financial capabilities. In the end, we can say that the motorcycle is really not bad, there are a lot of good improvements. But..... I haven’t seen them in Ukraine yet - they are supplying them to foreign markets and for their consumers! Why is that?

Some features of the sports Ural engine

I hope it will be interesting. At least for the purposes of general development.

For a long time, an engine without a CPG and a magneto from a sports Ural was lying in my garage. Externally it was distinguished by a deep tray, a seat with 4 studs for a magneto instead of a generator. And the front crankcase cover, on which there is nothing on the front except the IMZ emblem. Those. There is absolutely no hint of an ignition system other than a magneto. Well, the breather comes out of this cover clearly to the right and the tube is bent back.

I took it apart on Saturday. I want to share my impressions. Perhaps the things that surprised me will not surprise you. Because Before this, I only completely disassembled the lower valves from the M62. I was pleased with the cleanliness inside. There is no soot or deposits. Apparently he was fed good butter.

I started with the pallet. In conventional crankcases, the pump is located, as it were, in a “glass without a bottom.” It is open on all sides. A tube is screwed or pressed into the intake hole and lowered almost to the bottom of the crankcase. The mesh filter does not surround the pump, but is made in the form of a cup with a diameter of 10-12 mm with a flange. It is fastened with ordinary screws, screwed in instead of the tricky ones - the original ones, which tightened the pump housing, and to which a regular filter was attached with wire. This whole system, in theory, allows, if the oil level drops, to suck it almost to the bottom. Although I don't know how a submersible pump will do its job without being flushed with oil. But the idea is nice, owners of deep pallets can take note. The drive rod is secured with 4 cores on the sides of the pump drive gear bushing.

There are 4 gears under the front cover. One is on the knee, two are on the camshaft. And one rotates on two bearings pressed into the cover - the magneto was driven from it. The gear ratio from the camshaft to the magneto is 1:1. Helical gears. I was surprised by the direction of the “helicosity” of the camshaft drive - the teeth are skewed in the opposite direction than in conventional engines! For what? Unclear. But now it doesn’t really matter - I broke the gear on the camshaft... I tried to remove the magneto drive gear from the camshaft, which sits on a key and is screwed with a nut. Using a puller, I slightly bent the camshaft end and spoiled the thread on it for the gear nut. Then I tried to knock both gears off the shaft with a hammer through a piece of wood. This broke off the main gear from the hub... I had to remove the camshaft assembly with the bearing, its cover, fragments of the large gear and the entire magneto drive. It only moved a couple of mm. (Damn, I just looked at a smart book. I shouldn’t have tried to knock both gears off at once... There is a bushing between the gears. It rested against the key of the magneto drive gear and did not allow the set of gears to come off)

[/img]magneto.jpg[/img]

The height of the cams is standard – 32 mm. I have not yet compared the position and width of the phases. The pusher consists of two parts - a T-shaped pusher drilled from the side of the rod, and a part inserted into this hole. The second side of this part has a recess for the rod. All the pushrods I had seen before were solid. Apparently, this was done to lighten them and reduce inertia. I did not find any differences in the pusher bushings.

The sides of the oil collecting rings on the crankshaft are short and fully pressed. Those. They didn’t collect the oil and didn’t push it into the fingers... Although I didn’t find any play in the lower connecting rod heads. There is decent axial play of the connecting rods. It would be necessary to try it on, maybe within the limits of the norm. The flywheel key is flush with the knee cone. It looks like it was cut off. But the flywheel sat normally, and no remains of a key were found in the flywheel groove. The front bearing housing flange and housing cover are thicker than standard.

Summary.

The deep pan, oil pump with filter and pushers will fit exactly on my engine, which I am currently rebuilding. The knee needs to be measured more carefully, maybe it still fits.

The idea of ​​installing this front crankcase cover is attractive - it will be stylish. But where to put the ignition sensor? I don’t want to go inside the crankcase - it would take a long time to change in case of a breakdown and it would be too hot for Hall to bathe in oil. Bringing it outside spoils the beauty of the lid. Putting it on the flywheel is a pain in the ass. In general, you need to think.

The idea of ​​installing almost ANY generator gnaws at me. Drive it into rotation with a chain from a sprocket mounted on the camshaft instead of the magneto drive gear. Try to select the sprockets and obtain the required gear ratio so that your favorite tractor generator will self-excite from idle. But this idea is directly related to the previous one, because There is no space for a star on the camshaft in a conventional crankcase.

Injector for Ural/Dnepr 650cc

So, we offer a retrofit kit for electronic injection for boxer motorcycles. In particular, the kit is compatible with motorcycles “Ural”, “Dnepr/MT” 650 cm3 and “Ural” 750 cm3. We tried to make sure that retrofitting a motorcycle with electronic injection would take no more than 3-4 hours without significantly changing the design of the motorcycle or engine. At the same time, given the variety of options for boosting engines, it is possible to individually configure the control unit for each individual engine.

We have developed components that allow you to succinctly retrofit the boxer with electronic injection.

• Throttle assembly
• Fuel distributor
• Control block
• Wiring harness

Throttle assembly

Throttle valve bodies with a 32mm bore have been developed. They are installed in standard places instead of carburetors. The left and right are mirrored, while the throttle position sensor (TPS) is installed only on the left valve, and the idle air controls (IAC) and injectors are on the left and right. The fastening to the cylinder is standard with studs. The throttle cable does not require modification. All fastening elements are made of stainless steel or galvanized.

Fuel distributor

The fuel distributor allows you to reduce the number of fuel lines during retrofitting and also acts as a pressure regulator housing. Fuel from the tank flows through the fuel distributor to the pump and fine filter, then returns back and is supplied to the left and right fuel injectors. Excess fuel is discharged into the tank through a special line in the fuel distributor.

Control block

The block provides for the connection of the following sensors and actuators:

• Hall sensor (optical)
• Throttle Position Sensor (TPS)
• Absolute pressure sensor (MAP) (built into the unit)
• Intake air temperature sensor (IAT)
• Engine temperature sensor (ETS)
• Oxygen sensor (broadband or narrowband lambda probe)
• Idle air control (IAC)
• Two LEDs (built into the unit)

Contents of delivery

• Throttle assembly left Throttle body left
• BOSCH fuel injector
• Throttle Position Sensor BOSCH
• Idle air control (OMEGA group)

• Control unit Hall sensor
• Hall sensor modulator/shutter

You can buy it here m2boxer.by