It's time to say a few words about IMZ liter engines.
If you, watching videos and photos, reading articles or listening to stories about liter IMZ engines, secretly or in reality, dream of owning a Ural “Liter and Five-Speed” - read it and think: - do you need it?
Write this down, and don't forget That the best of times ain't happened yet The gilded age has long been done And so many lost when the west was won
Part one. Introductory.
When, in September 2011, by an incredible coincidence, I nevertheless became the owner of my first (and, by the way, not the only) Ural Liter, a feeling of euphoria overwhelmed me to the very core. It would seem: this is the dream of every opposition member. The very fact of owning this miracle, produced in the amount of 20 copies (a similar engine with a number exceeding 00020, it seems, has not yet been found) exalted all aspirations and dreams, and hopes, and fantasies... to a qualitatively new level. Can you imagine the level of my heart rate at that moment? Mine turned out to be number 00013 (“if the cook is not lying to us,” I was lucky enough not only to touch, but also to possess, another Ural Liter with a similar number. Moreover, if you believe the same “cook,” then the K-1000 with number 00001, also did not escape my hands) I’ll make a reservation right away, all the engines from the M-73 “cycle” missed me.
This is how I saw a liter engine for the first time on Auto.ru
The story of the removal of the engine is described in detail here
Almost immediately the engine went to capital stock at VasePZ and I almost didn’t know the details of its repair, the features of its design, nuances and other things. The engine immediately showed wear and scuffing on the CPG, a broken crankshaft oil seal, and all the gaskets there for so many years had come to an end a long time ago.
Body and wiring
Attachments, a gas tank and other structural elements are attached to the assembled frame. Each node must be firmly fixed on the prepared platform. It is important that the vehicle remains stable after assembly.
For many motorcycle owners, it is important that the appearance of the ATV is spectacular. Therefore, the design must be thought out in advance, before assembly begins. You will need to install a driver's seat and lighting fixtures. Turn signals and headlights are also removed from the donor motorcycle.
Part two: Construction. Speculation. Errors
Speculation No. 1. Breather (erroneous)
One of the first mistakes and conjectures was the theory of a broken oil seal on the HF.
The disassembly of the engine began with the clutch, which, despite 30 years of oblivion in the garage, was still covered in oil. Subsequent disassembly showed that oil was spread over all clutch discs. At that moment, it was logically assumed that the KV oil seal had broken, and here’s why.
Having removed the front timing cover, we saw a breather installed on the camshaft gear not through a slot behind a pin on the gear, but through a groove on the body of the breather (pretty beaten by the pin).
Logically, we assumed that because of the breather, the engine broke through the KV seal, we calmed down. Moreover, according to the stories of the owner of this engine, the engine on the stand did not perform well, it filled the clutch with oil, and the tests were cancelled. Then they completely forgot about the engine, and so it ended up in the garage near Dmitrov.
Let's look at the design of the breathers on the timing cover.
In the photo above there is a type of cover for a HF generator (according to rumors from Java). In the first photo in this article, you can also see that there are two breather holes on the cover, at an angle of 180 degrees to each other.
Here's another photo:
Now let’s remember how the breather channel is located on a standard Ural? Right. It is either located at the bottom left or diametrically at the top right.
Those. If the breather had been positioned “correctly” in the engine, the engine would definitely not have been able to vent in the right place and at the right time. The displacement of the breather in the engine was correct, and it was precisely for the horizontal arrangement of the breather channels, but no one saw the point in sharpening the breather for single engines, and therefore it was installed not by the slot, but along the groove (first “finishing it with a file”).
Speculation No. 2. Flywheel
The flywheel is a work of art and the gloomy geniuses of the designers. Lightweight, chiseled, for 9 standard clutch springs, versus 6 in stock. Diaphragm? Pfff. hold my beer.
look further:
Who saw that the flywheel has two grooves? But they exist. And why?
Let me explain. The 750 modern crankshaft is secured against displacement in the rear support by two locking rings. The outer one holds the 208th bearing in the support, the inner one holds the bearing by the crankshaft journal.
The 650th crankshaft in the rear support is not fixed at all, and it is believed that the rear landing of the KV is floating.
So... The liter flywheel was made for the 650 engine, or more precisely for cross-country engines based on the M-72/M-61 crank and others like them. As an option for the same Cross-750 and earlier sports variants.
What could be simpler? Put connecting rods from the Economic Council on the KV from the M-72, and here you have a 750 in the dimensions of the M-61 and others like them.
But it didn’t work with the K-1000, because... the crankshaft was already in the overall dimensions of a modern 750. Well, that's right! Why not sharpen new flywheels for it?!? As a result, the elbow was machined to fit the landing dimensions of the 650 flywheel. But it was not there!
The internal retaining ring must hold onto something, and it is not possible to grind the entire elbow cone all the way through. But even here they found a way out. The missing depth in the landing of the flywheel on the cone was machined into the flywheel itself, making, as it were, two conical landings with the transition from the smaller 650th to the larger 750th.
Speculation No. 3. Rear support
The lightest, seamless. Beautiful, at least eat from her. Not long ago I saw a similar one, but only for the 650th generation. Apparently for cross-country such supports were the rule rather than the exception.
The size of the support is completely similar to modern mounts for 750 engines. There are a number of differences in the diameter of the oil channels, but this is not significant.
And, alas... The support is not titanium. Aluminum alloy, by the standards of the 70s - space-grade and nothing more. I still drive it to this day. I see no reason to change to a modern one.
The support is attached to the crankcase with M7x1 bolts. On 650s the bolts are M6x1. On modern 750s M8x1.25 How, what, where did the M7x1 bolts come from…. unclear. Apparently they understood that the M6 bolt was rather weak, but they didn’t want to resharpen the crankcase for the M8. Well, we cut a thread on top of M6x1 for M7x1. It's also easier...
Speculation No. 4. Carter
Also on the website https://imz1000cc.narod.ru/ there was a detailed description of the K-1000 engine with all the ensuing speculations and fantasies. I quote:
As the autopsy showed, this is a regular crankcase from the Ural M66 or earlier with welded areas for the cylinders and a cut off generator mount.
So this is not true. The M66 crankcase probably should have been 6-volt and had the characteristic surge of the generator support.
The author from https://imz1000cc.narod.ru/ and I have nothing like this.
The crankcase, at least mine, has the remains of a part number casting, where IMZ-8.101 is clearly read..... Which means that the crankcase was taken from a serial M67 engine
The platforms for the cylinders here are really welded “in a dirty way”
The cylinders simply wouldn’t fit differently for the 88th piston... apparently.
On my M-100 with a 92mm piston, pads were welded onto the crankcase from the M-63 in exactly the same way:
It is worth noting here that the Irbitsky plant denies these Liters, citing the fact that this was done in Serpukhov. History will judge us.
Now, children, feel all the pain...
The M67 had an oil filter, and the entire oil system was designed for it as standard... And guess what? Oil channels were made in the crankcase WITHOUT an oil filter, despite the fact that all the castings for the filter in the crankcase were... Pain, as it is.
Further. When welding on a platform for the right cylinder, there simply wasn’t enough space on the stock 650 crankcase and the flywheel cavity opened up. It was also welded “on the forehead”:
And here's another thing. How to install a 750 crankshaft into a 650 crankcase? The front supports are different, and the bearings are also different. 208th for the 750 versus 207th for the 650cc..
Right! We weld the meat and mill it under the support of the 208th bearing. By the way, the support is exactly like on modern 750s.
Speculation No. 5. Pushrods/rods/rocker arms/timing
The timing belt on the engine is standard. Suitable for all Urals. I drove my own one, but it rattled terribly. Then he switched to Duke - it was eaten due to lack of oiling. Now the timing belt is a model of the 19th year. Taiwan. The look and sound of the engine is better than the Dukes. They don't rattle, they don't howl.
Camshaft:
RV for round pushers, with a thin gear. The ignition spout is shorter than stock. According to rumors there was a curtain and a Hall sensor with manual advance. It is not clear where the coil was. The camshaft is made according to the model of modern “mountain” RVs with a rear support for a roller bearing. Completely interchangeable with modern “mounted” and “injection” RVs.
By the way, the front cover of the 205th bearing is made with a “sample” like on “old” engines with T-shaped pushers. Most likely because the crankcase was originally made to fit the old pushers. (correct me if I’m wrong, but on crankcases for round pushers, the crankcase has a protrusion for the 205th bearing and the cover is flat)
The pushers on the motor are their own. Most likely reground from stock round pushers. The pusher is shorter than the original one and has a groove, apparently made because the rod-pusher interface is located inside the body of the pusher. And in order to minimize flaring and biting of the pusher in the body, a groove appeared.
The push rod is longer than the standard 750 rod.
The rocker arms are your own. On needle bearings. In the photo next to the usual ones from 750
How to make an ATV from a Ural motorcycle?
At the first stage of creating an all-terrain vehicle, you need to make a suspension. First, the old vehicle will need to be disassembled. The frame of the device must be freed from all elements; the technician needs to remove the shock absorbers and steering wheel. It is advisable to determine in advance what type of suspension will be installed for an all-terrain vehicle from the Urals, for example:
- Suspension on springs.
- Rigid design without shock absorber.
- Suspension with shock absorbers on springs.
Of course, it is best to go with a suspension with spring shock absorbers. They can be taken from an old motorcycle. Since the device will have 4 wheels, the missing mechanisms will have to be purchased. The pendant in this case will have the shape of the letter “A”. You need to correctly calculate the weight of the future ATV. In this case, shock absorbers will ensure a smooth ride when driving on hard off-road.
The frame for the all-terrain vehicle will have to be made from scratch. It is assembled from metal pipes, which must be both strong and lightweight. Some blanks can be taken from the Ural. Its frame is suitable for such purposes, since the weight of the structure is low. At the same time, the pipes taken from the motorcycle are characterized by good flexibility and strength.
But to assemble the frame, it is still recommended to take some more material. Such pipes should not be too thick. Otherwise, the motorcycle will turn out to be heavy, devoid of maneuverability and dynamism.
