✅ Motorcycle Kovrovets: technical characteristics and photos

Kovrovsky K-175 - “Handsome,” Soviet motorcyclists said about him

This slender, lean motorcycle on 16-inch wheels evoked respectful admiration. “Handsome,” Soviet motorcyclists, unspoiled by world innovations, said about him. Some even claimed that this was a new Java model, specially designed for our country. On the gas tank of the motorcycle, a previously unknown emblem attracted attention - two hares staring at each other. But the onlookers' surprise grew as they noticed the large letter "K" on the black plastic gas cap. This brand name was well known from the K-125 and K-55 motorcycles. It became clear that in front of them was a sample of a new product from the Kovrov Tool Plant. True, few motorcycle owners had any idea what kind of tool factory this actually was. But before the Great Patriotic War, many foreign companies (including German ones) that supplied equipment to it addressed their cargo simply and bluntly: “USSR, Kovrov, Machine Gun Plant.” The company actually produced light, tank and aircraft machine guns, as well as machine guns and anti-tank rifles, for which it was later awarded the name Degtyarev. And after the war, the “tool” plant mastered the production of consumer goods based on German drawings and samples - the DKV-RT-125 motorcycle, called K-125. To develop technical documentation in relation to the conditions of motorcycle production, a special design bureau was organized in Kovrov. In the early fifties, it was headed by an experienced engineer I.V. Dolgushev. Under his leadership, the SKB team, along with the modernization of the basic model (K-125M, K-55, K-58), took on the design of a new model of a class completely unfamiliar to us - 175 cm/cube.

Java-ChZ-175 A similar motorcycle had not previously been produced in the USSR, and the numerous captured “devices” by 1955 could hardly be of interest to designers. But they had already heard about new products from the countries of the democratic camp - “Java-ChZ-175” from Czechoslovakia and MTs-ES175 from the GDR. These machines seemed the height of perfection, especially the Java. Its design embodied the latest technical trends, behind which there was a certain logic. The appearance of the motorcycle not only amazed with its unique beauty and design completeness, it seemed to hypnotize those who saw it for the first time. All the most important technical decisions were subordinated to him, and a careful study of the design of the Java-ChZ only intensified this hypnosis. This happens when you seriously have to analyze one, and even the best, model. But at that time, a good two dozen motorcycles of this class were already being produced, among which were machines equipped with four-stroke engines, spinal frames, and long-link pendulum front forks. (The characteristics of the most typical of them are given in the table.) But due to the psychological impact discussed above, the birth of a new model became a phenomenon not only in the sense of an extraordinary event - the development of a completely new design, but also in the fact that this design became largely a variation on the "Java" theme. K-175, as the new motorcycle was ingeniously dubbed, repeated the lesson learned quite well. The model that was taken for imitation in 1955 was produced by the Czechoslovak industry in the autumn of 1953. Its technical features included 16-inch wheels, a cowled rear frame, a fully shrouded rear chain, a swingarm rear suspension, a dual cushion saddle, deep wheel fenders, an engine-mounted carburetor cowl, tapered mufflers, and full-width brake drums. hubs, large side tool boxes. On the K-175, Kovrov SKB reproduced all these innovations, and the first three were new to the domestic motorcycle industry, so we have the right to call this motorcycle model a pioneer. It turned out to be quite difficult for even a “tool” plant to master the entire range of new products, so unification with the 125 cc K-55, produced at the same place, was widely used. For example, a three-speed gearbox and a DC generator paired with a battery were of the same type.

The development of the K-175 fell on a very favorable period. Our country began to pursue a peaceful foreign policy, as a result of which not only the Armed Forces were systematically reduced, but also the supply of various “products” and “objects” for them, including some of the products of the plant in Kovrov. Under these conditions, the opportunity to employ skilled workers in the production of a new motorcycle turned out to be very useful. So, in 1957, the production of new products designed for the mass consumer began in Kovrov. Among the design features of the K-175 developed by the Kovrov team, it is worth paying attention to the engine cylinder, cast from an aluminum alloy and having a cast iron liner. Compared to the prototype, this was a step forward, since the Java-ChZ still had a cast-iron cylinder. Two exhaust pipes gave the car a beautiful appearance. They also meant that the width of the exhaust ports was small, so that the piston rings would not “bulge” through them, which could lead to their rapid failure. It should be noted that the engines of all motorcycles produced in our country at that time were long-stroke by design, that is, the piston stroke was much larger than the cylinder diameter. Some experts even argued that in a two-stroke engine, a long stroke of the piston (which with its edge opens and closes the windows in the cylinder) is preferable - it helps to improve the filling of the cylinder with the working mixture. Based on this principle, the size of the Java-ChZ-175 and MC-ES175 engines was selected. But the K-175 in this sense became a breaker of tradition: its cylinder diameter and piston stroke were 61.75 mm and 58 mm, respectively, that is, the engine was short-stroke.

Section of the power unit of the K-175 motorcycle: 1 - spark plug; 2 - cylinder head; 3 — cylinder liner; 4 - cylinder; 5 — connecting rod; 6 - generator; 7 — crankshaft ball bearing; 8 — right crankshaft oil seal; 9 — clutch release lever; 10 — clutch; 11 — gear shift pedal roller; 12 - motor transmission sprocket; 13 — left crankshaft oil seal; 14 - crankshaft with flywheels; 15 - piston pin; 16 - piston; 17 — decompressor valve.

In terms of ride comfort, the new motorcycle was incomparably higher than domestic small-class models. After all, the front and rear suspension have hydraulic telescopic shock absorbers, and in addition there is a pendulum rear fork. At that time, the suspension travel of the K-175 was quite large, although there were already models with softer springs and increased wheel travel. Comfort was also improved by the comfortable seating of the driver and passenger on a double soft seat cushion equipped with a handle-belt. Such “little things” were also worthy of attention, such as a bracket behind the cushion, which made it easier to place the motorcycle on a stand, an ignition switch and a central light switch built into the headlight, interchangeable wheels, and a double-armed gear shift pedal. The advantage from an operational point of view was the engine’s suitability for operation on any type of gasoline, including the then most common A-66, as well as the possibility of using the cheapest oil (“Avtol-10”). The birth of a new motorcycle would be strange without all sorts of “childhood diseases”. They did not bypass the K-175, somewhat undermining confidence in the new class model. One of these weak points immediately made itself felt: the protrusions of the driving clutch discs, made of plastic, were cut off after an average of two thousand kilometers. Motorcyclists, taught by bitter experience (which to this day shows that spare parts for new domestic equipment, although needed immediately, appear on sale only after a year or two), found a “kitchen” solution to the problem. They began cutting out discs with a jigsaw from... plywood, using a rasp to bring the thickness to the desired size (2.7 mm). There are cases when such “rationalization” provided a new motorcycle with a range of up to 10 thousand kilometers! The mufflers on the K-175 have proven to be ineffective - the exhaust cut-off was very sharp and, as the speed increased, resembled a machine-gun burst. The suspensions also turned out to be not very perfect - frequent breakdowns when the wheels moved upward were accompanied by a sharp knock. In the clutch, in addition to the mentioned discs, complaints were caused by the destruction of the splines on the inner drum; the clutch drive itself also worked very hard.

MY MOTORCYCLE

In the Soviet planned economy, “every cricket knew its nest.” Competition was not encouraged, and each enterprise had a nomenclature assigned to it. The factories in Kovrov and Minsk, which produced almost the same model of a 125 cc motorcycle, did not fit into this scheme annoyingly. And when the Kovrov residents “got promoted,” officials breathed a sigh of relief.

The epochal 20th Congress of the CPSU went down in history by condemning the cult of personality. And techies have their own milestones. Firstly, at this congress it was decided to stop the production of steam locomotives. Secondly, at the exhibition of industrial products, presented for review by participants, the first truly new post-war Soviet motorcycle, the K-175, debuted.

In 1956, the teams of SKB and experimental workshop No. 26 designed and manufactured the first sample of a domestic road motorcycle of the new class 175 cm3. He was given the designation K-175.

The new motorcycle had modern external shapes, good stability and maneuverability, and was comfortable and reliable in operation. The original design of a new 175 cm³ motorcycle for the USSR, according to some estimates, became a revolution in the domestic motorcycle industry. Only one plant in the country - named after Vasily Alekseevich Degtyarev - decided to take such a responsible step. And the new product was highly appreciated: 17 engineers and workers who were directly involved in the development and development of the model were awarded silver and bronze medals by the VDNH exhibition committee, and the plant received a II degree diploma and a small silver medal. K-175 became the basis for all Kovrovets motorcycles that were mass-produced until 2003: “Kovrovets-175A”, “Kovrovets-175B”, “Kovrovets-175V”, “Voskhod”, “Voskhod-2”, “Voskhod-2M”, "Voskhod-3", "Voskhod-3M" and "Voskhod-3M-01".

In 1956, the K-175 was put into mass production, the number of motorcycles manufactured increased sharply and exceeded 10,000 units. Now the Kovrov plant has become one of the largest motorcycle manufacturers in Europe.

The new 175 cc engine had a light alloy cylinder. The carburetor is covered with a casing, which also houses a mesh air filter. Both the gearshift pedal and the kickstarter are located on the left.

The new product was significantly different from 125 cc devices. Inside the closed frame, the designers placed a new engine coupled with a three-speed gearbox. For the first time in the country, they used interchangeable wheels with 16-inch tires on a production car. The designers covered the rear of the motorcycle with linings in which tool boxes were placed. A chrome bracket was secured behind the padded two-person seat. The designers attached retractable footrests for the passenger to the lower frame tubes. They hid the rear wheel drive chain in a dust-proof casing, made the front fender deeper, placed the signal above it, and mounted the light switch and ignition switch in the fuel tank. The motorcycle was equipped with a brake light, activated by pressing the brake pedal, and a gearbox neutral position indicator. This increased driving safety.

The headlight housing is visually integrated with the front fork housing. The throttle cable and wires are hidden in the steering tube.

Designers worked hard on the appearance of the K-175. Thanks to the careful design of the side view (as the artists call it - the silhouette), with harmoniously fitted small wheels, the motorcycle seems very compact. Successful solutions were also the combination of the engine crankcase with the carburetor casing, conical mufflers and an openwork stand cast from aluminum alloy.

For the first time, an aluminum cylinder with a special cast iron sleeve pressed into it was used on a serial Soviet motorcycle. The exhaust pipes were threaded to two steel pipes fused into the aluminum cylinder jacket. The crankshaft rotated in three bearings of the 204 series. As on the 125 cc engine, the cylinder and head were also tightened using four studs screwed into the crankcase, but their diameter was increased to 8 mm. The short-stroke (61.75×58.0 mm) engine developed 8 hp. at 5000 rpm, accelerating a car weighing 105 kg to a speed of 80 km/h.

Under the gas tank cap there is a panel with an ignition switch and warning lamps.

The design of the air filter in the power system has changed. Since the carburetor was closed with a decorative cover, an air filter consisting of a set of meshes was mounted into its body.

The designers added two pairs of discs to the clutch. On motorcycles of the first releases, an interlocked clutch drive (“semi-automatic”) was installed: both from the lever on the steering wheel and from the gear shift pedal. But later the mechanism was unified with the K-58 clutch drive.

For three years, the plant simultaneously produced 125 cc and 175 cc motorcycles, but in 1960 it finally moved to the 175 cc class.

The steel tubular frame was structurally no different from that used on the K-58 - only a platform for mounting the relay-regulator was welded to its upper beam in the area of the seat post. The suspensions have not changed fundamentally. But the front fork casing had a complex design and consisted of three metal and five rubber parts. The lower part is made of two pipes connected to each other by an openwork jumper using contact welding; the middle one (the so-called “pants”) - made of two short pipes connected by gas welding to a cup, a lid with a hole for installing a speedometer was put on top. The middle and upper parts, when assembled, were the headlight housing. The upper crossbar and the middle part of the rudder were closed.

The front mud flap of the K-175 was unusually deep. It was made using a very labor-intensive deep stamping method. The designers also redesigned the 12-liter gas tank; from previous models, only side rubber knee pads (nigrips) were used. They placed the tank neck with a chrome-plated lid with a measuring cup in the center, and a little lower in the cut tunnel they installed a panel with an ignition switch, control lamps for neutral transmission and battery charging.

The double, easily removable seat also had a complex design. Its metal frame was formed by plates welded together, in which holes were drilled in a row for attaching springs that worked in tension and ran along the entire surface of the seat. Inside the frame, at the back and in the middle, there are additionally four barrel-shaped springs that work in compression and are fixed to the metal platform of the seat body. The seat also included a felt blanket and a two-color leatherette cover (top light, bottom dark brown).

The designers enclosed the reverse gear in a special casing (the so-called “flounder”). It consisted of two aluminum castings held together with three M6 screws. Between the casing and the engine, the chain was protected by two rubber corrugations. This ensured tightness, significantly increased the service life of the chain, and required lubrication less often.

On the basis of the 175 cc road model, sports motorcycles for motocross and multi-day racing were developed in 1957

The six-volt electrical equipment was made according to the same scheme as on the K-125, K-125M and K-55 - with a DC generator and battery. An important difference was the change in grounding polarity: if previously the negative pole was connected to ground, then in the K-175 the positive terminal was connected to ground. The generator power was increased from 35 to 45 W, the relay regulator became two-stage. New elements also appeared: neutral indicator and brake light.

The second version of the K-175, with a separate headlight housing.

Unfortunately, the K-175 was not produced in this form for long: according to some sources, only 70 motorcycles were assembled in 1956. People began to call this model “Kovrovskaya Java”. Indeed, in appearance it was similar to the Jawa 250/353 of the 1953 model. It is not known for certain why the appearance of the K-175 motorcycle was changed. Perhaps the Czechs made a claim, perhaps it was due to the complexity of production. Assembling the motorcycle turned out to be quite a challenge: the conveyor stood idle for a long time, and half-assembled devices accumulated on the workshop floors. To help the assemblers, they even created “breakthrough teams”, to which workers from different workshops were sent. The designers were tasked with urgently changing the front fork casings and moving the central switch to the headlight housing.

The third version of the K-175, with a different gas tank and a new emblem. In 1959, a four-speed gearbox began to be installed on the motorcycle, and a new electrical equipment system began to be used on some cars - with an alternating current generator and without a battery.

In 1957, the K-175 was modernized, reducing its resemblance to Czech motorcycles. So, in the second option they abandoned the steering wheel cover, and in the third they installed a larger gas tank. The emblem of the first two variants was the letter “K” in a circle, the third variant was produced under the new trademark “Kovrovets-175”, on the emblem of which there were sitting hares on top of the inscription “Kovrovets”. The motorcycle was produced in this form until 1960, when it was replaced by the significantly improved Kovrovets-175A model.

K-175 at an exhibition of new motorcycles.

MOTO Magazine – November 2015

Author: Nikolay TUBAEV, photo by Evgeny BOBRICOV and from the author’s archive

The light motorcycle of our childhood. History from “Kovrovets” to “Voskhod”

We continue to reminisce with you about the motorcycles of our childhood. In the previous article we read with you how the Minsk motorcycle appeared. There was also a motorcycle very similar to it, which also needs to be remembered.

This is the Voskhod motorcycle.

He was very similar in appearance to his Minsk counterpart, as you remember. And, in principle, how they appeared is also similar.

After the end of the war, many factories were given the task of retraining and starting producing equipment that people needed in peacetime. The same task was assigned to the Kovrov plant. It bore the name of Degtyarev and produced machine guns during the war.

Therefore, 1946 was the year when, for the first time, this production produced a light domestic motorcycle, which simply received the number “K-125”. It was made on the basis of captured German drawings, therefore, like its Minsk counterpart, it was very similar to the German one. The engine of the first models had one cylinder and was two-stroke. The project to create the first such equipment for the people was led by N. Lopukhovsky.

These similar models were produced until 1957. During this time, “K-125”, “K-125M”, “K-125-S2”, “K-55” and “K-58” were released.

The year 1957 was marked by the release of the K-175 brand and a little later K-175A, K-175B, K-175V. The “B” model was equipped with a forced 9.5 horsepower engine. This model was called “Kovrovets”, and was popularly nicknamed “Kovrovskaya Java”, because it was very similar to the legendary Czech brother “Java 250”. “Kovrovets” differed in its four-speed gearbox from its predecessors, which had three stages. “Kovrovets” became the predecessor of the model that we all remember under the name “Voskhod”.

Motorcycle Moto Guzzi Lodola 175 Sport 1959 review

Technical characteristics of Moto Guzzi Lodola 175 Sport 1959

Engine Moto Guzzi Lodola 175 Sport 1959

Transmission Moto Guzzi Lodola 175 Sport 1959

Dimensions and weights of Moto Guzzi Lodola 175 Sport 1959

Chassis and brakes Moto Guzzi Lodola 175 Sport 1959

Dynamic characteristics of Moto Guzzi Lodola 175 Sport 1959

Other characteristics of Moto Guzzi Lodola 175 Sport 1959

Description Moto Guzzi Lodola 175 Sport 1959

The description of the Moto Guzzi Lodola 175 Sport 1959 motorcycle is in the queue for publication of the article. Announcement: Today, for almost every new motorcycle that comes into being, marketers strive to carve out their own niche. This one is a road sport, this one is a recreational enduro. But what class should we include a motorcycle that has a little bit of everything? A good bike should have a reliable engine, comfortable ergonomics and simple controls.

Despite the fact that good models of motorcycles have a very respectable price, and the season for their use is relatively short, the motorcycle market is developing rapidly. And if you believe the words of dealers, then some models of recently released motorcycles are selling like hot cakes at the beginning of the season, and the models brought to Russia are clearly not enough to fully satisfy consumer demand.

A motorcycle has long ceased to be an alternative to a car, and the times when this equipment was bought only because there was not enough money for a full-fledged car are forgotten. Nowadays, two-wheelers can be called technological marvels in many cases, and their cost can be compared with that of prestigious cars.

Many people have started buying motorcycles for hobby purposes as riding or even collecting them has become a good pastime for many people. Many motorcycles, for example the Moto Guzzi Lodola 175 Sport, whose technical characteristics make it possible to call the model a prestigious brand, are in demand among both beginners and experienced motorcyclists.

Currently, it is impossible to purchase a new Moto Guzzi Lodola 175 Sport motorcycle from the 1959 model year, since their production stopped 57 years ago. At the same time, the Moto Guzzi Lodola 175 Sport has excellent technical characteristics, so many people strive to purchase, if not a new, then at least a used version.

Motorcycles with an engine capacity of 174 cc. see, appeared as a result of long work of inventors who sought to create a model that was not inferior in characteristics to other versions of the motorcycle. In some cases, these models are not only not inferior, but also ahead of other motorcycles, as they have minimal fuel consumption and other excellent parameters.

Moto Guzzi Lodola 175 Sport belongs to a common class of motorcycles with an engine capacity of 125 to 250 kb. cmAs a rule, these are light and relatively low-power motorcycles. Here you will get flexible control, easy steering and low weight of the motorcycle. Therefore, such motorcycles are suitable for almost every beginner, regardless of their characteristics. The exception is motorcycles with two-stroke engines of the “sport” and “cross” classes, since bikes of this class are distinguished by more power and an extremely sharp response to the throttle, which also does not make them obedient to control.

Go to the entire model range of Moto Guzzi motorcycles, on this page you can find Moto Guzzi Lodola 175 Sport motorcycles from other years of production and information about them

Motorcycles similar in characteristics to Lodola 175 Sport:

Showing similar motorcycles with a limit of 5 pieces, see all similar to Lodola 175 Sport

Five random motorcycles:

Five random articles about motorcycles:

Jawa 638-5-00

Motorcycle Java 638 model 5-00 From the second half of 1984, Czechoslovak motorcycles began to arrive in the USSR. This is a transitional model between the well-known Java-634 machine and the new design Java-638-0-00 (“Behind the Wheel,” 1984, No. 10). New engine, electrical equipment, front fork - this is what primarily distinguishes the 638-5-00 model. Engine. Although its layout has not changed fundamentally, it has undergone a thorough modernization. The cylinders are not made of cast iron, but of an aluminum alloy with a pressed cast iron liner. Aluminum heads now have fins arranged differently. The result is more efficient cooling of the cylinders and heads, and a more uniform distribution of thermal loads. Also, for better cooling, the inclination of the cylinder axes relative to the vertical was reduced from 25 to 15°. 1. The distance between the axes of the cylinders has been increased by 12 mm compared to the YAVA-634 model. This made it possible to install a medium cola neck in the interests of increased durability.

Recommendations for owners of heavy motorcycles

I do this. The author of the proposed material is engineer S. NAUMOV from Irbit, an experienced motorcycle tourist who has repeatedly participated in long-distance and difficult test and tourist trips on Ural motorcycles. His recommendations, prompted and tested by experience, will undoubtedly be useful to all owners of heavy motorcycles. And maybe not only them. For ease of presentation, I have divided my proposals by topic. And I'll start with electrical equipment. To facilitate the installation of two series-connected ZMT-6 batteries, you need to cut a 30 mm wide ring from an old motorcycle camera and put it on two cans at once. Or better yet, two such rings, placing them at the top and bottom of the jars. Rice. 1. Connecting the terminals of two batteries with a plate, installing a rubber ring 30 mm wide. I advise you to connect the “+” terminals of one battery and the “-” terminals with another plate made of stainless steel or tinned copper (Fig. 1), and the terminals from which.

Conversion of Java electrical equipment 6V to 12V

Remaking the electrical equipment of Java Our magazine has repeatedly discussed the shortcomings of the power supply of the YAVA-634 motorcycle, produced before 1985. At low crankshaft speeds (up to 1800 per minute), the 6-volt generator does not produce energy, and all consumers at this time are powered by the battery. If the lights and headlights are on, the battery is quickly discharged, which, with repeated cycles, leads to its failure. The only measure to avoid this trouble is to maintain medium speed even on bad roads or stops at intersections. It is clear that this causes great inconvenience, especially for residents of rural areas. The currently produced YABE model “638” uses a 12-volt electrical system (its description and diagram are given in No. 6, 1987), where a more advanced and powerful generator begins to work already at 1000 rpm. It is clear that many owners of the old model want to switch to new electrical equipment, but encounter obstacles.

Installation of alternating current generator G421 on IZH-49 and IZH-350. Adapter flange drawing and modified electrical diagram

Instead of a constant variable, IZH-49 motorcycles, as you know, have long been out of production. But many still do not want to part with them, because these reliable, unpretentious machines are well adapted to difficult operating conditions. Serious difficulties, perhaps, are created only by the DC electrical equipment system, which includes several complex devices. requiring special care. I simplified this system by converting it to alternating current based on the model of the Voskhod motorcycle, that is, I used its electrical circuit, the G-421 generator and the B-300 coil. The only difficulty in the conversion is installing the generator. For it, you need to machine the adapter flange shown in the figure from any steel. which we fasten with M6-15 screws through holes with a diameter of 6.5 mm on the right half of the crankcase instead of the previous generator. We place the generator rotor on the right axle shaft of the crankshaft and screw it with an old bolt shortened by 15 mm. Then install the piston like this. so that it is 4 mm n.

A journey of half a century. IZH-7, IZH-D, IZH-9, IZH-350, IZH-49, IZH-56, IZH-Planet-4, IZH-Jupiter-4

IZH-7, IZH-D, IZH-9, IZH-350, IZH-49, IZH-56, IZH-Planet, IZH-Jupiter On the outskirts of Izhevsk there is a monument - motorcyclists on rearing cars. It symbolizes the successes of city workers in the production of motorcycles and in the development of motorsports. Half a century ago, in accordance with the decision of the People's Commissariat of Heavy Industry, motorcycle production was organized here in Izhevsk on the basis of the experimental workshops of Izhstalzavod. Even earlier, in 1928, in these workshops, a group of enthusiasts under the leadership of engineer P.V. Mozharov designed and built prototypes of machines. However, due to the lack of production capabilities, it was not possible to launch serial production of motorcycles. Izhevsk residents began producing them in 1933. Between the two models you see in the pictures, there is a journey of half a century. We started with the IZH-7 motorcycle, which differed only in details from the simple L-300 machine with a two-stroke engine, which had been mastered by Leningrad by that time. The Bavarians are now leading the following models: • HP4 model 2013, 1,000 cm?, 193 hp. s at 13,000 rpm. 112 nm at 9,700 rpm. And, best of all, 200 km/h. • K 1 300 S – 1 293 cm? , 175 l. s at 9,250 rpm, 140 nm at 8,250 rpm. • S RR 1,000. Engine capacity 999 cm³, power – 193 hp. s at 13,000 rpm. Italian sportbikes from Ducati also often reach the podium. Among them, it should be noted: • Ducati Superbike 1199 Panigale R. In the 1,200 cc class, a worthy competitor for any Japanese equipment in this segment. Serially produced since 2012. Power 195 l. s at 10,750 rpm, torque – 132 Nm at 9000 rpm. • Ducati Superbike 848 EVO Corse SE – 2011 model, 849 cc/140 hp. With.

About the history of the development of Kovrovets motorcycle models

A year after the Patriotic War, in 1946, the first models of Kovrov motorcycles with an engine displacement of 125 “cubes” were released. The model was called “K-125”. This motorcycle was actually a complete copy of the German RT-125, of which 286 units rolled off the Degtyarev assembly lines in the first year of production.

The Kovrovets motorcycle of the 125th model was one of the best Soviet light motorcycles that were produced until 1951. Then the equipment was modernized, which consisted of improving comfort and convenience while driving. In the period from 1951 to 1955, Kovrov craftsmen produced the K-125M model.

In 1955, the management of ZiD (Kovrov plant named after Degtyarev) decided to produce fundamentally new models of motorcycles, which were supposed to differ from their predecessors in improved performance characteristics. This is how the K-55 model appeared. This Kovrovets motorcycle was equipped with a completely new type of carburetor and an upgraded exhaust gas removal system, due to which it was possible to increase its power.

Motorcycle "Kovrovets" - a peaceful product of the arms factory

After the victory in the Great Patriotic War, the Soviet leadership decided to launch the production of light and medium motorcycles based on the technologies and equipment of the German company DKW, which found itself in the zone of Soviet occupation. In 1946, a corresponding decree was issued to organize motorcycle production at the Degtyarev plant in the city of Kovrov, Vladimir Region, which had previously produced weapons (including the famous PPSh). This is how the famous “Kovrovets” appeared on Soviet roads - a motorcycle, the price of which made it the most affordable and widespread two-wheeled vehicle of the post-war period.

The DKW RT 125 model was chosen as a prototype. This lightweight motorcycle at that time was considered the best in its class. In addition, during the war, this model was significantly modernized by DKW specialists. The first motorcycle “Kovrovets-125” was released in the same 1946, and by the end of the year 286 of them were produced.

A similar motorcycle called “Moscow” was produced at the capital’s MMZ plant. Despite the external similarity between them, there were slight differences relating only to electrical equipment.

Model range of motorcycles from Kovrov

The Kovrovets motorcycle was produced from 1946 to 1965 and had the following modifications:

K-125 (years of production: 1946 – 1951). The motorcycle was equipped with a two-stroke single-cylinder engine with a displacement of 123.7 cm3 and a power of 4.25 hp. The engine was located in a block with a three-speed gearbox, which was switched using a foot handle. The rear wheel did not have shock absorbers and was attached directly to the tubular welded frame. The front fork was parallelogram-shaped with stamped feathers. K-125 could accelerate to 70 km/h.
K-125M (years of production: 1951 – 1955). It was a minor modification of the 125th - the parallelogram front fork was replaced with a telescopic one with hydraulic shock absorbers, but otherwise the design remained unchanged.
K-55 (years of production: 1955 – 1957). The new Kovrovets motorcycle received a slightly boosted engine. By installing a different carburetor and muffler, it was possible to slightly increase the power of the motorcycle engine to 4.75 hp. In addition, the K-55 began to be equipped with a pendulum rear suspension.
K-58 (years of production: 1957 – 1960). The K-58 differed from its predecessor by an increased gas tank capacity and a more powerful engine (5 hp). In addition, a battery-free ignition system was used, and the speedometer was mounted in the headlight. The Kovrovets-58 motorcycle had a maximum speed of 75 km/h.
K-175 (years of production: 1957 – 1959). This model was produced in parallel with the K-58 and received a new aluminum alloy engine with a volume of 173 cm3 and a power of 8 hp. The first Kovrovets K-175 motorcycle had a rounded fuel tank (like the Java motorcycles), on which an elongated instrument panel was located. Subsequently, they began to install a gas tank identical to the K-58.
K-175A (years of production: 1959 – 1962). This model was distinguished primarily by a four-speed gearbox. In addition, for the first time they began to use an emblem on the gas tank, which depicts two running hares - the same as on the coat of arms of the city of Kovrov.
K-175B (years of production: 1962 – 1964). This model had a 9-horsepower engine that allowed the motorcycle to accelerate to 85 km/h, as well as a new carburetor and alternator.
K-175V (years of production: 1964 – 1965). This model did not last long - only one year - and was produced with two engine options: cast iron (with one exhaust pipe) and aluminum alloy (with two exhaust pipes). In the same 1965, the plant retrained to produce the Voskhod motorcycle, which later became one of the most popular in the USSR.

In addition to serial motorcycles, the plant’s specialists also produced sports models in small batches (K-55S1, K-58SK, K-58SM, K-175SK, K-175SM, K-175SMU), which successfully performed at numerous competitions, including international ones. competitions.

The turning point 57th year

"K-55" was produced until 1957, after which another model appeared - "K-58", on which a 5-horsepower two-cylinder engine was installed, and the gas tank was enlarged. In addition, manufacturers changed its shape, which became more streamlined, and modernized the electrical equipment of the machine. The Kovrovets motorcycle (photo can be seen below) of the 58th model became the final one in the model range of 125 cc “bikes”, the production of which ended in 1960.

The production of Kovrov motorcycles of the K-175 series was launched in 1957. These were powerful road motorcycles, which, along with the 58th model, were produced by the plant until 1960. Later they were replaced by the K-175A model. The 175 series motorcycle was produced until 1965, and its prototype was the Czech model “Java-ChZ-175”. In the Soviet Union, motorcycles with a displacement of 175 cm³ had not previously been produced, so the appearance of the K-175 model on the market caused quite a stir.

The Czech “Java” at that time was the height of perfection in engineering and technical solutions, so the “Kovrovets” motorcycle turned out to be quite an interesting machine - beautiful and powerful, with excellent driving characteristics, and also very comfortable. The “K” series is completed by the “K-175V” and “K-175SM” models, after which the “Voskhod” (Kovrovets) motorcycle appeared in 1966 - a machine that was an order of magnitude more comfortable, which was distinguished by excellent technical characteristics.

Motorcycle “Kovrovets”: technical characteristics and photos

“Handsome” - this is what Soviet daredevils and connoisseurs of motorcycle technology called the K-175 model, which became fundamentally new and technically advanced back in 1957. The prototype of the famous Kovrov iron horses was the captured model of the German motorcycles DKW-RT-125. It was the best of the light motorcycles with an engine displacement of 125 cm³ from the 30s and 40s of the last century.

About the history of the development of Kovrovets motorcycle models

The turning point 57th year

“K-55” was produced until 1957, after which another model appeared - “K-58”, on which a 5-horsepower two-cylinder engine was installed, and the gas tank was also enlarged. In addition, manufacturers changed its shape, which became more streamlined, and modernized the electrical equipment of the machine. The Kovrovets motorcycle (photo can be seen below) of the 58th model became the final one in the model range of 125 cc “bikes”, the production of which ended in 1960.

Characteristics of the K-125 model produced in 1946-1951

“Kovrovets” 125 series is a single-seat lightweight road motorcycle, which is equipped with a two-stroke single-cylinder 4.25-horsepower air-cooled engine providing maximum power of 4.8 thousand rpm. The motor cylinder is made of cast iron, which, together with the light-alloy head, is mounted on an aluminum crankcase using studs. The engine also has a variable electric generator “G-35” and a float carburetor of the “K-30” type with a needle valve type.

The transmission of this model is presented in the form of a three-speed gearbox with foot shift. The multi-disc clutch is located in the oil sump. The tubular enclosed frame weighs just over 5kg and the total machine weight is 84kg, with the engine weighing 17.5kg. The dimensions of the base are 1245x970x675 mm. The maximum speed that this motorcycle can reach is 70 km/h. Note that in 1951 the K-125M model was released, which already weighed 88 kg. It was equipped with a front telescopic fork, which was articulated with a hydraulic shock absorber.

Series "K-55" and its features

The plant's design bureau carried out developments to modernize the 125th Kovrovets, and already in 1955 the first model K-55 was produced. Thanks to modernization, the speed characteristics of the Kovrovets motorcycle were increased to a maximum value of 75 km/h. The 55 was equipped with a new type of carburetor “K-55”, and the rear suspension became pendulum.

Previously, on the 125th model, the rear rigid suspension caused significant discomfort while riding and led to the need to repair the Kovrovets motorcycle (mainly the chassis). The car was equipped with a single-stroke 4.75-horsepower two-cylinder engine of its own production with a displacement of 123.7 cm³ and an improved cooling system. The motorcycle weighs, like the K-125, 84 kg. The Kovrovets motorcycle, model K-55, was produced by the plant until mid-1957.

About the Kovrovets 58th model

The maximum speed of the model reached 80 km/h with a total motorcycle weight of 92 kg. The displacement of the single-cylinder 5-horsepower engine remained unchanged. However, the shape of the fuel tank and its capacity were changed, which made it possible to increase mileage without the need for refueling. The clutch release mechanism was also modified, which made squeezing much easier. In addition, without loss of engine power, it was possible to significantly reduce noise by installing a muffler of a more advanced model.

Characteristics of the K-125 model produced in 1946-1951

About the history of the development of Kovrovets motorcycle models

The turning point 57th year

Characteristics of the K-125 model produced in 1946-1951

Series "K-55" and its features

About the Kovrovets 58th model

The 58th Kovrovets motorcycle (the photo of which is located above) was a continuation of the previous 55, in which the electrical equipment underwent significant changes. A variable generator began to be used here, which made it possible to abandon the battery, thereby greatly simplifying the process of operating the machine. Also, a speedometer and ignition switch were mounted in the headlight housing, which became much more convenient for the driver.

Model "K-175"

The engine design of the Kovrovets motorcycle of the 175th model has now become short-stroke with one cylinder with a two-stroke working cycle. The engine volume was 173.7 cm³ - before this, such engines were not used in the production of motorcycles in the USSR.

The model began to differ from its predecessors in appearance: the rear part was closed, a protective cover appeared on the carburetor, the drive chain also became protected, a comfortable double seat appeared and a completely new 16-inch wheelbase - this is what the Kovrovets K-175 motorcycle has now become. The technical characteristics also differed significantly. Judge for yourself: the 8-horsepower engine produced a maximum speed of 5200 rpm and was capable of accelerating to 80 km/h and weighing 105 kg.

The 175th Kovrovets motorcycle has a 1270 mm wheelbase with a ground clearance of 240 mm. The dimensions of the model are 1980×1070×760 mm. As for the transmission, the box remains a three-speed design with a foot-type gear shift. Later versions used semi-automatic squeezing. As for the electrical equipment of this machine, it should be noted that a direct current system using a battery was used.

Modification of "Kovrovets" "K-175A"

In December 1959, a fundamentally new model of the 175 was born - the “K-175A” motorcycle “Kovrovets”. The technical characteristics of modification “A” differed significantly from those of the “younger brothers”. A four-speed gearbox with a disc-type mechanism was installed on it.

The electrical equipment was based on the use of a G-38 variable generator, which made it possible to do without a battery, which was especially important for residents of rural areas, where its maintenance caused great difficulties. The front suspension, presented in the form of a rodless telescopic fork, gave the car noticeable smoothness.

The design of the air filter also underwent some changes, which began to be mounted on the suction pipe. The weight of the K-175A model is 110 kg. In comparison with the 175th modification, the power characteristics and speed capabilities remained virtually unchanged. On the gas tank of modification “A” a new emblem began to show off: two hares turned towards each other - the emblem of the city of Kovrov, and below the inscription “Kovrovets”.

About the Kovrov motorcycle modification “K-175B”

Production of the K-175B series began in 1962. Model “B” was equipped with a new carburetor of the “K-36” brand, thanks to which at low speeds it was possible to achieve good stable operation of a single-cylinder 9.5 horsepower engine capable of producing a maximum number of revolutions of 5.4 thousand.

This made it possible to increase the speed indicator. Now the maximum speed of the car reached 85 km/h, which could be developed from the start in a quarter of a minute, which is almost half that of the K-175A model.

On motorcycles of this series, a variable generator of the “G-401” type was installed, which provided more stable performance indicators. The total weight of the machine is 115 kg. The model was produced until 1964.

Series of machines "K-175V"

The first models of K-175V motorcycles began to be produced in 1963, which were distinguished by the presence of a cylinder made of cast iron with one exhaust pipe. This decision was made by the plant engineers, first of all, to simplify the design and change the gear ratio, but this was not achieved.

There were no special differences in this model. The same single-cylinder 9.5-horsepower two-stroke engine, which allowed a maximum speed of up to 80 km/h and a weight of 110 kg. However, later versions already had an aluminum cylinder with two pipes for exhaust gases, which made it possible to increase the maximum speed threshold to 85 km/h. Externally, the model remained unchanged.

Powerful Kovrov motorcycles of the K-175SM series

The year 1959 is famous for the fact that Kovrov motorcycles took part in international sports competitions. Thanks to their perfect design and the skill of Soviet athletes, they managed to repeatedly become winners of races. Naturally, the “SM” series is considered the most powerful and technically advanced. It had many differences, including a stable wheelbase, thanks to which winter riding on the Kovrovets motorcycle did not present any particular difficulties for athletes.

Technical characteristics of "K-175SM"

The main difference of the K-175SM is its powerful 12.8-horsepower engine with a piston stroke of 58 mm and a working cylinder diameter of 61.7 mm, which ensured a maximum speed of up to 100 km/h. In addition, the engine was capable of developing high torque - 1.72 kg*m with a maximum power of 5.6 thousand rpm. The motorcycle's wheelbase is 1270 mm, and its overall dimensions are 1980×1070×760 mm with a total vehicle weight of 110 kg.

As for the gearbox, it is four-speed with an improved shift mechanism. In addition, the double-row motor chain made it possible to increase the transmission torque transmitted from the crankshaft to the “primary” of the box.

In conclusion, we add that after the release of the Kovrov motorcycle model of the K-175V series, in 1966 ZiD launched the production of the 1st model of the Voskhod motorcycle. Many machine components of previous versions have undergone major modifications, which ultimately made it possible to significantly improve the basic performance indicators. This was the beginning of the production of more comfortable and technically advanced products of the enterprise.

Video courtesy of Garage BFS channel

Series "K-55" and its features

About the Kovrovets 58th model

Modification of "Kovrovets" "K-175A"

About the Kovrov motorcycle modification “K-175B”

Series of machines "K-175V"

Moto-Kovrov

The first experimental scooter developed by the plant's designers appeared in 1957. “A test of the pen” regarding motor scooters that were just appearing in the USSR (in 1956 in Vyatskie Polyany and 1957 in Tula), and their “promotion” was then given great importance. The prototype was the German DKW Hobby scooter, the best-selling scooter in Germany in 1955. One copy was brought to the plant from Europe and inspired SKB designers.

The Kovrovets differed from the German prototype in a more elegant seat with trims and decorative stripes, a lever fork (instead of a “telescope”), and a very “deep” front fender. Actually, the only things that were common were the outline of the hood and the use of large, by the standards of traditional scooters of those years, 16-inch wheels. Otherwise, the Hobby was a car of a different class - with a CVT 74 cc engine with a power of only 3 hp, respectively, the weight and maximum speed were significantly lower.

Kovrovets widely used serial components and parts of the K-175 motorcycle: an engine with a 3-speed gearbox, interchangeable wheels with 3.25×16″ tires, rear shock absorbers, controls and lighting equipment. We used an advanced AC electrical system without a battery, implemented on the sports K-175SK and SM,

K-55

(second option) and the K-58 being prepared for production.

The power of the 175 cc engine based on the K-175 (8 hp) allowed it to accelerate to 80 km/h - this was more than on the serial VP-150 scooter

and corresponded to the “maximum speed” of the T-200.

Also, the Kovrovets engine turned out to be more economical than scooter engines, consuming only 2.45 liters of fuel (A-66 gasoline) “per hundred.”

The specially designed frame was welded from steel pipes and provided spacious seating for both driver and passenger. The front wishbone fork was equipped with shock absorbers with “hydraulics”, the same type as the rear suspension of the K-175 motorcycle. The seat tilted back up, and underneath there was a gas tank with a capacity of 12 liters. The scooter had a high ground clearance of 140 mm, unusual for cars of this class, but the weight was significant - 130 kg, although it turned out to be 30 kg lighter than the T-200.

The uniqueness of the Kovrovets development lies in the fact that, unlike the produced scooters, which were essentially exact copies of foreign prototypes, the Kovrovets scooter did not exactly reproduce the “Hobby”, and so to speak, was designed by SKB only with an eye on it.

Several prototypes were tested, but the Kovrovtsy production line did not reach the production line. The reason is so as not to create unnecessary competition with scooters already produced at TMZ and VPMZ. However, some solutions, like the components of Kovrov’s motorcycles, were continued in the M-175 scooter, developed five years later by the head institute of TsKEB (Serpukhov). But he suffered the same fate...

Unfortunately, none of the experienced scooters have survived to this day.

Engine – 173.7 cm3, 8.0 hp. (at 4800 rpm), 3 gears; weight – 130 kg; gas tank volume – 12.0 l.; wheels – 3.25-16″ / 3.25-16″; Max. speed – 80 km/h.