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.
1961 April 29
Enlisted in the lists of Navy ships. After formation, the crew was subordinated to the 80th ObrSPL Pacific Fleet;
1962 March 17
Laid down on the slipway of the shipbuilding plant named after. Lenin Komsomol in Komsomolsk-on-Amur as a cruising submarine;
1962 September 30
Launched (taken out of the workshop). Then transferred (?) to the Zvezda DVZ, temporarily included in the 72nd OBrSRPL Pacific Fleet;
1962 November 4 - 1963 June 27
The factory mooring test program was completed;
1963 June 28
The factory commissioning trip to the sea was carried out;
1963 July 1 - 2
Repeated factory commissioning at sea was carried out;
1963 July 12 - December 30
The state sea trials program has been completed;
1963 December 30
The acceptance certificate was signed and put into operation;
1964 November 4
Enlisted in the Pacific Fleet. Became part of the 26th Divisional Submarine of the Pacific Fleet, based at Pavlovsky Bay (Fokino);
1964 - 1966
She was engaged in practicing tasks at BP training grounds for 175 working days;
1965 March
The 126th crew was assigned to the 26th DiPL KTOF with a deployment to Pavlovsky Bay (Fokino);
1966 March
The 126th crew was transferred to the 45th DiPL of the 15th Special Submarine of the KTOF with a deployment to Krasheninnikov Bay (Vilyuchinsk);
1966 September
Transferred to the 45th DiPL of the 15th Special Submarine of the KTOF, based at Krasheninnikov Bay (Vilichinsk);
1968 Presumably the 126th crew was reorganized into the second crew of the KrPL K-175 ;
1968 (approx.)
Transferred to the 10th DiPL of the 15th EskPL (from 10/23/1973 - 2nd FPL) KTOF with the same location;
1968
Microcracks were discovered in the shells of fuel rods, and therefore the power during operation is limited to 40%;
1973 (approx.)
The second crew was either disbanded or reorganized into the numbered crew of the
Project 675 ;
1973 December - 1977 November
It was modernized according to project
675MK at the Zvezda plant (Bolshoy Kamen village).
During the repair, it was part of the 72nd OBrSRPL KTOF. According to other sources - at SRZ-49 (Vilyuchinsk) as part of the 245th DnRPL KTOF; 1976 April
A leak in the PB capacitor was detected; replacing the capacitor required 6 months;
1977 July 25
Classified as a subclass of UPL;
1978 January 15
Returned to the KrPL subclass;
1979
Completed an autonomous trip to the BS lasting 55 days. In the same year, a refrigerator leak was discovered; the unit was operating with the 1st circuit filter turned off;
1980 - 1981
She completed an autonomous campaign to the BS (commander - Capt. 2nd R. Krylov A.F.) lasting 136 days with resupply at maneuverable bases. In the Red Sea, it ran aground when entering the RPTO on Nokra Island (Dakhlak archipelago, Ethiopia), then after 9 hours it refloated on its own, without damaging anything;
1981 - 1982
Has undergone current repairs;
1983
The reactor cores have been recharged;
1985 summer - autumn
Carried out a long autonomous campaign to the BS (commander - Capt. 2nd R. Kondakov V.G.) with resupply at maneuverable base points on Nokra Island (Dakhlak Archipelago, Ethiopia) and in Aden (South Yemen);
1985 September 29
At the BS, during PPO and SPR at the maneuverable base point on Nokra Island (Dahlak Archipelago, Ethiopia), due to incorrect actions of personnel, depressurization of the reactor cores occurred, which led to a sharp deterioration in the radiation situation in the reactor compartment. A solution of 4-carbon chloride was introduced into the 1st circuit of both sides instead of a 2.5% ammonia solution. As a result, the emergency protection of both reactors was reset. The submarines were provided with electricity from a diesel generator and support vessels. Radiation monitoring in the area of the accident was carried out for several more years, without disclosing the fact of the accident;
1985 October - November
She was transferred in tow to the port of Cam Ranh (NRT). After completing its combat service, eliminating all the consequences of the accident and checking out to sea, the nuclear submarine departed for Krasheninnikov Bay in November;
1985
Transferred to the 8th DiPL of the 2nd FPL KTOF with the same location;
1986 November
There was a release of liquid radioactive waste and radioactive aerosols at the base, with a sharp deterioration in the radiation situation in the surrounding area. The submarine was put into repair;
1988
The core has been unloaded;
1989
Termination of repairs;
1989 January 1
Transferred to the 42nd DiPL 2nd FPL KTOF with the same location;
1990 April 19
Expelled from the Navy's combat ranks in accordance with the order of the USSR Ministry of Defense. She was laid up in Krasheninnikov Bay;
1992 (presumably) Classified as a subclass of UAPL. Renamed B-175 ;
1992 December 31 Reformed into the 304th DnPL Pacific Fleet with the same storage location;
199? year
Sank at the pier while laying up at the main basing point. After lifting and draining, the interior spaces turned out to be oily, the thermal insulation materials were impregnated with sea water, which accelerated the corrosion process during storage and complicated hot work during disposal. Due to the unsatisfactory radiation situation (the compartments adjacent to the reactor turned out to be contaminated), it was decided to carry out disposal with the formation of a five-compartment block, including the reactor and four adjacent compartments. For this purpose, an agreement was concluded with Rubin-Sever OJSC (Northern branch of the Federal State Unitary Enterprise Central Design Bureau for Metal Technologies Rubin) for the development of a special project for a five-compartment block;
2002 Disposed of at the Federal State Unitary Enterprise "North-Eastern Repair Center" in Vilyuchinsk;
2009 The completed five-compartment reactor unit was stored afloat. Before the issue of transferring the completed floating reactor units to the DalRAO long-term storage facility was resolved, their storage was carried out in the water area of the SVRTs OJSC enterprise in a specially organized temporary storage facility;
2014 May 14 A state contract was concluded to carry out work on dismantling a multi-compartment unit with the formation of a single-compartment reactor unit and preparing it for long-term storage in the storage facility “Ustrichny” of the Far Eastern Exhibition Center “DalRAO”;
2016 August The design documentation for the contracted work was adjusted;
2020 Presumably, a single-compartment reactor unit is prepared and installed on a slipway base for long-term storage in the storage facility "Ustrichny" of the Far Eastern and Exhibition Center "DalRAO".
In total, since its construction, the K-175 has covered 195,025 miles in 25,755 running hours.
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.
MY MOTORCYCLE
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 of the motorcycle owners had any idea what kind of tool plant it 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.
Therefore, the new head of the SKV V.I. Lapshin. who was preparing a new gearbox and electrical equipment for production, had to deal with “eliminating” the identified shortcomings. The whole complex of changes was embodied in December 1959 in a new motorcycle, which received its own name “Kovrovets-175A” instead of the “machine gun” index. However, despite the name change, “machine-gun” relapses remained in some places. For example, in the factory instructions for a 1960 motorcycle there is a section entitled “Instructions (!) for operation.” And in the section devoted to the company’s guarantees and the procedure for filing complaints, the address to which claims should be sent was not indicated. What was new in the design of Kovrovets-175A? First of all, a four-speed gearbox with a disc rather than a sector shift mechanism. Its appearance entailed a change in the engine crankcase. The rear gear ratio decreased from 3.14 to 2.93. The engine remained virtually unchanged, but its air filter was increased in diameter and began to be mounted directly on the suction pipe.
As for electrical equipment with an alternating current generator, it appeared back in 1959 on part of the K-175, as soon as the related plant mastered the production of the G-38 generator. But at first, the quality of this current source also left much to be desired. In theory, switching to a “variable” was tempting because it made it possible to do without a battery. For rural areas, where motorcycles from the plant named after. V. A. Degtyarev were very popular, this was especially important. The choice of battery-free electrical equipment for the plant’s products (K-58. K-175, “Kovrovets-175A”) thus indicated that the Kovrovites were carrying out marketing. Among other innovations on the Kovrovets-175A, it should be noted the appearance in 1961 of a rodless front telescopic fork.
Again, outwardly it did not differ from its predecessors. The turn of the more advanced Kovrovets-175B came in 1962. The main innovation on it was the K-36 carburetor, which ensured more stable engine operation at low speeds and also increased its efficiency. Now the motorcycle at a speed of 60 km/h consumed not 3.2, but 2.9 liters per “hundred”. A new carburetor, quieter mufflers, as well as minor changes in the cylinder design made it possible to increase the engine power from 8.2 hp. With. at 5200 rpm for previous models up to 9.5 liters. With. at 5400 rpm. The motorcycle became a little faster - 85 km/h instead of 80, and noticeably increased agility, since acceleration to 80 km/h no longer took 29, but only 15 seconds. Another innovation on the 175B model was the transition to the G-401 alternating current generator. It had more stable performance and provided improved sparking at low speeds.
During operation, an unsuccessful design of the air filter was revealed. On the 175B model it was combined with an intake silencer and was placed close to the rear wheel. And it, like a centrifugal pump, pumped dust and even small stones into the filter. Increased wear on the cylinder was not long in coming.
Production of the Kovrovets-175B did not last long, and in 1963 the modernized model 175B entered the production line. A number of new machines were produced with a cast iron cylinder, which was precision cast in cork molds and had one exhaust pipe. Certain hopes were pinned on it in terms of simplifying and reducing the cost of the design. But for some reason, models with such a cylinder had the “old” final drive (3.14). Apparently, an increase in power at high speeds was obtained at the cost of losses at low speeds. Changing the gear ratio - an indirect sign of this - made it possible not to lose in throttle response. (Later, with the arrival of the Voskhod-1 motorcycle on the assembly line, the cast-iron cylinder was retired.) The two-pipe Kovrovets-175V was equipped with an intake noise muffler, not combined with an air filter. Moreover, they were moved to a less dusty area - under the saddle. Particular attention was paid to the engine: in addition to the cast iron cylinder, slots appeared in the lower head of the connecting rod for supplying lubricant to the connecting rod bearing, and the radial clearance in it increased. For better end fixation of the rollers, washers were added to the crank pin. As a result, the service life has doubled.
As we can see, even in the seventh year of the motorcycle’s life, complications continued to arise after early illnesses. Getting rid of them took a lot of time, and the designers may simply not have gotten around to making radical changes in the engine design. Nevertheless, the “175B” model featured many improvements, which, however, should be called not revolutionary, but evolutionary. These include an expanded and elongated saddle cushion, illumination of the speedometer scale, and the introduction of spring buffers for the front fork, which softened the shock during suspension breakdown.
In 1966, the time came for Voskhod-1. Almost the same “Kovrovets-175V”, but with an extensive set of “comfortable” equipment and many modernized elements, became the founder of a new family of Kovrov motorcycles. But that's another story......
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 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. 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.
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.
Motorcycle Kovrovets K 175
Kovrovets K 175 - 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' consternation increased after 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 the Kovrovets K 175 motorcycle - an example 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 goods 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 of Degtyarev (you probably know what he designed).
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 SKV 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.
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. 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. After all, 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-lever pendulum front forks. 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 to a large extent a variation on the “Java” theme.
Kovrovets K 175, as the new motorcycle was ingeniously dubbed, repeated the lesson learned quite well. The model that was taken for imitation in 1955, the Czechoslovak industry began to produce in the autumn of 1953 (and why today do our technology imitators pay attention to much older models?). 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 SKV 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 Kovrovets K 175 occurred during 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 Kovrovets K 175, 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.
The 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 large piston stroke is preferable - it helps to improve the filling of the cylinder with the working mixture. Based on this principle, the size of the Java-43-175 engines was chosen. But the Kovrovets 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.
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 Kovrovets 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 Kovrovets K 175, somewhat undermining confidence in the model of the new class. 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 turn of the more advanced Kovrovets 175B came in 1962. The main innovation on it was the K-36 carburetor, which ensured more stable engine operation at low speeds and also increased its efficiency. Now the motorcycle at a speed of 60 km/h consumed not 3.2, but 2.9 liters per “hundred”. A new carburetor, quieter mufflers, as well as minor changes in the cylinder design made it possible to increase the engine power from 8.2 hp. With. at 5200 rpm for previous models up to 9.5 liters. With. at 5400 rpm. The motorcycle became a little faster - 85 km/h instead of 80, and noticeably increased agility, since acceleration to 80 km/h no longer took 29, but only 15 seconds.
Another innovation on the 175B model was the transition to the G-401 alternating current generator. It had more stable performance and provided improved sparking at low speeds.
During operation, an unsuccessful design of the air filter was revealed. On the 175B model it was combined with an intake silencer and placed close to the rear wheel. And it, like a centrifugal pump, pumped dust and even small stones into the filter. Increased wear on the cylinder was not long in coming.
The production of the Kovrovets K 175B did not last long, and in 1963 the modernized model “175B” entered the production line. A number of new machines were produced with a cast iron cylinder, which was precision cast in cork molds and had one exhaust pipe. Certain hopes were pinned on it in terms of simplifying and reducing the cost of the design. But for some reason, models with such a cylinder had the “old” final drive (3.14). Apparently, an increase in power at high speeds was obtained at the cost of losses at low speeds. Changing the gear ratio - an indirect sign of this - made it possible not to lose in throttle response. (Later, with the arrival of the Voskhod-1 motorcycle on the assembly line, the cast iron cylinder was retired.)
The two-pipe Kovrovets 175V was equipped with an intake noise muffler that was not combined with an air filter. Moreover, they were moved to a less dusty area - under the saddle. Particular attention was paid to the engine: in addition to the cast iron cylinder, slots appeared in the lower head of the connecting rod for supplying lubricant to the connecting rod bearing, and the radial clearance in it increased. For better end fixation of the rollers, washers were added to the crank pin. As a result, the service life has doubled.
As we can see, even in the seventh year of the motorcycle’s life, complications continued to arise after early illnesses.
However, the 175B model introduced many improvements, which, however, should not be called revolutionary. but evolutionary. These include an expanded and elongated saddle cushion, illumination of the speedometer scale, and the introduction of spring buffers for the front fork, which softened the shock during suspension breakdown.
In 1966, the time came for Voskhod-1. Almost the same “Kovrovets 175V”, but with an extensive set of “comfortable” equipment and many modernized elements, became the founder of a new family of Kovrov motorcycles.
The material was published in the magazine "Moto".
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”.
Moto-Kovrov
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. It was given the designation K-175; its debut took place at an exhibition of industrial products presented for review to participants of the 20th Congress of the CPSU.
The new motorcycle had modern external shapes, good stability and maneuverability, and was comfortable and reliable in operation. 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 design of the new “175” class motorcycle for the USSR was original; according to some estimates, it was a revolution in the domestic motorcycle industry. In the USSR, only one plant 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. The plant also received a 2nd degree diploma and a silver medal for a series of motorcycles of the 125 and 175 cm3 class.
The K-175 motorcycle became the base model for the subsequent family of motorcycles (1960-2003): “Kovrovets-175A”, “Kovrovets-175B”, “Kovrovets-175V”, “Voskhod”, “Voskhod-2”, “Voskhod- 2M", "Voskhod-3", "Voskhod-3M" and "Voskhod-3M-01".
The reason for the expansion of the model range of motorcycles and the increase in their production in the mid-50s of the last century was the conversion of military production due to new trends of the leadership (the so-called “Khrushchev Thaw”). Therefore, production capacity was freed up at the Kovrov Tool Plant.
The new model was significantly different from the previous ones. A new engine was placed inside the closed frame, configured like the prototype with a three-speed gearbox. For the first time in the country, interchangeable wheels with 16-inch tires were used on a production car. The rear part was covered with linings in which tool boxes were placed. A soft two-seater seat was used on the motorcycle, with a chrome bracket attached to the back. Retractable passenger footrests were attached to the lower frame tubes. The rear wheel drive chain was hidden in a dust-proof casing, the front fender was made deeper, the signal was placed under it, the light switch and ignition switch were mounted in the fuel tank. The motorcycle was equipped with a brake light that turned on when the brake pedal was pressed, and a gearbox neutral position indicator. This increased riding safety and improved control of the motorcycle.
Designers worked carefully on the appearance of the K-175. Thanks to the elaboration of the side view (as the artists call it, the silhouette), with harmoniously fitted small wheels, this motorcycle seems very compact. The improvement of aesthetics was also facilitated by the integration of the engine crankcase with the carburetor casing, conical mufflers and an openwork stand cast from aluminum alloy.
In the 50s, a motorcycle rolled off the assembly line every 39 seconds. It was continuous hard work by the entire plant team. The conveyor was reconstructed, instead of two lines they made one and built a modern paint and varnish line on the second floor. Metallurgists have introduced the most modern methods of three-layer copper-nickel-chrome electroplating. They began to apply it using several fully automated units (previously the work was carried out manually).
The K-175 motorcycle at that time was a modern model and had an engine quite powerful for its class. The motorcycle was intended to be ridden either alone or with a passenger.
ENGINE
The design of the components and mechanisms of the K-175 engine has much in common with those of previous models with a cylinder volume of 125 cm3. They worked on the same principle and were largely interchangeable. The main features are as follows.
The cylinder consisted of an aluminum jacket and a special cast iron sleeve pressed into it. The cylinder had two exhaust ports and two threaded steel exhaust pipes fused into the aluminum cylinder jacket. The fins of the cylinder were oval in shape; the two upper ribs of the cylinder jacket at the front had a slightly smaller diameter. The cylinder head was distinguished by increased fins and a different arrangement of holes for the spark plug and decompressor. The crankshaft flywheels had no recesses on the outer side. The crankshaft pin is not stepped, but cylindrical, made in the form of a glass. The crankshaft also rotated in three bearings of the 204 series (GOST 8338-57).
The design of the air filter in the power system has changed. Since the carburetor was closed with a decorative cover, there was always a large volume of air under it, and an air filter, consisting of a set of meshes, was mounted into the cover body. To make it easier to start the engine in cold weather, in later models a draft-controlled damper was installed on the K-55 carburetor using a clamp.
Two pairs of discs were added to the clutch. Accordingly, the height of the inner and outer drums has changed. On motorcycles of the first releases, an interlocked clutch drive was installed: control was carried out both by a cable from the lever on the steering wheel and from the gear shift lever.
The clutch was disengaged as follows. When you press the gear shift pedal, the gear shift roller rotates a sector with a recess mounted at the end. In the recess there was a roller of the clutch mechanism lever, which, when the sector was turned, moved along the recess and thereby retracted the lever. The latter, resting his other shoulder on the clutch buffer, moved it to the side corresponding to disengaging the clutch. On one side of the coupling there was a thread for installing an adjusting screw, on the other side (on the collar side) there was a cylindrical hole for the rod. There was a ball between the rod and the adjusting screw. The other end of the rod rested against the second ball and fungus, which pressed the pressure disk. The inner clutch drum was cast from cast iron.
On motorcycles of subsequent releases, the clutch drive was unified with the clutch drive of the K-58 motorcycle. The gear shift mechanism is the same as on motorcycles of previous models, but the shift sector did not have a cutout for the gear indicator link. In this place, the neutral position indicator switch is riveted to the sector, and the sensor itself is attached to the right half of the crankcase with two screws. The rear gear differed in that a more durable 12.7/8.2 mm bushing-roller chain was used. Accordingly, the thickness of the drive sprocket was increased from 6 to 7 mm, while the number of teeth remained the same.
The cylinder and head were also tightened using four studs screwed into the crankcase, but the diameter was increased to 8 mm. The plug was removed from the left crankcase cover, and a hole was provided in the right crankcase cover to adjust the clutch. The engine number was placed on the left half of the crankcase at the junction of the decorative carburetor cover with the crankcase.
FRAME
The differences between the frame of the K-175 motorcycle and that used on the K-58 are insignificant - a platform for mounting the relay regulator is welded to the upper beam of the frame in the area of the seat post. For convenience, a lever appeared on the central stand on the left side. The driver's rubber footpegs have become shorter and decreased in diameter, while maintaining the pattern.
TELESCOPIC FORK
The main differences between the forks are as follows. The mud shield was no longer attached to the moving pipes, and the steering friction damper was abolished (by the way, it was installed again on subsequent models, right up to Voskhod-1). The fork housing had a complex design and consisted of three metal parts and five rubber ones. The lower part was made of two pipes connected to each other by an openwork jumper using resistance 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. In the front of the cover there was an eccentric with a chrome-plated head for adjusting the direction of the headlight beam. A rubber groove was laid between the cup and the lid; they were fastened with one M4 screw from the rear outside and two M6 bolts through bushings in the front from the inside. The middle and upper parts, when assembled, were the headlight housing (on later models they began to use a separate headlight). Control cables and electrical wiring passed through two holes in the middle part.
The fork cover was installed in such a way that the upper crossbar and the middle part of the handlebar were closed. The upper yoke did not have a cut at the base of the steering column and, accordingly, did not have a yoke pinch bolt.
Unlike the previous model, a steering wheel of a slightly different shape was installed. In addition to the throttle control cable, electrical wiring also ran inside the steering tube, entering through a hole at the bottom in the middle of the steering wheel, and exiting on the left side through a hole next to the light switch.
The sound signal was located between the headlight and the front mud flap. It was attached to the lower traverse using a spring plate and bracket.
The front mud flap of the K-175 motorcycle was made unusually deep. Its shape and fastening were radically different from previous models. The shield was manufactured using the deep stamping method, and this technology was very labor-intensive. On later models, stiffening ribs were added on the sides, improving resistance to vibration and deformation. The wing was securely fastened with four M6 bolts to the pipes of the lower part of the fork casing from the sides, and from above through the brackets using two M6 bolts.
The SP19V speedometer was installed through a rubber gasket. The speedometer scale remains the same.
FUEL TANK
The fuel tank of the K-175 was designed anew, only the side rubber knee pads (nigrips) were used from previous models. The sides of the gas tank were partially chrome-plated, and markings were applied to them, separating the paint and varnish surface from the chrome surface. In the center of the chrome surface was a sticker with the letter “K” and the number “175.” The neck of the tank with a chrome-plated lid with a measuring cup is located in the center. A little lower in the cut tunnel, using three screws, a panel with an ignition switch, control lamps for neutral transmission and battery charging was installed. From above, the lock and lamps were closed through a relief rubber gasket with a decorative aluminum cover. The gas tank mounts remain unchanged. The tank volume was 12 liters.
EXHAUST SYSTEM
The shape and design of the silencers were the same as those of the K-58. The left muffler and the right muffler had different fastenings. The nuts and clamps of the exhaust pipes remained unchanged.
SEAT
The motorcycle was equipped with a wide and high double seat of a complex design. The metal frame of the seat was formed by plates welded together, in which holes were drilled in a row for attaching tension springs and installed along the entire surface of the seat. Inside the frame in the middle and rear parts, four barrel-shaped springs were additionally installed, working in compression and fixed to the metal platform of the seat body. The seat also included a felt blanket and a two-color leatherette cover (top light brown, bottom dark brown). The cover was attached to the seat body with rivets.
The seat design was easily removable. There were grooves in the back of the seat, with the help of which it was fixed in the upper trim panel. The seat was fastened at the front with a countersunk screw with a 10mm socket head. At the rear, the seat arched around the rear mud flap.
REAR MUDDLE SHIELD
The rear mud flap has not actually changed in design, but its mounting in the seat part has changed. A massive clamp was installed there, and the wing was attached to it in the middle part using two countersunk M6 bolts. The clamp itself was secured with two M12 bolts to the box-shaped frame brackets and the upper cladding panels. At the front, the wing, as on the previous model, was fastened with an M6 screw at the same time as the central stand latch.
The upper cladding panel consisted of a yoke, left and right stamped halves. The halves were connected to the yoke using rivets. The yoke was previously coated with chrome. Brackets were welded to it on both sides, to which a mud shield was attached at the rear with two M6 bolts.
On the inside of the wing, a groove was welded by contact welding, along which electrical wires were routed to the rear light. A platform for a license plate was installed at the rear of the wing, and the reflector was eliminated.
WHEELS
For the first time, 16-inch wheels were used on a motorcycle, the hubs of which were cast from an aluminum alloy. On both sides of the hub, grooves were made for ball bearings, between which a spacer sleeve was installed. This design of wheels with straight and short spokes significantly increased their strength. The country's largest tire factories have begun mass production of tires measuring 3.25-16″.
REVERSE GEAR
The designers decided to enclose the reverse gear in a special casing (the so-called “flounder”). It was cast from aluminum alloy and consisted of two parts, secured with three M6 screws. Between the casing and the engine, the chain was protected by two rubber corrugations. At the rear, the corrugations were put on the casing, and at the front they were inserted into the engine crankcase and secured with metal clips. This ensured tightness, significantly increased the service life of the chain, and required lubrication less frequently.
Inside the casing there was a rear wheel sprocket, which had a ball bearing No. 204 (47x20x11 mm). A bushing (axle shaft) passed through the bearing, which was attached with a nut directly to the right pendulum leg. The connection between the rear wheel and the sprocket on the K-175 motorcycle was carried out using splines. On the sprocket on the back side of the brake drum, external teeth were cut, which meshed with the internal teeth of the gear, screwed with six M6 bolts to the hub. On the outside of the pendulum fork, plate chain tensioners were placed, which had the appearance of an Archimedean spiral. The chain was tensioned by turning the plates, as a result of which they, resting on the pins, moved the wheel axis.
MOTORCYCLE COMPONENTS AND MECHANISMS
The rear brake lever was changed in shape and design - now it was a stamped U-shaped body with a raised square platform, coated with chrome. The splined connection between the lever and the axle, used on previous models, was replaced with a milled square. There was a thread at the end of the axle, a frontally screwed figured nut with a built-in oiler (there was a channel for lubrication on the shaft) reliably connected the shaft to the lever. The pendulum suspension of the rear wheel was similar in design to that used on the previous model motorcycle. But it differed somewhat in length and width, due to a change in the diameter of the wheel and a large displacement of the engine sprocket.
The rear suspension shock absorbers remain unchanged.
On the sides, the motorcycle was covered by hood closures stamped from sheet metal, connected to each other in the area of the air filter by a decorative chrome-plated plate. At the point of contact with the tool boxes, a rubber lining was put on, fixed at the edges with steel rings. The hood covers were attached to the frame in four places: with two M6 bolts, simultaneously with the upper cladding panel and tool boxes, and below, simultaneously with the right and left mufflers using folding passenger footrests.
The tool boxes were large. On later models they received stiffening ribs on the covers. The left box contained a rechargeable battery with a fuse on a special bracket. On the right there is a brake light switch, which is secured with one M4 screw and can be adjusted. There was also a place for a bag with tools and a motorcycle first aid kit. The locks of the tool boxes were similar to the locks of the previous models. As on previous models, grease nipples are installed.
ELECTRICAL EQUIPMENT
The electrical equipment of the K-175 motorcycle was generally no different from that used on the K-125, K-125M and K-55. An important difference was the change in grounding polarity: if in previous models the negative pole was connected to ground, then in the electrical circuit of the K-175 motorcycle the positive terminal was connected to ground. Also, new elements were introduced into the K-175 electrical circuit: an electrical neutral indicator and a brake light. The DC generator became more powerful, the voltage regulation system received a two-stage regulator, which increased its reliability.
Let's take a closer look at the K-175 electrical equipment system. It included the following nodes:
- DC generator G-36M, power 45 W with rated voltage 6V; an ignition system contact breaker and a capacitor were installed on the front cover of the generator;
- rechargeable battery Z-MT-7 with a capacity of 7 Ah with a nominal voltage of 6V;
- relay-regulator IZH-56 in a metal case, on later models - in a bakelite case;
- ignition coil KM-01 in an aluminum or bakelite case;
- optical element of the headlight of the original design with a central lamp A42 with high beam filaments 32sv, and low beams 21sv at a nominal voltage of 6V;
- The central FG switch (located in the gas tank housing, on later models in the headlight) had three ignition key positions. It also included two warning lamps A35 1sv: one informed about the ignition being turned on, the second - about the inclusion of the neutral position of the gearbox;
- rear light FP-66, with lamp A17 for rear light 3s and lamp A18 for brake lights 6s;
- neutral position switch;
- brake light switch;
- light switch P25 with a signal button, on later models P25A, which received a neutral position;
- DC signal S-23B with a nominal voltage of 6V;
- fuse in bakelite housing;
- spark plug A8U.
To install electrical equipment on a motorcycle, AOL brand wires (with rubber and cotton insulation of different colors) with a cross-section of 1 mm2 were used. The G-36M DC generator was similar in design to the G-35 generator; it had the same armature and stator mountings with a longer generator length. At a rotation speed of 1700 rpm, the generator produced a full power of 45 watts.
A central switch with lamps is mounted into the fuel tank housing; a plate and two colored glasses are installed on top: red for the warning lamp and green for the neutral position indicator lamp. The terminals and current-carrying bars were also strengthened on the central switch panel. Wires from the relay-regulator, ignition coil, signal, neutral position indicator, rear light, light switch with button and parking light lamp are connected to the switch terminals. The central switch had three positions: middle - the ignition coil and signal were turned on; left – the ignition coil, signal, rear light and parking light are on; right – the ignition coil, signal, taillight and central headlight lamp are turned on. In any of these positions, if the ignition key was removed, the ignition coil and signal were turned off.
The test lamp was connected to the terminals of the ignition coil and the generator armature. The neutral position indicator lamp was connected to the terminals of the ignition coil and the neutral position indicator.
The neutral switch was secured to the right half of the engine crankcase through a cardboard spacer using two screws. It consisted of a small bakelite panel on which a ground-insulated, spring-loaded pin and terminal were attached. The engine gearshift mechanism carriage had a plate spring contact connected to ground. When the gearbox was in neutral position, the plate spring contact of the carriage was placed on the contact pin of the neutral position indicator and thereby shorted it to ground. To obtain an exact match of the contacts, the neutral position switch panel was made rotatable. The neutral position switch terminal was connected by wire to the neutral position indicator terminal of the central switch.
The relay regulator was secured using two M5 screws through a rubber gasket to a pad welded to the rear of the upper frame beam.
The ignition coil was secured using a clamp and two M6 bolts to a bracket welded to the front of the upper frame beam.
The brake light switch was mounted in the right tool box of the motorcycle and was actuated by the foot brake pedal through a spring. The switch consisted of a bakelite box, two contacts with terminals and a retractable axis with a return spring. When you press the foot brake pedal, the spring pulls the switch axis, which closes the contacts with each other. When the brake pedal was released, the axle returned to its original position under the action of the return spring, and the contacts opened. One terminal of the brake light switch was connected via wires to the brake light lamp, and the other was connected to the ignition coil terminal.
The rear light had two chambers: the upper one with red glass and a brake light lamp and the lower one with red glass, which simultaneously served as a light reflector, and transparent glass through which the license plate was illuminated. The rear light was attached to the mud shield using three M6 bolts through a shaped rubber gasket.
The P-25 light switch with a signal button was borrowed from motorcycles of previous models. The P-25A switch was installed on later K-175 models. The two middle terminals of the switch were connected to the terminals of the high and low beam filaments of the central headlight lamp, located on the lamp socket. The top terminal is connected to the center switch terminal, and the signal terminal is connected to the signal.
The S-37 signal was mounted under the headlight. One signal terminal is connected to the center switch ignition coil terminal, and the other is connected to the light switch signal terminal.
The P-35K fuse was installed in the left tool box on a special rack next to the battery. The fuse is housed in two bakelite caps between spring-loaded contacts.
On the K-175 motorcycle, a “colder” A8U spark plug was used, since the engine of this motorcycle was boosted compared to the engines of previous models.
PAINTING
The motorcycles were painted according to the same scheme as on previous models. The numbers were applied to the front and rear mud flaps and to the sides of the fuel tank. The crankcase with covers, cylinder with head, wheel hubs, chain casing and the base of the front brake pads were painted with a special composition - “silver”.
Galvanic coating was applied to the following parts: brackets and control levers on the handlebars, steering wheel, handlebar mounting brackets, upper crossbar coupling nuts, fork seal housings, headlight rim, headlight adjusting screw, front and rear decorative wheel hub covers, wheel rims, decorative sound cover signal, partially fuel tank, fuel tank cap, kickstarter, gear shift and foot brake levers, tool box locks, exhaust pipes and nuts for them, tapered shanks and muffler cups. The lower casings of the rear shock absorbers, the yoke of the upper trim panel and the entire motorcycle fasteners, washers (except for spring washers) remained black after heat treatment.
On display and gift examples, the left and right crankcase covers, decorative carburetor cover, center shift cover, chain guard and front brake pad base were cast from pure aluminum and polished.
Chrome additionally covered the entire mufflers, muffler clamps, upper and lower casings of the rear shock absorbers and the movable pipes of the front fork.
The control cable jackets were braided cotton and painted black. The speedometer shaft was covered with a special casing with a bracket for installing the pump.
THE FATE OF THE MODEL
Unfortunately, the motorcycle was not produced in this configuration for long. According to some reports, about 70 K-175 motorcycles were produced in 1956. In the city, this model began to be called “Kovrovskaya Java”. Indeed, the appearance of the motorcycle was similar to the Jawa-250 mod produced in Czechoslovakia since 1953. 353.
The reason why the appearance of the K-175 motorcycle was changed is not known for certain. Maybe the Czechs didn’t like the similarity of the design, maybe it was something else. But what is known for sure is that the workers on the assembly line experienced difficulties assembling this motorcycle, and the conveyor stood idle for a long time, and incompletely assembled motorcycles accumulated on the workshop floors. To help the assembly line assemblers, “breakthrough” teams were created - that’s what workers from different workshops were called. It was urgently decided to change the front fork casing and move the central switch to the headlight housing.
In 1957, the motorcycles were modernized, reducing the resemblance to Czech motorcycles. So, in the K-175 of the 2nd version, the steering wheel cover was abandoned, and in the 3rd version, a larger tank was installed. The emblem of the first two variants was the letter “K” in a circle, the 3rd variant was produced under the new trademark “Kovrovets-175”, on the emblem of which there were sitting hares on top of the inscription “Kovrovets”. In this form, the motorcycle was mass produced until 1960.
The only surviving copy of the K-175 motorcycle can be viewed in the private museum of Nikolai Tubaev.
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.
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.
For multi-day competitions
For the first time, Kovrovets motorcycles took to the tracks of multi-day international competitions in 1959. Their debut was quite successful - two of the three athletes who started on the K-175SM won gold medals.
Subsequently, the design of these motorcycles underwent great changes. The new “Kovrovets” for multi-day races is significantly different from its predecessor. Let's talk about ways to modernize this machine.
Engine. The route of modern multi-day competitions is replete with steep climbs. Therefore, a high-power engine with good traction qualities is needed.
The design team, together with the athletes, did a lot of work to improve the K-175SM engine. Compared to the old one, the modernized engine, with the same basic parameters, has higher power (12.8 hp versus 11 hp), torque and reliability.
When designing the new cylinder, special attention was paid to purging. To improve it, the cylinder head is made of the “jockey cap” type. In combination with a certain shape of the purge channels, this gave a power increase of up to 0.8 liters. With.
