4 things that I realized after buying a Ural motorcycle

«	A column of five Urals will NEVER reach Maloyaroslavets	»
— Biker axiom

«	No Fuck - No Ride	»
— Opposition motto

Ural-Retro.
Pathos inside Subject A brief history of posits Ural

(Hebrew race: אופנוע אוראל) - Soviet, later Russian motorcycle, descendant of the BeMeVe R-71 and the brother of the independent "Dnipro". Initially used in the Soviet army and other security forces, then sold on a first-come, first-served basis to particularly distinguished collective farmers as a replacement for a car. A direct contender for the title of Russian Horley, because it also weighs a little less than a fucking lot, doesn’t steer or drive at all, and at the same time stands under the top ten evergreen presidents in its new form. The latter circumstance causes quite a bit of trouble in the collective farm school, which bought a device of this proud brand for the same amount, but in rubles, and stubbornly does not understand how a “Ural” can cost more than a Zhyguli-basin, fuck!!11

Content

• 1. History
• 2 Consists of 2.1 Pihlo
• 2.2 Gearbox
• 2.3 Gearbox
• 2.4 Frame
• 2.5 Brakes
• 2.6 Carburetors
• 2.7 Injection system
• 2.8 Limited editions

3 Ideologically close

3.1 Soviet lower valves

3.2 Dnipro

3.3 Chang Jiang

4 Among the Urals there are several types of motorcycles

5 On the Internet

6 Holy wars and trolling

7 But in fact

8 At the movies

9 Gallery

10 See also

11 Links

12 Notes

[edit] Ideologically close

Dnepr.
Shift Expectations Since this article describes not so much a specific Ural motorcycle, but the very phenomenon of the domestic boxer motorcycle (their owners are also discussed separately), it is impossible not to mention related vehicles:

[edit] Soviet lower valves

This is the canonical M-72, as well as its Ukrainian modifications M-72N, K-750, K-750M, MV-750 and Dnepr-12. All are equipped with an engine designed from the 30s, requiring manual adjustment of the ignition timing while driving, felt seals and other know-how from eighty years ago. They are valued for their unpretentious and simple engine with good low-end traction, which is especially useful for motorcycles with a sidecar wheel drive.

[edit] Dnipro

A classic example of the series “they wanted the best, they got it as always.” The advantages of Kiev motorcycles include a solid-cast crankshaft, which can be reground for a repair liner (remember that a Ural crankshaft that knocks is thrown away if it is not possible to properly repress it), a perfectly working gearbox that allows the installation of a fifth gear instead of a rear one, and, damn it, oil dipsticks in box and gearbox! (The stern owners of the Irbit economic councils check the oil levels with a twig or when the oil stops leaking). But at the same time, the main feature of Kyiv motorcycles is the most disgusting quality even in Soviet times. A crooked frame, welded with a seam consisting half of slag, absolute fuss when assembling the engine and often crushing shavings in the crankcase (allowed us to underfill the motorcycle with scarce engine oil, while maintaining the required level). However, there were high-quality Dneprs, but only among those that were supplied to the army, since the military representative, unlike the collective farmer Vasya, having discovered a defect in the received equipment, could carry out educational work with the management of the plant.

[edit] Chang Jiang

Chang Jiang M1
In the 50s, the Chinese were sold a license to produce the M-72 (as well as many other Soviet equipment). Since then, the yellow brothers are still churning out boxer motorcycles of remarkable quality with some modifications and are even trying to sell them abroad to antique enthusiasts [2]. Typically, they are sold as replicas of old BMWs, although they have even less to do with Bavarian motorcycles than those from Irbit. At one time they tried to sell it in Russia for an astronomical price for a Chinese motorcycle of 270 thousand rubles (and this, in fact, at that time was at the level of a new Ural with European and Japanese, not Chinese, parts). Also, an article for those who are interested.

Advantages

Ural motorcycles began to be produced before the war, and during its years their number increased significantly. This is explained quite simply. The Ural has high cross-country ability, copes well with off-road conditions, is not picky about the quality of fuel and oil, and is also quite easy to repair. That is why during the war the production of motorcycles was increased and, at its core, the Ural became a mobile military unit. A crew of three with a machine gun mounted on a sidecar could easily change the outcome of the battle.

Currently, technically the model remains military, but they are not often used from this point of view. All this affected the future development of the motorcycle and to this day they are reliable machines that are perfect for off-road use. Based on reviews from Ural owners, we can safely say that this is a very powerful motorcycle with high gasoline consumption . This is undoubtedly a minus, but with the right approach and modernization, fuel consumption can be reduced by almost half. The Ural easily reaches 90 or more kilometers per hour, but at such speeds it becomes quite unstable. Therefore, it is not recommended to organize races on them.

The term “heavy” was taken literally by Soviet designers, and when copying German prototypes, the frame was significantly heavier, the cylinders were quite widely spaced to the sides, which made the model very large and uncomfortable when cornering. There are quite a few jokes about the reliability of Ural engines, and they did not appear out of the blue.

The Ural is a truly reliable motorcycle and, if cared for, can last for decades. For Russian bikers who cannot afford expensive foreign choppers, old Ural models bought on the cheap can be a real godsend. With the help of simple manipulations, a factory frame can turn into a rather unique biker motorcycle.

The main thing is to approach this wisely. Ural motorcycles, among other things, are famous for their ease of repair . Easy access to the main components has a positive effect on the fact that the equipment is easy to repair in the field on your own, and for a long time this was also valued among motorcyclists. Recently, it has become quite difficult to find original parts on the Russian market due to the fact that many components are bought abroad, and in the vast majority of cases the equipment itself is sold the same way.

The popularity of Russian Urals in foreign countries is quite understandable. For foreign buyers, this is a very inexpensive motorcycle option and is especially in demand among poor bikers. The Ural is undoubtedly inferior in speed characteristics to foreign competitors, and also loses in design, but few models can compare with the Ural in cross-country ability.

[edit] There are several types of motorcycles among the Urals

• Classic

Quite a forty-year-old M-63 Arlenn Ness is choking on a toad[1] The owner of this device is already the hero of Low Drag Celt[2] Ural Wolf.
THE YUSSIAN AND HAYALEY The old grandfather-motorcycle, up to and including 1994, spent his entire life in the village. With a stroller, repainted many times with a brush, using paint that was stolen from consumer goods. Living conditions explain the crapness of most devices, because high-speed racing on a sidecar across arable land with ten bags of potatoes in a cradle is a favorite pastime of drunken machine operators. In villages it is found quite often among particularly enterprising old people. Usually with a bunch of spare parts to boot. Sometimes with a living owner, sometimes with heirs ready to sell for a bottle of vodka. If you have straight hands and a desire to get those same hands dirty in oil, you can take it. In the mid-90s of the last century, a low price (sometimes for the same bubble or two of scorched water) made the Ural motorcycle one of the main ways to introduce schoolchildren to the world of technology, a tool for picking up chicks in the village, going for mushrooms/fishing, killing upsten, and also for particularly advanced users to create true choppers, so that “like the cool bikers in the movie.” The equipment was bought and resold, at best, by proxy, sometimes it was not registered at all, and no one was going to legalize the alterations, because at that time things like documents and rights were given a damn. This category also includes Urals, which were more or less normally maintained and were not subjected to collective farm tuning, but shkolota, as well as home-grown customizers, successfully coped with their task, and now the species is found less and less often, and specimens with living documents are drawn up - In general, fabulous luck. Connoisseurs of the brand have recently developed a tendency to find representatives of the subject and restore it to its original form.

• Govnochopir

Thousands of them! This is the same classic, but with a fucked-out stroller, a Sparco sticker on the tank, sometimes a fork from CZ or Izh-Orion and a village/urban rogue in the saddle. It pisses on oil like a child, it farts and sneezes, it consumes buckets of gasoline, and sometimes it won’t start at all (or only with a push), because the repairs never went beyond the mirrors, but there’s a lot of pathos. The owner doesn’t give a damn, because he is a Customizer. Previously, photographs were often posted on thematic forums, which was incredibly annoying even for lazy trolls. Nowadays, the shitty pirates have occupied VKontakte, where, being representatives of the intellectual majority, they are not eaten by anyone.

• “Strytfighter” and other “sport-type” crafts

An unfortunate, driven machine, whose owner sleeps and sees himself as Valentino Rossi. Canonical signs: a gas tank from Java and a crooked ass welded at an angle of at least 45 degrees from it, a hit of the 2010s - Adidas stickers and UAZ resonators simulating Akrapovic. In clinical cases, the patient tries to fashion fairings. Very quickly becomes a hero, sometimes together with the owner.

• Neat homemade

The species is listed in the Red Book, because there are few of them. The bulk are creations of workshops, rare exceptions are the work of neat garage craftsmen. This is what the shithopper turns into when it falls into capable hands. A well-built frame, a polished/painted engine, good paint on the tank and fenders, a long fork from the Japanese or homemade, a comfortable fit, and often roll bars and panniers. Stock “brakes” (along with the wheels) are also often replaced with something human. Almost no oil, at most a couple of drops from the box and gearbox. The owner usually looks decent, but is often over 30. When the speaker falls into the hands of a city rogue (extremely rare, unless the creator really needs money for a new project), it quickly turns into a symbiosis of the speaker and a shit-hopper.

• New Ural

With or without a stroller, it looks attractive and fresh, and practically does not piss on oil. The owner is usually well-groomed and lives in abundance (only wealthy people can afford it). Usually, before buying a New Ural, you go through all the stages of motorcycling (classic-shithopir-samopal-enduro-shitjap-japochopir-Harley-Golda-New Ural [3]). There are only a few of them in Russia, but those who exist in Pindosia are fantastic. Those who cannot afford the New Ural save up for a shitty Japa or Japochopir and jerk off on forums about the high cost of the new Urals, arguing that for this money they can buy a used Japa 1500 for 10 years. True True-Oppositors (those who bought or are going to buy the New Urals) lazily brush them aside with a sense of their own superiority over their mortal world. Tuning devices is also not cheap. However, the owners of these devices are often very specific people...[3]

But in fact, the new Ural looks quite decent compared to cars of its class (like the Moto Guzzi V7, Honda Shadow 750, Sportster-883, and even more so the Yamaha XVS-650), and in some ways it even outperforms them, if you don’t think about it the price of new cars has become frankly outrageous.

Motorcycle URAL - owner reviews

Helgi Apfelwein
https://irecommend.ru/content/isklyuchitelno-dlya-predannykh-fanatikov

Designed exclusively for fanatics

Advantages:

warmth and storm of emotions, even today!

Flaws:

• unreliable
• increased fuel consumption

I've been with motorcycles since I was 13 years old. I started with small and weak mopeds. Gradually he switched to more powerful and expensive Japanese motorcycles. But this is now.

In those distant times, all the boys raved about the motorcycle theme. I had to get rid of my father's or grandfather's trash.

After graduating from college, I bought myself a Ural motorcycle. It was a joy beyond description.

Everyone has their own attitude towards the Urals. I have it in two ways. The motorcycle made a certain contribution to my development.

Firstly, this is a really powerful and heavy motorcycle. It can be used for its intended purpose, for utilitarian needs. It has serious cross-country ability and is undemanding to maintenance.

But many people unhook the stroller and drive this heavy apparatus at full speed, forgetting about caution.

Now, after many years, I am no longer so enthusiastic about this device. Most of his positive qualities are the fan factor. A motorcycle supported only by emotions. This is because in those days nothing else could be bought. And now no one buys Urals for rides, because any cheap Chinese motorcycle will be ten times better and more economical and reliable.

Unfortunately, myths about the indestructibility of the Urals are born by those who did not repair it. My Ural required constant repairs. And all my friends also have the same situation. The oil was constantly leaking, the seals did not hold. The nuts were unscrewed. The cables were breaking. But of course it remained on the move, because half of the repairs could be done in the fields using wire and duct tape.

But the Urals made us real mechanics. We could disassemble and assemble it almost with our eyes closed. Modern motorcycles do not break down and therefore they do not provide such childish delight from learning all the “hardships of maintenance”.

Nowadays a lot of Urals are sold abroad, but these are not the same motorcycles, half of them are made from imported parts, so they are very reliable and very expensive. It is wrong to compare them to the same ones as before. Our Urals were heavy, uncontrollable and fuel-guzzling like tractors.

The Ural was not bad for driving around the village; in a pinch, you could always tow it home. But those brave souls who went on a trip on it took with them bags and boxes of spare parts and fasteners.

I went on a short trip twice in my Urals and something constantly broke down. But for the sake of fairness, I’ll say it was easy to repair and the spare parts are cheap and are sold to every general store.

Now I ride a Japanese touring motorcycle. Unfortunately, I don’t have as much time for repairs and maintenance of equipment as in those years. But the Japanese break down very rarely. I can’t imagine that it would occur to me now to go somewhere on a trip to the Urals. Perhaps to the neighboring area.

I gave my Ural to my neighbor in the garage, he might make some kind of project out of it. For projects and renovations, the Urals are simply ideal.

And if you want to ride and not learn how to repair, buy a small-capacity Japanese motorcycle and travel across the whole country without problems, nothing will happen to the motorcycle.

I Ural should be stored in the garage and wiped with a cloth, remembering past years!

Alex

https://citykey.net/review/ustarevshiy

Advantages:

• powerful

Flaws:

• his time has passed

In my childhood, when cars cost a lot of money and only the “elite” of society could buy them. But my family was not one of those people; we used a Soviet-made Ural motorcycle. It was equipped with a cradle, which allowed it to transport up to 4 people. In general, the motorcycle was very good, powerful, and started up with a bang at any time of the year. Although there were breakdowns, what could we do without them? After all, if you actively use it, something will fail. Therefore, they simply did not pay attention to the breakdowns. Due to its high power and weight, this motorcycle consumes a decent amount of gasoline. Therefore, it is considered not entirely economical among motorcycles.

We drove it mainly to the apiary, which was located very far away, 80-200 km, exactly at that interval, because the apiary was located in different places. The road is most often not paved but a country road, but what’s strange is that after the rain I don’t remember even once that we skidded or got stuck somewhere. Apparently this simply did not happen. Although it is very outdated, I mean the brand, now such motorcycles are not held in high esteem, but still I have very warm memories of it. Even now I’m thinking about buying an old Ural and repairing it and tuning it, but it’s a rare manufacturer’s company. After all, not everyone can boast that they race in the Urals, but I can. Therefore, I give this motorcycle a solid four.

TheOliver

https://otzovik.com/review_172779.html

Advantages:

• Cross-country ability like a tank
• availability of spare parts
• phenomenal maintainability

Flaws:

• Unpredictability in breakdowns
• low speed
• outdated design

I have been dealing with the Urals for a long time and only recently stopped dealing with them. But more on that later. As a wheelchair user, I have no complaints about it; rarely do wheelchair drivers use it too harshly. I was dealing with a single custom car, which I drove quite a lot. First of all, a few words about the design. But it remained at the level of the 40s and remained there. Modern Urals are simply “touched up” without improving them technically at all. For example, it is very difficult to remove the crankshaft from the crankcase, but this is a military motorcycle! In war conditions, delay was like death. So five-speed gearboxes were left behind in evolution. In order to make a normal single from the “standard” it is necessary, first of all, to replace the rubber bushings of the rear pendulum with bearings or caprolon bushings. The lack of such a replacement cost me a broken leg. It is necessary to replace the wheels with smaller diameter ones. Installation of traverses with rigid fixation of stays, front disc brake. It is advisable to install a more powerful generator, at least the same Japanese Denso. For long and trouble-free operation, it is necessary to replace almost EVERYTHING with automotive or imported ones - oil seals, bearings, forged pistons, etc. To reduce fuel consumption, it is necessary to install imported carburetors. From my personal experience, I will say that the motorcycle is very capricious and absolutely anything can fly out, completely unpredictably. This, of course, is compensated by the low cost of spare parts and their availability in almost any locality in Russia. But the end of my trips in the Urals was set by one incident when I was driving with my girlfriend along the highway at a speed of about 100-110 (and for me this is the ideal cruising speed), and I heard a loud crash and a sharp drop in power. I looked down and what do you think I saw? A completely severed cylinder hanging from the exhaust elbow and carburetor cable. I can’t imagine how it didn’t jam at the same time. When I stopped, I was even more surprised. The cylinder was not torn out along with the studs, but simply torn away from these same studs. The piston and pin clearly remained somewhere on the track, because we never found them. But that's not all. The upper connecting rod hole acquired an oval shape, as well as the connecting rod itself bent by 30 degrees. The metal oil channels in the crankcase were also bent. Since then, I decided to give up 650 cc Urals forever and installed an engine from the Dnepr, incomparably more powerful, smoother, and less capricious.

Tarasoffvas

https://otzovik.com/review_4061052.html

Advantages:

• Quite a cheap motorcycle.

Flaws:

• Gearbox and engine speed.

"Ural" was one of the first motorcycles. Actually, I learned to ride on it.

In principle, for a first motorcycle and for a sufficient period of use, this is what you need.

One of the advantages of this motorcycle: the presence of reverse gear.

There are no breakdowns every other day, as happens with other motorcycles. Of course, a lot, almost everything depends on the care of the motorcycle and how you ride.

On the Ural base, motorcycle enthusiasts very often make modifications, or even trikes in general. Because the design of the motorcycle allows.

There are, of course, a number of disadvantages: many people complain about the gearbox, saying it breaks quickly. Also, the motorcycle is quite revvy, which is not very good when driving on the ground, after rain, because the rear wheel digs into the ground.

General impression:

The impressions are not clear.

Lan, don't growl

https://fishki.net/auto/2087042-pochemu-motocikly-ural-tak-populjarny-v-amerike.html

Today it is easier to find Ural motorcycles somewhere in Florida than near Kaluga. The explanation is simple: the Irbit motorcycle plant, which with difficulty, but still survived the difficult 90s, continues to operate, but now exports nine-tenths of its products. Mostly overseas.

There is demand. And this is taking into account the fact that in America a “Ural”, or rather a Ural, with a sidecar can be purchased for about $15,000. For reference: in the USA they ask for the same amount for a brand new Harley-Davidson of the classic Softail family in the basic version.

The reason is simple - retro fashion. “Yes, Harley is no longer the same,” orthodox American bikers mutter through their mustaches and increasingly look at the Russian Military Motorcycle, as our “Urals” are called overseas. This interest is cleverly fueled by marketers who constantly repeat that he is truly Russian and undoubtedly military. Straight from the battlefields of World War II, virtually unchanged, straight to your garage. As proof, commercials are shown - there are many of them on the Internet - with bravura marches and historical newsreels, where soldiers, bristling with machine guns, ride in orderly columns on motorcycles with sidecars...

Antique

https://otzyvy-otritsatelnye.ru/otzyvy/tovary-i-uslugi/avtomobili/39808-otzyvy-o-motocikle-ural.html

Ural is my dream

Indeed, I dreamed about this legendary motorcycle from the moment I rode it as a boy, I really liked the speed and drive of racing on this iron horse. But when I found out how many little things and subtleties there were in its repair, and by the way they broke down no less often than cars, I realized that this was not for me. I don’t like to tinker with technology and that’s all, I prefer the process of driving. Of course, cars are different, but my heart probably lies more with them.

But overall, I want to say that we can be proud that we had and still have such a wonderful manufacturer of motorcycles, and even though now they are not so in demand. I will still respect the designers and those people who, one might say, made our dream come true. What I have always respected them for is that they seem to have found out the ideal formula for creating a motorcycle and brought it to life. Everything seems to be in its place, and the handling is good, the engine and brakes are all in such a beautiful body style.

Of course, the Ural can no longer be equal to modern powerful beasts from Honda and others. But it will be remembered for many years by those people who rode it at least once and felt the freedom that someone feels every day on it.

Wickering

Advantages:

• convenient to transport cargo
• good maneuverability

Flaws:

• Breaks too often.

Details:

About 10 years ago I bought a Ural motorcycle. When I bought it, I didn’t even think how much fuss there would be with this motorcycle. I already bought it secondhand for only 5 thousand. The first summer seemed to go well, at the very least. But the next summer began. First the capacitor burned out, then a week later the tank broke. Another year later the mufflers had to be changed. I’m generally silent about the speedometer, they immediately flew off (I never found why they didn’t work, it seemed like all the wires were in good order). And then, to complete the happiness, the frame also broke. I will also say that the gearbox is not stable and reliable. Roughly speaking, I invested 30-40 thousand on this motorcycle over 5 years. This is only for repairs. And it consumes gasoline... 25-30 liters. There was a cradle, it was convenient to transport all sorts of cargo. There was also a reverse gear, but unfortunately it didn’t work when I bought it. So draw your own conclusion whether you need such a motorcycle or not...

[edit] On the Internet

Historically, the oldest place for a mass gathering of oppositionists on these Internets of yours was located at oppozit.ru and at one time provided an atmosphere of collective insanity, group masturbation and crazy inventive ideas. Winrar IRL gatherings, your own folklore and so on - yes, baby, the old opposition was a cake.

However, after the owner (Fedya Isaev aka SHTRLZ) decided to change the good old PHP-Nuke to the newfangled Drupal with bells and whistles and tricks, things got crazy: the server SUDDENLY became insufficient, regular moves, crashes and crashes began. As a result, this item was trashed by one of the odious users, who simply managed to get into the site admin’s password[4] and for a week (sic!) created the most epic crap, while the admin frantically searched for a non-existent hole. As a result, registration on the site was closed and clumsy invites were introduced, handed out by people especially close to him, and even then one teaspoon at a time. In the absence of fresh blood from young idiots, and due to the general decline in interest in oppositional fucking, despondency began on the site, and even collective rides to various festivals practically disappeared. To top it all off, at the end of 2021, the admin ruined the site due to failed hard drives.

Khokhlobikers previously had their own stronghold in the form of dnepromoto.com, popularly known for two things: reserves of quite suitable content on finishing the Dnieper and heavy FGM from the owner of the resource, Serdyuk. At one point, the site ended without any comments from the owner; now it exists only in the form of a mirror pulled from search engine caches. Thus, in just a few months, both odious tru-opposite portals managed to go wild, which, taking into account the famous reliability of the soviet-opposite portals themselves, is not just symbolic, but blatant.

Test drive of the IMZ-8.103-10 motorcycle. The same "Ural"

The Irbit Motorcycle Plant survived the fall of the Soviet Union, but has transformed from a mass producer of heavy motorcycles with sidecars into a small enterprise aimed at fans of retro technology abroad. For Russia, modern “Urals” are too expensive, but finding the same “Ural” from the past is not yet difficult, if only there was a desire.

Well, we found a real treasury of classic IMZs, and Borislav Kazankin, the founder of the MotoUral project, not only collects well-preserved Irbit motorcycles throughout Russia, but also organizes motorcycle tours on them across the expanses of our vast Motherland. Together with him and his team, we took a motorcycle tour of the capital and even plunged into the real Moscow off-road.

Historical reference

The history of the Ural begins with five German boxer BMW R71s, purchased in Sweden to maintain secrecy. The result of a thorough study of their design was the heavy motorcycle with sidecar M-72 - its production began in August 1941 at the Moscow Motorcycle Plant, the equipment of which was soon evacuated to Irbit, where production of the M-72 resumed in February 1942. These motorcycles were also produced in Kharkov, in Leningrad at the “Red October”, at the Kiev Motorcycle Plant. In total, about 8,500 copies were produced until 1960.

The development of the M-72 design was the single M-52; from 1950 to 1957, only 678 of these motorcycles were produced. In 1957, the M-61 appeared with an overhead valve engine, which soon gave way to the updated M-62 model with a new camshaft and an automatic ignition advance mechanism, due to which power increased by 2 hp. - up to 28 horsepower. The M-62 was produced from 1961 to 1965, when it first received the name “Ural”. The second “Ural” M-63, unified with the Kyiv-made K-650 motorcycle, was produced from 1963 to 1971, its frame already had a pendulum rear suspension. The third Ural M-66 with a significantly modernized 32 hp engine was produced from 1971 to 1975, and the Ural M-67 (1973 - 1976) had 12-volt electrical equipment installed. The power of the Ural M-67-36 engine (1976-1984) was increased to 36 hp, the right turn signal remained only on the sidecar. “Ural” IMZ-8.103-30 (1985 - 1986) was distinguished by a modernized frame, lighting equipment, electrical equipment, had a brake on the sidecar wheel and one muffler instead of two.

The last Soviet Ural IMZ-8.103-10 (1987 - 1994) received reverse gear. Today, Ural Moto produces several models of motorcycles with sidecars, using not only Russian, but also European components, for example, Marzocchi front forks, Brembo brakes, and Keihin carburetors. Prices for modern Urals start at 674,000 rubles, so there can be no question of any mass production and good demand in Russia. The vast majority of Ural dealers are located in the USA and Europe; there are also in Australia, Japan, South Korea, and the Gulf countries.

In my opinion, every novice motorcycle enthusiast must go through the stage of owning a Soviet motorcycle. It doesn’t matter what, because the main thing in this adventure is the experience of communicating with equipment that is almost completely devoid of controllability, brakes, breaking at every step, requiring you to subtly feel at what moment the “idlers” will disappear and “play along” with the throttle in time. In the end, it’s easy to start the engine with your foot using a “kick,” and not by lordly pressing the electric starter button.

After such an “experience”, any modern foreign-made motorcycle, except perhaps the evil “sports”, will seem like a child’s toy.

I had such experience, I drove a rickety Voskhod-3M for a long time, so I approached the red Ural from 1997 without fear. I remember the only trip in a single Ural at the beginning of this century ended very quickly - the right cylinder came loose while driving. This one gave the impression of being completely new, as if it had just come from the store. And it didn’t disappoint expectations - it started up right away. True, while I was looking for “neutral” - and this is a difficult task on any Ural - I almost stalled a couple of times. But “my hands remember,” after a few minutes I got the hang of it and was even able to turn around to leave the cramped underground garage. Reverse gear is a great thing on a heavy motorcycle, if only it could be engaged more comfortably - the small “crutch” near the right footpeg cannot be immediately felt and moved to the desired position.

The red Ural on the right is manufactured in 1997, with a “classic” 650 cm3 engine. On the left is a motorcycle produced in 2000, already with a 750 cm3 engine and an electric starter.

The stroller is the height of utilitarianism; it looks like a trough, but is very roomy. The dry weight of the motorcycle with it is 315 kg, the maximum load (driver, two passengers and 30 kg of cargo) is 255 kg, but they carried even more on the Urals. Savings from the last Soviet years - one exhaust pipe, right turn signals only on the stroller. Two-cylinder opposed four-stroke gasoline engine with a volume of 650 cm3 and a power of 32 hp. — a real “old school”: a carburetor for each cylinder, an oil-contact air filter, starts only with your foot from a kickstarter, an electric starter appeared later

Riding with a stroller takes some getting used to. Sitting astride a bike, it is difficult to constantly keep your attention on the right side: after all, the sidecar is shorter than a motorcycle - when you look straight ahead, it is almost invisible. Several times it was a miracle that I didn’t scrape the stroller on the bump stop, and I counted the number of curbs... Fortunately, the Ural’s suspension is very tolerant of such things; the main thing is to hold the bike when the stroller wheel suddenly ends up in the air. It is especially dangerous to relax in right turns: if you enter a good arc at a speed of about 40 km/h, the motorcycle will almost certainly lean so much that the stroller will hang out, and the skill of maintaining balance on two wheels will not come immediately. A left turn is not such a difficult task, but in general, maneuvers are much more difficult for a wheelchair than for a single person; there is no need to rush.

When driving a Ural, you can ignore not only speed bumps, but also small curbs: the suspension will endure anything!

The Ural is not for those in a hurry at all: the maximum speed with a 650 cc engine is 105 km/h. Cruising, in which the engine does not overstrain too much, no more than 80 km/h. You can’t rush between the rows, but even driving in a traffic jam “along with everyone else” is a pleasure. And even more so for those around you. People take out their smartphones, take pictures, smile, give a thumbs up, and you just have to pretend that it’s not at all difficult to feel for neutral before every traffic light - pressing the tight clutch and front brake levers - and smile in response.

When you get used to the Ural, leisurely riding, constant “shamanism” with neutral, the clanging of hard-shifting gears, the crackling of the boxer engine and other features of a purely “iron”, honest motorcycle, completely devoid of modern comfort, begin to deliver incomparable pleasure

By the way, about the brakes. A well-adjusted Ural with a brake on the sidecar wheel slows down predictably, but very decent efforts must be applied to the front brake lever and rear brake pedal. However, ancient drum mechanisms on all wheels cannot provide the same quick stop as on modern motorcycles. “Effort” is generally the main feature of communication with “Ural”. It’s difficult and the gears don’t always engage fully; intense acceleration strains both the engine and the driver. It's easy to stall here by doing something wrong or not trying hard enough.

This 2000 Ural, made by order of the FSO, is not mass produced. It is, rather, a kind of transitional link between the Soviet “classic” IMZ and the modern expensive “retro”, which the plant now produces for export. All components are still of domestic production, but the engine has a volume of 750 cm3 and a power of 45 hp, two mufflers, a “dry” air filter, and an electric starter.

The quality varies greatly from motorcycle to motorcycle - when I switched to a black 750 cc Ural, assembled in 2000 by order of the FSO, I immediately felt the difference, and not only in power.

The additional horsepower of the 750 cc Ural, which I switched to after the 650 cc “old man,” is, of course, felt - acceleration is much more confident. The engine with two mufflers is quieter, and the cruising speed reaches 100 km/h - this Ural has a longer fourth gear. But the main thing is that everything works much better here: gears are easily changed, the brakes are more efficient, the clutch is lighter, the idle speed is smoother, and sitting in the soft double saddle is much more comfortable - you can at least somehow change the position. With this you feel quite comfortable in the city. But, having driven around the relatively free morning “city”, we went to Krylatskoye to master the Moscow off-road.

The reverse gear lever is almost vertical, it is difficult to engage, but the main thing is that the Ural has reverse gear, you don’t need to carry three hundredweight of “live weight” to turn. The drive wheel is driven by a cardan shaft; the main gear is quite reliable, but requires high-quality adjustment. The 150 W generator is too weak for constant use with lights on, and the powerful 500 W generator is not of very high quality

The fuse box is in the steering column. The Ural's water resistance is very poor - it costs nothing to flood the electrics in a heavy downpour, in a deep ford or at a car wash. Drum brakes on all wheels. Instruments - minimum: speedometer above the headlight, lights on “neutral”, battery charge, indicator of “turn signals” and head light on

This is where the Urals were in their element! Despite the lack of a sidecar drive, with one driven wheel, motorcycles were able to get out of such “ambushes” that no other crossover would be able to get out of. The traction in the lower range is excellent; if you try, you can start on soft ground without slipping, but there are some peculiarities. The ground clearance under the motorcycle is very small - 125 mm, so I often had to “scrape” the bottom part on the ground. The track of a motorcycle with a sidecar is narrower than that of a car - you have to go against it and not get lost in situations where it seems that you are about to fall onto your left side. The masters from the MotoUral team easily passed long, complex ruts with a large slope and a suspended stroller, but at the same time they often sat not on horseback, but on their side to the left - this makes it easier to jump to the side if they cannot maintain their balance.

"Ural" was originally intended not only and not so much for asphalt, but for broken dirt roads - it has good traction in the lower range, grippy tires, and even without a wheel drive it is capable of a lot

Of course, the Ural cannot be compared in cross-country ability even with a rear-wheel drive ATV, and besides, the features of the “sidecar” force one to be careful on difficult terrain, because the center of gravity, thanks to the boxer engine, although low, is strongly shifted to the left. Nevertheless, you can even jump on a standard Ural - the suspension has a huge reserve of energy capacity. And if you get stuck, it’s easy to move the motorcycle together.

The energy-intensive suspension allows for small jumps. Learning to ride a Ural with the sidecar raised is not too difficult: a motorcycle with a low center of gravity, thanks to the “opposite”, has good balance

A busy motorcycle day at the Ural was enough for me, if not to get sick, then to get carried away by this simple, like a Kalashnikov assault rifle, but very stylish motorcycle. So many “Urals” were produced that you still occasionally come across unpacked copies in factory boxes. The MotoUral team is looking for perfectly preserved motorcycles throughout the country for its developing fleet: the most “eastern,” for example, came from Krasnoyarsk, and the most “western,” from Kaliningrad.

Tales about buying bikes

The purchase of each bike is worthy of a separate story in itself. For example, one of the owners flatly refused to give in on the price, but asked to transfer the amount of the unprovided discount to the account of a person struggling with a serious illness. Another, a former big boss, first scolded the buyers who arrived with real money as if they were his guilty subordinates. One of the motorcycles served as a stand for rabbit cages. The other was taken out of the chicken coop, because during the collapse of the USSR, people bought everything in a row, depreciating money burned their hands, and a motorcycle was at least some kind of investment for the future. And now this future has come, if you have ever had your eye on a Ural, there is no need to put off the purchase, every year there are fewer marketable motorcycles, and there are cases where quite worthy examples were scrapped simply to avoid paying transport tax.

Oddly enough, the stroller is quite comfortable - the seat is soft, the length of the “body” allows you to almost stretch your legs, the leatherette cover protects the lower part of the body well from the wind. Under the spare wheel there is a separate, spacious “trunk”, which contains a standard hand pump. The stroller seat is removable. Having taken it out, it is easy to adapt it for transporting goods

With “Urals” in good “preservation” everything is simple - motorcycles with documents that look almost new in the photo cost about 250,000 rubles. When looking for cheaper options, as MotoUral specialists say, you should look at the photos in the ad as carefully as possible: the slightest suspicion of a “collective farm” repair, for example, pieces of sealant sticking out instead of gaskets - you shouldn’t even call. If it comes to calling, ask in detail what was repaired. It happens that a failed motorcycle is simply laid up and forgotten. This is even better: there is a chance that the breakdown is minor, and they didn’t tamper with the equipment with crooked hands. Spare parts may be difficult. There are almost no good Soviet ones to be found, and what is still being produced in China is not of the best quality. In any case, you shouldn’t count on a trouble-free ride every day: the Ural, like the UAZ, is never completely broken, but it’s also fully functional. You will constantly have to repair something, even if it’s just a small thing, but that’s part of the beauty of owning a Soviet motorcycle.

A small guide to the Ural from the masters of the MotoUral team

Until 1997, the Ural was equipped with a 150 W generator; it could not cope with the constant load of lighting fixtures; later it was replaced with a powerful, but problematic 500 W. The generator is driven by a gear on the camshaft, large shock loads and increased vibrations “eat up” the gears, and by 10,000 km the drive has to be changed.

If the cylinders are initially made of low-quality metal, scuffing quickly appears, and it is also easy to “kill” the piston group by improper running-in. Oil scraper rings are ineffective; oil consumption of about 150 ml per 1000 km is considered normal.

Carburetors require skill in timing. The factory instructions describe in detail how to set them, but with experience you can adjust the idle speed by ear. Operating modes are adjusted based on the free movement of the throttle cable and also by ear - in transient modes you can hear which cylinder is “lagging” and which is “in a hurry.” In heavy rain or at a car wash, carburetors are easy to “flood”.

The contact ignition system requires maintenance and is unstable in operation. Non-contact - overheats. The ignition coil is the same for both systems. In heavy rain it can be “flooded”.

The gearbox is four-speed, reverse gear is engaged with a separate “crutch” on the right side. Speeds are switched harshly - this is a problem with the precision of parts manufacturing and build quality. Incorrect adjustment “kills” some gears; they stop turning on. The reverse gear does not have a synchronizer, which is why it wears out quickly.

The clutch is “dry” and consists of a package of three driving and two driven disks with friction linings. The resource is quite large, it “runs” 15–20 thousand km.

In the absence of a mudguard, dirt gets into the splined joints of the propeller shaft, which leads to rapid wear; the crosspieces “live” for a long time with timely maintenance; the main gear does not cause problems if it is initially adjusted correctly.

The most expensive operation is replacing the crankshaft. You can’t buy a good Soviet “knee” in a store, you’ll have to look for it in advertisements, prices range from 7,000 to 15,000 rubles. A Chinese crankshaft costs about 5,000 rubles, but this is not an option if you need a part that will really work for a long time.

It is difficult to find timing gears - new-made Chinese ones are of mediocre quality, factory Soviet ones cost differently, prices fluctuate from 10,000 to 30,000 rubles.

Some technical characteristics of the Ural motorcycle IMZ-8.103-10

Chassis
Frame	Tubular, welded
Rear wheel suspension	With spring-hydraulic shock absorbers
Front fork	Telescopic, spring, with hydraulic shock absorbers
Passenger stroller	With a sprung body on rubber elements, a wheel on a long-link suspension with a spring-hydraulic shock absorber
Transmission	Mechanical 4-speed, with or without reverse gear
Brakes	Chocks with mechanical drive on all wheels
Engine
Type	4-stroke, overhead valve, two-cylinder, opposed cylinder
Working volume, cubic meters cm	649
Power, hp at rpm	32/5800
Torque, Nm	44.1
Ignition system	Battery, 12V
Carburetor type	K63U or K63T in pairs
Number of carburetors	2
Air filter	Inertial, contact-oil
Fuel	Gasoline with octane number 72-76
Total information
Overall dimensions of a motorcycle with a sidecar, mm	2490x1700x1100
Motorcycle wheelbase, mm	1500
Ground clearance, mm	125
Dry weight of motorcycle with sidecar, kg	315
Maximum load (including the weight of the driver, two passengers and 30 kg of cargo) kg, no more	255
Maximum speed with sidecar km/h	105
Control fuel consumption per 100 km, l	7.8
Oil consumption per 100 km, l, no more	0.15

Photobonus

[edit] Holy wars and trolling

• Ural or Dnieper

An epic holivar, devouring the Moscow opposition for over 9000 years. We especially love it at school. It usually comes down to full of profane arguments about the advantages of liners over bearings, interrupted by cries of “But you can drive without oil.” A special case is the debate about which box is better - 8.103 or MT-801. Not tasty even for fat, very fat trolls. Only the appearance of a particularly inadequate pioneer delivers.

• Baba or motorcycle

The reason for the dispute is extremely clear - who will give it to the dirty beggar forever? Therefore, the patient begins a truly hellish torment of choice - to fuck with a motorcycle or with a woman. The true oppositionists know that sex with a motorcycle is much more frequent and varied, which is why women are sent to hell. You can find lulz in threads like these, I guarantee it!

• Ural vs Jap

Sad. Very sad. Captain Obvious cries bitterly and commits seppuku with a large-slotted cardan. However, with the advent of the Great Opposite Guru - sometimes it delivers... In discussions on all your VKantaktiki, you don’t even have to read it, because UG.

• Outplay

Herbalife for motorcycling. Fierce wars have been caused by two aluminum flanges with a hose for many years. The main motive of the war is whether the device is an inertial supercharger (c). Also in stores there is a piece of paper “TURBOCHARGING”. (At a price of 360 wooden ones, the Garrett office is crying tears of blood and phallomorphing)[4]. The topic, as always, is loved by the pioneers.

Pendos also love Ural

• Oil

«	No oil has yet been invented that is so bad that it could ruin the engine of a Ural motorcycle.	»
— Folk wisdom

The wars between supporters of M8B oil (which a normal person would disdain to lubricate door hinges), prescribed according to instructions that have not been rewritten since the 50s, and people who pour OIL into the engine, are eternal and endless, but often, in addition to matan, they are full of quite digestible lulz, for example, that synthetics dissolve cast iron and turn it into a sponge.

• New Ural

A regularly raised topic, full of tons of butthurt about the price of a new motorcycle, a massive fap on the list of devices that should be on a motorcycle for that amount, attempts to find out from the few owners of the subject how many times their motorcycle is actually repaired, and so on. Like all the previous ones, I managed to get everyone.

So the journey has ended - an adventure to Lake Baikal on a ’93 Ural motorcycle with a sidecar. I want to share some of my impressions and some facts about what was planned and what ended up happening. I hope it will be useful for novice urinal drivers and especially those dreaming of long-distance driving with our equipment. It all started back in November 2013, when it was time to close the motorcycle season, but I didn’t want to part with my favorite two-wheeled vehicle. During another get-together, an idea was put forward - why not buy a Ural motorcycle for restoration so that winter evenings don’t seem so long. Coincidentally, at the same time, our friends planned a mega trip Moscow-Baikal-Moscow in the Urals. Actually, they decided that this was a sign and started looking for equipment. As it later turned out, for a person interested in Russian technology for the first time in his life (before that, a friend and I had experience driving exclusively foreign motorcycles), finding a worthy example in Moscow is a very difficult matter. The difficulties are as follows - firstly, I advise you to conduct more searches on specialized forums, and not just on Auto.ru (as we did), in the capital there is very little choice and sometimes (in comparison with the regions) an inadequately inflated price tag, the end of November is not the best time for choosing a motorcycle, but due to lack of time to put everything off until spring, I had to choose from what was available. After looking at 3 copies, we chose the only motorcycle that started right away, did not make any extraneous sounds during operation, did not smoke, and in general proved to be absolutely functional (the choice was made with absolutely zero knowledge about the “inner world” of the Urals).

A small digression about the seller Igor from the Zhukovsky area, as it later turned out the man showed himself to be more of a talker who needs to sell for any purpose... At the same time he called himself a great specialist in the field of opposed technology, but in the future he was never able to give any some practical advice on the nature of breakdowns. The conclusion is this: when buying, rely only on yourself, read more materials, advice on the same boxer, and pay attention to little things such as the build quality of the engine, for example, sealant smeared everywhere instead of gaskets indicates a rather careless assembly - “as long as it works.”

Now on the technical side, I happily purchased, according to the seller, the ideal. From Zhukovsky we drove to Maryino where, for unknown reasons, something happened to the clutch. After disassembly, it turned out that the problem was in the disks that fit on the input shaft; the fasteners with splines came off from them (I don’t know what they are exactly called). We took everything apart, put it back in place, and reassembled it. Judging by the number of holes on the clutch mounting bolts (they are rolled so that they do not come loose), one could immediately understand how many times everything had been moved there. This is where our immersion into the structure of the Urals began.

Finally, the Ural was delivered to the garage where it was awaiting a winter overhaul, repainting, and tuning. In order not to delay, I’ll just list - carburetors were replaced (the previous ones were a hodgepodge of everything that came to hand), a new ignition was installed (microprocessor Sovek), cables, silent blocks, reverse gear cover, rear and front tires were replaced, complete painting, well and we came up with our own design for installing glass in the stroller and welded a mount for a 20-liter canister, and also covered the nose of the cradle with corrugated stainless steel so that it was not afraid of chips. The paint for the stroller was selected separately; they decided to make it two-color in order to bring some resonance to the severity of the equipment. In the end, after some debate, we chose a combination of beige and swamp green. We tried to save as much as possible while achieving reliable engine operation. Additionally, we covered the seats in the cradle and the driver's seat with brown leather, and of course they painted stripes in the color of the cradle, which is what happened in the end.

As a result, after 5 months of garage porn, we made a test trip to a dacha 150 km from Moscow - the work is stable, it drives great, but we became familiar with the problem of air-cooled engines - Sunday traffic jams in the new rig are contraindicated for it, we had to stop and cool down very often, plus gas tank leaked. But everything was quickly patched up, fortunately the problems were not critical and they were ready to move forward on time. The gas tank generally turned out to be a weak point, since after the first leak was repaired during the trip itself, it leaked in 2 more places.

Now let's move on to the journey itself, from the original team in 2 Urals and 1 Ebrik, only we were ready by June 12th. It was not a simple decision not to linger because... The vacation was limited, and we imagined the upcoming distance soberly. Moscow was releasing hard, from the very start the clutch fell out again + 2 hours of dripping in the garage, then a downpour, which caused the first problems with ignition, then traffic jams, because of which we had to push more than drive, in order to avoid overheating. Thanks to the men in the Chinese jeep who said, “Where are you guys going?” - “to the east”, “oh us too, let’s give you a lift until the end of the traffic jam” eventually took us 4 km almost to Pokrov. As a result, the first day is the result of a lot of effort, he doesn’t drive, traffic jams don’t allow him to drive when he’s driving, he didn’t even get out of the area.

The next day, surprisingly, the problem did not go away and the bike never started moving. We spent half a day with washing the carbs, setting them up, and setting the ignition. But the problem was not found. The last option was to change the contactless ignition coil to a regular one and lo and behold, an elephant spark!!! And it went. To celebrate, we reached Nizhny, beyond it and laid out our tents for the night.

The next day, everything went fine, except for periodically blown fuses (apparently it’s not for nothing that the instructions say not to use ordinary coils with a contactless breaker), until a grinding noise appeared when braking the engine, and a strange beating was added at idle. Before reaching 140 km to Cheboksary, an impact occurred and the motorcycle stopped, symptoms: the crankshaft rotates with absolutely no resistance. A kind man with suckling pigs in a pickup truck on a hitch made it to the nearest service station, while towing us at a speed of 80 km/h, our brick factory at that time was operating at 100% capacity. But everything worked out well and we were towed to a service station, where they removed the front engine cover and pieces of the camshaft gear fell out of it.

The locals suggested a house in the nearest village where my grandfather, a lover of the Dnieper Urals, lives. My grandfather found the gear, but its condition turned out to be little better than ours, which was completely destroyed. We continued our search around the village and ended up removing a gear from some fossil that had been rotting for the last 20 years near the fence.

They installed it, started it up, and the knocking sound in the engine became threatening. We started removing the cylinders one by one to look at the condition of the piston, no play was found, the fingers were intact, we put everything back together and started it after working for 5 seconds, the engine stalled and the crankshaft jammed. They disassembled the engine and couldn’t find the cause; they decided that the problem was in the bearings. Because in the field, pressing out, searching for new bearings, etc. with very limited time, the unrealistic thing was made, they made a strong-willed decision to buy a new engine from a local grandfather, which was being tested (if anyone is interested, we bargained for 7 rubles with a box, the grandfather actually turned out to be a fighter and in his garage there were 2 Urals and one Dnieper and he really valued this engine , but in the end he went to meet us). After spending the night with the same grandfather, we woke up in the morning and immediately threw the engine into the garage. About 7 hours with a 15-minute break to eat canned bread and we were ready to move on, tired, angry, but ready.

I attach a photo with my grandfather, a world-class man.

And finally we drove normally, not counting the same problems with the ignition. The fuses were coming to an end because of the coil, too, but at the entrance to Kazan we accidentally met opposition guys from Cheboksary who were going to Kazan to buy a tourist plug. They suggested the phone number of a local enthusiast who might have the coil we needed so much. Thank you very much to Max from Kazan, without his help and the reel from Tyumen, in my opinion, such a long journey would have been a big question. We screwed it on, tried it, and now it’s a miracle - we’re going and going well, 400-500 km a day with pain and then but we’re going! Of course, by this time morale was almost at zero, constant breakdowns delayed us and drained all our strength, but despite all the negative aspects, the goal was most important and we moved on no matter what. In the evenings, an hour before sunset, we turned off the road, looked for a site for camp, had dinner and fell head over heels into the tent.

And so, a little before reaching Ufa, the box showed signs of dying - a new box (purchased from my grandfather with a new engine included), we took our old one from our grandfather. We crossed over, drove on and got caught in a torrential downpour, stayed for about 50 kilometers, but another truck still flooded us. And so, making ridiculous attempts to start the Urals in the rain, a minibus stops next to us, a man jumps out and offers his help. Many thanks to the kind residents of Ufa, in the end they transported us on a hitch about 40 km to Ufa, where they stopped at a truckers’ parking lot and devoted the next day to drying both themselves and the motorcycle, as it turned out the Ural (maybe it’s ours or it’s a common disease) is completely unsuited to driving under rain. There was water in the cylinder, carburetors, air filter, carb cups, even in the spark plug caps. We dried off, listened to 100,500 pieces of advice from truckers at the same site and went to Yekaterinburg, the only area where we encountered a frankly bad road, and the equipment stopped failing. We didn’t risk going to Yoburg through Chelyabinsk; having heard a lot about the “high mountain” passes, we were afraid for our box and decided to drive around Mesyagutovo-Nyazepetrovsk to briefly look at Itkul.

because there was no jack, they used a birch tree to lift the box

used a map for navigation

Exhausted from the road, we reached Joburg, where a long-awaited vacation with relatives awaited us, 2 whole days with a bed, a bathhouse and a store. Yekaterinburg became such a turning point, having moved to the Asian part, everything finally went as we thought when planning the trip. For information, Europe did not let us out for 11 days, constantly throwing us all sorts of breakdowns that knocked us out of schedule. We didn’t go to the mecca of all Uralovodov, Irbit, there was no such goal; goal Baikal.

Then we drove smoothly - Tyumen, Omsk, Novosibirsk, Kemerovo, Krasnoyarsk. On average we did 500-600 km a day and were happy. Nothing really broke down and we could try to squeeze out the maximum mileage per day, as a result, having lunch in the cradle on the go and changing the driver, we were able to set a record - about 650 km per day + - 10 km. At the same time, we drove 80 km/h, trying not to force the engine, especially considering the weight of the Urals with cargo, which at that time reached almost 600 kg. And so, being plagued by Tyumen midges during the day and Siberian mosquitoes at night and at the same time trying to break records for daily mileage, we reached Krasnoyarsk.

In Krasnoyarsk we planned another 2-day vacation with relatives. But at the entrance to the city, the second gearbox showed exactly the same signs of imminent death as the first one - a grinding noise in all gears including neutral, except 4th. As I understand it, 4 worked because it sits rigidly on the secondary shaft. We got to the parking lot in 4th gear, which was quite inconvenient in city conditions. Absolutely not understanding anything about the structure of the box, they disassembled one, everything turned out to be intact, no matter where it was made, all the gears were intact, I didn’t like the bearing on the primary one - they replaced it, reassembled it, nothing changed. As a result, searching through local advertisements, we found a new box, installed it and moved to Irkutsk, covered on all sides with broken checkpoints. Once again suffering from taiga insects, we reached Irkutsk in 2 days.

3 boxes in a row, and a new jack from the spare tire.

Visiting the Yenisei River and trying home-smoked grayling is accomplished.

In the suburbs of Irkutsk we met with opposition member Zhenya, who intercepted us at a fork and told us where to go to the island. Baikal. Next, a very interesting pass to Lake Baikal, thanks to the new engine, it endured all these long, rather steep climbs with dignity.

The odometer shows 5000 km! There was some relief inside, behind another mountain he appeared, as the locals call Father Baikal! The goal has finally been achieved. Next, a 3-day vacation on the beach b.o. Enkhaluk with open Baikal, swimming, celebrating and comprehending the experience.

Then travel to Ulan-Ude, the train is sent by a railway expedition, and we take a plane home.

They proved to be very useful - a 20 liter canister, in rare encounters with 80 gasoline (for which we were ardently hunting) a mandatory thing on a long-distance journey, the passenger window and an additional strip of daytime running lights eliminated unnecessary questions from traffic cops about the headlights being turned off during the day.

If anyone has mastered it, I hope it will be useful in some way, good luck to everyone on the roads and don’t be afraid to dream about the unrealistic - anything is possible!

Well, a video report is also attached!

23 days of travel 5871 km 2 engines 3 boxes 600+ liters of gasoline 7 liters of box oil 12 liters of motor oil

[edit] But in fact

A typical oppositionist in his abode. In
fairness, it is worth noting that the management of the plant wisely hammered the screw into the domestic market, where they would buy either a cheap or imported motorcycle, and began churning out motorcycles in small batches for foreign connoisseurs of retro style and leisurely riding with a sidecar, or for riding according to the shit of an average batch, since some models have a drive to the stroller wheel. It is characteristic that the Ural-Wolf sub-chopper, developed over the hill to please the bikers of this country, was met, to put it mildly, with misunderstanding and was discontinued at the end of 2011. However, the plant is improving motorcycles little by little from year to year, saturating them as much as possible with foreign spare parts, right down to bolts and nuts, which has a very positive effect on service life and survivability. In 2014, fuel injection (!) was finally installed.

Not everyone can appreciate the beauty of the Urals. How far not everyone understands why someone drives a GAZ-21 if they have a Ford Focus.

You can argue as much as you like about the fact that the Urals are a piece of shit for poor people and collective farmers, but it’s worth remembering that a normally maintained and repaired Ural, and in especially rare cases even the Dnieper, is a very, very tenacious thing. Only because of the noobs, schoolboys and simply over-aged bastards who brought the technology to a deplorable state, a certain stereotype has developed... in short, see above.

But even a short trip to some Senezh on Urley can turn into the most fascinating, damn it, story. Searching for a replacement for a dead generator in the surrounding villages will provide you with new acquaintances (as well as a free treat or the opportunity to try yourself in a fist fight, depending on your level of skill in communicating with people); pushing a piece of steel weighing about a quarter of a ton (without a stroller) over a distance of ~twenty kilometers is very useful for physical development; unhurried adjustment of the carbs on the side of the road allows you to thoroughly enjoy the surrounding landscapes (especially if you adapt the passenger to cover you from the rain with a stroller cover during repairs)… To be fair, it is worth noting that although Urals regularly bring adventures, they are often still bad. But it’s not boring—the clearest example.

For comparison, you can open any of the motorcycle magazines and read a report from the series “how my business partner and I traveled around Europe in touring BMWs” - they are all similar to each other, like dumplings from the same package, and the most interesting thing you will learn from there is prices for gasoline/food/lodging, how many hours you can spend at such and such customs and how difficult it is in rural Poland to find an authorized dealer to change the oil and check the tire pressure. True connoisseurs of the Urals do not get pleasure from speed/comfort/show-off. Just remember the old paraphrased quote: “This is not a motorcycle. This is the Urals, baby." It's hard to add anything.

You can't lure girls with Ural, except local drunks

“Ural” is a convenient unit for transporting potatoes or other agricultural products, so the “woman’s magnet” is not included in its basic package. If your friend is also a bodywork master, and he can give the motorcycle a divine look, then there is still some chance of attracting a female.

The standard appearance of even a very decent three-wheeled Ural will hint to a girl not about romance, speed and reckless driving on highways, but at most to the fact that its owner has a folding bed and half a liter of alcohol in the garage. And this is the main problem.

Garage alcoholics are crazy about “Urals” - this is the dream of their tender Soviet childhood. The sight of a motorcycle flying past causes a nostalgic spark in their bullish eyes, after which the drunks begin to walk in a line towards the garage with the desired equipment.

Some want to be given a ride immediately, others give a million recommendations on how, with the help of duct tape and a bar of soap, they can turn a Ural into a racing car, and for a bottle of beer they can even turn a motorcycle into a purring Harley.

As a result, you can only work behind closed doors, firing cigarettes at the storming crowds of onlookers.

[edit] At the movies

Traditionally, in movies about the Second World War, Germans drive everything they can get their hands on, from completely kosher M-72s to heretical devices like the Dnepr MT-11 with BMW emblems. Also, Anonymous is no less bothered by the scene from Prison Break, where a modern 750 cc Ural with Brembo brakes is passed off as a 50-year-old Soviet rarity, and even makes the sound of typical scabies. It most often appears in the cinema of this country as a transport for collective farmers and cops, carrying Dzhigurda himself.

Also appears in the film about the Russian mafia in London “Vice for Export” (originally “Easten promises”). Viggo Mortensen's hero, a Russian mafioso, first tries to start a broken Ural, then successfully repairs it, and as a result, rides both behind the wheel and as a passenger. While looking at it, the spendthrift tells almost everything that you just read above. If you are interested in more, see the list on IMCDB (separating it from its older multi-wheeled brother).

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In "Beware of the Car" one motorcycle is played by three: M-61, M-62 and K-750 Indiana Jones. Wait, OH SHI~ His Dzhigurdeystvo “My dear man” and fucking shame "Vice for export." "Ural Tourist" without a cradle Don't break my rarity! "Ghost Rider 2" Cage is sad in front of the Ural

Buying a Ural is the best way to die young

Do not think that if a motorcycle has three wheels, it will be more stable than its two-wheeled counterpart and that you can ride it while heavily intoxicated. This is a fatal misconception that has claimed a huge number of lives of village fools driving along seemingly safe rural roads.

In addition, fans of the Soviet motorcycle industry know that when making a sharp turn to the right, a motorcycle with a sidecar easily flips over, throwing the passenger to hell. Sharp braking can also lead to a forward somersault, after which the motorcycle easily crushes reckless drivers with its massive 320 kg carcass.

Falling from the Ural is not easy, but very easy, so don’t even think about racing with the police. However, theoretically, with the power of forty horsepower in the engine, capable of accelerating the giant to respectable speeds, it is possible to escape the chase.

A serviceable Ural is not only a good off-road cargo vehicle, but also an excellent motorcycle for learning to ride. Modern models have a quite presentable appearance and are easy to operate, but the price leaves much to be desired. The main thing to remember is that buying an old Ural is a small step for a biker, but a big step for a garage alcoholic.

[edit] Gallery

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Winter bitard[5] Epic shrinking of the manufacturer's website. It was not recorded for almost six months, which symbolizes. No less familiar view of oppozit.ru, which hints even more Spherical boxer in vacuum Crazy Tarantas by Simpson. As naked as it gets without ripping the pelvis out Cranberry edition from United States Crab stand Trumentovoz All inclusive version Fuck we got it You've all been waiting for this WAIT OH SHI~ IMZ. One of the workshops. 2011 IMZ again, 2021 Atskoe enduro Facepalm from English reenactors THE ESSENCE of a stroller through the eyes of foreign fans

[edit] Links

• The main portal for the subject.
• A brief history of the subject's manufacturing plant.
• A collection of truly opposite stories.
• Irbit MotorWorks of America, Inc. - some cunning migrants who, in these States of theirs, sell Urals for thirteen kilobucks per pack.
• UralMotorcyclesLinz are the same entertainers, but from Europe. The site has a racially correct favicon, and in the Cartoons section you can watch several flash cartoons.
• Rule 34.
• Ural-biker blues - song "Chizha", dedicated to the subject.
• Chinese opposition - Chinese otakue.
• English-language buying guide for Soviet motorcycles. Simple and clear.

[edit] Notes

1. Whoops! This device has a little less than nothing to do with the Ural. This is the device of the Kyiv Motor Plant K-750, popularly known as “Cacique”.
2. The motorcycle is notable for the fact that the spokes in its wheels are almost as big as six rows. The authors of this device, the Orechovo Custom Art workshop, at one time the most original craftsmen in this country, specializing only in remaking Urals, have now slipped into ug, using japas and horleys as donors. Google proofs by the name of the device.
3. The original sequence of achieving enlightenment: Ural 650ka-japochopper-japoindura-golda-horley-new Ural
4. The login-password pair corresponded to the profile name for a long time, and on all admin resources
5. The photo shows an epic MV-750 shitty vehicle with a cradle drive and a differential lock in a racially correct military configuration, which is hinted at by the blackout on the headlight, the fastening of the canisters and, most importantly, the machine-gun turret on the sidecar. Quite a technique for hitting cows, yeah. Only this cart was produced in the independent city of Kiev, so the picture relates to the Urals only indirectly.

[ + ] The Ural motorcycle is an integral part of the transport life of this country.

Reserves // • // • auto.ru • ru_auto • South Port Types Motorist • Hitchhiker • Biker • Cyclist • Trucker • Summer resident • Woman driving • Collective farmer • Red-faced • Metro grandma • Pedestrian • Sponsor • Street racer • Taxi driver Buckets of movement Chery • Daewoo Lanos • Daewoo Matiz • Hummer • Marussia • Renault Logan • Tucker • AvtoVAZ (Kalina • Niva • Oka • Basin) • Boomer • Volga • Gazelle • Gelendvagen • Yo-mobile • Constipation • Designer • Moskvich (AZLK • Izhevsk plant ) • Deer • Subaru • Trabant • UAZ • Ford Focus • Member carrier • Electric car Lokhovozki Bus • Gazenvagen • Children's railway • Minibus • Metro (in this country) • Monorail • Passenger train • Ambulance • Livestock transport • Tram • Trolleybus • Russian Railways • Electric train Crystalcycles Harley-Davidson • Hyosung • Ural • Other motorcycles • Scooter Scooters Electric scooter Flying coffins De Havilland Comet • Kukuruznik • Superjet • Tu-124 • Tu-154 Shushpanzers BelAZ • KamAZ • Colchis • KrAZ • MAZ • Ural • Shishiga • VL85 • Shagar Nightmares Car service • Ara-tuning • Explosions in the subway • Traffic police • Tinsmith's Day • Russian roads • Luzhkov's cocktail • Flashing lights • Navitel • Night Wolves • Blue buckets • Cork • Taganka tires • Traffic Directions Around • • Fuck it Special competitions Avtosrachi • Road control • Tackling • Rally • Rulesrach • Rusichesrach • Formula 1 • Elektrichking Memes 3605 • Multi-Track Drifting • Truck-kun • Bus 410 • LAZ bus • Fuel biocatalyst • Compression bucket • Human shield • Like in expensive foreign cars • Kravchuchka • Kochka method • Metro-2 • Metro on the Moscow Ring Road • My parking place • Monorail cat • Motor scooter • Krasinets Museum • Vegetables • Little engine on Tirechevo • Petrovsko-Razumovskaya • Gimli glider • Sale of Toyota Celica • Sanya Poddubny • Lucky ticket • Fucking tractor • Flicker • What happens if you throw a crowbar into the toilet of a train at full speed? Fans Transport fans (on the Internet) • Airsimmer • Bus drivers • Railway simmer • Railway maniacs (Bolashenko) • Metro fans • Pira • Rybakin • Trammen

[☭ ] The Ural motorcycle comes from the USSR.

Chiefs Lenin ★ Stalin ★ Khrushchev ★ Brezhnev ★ Gorbachev Mind, honor and conscience of the era Bulgakov ★ Vysotsky ★ Gagarin ★ Goblin ★ Gutnik ★ Zhukov ★ Kalashnikov ★ Kola Beldy ★ Kosmodemyanskaya ★ Kukryniksy ★ Letov ★ Lysenko ★ Pavlik Morozov ★ Panfilovites ★ Stakhanov ★ Khil ★ Tsiol kovsky ★ Tsoi ★ Chapaev Public Enemies Bandera ★ Beria ★ Vlasov ★ Yezhov ★ Dissidents ★ Loza ★ Mao ★ NATO ★ Nicholas II ★ Novodvorskaya ★ Passengers of the Korean Boeing ★ Rezun ★ Solzhenitsyn ★ Talkov ★ Tonka the machine gunner ★ Trotsky ★ Tukhachevsky ★ Khoja ★ Chikatilo ★ And joined them Shepilov Cultural and entertainment events Red Alert ★ Alcoholism (Tear of a Komsomol and other moonshine) ★ Bathhouse ★ Endless Summer ★ In the animal world ★ Children's camp ★ Tighten the screws ★ From matches and acorns ★ Fine arts ★ Space race ★ Lambada ★ Messing ★ Moscow Olympics ★ Elusive Avengers ★ Rhythmic gymnastics ★ Soviet toys ★ Soviet cinema (Ivan Vasilyevich changes profession ★ The irony of fate ★ Kin-dza-dza ★ The Diamond Arm) ★ March of the Aviators ★ Soviet animation (Winnie the Pooh ★ Cherkassky ★ Hedgehog in the Fog ★ Carlson ★ Well, wait a minute! ★ Fell last year snow) ★ Soviet posters (Don't talk! ★ No! ★ Motherland ★ Have you signed up as a volunteer?) ★ Herluf Bidstrup Heroic Pages Russian Civil War ★ Soviet-Japanese Wars ★ Soviet-Finnish War ★ Great Patriotic War ★ Guerrilla War ★ Cold War (Afghan War) Achievements of science and technology S-90 ★ AK-47 ★ Belomor ★ Brezhnevka ★ Varenki ★ Guitar "Ural" ★ Demobilization album ★ Kirov airship ★ Damn Stalin reached out ★ Carpet ★ KT315 ★ Kuzka's mother ★ Mausoleum ★ Mi-24 ★ Mill yard personally shot by Stalin ★ Peaceful Soviet tractor ★ Motorcycle "Ural" ★ Public catering ★ Development of Antarctica ★ Domestic auto industry ★ Domestic manufacturer ★ Flight of Levanevsky ★ Landing of Tu-124 on the Neva ★ Mailbox ★ PPSh ★ Gas mask ★ T-34 ★ T-35 ★ Theremin ★ Tu-154 ★ Tu- 160 ★ Khrushchev ★ Chernobyl ★ Member carrier ★ Cast iron ★ Shishiga Minor disadvantages 101st kilometer ★ Aeroflot chicken ★ There is no sex in the USSR ★ Enemy voices ★ Scarcity ★ Voluntary-compulsory ★ Iron Curtain ★ Square-nested way of thinking ★ Kolyma ★ Mayak plant ★ No, Molotov! ★ Queue ★ Molotov-Ribbentrop Pact ★ Planned shutdown ★ Political instructor ★ Propaganda ★ Registration Memes 3.62 ★ 1000 little things ★ Compression bucket ★ Fan factory ★ Veteran of the Battle of Kulikovo ★ All progressive humanity ★ Inscription ★ General line of the party ★ Globe of Ukraine ★ Citizens of the USSR ★ Twice Jew of the Soviet Union ★ What Stalin brought the country to ★ Life has become better, life has become more fun ★ Decaying capitalism ★ But we make rockets ★ Star ★ Toys nailed to the floor ★ How I spent the summer ★ A book about tasty and healthy food ★ Carpet ★ Little boy... ★ Having no analogues in the world ★ I haven’t read it, but I condemn it ★ Monkey with with a grenade ★ Process with a file ★ Do not offer the first and last ★ At the numerous requests of the working people ★ Victory in spite of ★ Previous speaker ★ Chain to a machine gun ★ Selling girl of imperialism ★ The Soviet Union is the most Soviet union in the world! ★ Soviet memes ★ From the point of view of banal erudition... ★ Fartsovka ★ Shuttles ★ Man and Steamboat ★ A feeling of deep satisfaction

Livejournal in the Urals with a stroller

Preface.

In 2004, I went on my first real long-distance trip, it was a trip to Tver to see “Invasion”. I traveled through Samara and spent the night there. The next day I reached Moscow where I got lost a little. I don’t remember why, but before the trip I didn’t ask where exactly the rock festival would be held, so I wandered off. (I didn’t get lost) I was lucky that I came across a billboard for “Invasion”, on which the city of the event was indicated. So I got to Emmaus near Tver. Later, remembering the trip, I calculated that on the second day from Samara, with all the stops and wanderings, I drove 1250 km to Tver, spending about 22 hours. Then the idea arose that if you travel without wasting too much time, doing LJ in the Urals with a stroller is quite possible.

Later there were other events in my life and for some time I forgot about the race. In 2012, having bought a new Ural, I again thought about passing the standard. We can say that the idea came up to pass the fixed standard in the Urals with a stroller! At that time, there was only one person on the list who had passed the standard on domestic equipment. His motorcycle was a Ural Wolf. But while I got ready and registered the motorcycle, while I was going through it, while I was running it into a more or less reliable state, quite a lot of time passed. In the summer of 2021, the rework and running-in of the camshaft was successful, as well as the 9-pair gearbox. The heads behave consistently in all runs. By the end of August, enough had been done that doubts would finally dissipate, but then the crankshaft let me down. However, it’s even good that it didn’t break down at the time of my arrival. Before the trip itself, I again reviewed the lists of iron-assed people on both sites. Time does not stand still and the lists for 2021 already include Ural Gear Up. It turned out to be a new 2021 motorcycle with a 750cc fuel-injected engine. Among other things, there was one Jawa 638, IZH Jupiter 5, Ural Hercules (750cc) and a whole bunch of Yamaha YBR125. But Ural 8.103.10 was not yet on the lists.

Third story. Get to the mammoths in Khanty-Mansiysk or LJ in the Urals with a stroller. Once upon a time, my friends and I were in Khanty-Mansiysk and visited it specifically to look at the mammoths in the archeopark. About two years ago I had an obsessive idea to get there on my own to take a photo with the mammoths. The distance turns out to be decent, so I decided to combine passing the standard with a trip to Khanty-Mansiysk. The route will go through Ivdel and further through Yugorsk to Khanty-Mansiysk, and will finish in Tyumen. The mileage turns out to be even more than for passing the standard, about 1770 km. Then I didn’t know how far I could travel, but this was quite enough for a start. An important criterion in choosing this route was that it was almost a circular route and I would not have to go back the same 1700 km; from Tyumen to us it is only 330 kilometers. All that remains is to think about the details of the trip in more detail. Having estimated the route on Google maps, the built-in calculator showed that it would take 21 hours and 30 minutes to travel 1770 km without stopping at an average speed of 100 km/h. Well, theoretically I fit in at the right time. True, my motorcycle is not very fast, and in order to fit into the allotted 24 hours, I need to drive the whole way at least 100 km/h, as Google dictates, and as quickly as possible. It was for these purposes that we had to remove the wheel drive and install a regular Ural bridge with a 9th pair. I didn’t want to disassemble the drive gearbox to replace the pair, since it operates silently. Especially for the trip, I assembled a new gearbox, adjusted the gearing and ran it in. Now the motor will maintain the required speed without twisting. In addition, it is equally important to minimize non-driving time, which means you need to calculate everything in advance and of course no stops other than gas stations. The only exception is stopping for photos at stelae and leaving the route for a photo with mammoths. By the way, with the removal of the drive, the motorcycle formally turned from 8.107 to 8.103.10. (8.103.40). I also thought about the start time. Firstly, since I want a photo with mammoths in the background, I need to be in Khanty-Mansiysk during daylight hours. Secondly, it was known from friends and acquaintances that the roads along this route are of good quality and traffic depends on the time of day. If I start at midnight, then I avoid a lot of traffic on the Serovsky tract all the way to Ivdel, then the road will be quite deserted until Khanty-Mansiysk. Traffic is possible from Khanty, but it will not be long, only until the turn to Gornopravdinsk. Next on the way there will be the large city of Tobolsk, but it has a bypass road, and at midnight there should be no traffic at the finish line in Tyumen. The next argument in favor of a midnight start is convenience for my witnesses. According to the rules of the “Russian Iron Ass” there must be a witness to the start and a witness to the finish. This could be anyone, even a gas station worker. Strangers naturally arouse distrust, so I made an agreement with guaranteed reliable friends from AK. The start time and finish time will be more or less convenient for both. There is another reason why I chose to start at midnight. Before the trip, I periodically came across information that bears were often spotted in the area where the route would pass. Starting from Karpinsk and further in Severouralsk and Ivdel, bears that summer entered the outskirts of these cities. From Ivdel to Khanty-Mansiysk there is an almost deserted section of the road with little traffic. In this area we also encountered bears on the side of the road. There are many photos and videos of bear incidents in these cities and running along the roads. Everything would be fine, but the Ural is not the most reliable transport, I wouldn’t want to repair it on the side of the road with bears. If you start at midnight, then at the entrance to Ivdel it will already be dawn and there will be more cars on the highway. This way I can ride the most intense section during daylight hours. Just in case, I still agreed with a friend from Yugorsk that in the event of force majeure, he would insure me. An important point is the availability of gas stations along the entire route. Everything is fine here, there are gas stations at a distance of 200 km, plus or minus. I remembered where they were, but still took two 10-liter cans. Good weather along the entire route occurred on September 25-27. At night the temperature promised to be around zero, but during the day it was a comfortable 13 - 15 degrees with a southerly wind! The launch was scheduled for midnight on Friday, September 25th. The day of September 26 will become 24 hours of my race. (almost Le Mans) Just before the trip, a friend from Talitsa called and reported the latest traffic conditions on the Tyumen-Surgut highway from his friends. It turns out that in my direction, road repairs will begin immediately after Tobolsk. Somewhere there is traffic in the same lane with oncoming traffic, and somewhere there is reverse traffic. All this will reduce the average speed. We had to quickly look for a new route with the finish line in Tobolsk itself. The route from Khanty developed through Poikovsky - Salym and this is approximately the same 1770 km. But in this version, it was not the most direct possible, which means, according to the rules, I would have to collect evidence that I did not take a shortcut and was at several points on this route. We also had to find a witness at the finish line in Tobolsk. These also turned out to be guys from the AK motorcycle movement.

On the eve of the start, I collected the necessary things and serviced the motorcycle; all that was left was to get some sleep and get up at 8 pm. But as usually happens, I didn’t really sleep before the important event. Got up at noon 12 hours before the start. To occupy the day with something, I rode my bike to Lake Shartash. It is located within the city and not far from the garage. It's warm and sunny outside, and Indian summer is in full swing. On the beach near the windsurfing school I saw this pedestal and thought - this is a sign! At the right time, I got on the motorcycle and went to the gas station at the exit of the city, where the starting point would be. Soon Tanya “Valley” AK111 arrived to fix the start. Exactly at midnight I drive up to fill up and receive the first check with the date 09.26.2021 and time 00:06. The report has begun. The temperature is around +3..+4 degrees. I drive without gloves because I don’t like driving in them. With the branded Ural mugs on the steering wheel, you can drive quite comfortably even in cool weather, but today your fingers began to freeze. At the nearest gas station I still wear gloves, but it turns out they have one drawback. They don't slip on the grips, but your hands do slip inside. I’ll tell you what this led to a little later. I drove the first 200 kilometers in 2 hours 15 minutes, so far the pace is good. I refueled, received the receipt, and moved on. After 50 kilometers I felt that the motorcycle began to lose traction. Is it really a catch? It flashed through my head: “We’ve arrived.” I’m thinking - at this point the piston engine has already driven 28 thousand and there shouldn’t be any sticking, especially with the 9th pair at 100 km/h the engine speed is like 80 km/h, but the airflow is like 100 km/h, that is, more intense, and even the air is cool. What's happening? Is it a long climb? It seems like I passed through here two weeks ago, it was warmer, but it wasn’t like that. I don’t want to stop because the average speed will immediately drop, so I slow down by about 10 - 15 km/h and carefully monitor the traction. After some time I try to speed it up and the motorcycle pulls normally again. Apparently it was due to the long ascent that exists in this place. The next gas station was near Karpinsk around half past four in the morning. In my case, force majeure is possible since the gas station attendant may simply be sleeping, I’ll have to look for another gas station and this is a waste of precious time. It was for such unforeseen cases that I took a supply of fuel in cans. I actually had to wake up the gas station attendant, but I lost almost no time. Let's drive on. Since I didn’t travel further than Karpinsk on my own, I want to take photos at the most significant signs and steles. Soon I reach Severouralsk. The road goes through a dense spruce forest and crosses a river that flows along a concrete bed. I found myself in the region of bauxite mines and all the rivers in this area flow in man-made channels made of concrete. Immediately across the river, in a small cleared clearing, there is the Severouralsk stele. I stop to take a photo, but I can’t shake the feeling that a bear is about to come out of the forest. I quickly take a photo and move on. Severouralsk is a small city and quickly runs out of space. The village of Third North begins immediately outside the city, opposite which is the Red Riding Hood mine. The depth of the mine shaft is 1.4 km, and the tower pile driver has a height of 104 meters. One of my friends is from here and I have been here before. .The cables go into the shaft of the mine, the depth of which in this place is a little more than a kilometer. The red arrow shows the nut on the stud, which is in the next photo. In general, from Severouralsk, several villages run along the road for almost 30 kilometers, and in them there are mines for the extraction of bauxite ore. These 30 kilometers are the approximate length of the rock layer, which extends from the surface into the ground at an angle of about 45 degrees. This is also the approximate length of horizons in mines. The rock is being mined at depths of more than one kilometer. .Here is a video from the copra of “Little Red Riding Hood”. From left to right there is the Severouralsk - Ivdel road, along which I was driving, and on the right above another headframe there are white peaks, this is the GUKH ridge.

I get to Ivdel and refuel. Here, as I expected, dawn had already begun. A new road, the Northern Latitudinal Corridor, was built from Ivdel to Yugorsk, which was opened exactly 7 years ago.

As I was told, the asphalt is good and there are almost no cars. Before Ivdel, the road went north along the Ural ridge, and now from the mountainous area I turned east towards the West Siberian Plain. To be even more precise, I’m visiting the Middle Ob Lowland, which is essentially a huge swamp. By 9 o'clock in the morning I reach Yugorsk where I refuel. Lukoil has its own rules and they didn’t fill my tank full; I had to top it up from a canister. It's getting warmer outside and you can take off some of your warm clothes. My friend and I agreed that I would call him only in case of force majeure, so I would notify him: “Hurray, I’m in Yugorsk!” didn't. I drive on and take pictures of various sights as I go, but I can’t drive past the plane without stopping. Soon those same swamps begin and the area around becomes completely flat. Only occasionally does the road reach low hills. .Once again I passed the Kessel Arc in less than 12 parsecs. Having driven a hundred kilometers from Yugorsk, I began to feel sleepy and this is the most unpleasant moment on the road. The desire to sleep is unbearable and there is a strong desire to stop and walk and somehow cheer up. Fighting sleep, I do warm-up movements with all parts of my body and also change my riding position on the motorcycle. This helps, but not for long. I have to repeat everything because I have to wait until the next gas station. So, in a struggle with myself, I reach a gas station near the village of Talinka. It stands at a fork and the village itself is a little away from the highway. Then the thought comes - should I buy some kind of energy drink, maybe it will help? But there is no trade at the gas station and you have to go to the village, which, as luck would have it, turned out to be five kilometers away. I found it, bought it, drank it and headed out onto the highway again. Surprisingly, I didn’t want to sleep anymore. Either the warm-up helped, or the energy drink actually has that effect. Along the roadsides, boxes began to appear standing on supports in the form of a pipe. There is a hole in the drawers. These are the stationary radars in Ugra. An hour and a half later I reach the place where the forest ends and there is a large open space ahead. The area is flat to the horizon, there are no trees in the normal sense, just bushes. All this is a former bed and now a flood of the Irtysh River. Ahead there are a couple of bridges over the channels. From the height of the second bridge over the Shchuchya channel, I saw in the distance on the right a rather large hill, which sharply contrasts with the surrounding flat space, and besides, a spruce forest grows on it. For some reason, I immediately remembered a scene from my childhood film “The Neverending Story,” where the young warrior Atreyu walked through the Swamps of Sorrows in search of answers to the turtle Morla. As Morla lies!

This is the city of Khanty-Mansiysk. There are only swamps around, and this hill is a large mountain of sand. Where it came from is a mystery to me. The sand was clearly formed at a time when there was a sea here, maybe it was once a shore and the mountain was washed up by the surf? Not so far from this place the two mighty rivers Ob and Irtysh come together. During high water, these rivers form huge spaces flooded with water. Probably, once in ancient times, the aborigines liked the hill because it never gets flooded and that’s why they founded a settlement here. Well, with the discovery of big oil, the settlement was transformed into the city of Khanty-Mansiysk. By the way, such mountains of sand go along the Irtysh River starting from Tobolsk, which stands on the same mountain. The road through the flood runs along a high embankment dam. I imagined what happens here in the spring during high water. A large red truss structure is visible against the background of the mountain. This is a bridge across the Irtysh, which is called “Red Dragon” and it is one of the goals of my trip. From the bridge my route goes left, but I need to go right to the archeopark with mammoth figures. While I was driving along the bridge and taking pictures with one hand, as luck would have it, I ran out of gas and needed to quickly switch the tap to reserve so as not to get stuck. I barely made it. From the bridge I reach the junction, where I turn towards the mammoths. Having passed it, I turn to the side of the road, since from this place I have a view of the entire bridge. I let off the gas and then the light goes out and the motorcycle stalls. It flashed in my head again... “that’s it, we’ve arrived.” At least it’s somehow reassuring that I got up in the city and not in the swamps. A bunch of sports cars and choppers rush by. It looks like they are closing the season today, just like in Ektb. I'm starting to figure out what happened. Using the calculation method I quickly discover the reason. The positive terminal on the wire from the generator broke off due to vibration. Having hastily finished, he confirmed that it was her problem. Taking a piece of wire and electrical tape, I quickly extend the wire and fix it. It took about 15 minutes to do everything. I’m off to the mammoths. I looked in advance on Google maps where you can turn around and then park, but you still can’t get close to the figures themselves, and when shooting from afar, the figures will turn out small in the photo. There is one technique in photography - the effect of compressing space using a telephoto lens. The more telephoto you use, the larger the background becomes relative to the foreground. So the mammoths against the background of the motik will become larger and they will be clearly visible. We can say that it was for this shot that I had to take a full-fledged camera. While I was taking photos, two men came up. I see that they are clearly interested in the motorcycle. One of them asks if I’m from Irbit by chance, judging by the region on the number? Word for word, it turns out that he used to live there, and is also a relative of the director of the motorcycle museum. I already have to fly and promising to say hello to my relative, I leave the parking lot. Traffic in Khanty-Mansiysk and the surrounding area is already quite large. Gasoline is on reserve and you need to refuel. According to the plan, ahead in the area of ​​the airport is a Gazprom gas station. Everything would be fine, but while studying the area from Google maps, I did not attach any importance to the interchange in this place. It turned out to be an overpass. It’s good that it ended just before refueling - it’s bad that I can’t make a turn because of the markings. It would have been possible to break it, but I remember that there is also a Lukoil gas station ahead, although it is on the left, but there is an intersection at this point. Soon I got to it, but in order to turn around I had to stand in line at a traffic light, where, as luck would have it, the accident happened. Finally, I stop at Lukoil and, in the best traditions of our country, the fuel reception and gas station are temporarily not working. The girl, the gas station attendant, sadly replies that there is no one else to supply fuel to, since she is alone and must accept the fuel truck. Will you wait 20 minutes?! This is the same force majeure! But I was prepared! Unfortunately, I immediately discover that there are about 15 liters of fuel, because I have already drained a little from the canister. A difficult moment is coming. Since I drive with almost all my money, fuel consumption is high. While I was driving, I already had the case that 17 liters before the reserve was enough for me for 180 - 185 kilometers. As you know, 2 liters remain in reserve and in the most economical driving option this is a maximum of 30 km. From memory, the next gas station in Poikovsky is about 180 km away, and I have about 15 liters in cans and a liter in the tank - it may not be enough! What to do, turn on the fuel saving mode and drive around 80 km/h according to GPS.

There is a lot of traffic here, a lot of heavy trucks and other special equipment, as well as a lot of cars going to gardens or nearby villages. With what pleasure I would overtake them all, but I can hardly restrain myself. After 50 kilometers of this tedious drive, I find a gas station that I didn’t notice on Google maps. The life-saving gas station is located on the territory of some oil refinery, so I didn’t notice that there was a gas station here. Judging by the damaged surface on its territory, all sorts of all-terrain vehicles and other heavy equipment are refueled here. But this doesn’t matter anymore, because there is the necessary gasoline here! To celebrate, I fly out of the gas station and again rush with all the money. Soon I remember that in my joy I forgot to pick up the check. In principle, it’s okay, because the key checks for me are to be taken ahead. In the swamps around, we began to see oil derricks, in some places burning torches, and sometimes people picking cranberries. I fly to Poikovsky where I stop at a gas station to refuel since there is a 200-kilometer section ahead and of course I need to take the coveted receipt. The parking lot here is large and you need to take a break to add oil and have a light snack. I estimate that I have already driven about 1,260 kilometers to Poikovsky, which means there are about 400 kilometers left to go to the point of passing the standard. There are approximately 500 km left to Tobolsk. The time is currently 16:30. It turns out that to guarantee delivery I need a 5-hour drive, and to Tobolsk at this pace is 6 hours. It turns out that in any case I’m going with a reserve and therefore I’ll definitely finish in Tobolsk. Although there is a reserve of time, it is certainly not worth relaxing, which was confirmed literally immediately. From Poikovsky, after 45 kilometers, I take the Surgut-Tyumen highway. The road has become wider and the asphalt is better, but there is more traffic. Soon we all get up to repair the bridge, where reverse traffic is organized. It’s good that I’m not far from the traffic light and literally 10 minutes later our direction begins to move. All the main riders quickly pass me, then I myself begin to overtake everyone who is going slower. Thus began the race against time.

.stele Mamontovskoe deposit. The next 150 km fly by quickly and I get to Salym, where I stop at the next gas station. Here you also need to take a receipt indicating that I was here. Initially, to save time, I didn’t plan to stop at a cafe, but since I have a good amount of time to spare, I decided to have a decent snack anyway. There is a cafe nearby. Just sat down to eat, a man comes up to the table and politely asks: Tell me, is this your motorcycle? What kind of candles do you use? I see you are driving from afar and probably know how to properly configure the Ural? I also have a Ural, but I'm tired of it. In general, while I was eating, we talked a little. He turned out to be a truck driver and driving past the parking lot he saw a motorcycle in the parking lot and decided to ask a few questions. He was surprised at how fast I overtook him and all the passing trucks: “Before that, I didn’t know that the Ural could drive so fast.” We didn’t talk for long, I said that I was in a hurry because I was going for a while, but I was ready to help with the motorcycle in the future. We exchanged contacts, including on VK. It was already 7 o’clock in the evening and while I was putting on warm jackets, he left. Soon I also went onto the highway and flew on. From Salym to Tobolsk there are 320 kilometers and I only have one gas station left to do in Uvat, and the next one will be the finish line in Tobolsk. But as luck would have it, traffic increased. After all, I’m on the Tyumen-Surgut highway, which is the main highway for connecting the “Severs” with the “Mainland”. This is exactly the case that I could not calculate in advance. Firstly, shift workers go to the “Mainland” en masse, and each one, as a rule, has his own car, and on weekends, many people simply move between Surgut and Tyumen. I'm not afraid of cars, they go faster than me, but there are a lot of trucks in the traffic that, besides Americans, travel no more than 90 km/h. So I need to overtake them all. It began to get dark outside and it became increasingly difficult to overtake, since you had to determine the distance to oncoming traffic by the light of their headlights. There is only one undoubted advantage: when the oncoming light is completely absent, at these moments I begin to overtake as many oncoming vehicles as possible. Movements in space are different, you can yawn on a high-speed train at 300 km/h, or you can drive a hundred square meters in the Urals at night and get a lot of pleasure from the ride. In general, a race with switching, with frequent revving of the engine and engine braking. It’s good that the 9th pair makes each gear seem longer, which is very convenient when overtaking. At some point I hear a greeting signal and understand that this is the same guy. But on the section to Uvat I was not the only “racer”. Soon I catch up with an American tractor with a low-frame trawl on which a large yacht is standing. (boat?) The load is probably well secured, since the driver is also in a hurry and makes crazy overtakes despite the huge size of the load. Once again, not having time to overtake, he brazenly wedges himself into the traffic, forcing the trucks he cut off to slow down into the smoke. I imagined what’s going on on Channel 15 now. In another situation, I would let the potential catastrophe go ahead, but now I definitely need to overtake him, otherwise God forbid he will cause an accident with his actions and this could block the path. In general, the situation is a potential force majeure. Since a truck with a trawl is not a very dynamic vehicle, at a certain moment I quickly go out to overtake his trawl, thereby preventing him from doing it first. Then it’s a matter of technique, I continue to overtake all the passing cars and now he won’t get close to me for a long time. In Uvat, next to the Grand Hotel Uvat there is a gas station. After refueling, I call the guys in Tobolsk and warn them that I’ll be there soon, but they’re already waiting! Everything happens quickly and I leave again. The remaining 130 kilometers fly by unnoticed. On the outskirts of Tobolsk I stop at the final gas station and run to pay for the fuel. There is no need to go anywhere anymore, but the time at the check is important. I take the check, the time on it is 23:07. The time report is completed. According to Google maps, I drove 1767 km in exactly 23 hours. Hooray! I did it!

Sasha “Akademik” AK111 meets me with friends. We informed Tanya “Valley” that everything worked out. Then we drive across the city to the garage, where Slava “Slavik” AK111 meets us. I stop with him. Only at the end of this stressful day did I suddenly realize that my right palm, which held the gas, was swollen. The fact is that I attached a metal rod to the gas handle with electrical tape, which in theory would allow me to hold the gas not by squeezing my fingers, but simply by holding my palm on the handle. But due to the wrong gloves, inside which my hand slides, I had to squeeze my hand harder to hold the gas. I also squeezed this rod. While I was driving, I didn’t attach much importance to the discomfort, but when I arrived I realized that my palm was simply swollen. This happens with severe bruises or fractures, the palm practically does not compress or unclench. Here are your gloves. Fortunately, it subsided a little in the morning, but she was still sick the whole next day. In the morning we went to the garage and it turned out that Slava was also a urinal specialist. .Garages are located on the cliff. In the evening, I no longer attached any importance to what was happening, where we had arrived, whose motorcycle was in the garage. I just wanted to take off a bunch of clothes and go to bed. Only when we came back to the garage did I realize that it was Slavin’s motorcycle. I immediately remembered that I had already seen this motorcycle at various Bike rallies, but only now I found out that the engine on his sidecar is one of the first 825cc and also has an original IMZ single-plate clutch. The box is also made for this, including an enlarged clutch release lever. Then I remembered that I had also heard about this motor. Last year (2019) they came to the Irbit Bike Fest. There he ran out of his original crankshaft, which had driven over a hundred thousand. Our mutual comrades from Irbit then helped him with repairs, and later, when I was visiting them, I learned the history of this engine. The crankshaft was hand-assembled and, as usual, covered in inscriptions. The release date was also indicated. After rolling my motorcycle out of the garage, the decisive moment came for me. I didn’t open the valve covers to check the valve clearances, but just started the engine. It started up and worked immediately without interruption, which means the clearances are normal. It turns out that after working for about 1800 kilometers almost at the maximum operating mode, this had no effect on the gaps.

I’ve been to Tobolsk before, so I don’t need a tour; I’ve seen everything interesting more than once. .What a good combination of both corporate colors.

With Slava we immediately go to the Kremlin where I take a memorable photo and take another one from Podgora. Then we drive along a beautiful road through the village of Priirtyshsky, past an ancient convent and soon we approach the Surgut-Tyumen highway. Having thanked Slava for all the good things, I say goodbye and leave in the direction of Tyumen. I literally immediately get stuck in a traffic jam at a reverse traffic light. The first road repairs begin on the bridge over the Irtysh. Having crossed the bridge, I found myself on the “Mainland”, as the “northerners” believe. There is no particular hurry, there are 570 kilometers left to home and I am driving in a more relaxed mode. As was said, sometimes there are repairs to one lane and sometimes reverse traffic with traffic lights. This involves widening the road to two separate lanes in each direction. Still, how successfully I replanned the route with the finish in Tobolsk; if I had gone to Tyumen, it is not yet known whether I would have been able to meet the deadline. While undergoing repairs, I noticed that the freshly rebuilt gearbox began to howl in 4th gear. The sound appeared around 50 km/h. I guess this is just the beginning. The new internals didn't last long and the good oil didn't help. So much for resource tests.

By sunset I reach Tyumen.

The endless detour finally ends and after a hundred kilometers I stop in Talitsa to visit a friend. We once went with him to Khanty to look at mammoths, and six years ago along the same Surgut-Tyumen road we did LJ on an IFA W50 truck. It so happened that a friend from Kogalym gave him a truck. The story is long, but starting from Nizhnevartovsk we drove 1200 kilometers to Talitsa in exactly 24 hours. Of course it’s a joke about passing the standard, but here’s the fact. For reference: The IFA W50’s favorite speed is 65 - 70 km/h. My friend and I discussed the arrival, drank tea, and I left Talitsa about three hours later and reached the garage. The race is over.

Soon after my arrival, I start filling out an application to register on motojopa.ru. I collect and photograph the receipts as required by the rules, and write down the telephone numbers of the start and finish witnesses in the application. But according to the rules, if you do not have the shortest route, then in addition to checks, you also need to have a witness to the turn. Then I remember our meeting with the truck driver. But we were in the right place. I have his number, I call and explain the situation. He readily agrees to confirm and at the same time congratulates him on passing the standard. So, a seemingly random meeting turned out to be not a coincidence.

Well, some conclusions from the trip.

By kilometers. According to the rules of the “Russian Iron Ass”, only the shortest route from the start to the finish is taken into account. You can also get directions using Google maps. In my case it turned out to be 1767 km. In reality, with all the wanderings, it turned out to be a little more, but in general, from the garage and upon arrival back to the garage, the circle turned out to be about 2400 km. By time. The driving time was about two and a half hours. This is time for gas stations, various force majeures and stops for photos and cafes. According to my description, it turns out that I was preparing for the “Cannonball Run” race, but in reality, 2.5 hours spent on stops is a lot. It would be possible to get more accurate data using a navigator, but I don't have one. In general, this is not so important, because the main thing is that everything turned out even better than planned.

On the engine and the motorcycle as a whole. Apart from the broken wire, there were no other problems on the road. Anyone interested in my motorcycle: Engine 650, CPG bored to 79mm for AT, rings Kolbenschmidt. The piston mileage at the time of arrival is 28 thousand, and the total motorcycle has 34 thousand. Ignition Uktus 2, timing belt 55, generator 500W (ATE 1), carbs K-68 stock. Stock air filter. Exhaust 2 in 2. Deep cross pan. In addition to the increased fins, the total amount of oil with it is 2.6 liters. The oil pump is stock, but with an enlarged oil intake to collect oil from the bottom of the pan. Oil LUXE Standard 20W50, in the gearbox MOBIL Synthetic Gear Oil 75W-90, in the axle Lukoil TM-5 75w90 semi-synthetic. Italian seat. It turned out to be very worthy even for such a trip. Conclusions on the box. As I already wrote, roughly 2 thousand km later it howled again. The reason is clear to me. It's just old technology and lack of oil in the right place. I have a plan for the future. I won’t fit the 4th gear gear on a bronze bushing, I’ll try straight away on a needle bearing. As I already wrote in the first part, the heads were repaired by Max “Interceptor”. To a large extent, the success of all summer races was due to the heads. When I went to take the standard, I was already sure that they would not let me down. It's not just about reliability, but also about fuel consumption and traction. In total, I have put 15 thousand miles on them since installation. At the end of the season, I opened the valve covers and discovered that there was no blackness in the exhaust valve area. This is how the review turned out. Thanks Max for a great job.

Some of my conclusions regarding the standard. The motorcycle models that I listed at the beginning have one thing in common - maximum speed. I will not consider any of them separately; I will say that passing the standard for them is technically almost the limit. As for faster motorcycles, in my opinion, it is not sporty to test them for 1000 miles. End.