Motorcycles of the USSR. Soviet motorcycles: types, characteristics

IZ Planet Sport. The fastest and most technologically advanced.

In 1973, the Izhevsk Motorcycle Plant surprised the whole country by showing the first Soviet motorcycle with a sports bent, the Planet Sport. Unlike all earlier motorcycles, which were created in the image of German models, Planet Sport clearly tried to be similar to Japanese motorcycles of the 60s and 70s.

Due to the high quality of workmanship, IZH Planet Sport was actively sold in export markets, for example, in the UK, the Netherlands and Finland. Soviet bikers accelerated on them up to 140 km/h, which was an incredible speed in those days.

The first years of the USSR

The first attempts to restore work, which was actually the pioneer of the motorcycle industry before the revolution, were not made soon. In 1918, the enterprise was renamed “State Aviation Plant No. 1” and focused on the production of aircraft parts, railcars and other products.

The plant tried to return to its usual course in 1924, when a group of engineers developed and built on it the very first Soviet motorcycle, which received the symbolic name “Soyuz”. In comparison with the models produced in 1910-14, this was a confident step forward. Firstly, the car was built on the basis of a single-cylinder 4-stroke 503 “cc” engine and even had a soft suspension on both wheels, a multi-plate clutch and a three-speed gearbox. And, secondly, unlike its predecessors, it consisted almost entirely of domestic parts. The only exceptions were the magneto and carburetor, but even the engine was designed and manufactured in the Soviet Union.

Sunrise. The most rustic.

Voskhod motorcycles began to be produced in the city of Kovrov, Vladimir region, in 1957.
These were very unpretentious single-cylinder motorcycles (173.7 cm3 engine). The Dyagterev plant constantly improved this model, releasing onto the market after the Voskhod its modernized versions, Voskhod-2, Voskhod-3, Voskhod-3M. The latest Voskhod motorcycle was the 3M-01 model with a 15 hp engine. Because of their reliability, Voskhod motorcycles became real workers in thousands of Soviet villages. Even now you can easily find a Voskhod motorcycle in good condition there.

What's on the market for a beginner? Choose a bike under category “A1”

Despite the possibility of obtaining full “licenses” of category “A” subject to completion of retraining courses, many this spring still decided to simply take the category “A1”. In this case, after two years, a full category “A” is assigned automatically. But what to drive these two years? A selection of 125 cc motorcycles is in our material.

It would seem that the new law greatly limits the holders of “A1” category “rights” in the variants of motorcycle equipment, but in fact they have to choose from a large number of different models. There are cruisers, classics, enduros, motards, and sports motorcycles. You can take a closer look at scooters. There really is plenty to choose from. Moreover, for beginner motorcyclists, these 125 “cubes” will be more than enough in the first season. And then... Then, of course, you will want more, and two years on the “baby” will seem like an eternity. Therefore, we suggest that those who are impatient go straight here.

The first candidate for purchase, of course, is the legendary Yamaha YBR-125. For up to $2000 you can buy a new or almost new YBR-125. This is a high-quality, reliable and easy-to-use “Japanese”. In motorcycle schools, he endures bullying and falls for years - and nothing.

For its 125 cc it is quite dynamic. The maximum speed of the motorcycle is 110 km/h, dry weight is 106 kg. The power of the four-stroke engine is 10 hp. Fuel consumption is approximately 2 to 3 l/100 km. The tank volume is 12 liters.

Although, to be honest, Yamaha YBRs are already boring. The Austrian KTM Duke 125 is an interesting option. Injection four-stroke engine with a power of 15 hp, liquid cooling, six gears, electronic instrument panel with on-board indicator. There are versions with ABS. This is a more modern motorcycle. But also expensive, of course. It was not included in the sales advertisements at the time of preparation of the material. The new KTM Duke 125 can be ordered from a Belarusian dealer for 57 million rubles, or $2900 (at the time of publication of the material - 89,700,000 rubles per mile 4668 dollars).

In size and appearance, it does not differ from its older “brothers” Duke 200 and 390. Weight - 127 kg, maximum speed - 130 km/h, tank volume 11 liters. Fuel consumption is nothing at all - 2.5 liters per “hundred”. In general, it’s quite a full-fledged motorcycle for the city.

A more patriotic choice is the M1NSK D4 125. The year before last we did a life test of this motorcycle. At the end of the season, we were disappointed by minor defects and malfunctions, but we appreciated the ratio of low price and good consumer qualities. The factory workers recently said that they are now producing a modernized version - the previous shortcomings have been eliminated. Owners also speak well of reliability. Fuel consumption is about 2.5 l/100 km. You ride for free.

Engine power is 10.5 hp, maximum speed is 100 km/h. Dry weight - 100 kg. Tank capacity 12 l. In general, this is the Belarusian-Chinese analogue of the “yobrik”. The motorcycle is not of such high quality in small details, but its price is half as high - around $1000 new. Personally, I remember him fondly. It was great to drive the D4 125 through forests and fields. And the motor sounds good for such a small volume.

Need more emotions from a motorcycle? Take the enduro! And in the city it’s good to get through traffic jams, and you can go into the fields. When driving over rough terrain, emotions will be over the edge. In addition, there is every chance that he will remain with you after two seasons. You will buy a more powerful and heavier motorcycle for everyday riding, and an enduro will be for blowing off some steam off-road. Personally, that's what I would do.

Here, for example, is the Honda XLR 125. Unfortunately, it is not a frequent visitor to our sales advertisement sites, but it is certainly a device worth attention. The fuel tank capacity is 9 liters, the 125 cc 4-stroke engine develops 11.4 hp, and the dry weight is only 119 kg. Of course, there is also an electric starter. Air cooling system. Only one motorcycle was found for sale in Belarus, the price was $1,700.

The more common lightweight enduro in our area is the Yamaha DT125. The single-cylinder two-stroke engine copes with its duties perfectly - power is 14 hp. allows you to successfully overcome almost any obstacle. Liquid cooling system. The engine is started by a starter, 6 gears. Dry weight is only 110 kg, tank volume is 10 liters. Maximum speed is 110 km/h. The price in advertisements for sale is $1100-1600.

Also from this class you can look at the Honda XR125L, Kawasaki KMX125, Kawasaki KLX125, Suzuki DR125, Aprilia RX 125 and other endurics. An option is to take a motard like Aprilia MX 125 and Megelli Supermoto 125M. But the problem is that in our market there are not so many enduro and motard bikes under the “A1” category. But in vain! With our roads, we can’t think of better technology. But you can certainly order them from companies that supply used motorcycles from Europe.

If you want to race, your choice is sports motorcycles. But taking a 125 cc “sport” makes sense if you are serious about developing sports motorcycle handling skills in the future. Because I personally don’t see the point in enduring a low seating position on a small-capacity bike. Although two-stroke 125 cc “sports” are the fastest among motorcycles of this volume. They look relatively impressive and handle well.

Category "A" - motorcycles; subcategory “A1” - motorcycles with an engine displacement not exceeding 125 cc and a maximum power not exceeding 11 kilowatts (light motorcycles).

But! Not all of them fit “A1”. Because power is limited to 11 kW (15 hp). We do not indicate the power in the vehicle registration certificate, but problems may arise. Therefore, be careful when purchasing a 125 cc “sport” car. They cost from $1000 to $2000 depending on condition and year of manufacture.

Aprilia RS 125 comes in two modifications - 15 and 33 hp. You understand that it’s difficult to expect anything from the first version, but the full version can accelerate the motorcycle to 175 km/h. But also with 15 hp. it can go 145 km/h. Fast motorcycle.

It handles very well, brakes instantly, and is attractive in appearance. The disadvantages include high fuel consumption. With a full tank (14 l), you can travel no more than 200 km at a moderate driving pace. 7 liters per “hundred”? That's a lot.

The budget sports motorcycle model Honda CBR125R appeared in 2004. The basis was a 1-cylinder 4-stroke liquid-cooled engine producing 13.6 hp. power. The engine is quite revvy for its layout and volume and produces maximum performance at 8000-10,000 rpm.

Among the features of the Honda CBR125R are a simple steel frame, electronic fuel injection (since 2007), liquid cooling, disc brakes and classic suspension (telescopic forks and monoshock), 6-speed gearbox, 10 liter fuel tank (13 liters after 2011) and 127 kg curb weight. The average official fuel consumption for the Honda CBR125R is 3.2 liters per 100 km. The exact value depends on your riding style. The maximum speed is 112 km/h.

There is also a Yamaha YZF-R125. The main feature of the motorcycle is a 1-cylinder, four-stroke, liquid-cooled injection engine that produces 15 hp. power. Other key features of the Yamaha YZF-R125 include a 6-speed gearbox, liquid cooling, a curb weight of 140 kg and an 11.5 liter fuel tank. Maximum speed is 120 km/h.

By the way, the owner of such a motorcycle contacted us, here is his short review: “I bought it at the age of 16, as soon as I received an A1 category license.” I chose for a long time. Didn't want to buy M1NSK or Honda CBR 125R. I accidentally came across a Yamaha YZF-R125. For its 125 cc it is very playful. There are no problems with maintenance, all spare parts are available. Due to the presence of plastic, it seems like a full-fledged sports motorcycle, a bit like a Yamaha R6. Some people don’t even realize that this is category “A1”. When they brake, traffic police inspectors are always sure that I’m not riding a 125 cc motorcycle - they check the frame number at every stop. I could have bought a sports 125 cc motorcycle with more power than 15 horsepower, but I didn’t want any questions to arise for me.”

“Sports” are “sports”, but a “normal kid” certainly needs a cruiser. Take, for example, the Kawasaki Eliminator 125. 15-year-old copies on our market cost approximately $1,500. The four-stroke air-cooled engine develops 12 hp. The maximum speed is 105 km/h, the fuel tank capacity is 12 liters.

A rare motorcycle on our market is the Suzuki VL 125 Intruder. It may be a “pocket” cruiser, but it looks quite grown-up. Plus it has... a V-twin engine! Of course, there’s not much to talk about the dynamics with 14 “horses,” but in the city the motorcycle, for example, feels normal. The maximum speed is 110 km/h.

In addition, there are also the “Japanese” Yamaha Virago 125, Honda Rebel 125 and numerous inexpensive South Korean and Chinese variations on the theme.

A scooter is a city dweller's best friend. Practical, convenient, cheap. Here, for example, is the new Baltmotors Galactica 125 DD for $1150. Built-in music system, disc brakes, informative dashboard. Maximum speed is 95 km/h. Fuel consumption according to the passport is from 2 liters per 100 km. The fuel tank has a volume of 5.5 liters.

You can take something more solid and larger like the Suzuki Burgman 125. It will be older and more expensive, but that’s a completely different story. However, we won’t focus on it - we can write a separate article about scooters. There are plenty of them on the market, both new and used.

Do you want to be fashionable, stylish and young? Then customization will help. There is now a growing interest in vintage motorcycles in this area, particularly cafe racers. Therefore, you can take some 125 and convert it into a fashionable motorcycle.

Here, for example, is the Honda CLR125 in the form of a scrambler. Stylish! It’s not a shame to drive away on beautiful equipment for two seasons.

Thus, if you do not want to spend money and time on courses, you can choose a temporary motorcycle for two years. It will be difficult, of course, for large people - for them 125 cc motorcycles are small.

What about the money? A motorcycle or scooter can be rented in the range of $700-3000. But don’t forget that you need to register it, get insurance and pass a technical inspection - that’s about another $100. Again, it will need to be serviced - this will cost some more depending on the condition of a particular instance. Equipment is also required to be purchased, and it is advisable to do this before purchasing a motorcycle. A helmet, gloves, a motorcycle jacket, motorcycle pants or knee pads, motorcycle boots and thermal underwear - all this will cost at least $500. It doesn’t matter that the motorcycle is light and low-powered, you can crash on one. As you know, everyone falls. But falling is less painful when equipped.

For those who are eager to get on two wheels, their dream can come true! And yet never fall. Be careful.

Yuri GLADCHUK Photo from open sources ABW.BY

M-62. Choice of police.

The Soviet police, fair and incorruptible, in the 50s-60s mostly traveled on motorcycles with sidecars.
The M-62, produced by the Irbit Motorcycle Plant, was the most popular choice of servants of the law. Its four-stroke engine produced 28 hp. An interesting fact is that ordinary citizens of the USSR were not allowed to operate Urals without a sidecar at that time.
Still, these motorcycles were quite difficult to control. But the police used motorcycles without sidecars, which looked very cool in the eyes of Soviet boys. How can you not want to become a policeman!

Variety of post-war models

Like the revolution of 1917, World War II dealt a serious blow to the Soviet motorcycle industry. Motorcycles continued to be produced and actively used by the army, but there was absolutely no talk of developing new models. This situation continued for several post-war years: while the country was rising from its knees, the economy used exclusively motorcycles that had survived the war.

The industry began to recover only in the early 1950s, and this process was quite painful. For the most part, motorcycle models new to the USSR were, to a greater or lesser extent, copies of German motorcycles and were produced according to drawings inherited from Germany defeated in the war.

At the same time, the list of factories producing motorcycles has grown quite significantly. So, in addition to the previously operating Izhevsk, factories in Tula, Kovrov, Vyatskie Polyany, Minsk and Riga began to produce motorcycles (including light scooters). All this led to a fairly confident development of the motorcycle industry and a rapid replenishment of the range of models. And if earlier they could literally be counted on one’s fingers, then in the period of the 50s and, especially, the 60-70s, the total number of different modifications amounted to dozens. The most interesting and significant among them were:

M1A "Moscow" (aka "Minsk M1A") - the first light motorcycle of the post-war years. A copy of the German DKW RT125 with a 125 cm3 engine. By the beginning of the 50s, it was produced at several factories at once, including the Kovrov ZiD under the designation K-125. It was the main training machine in DOSAAF schools.
IZH-49 is a copy of the DKW NZ 350. A fairly versatile motorcycle that could be equipped with a sidecar, and later even became the basis for the production of sports cross-country and road models.
“Sunrise” is the founder of the series of the same name, released in 1957. A lightweight, unpretentious motorcycle with a single-cylinder 174 cm3 engine, which has gained enormous popularity among the population.
“Ural M-62” is a heavy motorcycle with a 4-stroke 28 hp engine, produced by the Irbit Motorcycle Plant since 1961. Mainly used by the police, but complete with a stroller it was also used by citizens.
“IZH Planet” is a road motorcycle with a single-cylinder 2-stroke engine with a power of 13 hp, the production of which was launched in 1962. Quite a successful and popular model, which became the ancestor of not only the entire “Planets” series, but also the ancestor of the sports “IZH Planet Sport”.

M-1A "Moscow"

Let's try to build this excursion into the motorcycle past of a great country in chronological order. Let's take the post-war period, well, simply because it is clearer and closer to us.

The motorcycle industry was revived on the basis of the best examples of captured equipment. And a lot of it was brought to the USSR. And now at the Moscow Bicycle Plant they are mastering the production of a copy of the German motorcycle DKW RT125 with a 125 cc engine.

The device is called M-1A “Moscow”. This is the first post-war motorcycle of the USSR - simple and lightweight, which did not require a lot of metal and rubber.

Motorcyclists were trained on this type of equipment in DOSAAF schools. In 1951, production was transferred to Minsk to a newly built bicycle plant. Almost the same model with the index K-125 was produced in Kovrov.

Top reliable small-capacity road builders

When planning to purchase a 125 cc motorcycle, it is important not just to study the technical characteristics, but to find out the nature of this equipment, its features and advantages. We have created a rating for you with the top 5 famous road builders:

The most famous among them is the Yamaha YBR 125. It is recommended to beginners when they ask which bike to get first. It is taught in most motorcycle schools. Yubrik, Yobrik, simply Yubr - it has established itself as a time-tested, reliable and indestructible motorcycle. It is undemanding when it comes to the quality of oil, it literally sniffs gasoline and starts with half a push. There is nothing to break in it - air cooling, simple systems, high-quality components. A real workhorse, which, nevertheless, evokes huge surges of tenderness and pride in its owners;

The second after Yubra can be safely called the Honda CB 125. It is practically no different, except that it costs a little more and drives a little more vigorously. The owners of this bike believe that it looks more modern than Yobrik, more seriously compared to other 125 cc motorcycles. But, despite this, Sibishka never received the reputation of a “people's bike”.

Among the best road warriors, the Suzuki Van-Van 125 is strikingly different. The retro design evokes nostalgic feelings among those who spent their youth driving IZHs and Javas. At the same time, Van-Vanych’s reliability is real, Japanese. The suspension, which is very good for a road worker, and the high ground clearance allow it to easily move off the asphalt.

Austrian classic - KTM 125 DUKE. A legendary, “evil” motorcycle, distinguished from all other brothers by its explosive and perky character. Aggressive design, small size, and the ability to cut through traffic jams make it the king of city traffic. But long-distance riders rarely make it on it - this is due to the awkward landing with a “shrimp” slope;

In fifth place you can put a couple of Japanese scooters at once - Honda PCX 125 and Honda SH MODE. A pleasant ergonomic design, a comfortable, even fit, and amazing wind protection make these small-capacity boats very popular, especially in Thailand or China, where the rainy season can last half a year. They are very maneuverable, which makes them a true friend for driving around the city. And spacious trunks do not require wearing backpacks or hanging additional panniers.

"Izh-49"

In 1951, production of the Izh-49 model was launched in Izhevsk. As in the case of “Moskva,” they took a captured vehicle as a basis. True, the DKW NZ 350 has undergone some improvements, which only made it better - under our brand, of course.

The motorcycle turned out to be reliable, very durable and incredibly beautiful. Even today it is able to captivate a true biker with its appearance - what a fit, what precise lines... Yes, it was a car!

The plant produced versions with a sidecar, sports versions for cross-country and road racing. Not everyone can afford to own them now: the Izh-49 has collector’s value. You can buy it for no less than 100 thousand rubles. At the same time, the price tends to rise.

"Izh Planet"

1962 The Izhevsk Motorcycle Plant is starting to assemble a fundamentally new model for itself, “Izh Planet”, which became the ancestor of a whole family that was produced until 2008 (“Izh Planet 7”).

A middle-class motorcycle created on the basis of the Izh-56 was intended for driving on roads with different surfaces. The warranty mileage of the Izh Planeta has increased by 2,000 km compared to its predecessor, and the service life of the cylinder-piston group parts has increased by one and a half times (thanks to the use of a contact-oil air cleaner).

A new gas tank, easily removable seat, and mufflers were installed. Instead of stamped front and rear wings, stamped-welded ones were used.

The Izh Planet was powered by a single-cylinder, two-stroke air-cooled engine. The crankshaft is prefabricated and pressed. Carter is of block type. The crank chamber is located in the front part, and the gearbox is located in the rear part. The crankcase consists of two halves with a connector along the middle longitudinal plane. The foot shift and kickstart pedals are located on the left side of the gearbox housing.

The motorcycle was produced until 1966, a total of 405,303 copies were produced - a fairly decent circulation for those times.

M-72. The most combative

The M-72 was not the first army motorcycle in the USSR. In 1934, the assembly of the first Soviet heavy model PMZ-A-750 began, and in 1939 - the “understudy” of the British BSA and, considered to be the best pre-war motorcycle in the Union, TiZ-AM-600.

However, it was the M-72, the design of which was “spiked” from the German BMW R71 (the Wehrmacht was equipped with them), which came out in the tragic year of 1941, and was produced throughout the war. And then they seriously served the people for civilian purposes - the last copies rolled off the assembly line in 1960. From 1941 to 1945, the M-72 carried soldiers armed with anti-tank missile systems, machine guns or light mortars. From the first post-war years - and long after - these motorcycles became the main police transport. And since 1954, ordinary Soviet citizens could buy them for their needs.

“Descendants” of the M-72 were ordered by Saddam Hussein’s Republican Guard at the beginning of the 2000s. But I didn’t have time to use it, and combat motorcycles “went to the people.” At the request of customers, Iraqi auto repair shops install additional “active and passive protection” on the Urals - armor and a machine gun.

Mopeds and scooters

The list would be incomplete without Soviet mopeds such as “Karpaty” and “Riga”. Their first modifications were equipped with bicycle pedals, and were the most inexpensive form of transport, which was very popular in rural areas. And the Tula plant produced motor scooters “Tula”, “Tourist”, “Tulitsa” and a cargo “Ant” with a luggage platform and wide car wheels at the rear. The latter is generally in demand even now, despite the fact that it was discontinued a long time ago. Mopeds in the USSR became so popular mainly due to their low price and the absence of the need to obtain a driver’s license to drive them. They were usually the first motorcycles in the hands of future bikers, instilling in them a love of two wheels. The Carpathian moped was a dream for many of them, especially since it was already completely legal to ride a moped from the age of 14.

L-300 "Red October". The very first.

The very first serial Soviet motorcycle was the L-300 “Red October”.

At the beginning of 1930, Leningrad designers prepared its drawings, inspired by the most reliable bike of that time - the German DKW Luxus 300. And in the fall of the same year, the first batch of L-300 was ready.

The motorcycle was produced until 1938, and then the no less legendary IZH-8 was created on its basis. This “descendant” of the L-300 even ended up on silver coins... in New Zealand.

By the way, the name IZH-7 was borne by the same L-300s, which were produced in Izhevsk in parallel with the Leningrad enterprise “Red October”.

"Minsk M1A". First Belarusian

To this day, the “Minskachi” remains the most “popular” motorcycle in Belarus. They run along the roads of the entire former Union, and not only. But most of them, of course, are in their homeland.

Minsk motorcycles passed their half-century anniversary a long time ago (the first models already fully deserve the name “vintage”), and very soon, on July 12, they will celebrate their 61st birthday.

The first Belarusian “bike” was the Minsk M1A, which had many “relatives” not only in the USSR, but also abroad. The “ancestor” of the motorcycle was developed in 1939 by the Germans. The DKW RT125 turned out to be so successful that analogues of this motorcycle were produced under different names in 7 countries around the world, including the USA, England and Japan.

By the way, one of the old “Minsk racers” was tested in harsh conditions by one of the hosts of the famous British show Top Gear, Richard Hammond. He drove it from south to north almost all of Vietnam. CV of the charismatic “car maniac”: “This is the AK-47 among motorcycles - reliable, simple, easy to repair. It was made specifically for those countries where there are no roads.”

"Pannonia"

The Pannonia motorcycle has become another iconic motorcycle among urban youth and motorcycle tourists.

Production of Pannonia began in Budapest in 1954. "Pannonia" became the first new motorcycle of the plant. The motorcycle was equipped with a single-cylinder 250 cc two-stroke engine and a four-speed gearbox. The innovation was a closed chain drive and a duplex frame.

From 1954 to 1975, 286,959 motorcycles were delivered to the USSR. The most popular model was the Pannonia 250 TLF. Weighing 146 kg, the motorcycle produced 18 hp, was not picky about fuel, had an 18-liter tank and reliable electrics. In addition, the plant produced a model with a 350 cc engine and a sidecar.

The beauty and perfection of the lines of the motorcycle still make connoisseurs of rarities look for surviving motorcycles.

In 1968, the plant produced a new motorcycle model, copied from the Yamaha YDS-2, but the USSR decided that the motorcycle was too complex and stopped exporting, after which the plant closed.

Military heritage

The outbreak of World War II significantly influenced the development of the sporting sector, since the main task for designers was now to produce the most reliable motorcycle model for the needs of the army. It was a copy of the German BMW R-71 “M-72”, which, in turn, served as a prototype for the next serial sports car – “M-75”, produced at. Engine with overhead valves and increased to 35 hp. power, which formed its basis, was released already in 1943.

At that time, engineers hardly thought about the sporting use of the new product, but, nevertheless, it was on the M-75 that one of its creators participated in the USSR championship in 1946. At the same time, this model began to be mass-produced for peaceful purposes and began to enjoy relative popularity among racers until production was discontinued.

In 1951, the M-75 was replaced by the M-75M, which logically developed the ideas of its predecessor. Almost the only unchanged part of its design was the well-proven engine; all other components, including even the frame, were gradually refined and improved. This was greatly facilitated by small-scale production, which made it possible to make changes almost instantly, mass-producing fresh, updated modifications. At the end of their existence, these were modern cars with aluminum cylinders with a cast iron liner, an improved front brake, a reinforced gearbox with a more convenient two-arm gear shift pedal, an updated carburetor, narrower and lighter fairings and other improvements.

By the way, the M-75M was always produced with a bracket for attaching a stroller, which made it possible to use it both for single races and for disciplines with a stroller. Moreover, the plant officially produced two modifications of strollers: for circuit racing (platform), for road racing (cradle).

In 1954, a new modification was released, called the M-77 (the M-76, oddly enough, existed only as a prototype in the period between the M-75 and M-75M). And if last time the main work was carried out on the periphery, now it’s the turn of engine modernization again. Its power was increased to 48-50 hp, which also resulted in an increase in the total weight of the motorcycle. Now, excluding the stroller, his weight reached 196 kg. Despite this, the model turned out to be successful and quite popular, but still became the last motorcycle produced in the USSR for circuit racing in the 750 cm3 class.

By the way, the M-80 model with a 750 cc engine also existed, but was produced on a different engine, almost simultaneously with the M-75. In 1947, it even set an absolute speed record of 172 km/h. In parallel with it, the GMZ also worked on “closing” other classes. And if in the 350 cm3 class they managed to release the relatively well-known “M-35” model, then a motorcycle with a 500 “cc” engine not only did not see the light of day, but did not even receive markings, although it was developed within the walls of the plant.

Java

Brand of road motorcycles produced in Tinec nad Sazavou (Czechoslovakia). The USSR was the main importer of Java. In total, more than a million motorcycles of various models were delivered to the Soviet Union. In Soviet times, Jawa motorcycles were considered the best available for sale in the USSR.

One of the popular names for the Java 360 model was “Java the old woman” or simply “old woman”. “Old women” with a single-cylinder engine were popularly called “chekushki”, due to their volume of 250 cubic centimeters.

There are several modifications that can be divided into motorcycles with 6V and 12V electrical equipment. The 6V version has a less powerful engine and a weak generator, but, subjectively, motorcycles equipped with 6V equipment are more beautiful. "Jawa" are motorcycles of the same class as the "Jupiter", but more pleasant to use.

The most fashionable model in the USSR was the Java-368, which began to be produced in 1984. "Java" had a two-stroke two-cylinder engine with a volume of 343 cc. and a power of 26 hp, the maximum speed of the motorcycle was 120 km/h.

"Java 350 638"

The first Javas had a 4-stroke engine with a cylinder capacity of 500 cm3, were quite complex, expensive and were not in demand. Then a series of modernizations followed - one of the most successful occurred in 1984. The model turned out to be so successful and in demand that the number of motorcycles produced in the 1980s exceeded 3 million units. “Java 350 638” has repeatedly appeared in films (“Accident – the Cop’s Daughter”, “Rats, or the Night Mafia”, etc.). They even wrote songs about it (“Java” by the Gaza Strip group).

"Chezet"

The history of the legendary “Cezet” goes back to pre-war times, when the Czechoslovak arms factory Ceska Zbrojovka (CZ) decided to start producing motorcycles. In 1936, the plant produced prototypes of the Cheset, on the basis of which motorcycles with engines of 250 and 350 cc were later developed.

In 1960, CZ launched the Cheset motorcycles into mass production. In the USSR, CZ experienced unprecedented success. Along with the Java, this motorcycle was a success among rockers, and the black Cheset became the dream of an entire generation.

The famous cross-country Cezet was born in 1962. The motorcycle was equipped with a 250 cc single-cylinder two-stroke engine. Cheset's finest hour lasted until the end of the 60s. Racers from the USSR, Belgium and the GDR competed on it and won championships.

Jawa 360

Later Soviet times speak of the era of Java fans. In the 70s, it was one of the best motorcycles, on which every third Soviet biker rode. The manufacturer itself has produced more than 1 million copies, which have won the hearts of thousands of people. The most beautiful, reliable and powerful was the Jawa 360.

The most interesting modifications were considered to be those with a side stroller, a chrome-plated gas tank and a rich red color. Depending on the modification, engines of 250 and 350 cc were distinguished. The engine on the Java 350 was playful and powerful, it was not for nothing that the saying went “If you bought a Java, dig a hole.”

"PMZ-A-750"

In 1931, the development of medium and heavy motorcycles for the army and the national economy began. The first was the heavy motorcycle “NATI-A-750”. This car was a mixture of traditions: an American-type power unit was built into the chassis, made in the image of a BMW. “PMZ-A-750” was used not only in the army, NKVD units, but also in the civil service. The design of the motorcycle turned out to be durable, but very capricious. As a joke, the letters PMZ were deciphered as “Try to turn me on.”

Years before the war

In 1938, the “seven” was replaced by a new modification – “IZH-8”. It received a significantly more powerful engine (8 hp) and a modern ignition system - instead of the usual magneto of that time, it used a pair of battery and generator that later became standard. Just 2 years later, production of the new model “IZH-9” began, with an even more powerful (9 hp) engine.

However, active work was carried out not only by “Red October” and “IZHMASH”, which produced light motorcycles “for the people”. So in 1934, the Podolsk Mechanical Plant began producing the first heavy motorcycle, the PMZ-A-750, primarily intended for the army. By design, it was also a partial “clone” of foreign technology, not just one, but several models at once. For example, Soviet designers spied the frame from BMW, and as an engine they offered their version of the American V-shaped 750 “cc” engine installed in Harley-Davidson motorcycles.

Despite extremely advanced technical solutions (for example, an ignition switch that could not be found in any other Soviet model), the PMZ-A-750 turned out to be extremely capricious and not very reliable in operation, so in 1939 it was withdrawn from service army and from production. Since then, PMZ no longer produced motorcycles, and the place of the military iron horse was taken by the M-72 model, which became another “analogue” of European technology, this time the BMW R71. By the way, it was she who became the main motorcycle of the Soviet troops during the Second World War.

Another attempt to create a reliable heavy motorcycle was made in 1935 at TIZ - Taganrog Tool Plant. Its designers did not reinvent the wheel and simply copied the successful English model BSA Sloper with a 600 cc engine, giving their version the simple and understandable name TIZ AM-600. The resulting vehicle was considered one of the most reliable, so a special modification was even produced for the needs of the NKVD, equipped with a machine gun turret instead of a sidecar. With the outbreak of the war, production was moved from Taganrog to Tyumen, where the TIZ AM-600, previously slightly modified, continued to be produced until 1943.

Vyatka VP-150. Italian elegance.

The last one in our review is not a motorcycle at all, but a scooter.
The Vyatka VP-150, the prototype of which was the Italian Vespa scooter, is rightfully considered the most elegant two-wheeled vehicle in the USSR. It was a quiet and very comfortable scooter that even women could drive with ease. At the Vyatka base they made a whole range of three-wheeled scooters with various bodies, which were actively used in urban cargo transportation.

"Tula-200"

In 1986 - 1988, a very unusual motorcycle, the Tula-200, was produced in the Soviet Union, which was distinguished by wide off-road wheels. They were needed because the model was intended for hunters and fishermen.

They took the engine from the Tulitsa scooter, boosting it to 13 hp. This made it possible to accelerate to 90 km/h, although for such a device speed was not the main indicator; cross-country ability was much more important.

10,000 -12,000 thousand of these bikes were produced per year. The last one rolled off the plant's assembly line in 1996.

Classics

If you need to choose a 125cc motorcycle for the city or village , but you don’t know which one, look towards the classic “road bikes”. They are good at a little bit of everything, and most of them can handle both asphalt and dirt tracks. The choice in this category is very wide, from modern-looking models clad in plastic to extremely budget bikes for utilitarian purposes. Road motorcycles in this category are the most widely represented, and the most popular of them is the Yamaha YBR-125, assembled in factories in China, inexpensive, durable and phenomenally reliable. Although there are other worthy models in the 125 cc class, starting with the Honda CB 125 and ending with countless hordes of Chinese motorcycles from dozens of different brands.

ZID-175 4ShP. The first Soviet ATV.

Surprisingly, in our country, despite the complete absence of roads in some places, ATVs have never been mass produced. Almost the only more or less serial copy was the ZID-175 4ShP, produced at the Dyagterev Plant.

The design was not very successful: weak engine, complex transmission elements. This is probably why such ATVs are not widely used.

"Ant". A truck for everyone.

Based on the Tula scooters, the Tula Machine-Building Plant produced a huge number of Ant three-wheeled cargo scooters. This was a breakthrough for the Soviet Union, because the sale of vans and station wagons to USSR citizens was prohibited. So such scooters were almost the only opportunity to transport small quantities of cargo.

TMZ has produced a huge number of such scooters. They were equipped with flatbed platforms, dump bodies, vans and even tanks. They are still popular today.

In 1958, the Kharkov bicycle factory began producing the B-901 bicycle specifically for the D-4 engine.

Compared to a regular road machine, this bike had a shock absorber in the front fork and larger tires. Apparently, the B-901 can be considered the first Soviet mass-produced motorbike. Then the production of motorbikes was transferred to the Lvov Metal Plant (since 1960, Lviv Motorcycle Plant - LMZ). In the same year, the plant began producing B-902 motorbikes, which differed from the B-901 mainly in the frame design.

In 1962, the plant’s design bureau created the MV-042 “Lvovyanka” motorbike. It was a fundamentally new model with a special load-bearing all-stamped frame, telescopic front fork and even spring-loaded rear suspension.

In the first batches of the Lvovyanka, the engine was still the same - D-4.
In the process of subsequent modernization of the moped, instead of a rear fork with a central spring, they began to install double shock absorbers in aluminum casings. And, most importantly, the D-4 was replaced by a new engine - the D-5, with the compression ratio increased to 6 units. Engine power increased to 1.2 hp. at 4500 rpm, fuel consumption remained at 1.5 l/100km. The high thermal stress of the D-5 forced the designers to use a new cylinder with developed ribs and a removable head.

The “Lvovyanka” was replaced by the light moped “MV-044”, characterized by a developed hood and angular shapes.

In 1969, they began to produce a new model - “MP-045” with a reinforced frame and a larger gas tank.

The last of the light mopeds produced by the Lviv Motorcycle Plant is “MP-047” “Tisa”. After this model, the plant completely switched to the production of heavy mopeds - “Verkhovyna”, and subsequently “Karpaty”.

It should be noted that rear shock absorbers were installed on all light mopeds of the Lvov plant. Light mopeds from other Soviet factories, as well as most foreign light mopeds of those years, did not have such “luxury”.

Almost simultaneously with the plant in Lvov, the production of light mopeds was launched at the Riga motorcycle plant “Sarkana Zvaigzne” (“Red Star”) and at the Penza Bicycle Plant named after M.V. Frunze.

The running gear of the first light moped, the production of which began in Riga in 1959, was the Riga-16 men's bicycle manufactured here.

The familiar D-4 engine was installed on the bike. (A. Popov, Cooled Star, “Moto”, No. 1, 2012, p. 88). The resulting design was very reminiscent of the B-901 motorbike from the Kharkov bicycle factory.

Riga-13. The first moped of Soviet boys.

Riga began producing mopeds back in 1958. Many boys dreamed that their parents would give them a moped for their birthday. This is what they did, so mopeds, and especially Riga-13, became the first vehicle for many.

Riga-13 began to be produced in 1983. Equipped with a 1.3 hp engine, it accelerated to only 40 km/h. To start from a standstill and move uphill, the “biker” was recommended to help the engine by rotating the pedals. Riga-13 was produced until 1998, becoming the most popular model of the plant.

“Verkhovyna-5” (LMZ-2.153)

It was produced since 1974 and featured a greatly modified appearance.
The moped received a horizontal tank with a capacity of 7 liters, a different trunk, and a new front fork. The Sh-57 engine was installed on the moped. In 1978, they began producing Verkhovyna-6 (LMZ-2.158) with a slightly modified design and a Sh-57 engine, and later a Sh-58 with a kickstarter.

In addition to the base model, production of “Verkhovyna-6-Sport” and “Verkhovyna-6-Tourist” was also launched. “Verkhovyna-6-Sport” was distinguished by a top-mounted muffler, a cross-type steering wheel with a jumper and a sprung front wheel guard. “Verkhovyna-6-Tourist” had a wind deflector and two spacious luggage bags behind the driver’s saddle.

One of the “Verkhovyna-6” became the two-millionth moped (!) of the Lviv Motor Plant. “Verkhovyna-7” (LMZ-2.159) - the last of the “Verkhovyna” - was produced since April 1981. The moped was equipped with a new front fork, new, more powerful lighting equipment and a new trunk.

Verkhovyna-7 was equipped with derated Sh-62(M), and later with V-50. The maximum design speed of the moped was reduced to 40 km/h.

In the spring of 1981, a model no less significant for the history of the Lviv Motor Plant appeared - the Karpaty mokik (LMZ-2.160),

0 and in 1986 the mokik “Karpaty-2” (LMZ-2.161) was released. Both Karpaty mokiks, in the development of which the VNIITE branch in Leningrad took part, were equipped with a Sh-58 or Sh-62 engine with a contactless ignition system.

If we talk about the external differences between the “Verkhovyna-7” and “Karpaty” mopeds, the most obvious is the changed shape of the frame, tank, muffler and side casings in the “Karpaty” mopeds. The developers increased the service life of the new model: the warranty mileage of the Karpaty mokik was 8,000 km (Verkhovyna-7 had 6,000), and the service life before the first overhaul was up to 18,000 km compared to 15,000 km for Verkhovyna. Like “Verkhovyna-6”, the mokick “Karpaty” also had similar modifications - the “Karpaty-Tourist” moped and the “Karpaty-Sport” youth moped. Subsequently, the Karpaty-2-Lux moped was also produced, the distinctive feature of which was direction indicators.

In 1988, the Lviv Motorcycle Plant produced 123 thousand mopeds. Once the production volumes of this plant were twice as large, however, in the second half of the 80s it was necessary to reduce the production of 50 cc cars due to a drop in demand and actively develop new models to attract buyers. A new model LMZ-2.164 was developed. In 1990, the Serpukhov Scientific Research Institute of Motorcycle Engineering designed a new modern model of the D-51 engine with a petal valve at the inlet and an automatic centrifugal clutch, which was supposed to be installed on new models of Lviv mopeds, but the engine did not go into production...

The collapse of a united country led to the death of the Lviv Motor Plant. Now on its territory there is the Inter-Sport sports complex, as well as many small companies that have nothing to do with mopeds. Summing up the Soviet stage of the history of domestic motorcycle construction, it can be noted that in the 60s and 70s, the moped was one of the most accessible vehicles for the country's population. Mopeds were produced in the millions; there was never a shortage of mopeds in the retail chain (maybe with the exception of individual models). Mopeds were also affordable. For example, in 1975, a moped “Riga-7” cost 112 rubles, “Riga-12” - 186 rubles, “Verkhovina-5” - 196 - 198 rubles (depending on the configuration). For comparison, the price of an Electron scooter was 270 rubles, a Minsk-105 motorcycle was 330 rubles, a Voskhod-2 was about 420 rubles, etc. Any worker could purchase two-wheeled motor vehicles, especially mopeds.

It is curious that, having overtaken the companies of Germany and France, which laid the foundation for the mass production of small motor vehicles, by the early 80s of the 20th century we took third place in the world (after Japan and Italy) in the production of mopeds and began to supply them to the foreign market (for example, in Hungary, Poland, Angola, Bangladesh, Cuba and even Italy). (M. Leonov, What should a youth moped be like?, “Technology for Youth”, No. 3, 1983, p. 48).

Phantom successes

At first glance, the current situation may seem extremely successful: factories are in full swing producing new sports models that successfully participate in world-scale competitions and bring victories to domestic athletes. In fact, within the framework of the development of the world motorcycle industry, the situation in the USSR was much less rosy.

Already by the early to mid-60s, the cross-country motorcycle industry was unable to provide Soviet riders with equipment that could seriously compete with the products of other countries. To participate in international competitions, special non-serial samples were first produced, and then domestic teams completely “switched” to products of Czech enterprises - Eso, ČZ, Jawa. At the same time, the above variety of cross-country models was intended for the so-called “internal competitions” and differed only slightly from road modifications.

As for world road racing, its history for the Soviet motorcycle industry actually ended in 1969 with the closure of Vostok production. However, this does not mean that work in this direction has been completed. In the 1970s and 80s, designers continued to produce sports road motorcycles, but, as in the case of motocross bikes for the domestic market, they were also often based on ordinary urban models.

Among the most notable models are:

“IZH Sh-12” is a sporty modification of the “household” “Jupiter-3”, released in 1977. The main modifications concerned the engine - its power was increased to 38 hp, the abandonment of the generator and lighting equipment and, of course, the appearance. The model was produced in extremely small series - only a few dozen models per year, and was expensive, but relatively popular: it was purchased by regional DOSAAF, and some of the motorcycles were even sent to Czechoslovakia and the GDR.
“Voskhod ShK-3/4” is the “answer” to the obsolete IZH Sh-12 from ZiD by the early 80s, built on the basis of the serial Voskhod-3. The sports version received a new injection system, a new carburetor, lower weight due to serious modifications to the frame and suspension (80 versus 125 kg) and increased from 18 to 22 hp. power. The improved weight/power ratio allowed the motorcycle to reach speeds of 165 km/h, but had an extremely negative impact on its stability while riding. By the way, the production of this model in comparison with the Izh was much larger - about 300 copies were produced per year.
"MMVZ-3.227" is one of the most interesting and most inaccessible cars in Soviet times. It was released in 1988 and instantly sold out to sports motorcycle clubs. Moreover, during the life cycle that ended in 1991, only 250 units were produced. The basis of the motorcycle was a 125-cc engine from the “urban” Minsk, modified to increase power to 24 hp, which allowed a top speed of 165-170 km/h. The rear suspension was a monoshock absorber, and the front fork was unique, designed specifically for this model. In addition, the car differed from its predecessors in the presence of front and rear disc brakes.

These are not all, but definitely the most important and significant sports motorcycles for Soviet history. With the collapse of the USSR, this direction of production practically disappeared. However, we will tell you more about the state of the industry in the newly formed state not now, but in one of the future materials.