Dnepr motorcycle engine, characteristics, history, design, tuning

Heavy-duty motorcycles are quite rare today, but in Soviet times they were produced in a huge range. Consequently, the Soviet motorcycle Dnepr MT 10, which is available with a sidecar included, is considered one of the best representatives. The presented model is distinguished by excellent power and the ability to transport a driver and two passengers in a stroller. Also, the dimensions of the stroller allow you to transport cargo weighing up to 260 kg. The manufacturer of this miracle is considered to be the Kiev Motorcycle Plant, but the motorcycle cannot be called completely unique. Its design and design features were borrowed from a German model produced during the Second World War.

pros

Huge power;
Load capacity;
High build quality;
Simple design;
Affordable price.

Minuses

Difficult to manage;
Huge weight of 335 kg;
High fuel consumption;
Weak light.

As a result, the motorcycle became almost ideal for the domestic consumer; the Dnepr MT 10 could move along the road with any surface and transport heavy loads, even of a voluminous type. The main feature of the new model was the installation of reverse gear in the gearbox. Unfortunately, the motorcycle’s enormous weight of 335 kg does not allow it to move quickly, so the maximum speed is limited to 105 km/h. The MT motorcycle also had quite high fuel consumption; on average, it consumed 8 liters per 100 km. The MT 10 model has become one of the best in the Dnepr motorcycle line, the previous MT 9 model was produced since 1971, the newer Dnepr 11 began production only in 1985.

History of the brand

"Dnepr", like "Ural", is a development of the M-72. Then it was modernized and received the K-750 with a more powerful engine. Next, the K-650 with an overhead valve engine was produced. Later, due to a change in the index system, the motorcycle was produced under the symbol MT-8. • Model MT-9 (1971) was distinguished by the presence of reverse gear. • Model MT-10 (1974) became the first Dnepr with a 12-volt electrical circuit and a two-spark ignition coil (one coil for two spark plugs). The gas tank capacity has also been increased. • Model MT-10-36 (1976), due to an increase in the compression ratio and new carburetors, had a power of 36 hp. • The most advanced model was the MT-11 (1985), which had a four-stroke engine with a power of 32 hp. p., 4-speed gearbox with reverse gear, drum brakes on all wheels, including the sidecar wheel, as well as a parking brake. The suspension was distinguished by a front telescopic fork and a pendulum suspension of the rear wheel. The maximum speed was 105 km/h, the load capacity was 260 kg. • There was an all-wheel drive all-terrain version of the MT-16 (1986) with a sidecar wheel drive. • Currently, the plant produces the Dnepr-11 (KMZ-8.155), Dnepr-16 (KMZ-8.922/KMZ-156-200) models; since 1991, the Dnepr KMZ-8.157-02 motorcycle without a sidecar has also been produced. In total, more than three million motorcycles have been produced since 1967. The engines of all models of heavy class motorcycles “Ural” and “Dnepr” have the same design. They are two-cylinder, four-stroke, carburetor, air-cooled and with opposed (located in the same plane towards each other) placement of cylinders in a horizontal plane. This arrangement ensures high balancing of the crank mechanism and good cooling conditions.

Appearance

The Kiev plant decided to improve the appearance of the MT 10 36 motorcycle; technical characteristics now suggested the presence of levers at the end, the passenger footrests now reclined, and union nuts appeared on the exhaust pipes. Next, the manufacturer decided to improve the existing MT 10, the modernization took place in 1985 and received a number of changes in technical terms. Today you can buy MT 10 in the following sizes:

length 2430 mm;
width 1680 mm;
height 1080 mm;
wheelbase 1500 mm;
ground clearance 125 mm.

Externally, the Soviet heavyweight was restrained and did not have a special design; then it was not customary to install plastic and other decorative elements; the main emphasis was on quality and simplicity of design.

It was in 1985 that the motorcycle received major changes; the MT 10 engine increased power from 32 to 36 horses. Since then, the device has become officially known as the Dnepr MT 10-36. In order to improve the motorcycle, the manufacturer began to produce it in accordance with GOST, as a result, safety was significantly improved and external noise was reduced. Safety has improved in particular due to changes to the front brake, which now has two pads. The use of clamps on gas hoses helped provide additional fire protection for the motorcycle.

Now the Dnepr MT 10 with a sidecar was used with a different oil change system. It is directly added to gasoline after each refueling. This helps directly provide lubrication to the internal components. Electrical equipment receives a huge advantage; the manufacturer was able to install self-oxidizing wires, which ensure stable and durable operation of all electrical devices. Also, a special wiring system made it possible to refuse the installation of other unnecessary devices.

The gearbox is set to 4 speeds, there is a reverse speed, and a dry clutch with two discs helps ensure smooth and sensitive shifting. At that time, all Soviet motorcycles were equipped with air cooling, so the MT 10 was no exception. The suspension of the motorcycle is of quite high quality, the excellent design makes it possible to get good handling on the road and cross-country ability over uneven terrain. In particular, this is due to the presence of a sidecar, which will prevent the motorcycle from turning over at high speed.

Despite the fact that the Dnepr motorcycle with a sidecar is no longer produced, many still actively use the existing samples. They show good quality, the engine is durable and easy to maintain. If desired, you can notice many changes in appearance and design, which is called custom Dnepr MT 10.

Modifications of the Dnepr motorcycle

The MT8 engine
of the Dnepr K-650 motorcycle is a four-stroke air-cooled carburetor engine.
The engine uses an overhead valve timing mechanism, a cast crankshaft made of high-strength cast iron with removable lower connecting rod heads and replaceable connecting rod bearing shells. The design uses automotive-type liners, interchangeable with the liners of the Maskvich-408 car. The engine uses a forced lubrication system with centrifugal oil purification; bimetallic cylinders are used, which are more efficient than cast iron. Thanks to this, the engine has low thermal stress, the pistons in the cylinder are installed with a gap of 0.05-0.07 mm, the engine is reliable and durable. The MT9 engine
is a modernized model of the MT8 engine.
It uses a PM302 breaker with an automatic ignition advance. The MT8 and MT9 engines have a six-volt ignition system and a six-volt DC generator G-414. The MT10-36 engine,
unlike the MT9 engine, uses a twelve-volt ignition system; the engine crankcase has a mounting flange for the G-424 generator. The MT10-36 engine differs from the MT10 engine in increased power up to 26.5 kWh (36 hp). This was achieved by increasing the diameter of the intake valve head from 37 to 40 mm, using a camshaft with a new cam profile and an increased compression ratio to 7.5 units. The crankshaft rotation speed is increased to 5600-5800 rpm. In this regard, the shape of the valve recess at the bottom of the piston has been changed. The MT10-36 engine uses a carburetor, K301D, which differs from the K301B carburetor in the diameter of the diffuser and the increased throughput of the main fuel cylinder. In place of the PM302-01 breaker, the PM302-A breaker is used with a new design of the ignition timing device. Since November 1978 Pistons with a head sphere radius of 72.5 mm were produced. They were installed on MT10-36 engines when running on regular A-72 and A-76 gasoline with a compression ratio of 7.5 units, and on export motorcycle engines to run on high-octane A-93 gasoline with a compression ratio of 8.5 units. The distance from the piston pin axis to the outer surface is 48.2 mm. The shape of the groove for the exhaust valve in the piston has been changed. In order to maintain the compression ratio of the working mixture, a cylinder is installed on the MT10-36 engine, which differs from the cylinder of the MT9 and MT9 engines in the height of the installation size. The distance between the surfaces adjacent to the engine crankcase and the cylinder head is 107.7 mm. The MT10-32 engine is based on the MT10-36 engine. Unlike its predecessor, it has increased torque at low and medium crankshaft speeds, which makes it possible to significantly improve the traction and dynamic performance of the motorcycle for use in rural areas. The maximum speed of the motorcycle on the highway is 105 km/h, the maximum power in comparison with the MT10-36 is reduced by 3 kW and the rotation speed at maximum power output is lower by 700 rpm. The characteristics of the MT10-32 engine are improved as a result of the use of a camshaft with a modified cam profile. The camshaft of the MT10-32 engine is completely interchangeable with the shaft of the previous design. It can be installed on MT9, MT10 and MT10-36 engines. On the MT10-32 engine, instead of the MT801-237 piston with a spherical bottom, a piston with an ejector is installed, which has a flat bottom. The use of a new piston made it possible to improve the conditions for the formation of the mixture in the combustion chamber and reduce heat stress. In addition, in the MT10-32 engine the compression ratio was reduced to 7.0 units; the installation size in the cylinder was increased by 0.9 mm in comparison with the MT10-36 cylinder. New cylinders can be installed on all early released models of Dnepr motorcycles with MT engines. The modernized MT10-32 engine uses K63T carburetors.

Engine K-750

The K-750M engine is a four-stroke, two-cylinder, with a side-bottom valve arrangement and a prefabricated crankshaft. The connecting rods are mounted on roller bearings, the cylinders are cast iron. In its design, the K-750M engine is similar to the M72 engine, but has the following features: the compression ratio is higher, the camshaft rotates on a radial single-row bearing and a plain bearing, the pistons have two oil scraper rings, the breather design and the configuration of the front cover of the distribution box have been changed, the efficiency of the ventilation system has been increased . In terms of seats, the K-750M and M72 engines are interchangeable. The M67-36 Irbit motorcycle engine has such significant differences from the MT10-32 engine: its connecting rods together with the crankshaft form an integral structure and can only be removed with the help of special tools; a roller bearing with a separator is inserted into the lower head of the connecting rod; the cylinders are cast iron. The cylinders and their heads are mounted separately. The cylinders are attached to the crankcase with studs. Pushers with a rectangular head have guides, the rocker arm axes are installed in special brackets, which are mounted to the head using studs. The intake and exhaust valve heads have a smaller diameter. The low pressure lubrication system has a full-flow paper oil filter. The oil pump rotates from the camshaft. Gases from the crankcase are pushed directly into the atmosphere through the breather. According to the seats, Ural motorcycle engines; and "Dnepr" are interchangeable. The engines used on the Ural and Dnepr motorcycles include a crank mechanism, a gas distribution system, a crankcase ventilation system, and a lubrication system.

New Dnepr motorcycle engine

The main difference between the “Dnieper” engine and the “Ural” one, as is known, is the method of coupling the connecting rod with the crankshaft. At Dnepr it is made on plain bearings, i.e. on liners; They provide minimal friction during operation and are also (theoretically) very durable. But sliding bearings are more demanding on oil filtration and need to be supplied under higher pressure than roller bearings. Therefore, the lubrication system of KMZ engines is more complex than that of IMZ. The MT801 engine lubrication system, which includes an oil pump, a pressure reducing valve, a centrifuge located at the front end of the crankshaft for oil purification and channels made in the crankcase and the crankshaft. The oil supply from the centrifuge to the connecting rod bearings is carried out through sequentially communicated channels and cavities located in its connecting rod journals. These cavities are the second stage of oil purification, and their sequential communication ensures that the most refined oil flows to the more loaded bearing of the rear connecting rod. Also, an undoubted advantage of supplying oil from the filter to the connecting rod bearings through channels is the almost absolute reliability of this section of the oil line: all its elements are in one part, the length is the shortest possible, which causes low heating of the oil. Finally, with such a lubrication system, the part-support crankshaft is installed in the crankcase on rolling bearings - a design that has the highest mechanical efficiency and is also very reliable and simplest. The disadvantages of the MT801 engine lubrication system in general are its low reliability and high maintenance complexity. This is due to the fact that the oil is poorly filtered by the centrifuge mounted on the crankshaft due to its variable and relatively low rotation speeds during engine operation. During operation, it is necessary to regularly clean and rinse centrifuges, which cannot be done without disassembling the engine. Since the pressure reducing valve is installed in the pump located above the oil level in the engine crankcase, when clogged the valve does not fit tightly to the seat and without cleaning this unit, self-filling of the pump with oil is not possible. Cleaning the valve is labor-intensive, since it also involves disassembling the engine. Finally, it must be taken into account that with this lubrication scheme, oil is supplied to the crankshaft along a radius, and from the cavity of the front crankpin to the rear - through a radial channel. When the crankshaft rotates, a centrifugal force arises, counteracting the movement of oil in the radial channels and its flow to both the rear connecting rod bearing and the crankshaft in general. At high engine speeds, it is possible to overcome this centrifugal force and ensure lubrication of the connecting rod bearings only by increasing the oil pressure in the system. And this is associated with an increase in power consumption to drive the oil pump, a decrease in mechanical efficiency and engine reliability, since high pressure in the system contributes to its depressurization. These shortcomings were known to the engineers of the Kyiv Motor Plant for a long time. And therefore, back in 1980, KMZ developed an engine with a lubrication system that was fundamentally different from that described above. If it had been put into production at that time, the main competitor - the Irbit Motor Plant - would have been dealt a crushing blow. But the planned economy of those years decreed that the first production samples of these engines saw the light only 15 years later, in 1995. What is so special about the new engine and what is its difference from the old one? Analyzing the weak points of the old engine, the designers came to the conclusion that it was desirable to have a lubrication system for the connecting rod bearings in which the oil supply to them would not decrease at all as the crankshaft rotation speed increased and the maintenance of which would not require disassembling the engine. Ultimately, this would provide a significant increase in reliability and a reduction in the labor intensity of servicing such engines. In the new scheme, the goal is achieved by the fact that the oil line connecting the filter to the crankshaft is made exclusively in the gas distribution mechanism cover. A pressure reducing valve (drain or differential) is installed in it, a hollow cylindrical pipe is installed on the front axis of the crankshaft coaxially with the axis of its rotation, and a hole in the main oil line is made in the gas distribution mechanism cover. The cavities in the crankpins are connected in series to the receiving pipe by axial and radial channels and to each other by a bypass channel made along a circular arc passing through these cavities with a center on the axis of rotation of the crankshaft. The filter itself from the VAZ-2105 car is installed on the gas distribution mechanism cover. It consists of bypass and shut-off valves built into its body, as well as coarse and fine filter elements.

Improved engine oil purification system Dnepr
. 1 - oil pump, 2 - cavity in front of the filter, 3 - timing cover wall, 4 - shut-off valve, 5 - filter, 6 and 8 - fine oil filter element, 7 - oil line, 9 - bypass valve, 10 - bored part channel, 11 - oil line pipe, 12 - crankshaft, 13, 14 and 15 - parts of the oil line, 16 and 17 - cavities in the crankshaft housing, 18 and 19 - technological holes, 20 - drain valve, 21 - differential valve. Lubrication of the crank bearings of the connecting rods in the proposed system occurs as follows. Oil is directed by pump 1 into cavity 2, in the gas distribution cover 3, presses shut-off valve 4 and enters oil filter 5. If the oil is thick (with a cold engine), then in filter 5 it passes through the coarse filter element 6 and is sent to the main oil line 7 (channel with purified oil). If the engine is warmed up, then before entering line 7 the oil also passes through fine filter 8; if the filter elements are clogged, then the oil enters the line 7, squeezing out the bypass valve 9. From the main line 7, the oil is directed to the bore 10 and through the pipe 11 enters the crankshaft 12, in which it sequentially through channels 13, 14, 15, cavities 16 and 17, as well as holes 18 and 19, are directed to the crank bearings of the connecting rods. An excessive increase in oil pressure in the system is prevented by a valve: drain valve 20 (on sports engines) or differential valve 21 (for road motorcycle engines). With a differential valve, the valve control cavity is connected to the main oil line, and the recirculating oil supply is drained into the pan from the line in front of the filter. This reduces the forced circulation of the entire oil flow through the filter elements, which should increase their service life and reduce the passage of unfiltered oil to the rubbing parts in the filter, especially when the elements are partially clogged and the engine is operating at a low oil temperature.

Compared to the known ones, the proposed lubrication system has a completely new quality of self-regulation, which makes it reliable and easy to maintain and requires minimal engine power to drive the oil pump.

Indeed, when the crankshaft rotates, a centrifugal force acts on the oil in its channels, due to which it is sucked through pipe 11 from the main oil line 7 and under pressure (proportional to the square of the crankshaft rotation speed) through holes 18 and 19 in the connecting rod journals goes to the connecting rod bearings. Since oil is introduced from the main line into the crankshaft through hole 10 - pipe 11, coinciding with the axis of rotation of the shaft, and channel 15 is made along a circular arc with the center on the same axis, the resistance in the oil supply channels is almost zero. At any crankshaft rotation speed, the centrifugal forces in the indicated cavities and channel will always be the same. Due to this, when moving through bypass channel 15, the oil does not have to overcome significant centrifugal forces (0.45 MPa at a crankshaft speed of 8000 rpm). Therefore, the energy costs for moving oil through channel 15 are negligible and are equal only to the losses due to its friction against the walls of the channel. As a result, for normal supply of connecting rod bearings at any crankshaft rotation speed, an oil pressure in the main line 7 of about 0.1 MPa is sufficient. In this case, the oil flow through holes 18 and 19 in the connecting rod journals spontaneously sets (due to the action of centrifugal forces during rotation of the crankshaft) proportional to its rotation frequency. For comparison, we note that at average crankshaft speeds of the mentioned MT801 engine, the oil pressure in the system must be at least 0.35 MPa, and for normal oil supply to the connecting rod bearings of this engine at a crankshaft speed of 8000 rpm, the pressure reducing valve must maintain a pressure of system not less than 0.75 MPa. By the way, this was the reason for installing a centrifuge for oil purification on the engines of sports motorcycles, and then the Escort-78 motorcycles. Such high pressure does not allow the use of very convenient replaceable oil filters due to their limited strength. Installing a drain valve 20 after the filter in the gas distribution cover makes it possible to ensure high stability of the lubrication conditions of the connecting rod bearings when they wear out, when the oil viscosity increases and the hydraulic resistance of the filter increases, since in this case the pressure in the main line does not drop, as is the case if the pressure reducer the valve is located at the pump. This option for installing the drain valve practically eliminates its clogging (after all, there is filtered oil in line 7) and depressurization of the system. But even if this happens, the valve is easily accessible for inspection, adjustment and cleaning. In addition, it accelerates the achievement of high pressure in line 7 when starting a cold engine, which reduces starting wear on the connecting rod bearings. This is also facilitated by the indicated phenomenon of centrifugal self-regulation of the system and the high hydraulic resistance of the valve to cold (and viscous) oil. Making the oil filter as a separate unit mounted on the cover of the gas distribution mechanism ensures its easy replacement. In addition, oil cooling with a filter with a self-contained housing is better than with the IMZ engine lubrication system. Finally, such a low pressure in the main oil line, the simple configuration of the latter, the presence of only one moving interface in the channels with purified oil, the use of a very advanced oil filter for VAZ automobile engines, as well as the specified self-regulation effect due to the action of centrifugal forces on the oil, makes the proposed system lubrication is simple and extremely reliable in operation. Of course, the “Dnepr” with the new engine remained the same good old “Dnepr”: neither its power, nor its dynamics, nor its efficiency have changed. The only surprising thing was that during operation the engine never required attention to its person, be it the impenetrable forests of the Vepskaya Upland or the sands of Mangyshlak. During its entire life, from the date of release until complete wear and tear, not a single repair, large or small, happened to it, except for changing the oil and periodically adjusting the valves. In other words, it acquired a quality that sounds so unusual in relation to “Dnieper” engines: reliability.

This engine never made it into the main series. The dying plant has neither the strength nor the means to re-equip production. Engines with a modified lubrication system are assembled in very small quantities and are mainly exported, so it is quite difficult to buy such a motor.

About my Dnepr MT 10-36 and a little about the previous ones (Voskhod and IZh). Hi all! My name is Yura. 2021, January, there’s not much to do except get into tanks and I decided to write about my Dnepr MT 10-36 and not only about it. First, a short introduction.

I’ll start with my first truly motorcycle, Voskhod-3 (not 3M). I bought it in 2002 (before that there were a motorboat ZiF (not ZiD!), Planet-3, Planet-4, but not mine or without documents and not for long, so I’ll start with Voskhod). I bought it in the fall, it had been sitting in the garage of the previous owner for 5 years with old gasoline in the tank, but oddly enough, he started it up in front of me and I almost got there under my own power :). It stalled near my work and I thought, why not? I’ll download it to work and during breaks I’ll slowly sort through it. All winter he took it apart and put it back together again, parts were painted, a new piston was installed, there was a turner and welder, a bunch of advisers (I worked in the garage of a passenger car company). Everything was ready by spring. Already in the process of riding I received category A (there were aircraft), I took the driving test in Minsk and I was unpleasantly surprised by the ease of driving this motorcycle, compared to my own. Went for one season. Why? Briefly about Voskhod: reliable, unpretentious, no battery needed, contactless ignition, consumption 3 liters (according to the passport 4.4), lightweight - these are the advantages. Disadvantages (for me): low (I’m 182 cm tall), no matter how you adjust the footrests and steering wheel, it’s uncomfortable to sit on, rolly - I only fell at Voskhod :), along the highway it gets blown away by the wind from trucks (I’ve traveled more than once to a regional city 400 km away both ends), I was not happy with the speed. I realized that this was a little different (I don’t really like riding around the place). But I gained experience and an understanding of what I needed from a motorcycle. As a result, in the spring of 2004, Voskhod was sold for even more than it was bought for (1100 rubles and 2700 rubles). There were several buyers, but I gave it to the one I liked.

Here is a photo.

More. And further.

Immediately a newspaper, advertisements and then I purchased an IZH-U 4K, blue, in good-looking condition. This is something like this (photo not mine).

Why Jupiter? A friend had Jupiter and he convinced me! Two cylinders, power, speed and all that. Then it turned out that the owner had removed it from the register (a trip to the traffic police did not give anything, it was removed, which means it does not exist, they told me). I had to look for Jupiter in any condition, but with documents. I found a rusty and dead Jupiter 5. Something like this (photo not mine).

It's winter again, disassembling everything and reassembling again, fortunately there are 2 sets of spare parts :). Replacement of piston, replacement of crankshafts, bearings. Both strollers went into scrap metal (I didn’t know about the intricacies of passing the technical inspection of motorbikes with strollers at that time ). As a result, the frame, wheels and tail were left from the Yu-4, the engine was assembled on the Yu-5 crankcase. I skated for two seasons. What can I say about Jupiter: + the one I rebuilt with my own hands is just as reliable and unpretentious as Voskhod, once the ignition was adjusted it worked for all three seasons, + the design is much more thoughtful and serious (compared to Voskhod), the landing is much more comfortable (I raised the steering wheel a little with spacers), +felt much more confident on the highway, +gasoline consumption was 4-4.5 liters (according to the passport 5.5), +semi-automatic gearbox (+10 for comfort), +changed the mufflers to one from Planet 5 (the sound is super!), + the tank is enough to travel 400 km and there is still some left, + two cylinders (once 150 km from home one pot failed, I drove 100 kilometers on the other until I found the reason). Cons: - cruising speed is 75-80 km (you start turning the engine - vibration, it’s unpleasant to drive, perhaps it was necessary to balance the engine, but this was higher mathematics then), - trucks blow off on the highway again (but less!), - engine lubrication is not separate, clutch in an oil bath (no matter how you adjust it, it either leads or slips, I don’t know if your hands are crooked). In 2006 (2 years passed), the power of attorney expired, I tried to renew it, it didn’t work out, I decided to sell (then I really regretted it). On the day of sale, the motorcycle took revenge on me - I was riding alone with the buyer, I didn’t have enough power to avoid the oncoming traffic - an accident. At Jupiter: the rear left turn is broken, the homemade trunk is slightly bent. VAZ 2107: the left headlight is broken, the front bumper is bent, the left front fender is torn, the driver is in a state of hysterics. The passenger and I escaped with a slight fright and carefully fell onto our sides after the impact (the passenger did not refuse the purchase ). Based on the results of the sale: I ended up with money (10 thousand), even taking into account what was sold, I swore off ever having another motorcycle or car (but a year later I did buy a car ).

Unfortunately, the photo did not survive - a terrible omission!

It was in 2006, I became interested in computers, games and forgot about motorcycles. Until 2014. In the winter of 2014, I met my future wife, and in the spring, while at her house, I heard that a Dnepr motorcycle had been sitting in the barn for 8 years and it would be nice to sell it or scrap it. Everything turned upside down in my soul - a motorcycle, heavy, no one needed! Of course, the barn was opened, the motorcycle was inspected (it was standing on logs, with a sidecar) and even washed right in the barn. It turned out that it had never been damaged, was in good condition in appearance and was quite suitable for use. The documents actually burned down in a fire, but that didn’t scare me, I had experience finding documents :). However, it stood for another year, until May 2015 (wedding, home improvement, etc., etc.). Here he is.

More.

And here I am on vacation - I drag out the motorcycle, disconnect the stroller (my wife helps), load it into the car, and roll the motorcycle in my hands 2 km to my house.

I’m solving the problem of documents: newspaper advertisements, 3 Dnieper for sale, I call, one is already sold, one is almost sold, I’m on my way to the third. Grandfather moves to another city, sells all his property, including his Dnieper. The color is the same - black, the year of manufacture is the same - 1982! Just what you need. We start haggling, my grandfather set a price of 12,000 and despite all my efforts he did not budge. Well, okay, the next day I come with money and printed contracts (thanks, they simplified the whole purchase and sale), we formalize it. Grandfather demonstrates a super-starting method - he scoops gasoline from the tank with a bottle cap, splashes it into the air vent, presses the kickstarter, and the equipment naturally starts right away! But as the engine rattles, from previous experience it is clear that everything is going to be overhauled, I notice this to my grandfather. He waves his hands - I’ve never climbed into the engine and you’d better not climb into it, everything’s fine! (The speedometer shows 29 thousand km) Warms up the engine and offers to take it for a ride. I’m a little scared - I haven’t ridden a motorcycle for 9 years, I haven’t ridden with a sidecar at all! I sit down, try to drive, he goes the wrong way, turns are impossible! I miss the road all the time, the neighbors watch with pleasure, I feel scared and happy at the same time! Finally I felt ready to drive home (2 km) through the city. We say goodbye, set off, and in 2nd gear I hobble carefully around the busy roads. It seems like I’m not in a car, but occupying the entire lane, oncoming cars seem to be driving straight at me! I am convinced that I will never travel with a stroller. But you still need to go to the MREO for a technical inspection. I check all the lighting equipment, oil in the crankcases, wheels, clean them a little and wash them. In the evening my wife comes, she is terrified! Another monster with a stroller. I reassure you that these are just documents, everything unnecessary will be scrapped. It’s scary to travel alone, you need help. I’m calling a friend, he has Planet 5, he’s a dear person! He promises to go with me, but on his motorcycle, as an escort. In the stroller there is a car battery, a tool box, a spare wheel, a fire extinguisher, a first aid kit and a hazard warning sign - everything is serious! I don't know yet what to expect from him. We go to the nearest technical inspection, some money, they take photos, write out a piece of paper - 20 minutes of business. I need insurance, I leave the Dnieper right there, we land on the Planet, we fly to Rosgosstrakh, some money, 30 minutes of business - done. We're going to MREO. I'm no longer afraid to drive in 3rd gear. The Dnieper engine thunders and marks the road with oil. We go in for an inspection, go get some forms, and some more money. Total: 350 technical inspection, 600 insurance for six months, 900 traffic police fee. I leave the sign the same, it is already Russian, and I share equally. As soon as we came out with the papers, the inspector was coming, no emotions, he indifferently checked the number on the sign and signed. I take a turn: everything is civilized, a ticket, a call over the loudspeaker, after half an hour I hand over the documents, after another 30 minutes I receive them. That's it, I'm the boss! We roll out of the parking lot onto the street, after the Dnieper there is a puddle of oil, quickly get out of here! It’s a little disappointing that the registration certificate says “WITH STROLLER” in capital letters. Well, it’s okay, before this I read the forums, it seems like everyone has no time for strollers now, I think there will be no problems. Freshly purchased Dnieper.

And further.

I have three weeks until the end of my vacation, but I need to solve so many problems: which motorcycle should I keep as my main one? how to have time to go somewhere? How to get by with minimal disassembly and assembly? During the remaining time, I inspected the engine of the purchased Dnepr - oil flows in a stream, especially when it is hot. I removed the valve covers, adjusted the valves, and found the plate that had fallen out from under the valve. The gaps were such that dear mother. Engine noise has decreased by 2 times. I thought about it and decided that it would be really scary to drive somewhere with such an engine. I examined the engine of the first Dnepr (9000 km on the speedometer!) and decided to drive it after all. The engine number is not important now, it helps a lot. I twist the signs from one frame to another and that’s it. By the way, when I figured out the ignition and started the engine, which had been sitting for almost 10 years, compared to my grandfather’s (which I bought for documents), it was practically inaudible! Still, 9 thousand and 29 thousand km are a huge difference. I rode it for a bit, the sound of the engine is almost the same as that of my former Jupiter (this is when in the saddle, if you stand to the side, then there is a difference). In the time remaining before the trip, I managed the following: I went through the brakes, wheel bearings, re-aligned the wheels, put on the best tires I had (the youngest was made in 1983, albeit new!), replaced the generator, the relay regulator, the turn relay with a Zhiguli one, inspected the driveshaft and lubricated the crosspiece, changed all the oil, made arches from the 25th pipe and a side step in a shock order, bought and installed some Chinese mirrors, installed and adjusted the K-65T carburetors (the carburetors were almost new, there were: K-65T on the left, K-65T on the right K-301 on my grandfather’s, two K-301 on mine), completely replaced the ignition. The previous experience of Voskhod and IZH was very useful. Some are more complicated, some are simpler, basically all the technical solutions are Soviet - simple, cheap and cheerful.

First long-haul. And now there are 2 days left until the end of the vacation, I have to go, but out of fear: 1) I didn’t climb into the engine, adjusted the valves, replaced the spark plugs and that’s it 2) the weather forecast for 2 days - rain in places 3) the reaction of the traffic police on the Dnieper without a stroller is unknown 4 ) no trunk 5) tires are as old as the motorcycle - 33 years old! Travel 200 km there and the same amount back. And here it is in the morning, Saturday, I start getting ready, this and that, by the way, I finished the arcs on the same day, ready only by 18.30. Here it is - the arches and the running board are drying.

I don't mind the photos :)

The sky is gloomy, but there is no rain. I leave at 19.00 and expect to be there by 23.00. I haven’t left the city yet, the engine stalled, stopped, turned off the ignition, turned it on - nothing lights up, I go to the fuses - it’s blown, I change it to a bug. I turn on the ignition and start it - it immediately stalls, a stream of smoke comes out from under the dash! We arrived, the time was 19.30, 200 km ahead. Well, don't push me home. I disassemble the tidy, find a melted wire, the speedometer backlight has shorted out, and wrap it with electrical tape. I turn on the ignition - everything is normal, I change the fuse again. I start it up, everything works. I collect my clothes scattered along the side of the road and draw conclusions - a screwdriver, a knife, a piece of wire, electrical tape in my pocket. It makes absolutely no difference to whoever is watching - we have to go! I get to the track around 20.00. After 40 km I stop, let the engine cool down, rest for myself, and inspect the motorcycle. Everything looks fine, I walk along the side of the road, remembering the old days - everything comes back: the road, you and the motorcycle - freedom from everything! All the fuss is left behind, all problems and worries seem worthless. This is what we are going for. And of course adventures, where would we be without them. About 22.00, I’ve driven halfway, it’s starting to get dark, stop, have a quick snack. After half an hour it starts to rain, nothing serious, but it’s also getting dark. I slowed down, although I was already driving about 70 km per hour. The light rain doesn’t stop, people ahead signal with a glowing stick - road repairs, one-way travel. I stop and wait. Finally they allow him to go, a road worker with a walkie-talkie and a baton - he has to stand here all night. The rain gradually intensifies, as if the candles were flooded! I’m already driving with my visor open, wearing glasses, so at least I can see something. Oncoming trucks and overtaking trucks shower me and the motorcycle, a homemade Soviet fairing helps a lot, it absorbs the splashes, I practically don’t get wet. And then the right cylinder starts to malfunction, then it seizes, then it stalls, finally it stalls completely, I’m driving on the left pot, looking for a stop. According to the law of meanness, of course there is none. The left one pulled me up a small hill and stalled. Here comes the adventure, right there! It’s dark, raining and a stalled motorcycle, but there’s a village ahead, we need to push. I’ve been pushing for about 20 minutes, there are no stops, there are no awnings, there aren’t even any good trees, I’m already thinking about knocking on some house, asking for a canopy or a barn. But here we go to the side, two poles with compasses, and I have with me a 3 by 4 meter tent with guy ropes, I tie 2 corners to a pole, 2 to a motorcycle, and climb under the canopy. The engine is still warm, if the rain does not fall on the pots, I hope that everything will dry out. I want to sit down, but everything is wet, the grass is knee-deep, there is nothing to sit on, I conveniently forgot the rug. The rain either subsides or intensifies again, cars fly along the highway, followed by clouds of spray, especially behind the trucks. I really don't want to go back on the road. I look at the time - exactly 00.00. I take out my tablet and GPS receiver and find out where I am. Then a USB modem, I connect to the Internet, look at the weather forecast: everything is the same - rain in places along the entire route. I’m squatting, what should I do? I decide to wait until the rain subsides or dawn. I had a snack and sat there until 2 am. The rain began to subside, I no longer had any desire to sit, if I started it, I would at least somehow drive on. They have treacherous thoughts of turning back. I rolled up the awning, tied up my things, tried to start it, strangely enough it started right away! Joy knows no bounds, the motorcycle did not let us down, the difficulties are temporary, and a feeling of love for the Dnieper immediately flares up! I continue driving in 3rd gear, the rain has subsided, but has not stopped, the engine runs without interruption, I don’t need anything more. Ahead is a gas station with a large canopy - just what you need. I stop by, slowly enter the gas station premises - it’s Lukoil, everything is shiny, sparkling, I found myself in another world, wet, tired, in a rain jacket and combat boots! The engine doesn’t start right away, but it starts, and I drive on. Here is the traffic police post in front of Bryansk, three traffic cops are scurrying around, happily rushing towards me with a stick. I slowed down in advance, I stop, the side step is long and rests on the asphalt, I try to put it on the center, the guys offer help, exclaim: where are you from, where, how are you going on this, and in the rain. I’m happy to talk, but they don’t have time, they ask for a license and insurance, not a word about the stroller, wish you a safe journey and immediately run off to slow down the car. The Dnepr starts up right away and doesn’t disgrace me. I take the bypass road, take a break at the first stop, the stop is full of holes, I hardly park the motorcycle so that it doesn’t drip on the spark plugs and the seat, and I have a snack myself. At about 3 a.m., the sky is already starting to turn blue, and the rain is slowly drizzling. I’m glad that my feet are still dry, only my jacket is wet. I drive further, somewhere I need to turn off, but I don’t know for sure, I have to stop and look at the navigator, but the rain has gotten heavier. At some point I fell into a rut on the asphalt filled with water, and my boots immediately flooded. I'm looking for a stop, a shelter, as always there is nothing suitable. Finally I found a piece of rusty iron on 4 posts on the side of the road - it’s like a stop. It doesn’t stop rain and wind, but you can find a place where it doesn’t rain on the tablet. I decide on the road and move on. Strange, but the rain does not interfere with the engine. Well, here I am, a dacha near Bryansk, where friends live, it’s about 4 in the morning, my boots are wet, my pants are wet, only my T-shirt and shorts are dry. I wrap the motorcycle in a tent, tie guy wires to the spokes, undress and go to bed, but today I go back to work tomorrow. After lunch the weather gets better, the so-called. Partly cloudy, sometimes even the sun is shining. On the way back I borrow dry pants, socks and sneakers; there is no time and nowhere to dry. Going home.

The road home was like a resort, dry, light, warm! And wearing sneakers turned out to be much more comfortable to drive, brake, and change gears. There were no more adventures, once I was overtaken by two tourists, either Hondas or BMWs, I didn’t have time to notice, they flashed emergency lights at me, and that’s all I saw. I was driving somewhere around 80, probably 120-130. Another nine overtook, the guy leaned out the window, shouted something, waved his arms, I still didn’t understand what he wanted to say. I arrived home around 10 pm, well, my vacation was not in vain!

I went for the second time on September 12, I need to return my pants :). Before the trip: I went through the shock absorbers, front and rear, filled in fresh oil (all the insides were like new), went through the steering column (a third of the balls were missing from the bearings, the nut was unscrewed, and I thought that the shock absorbers were knocking), checked the brakes and driveshaft again , changed the oil everywhere, looked into the carburetors (by the way, I never synchronized them, I just set the same settings, in my opinion everything works the same way), welded the trunk (+50 to comfort!) Photo before the trip.

I won’t describe the second trip, there is a video on YouTube, the title: “A short trip on a motorcycle Dnepr MT 10-36 Klintsy-Bryansk-Klintsy” 3 parts, if you’re interested, you’ll find them. The video recorder and camera were with me the first time, but I didn’t even remember them. Motorcycle traveler Alexey Korovin was right - you need to take pictures of everything, always, even if you feel bad and scared and don’t want to at all.

For the next season, the plans are: to put a 9th pair in the rear axle, to sort out the piston (forged pistons for Zhiguli rings), to sort out the heads, order normal tires, review the wiring, there are thoughts about making active oil cooling, changing the tidy, a dry filter from Zhiguli and etc... What will be done, time will tell. There are a lot of videos on this topic on YouTube, the same Travnikov, Denis from Kaliningrad with his Ural, a fellow countryman from near Bryansk also with the Dnieper, etc. Saruman has already installed contactless ignition on an optocoupler, but did not travel far, mainly to work.

Impressions from the Dnieper over the season (I haven’t driven Japanese cars or BMWs :). Pros: +comfort (compared to Jupiter) on the highway, not particularly blown away by trucks, the suspension works just fine, you don’t feel any pits at all, +comfortable for tall (long) people, I’m 182 cm, at traffic lights my fully extended legs reach the ground + there is a lot of traction, it asks for 5th gear, + there is a reverse gear (once it could have been useful in the sand, but the road workers helped push it, there was nowhere to go forward), + we stopped it five times during the season, asking “where is the stroller?” not a word, +relatively reliable (starts in the rain!), +separate lubrication, +dry clutch, +excellent gearbox (neutral is caught between any gear, unlike Jupiter), +everything fits from the Urals except the engine and gearbox, +in cold weather weather conditions, starting the engine with a kick will keep you warm; + with a stock engine and 8th pair in the rear axle gives 100 km/h! (but this is terror) Cons: - I want a normal starter (short stops (shop) and urgent starts (undefined traffic jam) with a kickstarter are stressful in the heat), - water cooling (stops are needed not only for rest, but also to cool the engine), - availability of spare parts (for example, there are no good imported 19-inch tires for the rear wheel at all!), - the cruising speed (the engine rustles) of 80-85 km/h at stock in our time, I would say, is insufficient (trucks fly 90-100 and fly by quite unpleasantly often) but this can be treated with another pair of gears in the axle - you need to watch the brakes, it accelerates quickly, but does not stop quickly enough, more than once it flew through the necessary turns - it lies on its side in a turn somehow awkwardly (or is it just me?) - inconvenient for short people, you can’t reach the ground (the height of the saddle is 820 cm, but the Transalp is even higher - 820-850, although I didn’t sit) - it’s too heavy for pale young men, putting it on the center console requires some training, and when rolling out of the parking lot between cars, you’ll fall over it’s like two fingers on the asphalt and causes panic among the people sitting there (when placing it on the step, take into account the possibility of it falling on the other side); -when the device falls on its side, two tablespoons of oil spill out of the air (well, these are small things)

Current view.

Temporary placement of FUOZ Saruman with a switch, a coil under the tank.

This is probably the normal way: 175 cubic meters, 350, 650... and then what? Used Japanese? My thoughts revolve around Transalpa 600 :). Well, that seems to be all. If you don’t agree, write. Thanks to everyone who read, if it helps anyone, I will be glad. Good luck.

Motorcycles Dnepr and Ural - Differences between the MT-10-32 engine and the MT-10-36

The practice of operating the Dnepr MT10-36, produced by the Kyiv motorcycle plant, has shown that the basic parameters of its engine do not fully satisfy motorcyclists living in rural areas. Thus, when driving on dirt, cobblestone, crushed stone roads, they almost never use the maximum power (36 hp), achieved at very high speeds (5900 rpm), and the torque, which determines the traction properties of the engine, is insufficient at low speeds. and averages typical for such conditions. Because of this, you often have to change gears while maintaining high revs, which requires a certain amount of skill and physical effort and entails additional fuel consumption. Since heavy motorcycles are used mainly in rural areas, the plant has modernized the engine to better suit these conditions. The new engine designation is MT10-32, and since mid-1985 it has been installed on the Dnepr-11 and Dnepr-16. Comparing the external speed characteristics (Fig. 1) of the MT10-36 and the modernized engine, we see that in the MT10-32 the maximum power and torque are shifted towards lower crankshaft speeds. Moreover, the torque has increased to 50 Nm and varies little over a fairly wide speed range. The maximum power has become somewhat lower, but at more frequently used speeds it has increased noticeably. As a result, the traction and dynamic qualities of the motorcycle have improved, and the so-called adaptability coefficient has increased, which characterizes the engine’s ability to maintain crankshaft speed when the load increases. Now it is easier to ride a motorcycle on bad roads (without compromising high-speed traffic on the highway), and it is less necessary to change from one gear to another. What design changes has the engine itself undergone? Instead of pistons with a spherical bottom, pistons with a displacer and a flat bottom are used here (Fig. 2). Its catalog number is KMZ 8.155 01 237. With the new piston, the quality of mixture formation in the combustion chamber has improved and heat stress has decreased. The pistons of the old and new designs are completely interchangeable and suitable for all previously produced Dnepr engines - K-650, MT9, MT10, MT10-36. However, they are replaced only in pairs. In order to reduce the thermal stress of the engine, when, while driving on a difficult road at low speed, the cylinders are weakly blown by the oncoming air flow, and also to reduce the engine’s demands on the quality of gasoline, the compression ratio was reduced from 7.5 to 7.0. This was achieved by increasing the cylinder height by 0.9 mm (the distance between the surfaces adjacent to the block and the cylinder head, Fig. 3). Otherwise the cylinders are exactly the same. Finally, the profile of the camshaft cams has been changed, which ensures favorable torque characteristics. The plant will supply new pistons, cylinders and camshafts to the retail chain not in sets, but separately. Cylinders with a size of 108.6 mm can be installed on all previously released Dnepr motorcycle models with an MT engine. At the same time, in order to prevent possible oil leakage from under the sealing rubber caps on the rod casings due to weakening of their clamping force, it is recommended to install a metal ring (washer) with a thickness of 1.0, an outer diameter of 23, an inner - 17.6 mm. When using new pistons, you must remember that they are selected with the same color index as the piston pin and the upper head of the connecting rod, and their masses must be the same. Before installation, the piston is heated to a temperature of 80-100 degrees and connected to the connecting rod so that the arrow on the bottom of the piston is directed towards the centrifuge. The cylinders are selected so that the installation gap between the largest diameter of the piston skirt and the cylinder is within 0.05-0.07 mm. Before installing the cylinders, the rings on the pistons are spread so that the joints are at an angle of 120° to one another, and the cylinder surface is lubricated with oil. When installing the cylinder head, the nuts are tightened in two stages: first, evenly with a small force, and then finally with a force of 2.8-3.6 kgf m.

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