Spriditis

The production of mopeds at the Sarkana Zvaigzne plant (Riga) started in 1958. The experience was not entirely successful. These were Spiriditis mopeds with a 60 cc engine. under the Java license. The first pancake turned out to be lumpy, the designers of "Sarkan Zvaigzne" went to the Czech plant Jawa for a detailed acquaintance with the production of small-capacity motor vehicles.

Riga-1

This is how the first moped "Riga-1" appeared, the production of which began in 1961, although it was developed two years earlier. The moped was equipped with a 50 cm3 Jawa engine, which required registration with the traffic police and the presence of a motorcycle license, which negatively affected the demand for this model.

Motorbike Riga-2 "Gauja"

From 1961 to 1963 the plant produced motorbikes in Gauja. A single-seater moped was equipped with a D4 or D5 engine with a power of 1 hp. The robust welded frame was lightweight and the front suspension was spring loaded. For driving in the dark, the moped was equipped with a headlight, which was powered by a generator. Gauja developed a speed of up to 40 km / h.

Riga-3

In 1965, Riga-1 was replaced by Riga-3. Despite the external similarity, the new model received the Sh-51 engine of Siauliai production. However, these engines turned out to be rather unreliable and the popularity of Riga mopeds was shaken again. Externally, Riga-3 was distinguished by a different shape of the gas tank, a pillow-type seat and a frame with an elongated tail section. In addition, "Riga-3" was more powerful than "Riga-1" by almost a third, lighter by 2 kg and could accelerate to 50 km / h.

Riga-4

In 1970 the plant presented a new model "Riga-4" with a 49.9 cm3 engine (which did not require a license) and a power of 2 hp. Among the innovations: a high-voltage transformer appeared, shields for the wheels, the trunk changed, the design of the chain, the gear of the gearbox changed, a new trunk was installed, and the speedometer was driven by the engine. But the main thing is that for the first time on a moped, 16-inch wheels were installed instead of 19-inch wheels. This is probably why "Riga-4" no longer looked so Soviet-style.

Riga-5

From 1966 to 1971, the successor to Gauja, Riga 5, was produced. By design, it was quite different from its predecessor. For example, to damp the front wheel in Riga-5, not a telescopic fork was used, but compressive springs that allow the fork to bend forward. The design has changed. There were no gears, the D-5 engine was started from pedaling. Despite the ease of control, the dynamics of the moped has deteriorated significantly. Rama was strengthened because previous models sinned with breaking frames. In 1971, Riga-5 was replaced by Riga-7.

Riga-7

The new moped "Riga-7" began to be produced in 1969 in parallel with the "Riga-5". The new model completely replaced the old one by the end of 1971. The main difference is the D-6 engine, which allows you to connect a headlight and a taillight to it. The new moped has a glove box for tools, a muffler, interchangeable wheels and shields. The design of the "Riga-7" had a special rail to prevent the frame from breaking in the event of emergency braking. In 1976 the moped "Riga-7" was taken out of production and replaced with "Riga-11".

Riga-11

After the moped "Riga-7", the new "Riga-11" was born - a stylish single-speed moped with powerful wheels. The D6 engine was kept. But, the model turned out to be quite heavy, and the frame was not strong enough. In addition, the original tank, located under the trunk, in practice caused a lot of trouble when driving uphill, especially when there was little fuel left.

Riga-12

"Riga-12" was produced from 1974 to 1979. It was equipped with the Sh-57 Shauliai engine and had bicycle pedals with which it was possible to help the engine when driving uphill. The model was distinguished by the presence of a paper air filter built into the frame. It was produced with different mounting options and shapes of the fuel tank: with an ignition coil on top of the frame under the tank, with an ignition coil on the bottom of the frame under the tank. Visually it was very similar to "Riga-16", but differed in a short saddle and smaller trunk.

Riga-13

The light moped "Riga-11" was replaced by the most successful moped of that time - "Riga-13". It was produced since 1983 and was equipped with a 1.3 hp engine, which accelerated the moped to 40 km / h. Early models were equipped with a D-8 engine, and later they began to install engines - D-8e, D-8 m. Its distinctive feature is good light and an installed high-voltage transformer, which eliminated frequent problems with the ignition coil. "Riga-13" became the most massive moped at the plant and was produced until 1998.

Riga-16

In 1977 the two-speed model "Riga-16" was put into production. The moped had a motorcycle-style muffler, kickstarter, rear brake lever, taillight, original paintwork, and a new steering wheel. The first models were equipped with the Siauliai Sh-57 engine, and later versions received the most successful Sh-58 engine. In fact, "Riga-16" is the first mokik in the USSR (before that there were mopeds with pedals). With its own weight of 45 kg, the mokik could carry up to 115 kg of cargo!

Riga-22

In 1981, the plant started production of the Riga 22 mokik, which was an upgrade of the Riga 16 model and was equipped with an Sh-62 engine. The engine was radically different from its predecessors. In particular, it had a powerful electronic contactless ignition. The direction of rotation of the crankshaft had to be changed due to a different gearbox. But, the quality failed the good design. Therefore, in 1984, the entire system was modernized and the engine developing 1.8 hp became known as the Sh-62M. At the same time, the design of the muffler has changed. But the gearbox was still the weak link of the Riga 22 mokik.

Riga-26 / Riga-30 / Riga-Mini

In 1982, the plant presented a very unusual mokik "Riga-26" (or "Mini" RMZ-2.126). It became the most compact in the entire history of the plant and could easily fit not only on the balcony, but also in the trunk of any Soviet station wagon. But he weighed 50 kg. The Riga 26 featured small, chubby wheels like scooters, and the steering wheel and seat could be lowered, making the mokik even more compact. The engine is Sh-62, V-50 or V-501, all of them are from the Siauliai plant.

Delta

By the mid-80s, there was an overproduction of mopeds on the market, so the plant decided to focus on new mokik models. In 1986, a completely new development was presented - a mokik Delta (RMZ 2.124). An ingenious frame and a successful engine were key to the success of this model. Delta received a two-speed V-50 engine from the Siauliai plant, which took into account many of the shortcomings of previous models. And the foot shift in the B-501 engine generally aroused admiration among bikers. Deltas with cast wheels and three-speed Polish-made engines were produced in small batches.

Stella

Following Delta, the Riga plant showed the Stella mokik. The M-225 engine from the Babetta moped was installed on it. After the collapse of the USSR, in addition to engines from Babetta, they began to install engines from the Polish Dezamet mock and engines from French Peugeot on the Stella.

In the 90s, the Sarkana Zvaigzne plant stopped producing mopeds. Despite all attempts to stay afloat, the production of mopeds and mokiks was stopped in 1998, and the Riga motorcycle plant began to be sold in parts. It's a pity, because now mopeds and scooters are a very popular form of transport, but we have to buy equipment from the Chinese ...

With serial mopeds of the Riga plant, it seems, everything. But the plant "Sarkana Zvaigzne" during its existence has created many experimental and sports models. About them - in the following blogs. Subscribe!

In Soviet times, mopeds were incredibly stylish and fashionable personal vehicles. Especially among the youth.

The motorcycle was expensive and required garage storage. And a moped, like a bicycle, was often brought into the apartment.

Motorcycle "Strela" with a copy of the "Wanderer" engine (from 1936 to 1940)

Photo could not be found, it may be "Wanderer"

B901 motorized bike

The B901 motorized bicycle was produced at the Kharkov bicycle factory in the 50s of the last century.
The bike had a reduced height frame and a reinforced fork. The wheels were 26 ″ x 2 ″. A steering wheel with extended handles and a trunk with a clamp were also installed.
- D-4 engine
- The weight of the bike with the engine is 27 kg.

Motorcycle B-902

Produced by the Lviv Motorcycle Plant since 1960.
The motorbike developed a speed of 35-40 km. hour. The V-902 has a tubular welded frame with two upper tubes. The front fork is spring-loaded and pivots right and left on two angular contact ball bearings. The stiffness of the shock absorber springs is adjusted by screwing and unscrewing the shock absorber nuts. Rigid rear wheel suspension. Motor D-4 with a capacity of 1 hp from.

MV-042

In 1963, the plant mastered a new model MB-042, which bore the name of a motorbike, but in fact was already a moped: a special stamped frame, a telescopic front fork, a rear suspension on a central spring. Later models, according to some reports, were produced with two shock absorbers. Produced until 1965. MV-042 "Lvovianka" Single-cylinder two-stroke engine with a working volume of 45 cm3 maximum power 1.2 liters. from. moped weight 30 kg maximum speed 40 km / h

"Spriditis"

The company "Sarkana Zvaigzne" was established in Riga in 1940. on the basis of the nationalized “G. Ehrenpreis Bicycle Factory”. In 1958, the first prototypes of the SPRIDITIS moped with a 60 cc engine were assembled on it, the prototype for which was one of the models of the firm "PUH".


This machine did not go into production, but the experience gained made it possible to create a more successful design, which was named "RIGA-1".
One of the ZIMZON mopeds was taken as a basis, but instead of a short-lever front fork, a telescopic one was made, and springs were used in the rear suspension instead of rubber elastic elements. Initially, the car was equipped with a 50 cc block-motor "JAVA", later the production of a similar power unit (50 cc X 1.5 hp) was mastered at the VAYRAS plant in the Lithuanian city of Shauliai.

Riga-2 GAUJA

In parallel with 1959. equipping of bicycles "Riga-16" with a motor "D-4" (45 cubic cm X1.2 hp) of the Leningrad plant "Krasny Oktyabr" began. This was a temporary solution. Already in 1961. the buyers were offered a "light" moped "RIGA-2 GAUJA" with the same motor, a specially designed tubular frame and a spring-loaded front fork. From that moment, two families of mopeds were built in parallel at the plant, conditionally divided into "heavy" and "light", with engines from the Shauliai and Leningrad plants, respectively.

Riga-4

In 1970 the plant presented a new model "Riga-4" with a 49.9 cm3 engine (which did not require a license) and a power of 2 hp. Among the innovations: a high-voltage transformer appeared, shields for the wheels, the trunk changed, the design of the chain, the gear of the gearbox changed, a new trunk was installed, and the speedometer was driven by the engine. But the main thing is that for the first time on a moped, 16-inch wheels were installed instead of 19-inch wheels. This is probably why "Riga-4" no longer looked so Soviet-style.

Riga-5

From 1966 to 1971, the successor to Gauja, Riga 5, was produced. By design, it was quite different from its predecessor. For example, to damp the front wheel in Riga-5, not a telescopic fork was used, but compressive springs that allow the fork to bend forward. The design has changed. There were no gears, the D-5 engine was started from pedaling. Despite the ease of control, the dynamics of the moped has deteriorated significantly. Rama was strengthened because previous models sinned with breaking frames. In 1971, Riga-5 was replaced by Riga-7.

Riga-7

Riga-11

After the moped "Riga-7", the new "Riga-11" was born - a stylish single-speed moped with powerful wheels. The D6 engine was kept. But, the model turned out to be quite heavy, and the frame was not strong enough. In addition, the original tank, located under the trunk, in practice caused a lot of trouble when driving uphill, especially when there was little fuel left.

Riga-12

"Riga-12" was produced from 1974 to 1979. It was equipped with the Sh-57 Shauliai engine and had bicycle pedals with which it was possible to help the engine when driving uphill. The model was distinguished by the presence of a paper air filter built into the frame. It was produced with different mounting options and shapes of the fuel tank: with an ignition coil on top of the frame under the tank, with an ignition coil on the bottom of the frame under the tank. Visually it was very similar to "Riga-16", but differed in a short saddle and smaller trunk.

Riga-13

The light moped "Riga-11" was replaced by the most successful moped of that time - "Riga-13". It was produced since 1983 and was equipped with a 1.3 hp engine, which accelerated the moped to 40 km / h. Early models were equipped with a D-8 engine, and later they began to install engines - D-8e, D-8 m. Its distinctive feature is good light and an installed high-voltage transformer, which eliminated frequent problems with the ignition coil. "Riga-13" became the most massive moped at the plant and was produced until 1998.

Riga-16

In 1977 the two-speed model "Riga-16" was put into production. The moped had a motorcycle-style muffler, kickstarter, rear brake lever, taillight, original paintwork, and a new steering wheel. The first models were equipped with the Siauliai Sh-57 engine, and later versions received the most successful Sh-58 engine. In fact, "Riga-16" is the first mokik in the USSR (before that there were mopeds with pedals). With its own weight of 45 kg, the mokik could carry up to 115 kg of cargo!

Riga 22

In 1981, the plant started production of the Riga 22 mokik, which was an upgrade of the Riga 16 model and was equipped with an Sh-62 engine. The engine was radically different from its predecessors. In particular, it had a powerful electronic contactless ignition. The direction of rotation of the crankshaft had to be changed due to a different gearbox. But, the quality failed the good design. Therefore, in 1984, the entire system was modernized and the engine developing 1.8 hp became known as the Sh-62M. At the same time, the design of the muffler has changed. But the gearbox was still the weak link of the Riga 22 mokik.

"Riga-26" (or "Mini" RMZ-2.126)

In 1982, the plant presented a very unusual mokik "Riga-26" (or "Mini" RMZ-2.126). It became the most compact in the entire history of the plant and could easily fit not only on the balcony, but also in the trunk of any Soviet station wagon. But he weighed 50 kg. The Riga 26 featured small, chubby wheels like scooters, and the steering wheel and seat could be lowered, making the mokik even more compact. The engine is Sh-62, V-50 or V-501, all of them are from the Siauliai plant.

Delta (RMZ 2.124)

By the mid-80s, there was an overproduction of mopeds on the market, so the plant decided to focus on new mokik models. In 1986, a completely new development was presented - a mokik Delta (RMZ 2.124). An ingenious frame and a successful engine were key to the success of this model. Delta received a two-speed V-50 engine from the Siauliai plant, which took into account many of the shortcomings of previous models. And the foot shift in the B-501 engine generally aroused admiration among bikers. Deltas with cast wheels and three-speed Polish-made engines were produced in small batches.

Mokik Stella

Following Delta, the Riga plant showed the Stella mokik. The M-225 engine from the Babetta moped was installed on it. After the collapse of the USSR, in addition to engines from Babetta, the Stella began to install engines from the Polish mokik Dezamet and engines from French Peugeot.

MV-044

Lviv mopeds MV-044, MP-043
The models have many common components and parts and differ mainly in the design of the engine and electrical equipment. The light moped MV-044 has a D-5 engine with a working volume of 45 cm3 and a power of 1.2 hp. and a magneto ignition system. The MP-043 moped is equipped with a more powerful Sh-51 engine with a working volume of 50 cm3 and a power of 2.0 hp. with two-speed gearbox and flywheel magneto ignition system.
Maximum speed of MP-043 - 50 km / h, fuel consumption - 2 liters. for 100 km. Dry weight - 48 kg.
Light moped MV-044 has a maximum speed of 40 km / h and consumes 2 liters. fuel per 100 km. Dry weight - 38 kg.

MP-043

MP-045, MP-046.

MP-045, MP-046.
The all-welded sealed fuel tank with a capacity of 6.6 liters provides a range of over 300 kilometers. The frame on the new mopeds has been significantly reinforced. Engine cooling has been improved on both models, with redesigned flaps to fully open cylinders and heads.

Moped MP-048 "Verkhovyna-3" (1970-1973)

General data: the highest speed - 50 km / h; dry weight - 51 kg; maximum load (including the driver) - 100 kg; fuel tank - 5.0 liters; average fuel consumption - 2.2-2.6 l / 100 km.

Motorcycle 16-B1 (since 1963)

Penza bicycle plant named after M.V.Frunze (pickup point)
The motorbike can reach speeds of up to 40 km / h.
Fuel consumption per 100 km. paths at a speed of 25 km / h - 1.5 liters.
The weight of the motorcycle is 34 kg.

Light moped MV-18 (since 1972)

It differs from the previous model in greater reliability, the modified gear ratio of the pedal drive. The engine is installed by D-6. The gas tank is increased to 5 liters in volume. Weight - 34 kg.

Light moped ZIF-77 (since 1977)

Produced by the Frunze Penza Bicycle Plant.
This model is a modernized version of the previous MV - 18M and differs from it in improved surface finishing of units and parts and new melamide-alkyd enamel. The moped is light (its dry weight is 35.2 kg), develops a speed of 40 km / h, consumes only 1.8 liters of fuel per 100 kilometers, the highest permissible load is 100 kg

Light moped ZIF-20

Kid

this is a child of the Leningrad plant "Red October"
under the full name "Pocket" motor scooter BABY.
Another unusual vehicle: Motorcycle car "K-1-V" (1947-1951)

The motorbike “Gauja” of the Riga plant “Sarkana Zvaizgne” is designed for solo riding on city, highway and country roads. The motorbike "Gauja" is equipped with a D4 engine with a power of 1 hp. The motorbike has good shock absorption and is not a tiring type of individual transport. The front fork has a swing-type suspension with spring dampers. The robust welded frame is made of small diameter tubes, which reduces the overall weight of the bike. Machine control has become more reliable and convenient. The presence of mechanical brakes guarantees quick and effective braking of the motorcycle, which increases the trouble-free ride. The carburetor throttle and front brake levers are located on the right half, and the clutch lever on the left handlebar half. The rear brake is operated by the moped pedals. For the convenience of the driver, the motorcycle is equipped with a wide soft saddle with a sponge rubber cushion. There is a rack above the rear wheel that can carry 15 kg. cargo. For driving in the dark, the motorbike is equipped with a headlight powered by a generator. To protect against corrosion and to give the bike a beautiful appearance, the frame, front fork and shields are painted with colored enamels.

Overall dimensions: length - 1855 mm; steering wheel width - 610 mm; height - 1070 mm. General data: weight (dry) - 31 kg; maximum speed - 40 km / h; fuel tank capacity - 2.2 liters; control fuel consumption - 1.5 l / 100 km. Engine: model - D4 (D5); type - gasoline, two-stroke, with cooling by counter air flow; engine displacement - 45 cc; number of ticks - 2; number of cylinders - 1; cylinder diameter - 38 mm; piston stroke - 40 mm; compression ratio - 5.2; maximum power - 1 hp; crankshaft speed at maximum power, 1 / min - 4000-4500; engine start - by pedals; fuel - a mixture of A-56 gasoline with oil in a ratio of 20: 1. Power transmission: semi-dry double-disc clutch; rear wheel drive - chain. Electrical equipment and devices: bicycle generator - G-61; headlamp - FG-15. Chassis: frame - welded tubular; front fork - pendulum with springs; rear suspension - no; seat - with sponge rubber cushion; tires - 559x48 mm (26 ″ x2 ″); brakes - shoe type.

Motorcycle "Gauja". Brief instructions for care and operation (1961).

A note on the reconstruction of the "Sarkana Zvaigzne" plant
"Behind the wheel", 07/1960

Description of new products in the motorcycle industry of the USSR
"Behind the wheel", 12/1961

An account of the industry's planned global unification
"Behind the wheel", 02/1963

A note about the journey on the "Gauja" motorbikes and "Riga-1" mopeds in the Carpathians
"Behind the wheel", 06/1965

A note on a homemade motorcycle stroller
Technology for Youth, 07/1972

Conversation with readers about the problems and prospects of the motorcycle industry in the USSR
"Behind the wheel", 10/1965

Review of the history, present and plans of the Lviv Motorcycle Plant
Technology for Youth, 03/1983

A story about the history of the Sarkana Zvaigzne plant
MK-Latvia, 12/2009

The Moped Museum will accept as a gift or buy a motorbike "Gauja" Riga-2, spare parts and documents from it.

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The types of two-wheeled small-cubic motor vehicles are quite diverse: these are bicycles with outboard motors, heavy mopeds, which are more powerful and usually have gearboxes, mokiki - mopeds with a kickstarter, mini-scooters (scooters).

All this technique, in accordance with the Traffic Regulations of the Russian Federation, can be combined with the general name "moped" - a two- or three-wheeled vehicle driven by an engine with a working volume of no more than 50 cubic meters. cm and having a maximum design speed of no more than 50 km / h. Note that in the 70s - 80s of the last century, in the USSR, the working volume of mopeds engines should not have exceeded 49.9 cubic meters. cm, it was on this limiting border that the Soviet factories were guided. However, the difference between 49.9 cubic meters. cm and 50 cc. cm is not really tangible.

The first motorcycle, which was launched at the beginning of the 20th century at the Leitner plant in Riga, can, to a large extent, be considered a moped. This motorcycle, named “ Russia”Was a conventional bicycle with a 1-cylinder internal combustion engine installed in a frame. The engine with a volume of more than 50 cubic meters was related to the “Russia” motorcycle. cm, with mopeds - low maximum design speed (up to 40 km / h) and, most importantly, the presence of bicycle pedals.

The “Russia” motorcycle cost about 450 rubles, and only wealthy people could buy such a car. Therefore, the production volumes were very small - several dozen motorcycles per year. In 1910, the production of motorcycles "Russia" at the Leitner factory was discontinued, the enterprise began to produce only bicycles.

Light mopeds

Prototypes of motorbikes were created in the USSR in the second half of the 30s. So, at the Moscow Bicycle Plant, an experimental batch of motorbikes with 1.3 liter outboard motors was manufactured. with., which were supplied from Odessa, from the plant "Red Profintern". And in Leningrad, at the F. Engels Mechanical Plant, they mastered the production of outboard motors for the MD-1 men's bicycle.

In the photo there is a cost-center bicycle with the Red Profintern engine, 1936.

Engine of the Leningrad plant named after Engels.

Photo from "Moto" magazine, March 2003.

However, the outbreak of the Great Patriotic War prevented the development of large-scale production of outboard motors and motorbikes. The mass production of this equipment was started in the USSR only in the post-war period.

One of the first post-war outboard bicycle motors - “ Irtysh”Installed under the bicycle pedal carriage. The wheel was driven by a rubber roller pressed against the tire. Engine with a working volume of 48 cc cm developed a power of 0.8 hp, which allowed the bike to accelerate to 30 km / h. “Irtysh” was produced in 1954-55 by the Omsk Engine-Building Plant named after Baranov.
Consumer reviews about the Irtysh were very controversial. For example: " Our Irtysh motor ... turned out to be a capricious and eccentric creature. It was suspended so low that it almost dragged along the road. Road mud dried up between the ribs of its cylinder, stuffed into the air filter ... The clutch lever often broke. To get to the magneto, it was necessary to disassemble the entire bicycle carriage. The movement from the motor to the rear wheel was transmitted not through a chain, but through a rubber drum that turned the wheel. But if it has recently rained and the road has been wet, then the drum only slid on the tire, and the bike did not move. Had to wait for the road to dry”. (D. Dar, A. Elyanov “There, around the corner ...”, M., “Young Guard”, 1962).

The prototype of the Irtysh is the 1948 ILO-F48 engine.

Photo from "Moto" magazine, March 2003.

"Irtysh" by bike.

Photo from "Moto" magazine, March 2003.

Around the same years as the Irtysh, a similar in design but more powerful engine was produced MD-65 (66 cc, 1.7 hp). The wheel drive was also carried out using a rubber drum.

The situation changed for the better with the start of production in 1956 by the Kharkov Bicycle Plant of engines D-4... Unlike the Irtysh, which had a German prototype - the ILO F48 engine of the 1951 model, the D-4 was a completely domestic development. It is a 45 cc, two-stroke, single-cylinder, spool timing engine. cm, the compression ratio is about 5.2. The engine developed a power of about 1 hp. at 4000 - 4500 rpm and had a chain drive to the rear wheel. Bicycles, with the D-4 installed on them, developed a speed of up to 40 km / h.

It is curious that this engine was created by a rural self-taught designer (!) Philip Aleksandrovich Pribyloi, having spent about 10 years on work. Compared to the Irtysh and similar domestic and foreign designs, the D-4 looked so advantageous that, for example, the Tekhnika - Youth magazine called it the best bicycle motor in the world (K. Pigulevsky, First place in the competition with the best motors in the world , “Technology - for youth”, No. 2, 1958).

It is difficult to say whether in those years anyone was satisfied with testing the D-4 in comparison with the "best motors in the world", but the D-4, indeed, was a new word in the production of bicycle motors. It is no coincidence that it, repeatedly undergoing modernization, under the names: D-4, D-5, D-6, D-8, was produced in our country for about 40 years - at the beginning at the Kharkov bicycle plant, then at the Leningrad "Red October". The production was truly massive - in 1982 the 8 millionth D-series engine was produced. The modernized "dashka" is being produced even now, though not here, but in China. Moreover, the Chinese version of Pribylyi's creation is successfully exported to Western Europe, the USA, and to us, in Russia.

In 1958, the Kharkov Bicycle Plant began to produce a bicycle specially for the D-4 engine.

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

Photos from the site: alkatrion.com

In 1962, the design bureau of the plant created a motorbike MV-042 "Lvovyanka"... It was a fundamentally new model with a special die-cast frame, telescopic front fork and even a spring-loaded rear suspension.

Photos from the site: roker.kiev.ua

On the first batches of "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 - 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 / 100 km.
The high thermal stress of the D-5 forced the designers to use a new cylinder with developed ribs and a removable head.

The "Lvivianka" was replaced by a light moped "", which is distinguished by developed nodding and angular shapes.

Photos from the site: bestmebli.ru

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 later “Karpaty”.

It should be noted that rear shock absorbers were installed on all light mopeds of the Lviv plant. Light mopeds from other Soviet factories, like most foreign light mopeds of those years, did not have such a "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 first light moped, which was launched in Riga in 1959, was used as a running gear for the men's bicycle “”.

Photo from the site: www.mopedmuseum.ru

The familiar D-4 engine was installed on the bike. (A. Popov, Chilled Star, “Moto”, No. 1, 2012, p.88). The resulting design strongly resembled the B-901 motorbike of the Kharkov Bicycle Plant.

The next motorbike of the Riga factory is "Gauja" ("Riga-2").

Photo from the site: forum.grodno.net

The motorcycle was produced in 1961 - 1963, it was distinguished by an elegant frame, a hood motor and a spring-loaded front fork.

The Gauja was replaced with a simpler frame, increased gas tank capacity and an engine D-5.

Photo from the site: suvenirrussian.ru

And in the 70s, production was launched "Rigi-7"complete with engine D-6... This engine, unlike the D-5, had a larger diameter rotor and a double winding of the ignition coil. Such a modernization made it possible to power the headlight and tail light of the moped directly from the engine, and not from an external dynamo generator, as was the case with mopeds equipped with D-4 and D-5 engines.

At the end of the 70s, "Sarkana Zvaigzne" began to produce a new model - "Riga-11".

The moped received a backbone frame instead of a closed one, wheels of a smaller diameter but wider. The gas tank was moved under the rear rack and reduced in capacity from 5.5 to 4 liters. This model can hardly be called successful. The weight of the moped, in comparison with the “Riga-7”, has increased by 8 kg, and the backbone frame, as could be expected, turned out to be less durable compared to the closed one.

Apparently, for these reasons, the production of "Riga-11" was soon curtailed, it was replaced with the same wide 19-inch wheels, but again with a closed frame and a gas tank in the traditional place for mopeds - the upper frame beam.

Photos from the site: rstcars.com

The weight of the moped, in comparison with the “Riga-11”, was reduced by 2 kg. The moped was equipped with D-8 engines and its modifications. A distinctive feature of the D-8 was good light and the presence of a high-voltage transformer in the ignition system.

"Riga-13" was produced up to the closure of the plant in 1998, becoming the most massive, and at the same time the last serial model of Riga light mopeds. “Perestroika” and subsequent market reforms destroyed the Riga motorcycle plant, as did most of the country's motorcycle plants.

The workshops of the legendary Riga enterprise are currently either demolished or in a dilapidated state.

Photo from the site: dyr4ik.ru

It is curious that after the termination of production of "Riga-13" at the Riga Motorcycle Plant, the moped for some time was produced by the State Unitary Enterprise "Leningradsky Severny Zavod", which received working drawings of the moped from Riga.

The third plant that produced light mopeds in the USSR is the Penza Bicycle Plant named after I. M.V. Frunze (ZIF). The first model was a motorbike 16-VM, very much reminiscent of the Lviv B-902.

Then, in 1972, they began production of a model with a D-6 engine

Photo from the site: dyr4ik.ru

and, since 1977, ZIF-77... The last two models differ from those of similar models Riga years ( "Riga-5" and "Riga-7") on the fuel tank and 2.5 liters of a slightly smaller weight.

In the “troubled years of perestroika”, the production of mopeds at the ZIF was discontinued. However, the plant was saved. Now the mill, which was renamed in 2008 in Company "Penza bicycle factory" produces seven models of men's and women's road bikes and two teenage model bicycles.

At present, in the Russian Federation, as well as in other republics that were once part of the USSR, there is not a single factory that mass-produced motorbikes.

In a very limited number, only sets of the engine and special fasteners for installation on a bicycle are produced. The most famous of them is "Kometa", produced in St. Petersburg. The set of the bicycle motor can be combined with a 1 HP, 1.5 HP engine. and 2 hp A belt drive from the engine transmits rotation to a pulley (bicycle rim), which is attached to the spokes on the rear wheel.

Photos from the site: motobratva.com

The moped weighed about 70 kg and was equipped with a single-cylinder, two-stroke engine with a displacement of 98 cm3. The compression ratio is 5.8. The engine developed 2.3 liters. from. at 4000 rpm and had a two-speed gearbox. The maximum speed is 50 km / h. From the above technical data, it can be seen that "Kievlyanin" is very similar to the pre-war "Strela". This is not surprising, since the prototype and "Arrows" and "resident of Kiev" is a popular German moped "Wanderer-98" manned engine "Sachs". Since 1952, KMZ began to manufacture heavy motorcycles M-72, and stopped making mopeds. The scale of production of "Kievlyanin" was small: in 1951, for example, 14.4 thousand mopeds left the assembly line.

In parallel with the K1B motorbike, the KMZ produced its three-wheeled modification for disabled people since 1947. It was called K1V, and she had only one drive, the left rear wheel.

In 1958, a moped was developed at the Sarkana Zvaigzne motor-car factory in Riga. Spiriditis”(“ Little Boy ”) with a 60 cc engine. cm.

The car turned out to be unsuccessful, mainly because of the engine, and did not go into production. As a solution, a license was purchased for the Czech 50-cc engine "Java", the production of which was mastered by the plant in Siauliai. For the new engine, the Riga developers have created a moped ""

Photos from the site: oldschool-mc.ru

which was launched into mass production in 1961. The moped turned out to be quite light - 45 kg. Two-stroke engine with a working volume of 49.8 cu. see, equipped with a two-stage gearbox, developed a power of 1.5 hp, which allowed a maximum speed of 40 km / h.

In 1965, the moped “Riga-1” was replaced by a new model “”,

Photo from the site: moped-balachna.do.am

equipped with an upgraded Siauliai engine Sh-51 with a capacity of 2 hp Externally, the moped "Riga-3" was not very different from its predecessor, except for the modified shape of the tank, the cushion-type seat and the frame with an elongated tail section. “Riga-3” turned out to be more powerful than “Riga-1” by almost 30%, lighter by 2 kg and accelerated to 50 km / h.

From 1970 to 1974, the Riga Motorcycle Plant produced "" with an engine Sh-52 with a capacity of 2.2 hp.

Photo from the site: moped-balachna.do.am

This model was outwardly very similar to the "Riga-3" and differed only in a small change in the lining of the body and the introduction of new technical solutions into the design: the electrical circuit was changed (a high-voltage transformer was added), the design of the guards for the wheels and the chain, the design of the gears of the gearbox, the trunk, new wheels of smaller diameter were installed, and the speedometer was driven by the engine.

Photo from the site: adengo.ru

This model was really “mini” in size: it could easily fit on the roof or in the trunk of a car, in an elevator, on a balcony or in a utility room of a residential building. The handlebars, when the grips were released, could be pivoted downward, almost halving the height of the machine. For the same purpose, a saddle lowering device was provided. In the early years of production, the moped did not have rear shock absorbers.

The engine was installed on the "Riga-26" B-50 manual or engine B-501 - with foot switch. The power of the V-50 or V-501 was the same - 1.8 hp.

A little later, Czechoslovak-made engines with a horizontal cylinder position, much more reliable, and also having a foot switch, began to be installed on this mokik. The maximum design speed of "Riga-26" is 40 km / h.

Mini mokick "Stella" RMZ-2.136 (RMZ-2.136-01) differed from "Riga-26" undercarriage. The V-50 or V-501 engines were installed on the mokik, later - B-50M and B-501M - 2.0 hp Mock weight - 54 kg, speed - 40 km / h.

In the mid-80s "Sarkana Zvaigzne" also began to produce mokik "Delta" RMZ-2.124 (RMZ-2.124-01).

Photo from the site: moped-balachna.do.am

All the same engines V-50 or V-501 were installed on the mokik. And the maximum design speed was the same as that of "Riga-26" and "Stella" - 40 km / h.

The first heavy moped, created at the Lviv Motorcycle Plant, was, released in 1967, a moped "MP-043" unified on the frame with the light moped "MP-044". The MP-043 was equipped with the same engine that was installed on the “Sarkan Zvaigzne” on the “Riga-3” - Sh-51 with a capacity of 2 hp. with a two-speed gearbox.

In 1969, the MP-043 was replaced by a new model.

again unified in frame with the simultaneously produced light moped “MP-045”.

It must be said that the angular form "MP-043" and "MT-046" did not arouse great enthusiasm among buyers, who preferred the heavy mopeds Riga Motor Plant.

The situation changed with the beginning of the production of the moped "Verkhovyna-3" (MP-048).

Photos from the site: minsk-scooter.by

The design of the moped has been significantly redesigned. The moped began to resemble a small motorcycle. The same engine was installed on “Verkhovyna-3” - Sh-51K, as on “MP-046”, but instead of the M-102 magdino, which controlled the ignition of the previous models of mopeds, the G-420 ignition generator was installed, equipped with a remote high-voltage transformer. This improvement made it possible to significantly increase the reliability of the ignition system, due to the fact that with this design, the ignition coil is not subject to heating from a running engine.
On the whole, we can say that the first model of Verkhovyna turned out to be quite successful. The buyer was attracted by both the interesting appearance of the moped and the rather high level of its reliability. Therefore, the demand for “Verkhovyna-3” was quite large, and all development of the “Verkhovyna” models continued in the direction set by the very first modification. It is also worth mentioning that the first model was already produced, in addition to the standard one, in a tourist version - with luggage bags and a windshield.

"Verkhovyna-4" (LMZ-2-152) produced at LMZ since 1972. The moped received a more comfortable saddle, a slightly modified tank, and an Sh-52 engine.

Photo from the site: dyr4ik.ru

produced since 1974 and differed greatly in its appearance. The moped received a horizontal tank with a capacity of 7 liters, another trunk, a new front fork. An Sh-57 engine was installed on the moped.

In 1978 they began to produce "Verkhovyna-6" (LMZ-2.158) with a slightly modified design and the Sh-57 engine, and later the Sh-58 with a kickstarter.

In addition to the base model, production was also launched "Verkhovyna-6-Sport"and "Verkhovyna-6-Tourist"... “Verkhovy-6-Sport” was distinguished by the upper location of the muffler, the cross-type steering wheel with a jumper and the front wheel sprung shield. Verkhovyna-6-Tourist had a wind deflector and two large luggage bags behind the driver's saddle.

One of the "Verkhovyns-6" became the two-millionth moped (!) Of the Lviv Motorcycle Plant.

"Verkhovyna-7" (LMZ-2.159) - the last of the "Verkhovyns" - produced from April 1981. The moped was fitted with a new front fork, new, more powerful, lighting equipment and a new trunk. Derated Sh-62 (M), and later - V-50 were installed on "Verkhovyna-7". 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 Motorcycle Plant appeared - mokik "Karpaty" (LMZ-2.160),

Photo from the site: dyr4ik.ru

and in 1986 a mokik was released "Karpaty-2" (LMZ-2.161)... Both "Karpaty" mokiks, in the development of which the VNIITE branch in Leningrad took part, were equipped with an 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 thing is the shape of the frame, tank, muffler and side covers changed for "Karpaty". The developers have increased the service life of the new model: the guaranteed mileage of the “Karpaty” mokik was 8000 km (the “Verkhovyna-7” had 6000), and the service life before the first overhaul was up to 18000 km, compared to 15000 km for “Verkhovyna”. Like Verkhovina-6, the Karpaty mokik also had similar modifications - a moped "Karpaty-Tourist" and youth moped "Karpaty-Sport"... Subsequently, a moped was also produced "Karpaty-2-Lux", a distinctive feature of which were 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 falling demand and actively develop new models to attract buyers. A new model LMZ-2.164 was developed. In 1990, the Serpukhov Research Institute of Motorcycle Building 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 the series ...

The collapse of a single country led to the death of the Lviv Motorcycle Plant. Now on its territory the sports complex "Inter-sport", as well as many small firms that have nothing to do with mopeds.

Summing up the results of the Soviet stage in the history of the domestic motorcycle industry, it can be noted that in the 60s - 70s a moped was one of the most affordable vehicles for the population of the country. Mopeds were produced in millions of pieces, there has never been a shortage of mopeds in the trade network (perhaps, with the exception of certain models). Mopeds were affordable and affordable. For example, in 1975 godu moped "Riga-7" cost RUB 112, "Riga-12" - 186 rubles "Verhovina-5 '- 196 - 198 rubles (depending on configuration). For comparison - the price of the "Electron" scooter was 270 rubles, the price of motorcycles "Minsk-105" - 330 rubles, "Voskhod-2" - about 420 rubles, etc. Any worker could acquire two-wheeled motor vehicles, especially mopeds.

It is curious that having overtaken the firms of Germany and France, which laid the foundation for the mass production of small motor vehicles, by the beginning of the 80s of the XX century, we took the third place in the world (after Japan and Italy) in the production of mopeds and began to supply them to the external market (for example, in Hungary, Poland, Angola, Bangladesh, Cuba and even Italy). (M. Leonov, How have youth moped ?, "Technology - Youth", number 3, 1983, p. 48).

The only plant in the Russian Federation that currently serially produces domestic-designed heavy mopeds is the Dyagterev Plant in the city of Kovrov. Back in the 90s, the enterprise began to produce a sports type mokik ZiD-50 "Pilot".

Photos from the site: scooter-club.ru

Mokik dry weight of 81 kg is provided with a two-stroke engine of 49.9 cu. cm with a capacity of 3.5 hp. The engine has a three-speed gearbox. The maximum design speed (according to documents) is 50 km / h. In reality, the moped accelerates to 70 km / h, which is not surprising with such engine parameters. Later, a modification of the "Pilot" was developed - mokik ZiD-50-01 "Active"

Photo from the site: portal.localka.ru

with a modified design. In recent years, both the "Pilot" and "Active", along with two-stroke, began to install Chinese four-stroke engines Lifan 1P39FMB-Cand Lifan 1P39QMB volume of 49.5 cubic meters. cm and a capacity of 3.4 hp.

With the Chinese "four-wheel", the plant also began to produce a scooter. it "ZiD" - "Lifan".

Unfortunately, "Pilots" and "Assets" with a Chinese engine are significantly more expensive than similar fully Chinese models.

At ZID, an attempt was also made to release a small class mokik ZiD-36 "Ptaha"... Mokik weighed only 35 kg, was equipped with a two-stroke engine with a two-speed gearbox with a volume of 36.3 cubic meters. cm and a capacity of 1.5 hp .. The maximum design speed "Ptah" was 30 km / h. (In reality, it was possible to accelerate to 45 km / h).

Alas, the demand for “Ptah” was significantly lower than for “Pilot”.
In addition to a scooter with a Chinese engine "LIFAN", ZID developed a scooter back in 2000 "ZDK-2.205" - "Arkan".

The curb weight of the scooter was 100 kilograms, it was equipped with a double saddle and footrests for the passenger. A large number of parts scooter was unified with mokiki "Pilot". "Arkan" had a 3.5 hp engine, retrofitted with a mechanically driven fan, an electric starter, and a separate lubrication system. The transmission - with a manual clutch, a 3-speed gearbox and a chain drive to the wheel, remains similar to the “Pilot”. A total of 500 "Arcana" were released, after which their production was discontinued.

Vyatskiye-Polyansky Machine-Building Plant "Hammer", in Soviet times, which produced motor "Elektron", started to produce scooter in 1998 VMZ-2.503 "Strizh"

Photo from the site: drive2.ru

with two-stroke engine "Simson"... Its capacity is 3.7 hp. (at 5500 rpm) was enough to accelerate the crew to 60 km / h. The motor used helical gearing of the transmission gears from the engine to the clutch, a 4-speed gearbox, and an electronic ignition system. However, "Strizh" was in little demand among buyers, and soon its production was curtailed.

Perhaps, in addition to competition from cheap "used" Japanese scooters, a certain role was played by the fact that both "Arkan" and "Strizh" had manual transmissions and were designed for experienced motorists. And young people preferred a scooter with an automatic clutch and a variator.

A moped was developed at the State Unitary Enterprise "Leningrad Severny Zavod" (LSZ) in 1994 LSZ - 1.415 "Pegasus".

It was a classic moped with bicycle-type pedals, a single-cylinder two-stroke engine without gearbox, a front telescopic fork and a rear suspension with an engine-transmission oscillating unit. An engine was installed on the moped D-14 volume of 45 cc and a capacity of 1.8 hp. The maximum design speed of the Pegasus was 40 km / h.

Unfortunately, the “Pegasus” revealed a lot of shortcomings. In particular, the characteristics of the D-14 engine made starting off on the engine and driving at low speeds problematic. As a result, the lack of demand forced the model to be discontinued.

After that, an Indian engine was purchased for Pegasus in 2002 Ankur CM-50 having an automatic centrifugal clutch. The engine had a volume of 49 cubic meters. cm and developed a power of 2.4 hp, accelerating the moped to 50 km / h. The resulting modification was named "Pegasus-31"... And in 2005 it was released "PEGAS-33" with kickstarter.

At the St. Petersburg (Leningrad) "Red October", which for many years produced engines of the "D" series, in the 90s they also tried to establish the production of small-capacity motor vehicles with a motor D - 16... A small number of mokiks of the series were collected and sold to the population, "Fora-classic" and "Fora-mini".

The D-16 engine had a volume of 49 cubic meters. cm and a power of 2.2 hp, recalling the Shaul motors, installed in the old years on the "heavy" "Riga" and "Verkhovyna".

However, due to economic reasons, the mass production of mopeds of the Fora series could not be launched.

In the late 90s, the Tula Machine-Building Plant developed a mokik.

The moped had a unique arched frame (like a children's park rocking chair) and a front fork of an original design.

Were made prototypes of "Fregat" with different motors: "ZiD-50", "VP-50" and even, "Franco Morini" with 4-speed gearbox. But, the moped was not launched into series.

Izhevsk plant has developed the heaviest of domestic mokiks IZH 2.673 "Cornet".

Photo from the site: yaplakal.com

Its curb weight exceeded 90 kg. In appearance, “The Cornet was much more like a powerful motorcycle than a moped. The two-stroke Kornet engine had a working volume of 49.6 cubic meters. cm, developed a power of 3 hp. and was equipped with a four-speed gearbox. The moped was mass-produced, entered the distribution network, but soon its production was discontinued.

However, at present, the Izhevsk plant assembles a 50-cube "Patron King 50" under license.

So, it was not possible to organize the mass production of "heavy" mopeds in the independent RF. The only exceptions are ZID, which produces Pilots, and Izhevsk plant with licensed Patron King.

Is the revival of mass domestic moped construction possible in our country? - At the present time, apparently not. Cheap malokubaturnaya motorcycles with mileage, supplied mainly from Japan and not less than cheap, new scooters made in China, firmly grasp the domestic market. True, in China in recent years the industrial workers' strike movement with demands for higher wages has been developing more and more widely. Owners of foreign firms that have built factories in China, as well as homegrown Chinese capitalists, are forced to meet the demands of the strikers. Ultimately, higher wages for Chinese workers are very likely to increase the cost of their products, which will reduce their competitiveness in the global market. But will this help the Russian motorcycle industry?