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Technical specifications. The Irtysh bicycle engine (Fig. 54) is a single-cylinder two-stroke gasoline engine with a crank-chamber blowing capacity of 0.8 liters. from. (at 3000 rpm.). The engine is designed to fit any road bike.

The engine, which can reach the maximum short-term speed of the bicycle up to 30 km / h, is air-cooled by the oncoming air flow. The capacity of the gas tank, reinforced between the seat tube of the bike frame and the mudguard, is 1.5 liters. This amount of fuel is consumed per 100 km of travel on the highway at an economic speed (25 km / h).

The engine is mounted with elastic mounts under the bottom bracket assembly. The transmission of the rotating force from the engine to the rear wheel of the bicycle is carried out using a driving rubber drum, which is pressed against the rear wheel tire in the on position.

The engine is controlled by the throttle grip (throttle), the decompressor valve lever (mounted on the right handlebar grip) and the engine clutch lever with the rear wheel of the bicycle, mounted on the left side on the front of the lower tube of the bicycle frame.

The engine does not have a gearbox. The transmission of rotation from the crankshaft to the drive drum in all operating modes is constant (deceleration with a ratio of 13:27). The speed is regulated by the throttle handle. ■

The Irtysh bicycle engine has a float carburetor and an ignition system from a magneto type MV-1. The engine is equipped with a spark plug of the NA11 / 16V-U brand (GOST V-2043-43) with a thread 14X1.25-

Figure: 54. Bicycle engine. Irtysh ":

a - visas on the left: 1 - crankcase cover; 2 - cylinder; 3 - cylinder head; 4 - decompressor valve; 5-pin plug device; 6 - carburetor; 7 - air filter; 8 - carburetor casing: 9 - engine mount; b - right side view: 10 - fuel tank; 11 - throttle handle: 12 - decompressor lever; 13 - handle and clutch sector; 14 - throttle control cable; 1S - decompressor control cable; 16 - clutch rod; 17 - muffler; 18 - driving drum; 19- cover of the magneto cavity; 20 - three-way fuel mark.

The set of the engine, in addition to itself, the gas tank and control mechanisms, also includes the necessary fasteners and locksmith tools for mounting the engine and adjusting the magneto.

The Irtysh engine (Fig. 55) consists of the following main parts: crankcase 21 with a cover, cylinder 26, cylinder head 8, piston 12, piston pin 11, crankshaft, muffler and power and ignition systems.

The crankcase 21 consists of two parts: a body and a cover with a split along the longitudinal plane. Both parts are cast from an aluminum alloy. For the tightness of the connection between the body and the cover, a paronite gasket is placed, lubricated with a non-drying sealant.

Cylinder 3 (Fig. 56) is cast from cast iron, and its head 1 is made of aluminum alloy. The outer surfaces of the cylinder and head have ribs that increase the cooling surface. The cylinder with the head is attached to the crankcase on four studs passing through the holes in the cylinder body and the head with nuts. At the junction of the head with the cylinder, a gasket 2 of reinforced asbestos is laid, and at the junction of the cylinder with the crankcase, a gasket 4 of special cardboard. On the rear upper part of the cylinder there is an eyelet 26 made in one piece with the cylinder; the earring of the engine control rod with the tire of the rear wheel of the bicycle is attached to the ear.

In the center of the head there is a boss with a 14X1.25 threaded hole into which the spark plug is screwed. Next to the candle socket is a socket with a hole for the decompressor valve. The rib, made in one piece with this lug, has an opening for the mixture and gases to exit when the decompressor valve is open.

The piston 5 is cast from an aluminum alloy. The bottom of the piston has a spherical surface on the outside. In the upper part of the piston, on the outer cylindrical surface, there are two annular rectangular grooves for cast iron gas sealing rings c. Stoppers are pressed into the annular grooves to protect the rings from turning. Inside the piston has two bosses with holes for the piston pin. The piston skirt has two cuts, of which a large

Figure: 55. Sectional view of the "Irtysh" bicycle engine:

I - throttle spring; 2 - throttle nut; 3 - lock nut; 4 - throttle adjusting screw; 5 - carburetor body;

6 - carburetor mounting screw;

7 - carburetor casing; 8 - cylinder head; 9 - gasket; 10- bolt for fastening the carburetor casing; 11- piston pin; 12 - piston; 13- connecting rod; 14- crank pin; 15 - crankshaft cheek; 16 - a driving gear wheel; 17 - engine mount; 1S - axis of the driving drum; 19 - a gear wheel of the driving drum; 20 - toothed wheel - magneto drive; 21 - crankcase; 22 - intermediate gear wheel; 23- muffler body;

24 - muffler mounting bolt;

25 - muffler tie rod;

26 - cylinder; 27- muffler cover; 28 - washer; 29 - nut; 30 - decompressor valve; 31 - contact device of the candle; 32 - spark plug; 33 - poplarsky chamber; 34 - main jet; 35 - air filter scooa; 36 - throttle needle; 37- air filter; З8 - throttle valve spool.

Serves for the passage of the crankshaft cheeks, and the smaller one for the passage of the mixture to the cylinder bypass channel.

Piston pin 6 is steel, hollow, heat treated to increase hardness. From longitudinal movement, the pin is fixed with two ring locks 7.

The connecting rod 13 (see Fig. 55) is stamped from steel. The upper connecting rod head has a pressed-in bronze bushing and lubrication holes. The lower connecting rod head, manufactured with great precision and heat treated, is the outer race of the roller bearing.

The crankshaft consists of three parts: the left and right crankshaft cheeks and the crank pin 14. Both necks are stamped from steel and pressed onto the ends of the pin after setting the rollers, connecting rod and washer. Crank pin - steel, hollow, heat treated to increase hardness. The middle cylindrical part of the pin (between the crankshaft cheeks) and the inner surface of the lower connecting rod head are roller bearing treads.

The journals of the left and right cheeks of the crankshaft rest on ball bearings located in the bosses of the crankcase and its cover 1 (see Fig. 54).

On the trunnion of the left cheek of the crankshaft, a driving gear 16 (see Fig. 55) with thirteen teeth is installed. The driving gear transmits rotation through the intermediate gear 22 (46 teeth) to the gear 19 of the driving drum (27 teeth). All gear wheels are steel.

The intermediate gear wheel is pressed onto an axle supported by bearings that are installed in the bore of the crankcase and its cover: on the left side - on the ball bearing, and on the right - on the needle bearing.

The magneto drive gear is mounted on the magneto shank and is secured with a key. The magneto shank is supported by a ball bearing located in the crankcase boss.

The gear wheel of the driving drum drive is pressed onto a hollow axle supported by two

1 - cylinder head; 2 - cylinder gasket; 3 - cylinder; 4 - cylinder gasket; 5 - piston; 6 - piston pin; 7 - finger emitter; 8 - piston rings; 9 - muffler gasket: 10 - bushing; 11 - carburetor casing gasket: 12 - spring washer: /.? - muffler mounting bolt: 14 - spring washer: 15 - carburetor casing mounting bolt: M - spring; / 7-washer; 75-pin; / 0-rocker spring: 20 - washer; 21 nuts: 22 - bracket; 2d - bracket bolt;

24 - rocker; 25- decompressor valve; 26 - earring attachment ear.

ball bearings located in the bore of the crankcase and its cover. The tightness of the crankcase at the outlet of the pinion of the drive drum drive is ensured by a rubber cuff pressed into the crankcase lug. At the right end of the axle is a rubber tire drive drum that transmits rotation to the rear wheel of the bike.

The muffler (see Fig. 54) consists of a body, a grill and a cover, connected to each other by a tie rod, which is welded at one end to the muffler body. The muffler is attached with two bolts to the cylinder and one bolt to the crankcase rib.

The fuel system (see fig. 54) consists of a fuel tank, a three-way fuel cock, a fuel pipe and a carburetor.

The fuel tank is made of sheet steel. In the upper part of the fuel tank there is a filler neck closed with a plug. At the top of the plug there is a fitting with an opening for communicating the tank cavity with the atmosphere. The hole serves to maintain atmospheric air pressure in the tank. When the hole is closed or clogged, the fuel supply to the carburetor is stopped due to the formation of a vacuum in the fuel tank. To prevent fuel from spilling out of the tank when transporting, when the bike is tilted while stationary, etc., the hole is closed with a cap.

The three-way fuel cock is used to turn on or off the fuel supply from the tank to the carburetor. The tap handle has three positions: the tap is closed - the handle is turned up with the mark "3"; the tap is open - the handle is turned down; the tap is open to use up the reserve fuel - the handle is turned up with the mark "P". In this position, a reserve stock (0.2 liters) is consumed from the total amount of fuel (1.5 liters) poured into the tank, which ensures the movement of the bicycle over a distance of about 30 km.

There are strainers at the inlet and outlet of the three-way fuel cock.

The carburetor (Fig. 57), designed to prepare a mixture of fuel and air in the required proportion, consists of three main parts:

a - carburetor assembly; b - carburetor casing with a carburetor installed in it: c - carburetor casing, carburetor parts and air filter: / - carburetor casing; 2 - throttle nut; 3 - throttle spring; 4 - carburetor body; 5 - rubber gasket for the carburetor plug; b - the main lady Claire; 7 - float chamber; 8 - carburetor plug; 9 - nipple; 10 - float; // - handle of the air filter damper; 12- air filter; 13 “air filter bracket; / 4 - fiber gasket for the fuel connection; 15-int; 16 - rubber sealing ring of the carburetor body; 17 - bracket of the float needle: 18 - float needle: 19 - throttle: 20 - needle washer; 21 - throttle needle; 22 - filter of the fuel connection of the carburetor; 2'- jet body; 24 - adjusting screw; 25 - locking nut; A - prompter hole; j\u003e - screwdriver hole.

chamber 7, mixing chamber and air filter 12. The carburetor is housed in a carburetor casing secured by two bolts to the cylinder intake port boss flange.

Fuel is supplied to the float chamber 7 through the nipple 9 of the carburetor body; the amount of supplied fuel is automatically regulated by the needle 18, controlled by the float 10. There is a mesh filter at the fuel inlet into the float chamber. The float and float needle ensure a constant level of fuel in the float chamber. To maintain atmospheric pressure in the float chamber, there is a prompter hole A in the carburetor body.

In the mixing chamber there is a throttle 19 with a needle 21, a bushing (atomizer) and a nozzle. The fuel is sucked in from the float chamber and sprayed in the air stream.

Throttle 19 regulates the amount of mixture supplied to the crank chamber, that is, the engine power, and therefore the speed of the bicycle. The quality of the mixture at full throttle opening is ensured by the calibrated orifice of the main jet 6. At medium and small opening, the mixture quality is corrected by installing the needle 21 in the throttle. The throttle is lifted by a cable, the shell of which abuts against the adjusting screw 24, screwed into the throttle nut 2.

The air filter 12 is installed to protect the engine from the ingress of road dust along with the intake air, since the presence of dust leads to accelerated wear of parts and clogging of the jet.

The air filter consists of a body, stamped nets inserted into it and a damper. Dust, passing with the air through the oiled mesh, settles on them. The damper serves to enrich the mixture when starting the engine in cold weather. Turning the air filter flap with the handle towards the “3” mark reduces the flow area for air, thereby creating a suction.

The ignition system consists of a magneto MV-1, a high voltage wire, a plug contact device and a spark plug of the HA 11X11 A-U or HA / 16V-U brand (GOST B 2043-43),

Magneto (fig. 58) has a rotating permanent magnet armature and stationary transformer windings. A one-cam washer 6 is placed on the armature axis, which opens the breaker contacts at each armature revolution. The gap between the breaker contacts should be within 0.25-0.35 mm. The gap is set by turning the adjustable contact 3.

The candle consists of a steel body, into which a ceramic core with a central electrode is rolled. Rice - Magneto MV-1 into the end part of the candle body (view from the side electrode is embedded, the sides of the breaker);

Г / -locking nut: 2 - edges Between the Central and OO-controlled contact: З - adjustable

M my contact; 4 - contact of the best;

There is a 5-Slot for the VINI, and the MAG attachment - a gap of 0.6-0.7 mm, through the KO - no 0: 6 ~ cam shaioa.

a spark that skips,

flammable mixture in the cylinder. The upper part of the candle body has a 14X 1.25 thread.

A copper-asbestos ring gasket is placed between the spark plug and the cylinder head to seal.

Bicycle motors (bicycle motors) - internal combustion engines, mainly single-cylinder, two-stroke, designed for installation on standard bicycles. Distinctive features of bicycle motors are their small dimensions, low weight, economical fuel consumption. A bicycle equipped with a bicycle motor allows the passenger to move on the road using a bicycle motor, and, if necessary (motor failure, lack of fuel), using pedals. In terms of design, bicycle motors are very diverse. There are a variety of bike motor drives to the drive wheel (rear or front) and different ways of attaching bike motors to the bike. Some designs of bicycle motors require replacement of standard bicycle parts with special ones for installation on a bicycle. In such cases, the manufacturers supply additional parts with the motors.

Bicycle motor "Irtysh" - the engine is single-cylinder, two-stroke.

Bore and stroke 37 x 44 mm. Working volume 48 cm³. Power 0.8 hp from. The maximum speed is 30 km / h. Fuel consumption (mixture of gasoline and oil) 1.5 liters per 100 km. No additional parts required for installation on a bicycle. The rear wheel is driven by a rubber drum which is pressed against the tire.

Bicycle motor "Irtysh"

Bicycle motor HVZ-D4 - the engine is single-cylinder, two-stroke. Bore and stroke 38 x 40 mm.

Working volume 45 cm³. Power 1 hp from. The maximum speed is 39-40 km / h. Fuel consumption (mixture of gasoline and oil) 0.8-0.9 liters per 100 km. Rear wheel drive - chain. Mounting on a bike requires additional rear wheel gear and drive chain.

Bicycle motor HVZ-D4

Engine MD-65 - single-cylinder, two-stroke, universal, in addition to being mounted on a bicycle, it can be used as a boat or stationary engine. Bore and stroke 49 x 44 mm. Working volume 66 cm³. Power 1.7 liters. from.

The maximum speed is 38 km / h. Fuel consumption (mixture of gasoline and oil) 1.7 liters per 100 km. The rear wheel is driven by a metal roller that is pressed against the tire. The motor is attached to the bike using special seat brackets.

Engine MD-65

SOV motor wheel - its distinctive feature is the location of the engine in the rear wheel. The engine is single-cylinder, two-stroke. Bore and stroke 32 x 40 mm. Working volume 32 cm³. Maximum power 0.65 HP from.

The maximum speed is 29.2 km / h. Fuel consumption (mixture of gasoline and oil) 1.97 liters per 100 km. Chain transmission.

Bicycle motors were supposed to be easy to start and work reliably without major and medium repairs throughout the year, provided the consumer followed the operating rules specified in the instructions attached to the motor. They were marked on the crankcase of the motor with the indication of the manufacturer and the serial number. The motors were packed individually in boxes.

The Polytechnic Museum invites you to take a journey into the past and future of the bicycle at the summer exhibition "Inventing the bicycle", which is held from August 14 to September 20 at the All-Russian Exhibition Center, in pavilion 230. The exhibition presents bicycles created from 1817 to 2012: exhibits from the collection of the Polytechnic Museum, many stunning models from the Andrey Myatiev Velomuseum, the Central Museum of Physical Culture and Sports, private collections. Exhibition opening hours: Tue, Wed, Thu, Fri, Sat, Sun - from 11.00 to 20.00, Monday is a day off. The entrance ticket for adults is 300 rubles, for schoolchildren and pensioners 150 rubles.

Dursley Pedersen, England, 1907. Sport model. Original frame and front fork, wooden wheel rims, hanging hammock saddle.
Weight is about 10 kg, which is a record for 1910. Despite the apparent fragility, it is very tough and maneuverable.

In the showroom.

French compact and Soviet mobile.

Admiring the "penny-farthing".

Italian Colnago Master. Designed for individual time trial road racing. A car from a batch ordered for the USSR national team, but not purchased.
Nobody has ever driven this car - it is new.

The wooden "trolley" is the "grandfather" of the bicycle. Or "grandma".

At one time, Baron Karl Friedrich Christian Ludwig Dreis von Sauerbronn made progressive mankind happy with a number of inventions. These include a meat chopping machine, a letter printing machine and a running machine. In other words, a meat grinder, a writing machine and a bicycle. Since the surname of the baron was suitable, his first pedalless scooter bike or Laufmaschine was called "trolley". It was in 1817. In the memory of the people, these and similar bicycles were entrenched as "bone shakers" (Boneshaker). Riding on the "bone shaker" had little to do with comfort, but certain admirers of the innovative method in bicycle construction are to this day.

By the way, the baron also put skillful hands on the trolley in its usual sense.

The direct pedal-driven front wheel is the hallmark of the next generation of two-wheelers. Now she already had the right to be called the word Velocipede, the time was coming for "penny-farthing" or "spiders".

Folding compact bike from France. 1963 year.

Soviet bicycle produced by the Frunze Plant (ZIF). 1953 year. A stroller (Lviv Bicycle Factory) is docked to the bike for transporting children under 10 years old.

"Veloart" undefined by me.

Racing sports bike stand.

Road Puppy. Japanese folding bike. Shimura Seiki Company, 1946. One of the most compact bicycles ever.

Mountain bike San Andreas. USA, 1994.

And this is the Russian representative of the bone shaker international - “Russian bone shaker”. Heavy, reliable, forged.
More than once I met mention of him in the context of the history of the family of the Sheremetev counts and their talented serf craftsmen.

The Swedish word in bicycle construction is Volvo. 1982 year. Plastic.

DNP-2 or Dynamo Foot Drive. A soldier sat down on this very dynamo, which he pedaled as long as he had enough strength. A smart fighter could well provide energy to a portable army radio station
VHF band, for example, R-809 or illuminate the command tent.

Familiar to many from children and adults offenses "pedal horse". As far as I remember, the owners of such a horse, who rarely met in Moscow in the 1980s, did not enjoy the honor and respect of children. I myself rode such a bicycle carriage a couple of times, once it was forced. I was waiting for my turn at the children's pedal "Moskvich". Every Soviet boy could ride a pedal car on the territory of the Palace of Pioneers on the Lenin Hills for absolutely free.

And here it is - a serial children's car that came off the assembly line of AZLK. ADPM-12M. It cost, I think, 25-30 Soviet rubles. The subject of childish lust and quite adult envy. Outwardly it resembles Moskvich-412.

Personally, at that time, I had already mastered the two-wheeled version of the children's bicycle "Butterfly" (see photo), and the boys, as you can see, did not disdain scooters.

Children's three-wheeled version of the "bone shaker". Apparently made in Suzdal, Vladimir province, around 1892, by handicraft by an unknown mother-blacksmith.

Unicycle or unicycle. If a bicycle, or rather a Bicycle, has one wheel abolished, then we get just a Unicycle.

Children's two- and three-wheeled bicycles.

If we fasten an engine, for example, a special bicycle motor “Irtysh”, to an ordinary mass Soviet road bike ZiS Progress of 1953 () produced, we will get a completely new mechanism. Not great, but not yet a moped. "Gazulya" - that was the name of this device in the countryside.

The Irtysh bicycle engine was produced in 1953-1955 by the Baranov Omsk Engine-Building Plant. The prototype for the Irtysh was the 1951 ILO F48 engine produced in the German Democratic Republic. Irtysh is a single-cylinder two-stroke gasoline engine with a capacity of 0.8 hp. This power was enough to quickly accelerate the bike to a speed of 30 km / h. The engine was cooled by the oncoming air flow. The capacity of the fuel tank is one and a half liters. This fuel supply should be enough for 100 kilometers when driving at an economical speed of 25 km / h.

The engine could be mounted on any road bike under the bottom bracket with elastic mounts. The transmission of torque from the engine to the rear wheel of the bicycle was carried out using a rubber roller, which was pressed against the rear wheel tire. The clutch was activated by a lever mounted on the bike frame. The engine does not have a gearbox and the speed is controlled by a throttle handle attached to the bicycle handlebars.

All Mountain Bike. year 2012. Germany.

Wooden bike. Light road male model, Italy, 1946.

Simplex bike. Netherlands, 1952. The front wheel and saddle are suspended by springs.

The bike is of a very unusual design. I wondered for a long time how the pedals should go with such a chain.

Well, the most interesting exhibits for me are military bicycles. This one is made by Peugeot. The first army bike ever designed to be carried behind your back. The model was designed in 1895 by Captain Gerard and bears his name. Together with the industrialist Charles Morel, Henri Gerard patented his bicycle design and started production in 1895. It was a success: in October 1895, his shop was opened in Paris, and soon the French military took the bicycle into service. Orders for outlandish ammunition came from the Russian and Romanian armies.

Captain Gerard was the face of the brand, while Charles Morel was the father of the idea and the investor. After a while, the Captain began to sue because of, in his opinion, dishonest distribution of income. The courts led to a quarrel and a break in the partnership. The patent for the folding bike was eventually sold to a consortium of Peugeot Michelin and the French army. They started making bicycles in 1899. The folding bike first appeared in the Peugeot sales catalog in 1899.
In the 1890s, cycling was introduced as a means of physical training for the Russian imperial army. On June 9, 1891, order No. 1581 was issued on the mandatory purchase of a bicycle for the troops and the formation of special scooter teams. The scooters used Peugeot bicycles, more precisely, the folding scooters of the Captain Gerard system.

Shoulder straps of Russian scooters.

Captain Gerard's folding bike design has become the reference and most widely used military bicycle system for two decades, despite its many shortcomings. The bike was carried by a scooter on the back in the manner of an army knapsack. Thus, in the presence of good roads, the fighter moved on a bicycle, and could overcome obstacles by throwing the bicycle behind his back, while his hands remained free and he could fire from his personal weapon and shoot not only while standing, but also from his knee.

Personally, this model seemed to me the most interesting among others. Army Swiss bike M1905.

Weight - 22.5 kg.
Length - 182 cm.
Width - 56.5 cm.
Height - 102 cm.
The distance between the axles of the wheels is 114 +/- 10 cm.
Chain drive. 1 speed.
Brakes. Rear - drum and pedal brakes; front - spoon system.
Issue: 1905 - 1981
Quantity: 68000 pcs.

In 1891, a decree was adopted by the Swiss Parliament on the creation of bicycle military units as part of the cavalry. In the first stage, these were small groups of 15 people who used their own, civilian, bicycles. In 1905, the regular army bicycle, model 1905, was adopted and implemented by the bicycle firm Condor, which served until 1993 without any significant changes. In 1961, units of army cyclists were transferred from cavalry to mechanized troops. 9 cycling battalions were formed.

Weight - 23 kg.
Length - 182 cm.
Width - 62 cm.
Height - 104 cm.
The distance between the axles of the wheels is 116.6 cm.
Chain drive. 7 speed (Shimano).
Brakes. Front and rear V-Brake Merk Magura
Release: 1993 - 1995
Quantity: 5500 pcs.

1993 was a watershed in the history of the Swiss army bicycle. The MO-05 was replaced by the MO-93. This model was technically more advanced. MTB steering wheel and 7 speeds. These innovations have improved the performance of the classic M1905.

More about the Swiss army and its bicycles: http://faber-fortunae.livejournal.com/32605.html

Began to look closely and ask the price of a Swiss military bicycle on the Internet. International experts immediately warned: cheaper than 1000 USD. you cannot find in good condition, but what is sold for $ 200 is "linden" and "hack".

With this, we will consider the visit to the exhibition of bicycle inventions over. Of course, it was not possible to capture every single exhibit with the power of thought and a camera, but those who wish have a couple more days to personally check the state of affairs in pavilion 203. Physical education and greetings!

I found this velorama at the battlefield in the Demyansk cauldron. I understand that it is no longer possible to establish her belonging?

In the modern Russian army, the bicycle is also popular. Especially in the Air Force units.

At the beginning of 1954, one of the Siberian "mailboxes" - the Omsk Engine Building Plant named. Baranova began to produce motors "Irtysh", an exact copy of the German ILO engine F48. The Irtysh bicycle engine is a single-cylinder two-stroke gasoline engine with a crank-chamber blowing capacity of 0.8 hp. (at 3000 rpm.). The engine is designed to fit any road bike. The engine, which can reach a maximum short-term speed of a bicycle up to 30 km / h, is air-cooled by the oncoming air flow. The capacity of the gas tank, reinforced between the bike frame seat tube and the mudguard, is 1.5 liters. This amount of fuel is consumed per 100 km of travel on the highway at an economic speed (25 km / h). The engine is mounted with elastic mounts under the bottom bracket assembly. The transmission of the rotating force from the engine to the rear wheel of the bicycle is carried out by means of a driving rubber drum, which is pressed against the rear wheel tire in the on position. The engine is controlled by the throttle grip (throttle), the decompressor valve lever (mounted on the right handlebar grip) and the engine clutch lever with the rear wheel of the bicycle, mounted on the left side on the front of the lower tube of the bicycle frame. The engine does not have a gearbox. The transmission of rotation from the crankshaft to the drive drum is constant in all operating modes. The speed is regulated by the throttle handle.

Bicycle engine "Irtysh". Technical description and operating instructions (1955).

Description and drawings of a homemade micromotor scooter with an Irtysh or D4 engine
"Behind the wheel", 06/1958

The Moped Museum will accept as a gift or buy the Irtysh bicycle engine, spare parts and documents from it.

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 pressing 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, 2-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 with the Irtysh and similar domestic and foreign designs, the D-4 looked so advantageous that, for example, the Tekhnika - Molodoi 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 really 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, to Russia.

In 1958, the Kharkov Bicycle Plant began to produce bicycles 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 Motorcycle 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 nosing 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 differed from similar Riga models of those years (“Riga-5” and “Riga-7”) by a 2.5-liter gas tank and slightly less weight.

In the “troubled years of perestroika”, the production of mopeds at the ZIF was discontinued. However, the plant was saved. Now the ZIF, renamed in 2008 into Penza Bicycle Factory LLC, produces seven models of men's and women's road bicycles and two models of teenage 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 of both "Strela" and "Kievlyanin" is considered to be the popular German moped "Wanderer-98" equipped with the "Zakhs" engine. 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 shapes of "MP-043" and "MP-046" did not cause much delight among buyers who preferred heavy mopeds from the Riga motorcycle 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 the 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 had a greatly changed 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" moks, 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 resource before the first overhaul - up to 18000 km, compared to 15000 km for the "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 the moped was one of the most affordable vehicles for the population of the country. Mopeds were produced in millions of units, there was never a shortage of mopeds in the trade network (perhaps, with the exception of certain models). Mopeds were affordable and affordable. For example, in 1975 a moped "Riga-7" cost 112 rubles, "Riga-12" - 186 rubles, "Verkhovyna-5" - 196 - 198 rubles (depending on the 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, What should a youth moped be like ?, “Technology for youth”, No. 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

The mock with a dry weight of 81 kg is equipped with a 49.9 cc two-stroke engine. 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 power of 1.5 hp. The maximum design speed of "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 scooter parts were unified with the Pilot mock. “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, remained similar to the “Pilot”. A total of 500 "Arcana" were released, after which their production was discontinued.

Vyatka-Polyanskiy machine-building plant "Molot", which in Soviet times produced motor scooters "Electron", in 1998 began to produce a scooter 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 a 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 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 it problematic to start off on the engine and drive at low speed. 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 put into series.

Izhevsk plant has developed the heaviest domestic mokik 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 engine "Kornet" 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 small-sized used motor vehicles supplied mainly from Japan and no less cheap new mopeds made in China have firmly captured the domestic market. True, in China in recent years there has been an ever wider strike movement of industrial workers demanding higher wages. 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?