The Polytechnic Museum invites you to take a journey into the past and future of the bicycle at a 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 amazing models from the Andrey Myatiev Bicycle Museum, the Central Museum of Physical Culture and Sports, private collections. Opening hours of the exhibition: Tue, Wed, Thu, Fri, Sat, Sun - from 11.00 to 20.00, Monday - day off. The cost of an entrance ticket for adults is 300 rubles, for schoolchildren and pensioners 150 rubles.
Dursley Pedersen, England, 1907. Sport model. Frame and front fork of the original design, wooden wheel rims, suspended saddle-"hammock".
Weight is about 10 kg, which is a record for 1910. Despite the apparent fragility - very tough and maneuverable.
In the showroom.
French compact and Soviet mobile.
Admiring the "penny-farthing".
Italian Colnago Master. Designed for individual road time trials. A car from a batch ordered for the USSR national team, but not redeemed.
Nobody has ever driven this car - it is new.
The wooden "railcar" is the "grandfather" of the bicycle. Or "grandmother".
At one time, Baron Karl Friedrich Christian Ludwig Drais von Sauerbron made progressive mankind happy with a number of inventions. Among them are a meat chopping machine, a letter printing machine and a running machine. In other words - a meat grinder, a typewriter and a bicycle. Since the baron had a suitable surname, his first pedalless scooter or Laufmaschine was called the "trolley". This was in 1817. In the memory of the people, these and similar bicycles were entrenched as “boneshakers” (Boneshaker). Riding a "bone shaker" had little to do with comfort, but certain admirers of the innovative method in bicycle construction are still to this day.
To, in fact, the railcar in its usual sense, by the way, the baron also put skillful hands.
The front wheel with direct pedal drive is the hallmark of the next generation of two-wheeled vehicles. Now she already had the right to be called the word Velocipede, the time came for “penny-farthings” or “spiders”.
Folding compact bike from France. 1963
Soviet bicycle manufactured by the Frunze Plant (ZIF). 1953 A stroller (Lviv Bicycle Plant) is attached to the bicycle for transporting children under 10 years old.
Undefined by me "veloart".
Stand of racing sports bikes.
road puppy. Japanese folding bike. Shimura Seiki Company, 1946. One of the most compact bikes 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 references to him in the context of the history of the Sheremetev family of counts and their talented serf craftsmen.
The Swedish word for cycling is Volvo. 1982 Plastic.
DNP-2 or Dynamo Foot Drive. A soldier sat on this very dynamo, which pedaled as long as he had enough strength. An intelligent fighter could well provide energy for a portable army radio station
VHF range, for example, R-809 or light up the headquarters tent.
Familiar to many from childhood and adult insults is the “pedal horse”. As far as I remember, the owners of such a horse, who rarely met in Moscow in the 1980s, did not enjoy honor and respect for the children. I myself rode such a bicycle cart a couple of times, once - forcedly. I was waiting for my turn to race in the children's pedal Moskvich. Every Soviet boy could ride a pedal car for free on the territory of the Palace of Pioneers on the Lenin Hills.
And here it is - a serial children's car that came off the AZLK assembly line. ADPM-12M. It seemed to cost 25-30 Soviet rubles. The subject of children's desire and quite adult envy. It looks like Moskvich-412.
Personally, in those days, I already mastered the two-wheeled version of the Butterfly children's bicycle (see photo), and the boys, apparently, did not disdain scooters.
Children's three-wheeled version of the "bone shaker". It was made, apparently, in Suzdal, Vladimir province, around 1892, by an unknown handicraft master blacksmith.
Unicycle or monocycle. If a bicycle, or rather a Bicycle, has one wheel abolished, then you get just a unicycle (Unicycle).
Children's two- and three-wheeled bicycles.
If we fasten an engine, for example, a special Irtysh bicycle engine, to an ordinary mass-produced Soviet road bike ZiS Progress of 1953 (), we will get a completely new mechanism. Not big anymore, 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 Plant. The prototype of the Irtysh was the ILO F48 engine of the 1951 model, produced in the GDR. "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 an oncoming air flow. The capacity of the fuel tank is one and a half liters. Such a 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 using 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 tire of the rear wheel. The clutch was engaged by a lever mounted on the bicycle frame. The engine does not have a gearbox and speed control is carried out by a gas handle mounted on the handlebars of a bicycle.
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 on springs.
The bike is very unusual design. He puzzled for a long time - how should the pedals go with such a chain.
Well, the most interesting exhibits for me are military bicycles. This one is made by Peugeot. The first ever military bike designed to be carried on the back. The model was designed in 1895 by Captain Gerard and bears his name. Together with industrialist Charles Morel, Henri Gerard patented his bicycle design and launched production in 1895. It was a success: in October 1895, his shop was opened in Paris, and soon the French military adopted the bicycle. Orders for outlandish ammunition came from the Russian and Romanian armies.
Captain Gerard was the face of the brand, while Charles Morel acted as the father of the idea and investor. After some time, the Captain began to sue because, in his opinion, the distribution of income was unfair. 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 bicycle first appeared in the Peugeot sales catalog in 1899.
In the 1890s, cycling was introduced into the physical training of 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. Scooters used just Peugeot bicycles, or rather folding scooters of the Captain Gerard system.
Shoulder straps of Russian scooters.
The design of Captain Gerard's folding bicycle became the reference and most common military bicycle system for two decades, despite its many shortcomings. The bicycle was carried by a scooter on the back in the manner of an army satchel. 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 personal weapons and fire not only while standing, but also from the knee.
Personally, I found this model to be 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 - 114 +/- 10 cm.
Chain drive. 1 speed.
Brakes. Rear - drum and pedal brakes; front - spoon system.
Issue: 1905 - 1981
Quantity: 68000 pcs.
In 1891, the Swiss Parliament adopted a resolution on the creation of bicycle military units as part of the cavalry. At 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 put into service and implemented by the bicycle company Condor, which served until 1993 without any changes. In 1961, army cyclist units were transferred from cavalry to mechanized troops. 9 bicycle 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
Issue: 1993 - 1995
Quantity: 5500 pcs.
1993 was a turning point in the history of the Swiss army bike. MO-05 was replaced by MO-93. This model was technically more advanced. MTB handlebar and 7 speeds. These innovations improved the performance of the classic M1905.
More about the Swiss army and bicycles in its arsenal: http://faber-fortunae.livejournal.com/32605.html
I began to look closely and ask the price of a Swiss military bike on the Internet. International experts immediately warned: cheaper than 1000 USD. in good condition cannot be found, but what is sold for $ 200 is “linden” and “hack”.
On this visit to the exhibition of bicycle inventions will be considered over. Of course, it was not possible to cover all the exhibits with the power of thought and the camera, but those who wish have a couple more days to personally check the state of affairs in pavilion No. 203. Fizkultvelohello!
I found this bicycle frame at the battle site in the Demyansk cauldron. I understand that it is no longer possible to establish its belonging?
In the modern Russian army, a bicycle is also popular. Especially in parts of the Air Force.
// 0 Comments
Technical specifications. The Irtysh cycle engine (Fig. 54) is a single-cylinder two-stroke gasoline engine with a crank-chamber purge with a capacity of 0.8 liters. With. (at 3000 rpm). The design of the engine provides for its installation on any road bike.
The engine, which can develop a maximum short-term bicycle speed of up to 30 km / h, is air-cooled by a counter-flow of air. The capacity of the gas tank, reinforced between the seat tube of the bicycle frame and the mudguard, is 1.5 liters. This amount of fuel is consumed per 100 km of highway travel at economic speed (25 km/h).
The engine is mounted with elastic suspension brackets under the carriage assembly. The transmission of rotational 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 handle (throttle), the decompressor valve lever (mounted on the right handlebar) and the engine-rear wheel clutch lever mounted on the left side on the front of the down 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 (deceleration with a ratio of 13:27). Speed control is carried out by the throttle handle. ■
The Irtysh cycle engine has a float carburetor and an MV-1 magneto ignition system. The engine is equipped with a spark plug brand HA11 / 16V-U (GOST V-2043-43) with a thread 14X1.25-
Rice. 54. Bicycle engine. Irtysh":
a - visas on the left: 1 - crankcase cover; 2 - cylinder; 3 - cylinder head; 4 - decompressor valve; 5-pin spark plug device; 6 - carburetor; 7 - air filter; 8 - carburetor casing: 9 - engine mount; b - right side view: 10 - fuel tank; 11 - gas handle: 12 - decompressor lever; 13 - handle and clutch sector; 14 - throttle control cable; 1S - decompressor control cable; 16 - clutch rod; 17 - silencer; 18 - driving drum; 19- cover of the magneto cavity; 20 - three-way fuel valve.
The engine kit, in addition to itself, a gas tank and control mechanisms, also includes the necessary fasteners and a locksmith's tool 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, silencer and power and ignition systems.
Crankcase 21 consists of two parts: a body and a cover with a connector along the longitudinal plane. Both parts are cast from 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 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 head is attached to the crankcase on four studs passing through holes in the body of the cylinder and head, using nuts. At the junction of the head with the cylinder, a gasket 2 made of reinforced asbestos is laid, and at the junction of the cylinder with the crankcase there is a gasket 4 made of special cardboard. On the rear top of the cylinder there is an eyelet 26 made in one piece with the cylinder; an earring of the engine control rod with the tire of the rear wheel of the bicycle is attached to the lug.
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 boss for the candle is a boss with a hole for the decompressor valve. In the rib, made in one piece with this boss, there is an opening for the exit of the mixture and gases when the decompressor valve is open.
Piston 5 is cast from aluminum alloy. The piston bottom 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. In the annular grooves, stoppers are pressed in, protecting the rings from turning. Inside the piston has two bosses with holes for the piston pin. The piston skirt has two selections, of which the largest
Rice. 55. Section of the bike engine "Irtysh":
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 - cheek of the crankshaft; 16 - drive gear; 17 - engine mount; 1S - axis of the leading drum; 19 - gear wheel of the drive drum; 20 - toothed to - the forest of the magneto drive; 21 - crankcase; 22 - intermediate gear; 23- muffler body;
24 - muffler mounting bolt;
25 - muffler tie rod;
26 - cylinder; 27- muffler cover; 28 - washer; 29 - nut; 30 - decompressor valve; 31 - candle contact device; 32 - spark plug; 33 - poplrsko - wai chamber; 34 - main jet; 35 - air filter speed; 36- throttle needle; 37- air filter; z8 - throttle valve.
Serves for the passage of the cheek of the crankshaft, and the smaller one - for the passage of the mixture to the bypass channel of the cylinder.
Piston pin 6 steel, hollow, heat treated to increase hardness. From longitudinal movement, the finger is fixed by two ring locks 7.
The connecting rod 13 (see Fig. 55) is stamped from steel. The top end of the connecting rod has a pressed bronze bushing and lubrication holes. The lower head of the connecting rod, 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 cheeks of the crankshaft 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 cheeks of the crankshaft) and the inner surface of the lower head of the connecting rod are roller bearing raceways.
The pins of the left and right cheeks of the crankshaft are supported by 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 drive gear wheel 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 drive drum (27 teeth). All gears are steel.
The intermediate gear is pressed onto an axle supported by bearings that are installed in the bosses of the crankcase and its cover: on the left side - on a ball bearing, and on the right side - on a needle bearing.
The gear wheel of the magneto drive is mounted on the magneto shank and is locked on it with a segment key. The magneto shank rests on 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 head gasket; 3 - cylinder; 4 - cylinder gasket; 5 - piston; 6 - piston pin; 7 - eamkn finger; 8 - piston rings; 9 - muffler gasket: 10 - bushing; 11 - carburetor housing 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 - eyelet for attaching an earring.
ball bearings located in the bosses of the crankcase and its cover. The tightness of the crankcase at the output of the axis of the gear wheel of the driving drum drive is provided by a rubber cuff pressed into the crankcase boss. At the right end of the axle, a drive drum with a rubber tire is attached, which transmits rotation to the rear wheel of the bicycle.
The muffler (see fig. 54) consists of a body, a grille and a cover, interconnected by a tie rod, which is welded at one end to the muffler body. The silencer is attached with two bolts to the cylinder and one bolt to the crankcase rib.
The power supply 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 stopper. At the top of the plug there is a fitting with a hole for communicating the tank cavity with the atmosphere. The hole serves to maintain atmospheric air pressure in the tank. When the opening is closed or clogged, the fuel supply to the carburetor stops due to the formation of a vacuum in the fuel tank. To prevent fuel from spilling out of the tank when carrying, when the bike is tilted while parked, 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 faucet handle has three positions: the faucet is closed - the handle is turned with the “3” mark up; the tap is open - the handle is turned down; the valve is open to use up the reserve fuel supply - the handle is turned with the “P” mark up. In this position, from the total amount of fuel (1.5 l) poured into the tank, a reserve reserve (0.2 l) is consumed, which ensures the movement of the bicycle for a distance of about 30 km.
There are strainers at the inlet to and outlet of the three-way fuel cock.
The carburetor (Fig. 57), designed to prepare a mixture of fuel with 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 - main jet; 7 - float chamber; 8 - carburetor plug; 9 - nipple; 10 - float; // - air filter damper handle; 12- air filter; 13" air filter bracket; /4 - fiber gasket for the fuel fitting; 15- vnnt; 16 - rubber sealing ring of the carburetor body; 17 - float needle bracket: 18 - float needle: 19 - throttle: 20 - needle washer; 21 - throttle needle; 22 - filter of the fuel fitting of the carburetor; 2'- jet body; 24 - adjusting screw; 25 - lock nut; A - prompter hole; j> - screwdriver hole.
chamber 7, mixing chamber and air filter 12. The carburetor is placed in the carburetor casing, attached with two bolts to the flange of the cylinder inlet port boss.
Fuel is supplied to the float chamber 7 through the nipple 9 of the carburetor body; the amount of incoming fuel is automatically regulated by needle 18 controlled by float 10. There is a strainer at the fuel inlet to the float chamber. The float and float needle keep the fuel level in the float chamber constant. To maintain atmospheric pressure in the float chamber, there is a breather hole A in the carburetor body.
In the mixing chamber there is a throttle 19 with a needle 21, a bushing (atomizer) and a jet. The fuel is sucked from the float chamber and atomized in the air stream.
Throttle 19 regulates the amount of mixture supplied to the crank chamber, i.e., engine power, and hence the speed of the bicycle. The quality of the mixture at full throttle opening is provided by a calibrated hole of the main jet 6. At medium and small openings, the quality of the mixture is adjusted by installing a needle 21 in the throttle. The throttle is lifted by a cable, the shell of which rests against the adjusting screw 24, screwed into the throttle nut 2.
The air filter 12 is installed to protect the engine from road dust entering it 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 housing, stamped meshes inserted into it and a damper. Dust, passing along with air through oiled meshes, settles on them. The damper is used to enrich the mixture when starting the engine in cold weather. Turning the air filter damper with the handle towards the “3” mark reduces the air flow area, which creates suction.
The ignition system consists of an MV-1 magneto, a high-voltage wire, a spark plug contact device and a spark plug brand HA 11X11 A-U or HA / 16V-U (GOST V 2043-43),
Magneto (Fig. 58) has a rotating armature with a permanent magnet and fixed transformer windings. A single-cam washer 6 is placed on the armature axis, which opens the breaker contacts with each turn of the armature. 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. In the end part of the candle body Fig - Magneto MV-1 (view from the embedded side electrode., side of the breaker);
G / - locking nut: 2 - faces re Between the Central and OO-adjustable contact: z - adjustable
M my contact; 4 - interrupt contact;
NEW ZLEKTRODami there are 5 - Slot for wine and fastening magician - a gap of 0.6-0.7 mm, through KO - no 0: 6 ~ cam shaft.
that jumps a spark,
flammable mixture in the cylinder. The upper part of the candle body has a 14X 1.25 thread.
For sealing, an annular copper-asbestos gasket is placed between the candle and the cylinder head.
At the beginning of 1954, one of the Siberian "mailboxes" - the Omsk Engine Plant named after. Baranova began to produce motors "Irtysh", an exact copy of the German ILO engine model F48. The Irtysh bicycle engine is a single-cylinder two-stroke gasoline engine with a crank-chamber purge with a power of 0.8 hp. (at 3000 rpm). The design of the engine provides for its installation on any road bike. The engine, which can develop a maximum short-term bicycle speed of up to 30 km / h, is air-cooled by a counter-flow of air. The capacity of the gas tank, fixed between the seat tube of the bicycle frame and the mudguard, is 1.5 liters. This amount of fuel is consumed per 100 km of highway travel at economic speed (25 km/h). The engine is mounted with elastic suspension brackets under the carriage assembly. The transmission of rotational 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 handle (throttle), the decompressor valve lever (mounted on the right handlebar) and the engine-rear wheel clutch lever mounted on the left side on the front of the down 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. Speed control is carried out by the throttle handle.
Bicycle engine "Irtysh". Technical Description and Operating Instructions (1955).
Description and drawings of a homemade micro scooter with an Irtysh or D4 engine
Driving, 06/1958
The Moped Museum will accept as a gift or buy the Irtysh bicycle engine, spare parts and documents from it as a gift.
The types of two-wheeled small-capacity 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 equipment, in accordance with the Rules of the Road of the Russian Federation, can be combined under the general name "moped" - a two- or three-wheeled vehicle driven by an engine with a working volume of not more than 50 cubic meters. cm and having a maximum design speed of not more than 50 km / h. I note that in the 70s - 80s of the last century, in the USSR, the working volume of moped engines should not exceed 49.9 cubic meters. see, it was on this limiting border that Soviet factories were guided. However, the difference between 49.9 cu. cm and 50 cu. cm is not really palpable.
The first motorcycle, the production of which was launched at the beginning of the 20th century at the Leitner factory 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 the frame. With a motorcycle, “Russia” was related by an engine with a volume of more than 50 cubic meters. cm, with mopeds - low maximum design speed (up to 40 km / h) and, most importantly, the presence of bicycle pedals.
Motorcycle "Russia" cost about 450 rubles, and only wealthy people could buy such a car. Therefore, production volumes were very small - a few dozen motorcycles per year. In 1910, the production of motorcycles "Russia" at the Leitner factory was discontinued, the company 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 outboard motors with a capacity of 1.3 liters was manufactured. s., which were supplied from Odessa, from the Krasny Profintern plant. 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 is an MVZ bicycle with the Red Profintern engine, 1936.
The 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. Mass production of this technique was started in the USSR only in the post-war period.
One of the first post-war outboard bike motors - “ Irtysh”, which is installed under the bicycle pedal carriage. The drive to the wheel was carried out by a rubber roller pressed against the tire. 48 cc engine 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 Plant named after Baranov.
Consumer reviews of the Irtysh were very ambiguous. For example: " Our “Irtysh” brand motor turned out to be a capricious and eccentric creature. It was suspended so low that it almost dragged along the road. Road dirt 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 not transmitted through a chain, but through a rubber drum that rotated the wheel. But if it recently rained and the road was 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).
Irtysh prototype - 1948 ILO-F48 engine.
Photo from "Moto" magazine, March 2003.
"Irtysh" on a bicycle.
Photo from "Moto" magazine, March 2003.
Approximately in the same years as the Irtysh, a similar in design, but more powerful engine was produced. MD-65(66 cc, 1.7 hp). The drive to the wheel 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 Engine Plant. 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 two-stroke, single-cylinder, spool valve engine with a displacement of 45 cc. 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 D-4 installed on them, developed speeds up to 40 km / h.
It is curious that this engine was created by a rural self-taught designer (!) Philip Alexandrovich Pribyloi, having spent about 10 years on work. Compared with the "Irtysh" and similar domestic and foreign designs, the D-4 looked so profitable that, for example, the magazine "Technique - Youth" called it the best bike 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 anyone in those years arranged testing of 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 engines. It is no coincidence that, having been repeatedly upgraded, under the names: D-4, D-5, D-6, D-8, it 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 engine of the D series was produced. A modernized “dashka” is being produced even now, though not here, but in China. Moreover, the Chinese version of the creation of Profitable is successfully exported to Western Europe, the USA, and to us, to Russia.
In 1958, specifically for the D-4 engine, the Kharkov Bicycle Plant began to produce a bicycle.
Compared to a regular road bike, this bike had a shock absorber in the front fork and oversized tires. Apparently, the B-901 can be considered the first mass-produced Soviet motorbike. Then the production of motorbikes was transferred to the Lviv Metal Plant (since 1960, the Lviv Motorbike Plant - LMZ). In the same year, the plant began production of the B-902 motorbikes, which differed from the B-901 mainly in the frame design.
Photo from the site: alkatrion.com
In 1962, the design bureau of the plant created a motorbike MV-042 “Lvovyanka”. It was a brand new model with a special bearing one-piece stamped frame, a telescopic front fork and even a spring-loaded rear suspension. 
Photo 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 the rear fork with a central spring, double shock absorbers in aluminum casings were installed. And, most importantly, the D-4 was replaced by a new engine - D-5, with a 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 tension of the D-5 forced the designers to use a new cylinder with developed ribs and a removable head.
The “Lvovyanka” was replaced by a light moped “”, characterized by a developed cowling and angular shapes. 
Photo 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 Motorbike Plant is “ MP-047” “Tisa”. After this model, the plant completely switched to the production of heavy mopeds - "Verkhovin", and later "Karpat".
It should be noted that rear shock absorbers were installed on all light mopeds of the Lvov plant. Light mopeds from other Soviet factories, as well as most foreign light mopeds of those years, did not have such 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 running gear of the first light moped, which was launched in Riga in 1959, was the men's bicycle “”. 
Photo from the site: www.mopedmuseum.ru
The well-known D-4 engine was installed on the bike. (A. Popov, Cooled 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 motorbike was produced in 1961 - 1963, distinguished by an elegant frame, a cowled engine and a spring-loaded front fork.
The Gauya was replaced with a frame of a simpler design, an increased gas tank capacity and an engine D-5. 
Photo from the site: suvenirrussian.ru
And in the 70s, the production of “Rigi-7” equipped with engine D-6. This engine, unlike the D-5, had a larger diameter rotor and a double winding of the ignition coil. Such an upgrade made it possible to power the headlight and taillight 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.
In the late 70s, “Sarkana Zvaigzne” began to produce a new model - "Rigu-11".
The moped received a spinal frame instead of a closed one, wheels of a smaller diameter but wider. The gas tank was moved under the rear trunk and reduced in capacity from 5.5 to 4 liters. It is unlikely that this model can be called successful. The weight of the moped, compared to the “Riga-7”, increased by 8 kg, and the spinal frame, which 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 by the same wide 19-inch wheels, but again with a closed frame and a gas tank in the place traditional for mopeds - the upper frame beam. 
Photo from the site: rstcars.com
The weight of the moped, in comparison with the “Riga-11”, was reduced by 2 kg. D-8 engines and its modifications were installed on the moped. 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 until the closing 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, indeed, 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 cessation of production of "Riga-13" at the Riga Motor Plant, the moped was produced for some time by the State Unitary Enterprise "Leningrad Northern Plant", which received the working drawings of the moped from the inhabitants of Riga.
The third plant that produced light mopeds in the USSR is the Penza Bicycle Plant. 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 to produce 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”) with a 2.5-liter gas tank and slightly less weight.
In the “troubled years of perestroika”, the production of mopeds at ZIF was discontinued. However, the plant was saved. Now ZIF, renamed in 2008 as Penza Bicycle Plant LLC, produces seven models of men's and women's road bikes and two models of teenage bikes.
At present, in the Russian Federation, as well as in other republics that were once part of the USSR, there is not a single plant left that mass-produces motorbikes.
In very limited quantities, only sets of the engine and special fasteners for mounting on a bicycle are produced. The most famous of them is the “Comet”, produced in St. Petersburg. The bike motor kit 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) that is attached to the spokes on the rear wheel.
Photo from the site: motobratva.com
The moped weighed about 70 kg, was equipped with a single-cylinder, two-stroke engine with a working volume of 98 cm3. The compression ratio is 5.8. The engine developed 2.3 liters. With. at 4000 rpm and had a two-speed gearbox. The maximum speed is 50 km/h. From the above technical data, it is clear that the "Kievlyanin" is very similar to the pre-war "Strela". This is not surprising, since the popular German Wanderer-98 moped equipped with a Sachs engine is considered the prototype of both Strela and Kyivian. 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 rolled off the assembly line.
In parallel with the K1B motorbike, since 1947, KMZ has been producing its three-wheeled modification for the disabled. She was called K1V, and she had only one leading, the left rear wheel.
At the Riga motorcycle plant “Sarkana Zvaigzne” in 1958, a moped was developed “ Spiriditis” (“Boy with a finger”) with a 60 cc engine. cm. 
The car turned out to be unsuccessful, mainly because of the engine, and did not go into the series. As a solution, a license was purchased for the Czech 50-cc Java engine, the production of which was mastered by the plant in Siauliai. Under the new engine, Riga developers created a moped “”, 
Photo from the site: oldschool-mc.ru
which was launched into mass production in 1961. The moped turned out to be quite light - 45 kg. 49.8 cc two-stroke engine cm., equipped with a two-stage gearbox, developed a power of 1.5 hp, which made it possible to reach 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 a modernized Šiauliai engine Sh-51 2 hp Outwardly, the Riga-3 moped did not differ much from its predecessor, except for a modified tank shape, a cushion-type seat and a 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 Motor Plant produced "" with an engine Sh-52 with a power 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 hull lining 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 shields 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 from the engine.
Photo from the site: adengo.ru
This model was really “mini” in its dimensions: it could easily fit on the roof or in the trunk of a car, in an elevator, on a balcony or in the utility room of a residential building. The handlebars, if the clamping collets were released, could be turned down, almost halving the height of the machine. For the same purpose, a device was provided for lowering the saddle. In the early years of production, the moped did not have rear shock absorbers.
An engine was installed on Riga-26 B-50 manual Or engine B-501- with foot switch. The power of the B-50 or B-501 was the same - 1.8 hp.
A little later, Czechoslovak-made engines with a horizontal cylinder position were installed on this mokik, much more reliable, and also had a foot switch. The maximum design speed of "Riga-26" is 40 km/h.
mini mockik "Stella" RMZ-2.136 (RMZ-2.136-01) different from the "Riga-26" chassis. Mokik was equipped with B-50 or B-501 engines, later - V-50M And V-501M- 2.0 HP Mokika 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 V-50 or V-501 engines 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 Lvov Motor Plant was a moped produced in 1967. "MP-043" unified in frame with a light moped "MP-044". The MP-043 was equipped with the same engine that was installed on the “Sarkana Zvaygzne” on the “Riga-3” - Sh-51 with a power of 2 hp. with a two-speed gearbox.
In 1969, the “MP-043” was replaced by a new model “” 
again, unified in terms of frame with the MP-045 light moped, which was simultaneously produced.
I must say that the angular forms of "MP-043" and "MP-046" did not cause much enthusiasm among buyers who preferred the heavy mopeds of the Riga motorcycle plant.
The situation changed with the launch of the moped Verkhovyna-3 (MP-048).
Photo from the site: minsk-scooter.by
The design of the moped has been significantly changed. The moped began to resemble a small motorcycle. The same engine, Sh-51K, was installed on Verkhovyna-3 as on MP-046, but instead of the M-102 magdino, which controlled the ignition of previous models of mopeds, the G-420 ignition generator was installed, equipped with an external 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 heat from a running engine.
In general, 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 the entire development of the Verkhovyna models continued to go 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 a Sh-52 engine.
Photo from the site: dyr4ik.ru
produced since 1974 and differed greatly in appearance. The moped received a horizontal tank with a capacity of 7 liters, a different trunk, a new front fork. The 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 “Verkhovyny-6-Sport” And “Verkhovyny-6-Tourist”. “Verkhovyny-6-Sport” was distinguished by an upper silencer, a cross-type steering wheel with a jumper and a sprung front wheel shield. Verkhovyna-6-Tourist had a windshield and two spacious luggage bags behind the driver's saddle.
One of the "Verkhovyna-6" became the two millionth moped (!) of the Lviv Motor Plant.
Verkhovyna-7 (LMZ-2.159)- the last of the "Verkhovyna" - has been produced since April 1981. The moped was equipped with a new front fork, new, more powerful lighting and a new trunk. Verkhovyna-7 was equipped with derated Sh-62(M), and later - V-50. The maximum design speed of the moped has been reduced to 40 km/h.
In the spring of 1981, a model no less significant for the history of the Lviv Motor Plant appeared - the mokik "Karpaty" (LMZ-2.160),
Photo from the site: dyr4ik.ru
and in 1986 a mockik was released Karpaty-2 (LMZ-2.161). Both Mokika "Karpaty", in the development of which the VNIITE branch in Leningrad took part, were equipped with a Sh-58 or Sh-62 engine with a non-contact ignition system.
If we talk about external differences between the mopeds "Verkhovyna-7" and "Karpaty", then the most obvious is the shape of the frame, tank, muffler and side covers changed in the "Karpaty". The developers increased the service life of the new model: the warranty mileage of the Karpaty mokik was 8,000 km (Verkhovyna-7 had 6,000 km), and the resource before the first overhaul was up to 18,000 km compared to 15,000 km for Verkhovyna. Like Verkhovyna-6, the Karpaty mokika also had similar modifications - a moped “Carpathians-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 Motor Plant produced 123,000 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 cubic meters due to a drop in demand and actively develop new models to attract buyers. A new model LMZ-2.164 was developed. In 1990, the Serpukhov Research Institute of Motorcycle Engineering designed a new modern model of the D-51 engine with a flap 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 series ...
The collapse of a single country led to the death of the Lvov Motor Plant. Now on its territory is the Inter-sport sports complex, 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 domestic motor-building, it can be noted that in the 60s and 70s, a moped was one of the most affordable vehicles for the country's population. Mopeds were produced in millions of pieces, there was never a shortage of mopeds in the distribution network (perhaps, with the exception of individual models). Mopeds were affordable and affordable. For example, in 1975, the Riga-7 moped cost 112 rubles, Riga-12 - 186 rubles, Verkhovina-5 - 196 - 198 rubles (depending on the configuration). For comparison, the price of the Electron scooter was 270 rubles, the Minsk-105 motorcycles - 330 rubles, Voskhod-2 - about 420 rubles, etc. Two-wheeled motor vehicles, especially mopeds, could be purchased by any worker.
It is curious that, having overtaken the firms of Germany and France, which initiated the mass production of small motor vehicles, by the beginning of the 80s of the XX century, we took third place in the world (after Japan and Italy) in the production of mopeds and began to supply them to the foreign market (for example, in Hungary, Poland, Angola, Bangladesh, Cuba and even Italy). (M. Leonov, What should a youth moped be like?, “Technology for youth”, No. 3, 1983, p. 48).
The only plant in the Russian Federation that is currently mass-producing heavy mopeds of domestic design is the Dyagterev Plant in the city of Kovrov. Back in the 90s, the company began to produce a sports-type mokik ZiD-50 “Pilot”.
Photo from the site: scooter-club.ru
With a dry weight of 81 kg, the mokik is equipped with a 49.9 cc two-stroke engine. cm with a power of 3.5 hp The engine has a three-speed gearbox. The maximum design speed (according to the 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 redesigned. In recent years, both Pilot and Aktiv, along with two-stroke engines, began to install Chinese four-stroke engines. Lifan 1P39FMB-C And Lifan 1P39QMB 49.5 cu. cm and a power of 3.4 hp.
With the Chinese “four-wheeler”, the plant also began to produce a scooter. This “ZiD” - “Lifan”.
Unfortunately, “Pilots” and “Assets” with a Chinese engine are significantly more expensive than similar completely Chinese models.
At ZID, an attempt was also made to produce a small-class mokik ZiD-36 “Bird”. Mokik weighed only 35 kg, was equipped with a two-stroke engine with a two-speed gearbox with a volume of 36.3 cc. cm and a power of 1.5 hp. The maximum design speed of the “Bird” was 30 km / h. (In reality, it was possible to disperse up to 45 km / h).
Alas, the demand for "Bird" turned out to be much lower than for "Pilot".
In addition to the scooter with the 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 of the scooter were unified with the “Pilot” mokik. The Arkan had a 3.5 hp engine, equipped with a mechanically driven fan, an electric starter, and a separate lubrication system. Transmission - with a manual clutch, 3-speed gearbox and chain drive to the wheel, remained similar to the "Pilot". A total of 500 "Arkans" were released, after which their production was discontinued.
Vyatsko-Polyansky machine-building plant "Molot", which in Soviet times produced scooters "Electron", in 1998 began to produce a scooter VMZ-2.503 Swift
Photo from the site: drive2.ru
with two stroke engine "Simson". Its power is 3.7 hp. (at 5500 rpm) was enough to accelerate the crew to 60 km / h. The motor used a helical gear engagement from the engine to the clutch, a 4-speed gearbox, an electronic ignition system. However, "Strizh" was in low demand among buyers, and soon its production was curtailed.
Perhaps, in addition to competition from cheap “second-hand” Japanese scooters, a certain role was played by the fact that both Arkan and Swift had manual gearboxes and were designed for experienced motorists. And the youth preferred a scooter with an automatic clutch and a variator.
At the State Unitary Enterprise "Leningrad Northern Plant" (LSZ) in 1994, a moped was developed LSZ - 1.415 “Pegasus”. 
It was a classic-style moped with bicycle-type pedal-starting, a single-cylinder two-stroke engine without a gearbox, a front telescopic fork and a rear suspension with an engine-transmission oscillating block. The engine was installed on the moped D-14 with a volume of 45 cubic cm and a power 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 it problematic to start off and drive at low speeds. 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 with 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 is called "Pegas-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 launch 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, reminiscent of the Siaulias motors that were installed in the old years on the “heavy” “Riga” and “Verkhovyna”.
However, for reasons of an economic nature, the mass production of mopeds of the Fora series could not be deployed.
In the late 90s, the Tula Machine-Building Plant developed a mokik. 
The moped had a unique arc-shaped frame (like a children's park rocking chair) and a front fork of the original design.
Prototypes of "Frigate" with different engines were made: "ZiD-50", "VP-50" and even, "Franco Morini" with 4 speed gearbox. But, the moped was not launched into the 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, “Cornet looked much more like a powerful motorcycle than a moped. Two-stroke engine "Cornet" 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 cc “Patron King 50” under license.
So, in the independent Russian Federation, it was not possible to organize the mass production of “heavy” mopeds. The only exception is ZID, which produces "Pilots" and the Izhevsk plant with licensed "Patron King".
Is it possible to revive mass domestic moped construction in our country? - Currently, apparently not. Cheap small-capacity used motorcycles, 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, industrial workers have been increasingly on strike demanding higher wages. Owners of foreign firms that have built their factories in China, as well as home-grown Chinese capitalists, are forced to satisfy the demands of the strikers. Ultimately, raising the wages of Chinese workers is very likely to increase the cost of their products, making them less competitive on the world market. But, will this help the Russian motorcycle industry?
Bicycle motors(bike 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 a passenger to move on the roads with the help of a bicycle motor, and if necessary (engine malfunction, lack of fuel) - with the help of pedals. By design, bicycle motors are very diverse. There are various drives from bicycle motors to the drive wheel (rear or front) and various ways of attaching bicycle motors to a bicycle. Some designs of bicycle motors for installation on a bicycle require the replacement of standard bicycle parts with special ones. In such cases, manufacturers supply additional parts with the motors.
Bicycle motor "Irtysh"- single-cylinder, two-stroke engine.
Bore and stroke 37 x 44 mm. Working volume 48 cm³. Power 0.8 l. With. The maximum speed is 30 km/h. Fuel consumption (mixture of gasoline with oil) 1.5 liters per 100 km. It does not require additional parts to install on a bicycle. The drive to the rear wheel is carried out by a rubber drum pressed against the tire.
Bicycle motor "Irtysh"
Bicycle motor HVZ-D4- single-cylinder, two-stroke engine. Bore and stroke 38 x 40 mm.
Working volume 45 cm³. Power 1 l. With. The maximum speed is 39-40 km/h. Fuel consumption (a mixture of gasoline and oil) 0.8-0.9 liters per 100 km. The drive on a back wheel - a chain. For installation on a bicycle, an additional cog on the rear wheel and drive chain is required.
Bicycle motor HVZ-D4
Engine MD-65- single-cylinder, two-stroke, universal, in addition to installation 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. With.
The maximum speed is 38 km/h. Fuel consumption (mixture of gasoline with oil) 1.7 liters per 100 km. The drive to the rear wheel is carried out by a metal roller pressed against the tire. The engine is attached to the bike using special seat brackets.
Engine MD-65
Motor wheel OWL- a distinctive feature of it 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 l. With.
The maximum speed is 29.2 km/h. Fuel consumption (mixture of gasoline with oil) 1.97 liters per 100 km. transmission through the chain.
Bicycle motors had to be easy to start and operate reliably without major and medium repairs for a year, provided that the consumer complied with the operating rules specified in the instructions that came with the motor. They were marked on the crankcase with an indication of the manufacturer and serial number. The motors were packed individually in boxes.
