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The production of motorcycles in the USSR was established on a grand scale. Irbit, Izhevsk, Kovrov and Minsk became the main centers of bridge building, and motorcycles themselves, including imported Javas and Chezetas, became an integral part of the culture.
"Sunrise"
"Sunrise" has become a cult motorcycle among young people and teenagers. He conquered unpretentiousness, low fuel consumption, lightness and repairability. The motorcycle did not possess special reliability, but with its help they learned to repair the internal combustion engine.
The production of "Voskhod" was deployed after the war at the plant. Dyagtereva. The prototype was the German motorcycle DKW RT-125. In 1946, the plant produced 286 K-125 motorcycles.
Since 1957, the plant began to produce a completely new motorcycle "K-175" with a 175 cc engine. This motorcycle was named "Sunrise" and gave life to a whole family. The most popular models were Voskhod-2, Voskhod-2M. The last model of Voskhod, created in the USSR, was called M3-01. In addition, the plant produced limited batches of motorcycles for motocross, and in the 80s created several interesting developments of sportbikes.
"Minsk"
The history of the creation of "Minsk" also goes back to the DKW RT-125. The first M1A motorcycles were produced in Moscow, and in 1951 production was transferred to a bicycle factory in Minsk.
In 1956, the plant produced new model M1M with pendulum suspension, spring shock absorbers, short-link fork and 5 hp engine, which developed a speed of 75 km / h.
In 1961, the new M-103 appeared with hydraulic shock absorbers and a telescopic fork. Production was focused on the village, which explained the popularity of motorcycles.
Further upgrades have resulted in more power and speed. For example, the MMVZ-3.111 model, released in 1973, could accelerate to 90 km / h and had a power of 9.5 hp. And MMVZ-3.112 had 12 hp.
The IZH motorcycle in popularity in the USSR could compete with the most famous imported vehicles.
The first motorcycle models are associated with the name of the designer Peter Mozharov, but the real popularity came to IZH after the war, when the documentation for the German DKW NC-350 motorcycle fell into the hands of the designers.
After a thorough modernization, the motorcycle was called IZH-49. The legendary model was equipped with a telescopic fork and hydraulic shock absorbers. In bad road conditions, the motorcycle gained popularity.
The next model - IZH-56 was no less popular, but real recognition came with the advent of IZH-Jupiter, IZH-Planet and IZH-Planet-Sport, which were intended for tourist and sports trips. IZH-PS received a separate engine lubrication system and could accelerate to 100 km / h in 11 seconds.
In the 70s, the plant produced up to 350,000 motorcycles a year.
"Java"
"Java" has become a truly iconic motorcycle for the youth of the USSR. It is with him and with IZH that the movement of rockers is connected. The single-cylinder motorcycle model received the respectful nickname "Old Lady". Young people were attracted by the reliability of the motorcycle, versatility and speed. The motorcycle was equally easy to ride on the highway and on forest roads.
The Czechoslovak company Jawa was founded in 1929. After the war, production resumed. The plant won a tender for the supply of motorcycles to the USSR and began to supply the country with 100,000 motorcycles a year. In 1964, the millionth "Java" was released, in 1976 - the two millionth, and in the 80s the number reached three million copies.
The most fashionable model in the USSR was Java-368, which began to be produced in 1984. "Java" had a two-stroke two-cylinder engine with a volume of 343 cc. and a power of 26 hp, the maximum speed of the motorcycle was 120 km / h.
"Java" was appreciated by athletes. Sports models of the motorcycle were used in motocross, in enduro races, until now the Russian ice speedway team performs on Java motorcycles.
After the collapse of the USSR, the plant was on the verge of collapse, but managed to survive.
"Pannonia"
The Pannonia motorcycle has become another cult motorcycle among urban youth and motorcycle tourists.
Production of the Pannonia began at the Chappelle plant in Budapest in 1954. "Pannonia" became the first new motorcycle of the plant. The motorcycle was equipped with a single-cylinder 250 cc two-stroke engine, a four-speed gearbox. The innovation was a closed chain drive and a duplex frame.
From 1954 to 1975, 286,959 motorcycles were delivered to the USSR.
The most popular model was the Pannonia 250 TLF. With a weight of 146 kg, the motorcycle produced 18 hp, was not picky about fuel, had an 18-liter tank and reliable electrics. In addition, the plant produced a model with a 350 cc engine and a sidecar.
The beauty and perfection of the lines of the motorcycle still make connoisseurs of rarities look for surviving motorcycles.
In 1968, the plant produced a new motorcycle model copied from the Yamaha YDS-2, but in the USSR they decided that the motorcycle was too complicated and stopped exporting, after which the plant closed.
"Chezet"
The history of the legendary "Cezet" (Cezet) goes back to pre-war times, when the Czechoslovak arms factory Ceska Zbrojovka (CZ) decided to start the production of motorcycles. In 1936, the plant produced prototypes of the Chezet, on the basis of which later motorcycles with engines of 250 and 350 cc appeared.
In 1960, CZ launched the Chezet motorcycle into mass production. In the USSR, CZ was waiting for unprecedented success. Along with the Java, this motorcycle was a success with rockers, and the “black Chezet” became the dream of an entire generation.
The famous cross Cezet was born in 1962. The motorcycle was equipped with a single-cylinder two-stroke engine of 250 cc. finest hour"Cheseta" continued until the end of the 60s. Racers from the USSR, Belgium and the GDR competed on it and won championships.
"Ural"
The history of the Ural motorcycles from the late 30s until 1964 was the history of a military motorcycle. Even after the motorcycle began to be sold to the townsfolk, the owner of the Ural was obliged to register with the military, and the State traffic inspectorate forbade the operation of a motorcycle without a sidecar. Because of this, Ural did not gain fame among young people. He found his niche as a heavy utility motorcycle. It was used for walking under the moon, and for transporting goods, and for trips to the taiga, and even for motorcycle tourism.
The IMZ motorcycle was equipped with a 650 cc four-stroke engine and was considered reliable among Soviet motorcycles. Engine power, depending on the model, ranged from 31 to 36 hp. The maximum speed when used with a sidecar is 105 km/h.
In 1985, the two millionth motorcycle of the M-67 model rolled off the assembly line of the plant.
In the 90s, the plant managed to survive. Now most of the motorcycles are exported.
The automotive industry of the Soviet Union presented a huge number of interesting pieces of equipment. Among them were not only various cars, but also motorcycles. They were created both for the power structures of the state, and for civilian use. Many of them became real legends back in the days of the USSR. Let's take a closer look at the best representatives of the Soviet motorcycle market.
1. Vyatka VP-150
This vehicle was the first Soviet scooter. In fact, it is a copy of the Italian Vespa 150GS model of 1955. The Soviet analogue was produced from 1957 to 1966 at the Vyatka-Polyansky machine-building plant. It was the "most disco" transport of the Soviet Union. For all the time, the plant has sold more than a million scooters.
2. L-300 "Red October"
A motorcycle from the 30s of the last century, which was largely copied from the German DKW Luxus 300. The production of the model ended already in 1938, but the history of transport did not end there. Subsequently, "Red October" formed the basis of the projected IZH-8.
3. M-72
Motorcycle, which was produced in the Soviet Union in large series from 1941 to 1960. They made these at five enterprises in Moscow, Leningrad, Kyiv, Irbit and Gorky. Until the mid-50s, it did not go on free sale, as it was stamped exclusively for the army. In total, about 8,500 cars were produced. There was an option with a stroller. After the war, it was put into service with the Soviet militia.
4. "Ural" M-62
Soviet heavy motorcycle. Produced with a sidecar. These were made at the Irbit Motorcycle Plant from 1961 to 1965. Due to the powerful engine and excellent suspension, the motorcycle easily coped with a load of up to 255 kg and accelerated (with such a load) up to 95 km / h. Consumed about 6 liters of fuel per 100 kilometers.
5. IZH-49
An average road motorcycle, which was designed to ride on any roads of the vast fatherland. They made motorcycles at the Izhevsk Machine-Building Plant from 1951 to 1958. There was a modification with a sidecar for carrying a passenger or cargo. The motorcycle was distinguished by high reliability, survivability and endurance even in difficult conditions.
6. IZH Planet Sport
Another brainchild of the Izhevsk Machine-Building Plant, which was produced from the assembly line in the period from 1973 to 1984. This motorcycle is notable for the fact that it can safely be considered the first serial sports motorcycle of the Union. The vehicle was created with an eye on the popular Japanese models Suzuki, Yamaha and Kawasaki. Even today it does not look archaic at all.
7. Java 360
Czech motorcycle, which enjoyed simply astronomical popularity in the Soviet Union. In the 70s of the XX century, almost every Soviet teenager dreamed of this. There is nothing surprising that the motorcycle could become one of the symbols of that era. Even in the movie "The Diamond Arm" this bike appeared.
8. Dnipro 11
Among the first Soviet bikers who called themselves "rockers", this motorcycle was in special demand and respect. "Dnepr" 11th model was a heavy motorcycle and, what is very important, it was easy to tune. Thanks to this, the deeply modernized Dneprs can still be seen on the territory of the former USSR.
9. "Minsk" М1А
The most popular motorcycle was made at the BSSR enterprise! The first bike rolled off the assembly line in 1951. Curiously, what is the basis of this vehicle German DKW RT125 was taken. At one time, this motorcycle was even awarded praise from the popular Top Gear show.
Continuing the theme in cinema and life.
Strangely, in the Soviet Union, where there was never a biker subculture as such, motorcycle production remained at a very good level.
Their factories appeared in Irbit, Izhevsk, Kovrov and Minsk. For Java, the guys were ready to sell their souls (no one believed in such matters at that time anyway), for the heavy Ural or Voskhod, no less difficult battles were going on in the village. We decided to collect for you some cult bikes of those times, when looking at which even the most seasoned manager will feel (even for a second) an angel flying into the distance.
Perhaps this handsome man has become almost the only direct competitor of the legendary Java. The motorcycle was produced by the Czechoslovak arms factory Ceska Zbrojovka and came to the USSR only in 1960.
The Czechoslovak company Jawa won the tender for the supply of motorcycles to the Soviet Union. By 1976, two million Yavs were crisscrossing the roads of the country - without exaggeration, cult motorcycles among young people. Most of all they loved the Java-368 model, released in 1984. 26 hp two-stroke engine allowed to develop a speed of 120 km / h.
As a prototype Soviet designers did not hesitate to borrow the scheme and appearance German handsome, DKW RT-125. Almost immediately after the war, the conveyor production of "Sunrise" began at the plant. Degtyarev. I must say that from the same factory, the only one in the USSR, limited batches of bikes for motocross were subsequently produced.
Lovers of rarities are still chasing a well-preserved model of this motorcycle. The contours of the "Pannonia" were so unusual for their time that the motorcycle instantly became a cult. The most popular model was the Pannonia 250 TLF: 18 liter tank, 350 cc engine and sidecar made it ideal for long journeys.
IZH
It's another one illegitimate son German model DKW NC-350. Modernized motorcycles received real recognition in the USSR, and the IZH-Planeta-Sport model, capable of accelerating to hundreds in just 11 seconds, has become just a dream for many.
From 1957 to 1966, fashionistas of the USSR could easily compete with English mods and Italian dudes. The Vyatka VP-150 motor scooter was an almost complete copy of the famous Vespa GS150 and was the ultimate dream of the capital's youth.
Until 1964, Ural motorcycles were used only for military purposes. Moreover, an ordinary citizen was obliged to register with the military when buying a Ural, but it was completely forbidden to use it without a stroller. Despite all this, later the Urals found their niche among young people: heavy, like tanks on two wheels, they could get through any off-road.
: racing motorcycles produced in the USSR before 1941. If there are few of them, then it is possible after 1941
Few people now remember that the history of the creation of racing motorcycles with boxer engines, successfully launched by BMW, was continued in the USSR, and the designs of sports motorcycles produced at that time by the Gorky and Irbit motorcycle plants, as well as the Serpukhov Central Design and Experimental Bureau (TsKEB), were often no less interesting than the designs created by German engineers. These pages of motor history are still covered in the darkness of oblivion.
In the USSR, the history of the creation of the first sports motorcycles dates back to the early 30s, when the first special designs appeared. In addition to individual riders who created their own piece designs, motorcycle factories created several interesting sports motorcycles in the prewar period. In Taganrog, these were TIZ-4, TIZ-6, TIZ-7, TIZ-51, in Leningrad S-1. Several sports cars based on IZH-7 and IZH-8 were also created in Izhevsk. However, with the outbreak of war, these works were stopped.
Back in the pre-war years, the Soviet government was considering whether it was better to come up with their own models or buy licenses. After disputes and frictions, we came to the conclusion that it is better to purchase licenses. It remains to choose a model.
In 1940 in the USSR after comparative tests 15 various types motorcycles of foreign brands, the BMW R-71 motorcycle, which received the M-72 index in the USSR, was selected and recommended for serial production. This event can be considered one of the most significant in the history of motor-building in the USSR. By itself, the history of the production of the M-72 and its modifications has been repeatedly described, we are more interested in the M-72 as a basis for creating sports cars. There are many blank spots in this story, and, perhaps, we will never know much until the end, but for now we will try to systematize the disparate facts known to us and comment on them.
So, at the Moscow motorcycle plant evacuated in November 1941 from Moscow to Irbit on February 25, 1942, the production of M-72 motorcycles was resumed, and already in 1943 the IMZ designers created the M-75 engine. What that engine was like can be judged based on the “Report on the work of the UBP and BM GBTU KA” for 1941-1945. In it we find the following mention: “... cylinders and heads were replaced on the M-72. The cylinder heads, together with the valve mechanism, were taken from the BMW-R-51. The volume remained 746 cubic meters. cm, power from 22 hp increased to 28 hp The M-75 has the best dynamics and economy, a satisfactory liter capacity, but due to a number of design flaws, it was not accepted into mass production. The report says exactly that - BMW-R-51. Most likely, this is an ordinary typo. P-51 had a working volume of 500 cubic meters. cm, and the M-72 is 746 cc, the mounting and dimensions of the cylinders did not allow them to be installed on the M-72 without serious alterations, so we venture to assume that the first M-75 engines had slightly modified cylinders and heads not from the R-51 , but from R-75.
Today it is difficult to say what actually motivated the designers of the IMZ in 1943, apparently, during the war years, the need to create a more powerful machine for the army came to the fore, and they thought about its sports use in the second place. In addition to the military purpose of the M-75, according to the designers, it could also become a good civilian vehicle. The overhead valve engine significantly expanded the operational capabilities of the machine. An example of BMW motorcycles, which always had in its model range both lower-valve and upper-valve boxer models similar in design, served as excellent evidence of this.
In the first post-war years, work on the machine continued. The machine continued to be prepared for launch into mass production. In June 1948, an article by Wilhelm Beckman “Soviet sports motorcycles” was published in the Avtomobil magazine. In it, the author introduced the reader to new sports and racing motorcycles. The review of these machines began with a description of the M-75. According to the then existing classification, overhead valve cars were called "sports", and their lighter and more forced versions intended for competitions were called "racing". An illustration for this publication was a photograph of the experimental "sports" M-75 with a sidecar. The car shown in the picture was a purely road version of a motorcycle with a sidecar. The only thing that distinguished it from the serial M-72 was the overhead valve engine, which was given a special charm by elongated valve covers, common to both exhaust and intake valves. It is noteworthy that this motorcycle "survived" to this day and is stored in the funds of the Polytechnic Museum in Moscow.
The road version of the M-75 did not go into serial production, and all further work on this machine continued only in the direction of its sports application.
It was motorcycle racing that became the testing ground where ideas were improved and new design solutions were worked out. As always happens in the history of technology, ideas that have been tested in sports are then often used in mass-produced road cars. Already in 1946, on one of the first versions of the M-75, its designer Igor Okunev made his debut in the 300-kilometer race for the national championship.
I must say that the first version of the M-75 engine, the same one with heads from the BMW-R-75, nevertheless found application in another sports car. It was a motorcycle produced in 1946 at the Gorky Motor Plant and received the M-80 index. Here again, one can speculate whether this design was entirely created at the GMZ or the creator of the M-80, Naum Gudkin, used some backlog of the surviving M-75 engines. Perhaps the second version is most likely, since the centralization of the motor industry in the USSR made it possible to transfer and transfer parts and entire structures from one enterprise to another. Several copies of the M-80 were produced, and in the late 40s they participated in competitions, as evidenced by the few surviving photographs. In the summer of 1947, on one of the M-80s, the famous racer Yevgeny Gringout set an absolute speed record - 172 km / h. It should be noted that at the GMZ, work was underway to create a whole range of sports cars in the classes of 350, 500, 750 cubes. Moreover, if the 350 cc motorcycle, which received the M-35 index, is quite well known, the 750 cc M-80 is less known, then the 500 cc motorcycle, which apparently did not even receive an official index, remained in the form of a prototype.
But back to Irbit. So, on the basis of the chassis of the serial M-72, the “sports” and “racing” M-75 motorcycles were created. The "sports" that is the usual road version did not receive further development, and the "racing" modification gradually began to acquire the features of a special sports motorcycle.
What distinguished the serial M-72 from the M-75? There weren't many differences in the beginning.
First of all, the engine, as we have already mentioned, had overhead valve cylinder heads. This made it possible to increase the number of engine revolutions, apply more high degrees compression and obtain higher average effective pressures. Thus, the power of the M-75 engine reached 35 hp. at 5100 rpm vs. 22 hp at 4800 rpm for the M-72, and individual copies of the M-75 were able to boost up to 44 hp. The M-75 used special aluminum cast carburetors with removable float chambers. The diffuser diameter was increased to 27 mm versus 24 mm for the standard K-37 mounted on the M-72. The air filter was not installed, and if the motorcycles left the factory with an empty casing - a tide at the checkpoint under the air filter, then the riders themselves often sawed it off in order to lighten the car. The design of the camshaft was slightly changed. By grinding the back of the cams, the valve lift was increased to 8.5 mm. The lubrication and ignition systems on the first M-75s did not differ from the systems of the serial M-72s. Lighting devices were not installed, and the ignition switch was moved under the seat. In the gearbox, by changing the number of gear teeth, the gear ratios were changed, which became equal to 0.916; 1.0; 1.3; 1.87, and the total gear ratios, respectively, were 4.23; 4.62; 6.0; 8.65. In addition, by changing the main gear, it was possible to change the overall gear ratio. Lightweight mudguards on the M-75 were narrower than on the M-72, the trunk was not installed, a rear cushion was mounted instead, which, together with the steps set back slightly, created opportunities for a racing landing. The exhaust pipes had megaphones, the diameter and shape of which were often selected individually by the riders. On the M-75 of the first series, the engine was started by a kickstarter, although many racers dismantled this mechanism. In this form, the motorcycle was produced from 1946 to 1951 in small batches - several dozen a year.
The M-75 motorcycle, or rather its engine, became the basis for many interesting piece sports cars, manufactured both in factory design bureaus and by individual riders. In 1947, an experimental I6A racing motorcycle was produced at the IMZ. This motorcycle had a 600 cc engine equipped with a compressor, created on the basis of the M-75 engine, already on this machine aluminum cylinders with pressed steel sleeves, reinforced connecting rods, and cylinders with through anchor studs were used. Several more machines were created, both equipped with pressurization systems and without them, but this is a separate issue.
In the Serpukhov TsKEB, according to the results of tests of the M-75, changes were made to the design of this motorcycle in order to improve its performance. A circulating dry sump lubrication system was introduced and the compression ratio was increased to 9, the valve timing was changed. The ignition of the working mixture was carried out from the magneto. Thus, it was possible to increase the engine power to 38-40 hp. at 5300-5600 rpm. The machine, called the M-76, was released in 1947 in several copies (their exact number has not yet been established), however, it took part in competitions along with the M-75.
In turn, not without taking into account the experience gained during the operation of the M-76, the Irbit Motor Plant upgraded its M-75.
The car received the index M-75M (modified). First of all, the changes affected the engine. Magneto ignition was introduced, the kickstarter mechanism disappeared. On some machines, a dry sump lubrication system appeared, similar to that used on the M-76.
A significant flaw in the design of the M-75 engine was the flange mounting of cast-iron cylinders to the crankcase.
One of the most famous motorcycle racers, Karlis Osins, once recalled that the cylinders of the M-75 engines used to break away from the block and fly into the “track fence”, which he witnessed on the Pirita track in Estonia. In this regard, aluminum cylinders soon appeared on the M-75M with a pressed sleeve made of alloyed, and in some cases, austenitic cast iron, which has a high coefficient of expansion, which ensured good contact between the sleeve and aluminum fins. The cylinders were attached to the crankcase with long through anchor studs. The design of the crank group has also undergone changes. If earlier the crankshaft and connecting rods were standard - from M-72, now the lower heads of the connecting rods were reinforced and all parts were polished. The diameter of the M-75M valve discs was increased to 40 mm versus 38 mm for the M-75. Accordingly, the intake and exhaust channels in the cylinder heads were expanded. The problem of insufficient capacity of the fuel tank was solved by installing a special tank of increased volume.
The design of the M-75M, which was produced in small batches by the department of the chief designer of the IMZ, was constantly improved, because, unlike large-scale production, the slipway assembly and the low pace of the production cycle made it possible to do this. The result was, as it were, several series of these machines, the differences between which were often quite significant.
On the machines of the first series, wheels with steel hubs from the serial M-72 were still installed. On later production machines, the wheel hubs were aluminum alloy with steel drums. It is worth talking about their design in more detail. On sports cars, the front wheel is heavily loaded during braking, so to increase the efficiency of the brakes on the M-75M, brake pads of increased width with a two-cam drive were used. As the brakes heat up during prolonged braking during circuit racing, a decrease in the braking effect may occur. To prevent this, cooling fins and internal ventilation were introduced into the design of the brake drum. The holes through which air enters and exits the drum were protected by a mesh.
The changes also affected the power transmission and gearbox. The clutch springs were reinforced by increasing their thickness to 3 mm versus 2.8 mm for the M-72. To increase the reliability of fastening, the disk of the elastic coupling of the cardan was pressed onto splines instead of pressing onto a smooth cylindrical surface, as was the case on the M-72. The gearbox received a breather in the upper part, and on some machines the oil filler neck was elongated, which provided an increased oil level. If the car did not have an elongated neck, the factory recommended pouring oil into the gearbox by tilting the motorcycle to the right side. The absence of a kickstarter lever made it possible to install on the same bracket with the driver's footboard a double-armed gear shift pedal, which was connected to the gearbox with a rigid link. The use of a magneto facilitated the installation of a tachometer drive mechanism on the crankcase. Its drive is located on the cover that closes the drive of the engine oil pump.
The M-75M engines were equipped with new special K-95 carburetors, and in the later series K-97. The diameter of the passage section of K-95 was 29 mm.
The frame of the M-75 motorcycles has also undergone changes. If on the first M-75s it was a standard frame from the M-72, then on the M-75M at first they abandoned the seat tube, and they began to make a reduced diameter reinforcement pipe under the tank. The next step was the manufacture of frames from special lightweight round tubes. These frames, tested on the M-75M, subsequently became the basis for the frame designs on the M-77 and M-52S. All motorcycle frames had sidecar mounting brackets, as these motorcycles were designed for both solo and sidecar racing. The carriages were produced in two types - in the form of an open platform for circuit racing and in the form of a streamlined body for linear road racing. The wheels of the carriages did not have suspension and were enclosed in fairings.
As a result, the M-75M became a fairly perfect motorcycle, not too expensive to manufacture, still unified in many components with the serial M-72, but it was already a special sports car. M-75M was produced from 1951 to 1954.
The next step was the creation of the M-77. This new sports car was first shown at the USSR Championship in 1954. The main fundamental difference between the M-77 and the M-75M was the engine. power unit The M-77 was a further development of the M-75 design. Externally, the M-77 can be immediately distinguished by the one-piece valve covers of the new form, common to the intake and exhaust valves. One more characteristic feature M-77 became a fuel tank of a new design. It had an elongated shape and grooves for the hands of the rider. The small front fairing was like a continuation of the tank. However, this beautiful and really streamlined design had a very significant drawback - a small tank capacity, so at first the racers themselves increased the size of the tanks on the M-77, and then the plant switched to the production of larger tanks.
The M-77 engine developed a power of 45-50 hp, the mass of a single motorcycle was 196 kg. M-77 was produced by IMZ from 1954 to 1959. The number of cars produced was about 70 pieces. In the USSR, the M-77 became the last sports motorcycle for circuit racing in the 750 cc class.
As already mentioned, the experience gained while working on sports cars made it possible in 1950 to create a serial road motorcycle M-52 with an overhead valve engine with a volume of 500 cc. The sports modification of this motorcycle received the M-52C index. Basically, it was the chassis of the latest modification of the M-77, equipped with a front fork with a wheel axle shifted forward from the M-52. The engine was a sports modification of the serial M-52.
It was this chassis that served in 1961 as the basis for the creation of one of the most interesting TsKEB designs. This 500 cc machine, which received the C-51 index, had an engine with two camshafts in the cylinder heads. Engine power was 60 hp. This interesting and in its own way very aesthetic design demonstrated how high the potential of the designers who created these wonderful motorcycles was.
A sharp turn in the history of Serpukhov motorcycles occurred in 1942, when State Committee Defense decided to organize a Leader in Serpukhov design office on motorcycles (VKB). Its backbone was made up of engineers who arrived from Izhevsk, headed by the former chief designer of the Izhevsk Motor Plant Vsevolod Vyacheslavovich Rogozhin.
Having received the rich heritage of the German company DKW, Serpukhov engineers undertook to develop it creatively. In the late 1940s, they developed a series of racing motorcycles - the 125cc single-cylinder C1B and the twin-cylinder 250cc C2B and 350cc C3B. A unique feature of these machines was a two-stroke engine with an L-cylinder, in which two pistons ran, each of which drove its own crankshaft - this solution made it possible to easily adjust the valve timing. The motor was equipped with a compressor and liquid cooling. The 250 cc C2B (pictured) developed 40 hp. and accelerated to 175 km / h.
However, at first I had to collect motorcycles abandoned by the retreating German army and repair them. Then, in Serpukhov, motorcycles that arrived under Lend-Lease from the USA were equipped with M-72 sidecars. In 1945, VKB employees took part in the dismantling of equipment from German motorcycle factories, intended for shipment to the USSR, and obtaining technical documentation.
In Serpukhov, another motorcycle was being developed according to the scheme set by BMW - a longitudinal crankshaft, a cardan shaft - but lighter, with a single-cylinder overhead valve engine. Work begun in 1948 led in 1954 to the construction of prototypes of the M-31 motorcycles. A 350 cc “square” (76x76 mm) engine produced 16 hp. A car weighing 155 kg accelerated to 110 km / h. It was planned to be released in Minsk, but, alas, it did not wait for serial implementation.
In 1946, the VKB was transformed into the Central Design and Experimental Bureau of Motorcycle Engineering (TsKEB). Since that time, systematic work began on the creation of a Soviet motorcycle. In Serpukhov, they develop a type of promising motor vehicles, in close contact with motor plants, they design new designs and conduct tests, and contribute to the preparation of new industries (for example, the TsKEB prepared documentation for the development of scooters in Tula and Vyatka).
The development of a two-stroke racing series was discontinued after the USSR joined the FIM, the rules of which prohibited the use of motors with a compressor. TsKEB designers have created new racing motorcycles - with four-stroke engines with two overhead camshafts. The photo shows a 250 cc 23 hp C-254 from 1954. Check out the duplex featherbed frame and the long-link earles front fork - the machine was completely in line with all the latest trends!
Moreover, although the motor plant in 1951 received the task of producing motorized wheelchairs for the disabled and left the TsKEB, the pilot production created in the depths of the bureau made it possible to manufacture not only experimental samples, but also small batches of motor vehicles. A special chapter in the history of Serpukhov motorcycles is the creation of unique racing machines.
A more advanced racing motorcycle S-360 was developed by TsKEB in 1960 together with the Czech plant Jawa. A two-cylinder four-stroke 350 cc engine developed 50.5 hp. at 10,100 rpm, the car accelerated to 210 km/h. This device brought Soviet racers the first successes abroad: in 1961, Nikolai Sevostyanov took third place in the international race in Finland, the following year - sixth place at the World Championship stage in the GDR, and in 1963 - fifth place at the championship stage in the GDR and fourth in Finland.
Developed under the leadership of Svyatoslav Yuryevich Ivanitsky, they eventually reached the world level and in the 60s allowed our riders to successfully compete in the World Championship, winning prizes. It was these machines that first drew attention to Soviet motorcycles in the West, and the nickname “Vostok” received there eventually became a brand name.
The pinnacle of the development of Soviet racing motorcycles is the legendary four-cylinder Vostok. In 1964, the 350 cc C-364 (59 hp, 230 km/h) entered the racetracks. Endel Kiisa took third place at the Finnish Grand Prix - the first podium for a Soviet driver in the World Road Championship. The 500 cc C-565 (80 hp, 250 km/h) debuted in 1968. Nikolai Sevostyanov finished fourth in Finland. Alas, the program of performances of our racers then was limited only to episodic trips to nearby friendly countries, and after 1969 it ceased altogether.
In 1965, the All-Union Scientific Research Design and Technological Institute of Motorcycles and Small Gasoline Internal Combustion Engines (VNIIMotoprom) was established on the basis of TsKEB. The full name reflects another aspect of its activity - the development of small-capacity engines for stationary installations, primarily for military use.
Cross-country motorcycle KR-5 - development of 1964. A single-cylinder overhead valve 500 cc engine, interlocked with a four-speed gearbox, developed 42 hp. at 5560 rpm (although the reliability of such accuracy of performance characteristics is doubtful). The entire apparatus weighed 132 kg.
The team continues to work closely with motorcycle plants throughout the USSR and is working on new promising areas in technology - for example, variators and rotary piston engines. Unfortunately, in the new economic conditions, the services of VNIIMotoprom turned out to be unclaimed. Yes, and it is difficult to imagine its existence in the conditions of the collapse of the entire motorcycle industry of countries that were previously part of the USSR.
In the 60s, TsKEB, together with the Lvov Motor Bike Plant, began designing an automatic V-belt variator. One of the stages of this work is the light 50-cc Avtomatik motorcycle, created in 1967.
The institute, renamed into OJSC Motoprom, was chah, hirel, tried to engage in non-core industries and, in the end, on September 1, 2011, was liquidated.
sources
http://students.uni-vologda.ac.ru/pages/pm07/kia/vostok.html
http://motorace.by/articles/race/295.html
http://moto-magazine.ru/technics/history/ego_nazyvali_vostok/
http://oppozit.ru/article242.html
The first commandment of a Soviet motorcyclist is this: if you are not sure - do not drive far, the second - always take the necessary spare parts with you to get home. But there are still amateurs who like old technology, a lot of people started riding Soviet mopeds and motorcycles ...
The production of motorcycles in the USSR was established on a grand scale. Irbit, Izhevsk, Kovrov and Minsk became the main centers of bridge building, and motorcycles themselves, including imported Javas and Chezetas, became an integral part of the culture. Perhaps it is worth starting with a short digression into the history of Soviet motor-building.
IZH
In the late 1920s, experimental IZH motorcycles were created, in the 30s small-scale production began, and only in the late 40s and early 50s did large-scale production begin. 
The first motorcycle models are associated with the name of the designer Peter Mozharov, but the real popularity came to IZH after the war, when the documentation for the German DKW NC-350 motorcycle fell into the hands of the designers. 
After a thorough modernization, the motorcycle was called IZH-49. The legendary model was equipped with a telescopic fork and hydraulic shock absorbers. In bad road conditions, the motorcycle gained popularity. 
The next model - IZH-56 was no less popular, but real recognition came with the advent of IZH-Jupiter, IZH-Planet and IZH-Planet-Sport, which were intended for tourist and sports trips. IZH-PS received a separate engine lubrication system and could accelerate to 100 km / h in 11 seconds. 
In the 60s, the first motorcycles IZH Jupiter (two-cylinder engine) and IZH Planet (single-cylinder engine) were produced. At the Degtyarev Plant, a 175-cubic-meter Kovrovets is produced, which later turned into Voskhod. 
The IZH motorcycle in popularity in the USSR could compete with the most famous imported vehicles. In the 70s, the plant produced up to 350,000 motorcycles a year.
Minsk
The history of the creation of "Minsk" also goes back to the DKW RT-125. The first M1A motorcycles were produced in Moscow, and in 1951 production was transferred to a bicycle factory in Minsk.
In 1956, the plant produced a new model M1M with a pendulum suspension, spring shock absorbers, a short-link fork and a 5 hp engine that developed a speed of 75 km / h.
In 1961, the new M-103 appeared with hydraulic shock absorbers and a telescopic fork. Production was focused on the village, which explained the popularity of motorcycles.
Further upgrades have resulted in more power and speed. For example, the MMVZ-3.111 model, released in 1973, could accelerate to 90 km / h and had a power of 9.5 hp. And MMVZ-3.112 had 12 hp.
Sunrise
"Sunrise" has become a cult motorcycle among young people and teenagers. He conquered unpretentiousness, low fuel consumption, lightness and repairability. The motorcycle did not possess special reliability, but with its help they learned to repair the internal combustion engine.The production of "Voskhod" was deployed after the war at the plant. Dyagtereva. The prototype was the German motorcycle DKW RT-125. In 1946, the plant produced 286 K-125 motorcycles.
Since 1957, the plant began to produce a completely new motorcycle "K-175" with a 175 cc engine. This motorcycle was named "Sunrise" and gave life to a whole family.
The most popular models were Voskhod-2, Voskhod-2M. The last model of Voskhod, created in the USSR, was called M3-01. In addition, the plant produced limited batches of motorcycles for motocross, and in the 80s created several interesting developments of sportbikes.
Ural
The history of the Ural motorcycles from the late 30s until 1964 was the history of a military motorcycle. Even after the motorcycle began to be sold to the townsfolk, the owner of the Ural was obliged to register with the military, and the State traffic inspectorate forbade the operation of a motorcycle without a sidecar.
Because of this, Ural did not gain fame among young people. He found his niche as a heavy utility motorcycle. It was used for walking under the moon, and for transporting goods, and for trips to the taiga, and even for motorcycle tourism.
The IMZ motorcycle was equipped with a 650 cc four-stroke engine and was considered reliable among Soviet motorcycles. Engine power, depending on the model, ranged from 31 to 36 hp. The maximum speed when used with a sidecar is 105 km/h.
In 1985, the two millionth motorcycle of the M-67 model rolled off the assembly line of the plant. In the 90s, the plant managed to survive. Now most of the motorcycles are exported.
Java
Brand of road motorcycles manufactured in Tinec nad Sazavou (Czechoslovakia). The USSR was the main importer of Java. Total in Soviet Union More than a million motorcycles of various models were delivered. In Soviet times, Jawa motorcycles were considered the best available for sale in the USSR.
One of folk names Java 360 model became "Java-old woman" or simply "old woman". "Old women" with a single-cylinder engine were popularly called "chekushki", because of the volume of 250 cubic centimeters. 
There are several modifications that can be divided into motorcycles with 6V and 12V electrical equipment. The 6V variant has a less powerful engine and a weak alternator, but, subjectively, motorcycles equipped with 6V equipment are more beautiful. "Jawa" are motorcycles of the same class as "Jupiter", but more pleasant to operate. 
The most fashionable model in the USSR was Java-368, which began to be produced in 1984. "Java" had a two-stroke two-cylinder engine with a volume of 343 cc. and a power of 26 hp, the maximum speed of the motorcycle was 120 km / h.
"Pannonia"
The Pannonia motorcycle has become another cult motorcycle among urban youth and motorcycle tourists.Production of the Pannonia began at the Chappelle plant in Budapest in 1954. "Pannonia" became the first new motorcycle of the plant. The motorcycle was equipped with a single-cylinder 250 cc two-stroke engine, a four-speed gearbox. The innovation was a closed chain drive and a duplex frame.
From 1954 to 1975, 286,959 motorcycles were delivered to the USSR.
The most popular model was the Pannonia 250 TLF. With a weight of 146 kg, the motorcycle produced 18 hp, was not picky about fuel, had an 18-liter tank and reliable electrics. In addition, the plant produced a model with a 350 cc engine and a sidecar.
The beauty and perfection of the lines of the motorcycle still make connoisseurs of rarities look for surviving motorcycles.
In 1968, the plant produced a new motorcycle model copied from the Yamaha YDS-2, but in the USSR they decided that the motorcycle was too complicated and stopped exporting, after which the plant closed.
"Chezet"
The history of the legendary "Cezet" (Cezet) goes back to pre-war times, when the Czechoslovak arms factory Ceska Zbrojovka (CZ) decided to start the production of motorcycles. In 1936, the plant produced prototypes of the Chezet, on the basis of which later motorcycles with engines of 250 and 350 cc appeared.
In 1960, CZ launched the Chezet motorcycle into mass production. In the USSR, CZ was waiting for unprecedented success. Along with the Java, this motorcycle was a success with rockers, and the “black Chezet” became the dream of an entire generation.
The famous cross Cezet was born in 1962. The motorcycle was equipped with a single-cylinder two-stroke engine of 250 cc. Finest hour "Cheseta" lasted until the end of the 60s. Racers from the USSR, Belgium and the GDR competed on it and won championships.
Mopeds
In Soviet times, mopeds were incredibly stylish and fashionable personal vehicles. Especially among youth. The queue for the purchase of a car lasted for years, prices bite. The motorcycle was also expensive and still required garage storage. And a moped, like a bicycle, was often brought into an apartment.
You don't need a license to drive a moped. Mopeds in the USSR cost from 100 rubles.
The sale of mopeds was carried out in motorcycle stores, almost always by appointment. It was required to check in the queue for a moped every morning for a month or six months.
Mopeds were produced at the Penza Bicycle Plant (ZIF light moped), Lvov Motor Plant (Verkhovyna moped, Karpaty mokik), Riga Motor Plant (Riga moped, Delta mokik).
Mopeds Riga-1/16
The first Soviet motorbike was produced in 1958 at the Riga Motor Plant "Sarkana Zvaigzne": Riga-16.
The model was not very successful. After practice at the Czech motorcycle plant JAWA in the sixties, the serial production of the first mopeds in the USSR, Riga-1, began. 
Mopeds Riga were constantly modernized. In the film Adventures of Electronics, Syroezhkin cut it on a RIGA moped.
The Riga plant "Sarkana Zvaigzne" in 1966 began the production of a light moped "Riga-5" with a D-5 engine with a power of 1.2 liters. With. The car has a very simple chassis. The mechanical brakes of the moped guarantee fast braking and trouble-free riding. The front wheel brake and throttle control is mounted on the right side of the handlebar, the clutch lever is on the left side. 
To brake the rear wheel, you must press the pedal in the opposite direction. The trunk is located above the rear wheel and is designed for 15 kg of cargo. The front fork is telescopic. Cushion saddle is made of sponge rubber.
"Riga-5" successfully passed the tests on various roads. This is a convenient means of transport for the city, as well as for country roads. The capacity of the fuel tank (5.5 l) allows you to travel fairly long distances.
Light moped "Riga-7" (1969-1975)
Moped "Riga-7" began to be produced in 1969. By the end of 1971, he completely replaced the Riga-5 moped. Unlike Riga-5, it was equipped with a D-6 engine, which made it possible to connect a headlight and a taillight to it.Removed decorative protection of drive chains. The design of the Riga-7 moped had a special rail installed to prevent frame breakage in cases of emergency braking.
Workers of the plant H. Akermanis (electrician) and Y. Bankovich (mechanic) proposed and tested, both at the stand and in practical driving conditions, a frame design with a reinforced rear suspension without a rail. The proposal was accepted, the author's fee was paid within the terms stipulated by law, but in 1976 the Riga-7 moped was discontinued, replacing it with the Riga-11.
Light moped Riga-12 has been produced since 1974. The elegant design of the two-wheeled vehicle was developed by designer Gunars Gludins.
The moped was equipped with the simplest 2.2-horsepower 50 cc Sh-57 motor with a paper air filter. At the service of two riders - a comfortable saddle 43 cm long. A 5.5-liter fuel tank made it possible to drive about 235 km at one gas station.
The maximum speed of the Riga-12 was 50 km/h. Since 1977, the “restyled” Riga-16s with a kick starter and improved finishes began to roll off the assembly line (pictured).
Mokik "Delta"- this is practically a new development after the Riga series. The original frame and a successful engine made this particular model a favorite for a long time. 
In the new B-50 engine, the shortcomings of previous models were taken into account, the clutch was strengthened, the gearbox shafts began to rotate in bearings, and the foot-operated gear shifting in the B-501 engine aroused admiration among buyers for a long time.
"Carpathians"
It was produced at the Lviv Motor Plant, has a 50 cc engine, and, as a result, you can drive it without having a driver's license cat. BUT.
The motor is low power but great for kids and learning the technical side. Analogues - "Verkhovyna" and "Delta".
Mini-mokik "Mini"
In 1983, the Riga plant "Sarkana Zvaigzne" opened a new class on 10-inch wheels - mini-mokiki. The first model was called "Mini", it had a steering wheel and a seat height adjustable.At first there was no rear suspension, then a couple of shock absorbers were installed. The mokik weighed only 50 kg and, with the steering wheel folded, entered the trunk of a car.
Mini-mokik "Stella"
One of the most stylish and advanced serial "fifty kopecks" from the times of the USSR. Produced from the late 80s to the mid 90s. Mokik was equipped with both the domestic V-501M motor (with foot shifting gears) of the Siauliai bicycle and motor plant "Vairas", and various imported units: Czechoslovakian Jawa, French Peugeot and Polish Dezamet.In the photo, next to a girl in a swimsuit, a modification of Stella Babetta with a Jawa motor is shown, distinctive feature which was the horizontal arrangement of the cylinder.
Moped Riga-19C
The Riga-19C road-circular micromotorcycle was produced in a small edition in 1982. Despite its modest size and small weight (just over 60 kg), it was a full-fledged racing car.The sports moped was equipped with a highly accelerated 50 cc 2-stroke water-cooled engine ShK-50 with an incredible power of 17 hp. That is, the liter output of such an installation reached 340 hp. per liter of working volume!
The engine was paired with a 6-speed gearbox. Thanks to the massive aerodynamic fairing, the Riga-19S easily reached speeds of over 100 km/h.
