Motorcycle "Kovrovets": technical characteristics and photos. Motorcycle "Kovrovets": technical characteristics and photos Model range of motorcycles from Kovrov
"Handsome" - this is how Soviet daredevils and connoisseurs of motorcycle technology called the K-175 model, which became fundamentally new and technically perfect back in 1957. The prototype of the famous Kovrov iron horses was the trophy model of German motorcycles DKW-RT-125. It was the best of the light motorcycles with a displacement of 125 cc from the 1930s and 40s.
About the history of the development of motorcycle models "Kovrovets"
A year after the Patriotic War, in 1946, the first models of Kovrov motorcycles with a displacement of 125 "cubes" were produced. The model was called “K-125”. This motorcycle was actually a complete copy of the German "RT-125", which in the first year of production, 286 units rolled off the "Degtyarev" conveyors.
Motorcycle "Kovrovets" 125th model was one of the best Soviet light motorcycles, which were produced up to 1951. Then the technique was modernized, which consisted in improving comfort and convenience while driving. In the period from 1951 to 1955, Kovrov craftsmen produced the K-125M model.
In 1955, the management of ZiD (Kovrov Plant named after Degtyarev) decided to release fundamentally new motorcycle models, which were supposed to differ from their predecessors with improved performance characteristics. This is how the K-55 model appeared. This motorcycle "Kovrovets" was equipped with a completely new type of carburetor and a modernized exhaust gas removal system, due to which it was possible to increase its power.
The turning point 57th year
"K-55" was produced until 1957, after which another model appeared - "K-58", on which a 5-horsepower two-cylinder engine was installed, and the gas tank was also increased. In addition, manufacturers changed its shape, which became more streamlined, and modernized the electrical equipment of the machine. Motorcycle "Kovrovets" (photo can be seen below) of the 58th model became the final one in the model range of 125cc "bikes", the production of which was completed in 1960.
The production of K-175 series motorcycles was launched in 1957. These were powerful road bikes, which, along with the 58th model, were produced by the plant until 1960. Later they were replaced by the K-175A model. The 175 series motorcycle was produced until 1965, and its prototype was the Czech model "Java-ChZ-175". Motorcycles with a working volume of 175 cm³ were not previously produced in the Soviet Union, so the appearance of the K-175 model on the market caused quite a stir.
Czech "Java" was at that time the height of engineering excellence and technical solutions, therefore the motorcycle "Kovrovets" turned out to be quite an interesting machine - beautiful and powerful, with excellent driving characteristics, and also very comfortable. The K-series is closed by the K-175V and K-175SM models, after which the Voskhod (Kovrovets) motorcycle appeared in 1966 - an order of magnitude more comfortable car, which was distinguished by excellent technical characteristics.
Characteristics of the model "K-125" produced in 1946-1951
“Kovrovets” of the 125th series is a one-seater light road motorcycle equipped with a two-stroke single-cylinder 4.25-horsepower air-cooled engine providing a maximum power of 4.8 thousand rpm. The motor cylinder is made of cast iron, which, together with a light-alloy head, is mounted on an aluminum crankcase by means of studs. The motor also houses a variable electric generator "G-35" and a float carburetor of the "K-30" type with a needle type valve.
The transmission of this model is presented in the form of a three-speed gearbox with a foot switch. The multi-plate clutch is located in the oil sump. The closed tubular frame weighs just over 5 kg, and the total weight of the machine is 84 kg, while the engine weighs 17.5 kg. The dimensions of the base are 1245 × 970 × 675 mm. The maximum speed that this motorcycle is capable of developing is 70 km / h. Note that in 1951 the K-125M model was released, which already weighed 88 kg. It was equipped with a front telescopic fork that mated with a hydraulic shock absorber.
Series "K-55" and its features
The design bureau of the plant carried out developments to modernize the 125th "Kovrovets", and already in 1955 the first model "K-55" was produced. Thanks to the modernization, the speed performance of the Kovrovets motorcycle was increased to a maximum value of 75 km / h. 55 was equipped with a new type of carburetor "K-55", and the rear suspension became pendulum.
Prior to that, in the 125th model, the rear rigid suspension caused significant discomfort while driving and led to the fact that it was necessary to repair the Kovrovets motorcycle (mainly the chassis). The machine was equipped with a single-stroke 4.75-horsepower two-cylinder engine of our own production with a working volume of 123.7 cm³ with an improved cooling system. The motorcycle weighs, like the "K-125", 84 kg. Motorcycle "Kovrovets" model "K-55" was produced by the plant until mid-1957.
About "Kovrovets" 58th model
The 58th motorcycle "Kovrovets" (photo of which is located above) was a continuation of the previous 55, in which the electrical equipment underwent significant changes. A variable generator was used here, which made it possible to abandon the battery, thereby greatly simplifying the process of operating the machine. Also, a speedometer and an ignition switch were mounted in the headlight housing, which became much more convenient for the driver.
The maximum speed of the model reached 80 km / h with a total weight of the motorcycle of 92 kg. The working volume of the single-cylinder 5-horsepower engine remained unchanged. However, the shape of the fuel tank and its capacity were changed, which made it possible to increase the mileage without the need for refueling. The clutch release mechanism has also been redesigned to make it much easier to release. In addition, without losing engine power, it was possible to significantly reduce the noise level by installing a muffler of a more advanced model.
Model "K-175"
The device of the engine of the motorcycle "Kovrovets" of the 175th model has now become a short-stroke with one cylinder with a two-stroke working cycle. The volume of the engine was 173.7 cm³ - before that in the USSR, such engines were not used in the production of motor vehicles.
The model began to differ externally from its predecessors: the rear part of the closed design, a protective casing appeared on the carburetor, the drive chain also became protected, a comfortable two-seater seat and a completely new 16-inch wheelbase appeared - this is now the Kovrovets K-175 motorcycle. The technical characteristics also had a significant difference. Judge for yourself: the 8-horsepower engine gave out a maximum frequency of 5200 rpm and was able to accelerate to 80 km / h with a weight of 105 kg.
The 175th motorcycle "Kovrovets" has a 1270 mm base with a ground clearance of 240 mm. The dimensions of the model are 1980 × 1070 × 760 mm. As for the transmission, the box remains a three-stage version with a foot-type gear shifting. Later versions used a semi-automatic squeeze. As for the electrical equipment of this machine, it should be noted that a DC system with the use of a battery began to be used.
Modification of "Kovrovets" "K-175A"
In December 1959, a fundamentally new model of the 175 was born - the K-175A motorcycle, the Kovrovets motorcycle. The technical characteristics of the "A" modification were significantly different from the "younger brothers". A four-speed gearbox with a disc-type mechanism was installed on it.
The electrical equipment was based on the use of a variable generator "G-38", which made it possible to do without a storage battery, which was especially important for residents of rural areas, where its maintenance caused great difficulties. The front suspension, presented in the form of a rodless telescopic fork, gave a tangible smoothness to the ride of the car.
The design of the air filter has undergone some changes, which began to be mounted on the suction pipe. The mass of the K-175A model is 110 kg. In comparison with the 175th modification, the power characteristics and speed capabilities remained practically unchanged. On the gas tank of modification "A" a new emblem began to flaunt: two hares turned to each other - the emblem of the city of Kovrov, and the inscription "Kovrovets" below.
About Kovrov motorcycle modification "K-175B"
The production of the K-175B series began in 1962. Model "B" was equipped with a new carburetor of the "K-36" brand, thanks to which at low revs it was possible to achieve good stable operation of a single-cylinder 9.5 strong engine capable of delivering a maximum number of revolutions of 5.4 thousand.
This made it possible to raise the speed indicator. Now the maximum speed of the car reached 85 km / h, which could be developed from the start in a quarter of a minute, which is almost half that of the K-175A model.
On motorcycles of this series, a variable generator of the "G-401" type was installed, which provided more stable performance. The total weight of the machine is 115 kg. The model was produced until 1964.
Series of machines "K-175V"
The first models of motorcycles "K-175V" began to be produced in 1963, which differed in the presence of a cylinder made of cast iron with one exhaust pipe. This decision was made by the engineers of the plant, primarily to simplify the design and change the gear ratio, but this was not achieved.
There were no particular differences in this model. The same single-cylinder 9.5-horsepower two-stroke engine, which allowed a maximum speed of 80 km / h and a weight of 110 kg. However, later versions already had an aluminum cylinder with two exhaust pipes, which increased the maximum speed threshold to 85 km / h. Externally, the model remained unchanged.
Powerful carpet motorcycles of the K-175SM series
1959 is famous for the fact that Kovrov motorcycles took part in international sports competitions. Thanks to their perfect design and the skill of Soviet athletes, they managed to become prize winners of races many times. Naturally, the "CM" series is considered the most powerful and technically advanced. It had many differences, including a stable wheelbase, thanks to which winter riding on the Kovrovets motorcycle did not present any particular difficulties for athletes.
Technical characteristics of "K-175SM"
The main difference between the K-175SM is its powerful 12.8-horsepower engine with a piston stroke of 58 mm and a working cylinder diameter of 61.7 mm, which ensured the development of a maximum speed of up to 100 km / h. In addition, the engine was capable of developing a high torque - 1.72 kg * m with a maximum power of 5.6 thousand rpm. The base of the motorcycle is 1270 mm, and its dimensions are 1980 × 1070 × 760 mm with a total weight of 110 kg.
As for the gearbox, it is four-speed with an improved gearshift mechanism. In addition, the double-row motor chain made it possible to increase the transmission moment transmitted from the crankshaft to the "primary" of the box.
In conclusion, we add that after the release of the K-175V series of Kovrov motorcycles, in 1966 ZiD launched the production of the 1st model of the Voskhod motorcycle. Many units of machines of previous versions have undergone serious revision, which ultimately allowed to significantly improve the main performance indicators. This was the beginning of the production of more comfortable and technically advanced products of the enterprise.
The main design changes affected the electrical equipment. On the new K-58 model, a simpler circuit of electrical equipment with an alternator was used, for which the chief designer of the SKB received an inventor's certificate. The use of such a scheme made it possible to abandon the storage battery, which required special care and recharging at the charging station after long-term conservation, which caused great difficulties for consumers, especially in rural areas. A headlight was installed on the motorcycle, into which a speedometer, signal and ignition switch were mounted.
FRONT FORK
Changed the covers of the front fork stays in connection with the installation of a larger headlight. Also, the shape and design of the front fork oil seal housings have become different. The new stuffing box body was made from a thin-walled pipe; earlier, it was turned from a workpiece. The steering wheel remained unchanged. Handlebar arms and arm brackets were molded and then finished and coated.
GALVANIC COATING
The following parts were chrome-plated on the motorcycle: a cone nozzle and a decorative plate, (or a complete muffler), a muffler pipe with a nut, lower cups of rear shock absorbers, seat springs and decorative washers for them, a steering wheel and steering wheel brackets, levers and brackets to them, gear shift levers and kickstarter, steering column nuts, movable telescopic fork tubes, fork oil seal housings, front mudguard clamps, fuel tank cap. On exhibition, gift and export versions, wheel rims, wheel axles with nuts and snail-shaped chain tension adjusters, spokes with nipples, decorative covers of aluminum wheel hubs, passenger footpegs, rear shock absorber cups, side guard clamps, rear extension of the front fender were additionally covered with chrome , brake rod, rear brake lever and spacer sleeve, brake cams, decompressor valve body, decompressor control lever and bracket, gear indicator, throttle control knob parts, steering damper parts, all hardware. On these variants of the motorcycles, the aluminum engine covers were partially polished.
Zinc coated the same parts as on the previous model, including the rear brake lever with passenger footrest spacer and the high voltage ignition coil clamp.
PETROL TANK
On the first batches of motorcycles, the fuel tank was installed the same as on the K-55 (capacity 9 liters), but with a new sticker "K-58". The fuel valve on all four models was of the same design.
In those years, the designers of the plant widely studied the models of motorcycles of foreign firms. So, after a trip to Europe, having studied the information obtained, it was decided to change the fuel tank. The new fuel tank vaguely resembled the gas tank of the French motorcycle "Motobekan" (Motobecane 175 model Z23C of 1956) and received the nickname "German helmet" among the designers.
For a long time it was not possible to stamp the upper part of the tank, and only in the early 60s, having mastered the method of deep stamping, its mass production was adjusted. The new 13-liter gas tank consisted of two stamped parts, an upper and a lower one, which were welded together. The fuel filler neck was located in the center. On the first batches of motorcycles, the lid was also twisted, and on later ones, a mesh was placed in the neck of a slightly different shape, protecting it from debris, and the lid was simply inserted from above with a light blow of the palm. The lid was made of bakelite, had a labyrinth in the design, which prevents spontaneous splashing of fuel when falling, and a rubber cuff, due to which it was fixed on the gas tank. The top of the lid was decorated with the letter "K".
In 1960, the manufactured motorcycle products received a new trademark, and emblems cast from an aluminum alloy were attached to the sides of the gas tank on screws: two hares sitting opposite each other, and below the inscription "CARPET". Later, rubber knee pads (nigrips) were added on the sides of a slightly different shape than before.
ENGINE
A number of changes were made to the design of the K-58 engine. A double-row roller bearing is installed in the lower head of the connecting rod of the crank mechanism. The rows of rollers were now separated by two rings, one of which was on the stepped crank pin, and the second, split (for assembly) was inserted into the groove of the lower connecting rod head. To install the new generator rotor, the keyway was machined from the opposite side of the right pivot. The latter excluded the installation of the crankshaft of the K-58 motorcycle on previous models. Later, for convenience, two key grooves were cut on the shaft journal, the groove provided for the installation of a direct current ignition was marked with red paint.
The location of the purge channels and the outlet port was changed. This improved engine performance and increased power to 4.75-5.0 hp.
A K-55 carburetor was installed, the air filter remained unchanged.
Changed the shape of the kickstarter lever.
In the clutch mechanism, the pressure plate received an adjusting screw, for access to which a plug appeared in the clutch cover. The free play of the clutch cable was adjusted with a tension screw on the steering wheel bracket. The worm clutch engagement mechanism was replaced by a lever mechanism, which was mounted in a separate housing together with a speedometer drive gearbox. A flexible shaft (cable) was connected to the gearbox drive the speedometer.
ELECTRICAL EQUIPMENT
The electrical equipment of the motorcycle included: an ignition coil B-50, KM-01 or IZH-56, a FG-38V headlight with a built-in speedometer, an ignition switch and an S-34 sound signal, an FP-7 rear light, a P-25A light switch with a signal button ... Spark plugs A-8U or A-11U were used.
In the electrical equipment of the motorcycle, wires of the AOL brand with rubber and cotton insulation (cross-section 1 mm 2) of different colors were used.
REAR SUSPENSION
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The frame of the K-58 motorcycle was basically different from the previous model with the rear part (fork). In the new frame, the feathers (both left and right) were made in one piece, and connected to each other by an arc welded to the seatpost. At the ends of the fork stays, box-shaped brackets are welded, to which shock absorbers were attached, and a mudguard clamp. At the rear of the frame, there are two additional pieces attached to box-shaped brackets for additional attachment of the rear mudguard. An ignition coil mounting bracket was welded to the upper beam.
The axis of the center stand went into a bushing, brazed to the front frame brace, and was secured with two cotter pins. Washers were put on the axle between the bushing and the cotter pins on both sides. The stand on the first models was steel, on the subsequent ones it was cast from an aluminum alloy and it was located slightly closer to the front wheel. The stand was fixed when folded, a curly spring plate fixed with two M 6 screws to the seatpost of the frame.
The rear brake lever was completely changed - it was made from a forging with extended slots in the rear and with a welded platform in the front. The lever was installed on the rear brake axle, which, in turn, was inserted into a bushing welded to the pendulum axle mounting bracket. A spacer sleeve was also put on the axle, between the frame and the brake lever.
Massive brackets for attaching the passenger footpegs were welded to the frame feathers, and the footpegs themselves were already completed with a motorcycle.
To improve the appearance of the motorcycle, as well as to protect it from dirt and dust, side shields were provided at the rear of the frame. On the right panel on the first batches of motorcycles, there was a sound signal, on the left - a tool box of increased capacity with a lock opened with a screwdriver or a coin. The cover of the tool box was made with or without stiffening ribs. 
The speedometer cable was covered with a casing located on the front strut of the frame and fixed at the top with two bolts to the steering lock, and at the bottom to the engine mounting bracket. The pump was mounted horizontally with stops. In the case of installing a 9 liter gas tank, one stop was attached to the rear mount of the gas tank, the other to the steering stop using M-6 bolts. If a 13-liter gas tank was installed, the pump was attached using stops welded to the bottom of the tank.
Fastening for a gas tank with a capacity of 13 liters, represented by holes with M-8x1.25 thread in the head of the frame. At the same time, the holes for attaching a 9-liter tank have been preserved. The rear attachment of the gas tank has not changed.
In general, the frame remained in this form until the 90s.
MUFFLER
The muffler on K-58 motorcycles was installed in two types. In the first batches, it was similar to that used on the K-55 model, later they began to install a longer muffler with a conical nozzle.
The new muffler consisted of four parts: a body, an inner round plug with cruciform plates, a tapered shank and a decorative plate. The branch pipe with a silencer, as on previous models, was connected with a clamp.
The first lots of the K-58 motorcycle were equipped with wheels with steel hubs of the same design as on previous models. The difference was in the design of the base of the front wheel brake pads - in it the tide for the installation of the flexible shaft of the speedometer drive was not processed, respectively, the speedometer drive gear itself was absent. Later, the wheel hubs were used from an aluminum alloy from the previous K-175 model. The spokes of the wheels were made the same in length, and the wheels themselves were interchangeable. To replace them in places at the front wheel, it was required to remove the brake drum, secured with six bolts, flare nuts and locknuts with M 6 thread, while the rear wheel had an internal gear.
The K-58 motorcycle was produced from 1958 to 1961, about 137,000 pieces were produced. The model was awarded by the Exhibition Committee of VDNKh of the USSR with a diploma of the 2nd degree and a silver medal.
The well-preserved K-58 motorcycle can be viewed in the private museum of Nikolai Tubaev.
Once the Japanese stole a set of drawings for our motorcycle.
We made the parts, assembled - the machine gun turned out.
Once again made, assembled - again a machine gun.
We found a specialist - a former Soviet engineer.
He leafed through the documentation, scratched his head and asked:
"Have you grabbed the statement of changes?"
Soviet factory folklore
Yes, machine guns were the main specialization of the K.O. Kirkizh Instrumental Plant No. 2 located in the ancient merchant town of Kovrov. During the Great Patriotic War, he supplied the Red Army with the "tools" of the system of V. A. Degtyarev - the famous "tar". And in peacetime he received the task to master the production of a light motorcycle - a copy of the German DKW RT125.
In 1949, the plant was named after the famous weapons designer V. A. Degtyarev.
This machine, designed by Hermann Weber, was simple, inexpensive to manufacture and, importantly, reliable. After the defeat of Germany, more than a dozen companies copied it. Even Harley-Davidson did not stand aside and for some time pleased the Americans with its release.
In 1946, documentation, some equipment and a fairly large number of parts arrived at Kovrov for reparations. Although a full set of drawings was received from Germany, they had to be revised taking into account the production capabilities and features of operation in our country. For this, a special design bureau was created in the department of the chief designer under the leadership of N.N. Lopukhovsky. And on March 7, 1946, the director of the plant, V.I.Fomin, signed an order to organize motorcycle production. It is this date that is considered the birthday of the Kovrov motorcycle - model K-125.
K-125 is the first motorcycle from Kovrov.
What was this apparatus like? The single-cylinder two-stroke engine had a cast-iron cylinder with two bypass ports, and a reciprocating loop was used. This progressive (compared to direct blowing, which forced a piston with a deflector) before the war was the exclusive know-how of the company DKW, which had a patent for it. The non-separable crankshaft was supported by two bearings 203 on the left and one on the right. A bronze bushing is pressed into the small head of the connecting rod, and a single-row roller bearing is installed in the large one. On the outer sides of the flywheels, there were recesses to balance the inertial forces. To reduce the volume of the crank chamber, they were closed with special covers, riveted against falling out. However, during operation, the covers were sometimes detached from the flywheels and normal engine operation was interrupted. The K-30 carburetor was simple in design and easy to maintain. It is enough to loosen the clamp bolt to remove the carburetor or turn it to get to the jet. Filter - contact oil, with a damper for starting the engine in cold weather.
Copies of the DKW RT125 motorcycle were produced not only in the USSR, but also in Italy, Great Britain, USA, Japan, Poland, Hungary.
Torque from the engine was transmitted by a chain motor transmission to a multi-plate clutch and a three-speed foot shift transmission. A gear indicator arrow was installed on the shift lever.
A simple indicator of the included gear.
The frame pipes are brass-welded, and in some places they are gas-welded. At the rear of the frame, lugs are welded to the lower tubes on both sides, to which everyone could independently screw the footpegs for the passenger, while an additional spring-loaded seat was placed on the trunk.
A red star with a comet's tail adorned the gas tanks of early Kovrov motorcycles.
The K-125 motorcycle has a parallelogram fork with a central spiral barrel spring. The parts of the fork are connected by spot and gas welding. When driving on country and cobbled roads (third class according to the then classification), the parallelogram fork could not cope with the processing of road irregularities, in addition, the rear wheel was rigidly installed in the frame. Shaking loosened the axle nuts, and the wheel strove to jump out of the grooves of the fork feathers on the move.
Electrical system - six-volt, with battery ignition system. The primary winding of the ignition coil was supplied with a low voltage current from the 3-MT-7 battery. An interesting feature of the motorcycle was the P-35 junction box, which contained a relay-regulator, a central switch for six positions, an ignition coil, a red warning lamp and a fuse. The positions of the central switch correspond to the operating modes of electrical equipment: 0 - parking in the garage or on the road, all electricity consumers are turned off; 1 - overnight parking on the way, the rear light and parking light of the headlight are on, the key in this position (as well as in position 0) can be removed; 2 - driving during the day, ignition coil and signal are on; 3 - city driving at night on well-lit streets, ignition coil, signal, taillight and parking light are on; 4 - driving at night, ignition coil, signal, rear light and central headlight lamp are on; 5 - driving without a storage battery, ignition coil and signal are on.
The main electrical devices - a relay-regulator, a central switch, an ignition coil, a warning lamp and a fuse - were assembled in a junction box. This is how the Kovrov motorcycles differed from the Moscow and Minsk "macaques", in which the central switch and the control lamp were located in the headlight housing.
The steering wheel was welded from three parts by gas welding, after which it was polished and chrome plated. Fenders, gas tank, toolbox after priming were covered in 6-7 layers of nitro enamel, with polishing after each layer was applied. On the paint-and-lacquer surface of the rims, fenders, tank, fork, tool box, specially trained artists applied white stripes-trimming with thin long (up to 50 mm) brushes. The first lots rolled off the assembly line without a logo on the gas tank. Later, an emblem appeared (also drawn by hand): a star with a comet's tail, the letter K and the number 125.
The steering wheel on the first K-125 was welded from three parts. Underneath is the powerful front fork spring. The speedometer with "reverse" arrow movement was to the right of the headlight.
Serial production of motorcycles in Kovrov began in November 1946. Then almost all parts were made individually, and the assembly of the first fifty vehicles was carried out on stocks converted from military products. The motorcycles were partially completed with parts exported from Germany. In total, 279 K-125 motorcycles were manufactured in 1946.
The first batch of motorcycles was tested in the most severe conditions - it was required to identify weak components and parts. The director of the plant ordered to hand over a dozen machines to the heads of departments so that they could feel the quality of their products. The tests revealed a lot of weak points. Basically, the undercarriage suffered from imperfect suspensions: the rims of the wheels were bent, the frame burst in the front part. The handlebars were attached to the front fork in a bicycle style, and the handlebar tube rotated.
The designers tried to quickly eliminate the identified shortcomings, but it became clear that it was impossible to do without a radical modernization of the suspension. And in 1952, the K-125M motorcycles began to roll off the assembly line. The main innovation of this model is the telescopic rod-type fork with hydraulic shock absorption. Each feather of the fork was filled with 100 cm³ of a mixture consisting of 75 cm³ of automotive or diesel oil and 25 cm³ of lighting kerosene. A fork rotation limiter appeared on the frame. The handlebars - the same shape as before - were now made from a single tube and were securely fastened with brackets to the upper fork beam. Rubber nigrips knee pads were added to the gas tank, a larger toolbox was now locked with a special key. The purchased machine equipment made it possible to solve the problem with bolts and nuts. Now they were made on special automatic machines.
The year 1954 was marked by two notable events. First, a special motorcycle design bureau (SKB) was created at the plant. Secondly, export deliveries began: the first consignments of Kovrov motorcycles went to Hungary.
The K-55 motorcycle received a rear pendulum suspension.
The first model of the new SKB to enter the assembly line was the K-55 motorcycle released in 1955. The main innovation in its design was the rear pendulum suspension with two spring-hydraulic shock absorbers. It required a new frame with a completely different rear end configuration. A horseshoe-shaped ring is inserted in the crank chamber of the engine at the point of the joint of the halves of the crankcase for pressure increase, which is secured against turning by a pin. The K-30 carburetor was replaced by the K-55 carburetor, which increased the engine power to 4.75 hp. For better cooling, the cylinder head ribbing has been increased. The kickstarter lever and gearshift pedal got a slightly different shape. A decorative steel strip appeared on the top of the gas tank, covering the weld. Instead of the usual “comet” on the sides of the gas tank, there are round stickers with the letter “K” in the center and the inscription “K-55” in a semicircle at the bottom.
Simultaneously with the production of the K-55, the designers of SKB designed from scratch a completely different motorcycle with an engine of a 175 cm³ class, new for the USSR, - but that's a different story.
An early version of the K-58 motorcycle, with a 9-liter gas tank.
The last 125-cc Kovrov motorcycle was the K-58 produced in 1958. The main innovation was the electrical equipment with an alternator. The use of such a scheme made it possible to abandon the scarce battery, which requires special care and recharging after a long idle time. The new large headlight housing also housed the speedometer, signal and ignition switch.
The K-58 engine is boosted to 5 hp. due to the changed configuration of the purge channels and the outlet port. A double-row roller bearing is installed in the lower head of the connecting rod. The worm mechanism for engaging the clutch is replaced by a lever mechanism.
Motorcycle K-58 with a new 13-liter gas tank.
The frame has changed significantly for the K-58: its rear part is made in the form of an arc welded to the upper beam and seatpost. The rear suspension swingarm mount has become much stiffer. In this form, the frame was generally produced up to the 90s. In the modernized rear suspension (unified with the K-175), the volume of the hydraulic shock absorber, the length of the guide sleeve, the diameter of the stem are increased, the design of the stuffing box and the fastening of the stem with the upper tip are changed, there is no lower valve.
On the K-58, for the first time on 125cc carpet bikes, a cladding covering the rear of the frame has been added to improve appearance and protect against dirt and dust. On the right panel on some batches of cars there was a sound signal, on the left there was a large tool box with a lock opened with a screwdriver or a coin.
In 1956, the V. A. Degtyarev plant became one of the largest motorcycle factories in Europe, producing 10,000 motorcycles per month.
At first, the new model was equipped with the same gas tank as the K-55, but with the K-58 sticker. But soon the chief engineer V.V.Bakhirev went on a business trip to France and there, at the Motobecane company, he spied on a new tank design. This assembly consisted of two stamped halves welded together from below. In addition to eliminating the need to mask the weld seam, the new gas tank (nicknamed "German helmet" among the plant workers) had a capacity increased from 9 to 13 liters. I had to suffer with the upper part, obtained by the method of deep stamping, so at first they put either 9-liter or 13-liter tanks on the cars. On the sides of the new gas tank, the emblems cast from an aluminum alloy were fastened on screws: two hares sitting opposite each other, and the inscription "Kovrovets" below. Hares passed from the coat of arms of the city of Kovrov, approved back in 1781: "Two hares sitting in a green field, which animals are abundant in the vicinity of this city." According to legend, the tsar's governor, Count Vorontsov, loved to hunt hares in the Kovrov forests - he suggested the idea of \u200b\u200bthe coat of arms.
In 1961, the plant completely switched to the production of 175 cc motorcycles. In total, about 750,000 Kovrov 125-cc machines were produced in 15 years.
Sports hero
The first sports motorcycles were created in Kovrov already in 1947. A year later, they received "official status": the documentation was developed, the factory team was organized. The K-125S motorcycle was distinguished by a forced engine, a reinforced gearbox, a lightweight chassis, and a magneto ignition system. The degree of forcing depended on the purpose: the power of motors for cross-country motorcycles was brought to 7 hp, and 9 hp were removed from racing units converted to an alcohol mixture by increasing the compression ratio and installing two carburetors. In the K-125S crossover, the captain of the Air Force team of the Moscow Military District, Vladimir Deich, in 1948 became the USSR champion in the 125 cm³ class.
In 1949 the plant made an improved K-125S1 model, with a telescopic front fork. On the motocross modification, the rear wheel was also sprung. The 1950 K-125S2 racing variant featured a copper alloy cylinder head with an increased fin area. The top of the cylinder is also extruded from aluminum with large cooling fins. The wheels had twin brake drums.
Until 1955, the plant made sports motorcycles only for the factory team and for individual orders of sports organizations. But from this year he started small-scale production. A total of 300 motorcycles of modifications K-55S1 (for motocross), K-55S1M (for stage races) and K-55S2 (for road-ring races) were produced.
The designers set a point in the development of 125cc sports motorcycles from Kovrov in 1959, releasing the K-58SK cross-country and multi-day K-58SM. With the exception of the engine, these cars were completely unified with 175 cc sports motorcycles - up to a four-speed gearbox, which was used only on export models on a road 125 cc unit.
K-55S1M differed little from the serial road bike. Although in the countryside they would clearly prefer this option.
The most perfect 125 ‑ cc motorcycle from Kovrov is K-58SK.
Since 1957, the K-58 motorcycle has been produced, in which the electrical equipment has undergone significant modernization. The following changes have been made to the design of the K-58 motorcycle compared to the K-55 motorcycle.
In the engine, a double-row roller bearing is installed in the lower head of the connecting rod of the crank mechanism. The rows of rollers are separated by two rings, one of which is located on the crank pin, and the second (split) is inserted into the groove of the lower connecting rod head.
The volume of the fuel tank has been increased to 10 liters.
The new lever mechanism for disengaging the clutch is mounted in a separate housing together with the speedometer drive reducer. The frame of the K-58 motorcycle in the rear part (fork) has structural changes compared to the frame of the K-55 motorcycle. On the frame, the feather is made in the form of a single tube, and the feathers are interconnected by an arc that is welded to the seat post. At the ends of the feathers, box-shaped brackets are welded to which the suspension and mudguard clamp are attached.
The K-58 road bike has a rear suspension that has been upgraded compared to the K-55 motorcycle, with increased volume of the hydraulic shock absorber, the length of the guide sleeve, the diameter of the stem, the design of the stuffing box and the attachment of the stem with the upper tip are changed.
The alternator G-38 or G-401 with a power of 35 watts with a nominal voltage of 6 V provides sparking in the range of 350-5500 rpm, with a voltage in the lighting winding (with the main beam and taillight on) not less than 6 V at 3000 rpm min, and not higher than 8 V-at 5000 rpm. The generator consists of two main parts: a stator and a rotor. A breaker and capacitor are attached to the front stator cover.
The eight-pole stator, attached to the engine crankcase with three legs, has three ignition coils and five lighting coils - a G-38 generator and four ignition coils and four lighting - a G-401 generator. The presence of four ignition coils in the G-401 generator significantly improves the characteristics of the ignition circuit. The legs have slots that allow the stator to turn relative to the engine crankcase and thereby adjust the ignition timing.
To adjust the outline, that is, the position of the breaker at the moment of opening the contacts relative to the stator poles, on the G-38 generator, the front cover, attached to the stator with two screws, can be slightly turned relative to the stator together with the breaker. On the G-401 generator, the cover is pressed onto the stator, but the breaker can be rotated relative to the stator on the base.
The ignition and lighting coils are connected in series with each other. The beginning of the ignition circuit is connected to the contact post of the breaker, and the end to ground. The beginning of the lighting circuit is grounded, and the end is connected to a separate terminal located on the stator cover, connected by a wire with a signal and a light switch.
The eight-pole rotor is mounted on the tapered journal of the crankshaft, and a chopper cam is installed at its end, which, together with the rotor, is attached to the journal by a central bolt. The interrupter consists of a base, a rotating plate with a fixed contact, a pressure spring, a contact post and an eccentric screw. The maximum gap between the breaker contacts should be between 0.35-0.40 mm.
After the victory in the Great Patriotic War, the Soviet leadership decided to launch the production of light and medium motorcycles based on the technologies and equipment of the German company DKW, which was in the zone of Soviet occupation. In 1946, a corresponding decree was issued on the organization of motorcycle production in the city of Kovrov, Vladimir region, which had previously produced weapons (including the famous PCA). This is how the famous "Kovrovets" appeared on Soviet roads - a motorcycle, the price of which made it the most affordable and popular two-wheeled vehicle of the post-war period.
The DKW RT 125 model was chosen as a prototype. This lightweight motorcycle was considered the best in its class at that time. In addition, during the war, this model was significantly upgraded by DKW specialists. The first motorcycle "Kovrovets-125" was produced in the same year 1946, and by the end of the year 286 of them were produced.
A similar motorcycle called "Moscow" was produced at the Moscow plant MMZ. Despite the external similarity between them, there were slight differences concerning only electrical equipment.
Model range of motorcycles from Kovrov
The Kovrovets motorcycle was produced from 1946 to 1965 and had the following modifications:
In addition to serial motorcycles, the plant's specialists also produced in small batches sports models (K-55S1, K-58SK, K-58SM, K-175SK, K-175SM, K-175SMU), which successfully performed at numerous, including international competitions.