All about the retro Kovrovets motorcycle K 125. Motorcycle "Kovrovets": specifications and photos. The motorcycle had sports modifications

After the Great Patriotic War, in 1946 - that is, 67 years ago, the streets of Kovrov sounded in a new way - the silence of the provincial town of the Vladimir region was filled with the roar of engines and the muffled exhaust noise of the first Kovrov motorcycles of the K-125 brand. On the side surfaces of the gas tanks there were colored emblems with the letter “K”, which meant that this motorcycle was designed and manufactured by the workers and engineers of the Kovrov Tool Plant No. 2 named after K.O. Kirkizha.
The prototype of the K-125 was the DKW RT125 - successful model German designer Hermann Weber. The motorcycle was simple in execution, inexpensive to manufacture and, importantly, reliable - it is not surprising, therefore, that it has been in service with the Wehrmacht since 1941.
By decision of the Allies, any enterprise that supplied weapons to the Wehrmacht was subject to dismantling. Therefore, as compensation for the damage caused to the national economy of the USSR, technical documentation and equipment from the DKW plant in the city of Zschopau were exported to the country. The release of a copy of the RT125 began in Kovrov (K-125) and in Moscow (M1A). The fact that by 1950 eight factories in seven countries were producing copies of this German model speaks of the success of the choice of the prototype. Including such eminent motorcycle companies as BSA, Harley-Davidson, MZ, Royal Enfield and Yamaha.
But we will not talk about the further fate of the German model abroad, but about its formation at the Tool Plant. K.O. Kirkizh, as well as the development of motorcycle products of this plant.
In 1945, documentation, some equipment, machine tools and molds, and a certain number of parts arrived at the Kovrov factory. It was necessary to establish civilian products.
A year later, the first batch of motorcycles was produced - 279 pieces. It was decided to name the first-born K-125, that is, "Kovrovsky", the engine capacity is 125 cm3. The motorcycle had the following technical characteristics: engine power 4.25 hp. at 4800 rpm, fuel consumption per 100 km. path 2.5 l. maximum speed 70 km/h, weight 82 kg.
This article will focus on four models of motorcycles: the base K-125 with an engine displacement of 125 cm3 and the upgraded versions of the K-125M, K-55 and K-58, in which the designers sought to unify as many parts and assemblies as possible (which today is essential simplifies restoration).
The article, if possible, provides information on the interchangeability of components and parts, as well as the design features of these motorcycles.

As already mentioned, the DKW motorcycle was taken as the basis. Despite the fact that a complete set of his drawings was received from Germany, they had to be processed for production at the Kovrov plant, taking into account the available technologies, equipment, the range of blanks, fasteners and components of domestic production. The features of operation in our country were also important (road conditions, weather conditions, the possibility of maintenance by the owner, etc.).

The day of March 7, 1946 is considered the starting date for the organization of the production of the Soviet motorcycle at the Tool Plant. Kirkizha. At that time, almost all parts were made handicraft, with minimal mechanization of labor, and the assembly of the first fifty pieces was carried out on stocks that were previously used for the production of military products.

The first K-125 motorcycle was made in November 1946, and 279 copies were made by the end of the year. They were sent to the distribution network at a wholesale price of 2300 rubles, which turned out to be quite affordable for a wide range of motorists.

The first batch of motorcycles was tested in the most severe conditions, it was required to identify weak components and parts.

Motorcycles were partially equipped with parts exported from Germany. The first batches of motorcycles left the gates of the assembly shop without a logo on the gas tank, the application technology was undeveloped.

Wings, gas tank, toolbox after priming were covered in 6-7 layers with nitro enamel, polished after each layer (other parts were not polished). On the paintwork surface of the rims, fenders, tank, fork, tool box, only quotations were applied. Specially trained artists applied them to the details with thin long (up to 50 mm) brushes. Having dipped the brush, the white paint should have been enough for the entire “drawing”. Later, a logo in the form of a star with a comet tail, the letter "K" and the number "125" was recommended, which was drawn by hand using a stencil, later a decal was applied.

Fasteners for motorcycles K-125 and K-125M were partially sharpened on machines manually, spring washers (the so-called "grovers") were cut out of a steel sheet. A number of parts were covered with chrome, among them - parts of the friction mechanism of the parallelogram fork, bolts, nuts, washers (not spring ones), steering wheel, front brake levers, clutch, decompressor, seat springs, muffler body tip, pipe with nut, brake rod, shift levers gears and kickstarter, gas tank cap, trim strip at the top of the parallelogram fork that holds the wiring and clutch and decompressor control cables, and a breaker inspection hatch cover. Zinc coated spokes with nipples, front and rear brake flags and air filter.

The pump on the motorcycle was located vertically along the lower slope of the front of the frame. In the upper part, the pump was inserted into a stamped part, which was fastened with a bolt. The bolt was also a steering stop, and also fastened the gas tank in front. From below, the pump (on the K-125 it was with a folding handle) was inserted into a stamped part soldered to the front brace of the frame, which was also the engine mount.

For the convenience of lubricating the components on the motorcycle, grease fittings were provided: in the bases of the front and rear brake pads, in the speedometer drive, in the fork levers, in the worm clutch release mechanism and in the rear brake lever, as well as in the wheel hubs.

The crew part of the motorcycle mainly consisted of stamped parts, including wheel hub parts. The toolbox was attached to the frame with M5 bolts. The lid of the tool box was locked with an intricate lock.

A large number of assemblies and parts came from allied enterprises. Tires and cameras, motorcycle first-aid kits and all other rubber parts were imported: engine seals, driver's footboards, kickstarter pedal rubber, seat, handlebars, fuel hose. Electrical equipment was also brought in: a headlight, sound signal(metal and bakelite), back light, ignition, battery, spark plug, electrical appliance box assembly. In addition, the Kovrov plant did not make a speedometer, control cables (front brake, decompressor, speedometer, gas, clutch), carburetor, fuel cock, pump, first-aid kit, light reflector on rear fender, cork gasket for the gas tank cap, drive chains - motor (44 links) and reverse gear (108 links with a lock), bearings (wheels, motor, steering column).

The plant produced a set of tools with the mark INZ (Tool Factory): wrenches 19/22, 14/17, 8/11, 30/27; key "12" - it is also the key of the intake pipe nut; pliers, a screwdriver, a 10" socket wrench with a mounting blade, a 12" socket wrench with a mounting blade, a chain disassembly tool, a 17/22 socket wrench, a grease gun assembly, a tool bag.

Later, the production of electrical wiring was established (the cotton braid of the wires was dyed a certain color, according to the electrical equipment diagram), control cables (the jacket of the cables was protected by a cotton braid and dyed black; the jacket of the speedometer cable without braid was also dyed black).

The throttle, clutch and front brake cables had oilers and were lubricated with engine or engine oil.

In the early years, the engine mounting nuts, with an M6 thread, were tightened with a “11” key, later - “10”. Cables and wiring were pulled together on the frame with steel bands with lugs.

The motorcycle was equipped with a parallelogram fork with a central coiled barrel spring. Two feathers (left and right) are interconnected by a connecting tube with a bracket for a coil spring. The design of the fork also included: the base of the steering column with the rod, the head of the steering column, the upper and lower earrings of the damper hinge, the reaction stop and the buffer. The details of the parallelogram fork were assembled at the factory using electric spot welding and gas welding.

The parallelogram fork, without sufficient performance, did not allow full use of the characteristics of the engine, especially when driving a motorcycle on cobbled roads and country roads - the so-called third-class roads.

The frame of the motorcycle is assembled from pipes by soldering with brass and in some places is welded by gas welding. At the rear of the frame, eyelets are welded to the lower tubes on both sides. Everyone could independently fasten the steps for the passenger; also install an additional spring seat on the trunk.

The triangle of the rear of the frame is similar to a bicycle design. For the convenience of removing the wheel, grooves are made in the fork, and the wing is slightly pulled back. In the front part of the groove, brackets are welded on both sides, they are screwed with adjusting screws with M7x1.5 thread, which served to tension the chain due to the emphasis on the figured nuts of the axle. Between the seatpost of the frame and the air filter, there is a frame that fixed the battery with a special lock, and the junction box of electrical appliances is fixed to the left of the frame with two screws. The frame itself was fastened at two points: with an M6 screw for a screwdriver to the engine crankcase and with an M6 bolt of the upper engine mount.

The steering wheel was welded from three parts by gas welding and subsequent polishing and covered with chrome.

The design of the wheels, at first glance, is quite simple and reliable. The wheel hub is steel, consists of a hub sleeve, left and right flanges. Both ends of the bushing are grooved for bearings. The axial position of the wheel is fixed by grooves on the hub sleeve and collars on the wheel axle. The space between the bearings and the axle is filled with grease. The lubricant is injected through the oiler using a syringe. Large diameter flange front wheel is brake drum, and the speedometer drive gear is mounted on the sleeve, fixed with a spring clip. A star, which is also a brake drum, is bolted to the rear wheel hub with six bolts. Wheels are not interchangeable.

ENGINE

The aluminum parts of the engine were painted silver, the cast-iron cylinder was painted black. The crankshaft is non-separable, with a cylindrical pin of the lower head of the connecting rod and a single-row roller bearing. On the outer sides of the flywheels there were recesses for balancing against inertial forces. To reduce the volume of the crank chamber, these recesses are closed with special covers and riveted to prevent them from falling out. However, during operation, the covers often separated from the flywheels and the normal operation of the engine was disrupted. The crankshaft was supported by two 203 bearings on the left and one on the right, and that was enough.

TRANSMISSION

The three-speed gearbox included six gears. The intermediate shaft rested on two bronze bushings. The input shaft on the left rested on the 202nd bearing, and on the right on the main gear bushing, on which the 203rd bearing was pressed. A gear indicator arrow was installed on the gear lever.

CLUTCH

The drive sprocket of the motor transmission had 12 teeth, the chain included 44 links. Holes were stamped on the petals of the clutch basket for better oil circulation in the area of ​​the clutch discs.

CARBURETOR

A K-30 carburetor was installed on the motorcycle, which was simple in design and easy to maintain. In order to get to the jet, it was enough to loosen the clamp bolt and remove the carburetor or turn it. The filter is a contact oil filter, on its body there was a damper for starting the engine in cold weather.

ELECTRICAL EQUIPMENT

The motorcycle used a battery ignition system. At the same time, a low voltage current was supplied to the primary winding of the ignition coil from battery. The negative pole of the battery and the negative brush of the alternator were connected to the body of the motorcycle ("ground").

Battery 3-MT-7 with a capacity of 7A / h with a rated voltage of 6 V. A P-35 or P-35K junction box was installed, which included: a relay-regulator, a central switch with six positions, an ignition coil, a red control lamp and a fuse . The ignition key was used to change the position of the central switch. The positions of the central switch corresponded to the following operating modes of electrical equipment:

0 - parking in the garage or on the road. All electrical consumers are switched off.

1 - overnight stop on the way. The taillight and parking light are on. The key in this position (as well as in the "0" position) could be removed.

2 - riding during the day. Ignition coil and signal are on.

3 - city driving at night on well-lit streets. Ignition coil, horn, tail light and parking light are on.

4 - driving at night. Ignition coil, horn, taillight and headlight center lamp are on.

5 - driving without a battery. Ignition coil and signal are on.

The FG-7 or FG-7A headlight was equipped with a central double-filament lamp A-7 or A-42 with filaments of high beam (32 St.) and low beam (21 St.) at a nominal voltage of 6 V and a parking light lamp A-19 (2 St.) or A-16 (1 St.).

A rear lamp with FP-7 organic glass and an A-16 lamp (1 light) or A-19 (2 light) was installed.

The P-25 or P-25A light switch was equipped with a horn button. Sound signal direct current: S-23 (bakelite), S-23B (has a decorative cover) or S-37 (small). The sound signal was attached to a bracket welded to the frame through a spring plate or through a bracket welded to the top chain guard.

The spark plug A-11U or A-8U was used.

For the installation of electrical equipment on a motorcycle, wires of the AOL brand with a cross section of 1 mm 2 were used. The wires were enclosed in rubber tubes and filament braids, painted in black, white, green and red colors, according to the electrical equipment diagram. The G-35 DC generator (6 V, 35 W) was of a cantilever type, without bearings, with shunt excitation.

MUFFLER

On the K-125 motorcycle, a collapsible muffler was used. It consisted of three main parts: an outer tube, an inner grate and a shank. The main role is played by the grate, which splits the gas flow into separate jets and forces them to change direction many times, as a result of which the speed of the gases decreases sharply, and they are greatly cooled.

Tests, which were carried out under difficult conditions, revealed a mass weaknesses at the points of the motorcycle. This mainly concerned the crew part:

- the frame burst in the front part due to the outdated fork design;

- the rims of the front wheels were bent for the same reason;

- the rims of the rear wheels bent no less, due to the unsprung rear of the frame;

- the steering wheel was attached to the front fork in a bicycle type: the steering tube was inserted into the tube of the base of the steering column and tightened with a nut.

All breakdowns were discussed in detail by the designers and eliminated as soon as possible by changing the design of certain parts. The opinions and wishes of motorcycle owners were also taken into account.

Despite the outdated design by that time, the K-125 motorcycle was in great demand in the post-war country. High demands were placed on the quality of the assembly, the processing of parts and the paintwork, and the inspectors strictly monitored this.

According to the plan of 1947, 12,000 motorcycles were to be manufactured at the Kovrov plant, but only 9,199 were made, which amounted to only 82.7% of the planned task. In 1947 (June 23 and August 2) for sea trials new car two auto-motor races were organized for 1000 and 5000 km. Three factory test drivers took part in them. In 1948, on October 11, the 25,000th K-125 motorcycle rolled off the assembly line.

In 1949, by the Decree of the Council of Ministers of the USSR, the enterprise was named after the weapons designer Vasily Alekseevich Degtyarev, who worked there during the war years. In the same year, on May 9-10, in memory of the victory of the USSR over Nazi Germany, the factory team of motorcyclists, consisting of 11 people, held a motocross Kovrov-Gorky (now Nizhny Novgorod) and back. Motorcycles K-125 passed without failures.

In total for the period 1946 - 1952. 141,327 K-125 motorcycles were produced.

In 1947, the Ming automobile industry of the Ming Armaments organized the "Auto-Motor Race". Representatives of motorcycle factories of the USSR participated in the run. From the Kovrov "Tool Factory named after. Kirkizha, on a K-125 motorcycle, Anatoly Antonovich Vlasov took part. Badges were awarded in honor of this event.

Anatoly Antonovich was proud that he was a participant in a motorcycle race, and until the end of his days he wore a badge on the lapel of his jacket.

Vlasov Anatoly Antonovich with a wreath, second from the left.


Vlasov Anatoly Antonovich fourth from the left.

Somehow the Japanese stole a set of drawings of our motorcycle.
We made the parts, assembled them - the machine gun turned out.
They made it again, assembled it - again a machine gun.

We found a specialist - a former Soviet engineer.
He leafed through the documentation, scratched his head and asked:
“Did you grab the change sheet?”

Soviet factory folklore

Yes, machine guns were the main specialization of the Tool Factory No. 2 named after K. O. Kirkizh located in the ancient merchant city 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 Peaceful time 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 most importantly, reliable. After the defeat of Germany, more than a dozen firms copied it. Even Harley-Davidson did not stand aside and for some time pleased the Americans with its release.

In 1946, reparation documentation, part of the equipment and a fairly large number of parts arrived in Kovrov. Although a complete set of drawings was received from Germany, they had to be reworked, taking into account the production capabilities and features of operation in our country. To do 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 - the K-125 model.

K-125 is the first motorcycle from Kovrov.

What was this apparatus? single cylinder two stroke engine had a cast-iron cylinder with two bypass windows, and a back-loop purge was used. This progressive (compared to direct blowing, which forced the installation of a piston with a deflector) before the war was the exclusive know-how of DKW, which had a patent on 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 head. 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 sometimes separated from the flywheels, and the normal operation of the engine was disrupted. 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, the USA, Japan, Poland, and Hungary.

Torque from the engine was transmitted by a chain motor transmission to a multi-plate clutch and a three-speed foot-shift gearbox. A gear indicator arrow was installed on the shift lever.

A simple indicator of the included gear.

The frame pipes are soldered with brass, and in some places they are connected by gas welding. In the rear of the frame, lugs are welded to the downpipes on both sides, to which everyone can independently screw the steps for the passenger, while an additional spring-loaded seat is 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-shaped spring. The fork parts 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 road bumps, in addition, the rear wheel was rigidly installed in the frame. The shaking loosened the axle nuts, and the wheel strove to jump out of the grooves of the fork feathers on the move.

The electrical system is six-volt, with a battery ignition system. The primary winding of the ignition coil received a low voltage current from a 3-MT-7 battery. An interesting feature the motorcycle had a P-35 junction box, in which there was a relay-regulator, a six-position central switch, an ignition coil, control lamp red and fuse. The positions of the central switch correspond to the operating modes of the electrical equipment: 0 - parking in the garage or on the road, all consumers of electricity are turned off; 1 - overnight parking on the road, the taillight and the parking light of the headlight are on, the key in this position (as in position 0) can be removed; 2 - daytime driving, ignition coil and signal are on; 3 - city driving at night on well-lit streets, the ignition coil, signal, taillight and parking light are on; 4 - driving at night, the ignition coil, signal, taillight and central headlight lamp are on; 5 - driving without a battery, the ignition coil and signal are on.

The main electrical devices - a relay-regulator, a central switch, an ignition coil, a pilot lamp and a fuse - were assembled in a junction box. In this way, Kovrov motorcycles differed from Moscow and Minsk "macaques", in which the central switch and 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. Wings, gas tank, toolbox after priming were covered in 6-7 layers of nitro enamel, with polishing after each layer was applied. On the paint surface of the rims, fenders, tank, fork, tool box, specially trained artists applied white stripes with thin long (up to 50 mm) brushes. The first batches left the assembly line without a logo on the gas tank. Later, an emblem appeared (also hand-drawn): 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 a powerful front fork spring. The speedometer with the "reverse" arrow was to the right of the headlight.

Serial production of motorcycles in Kovrov began in November 1946. Then almost all the details were made individually, and the assembly of the first fifty cars was carried out on stocks converted from military products. Motorcycles were partially equipped 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 that a dozen and a half machines be handed over to the heads of departments so that they could feel the quality of their products for themselves. Tests revealed a lot of weaknesses. The undercarriage suffered mainly due to the imperfection of the suspension: the wheel rims bent, the frame burst in the front. The steering wheel was attached to the front fork in a bicycle type, and the steering tube turned.

The designers tried to quickly eliminate the identified shortcomings, but it became clear that a radical modernization of the suspension was indispensable. And in 1952, K-125M motorcycles began to roll off the assembly line. The main innovation of this model was the rod-type telescopic fork with hydraulic shock absorption. Each fork feather was filled with 100 cm³ of a mixture consisting of 75 cm³ of an autotractor or diesel oil and 25 cm³ lighting kerosene. The fork rotation limiter appeared on the frame. The steering wheel - the same shape as before - was now made from a single pipe and securely fastened with brackets to the upper fork cross member. Rubber knee pads-nigrips were added to the gas tank, a larger tool box 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 machine tools.

The year 1954 was marked by two notable events. Firstly, a special motorcycle design bureau (SKB) was created at the plant. Secondly, export deliveries began: the first batches of Kovrov motorcycles went to Hungary.

The K-55 motorcycle received a rear pendulum suspension.

The first model of the new SKB, which got on the conveyor, 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. She demanded the creation new frame with a completely different rear configuration. A horseshoe-shaped ring is inserted in the crank chamber of the engine at the place where the crankcase halves are separated to increase pressure, which is fixed from turning with a pin. The K-30 carburetor was replaced by the K-55 carburetor, which made it possible to increase engine power to 4.75 hp. For better cooling increased finning of the cylinder head. A slightly different shape was given to the kickstarter lever and the gear shift pedal. A decorative steel strip appeared on top of the gas tank, covering the welding seam. 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 SKB designers designed from scratch a completely different motorcycle with a 175 cm³ engine of a new class for the USSR - but that's another 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, released in 1958. The main innovation was electrical equipment with an alternator. The use of such a scheme made it possible to abandon a scarce battery that requires special care and recharging after a long period of inactivity. The body of the new large headlight also housed a speedometer, a signal and an ignition switch.

The K-58 engine was boosted to 5 hp. due to the modified configuration of the purge channels and the outlet window. A double-row roller bearing is installed in the lower head of the connecting rod. The worm mechanism for engaging the clutch has been replaced by a lever mechanism.

Motorcycle K-58 with a new 13-liter gas tank.

The frame has changed significantly on the K-58: its rear part is made in the form of an arc welded to the upper beam and the seatpost. The rear suspension pendulum mount has become much stiffer. In this form, the frame was generally produced until the 90s. In the upgraded rear suspension (unified with K-175), the volume of the hydraulic shock absorber, the length of the guide sleeve, the diameter of the rod are increased, the design of the gland and the fastening of the rod with the upper tip are changed, there is no lower valve.

On the K-58 model, for the first time on 125 cc Kovrov motorcycles, a lining appeared that covered the rear of the frame - to improve the appearance and protect against dirt and dust. On the right shield on some batches of machines there was a sound signal, on the left - a large tool box with a lock opened with a screwdriver or a coin.

In 1956, the plant named after V. A. Degtyarev became one of the largest motorcycle plants in Europe, producing 10,000 motorcycles monthly.

At first, the same gas tank was installed on the new model as on 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 he spied on Motobecane new design tank. This assembly consisted of two stamped halves, welded together from below. In addition to the fact that there was no need to mask the weld, the new gas tank (which received the nickname “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 deep stamping, so at first they put either 9-liter or 13-liter tanks on the cars. Emblems cast from aluminum alloy were attached to the sides of the new gas tank on screws: two hares sitting opposite each other, and the inscription "Kovrovets" at the bottom. The hares came 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 royal governor, Count Vorontsov, liked to hunt hares in the Kovrov forests - he suggested the idea of ​​​​the coat of arms.

In 1961, the plant completely switched to the production of 175 cc motorcycles. In total, over 15 years, about 750,000 Kovrov 125-cc cars were produced.

sports heroes

The first sports motorcycles were created in Kovrov already in 1947. And a year later they received "official status": documentation was developed, a factory team was organized. The K-125S motorcycle was distinguished by a forced engine, a reinforced gearbox, a lightweight undercarriage, magneto ignition system. The degree of forcing depended on the purpose: the power of motors for cross-country motorcycles was increased to 7 hp, and 9 hp was removed from racing units converted to an alcohol mixture by increasing the compression ratio and installing two carburetors. On the cross K-125S, the captain of the Air Force team of the Moscow Military District Vladimir Deych in 1948 became the champion of the USSR in the 125 cm³ class.

In 1949, the plant made an improved model K-125S1, with a front telescopic fork. On the motocross modification, the rear wheel was also sprung. The 1950 K-125S2 racing variant featured a copper alloy cylinder head with increased fin area. The upper part of the cylinder also received aluminum pressing with large cooling fins. The wheels were equipped with twin brake drums.

Until 1955, the plant made sports motorcycles only for the factory team and for individual orders from sports organizations. But since this year, he has begun small-scale production. In total, 300 motorcycles of modifications K-55S1 (for motocross), K-55S1M (for multi-day racing) and K-55S2 (for road racing) were produced.

The designers put an end to the development of 125 cc sports motorcycles from Kovrov in 1959, releasing the cross-country K-58SK and multi-day K-58SM. With the exception of the engine, these machines were completely unified with 175 cc sports bikes - up to the four-speed gearbox, which was used only on export models on the 125 cc road machine.

K-55S1M differed little from the serial road bike. Although the village would clearly prefer this option.

The most advanced 125cc motorcycle from Kovrov is the K-58SK.

Kovrovets is a brand of road motorcycles produced by the Degtyarev Plant (ZiD).

Motorcycle Specifications

K-125 (1946-1951) - a single-seat motorcycle had a single-cylinder two-stroke engine with a two-channel loop purge. The cast iron cylinder and light alloy head were attached to the cast aluminum crankcase with long studs. Working volume 123.7 cm? (cylinder diameter 52 mm, piston stroke - 58 mm). Maximum engine power 4.25 hp at 4800 rpm, maximum torque 0.7 kgf * m. The three-speed gearbox was in the same block with the engine. The rear wheel was rigidly mounted in a welded tubular frame, and the front wheel was suspended in a parallelogram fork. Maximum speed: 70 km/h. Weight: 75 kg. The prototype chosen for reproduction was the DKW RT 125.

Kovrovets K-125M - modernization of K-125

K-125M (1951-1955) - modernization of the K-125 motorcycle. Instead of a parallelogram fork, it has a telescopic fork with hydraulic shock absorbers. Dry weight - 84 kg, maximum speed - 70 km / Kovrovets K-125 is the first motorcycle from the Kovrovtsev family. This is an excellent, simple, lightweight, single-seat motorcycle assembled at the Degtyarev plant. The motorcycle was developed on the basis of the drawings of the German DKW RT 125, for the first time the motorcycle rolled off the assembly line in 1946. Also released "twin brother" "Moscow" M-1A. Under the motorcycle seat there is a lock and an ignition coil, a relay-regulator and other devices.

motorcycle KOVROVETS K-125

frame weight

5kg. 200g., it is tubular, front fork on the frame without shock absorbers, parallel view.

The motorcycle is equipped

three-speed gearbox, has a multi-plate clutch

Engine

125 cc, single cylinder, air-cooled with scavenging. It is necessary to fill in a mixture of oil and gasoline in a ratio of one to twenty-five (1:25), the engine weight is only 17.5 kg. The engine is compact and cast from lightweight aluminum alloy. The carburetor has a needle valve and a float, a G-35 alternator. The cylinder is made of cast iron and the head is made of aluminium. Maximum power is achieved at 4.8 thousand rpm. / min, and the highest torque at 3.4 thousand rpm. /min

Fuel supply

is carried out by gravity, the motorcycle with a curb weight weighs 80 kilograms and develops a maximum speed of 70 km / h. Front and rear tire sizes are 2.5-19.

The K-125 motorcycle was produced until 1951.

In 1955, the motorcycle was modified, as a result it became known as the K-125M. Now the motorcycle had a front fork with a single-acting hydraulic shock absorber, the weight of the motorcycle increased by 4 kilograms.

Motorcycle consumption

about 2.45 liters per 100 kilometers, the motorcycle consumed A66 gasoline.

The motorcycle had sports modifications:

K-125S1 and K-125S2.

K-125C2 is a motorcycle designed for cross-country, it has a magneto power system, when the rider overcame a ford, but closed the air intake slot from the rear wall of the tank with his body, this helped to overcome the obstacle without the need to turn off the engine.

The production of the K-125 motorcycle was discontinued in 1955, and it was replaced by the Kovrovets K-55.

"Handsome" - this is how Soviet daredevils and connoisseurs of motorcycle technology called the model "K-175", 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 an engine displacement of 125 cm³ from the 30s and 40s of the last century.

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 an engine capacity of 125 "cubes" were produced. The model was called so - "K-125". This motorcycle was actually a complete copy of the German "RT-125", which in the first year of production from the "Degtyarev" conveyors came off 286 units.

The Kovrovets motorcycle of the 125th model was one of the best Soviet light motorcycles that were produced until 1951. Then the technique was subjected to modernization, which consisted in improving the comfort and convenience while driving. In the period from 1951 to 1955, the Kovrov craftsmen produced the K-125M model.

In 1955, the leadership of the ZiD (Kovrov Plant named after Degtyarev) decided to release fundamentally new models of motorcycles, which were supposed to differ from their predecessors in improved performance. This is how the K-55 model appeared. This Kovrovets motorcycle was equipped with a completely new type of carburetor and an upgraded exhaust gas removal system, due to which it was possible to increase its power.

Turning 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 have changed its shape, which has become more streamlined, and upgraded the electrical equipment of the machine. Motorcycle "Kovrovets" (photo can be seen below) of the 58th model was the final model range 125cc "bikes", which ended in 1960.

The production of Kovrov motorcycles of the K-175 series was launched in 1957. These were powerful road motorcycles, which, along with the 58th model, were produced by the factory until 1960. Later they were replaced by the K-175A model. The motorcycle of the 175th series was produced until 1965, and the Czech model Java-ChZ-175 served as its prototype. 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.

The Czech "Java" was at that time the height of perfection of engineering and technical solutions, so the Kovrovets motorcycle turned out to be quite an interesting car - 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" release 1946-1951

The Kovrovets 125 series is a single-seat light road bike equipped with a two-stroke single-cylinder 4.25-horsepower air-cooled engine that provides a maximum power of 4.8 thousand rpm. The motor cylinder is made of cast iron, which, together with an alloy head, is mounted on an aluminum crankcase by means of studs. The motor also houses a G-35 variable electric generator and a K-30 type float carburetor with a needle valve type.

The transmission of this model is presented in the form of a three-speed gearbox with a foot shift type. The multi-plate clutch is located in the oil sump. The tubular closed frame weighs just over 5 kg and total weight machine is 84 kg, while the weight of the engine is 17.5 kg. Base dimensions 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, which was articulated 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 K-55 model was produced. Thanks to modernization, has been increased speed characteristic motorcycle "Kovrovets" to a maximum value of 75 km / h. 55-ka was equipped with a new type of carburetor "K-55", as well as rear suspension became pendulum.

Prior to that, in the 125th model, the rear rigid suspension caused significant discomfort while riding 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 its own production with a working volume of 123.7 cm³ with an improved cooling system. The motorcycle weighs, like the K-125, 84 kg. The Kovrovets motorcycle of the K-55 model was produced by the plant until mid-1957.

About "Kovrovets" 58th model

The 58th Kovrovets motorcycle (whose photo is located above) was a continuation of the previous 55, in which significant changes electrical equipment has been exposed. A variable generator began to be 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 motorcycle weight of 92 kg. The working volume of a single-cylinder 5-horsepower engine remained unchanged. However, the form has been changed. fuel tank and its capacity, which allowed to increase the mileage without the need for refueling. The clutch disengagement mechanism has also been redesigned to make the release much easier. In addition, without losing engine power, it was possible to significantly reduce noise by installing a muffler of a more advanced model.

Model "K-175"

The engine of the Kovrovets motorcycle of the 175th model has now become short-stroke with one cylinder with a two-stroke duty 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 from its predecessors in appearance: the rear part of the closed design, a protective cover appeared on the carburetor, the drive chain also became protected, a comfortable double seat appeared and a completely new 16-inch wheelbase - this is now the Kovrovets K-175 motorcycle. Specifications also had a significant difference. Judge for yourself: the 8-horsepower engine produced a maximum speed of 5200 rpm and was able to accelerate to 80 km/h with a weight of 105 kg.

The 175th Kovrovets motorcycle has a 1270 mm base with ground clearance 240 mm. The dimensions of the model are 1980×1070×760 mm. As for the transmission, the box remained a three-stage version with a foot-type gearshift. Later versions used a semi-automatic release. As for the electrical equipment of this machine, it should be noted that a DC system using batteries has been used.

Modification of "Kovrovets" "K-175A"

In December 1959, a fundamentally new model 175-ki - "K-175A" motorcycle "Kovrovets". The technical characteristics of modification "A" differed significantly from the "younger brothers". A four-speed gearbox with a disc-type mechanism was installed on it.

Electrical equipment was based on the use of a G-38 variable generator, which made it possible to do without a battery, which was especially significant for residents countryside where its maintenance caused great difficulties. A noticeable smoothness of the car was given by the front suspension, presented in the form telescopic fork rodless type.

The design of the air filter has also 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, power characteristics and speed capabilities remained virtually unchanged. A new emblem began to flaunt on the gas tank of modification "A": two hares turned towards each other - the emblem of the city of Kovrov, and the inscription "Kovrovets" on the bottom.

About the Kovrov motorcycle modification "K-175B"

Production of the K-175B series began in 1962. The B model was equipped with a new K-36 carburetor, thanks to which, at low speeds, 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 increase 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.

A series of machines "K-175V"

The first models of motorcycles "K-175V" began to be produced in 1963, which were distinguished by the presence of a cylinder made of cast iron with one exhaust pipe. This decision was made by the plant's engineers, primarily to simplify the design and change the gear ratio, but this was not achieved.

There were no significant differences for this model. All the same single-cylinder 9.5-horsepower two-stroke engine, which made it possible to develop a maximum speed of up to 80 km / h with a weight of 110 kg. However, later versions already had an aluminum cylinder with two exhaust pipes, which made it possible to increase the maximum speed threshold to 85 km / h. Externally, the model remained unchanged.

Powerful Kovrov 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, it was possible to repeatedly become winners of the races. Naturally, the SM series is considered the most powerful and technically advanced. It had many differences, including a stable wheelbase, thanks to which winter riding on a Kovrovets motorcycle did not present any particular difficulties for athletes.

Specifications "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 able to develop a large torque - 1.72 kg * m at a maximum power of 5.6 thousand rpm. The base of the motorcycle is 1270 mm, and its overall dimensions are 1980 × 1070 × 760 mm with a total weight of 110 kg.

As for the gearbox, it is a four-speed with an improved shift mechanism. In addition, a two-row type motor chain made it possible to increase the transmission moment transmitted from the crankshaft to the “primary” box.

In conclusion, we add that after the release of the model of Kovrov motorcycles of the K-175V series, in 1966 ZiD launched the production of the 1st model of the Voskhod motorcycle. Many machine nodes previous versions have undergone a major revision, which ultimately made it possible to significantly improve the main performance indicators. This was the beginning of the release of more comfortable and technically advanced products of the enterprise.

125cc motorcycles are the most popular and in demand for many reasons. Their maximum speed rarely exceeds 110-120 km / h, but the tasks that are required of them are not based on the speedometer at all. They are often called mopeds, or vehicles for beginners, but in vain - hundreds of thousands of kilometers are driven on 125 cubic meters of motorcycles, they are driven on long distances and even around the world.

Advantages of the best small cubic meters

• Profitability. Gasoline consumption can be 2 - 2.5 liters per 100 km, which is several times less than even 250 cc bikes. Thanks to this expense, long-distance travel becomes half the price!
• Cheapness in service. Common models of small cubic meters require a very small number of consumables. Even oil is poured into most of them in an amount of only 1 liter;
• Availability of spare parts. Changing chains, sprockets, an air filter, repairing brakes, repairing plastic - all this is relatively inexpensive (compared to 600 cubic meters of equipment for nothing). In any locality, you can order a used spare part, and even a new original thing will still not hit your pocket hard;
• Endurance and reliability. The best 125 cc motorcycles run over a hundred thousand kilometers without serious breakdowns. This technique survives around the world or even merciless exploitation as a "workhorse". A good example is India, where its Bajajs carry crazy loads;
• On 125 cc motorcycles, you can legally ride on DOPs from the age of 16.

Do you need rights to the most famous small-capacity vehicles?

Availability driving license when driving on public roads in the Russian Federation, it is mandatory, regardless of whether it is a moped or a motorcycle. There are three categories for the right to drive two-wheeled vehicles:

• M - allows you to drive mopeds with an engine capacity of up to 50 cubes. They are not fast, but they can give basic bike control skills. You can get this category from the age of 16;
• A1 - designed to control a 125 cc motorcycle with a power not exceeding 11 kW. It is also allowed to be opened from the age of 16;
• A is a “full-fledged” motorcycle category that allows you to drive already heavy motorcycles, as well as three- and four-wheeled vehicles weighing up to 400 kg (trikes, ATVs). This category can be opened from the age of 18.

Top reliable small-capacity road builders

When planning to purchase a 125cc motorcycle, it is important not only to study specifications, but to find out the nature of this technique, its features and advantages. We have created a rating for you with the top 5 famous road builders:

• The most famous among them is. It is recommended to beginners when they ask which bike to get first. It is taught in most motorcycle schools. Yubrik, Yobrik, just Yubr - he has established himself as a time-tested, reliable and indestructible motorcycle. It is undemanding to the quality of the oil, it literally sniffs gasoline, starts up with a half a poke. There is nothing to break in it - air cooling, simple systems, high-quality components. A real workhorse, which, nevertheless, causes huge surges of tenderness and pride in its owners;

• The second after Yubra can be safely called. It is practically no different, except that it costs a little more and rides a little more cheerfully. The owners of this bike believe that it looks more modern than Yobrik, more seriously compared to other 125cc motorcycles. But, despite this, SiBishka never received a reputation as a “people's bike”.

• Among the best road builders, 125 is strikingly different. Retro design evokes nostalgic feelings among those who have traveled all their youth on IZH and Java. At the same time, Van-Vanych's reliability is real, Japanese. Very good suspension for a road builder and high ground clearance allow it to easily move off the asphalt.

• Austrian classic - . The legendary, "evil" motorcycle, which differs from all other brothers in its explosive and perky character. Aggressive design, small size, the ability to flash traffic jams make it the king of city traffic. But here they rarely make long-range trips on it - an uncomfortable landing with a “shrimp” bias affects;

• In fifth place, you can immediately put a couple of Japanese scooters - and Honda SH MODE. Pleasant ergonomic design, comfortable even fit, amazing wind protection make these small-capacity models very popular, especially in Thailand or China, where the rainy season can last half a year. They are very agile, making them a true friend for city driving. AND roomy trunks do not require carrying backpacks or hanging additional wardrobe trunks.

Choosing motocross and enduro motorcycles

The ability to go off-road off-road is expensive. Not every 125cc bike can handle jumps or near drowning in the mud. We have selected for you the best options for enduro riding:

• The bike (XR125L) is a proven reliability, excellent cross-country ability, low consumption and convenient control. Despite the fact that it can be attributed to cross-country bikes, it is equipped with lighting equipment and has every right to drive on additional dopas. As an enduro, it does not have a very high saddle height, which is why this option is especially liked by girls and riders of short stature;

• , or MSX 125. An unusual mot that combines the advantages of both road builder and motard. It is small, some even write it down in pit bikes. Especially this motorcycle fell in love with stunt riders - after re-equipment, a variety of tricks get up on it. Its suspension makes it easy to get into the most serious off-road - you just need to change the tires to a more evil one;

• The KTM 125 SX is a true cross-country option. It does not have lighting and mirrors, it cannot be driven on the roads, but it is a good projectile for motocross. This is a two-stroke 125cc motorcycle that produces tremendous power, but has a lower resource. They take it not just to ride it, but to “anneal” it on the ground, knead the dirt and overcome blockages of stones or logs.

Sports small cubic meters

Often the owner of a 125cc motorcycle wants his bike to look like a sports bike (in plastic, with a “recumbent” fit). Of course, he will not go like R1, or even ER-6, but his attention appearance will definitely attract. Here are the most popular small-capacity sports models:

• - attractive moth, with a very good performance speed and power. Despite the small volume, he can safely participate in the race. Maneuverability, lightness, specific pilot's landing allow the bike to accelerate up to 140 km/h!

• is a direct competitor of CBI-Erka. It is slightly slower, reaching speeds of only 130 km/h. At the same time, its character is more flexible, and fuel consumption is significantly less;

• Aprilia RS 125 has a power of 33 hp, which is twice as much as both previous versions, and it can accelerate to 175 km/h. Such indicators became possible thanks to a two-stroke engine.

Now that you have decided what tasks are required from a motorcycle (reliability, explosive character, off-road, sporty look) - you can safely study the ads for sale.