"Kovrovets-175A" is the first of the "letters".
The modernized engine has a cylinder head with more developed ribbing and an increased compression ratio from 6.5 to 6.7, which made it possible to increase power from 8 to 8.2 hp. Engine cooling is also improved by increasing the area of the two upper ribs on the cylinder. The decompressor on the new head is on the right side and the spark plug on the left. The new design of the air filter eliminated the ingress of unclean air into the cylinder, as it was on the previous model.
The internal clutch drum, previously made of cast iron, has been replaced by a steel one. This completely prevented rupture of the spline connection of the driven clutch drum with primary shaft... In the manufacture of the most loaded gears of the gearbox and the starting mechanism, shot blasting was used, which increased the strength of these parts.
Mesh contact-oil air filter on "Kovrovets-175A" it was attached directly to the carburetor with a clamp. To start the engine in cold weather, the filter was equipped with a rotary air damper. The cover covering the carburetor and filter provided free access to the carburetor throttle valve.
Instead of a central light switch, the designers installed an ignition switch in the headlight housing; the ignition was now switched on by turning the key in the lock by 90º, and not by drowning, as on the previous model. At first, the electrical system caused a lot of criticism. To eliminate them, the accuracy of manufacturing the parts was increased, the wires were insulated with ethyl cellulose varnish and the rotor was reinforced with an aluminum alloy of a brittle magnetic alloy. In addition, the G-38 generator with three ignition windings was replaced by the G-401 of the same power, but with four ignition windings.
The ignition lock on the "Kovrovets-175A" was moved to the headlight housing. The ignition was now turned on not by drowning the key, but by turning it.
Other improvements introduced at Kovrovets-175A include non-separable mufflers, which made it possible to reduce exhaust noise to the level of international standards (85 dB), a sprocket-to-rear wheel connection through a rubber coupling, a more comfortable steering wheel with lengthened levers, and a new front fender. Since 1961, a front fork of a rodless type has been installed on a motorcycle, with a travel increased from 100 to 130 mm.
From 1959 to 1962, 374 722 motorcycles "Kovrovets-175A" were produced. This model fell to become a millionth for the plant: the anniversary car rolled off the assembly line on August 5, 1960.
In 1962 the plant switched to the production of the modernized model "Kovrovets-175B". Its engine was equipped with a new K-36 carburetor, which not only increased the maximum power to 9 hp, but also provided more stable operation at low speeds and improved efficiency. A special enrichment made it much easier to start a cold engine. A new contact-oil air filter, combined with an intake silencer, was attached to the frame and connected to the carburetor with a rubber pipe.
Next stage modernization - "Kovrovets-175B".
The designers and the exhaust system were modernized: instead of a clamp at the junction of the exhaust pipe with a muffler, threaded connection with aluminum alloy flange nut. The liner plug is removable, which made it possible to clean the muffler from carbon deposits.
The buyers of "Kovrovtsev" also appreciated such innovations as the installation of a side stand in addition to the central one, fuel filter, new design of the chain tensioner, sliding cover on the ignition switch. Outwardly, the motorcycles were distinguished primarily by a new emblem on the gas tank - running hares instead of sitting ones - and more curved edges of the fenders. Such wings began to be called "lipsy". In 1962-1963, 271,643 motorcycles "Kovrovets-175B" were produced.
A promising model of "Kovrovets", tested in 1962-1964.
In July 1963, the Soviet team took part in the FIM motor rally in Yugoslavia and took first place, and the Kovrovets club took the lead among the club teams. In the same year, at the international traditional motorcycle rally in Karlovy Vary (Czechoslovakia), Kovrov's team took first place in terms of motorcycle reliability. The success of the residents of Kovrov was crowned in 1963 by the victory in the drawing of the Championship of the brand of the motorcycle factories of the USSR.
Designer Dmitry Pavlovich Kabaev on the promising "Kovrovets" at the May Day demonstration, 1962.
And in the same year, 1963, the plant produced another modification of the Kovrovets - the 175V model. The engine power increased to 9.5 hp, the new design of the lower connecting rod head improved the operating conditions of the bearing and significantly increased the survivability of the crank mechanism - the plant even began production of such units adapted for installation in old motors. The design of the cylinder has completely changed: a cast iron monoblock with an enlarged outlet window, manufactured by precision casting at the Gorokhovets iron foundry. But, although the test results were positive, overheating often occurred on production samples, leading to engine failure. Complaints fell upon the plant, and in January 1964 it switched to the production of the second version of "Kovrovets-175V", with the usual two-pipe exhaust system and an aluminum alloy cylinder with a pressed-in sleeve.
The last of the "letters" is "Kovrovets-175V".
In the power system, the air filter was separated from the intake silencer and placed in the least dust area - under the seat. Changed to improve dynamics gear ratios and gearbox, and final drive. Additional rebound buffer springs are introduced into the front fork. The motorcycle saddle has become more comfortable for the driver and passenger due to an increase in the latex filler and a change in the frame. The speedometer received a backlight lamp.
A cast-iron cylinder with one exhaust port was used only on the first batches of the Kovrovets-175V motorcycle.
In 1964, a whole set of measures was taken to improve the quality and improve appearance motorcycle: thorough preparation of surfaces for painting, transition to high-quality enamel of the Finnish company Tikkurila, polishing of light-alloy parts, etc. In fact, serial motorcycles for the domestic market were not inferior to those assembled for export. From 1963 to 1966, 451,254 motorcycles of the Kovrovets-175V model were produced.
A sketch of one of the options with extremely developed nosing.
In June 1964, Kovrovites as part of the USSR national team participated in the FIM motor rally held in Geneva (Switzerland). The USSR national team took the first place, and the team of our plant took the fourth place in the club standings.
In the Soviet planned economy, "every cricket knew his sixty." Competition was discouraged, and each enterprise had a designated nomenclature. The factories in Kovrov and Minsk, which produced practically one model of a 125-cc motorcycle, did not irritatingly fit into this scheme. And when the residents of Kovrov “went for a promotion,” the officials breathed a sigh of relief.
The epochal XX Congress of the CPSU went down in history by condemning the cult of the individual. And techies have their own milestones. First, at this congress it was decided to stop the production of steam locomotives. Secondly, the first truly new post-war Soviet motorcycle, the K-175, debuted at the exhibition of industrial products presented for acquaintance to the participants.
In 1956, the teams of the Special Design Bureau and the Experimental Shop No. 26 designed and manufactured the first sample of a domestic road motorcycle of a new 175 cm3 class. He was given the designation K-175.
The new motorcycle had modern external shapes, good stability and maneuverability, was comfortable and reliable in operation. The original design of a motorcycle of the 175 cm³ class, new for the USSR, was, according to some estimates, a revolution in the domestic motorcycle industry. Only one plant in the country - named after Vasily Alekseevich Degtyarev - decided to take such a crucial step. And the novelty was highly appreciated: 17 engineers and workers who were directly involved in the development and development of the model were awarded silver and bronze medals by the exhibition committee of VDNKh, and the plant received a II degree diploma and a small silver medal. K-175 became the base for all Kovrov motorcycles that were mass-produced until 2003: Kovrovets-175A, Kovrovets-175B, Kovrovets-175V, Voskhod, Voskhod-2, Voskhod-2M, Voskhod-3, Voskhod-3M and Voskhod-3M-01.
In 1956, the K-175 was put into mass production, the number of manufactured motorcycles increased dramatically and exceeded 10,000 units. Now the Kovrovsky plant has become one of the largest motorcycle manufacturers in Europe.
The new 175 cc engine had a light alloy cylinder. The carburetor is covered with a casing, which also housed a mesh air filter. Both the gearshift pedal and the kickstarter are located on the left.
The novelty was significantly different from the 125 cc units. Inside the closed frame, the designers placed new engine, combined with a three-speed gearbox. For the first time in the country, they used interchangeable wheels with 16-inch tires on a production car. The designers covered the rear of the motorcycle with facings in which the tool boxes were placed. A chrome brace was attached to the back of the padded double seat. To the lower tubes of the frame, the designers have attached retractable footrests for the passenger. Drive chain rear wheel they hid it in a dustproof casing, the front fender was made deeper, the signal was placed above it, the light switch and the ignition switch were mounted in fuel tank... The motorcycle was equipped with a brake light, which was activated by pressing the brake pedal, and an indicator for the neutral position of the gearbox. This has improved driving safety.
The headlamp housing is visually integrated with the front fork cover. The throttle cable and wires are hidden in the rudder tube.
The designers worked on the appearance of the K-175. Thanks to the careful elaboration of the side view (as the artists call it - the silhouette), with harmoniously inscribed small wheels, the motorcycle seems very compact. The combination of the engine crankcase with the carburetor shroud, conical mufflers and an openwork stand made of aluminum alloy were also successful solutions.
For the first time on a serial Soviet motorcycle, an aluminum cylinder was used with a sleeve made of special cast iron pressed into it. The exhaust pipes were threaded to two steel pipes molded into the aluminum jacket of the cylinder. Crankshaft rotated in three 204 series bearings. As with the 125 cc engine, the cylinder and head were also pulled together by four studs screwed into the crankcase, but their diameter was increased to 8 mm. The short-stroke (61.75 × 58.0 mm) engine developed 8 hp. at 5000 rpm, accelerating the car weighed 105 kg to a speed of 80 km / h.
There is a panel with an ignition switch and warning lamps under the gas tank cap.
The power system has changed the design of the air filter. Since the carburetor was closed with a decorative cover, an air filter was mounted in its body, which consisted of a set of nets.
The designers added two pairs of discs to the clutch. On motorcycles of the first releases, an interlocked clutch drive ("semiautomatic device") was installed: both from the lever on the steering wheel and from the gearshift pedal. But later the mechanism was unified with the K-58 clutch drive.
For three years the plant simultaneously produced 125 cc and 175 cc motorcycles, but in 1960 it finally moved to the 175 cc class.
The steel tubular frame did not structurally differ from that used on the K-58 - only a platform for mounting the relay-regulator was welded to its upper beam in the area of the seatpost. The suspensions have not fundamentally changed either. But the front fork cover had a complex structure and consisted of three metal and five rubber parts. The lower part is made of two pipes connected to each other by an openwork jumper by means of contact welding; middle (the so-called "pants") - of two short pipes connected by gas welding to the cup, a cover with a hole for installing the speedometer was put on top. The assembled middle and upper parts were the headlight housing. Upper traverse and middle part the rudders were closed.
The front mudguard of the K-175 was unusually deep. It was made by a very laborious method of deep stamping.
The designers also redesigned the 12-liter gas tank; from the previous models, only lateral rubber knee pads (nigrips) were used. They placed the neck of the tank with a chrome lid with a measuring cup in the center, a panel with an ignition switch, control lamps for neutral transmission and battery charging was installed in the cut-out tunnel just below.
The easy-to-remove double seat also had a complex design. Its metal frame was formed by plates welded together, in which holes were drilled in a row for attaching the springs that worked in tension and passed along the entire surface of the seat. Inside the frame, at the back and in the middle, there are additionally installed four barrel-shaped springs, working in compression and fixed on the metal platform of the seat body. The seat also included a felt blanket and a two-tone leatherette cover (light top, dark brown bottom).
The designers put the reverse gear in a special casing (the so-called "flounder"). It consisted of two aluminum castings held together by three M6 screws. Between the casing and the engine, the chain was protected by two rubber bellows. Thus, tightness was achieved, the service life of the chain was significantly increased, and its lubrication was less often required.
On the basis of the 175 cc road model in 1957, sport motorcycles for motocross and stage races
The six-volt electrical equipment was made according to the same scheme as on the K-125, K-125M and K-55 - with a generator direct current and battery. An important difference was the change in the polarity of the grounding: if earlier the negative pole was connected to the mass, then the positive terminal of the K-175 was connected to the mass. The generator power was increased from 35 to 45 W, the relay-regulator became two-stage. There are also new elements: neutral indicator and brake light.
The second version of the K-175, with a separate headlight housing.
Unfortunately, the K-175 was produced in this form for a short time: according to some sources, only 70 motorcycles were assembled in 1956. The people began to call this model "Kovrovskaya Java". Indeed, outwardly it was similar to the Jawa 250/353 of the 1953 model. For what reason they changed the appearance of the K-175 motorcycle, it is not known for certain. Perhaps the Czechs made a complaint, perhaps the laboriousness of the manufacture affected. Assembling the motorcycle turned out to be another task: the conveyor was idle for a long time, and unassembled devices accumulated on the workshop sites. To help the assemblers, even "breakthrough brigades" were created, to which workers from different workshops were sent. The designers were tasked with urgently changing the front fork covers and moving the central switch to the headlight housing.
The third version of the K-175, with a different gas tank and a new emblem. In 1959, a four-speed gearbox began to be installed on a motorcycle, and on parts of cars they began to use new system electrical equipment - with a generator alternating current and without battery.
In 1957, the K-175 was modernized, reducing the similarity with Czech motorcycles. So, in the second version, the steering wheel cover was abandoned, and on the third, a larger gas tank was installed. The emblem of the first two versions was the letter "K" in a circle, the third version was produced under the new trademark "Kovrovets-175", on the emblem of which sitting hares were located over the inscription "Kovrovets". In this form, the motorcycle was produced until 1960, when it was replaced by a significantly improved model "Kovrovets-175A".
K-175 at the exhibition of new motorcycles.
sources: moto-kovrov.ru/novosti/mototsikl-k-175/
MOTO Magazine - November 2015
juodpamdodeyaramsu MOTORCYCLE TO - easy road car with. * 5.5 hp engine. with. It is quite possible to raise it to 6-6.5 liters. with. and even higher. First of all, for this purpose you need to stock up on a tool: a set of files, needle files, sandpaper. The removed engine is thoroughly washed in kerosene, the muffler and exhaust pipe are cleaned from carbon deposits. Now you can start forcing. But first you need to unroll the cylinder. To do this, lubricate the cylinder mirror with a thin layer of oil, cut out a sheet of paper measuring 118 X 162 and, inserting the rolled paper into the cylinder, push the contours of the windows. Now the resulting scan needs to be compared with the scan shown in the figure (previously drawn in a 1: 1 scale), and it will become clear how much it is necessary to cut this or that window. The vertical drills of the cylinder purge channels are sawed along the contour of the crankcase channels until they match. It is quite clear that the transition from one section of the channel to another should be as smooth as possible, and the surfaces of the channels should be cleaned of irregularities and polished. The edges of the cylinder windows should be rounded off with a radius of 0.3-0.5 mm. Now you can grab the end of the cylinder head. It needs to be sawn off so that the height of the sphere is equal to ZPYAL11NoZh && SH1YAM -1 03 "-" * - ^ = "ll, and ,.<лг^.Лг,16,5 мм. Это соответствует степени сжатия 8,5. Сняв фаску под углом 30 градусов, мы получим диаметр сферыс фаской, р авный 53,5 мм. Сферу головки цилиндров и поршень тоже надо тщательно заполировать. Собрав вновь двигатель, приступают к его регулировке. Для этого устанавливают опережение зажигания 3,5—3,7 мм до в. м. т. (при зазоре в прерывателе 0.4 мм), прогревают его на средних оборотах, з акрывая рукой половину щели воздухофильтра. Если обороты вала двигателя увеличиваются — значит, смесь обедненная, если резко падают — смесь обогащенная, если падают медленно — смесь нормальная. Если же обороты не изменяются, следует искать подсос воздуха в соединении карбюратора с фильтром или цилиндром, в прокладках, сальниках и др. Изменяя положение дроссельной иглы или меняя жиклеры, можно добиться нормальной смеси. Категорически запрещается разгонять двигатель без нагрузки до максимальных оборотов, т аккакчерез 25—40 секунд подшипник нижней головки шатуна выйдет из строя. , Для проверки регулировки в дорожных условиях на ровном участке разгоняют мотоцикл на всех передачах до максимальной скорости, добиваясь нормальной рабочей смеси. Смесь нормальная, если разгон на пер-Развертка цилиндра двигателя М-103 повышенной мощности. Пунктиром обозначены контуры окон серийно выпускаемого цилиндра. вой передаче быстрый ик концу его двигатель начинает работать «через такт»; на второй передаче разгон нормальный, иногда в самом конце его двигатель начинает работать «через такт»: разгон на третьей передаче нормальный, двигатель работает нормально, не «поет» и не работает «через такт»; при этом развивается максимальная скорость. Чтобы отрегулировать карбюратор в дорожных условиях, надо наклонить его или поднять (а если нужно — опустить! дроссельную иглу. Не следует снимать контактно-масляный фильтр или удалять решетки глушителя: заметного увеличения мощности это не дает. РУБЕЛЬ, инженерг. Минск«КОВРОВЕЦ-175» ".4SS*»hieMV^SfU^SH»9№iKtMK,хода, обогащение смеси достигается завинчиванием регулировочного винта. обеднение — отвинчиванием. У К-36 это делается при помощи двух винтов — установочного, регулирующего степень подъема дросселя, и винта, регулирующего количество смеси. Самая трудная и кропотливая часть работы — подбор главного жиклера. Дать какие-либо определенные рекомендации очень трудно, многое зависит от индивидуальных особенностей двигателя. Двигатель «Ковровца-175» р азных моделей после доводки может развить мощность до 11 л. с. при 52005400 об/мин. Чугунный однопатрубный цилиндр мотоцикла «Ковровец-175В», установленный в картер спортивного мотоцикла «Ковровец-175СК> , with the addition of an aluminum nozzle made according to Fig. 3, gives a power of 11 hp. with. without changing the valve timing, but with a compression ratio of 7.0-7.5. The nozzle is machined from aluminum. Its purging channels are milled to coincide with the purging channels of the cylinder and crankcase. It is necessary to process the canals up to the seventh cleanliness class. The nozzle is heated with a gas burner and slipped onto the cylinder. The joint is pre-coated with bakelite varnish or BF-2 glue - this ensures the tightness of the channels. The inlet window is milled in place or prior to pressing. Pay particular attention to the alignment of the purge passages and the inlet port if it was milled prior to pressing. As the engine power increases, an increased load is transferred to the clutch. Therefore, it is necessary to add one plastic and one metal disc to the existing clutch, or turn all the pressure springs one turn, and cut off the protruding coils of the spring flush with the clutch drum. X. MIROPOLSKIY, V. UTKIN, engineers Fig. 1. A set of tools for forcing the K-175 motorcycle: a - devices for screwing in emery cloths: b - steel cutters; c - w aroshkas with a grinding stone; d - flat file, round; d - scrapers; e - round and square files. Fig. 2. Development of the Kovrovtsa-175 cylinder. Dotted lines indicate channels before forcing, solid lines - after forcing. Rice. 3. Aluminum nozzle. For the engine "Kovrovtsa-175" when operating on A-66 gasoline, the compression ratio should not be higher than 7.5, on A-72, A-74, B-70 gasoline, it can be raised to 8, 5. But at the same time, it is advisable to use MC n MK oils. The set of tools required for forcing is shown in Fig. 1. Increase the compression ratio by undercutting the cylinder head. This must be done so that the surface finish is at least sixth grade. The size to which you want to trim the head is determined empirically. The combustion chamber should be carefully polished with a fine sandpaper to reduce carbon build-up and improve blowdown. To create a good tightness, the seating surface of the head and cylinder is carefully lapped with paste. Connect them without a gasket - to improve heat dissipation. Determine the compression ratio on a fully assembled engine. pouring oil from a beaker. The volume of the mixture to be poured at a compression ratio of 7.5 should be 27 cm "at 825 cm", and at 8.5 - 23.5 cm3. To lighten the piston, it is advisable to cut off the base belt at the bottom. If you polish the piston crown, its heat stress will decrease. The rings in the grooves should sit with a clearance in height of 0.05–0.07 mm. The dimensions of the windows are adjusted according to the scan shown in Fig. 2. Large layers of metal on the cylinder liner are very well and quickly removed with cutters using a pneumatic gun or an electric drill, and if they are not there - with a semi-personal file. In all cases, the windows are sanded with an emery cloth. The channels in the aluminum jacket of the cylinder are sawn to the windows with files, scrapers, emery cloths and processed until a flat surface of the seventh cleanliness class is obtained. There should be no mismatch between the channels of the cylinder jacket and the windows. The blowing channels are not enlarged, but they are filed according to the template to the channels in the crankcase and grinded. The misalignment of the channels of the cylinder crankcase should be within 0.1-0.2 mm. In fig. 2, dashed lines conventionally indicate channels before forcing, solid lines - to channels after forcing, as well as channels that do not change their shape after forcing. When all the work on fine-tuning the engine is completed, the parts are washed in kerosene. The last step is carburetor adjustment. At idle speed, the quality of the mixture is regulated at the K-55V carburetor by the idle adjusting screw "V4V5Macr.:ttrA*.nrcil% ^:" A4VbT- "iW: V" "ii4? ^^^ Д
