The biker movement originated in the USA in the 1950s and almost immediately became a “protest” movement, attracting “selected” youth who wanted freedom and new opportunities. In the USSR, after the Great Patriotic War, the “motorcycleization” of the country proceeded at an accelerated pace, but in a more peaceful direction: relatively inexpensive and accessible motorcycles became an everyday means of transportation for all ages and segments of the population, transportation of various goods, including building materials for dachas, travel equipment.

In the mid-60s, several factories produced motorcycles, mopeds and scooters - up to 350,000 IZhs per year - which were not much inferior in quality to their foreign counterparts. In the 1970s and 80s, it became easier to buy a car, and adults started driving cars. Motorcycles are the same quality vehicle remained in the countryside, and the cities began to attract young people - just at this time, echoes of the biker movement from the USA reached the USSR.

However, in the Soviet Union, informal associations of young people on motorcycles were called “rockers” rather than bikers. This term appeared in the early 80s and denoted Soviet rock music fans who tried to copy the style of British “coffee bar cowboys” and American bikers. But since many fans of hard rock in major cities already rode motorcycles, the term “rocker” soon spread to young motorcyclists in general, and to members of the first domestic motorcycle clubs in particular.

But for the Soviet “rocker,” especially in the provinces, it was not so important what ordinary people called him. From adolescence, the guys helped their fathers fix their motorcycles, collected spare parts from landfills and built equipment themselves; many took part in free motocross and karting sections.

Gradually saved money and bought their own lightweight, relatively inexpensive motorcycles domestic production: “IZH Planet”, “IZH Planet Sport”, “Minsk”, “Voskhod”. In the 1970s and 80s, Voskhod cost 450 rubles. - this is 3-4 average salaries.

The motorcycle was unpretentious, economical, lightweight and repairable, although not particularly reliable. But many learned to repair internal combustion engines on it. “IZH Planet” already cost 625-750 rubles. (4-5 average salaries), but at the same time the most cheap car- “Zaporozhets” - sold for 3000-3750 rubles.

"Sunrise"

"IZH Planet Sport"

There were also “foreign cars” in the Soviet motorcycle fleet. For example, Czechoslovakian Jawa motorcycles were supplied to the USSR from the mid-50s, and by the 70s almost every third motorcyclist rode them, and in total there were more than a million “Javs” in the USSR, which were valued for their reliability, power, versatility and ease of maintenance and repair.

The most fashionable model in the USSR was the Java-638, which began to be produced in 1984. It had a two-stroke two-cylinder engine with a volume of 343 “cubes” and a power of 26 hp. With., maximum speed motorcycle speed was 120 km/h.

In addition to Jawa, Hungarian Pannonia motorcycles, equipped with a single-cylinder 250 cc engine, were popular. two-stroke engine, four-speed gearbox, closed chain drive and duplex frame. From 1954 to 1975, 287,000 motorcycles of this brand were imported into the USSR. The most successful model was the Pannonia 250 TLF: the motorcycle weighed 146 kg, had an 18-liter tank, boasted reliable electrics, and its engine produced 18 hp. With. power. In addition to this model, the plant produced motorcycles with a 350 cc engine and a sidecar.

Another successful motorcycle of those years was the Czechoslovakian CZ - “Cheset”. The dream of an entire generation was produced since 1962 and was equipped with a single-cylinder two-stroke engine with a displacement of 250 cm3.

But the “rocker” movement in the USSR was inextricably linked precisely with IZh motorcycles and the iconic Czechoslovak “Java”. In the cities, taxi drivers were the first to buy Java cars: in the 60-70s they earned 100-120 rubles. per month, depending on the class of the driver, and, in addition, they often sold vodka or counterfeit goods under the counter, having considerable additional income. Taxi drivers were then in fashion with eight-piece caps and brown leather jackets, which they bought from military pilots. In the evenings after work, they got together with colleagues and rode motorcycles.

At that time it was not necessary to wear a helmet. But as the number of motorcycles grew, so did the number of accidents involving them, and then drivers were required to wear helmets. However, at first there weren’t enough helmets for everyone, and they were poor and made of iron. Such a “helmet” spoiled the dashing appearance of a motorcyclist on a “Java” - that’s when the division into 1% of hooligans began, who did not recognize helmets, bans on crowd gatherings and rules traffic, and the remaining 99% of law-abiding motorcyclists. But over time, when more modern plastic helmets began to arrive from the Baltics, most motorcyclists switched to them: they could be painted, visors and muzzles attached, and generally “customized” in every possible way.

To hang out with friends and chat with girls, “rockers” usually gathered on Friday evenings and weekends near city parks and other public places. In Moscow, the most popular places in the 80s were Gorky Park, “Luzha” (Luzhniki Stadium), “Mkhat” (the area near the theater of the same name), and “Solyanka” (salt cellars on the Lubyanka). Motorcyclists also met at “Kuzna” (Novokuznetskaya metro station), in the cafe “On Malaya Bronnaya”, in “Mayak” and, of course, on “The Mountain” (the observation deck of the Sparrow Hills opposite the main building of Moscow State University), where they still gather now.

After communicating on the spot, the “rockers” got on their motorcycles and rode around the city at night. It must be said that until the 90s, the traffic police did not stand on ceremony with “rockers”: they drove them away from party places, and organized chases on the roads, they could even use weapons against especially arrogant ones. But the crazy motorcyclists of those years allowed themselves to ride not only without documents (having a “licence” of category “A” until the early 2000s was considered almost bad manners!), but also without observing any traffic rules: in a crowd in oncoming traffic, along underground pedestrian crossings, on sidewalks, etc. Many accidents also happened: according to statistics, in the late 80s in the USSR, 12 thousand accidents involving motorcyclists occurred per month, in which 1,600 people died. Over the year - 68.5 thousand accidents due to the fault of motorcycle drivers, about 10 thousand people died! Today, despite increased speeds and an increased number of cars and motorcycles by several orders of magnitude, significantly fewer accidents involving motorcyclists occur: about 10 thousand accidents per year, in which about 1,200 people die - the monthly “norm” of the USSR in the 80s.

The “rockers” of the 80s enthusiastically engaged in, as they say today, “customizing” their motorcycles - whatever they want. Ideas were drawn from occasional European and American motorcycle magazines, and later from films like Mad Max. Everything was done with our own hands from scrap materials or from what we managed to get at the “flea market” or get from “over the hill.” They also repaired and tuned the motorcycles themselves - there weren’t even tire shops in the provinces.

The motorcycles were equipped with handlebars with a crossbar or two, “royal” high handlebars without crossbars (ape-hanger type), semicircular arches made from water pipes using a pipe bender and galvanized through a “friend’s father” at some factory. Czechoslovak Velorex windshields, metal chrome-plated glove compartments from Pannonia, lights that turned on along with the low beam and at night left an illuminated spot on the road - from the Vyatka motor scooter, the stoparis and dimensions were altered and replaced with larger ones. The “original” gas handles and brake and clutch levers were immediately removed and replaced with others, for example, from the same “Pannonia”. Rear-view mirrors were mounted on the windshield, and there were also mirrors on the safety arches, through which male drivers looked under the girls’ skirts when they sat in the passenger seat...

The control buttons were chrome-plated from “Pannonia”; they turned on the turn signals and beep signals, which were often made in two different tones, so that for each button there was a signal - with the help of two buttons you could play a “Dog Waltz” or imitate a “siren”. The mufflers were also removed or altered: externally they were left as factory ones, but the insides were cut off to make the sound sharper and louder. Multi-colored light bulbs were attached to the wheels, glowing effectively in the dark and while driving.

By 1988, the rocker movement in the USSR had become so massive and noisy that they even began making films about it, or rather about its detrimental effect on fragile minds, like “Accident - the Cop’s Daughter.” And in the 90s, rockers were finally replaced by bikers on heavy motorcycles with long forks, the first Russian bike clubs and the first not military trophy, but real “biker” Harleys brought from the USA. But that's a completely different story.

The production of motorcycles in the USSR was established on a large scale. Irbit, Izhevsk, Kovrov and Minsk became the main centers of bridge construction, and motorcycles themselves, including imported Javas and Chesets, became an integral part of the culture.

"Sunrise"

“Voskhod” has become a cult motorcycle among young people and teenagers. It captivated with its unpretentiousness, low fuel consumption, lightness and repairability. The motorcycle was not particularly reliable, but with its help they learned to repair internal combustion engines.

Production of Voskhod began after the war at the plant named after. Dyagtereva. The prototype was the German motorcycle DKW RT-125. In 1946, the plant produced 286 K-125 motorcycles.

Since 1957, the plant began producing a completely new motorcycle, the K-175, with a 175 cc engine. This motorcycle was named “Voskhod” and gave birth to a whole family. The most popular models were “Voskhod-2”, “Voskhod-2M.” latest model The Voskhod, created in the USSR, was called M3-01. In addition, the plant produced limited quantities of motocross motorcycles, and in the 80s it created several interesting developments of sport bikes.

"Minsk"

The history of the Minsk also goes back to the DKW RT-125. The first M1A motorcycles were produced in Moscow, and in 1951 production was transferred to a bicycle plant in Minsk.

In 1956, the plant released a new model M1M with a pendulum suspension, spring shock absorbers, a short-lever fork and a 5 hp engine that reached a speed of 75 km/h.

In 1961, the new M-103 appeared with hydraulic shock absorbers and a telescopic fork. Production was aimed at the village, which explained the popularity of motorcycles.

Further modernization resulted in greater power and speed. For example, the MMVZ-3.111 model, released in 1973, could accelerate to 90 km/h and had a power of 9.5 hp. And MMVZ-3.112 had 12 hp.

The IZH motorcycle's popularity in the USSR could rival the most famous imported vehicles.

The first models of the motorcycle are associated with the name of the designer Pyotr Mozharov, but real popularity came to IZH after the war, when the documentation for the German motorcycle DKW NC-350 fell into the hands of the designers.

After a thorough modernization, the motorcycle was named IZH-49. The legendary model was equipped with a telescopic fork and hydraulic shock absorbers. In conditions of bad roads, the motorcycle gained popularity.

Next model- IZH-56 was no less popular, but real recognition came with the advent of IZH-Jupiter, IZH-Planet and IZH-Planet-Sport, which were intended for tourist and sports trips. IZH-PS received a separate engine lubrication system and could accelerate to 100 km/h in 11 seconds.

In the 70s, the plant produced up to 350,000 motorcycles per year.

"Java"

“Java” became a truly iconic motorcycle for the youth of the USSR. It is with him and IZH that the rocker movement is connected. The single-cylinder model of the motorcycle received the respectful nickname “Old Lady”. Young people were attracted by the motorcycle's reliability, versatility and speed. The motorcycle could travel equally easily on highways and forest roads.

The Czechoslovakian company Jawa was founded in 1929. After the war, production resumed. The plant won a tender for the supply of motorcycles to the USSR and began supplying 100 thousand motorcycles a year to the country. In 1964, the millionth "Java" was released, in 1976 - the two millionth, and in the 80s the number reached three million copies.

The most fashionable model in the USSR was the Java-368, which began to be produced in 1984. "Java" had a two-stroke two-cylinder engine with a volume of 343 cc. and a power of 26 hp, the maximum speed of the motorcycle was 120 km/h.

"Java" was valued by athletes. Sports models The motorcycle was used in motocross and enduro racing; the Russian ice speedway team still competes on Java motorcycles.

After the collapse of the USSR, the plant was on the verge of collapse, but managed to survive.

"Pannonia"

The Pannonia motorcycle has become another iconic motorcycle among urban youth and motorcycle tourists.

Production of Pannonia began at the Chappel plant in Budapest in 1954. "Pannonia" became the first new motorcycle of the plant. The motorcycle was equipped with a single-cylinder 250 cc two-stroke engine and a four-speed gearbox. The innovation was a closed chain drive and a duplex frame.

From 1954 to 1975, 286,959 motorcycles were delivered to the USSR.

The most popular model was the Pannonia 250 TLF. Weighing 146 kg, the motorcycle produced 18 hp, was not picky about fuel, had an 18-liter tank and reliable electrics. In addition, the plant produced a model with a 350 cc engine and a sidecar.

The beauty and perfection of the lines of the motorcycle still make connoisseurs of rarities look for surviving motorcycles.

In 1968, the plant produced a new motorcycle model, copied from the Yamaha YDS-2, but the USSR decided that the motorcycle was too complex and stopped exporting, after which the plant closed.

"Chezet"

The history of the legendary “Cezet” goes back to pre-war times, when the Czechoslovak arms factory Ceska Zbrojovka (CZ) decided to start producing motorcycles. In 1936, the plant produced prototypes of the Cheset, on the basis of which motorcycles with engines of 250 and 350 cc were later developed.

In 1960, CZ launched the Cheset motorcycles into mass production. In the USSR, CZ experienced unprecedented success. Along with the Java, this motorcycle was a success among rockers, and the black Cheset became the dream of an entire generation.

The famous cross-country Cezet was born in 1962. The motorcycle was equipped with a 250 cc single-cylinder two-stroke engine. Cheset's finest hour lasted until the end of the 60s. Racers from the USSR, Belgium and the GDR competed on it and won championships.

"Ural"

The history of Ural motorcycles from the late 30s until 1964 was the history of a military motorcycle. Even after the motorcycle began to be sold to ordinary people, the owner of the Ural was obliged to register with the military, and the State Traffic Inspectorate forbade using the motorcycle without a sidecar. Because of this, “Ural” did not gain fame among young people. It found its niche as a heavy duty utilitarian motorcycle. It was used for walks under the moon, for transporting goods, for trips to the taiga, and even for motorcycle tourism.

The IMZ motorcycle was equipped with a 650 cc four-stroke engine and was considered reliable among Soviet motorcycles. Engine power, depending on the model, ranged from 31 to 36 hp. The maximum speed when used with a stroller is 105 km/h.

In 1985, the two-millionth motorcycle of the M-67 model rolled off the plant’s assembly line.

In the 90s, the plant managed to survive. Now most of the motorcycles are exported.

The first commandment of the Soviet motorcyclist is this: if you’re not sure, don’t ride far, the second is to always take with you the necessary spare parts to get home. But there are still fans who like old technology; many people started riding Soviet mopeds and motorcycles...

The production of motorcycles in the USSR was established on a large scale. Irbit, Izhevsk, Kovrov and Minsk became the main centers of bridge construction, and motorcycles themselves, including imported Javas and Chesets, became an integral part of the culture. Perhaps it’s worth starting with a short excursion into the history of Soviet motorcycle construction.
IZH
At the end of the 1920s, experimental IZH motorcycles were created, in the 30s small-scale production began, and only in the late 40s - early 50s did truly large-scale production begin.


The first models of the motorcycle are associated with the name of the designer Pyotr Mozharov, but real popularity came to IZH after the war, when the documentation for the German motorcycle DKW NC-350 fell into the hands of the designers.


After a thorough modernization, the motorcycle was named IZH-49. The legendary model was equipped with a telescopic fork and hydraulic shock absorbers. In conditions of bad roads, the motorcycle gained popularity.


The next model, IZH-56, was no less popular, but real recognition came with the advent of IZH-Jupiter, IZH-Planet and IZH-Planet-Sport, which were intended for tourist and sports trips. IZH-PS received a separate engine lubrication system and could accelerate to 100 km/h in 11 seconds.


In the 60s, the first motorcycles “IZH Jupiter” (two-cylinder engine) and “IZH Planet” (single-cylinder engine) were produced. The Degtyarev Plant produces the 175 cc Kovrovets, which later became the Voskhod.


The IZH motorcycle's popularity in the USSR could rival the most famous imported vehicles. In the 70s, the plant produced up to 350,000 motorcycles per year.

Minsk

The history of the Minsk also goes back to the DKW RT-125. The first M1A motorcycles were produced in Moscow, and in 1951 production was transferred to a bicycle plant in Minsk.


In 1956, the plant released a new model M1M with a pendulum suspension, spring shock absorbers, a short-lever fork and a 5 hp engine that reached a speed of 75 km/h.
In 1961, the new M-103 appeared with hydraulic shock absorbers and a telescopic fork. Production was aimed at the village, which explained the popularity of motorcycles.


Further modernization resulted in greater power and speed. For example, the MMVZ-3.111 model, released in 1973, could accelerate to 90 km/h and had a power of 9.5 hp. And MMVZ-3.112 had 12 hp.

Sunrise

“Voskhod” has become a cult motorcycle among young people and teenagers. It captivated with its unpretentiousness, low fuel consumption, lightness and repairability. The motorcycle was not particularly reliable, but with its help they learned to repair internal combustion engines.
Production of Voskhod began after the war at the plant named after. Dyagtereva. The prototype was the German motorcycle DKW RT-125. In 1946, the plant produced 286 K-125 motorcycles.


Since 1957, the plant began producing a completely new motorcycle, the K-175, with a 175 cc engine. This motorcycle was named “Voskhod” and gave birth to a whole family.


The most popular models were “Voskhod-2”, “Voskhod-2M.” The last model of Voskhod, created in the USSR, was called M3-01. In addition, the plant produced limited quantities of motocross motorcycles, and in the 80s it created several interesting developments of sport bikes.

Ural

The history of Ural motorcycles from the late 30s until 1964 was the history of a military motorcycle. Even after the motorcycle began to be sold to ordinary people, the owner of the Ural was obliged to register with the military, and the State Traffic Inspectorate forbade using the motorcycle without a sidecar.


Because of this, “Ural” did not gain fame among young people. It found its niche as a heavy duty utilitarian motorcycle. It was used for walks under the moon, for transporting goods, for trips to the taiga, and even for motorcycle tourism.
The IMZ motorcycle was equipped with a 650 cc four-stroke engine and was considered reliable among Soviet motorcycles. Engine power, depending on the model, ranged from 31 to 36 hp. The maximum speed when used with a stroller is 105 km/h.


In 1985, the two-millionth motorcycle of the M-67 model rolled off the plant’s assembly line. In the 90s, the plant managed to survive. Now most of the motorcycles are exported.

Java

Brand of road motorcycles produced in Tinec nad Sazavou (Czechoslovakia). The USSR was the main importer of Java. Total in Soviet Union more than a million motorcycles were delivered different models. In Soviet times, Jawa motorcycles were considered the best available for sale in the USSR.

One of folk names The Java 360 model became “Java the old woman” or simply “old woman”. “Old women” with a single-cylinder engine were popularly called “chekushki”, due to their volume of 250 cubic centimeters.


There are several modifications that can be divided into motorcycles with 6V and 12V electrical equipment. The 6V variant has less powerful engine and a weak generator, but, subjectively, motorcycles equipped with 6V equipment are more beautiful. "Jawa" are motorcycles of the same class as "Jupiter", but more pleasant to use.


The most fashionable model in the USSR was the Java-368, which began to be produced in 1984. "Java" had a two-stroke two-cylinder engine with a volume of 343 cc. and a power of 26 hp, the maximum speed of the motorcycle was 120 km/h.

"Pannonia"

The Pannonia motorcycle has become another iconic motorcycle among urban youth and motorcycle tourists.
Production of Pannonia began at the Chappel plant in Budapest in 1954. "Pannonia" became the first new motorcycle of the plant. The motorcycle was equipped with a single-cylinder 250 cc two-stroke engine and a four-speed gearbox. The innovation was a closed chain drive and a duplex frame.


From 1954 to 1975, 286,959 motorcycles were delivered to the USSR.
The most popular model was the Pannonia 250 TLF. Weighing 146 kg, the motorcycle produced 18 hp, was not picky about fuel, had an 18-liter tank and reliable electrics. In addition, the plant produced a model with a 350 cc engine and a sidecar.


The beauty and perfection of the lines of the motorcycle still make connoisseurs of rarities look for surviving motorcycles.
In 1968, the plant produced a new motorcycle model, copied from the Yamaha YDS-2, but the USSR decided that the motorcycle was too complex and stopped exporting, after which the plant closed.

"Chezet"

The history of the legendary “Cezet” goes back to pre-war times, when the Czechoslovak arms factory Ceska Zbrojovka (CZ) decided to start producing motorcycles. In 1936, the plant produced prototypes of the Cheset, on the basis of which motorcycles with engines of 250 and 350 cc were later developed.


In 1960, CZ launched the Cheset motorcycles into mass production. In the USSR, CZ experienced unprecedented success. Along with the Java, this motorcycle was a success among rockers, and the black Cheset became the dream of an entire generation.


The famous cross-country Cezet was born in 1962. The motorcycle was equipped with a 250 cc single-cylinder two-stroke engine. Cheset's finest hour lasted until the end of the 60s. Racers from the USSR, Belgium and the GDR competed on it and won championships.

Mopeds

IN Soviet time Mopeds were incredibly stylish and fashionable personal vehicles. Especially among young people. The queue to purchase a car lasted for years, prices were high. The motorcycle was also expensive and still required garage storage. And a moped, like a bicycle, was often brought into the apartment.


You didn't need a license to drive a moped. Mopeds in the USSR cost from 100 rubles.
Mopeds were sold in motorcycle stores, almost always by appointment. It was necessary to register in line for a moped every morning for a month or six months.
Mopeds were produced at the Penza Bicycle Plant (ZIF light moped), Lviv Motorcycle Plant (Verkhovyna moped, Karpaty moped), Riga Motorcycle Plant (Riga moped, Delta moped).

Mopeds Riga-1/16

The first Soviet motorbike was produced in 1958 at the Riga motorcycle plant "Sarkana Zvaigzne": Riga-16.

The model turned out to be not very successful. After practice at the Czech motorcycle plant JAWA in the sixties, serial production of the first mopeds in the USSR began - Riga-1.

Riga mopeds were constantly modernized. In the film Adventures of Electronics, Syroezhkin rode on a RIGA moped.
In 1966, the Riga plant "Sarkana Zvaigzne" began production of the light moped "Riga-5" with a 1.2 liter D-5 engine. With. The car is very simple chassis. Mechanical brakes mopeds guarantee quick braking and trouble-free riding. Brake control front wheel and the throttle is set to right side steering wheel, clutch lever - on the left.


To brake the rear wheel, you need to press the pedal in the opposite direction. The trunk is located above the rear wheel and is designed for 15 kg of cargo. The front fork is telescopic. The cushion saddle is made of sponge rubber.
"Riga-5" successfully passed tests on various roads. This convenient tool transport for the city, as well as for country roads. The fuel tank capacity (5.5 l) allows you to travel quite long distances.

Light moped "Riga-7" (1969-1975)

The Riga-7 moped began to be produced in 1969. By the end of 1971, it completely replaced the Riga-5 moped. Unlike the Riga-5, it was equipped with a D-6 engine, which made it possible to connect a headlight and rear marker lamp to it.
Decorative protection removed drive chains. The design of the Riga-7 moped had a special rack installed to prevent frame breakage in cases of emergency braking.


Plant workers H. Akermanis (electrician) and J. Bankovich (mechanic) proposed and tested, both on the stand and in practical driving conditions, a frame design with reinforced rear suspension without slats. The proposal was accepted, royalties were paid within the deadlines stipulated by law, but in 1976 the Riga-7 moped was discontinued, replacing it with the Riga-11.
The light moped Riga-12 has been produced since 1974. The elegant design of the two-wheeled vehicle was developed by designer Gunars Gludins.
The moped was equipped with a simple 2.2-horsepower 50 cc Sh-57 engine with a paper air filter. At the service of two riders is a comfortable saddle 43 cm long. The 5.5-liter fuel tank allows you to travel about 235 km on one gas station.

The maximum speed of Riga-12 was 50 km/h. Since 1977, “restyled” Riga-16s with a kick starter and improved finishing began to roll off the assembly line (pictured).
Mokik "Delta"- it's practically new development after the Riga series. The original frame and successful engine made this particular model a favorite for a long time.


The new B-50 engine took into account the shortcomings of previous models, the clutch was strengthened, the gearbox shafts began to rotate in bearings, and the new foot-operated gear shift in the B-501 engine aroused admiration among buyers for a long time.

"Carpathians"

It was produced at the Lviv Motor Plant, has a 50 cc engine, and, as a result, you can drive it without having driver's license cat. A.


Engine is low power but great for kids and learning technical side. Analogues are “Verkhovyna” and “Delta”.

Mini mokik "Mini"

In 1983, the Riga plant "Sarkana Zvaigzne" opened new class on 10-inch wheels - mini mokiki. The first model was called “Mini”; its steering wheel and seat were height adjustable.
At first there was no rear suspension, then they installed a pair of shock absorbers. The mokik weighed only 50 kg and fit into the trunk of a car with the steering wheel folded.

Mini-mock "Stella"

One of the most stylish and advanced serial “fifty dollars” from the USSR. Produced from the late 80s to the mid 90s. Mokik was equipped with both the domestic V-501M engine (with foot gear shift) from the Siauliai bicycle-motor plant “Vairas”, and various imported units: Czechoslovakian Jawa, French Peugeot and Polish Dezamet.
In the photo, next to the girl in a swimsuit, there is a modification of the Stella Babetta with a Jawa engine, the distinctive feature of which was the horizontal arrangement of the cylinder.

Moped Riga-19S

The road-ring micromotorcycle Riga-19C was released in a small edition in 1982. Despite its modest size and low weight (just over 60 kg), it was a full-fledged racing car.
The sports moped was equipped with a highly accelerated 50 cc 2-stroke water-cooled ShK-50 engine with an incredible power of 17 hp. That is, the liter output of such an installation reached 340 hp. per liter of working volume!
The engine was paired with a 6-speed gearbox. Thanks to the massive aerodynamic fairing, the Riga-19S easily reached speeds of over 100 km/h.

The most popular motorcycle models produced in Great Britain in the 50s of the last century

PartVI

ACE motorcycles of the fifties

In the fifties, British industry produced an average of 135,000 two-wheelers. More than 20 brands of domestic motorcycle companies, some of them were part of a conglomerate. One such association was Associated Motor Cycles (AMC), based in London. Another important player was the large BSA Group in the West Midlands.

Production volume in 1959 reached an all-time high of 234,300 vehicles. In the same year, the total number of motorcycles, mopeds, scooters, sidecars and scooters on UK roads approached 1,750,000 units. The government elections held in 1959 contributed to the adoption of tax reduction laws, which in turn led to lower prices for renting and purchasing vehicles. And above all, it was an exceptionally long and dry summer.

The advent of affordable vehicles has greatly boosted consumer demand. During 1959 BritishMotorCorporation (BMC) launched four-wheeled new products on the marketMorrisMini- MinorAndAustinSeven. Affordable, quite roomy for its size, and also very fashionable by the standards of its time, MINI began to take away potential customers from two-wheeled vehicles from the very beginning. At this moment, the preconditions were laid for a decline in demand for motorcycles in the future.

A.J.S., Matchless "Ajay"And"Matchbox"

The two brands formed the Associated Motor Cycles (AMC) holding, formed in 1937. Unified models, differing in color and emblems, were produced under two brands AJS and Matchless. Sales were negatively affected by AMC's refusal to provide motorcycles for road tests to the press.

Following the example of Triumph, starting in 1949, models with two-cylinder engines remained in the production line. Single-cylinder cars were intended for export deliveries. The AJS Model 20 Spring Twin and Matchless G9 Super Clubman with 500 cc engines were equipped with a pendulum rear suspension and soft seats for comfortable movement. The main difference between the engines and other British twins was the presence of an additional bearing in the middle of the crankshaft. The middle bearing created another support that prevented the shaft from bending at high speeds.

Between 1956 and 1958 the large 600cc AJS Model 30 and Matchless G11 twins were produced. There were several light sports versions of the CS (Competition Spring frame) model motorcycles and its road version CSR, but they were mainly exported. For the first time, the G11 CS road bike with a twin-cylinder engine has undergone an unusual test. Specialists from Motor Cycle magazine drove it around a sports track at a speed of 160 km/h for one hour. In 1958, the manufacturer announced that motorcycles with 650 cc Model 31 and G12 engines could be operated at a speed of 160 km/h. Practice has shown that crankshafts engines with increased volume cannot withstand long-term operation. Motors with a massive generator rotor at the end of the shaft are especially susceptible to breakdowns.

In the late 40s and early 50s, single-cylinder 350 cc Matchless G3Ls, supplied in large quantities to the army between 1941 and 1942, received the common name ACE (ace). The G3L predated the later AJS and Matchless 350cc and 500cc cars, which were fun and quite fast to drive, but impossible to do a ton of.

AMS contributed to the production of a considerable number of “quarters” in 1958. During that period, the AJS Model 14 and Matchless G2 singles were released. The weight of one car was 148 kg. and she was capable of accelerating to 110 km/h!

Ariel

The most famous product of the Birmingham plant, which has been part of the BSA Group since 1944, is the liter 4G Square Four. The name comes from the unusual square arrangement of the two rows of cylinders. For for long years the parallel-twin tandem remained the only 4-cylinder motorcycle produced in the UK. The smooth forms of the silhouette of the device served as an outward expression of the smooth and calm nature of the motorcycle. No wonder he enjoyed constant popularity among wheelchair users. The amazing capabilities of the engine include its throttle response. Without a sidecar, the motorcycle in the highest fourth gear could easily accelerate from a speed of 16 km/h.

Like all other British cars, Ariel's initial volume was 200 cubic centimeters. The heavy “six hundred” were intended for use with a side stroller. The gap was filled with 350 and 500 cubic centimeters. The latter were the most popular among cafe racers.

The most unusual English motorcycle, the Ariel Leader 250cc, appeared in 1958. Steel fairing with fuel tank the inside completely covered the driver's legs and the engine housing. A decent-sized windshield rose above the top of the fairing. The motorcycle was equipped with tires with whitewalls, like on fashionable cars of the 50s.

At that time, the new concept went towards the idea of ​​​​creating a motorcycle for every day, which was at odds with the approaches of developing motorcycles for pleasure. Young racers needed semi-finished products to design their own perfect car, most ordinary consumers wanted inexpensive and reliable motorcycles. Many city racers looked at scooters and bonneted motorcycles with contempt; they called the drivers of such vehicles “scooters” and “mama’s boys.”

The “Leader” did not have breathtaking acceleration, but it steered well, held the road well, although it braked poorly and emitted a lot of smoke from its two-stroke engine.

B.S.A.

The company, founded in the 19th century as a weapons manufacturing company, became one of the largest motorcycle manufacturers. During World War II, the BSA plant produced hundreds of thousands of weapons and motorcycles. In 1948, BSA produced 50,000 motorcycles, many of them exported.

In 1946, the new A7 Star Twin 500cc was born with a parallel twin of a similar design to the pre-war Triumph 5T Speed ​​Twin, produced in 1938. From 1951 to 1961 it was produced sports version motorcycle A7SS Shooting Star, capable of accelerating over 145 km/h.

Especially for export deliveries, BSA has developed a line of 650 cc motorcycles with parallel cylinders. The A10 Golden Flash, a reliable and versatile motorcycle for use with a sidecar, went on sale in 1951. In the mid-50s, it received a rear pendulum suspension. Especially for speed lovers, the Road Rocket (maximum speed 170 km/h) was introduced into series in 1955. Production of this model ended with the introduction of the Super Rocket in 1958. The last model was produced from 1958 to 1961.

The category of “café” elite included BSA Gold Star. Top-mounted, air singles made of light alloy materials with a volume of 350 and 500 cubic meters were produced in small quantities especially for connoisseurs of weekend rides. The emerging demand for street racers Clubmans TT and Thruxton Nine Hour pushed BSA to accelerate the development and release of the Clubmans Goldie model in 1956. This uncompromising “street hooligan” accelerated to 140 km/h in second gear. Expensive like everything new, difficult to start the engine, noisy like the Trumpets of Jericho, the Goldie was the ideal means of doing a ton until the DBD34 “five hundred” appeared. The maximum speed in the DB32 350cc version is very close to 160 km/h.

The manufacturer did not forget about ordinary citizens moving at low speeds. Motorcycles for beginners and riding with a passenger with an engine capacity of 250, 320 and 500 cubic centimeters appeared on the assembly line. Thousands of drivers learned about the Bantam, a 125cc replica German DKW RT125. This two-stroke was produced in several versions with a volume of 150 and 175 cubic centimeters. The small, smoky and smelly Beesa Bantam was despised by big bike purists, but that didn't stop it finding a home in half a million homes in the UK and abroad.

Douglas "Duggie"

The Bristol brand in the fifties specialized in the production of two-cylinder, opposed 350 cc cars. The Douglas Plus 90, produced from 1950 to 1954, lived up to its “fast” name. The Douglas Plus had a torsion bar suspension. In 1955, it was replaced by the unusual-looking Dragonfly tourist, capable of accelerating to 113 km/h. But after three years of unsuccessful sales, the plant switched to licensed production of the Italian Vespa.

Norton

The popularity of the Nortons is associated with the sporting successes that were achieved in the period from the early 30s to the mid-50s. The brand was founded in 1902 by enthusiast James Norton, who by 1912 ran out of money to develop the company. The collapse was avoided thanks to the automaker RT Shelley.

The most popular motorcycles from the Birmingham factory in the middle of the last century were the Dominator parallel-twin roadsters, popularly known as Dommies. The first-born in 1949 was the Model 7 500cc with a top speed of 160 km/h. Following it, the Dominator 88 came out of the factory stocks in 1952. A feature of the sporty “Eighty-eighth” was a lightweight frame; the model was offered for sports teams. The Featherbed frame was mainly supplied for export. Good handling and stable directional stability of the model had a positive effect on the overall reputation of the brand. The Dominator 99, which appeared in 1956 with a 600 cubic centimeter engine, raised the top speed bar to 160 km/h.

A rare pre-war sports Norton International with overhead, single-cylinder power plants of 350 and 500 cc, received new life. Especially for Inter, they developed their own version of the Featherbed frame, which was used during the last five years of production until 1958. With the mufflers removed, the International squeezed out a ton, but heavy loads led to oil leakage from the engine.

Conglomerate AMC absorbed Norton in 1952. IN model range single-cylinder Model 50 350 cc and tourist ES2 500 cc appeared. Together with them, two-cylinder motorcycles were born in 1958 entry level with 250 cc engines. But Jubilee, with its maximum 113 km/h, was never in the same league as the Dominators.

Panther

P&M, based in Yorkshire, is famous for its 600cc and 650cc single-cylinder Panthers. “Partners” with strollers were especially popular among traders. Starting the low-speed engine was not so easy. Therefore, there was even a common joke about this: “It’s easier to build a telegraph pole!” Less famous models“Panthers” are considered to be those with two-stroke single-cylinder engines of 200 and 250 cc.

RoyalEnfield

Despite their advanced technology, Enfields were never as popular as AMC, BSA, Norton and Triumph. The motorcycles were assembled in Redditch in Worcestershire, the name was borrowed from the old Royal Small Arms Factory, located in Enfield, Worcestershire. The company, whose slogan is “Made like a Gun goes like a bullet,” constantly conducted endurance tests of its equipment during long international travels. The main models were considered to be single-cylinder Bullet 350 and 500 cubic centimeters, intended for tourism. The company's engineers paid Special attention development of traditional British two-cylinder motorcycles. In 1948, a rear pendulum suspension appeared on the 500.

By the mid-fifties, large two-cylinder motorcycles Meteor 700cc (maximum speed 153 km/h), and then Super Meteor with a top speed of 180 km/h came into circulation. Between 1958 and 1962, the two-carburetor Constellation 700cc was produced. The twin-cylinder engines were assembled in an underground factory, previously used as a secret military facility, located in Bradford-upon-Avon in Wiltshire.

In Madras, India (now Chennai), a plant was built for the production under license of a 350 cc “Bullet” and a 175 cc two-stroke. The Indian facility currently produces older, four-stroke Bullet models. The surviving plant is part of the large industrial group Eicher.

Sunbeam 'Beam'

Manufactured under the BSA brand. They reached their apogee in the 20s of the last century. The majestic Sunbeam S7 and the Sunbeam S8 that followed it were two-cylinder touring 500s with plump tires. The motorcycles were not a commercial success; production of the C8 ceased in 1958.

Triumph ‘ Trumpet’

The BSA Group holding acquired Triumph in 1951. However, the Triumph cars, produced at the Meriden plant, located near Coventry, retained their individuality. Most used the twin-cylinder parallel twin designed by Edward Turner and first installed in the 1938 Speed ​​Twin. Under Turner's careful leadership, the company focused on producing products for the American market. The task of capturing the rich American market required the development of powerful, stylish and at the same time inexpensive motorcycles. The first models sold were popular for their speed. However, the cars that appeared in the 40s and 50s did not fully satisfy consumer requirements. Triumph did not have the racing teams that were so necessary to test new technical solutions.

A sports version of the Tiger 100 with a 500 cc engine, called the Speed ​​Twin, was re-released after the war. Its stated top speed was 160 km/h. In 1951, a model with a lightweight aluminum alloy engine entered the market. A special motorcycle tuning kit is now on sale at dealers, intended for American lovers of a fun weekend ride.

American companies sold motorcycles with an engine capacity of 1,200 cubic centimeters; British 500s looked small compared to them. Especially for the Americans, Turner developed a 650 cc motorcycle called the Thunderbird. New model developed a maximum speed of up to 160 km/h. Sales jumped up. Overseas racers began to take Triumph seriously.

Motorcycle handling improved with the introduction in 1954 pendulum suspension. The next model was called Tiger 110 650cc. Motor Cycling magazine reported reaching 190 km/h, however, with specially installed sports camshafts. Fans of speed will appreciate the powerful pickups and loud sound of the agile Top Ten.

In 1956, a landmark event for Triumph took place on Bonneville Salt Lake, located in Utah, when a sports car with a 650 cc Thunderbird engine was able to reach a speed of 345 km/h. Triumph products received wide publicity. In 1959, there was confusion in the names; the “T110” began to be called Bonneville with the index “T120”, indicating the maximum speed. Triumph's Bonnie went down in history as the most famous "road igniter".

Produced between 1957 and 1966, the Triumph Twenty One 350cc was a milestone in motorcycle production - the first time the gearbox was in the same block as the engine. But the popularity of the model was negatively affected by the form of metal protection against dirt, called “bathtub” or “skirt”. The unsporting looking motorcycle could accelerate to 120 km/h. The Tiger 100A 600cc model was produced from 1959 to 1961.

Velocette "Velo"

A progressive and successful factory that produced racing products in the 1930s, Veloce Ltd., was located in Birmingham. After the war, Velossete developed a "motorcycle for everyone." Smooth and almost silent, the LE twin with protection and footrests, with a difficult to start engine, has gained popularity among city police officers and in countries with low speeds.

Painted in black enamel, post-war Velocettes were considered motorcycles for sedate people, with the exception of the Viper 350cc and Venom 500cc, which appeared in the mid-50s.

Vincent'Vin orVinny’

The motorcycles, assembled in small batches at Vincent HRD's Stevenage plant, had a strong charisma. The company began its work under the leadership of Philip Vincent, who began his career under the guidance of Austrian engineer Phil Irving, designing products for sophisticated riders. Too expensive for the average user, the Vincent stood out from the crowd. The post-war line of motorcycles with V-shaped, liter engines began with the Rapide Series B. The main features of these machines were cast aluminum engines and a gearbox interlocked with the engine in a common crankcase. Factory engineers did not use a conventional tubular frame; the cornerstone of the entire design was power point, which acted as a support for the entire chassis. The rear cantilever suspension was the forerunner of the monoshock absorber system, which became widespread in the 70s. But the Girdraulic front fork looked archaic next to the front “telescopes” that appeared.

With the exception of some export cars, black was considered the corporate color. Produced between 1948 and 1955, the Black Shadow was painted completely black, including the engine. Cruising speed“Shadow” was 145-160 km/h, maximum speed was 201 km/h! Nothing except a few racing cars of that time, could not compare with Black Shadow.

"Vincents" differed in their driving characteristics. The reduced volume motorcycles were obedient and economical machines, but their drawback was the passenger seat, which mercilessly tormented the passenger’s rear support point on bumps.

The Black Prince, born in '55, had a fixed seat and moldings throughout the body, Windshield and protection of feet from precipitation. Possessing a gloomy appearance, he was selected as a police vehicle, and also took part in the filming of a film based on the novel by George Orwell in 1984. “Cafe racers” did not appreciate this model; recognition came to it 10 years later.

Vincent's bankruptcy occurred in 1955, but the Black Shadow never lost its sacred status. The big V-twin's quirky design was called "designed by engineers for engineers." The company produced single-cylinder “five hundred” cars that developed 145 km/h, and this was during the period of craze for parallel two-cylinder motorcycles.

In the 50s, two-stroke 250 cc British two-wheeled passenger cars became widespread. This class includes those built by Francis-Barnett or James, plus Cotton, DMW, Dot, Excelsior, Norman and Sun. Italian cars were imported in small quantities, but due to the high cost they were not widely used.

Highway of Youth

On December 5, 1958, British Prime Minister Harold Macmillan rode 13.5 km. along a section of the UK's first Preston Bypass motorway, marking its opening to car traffic. Later this road became part of the M6.

Construction of high-speed highways were planned to begin in the 30s, when Germany began building autobahns, Italy was building highways, and highways were being built in full swing in the United States.

The first planned section of the M1, a 108 km long section of the London-Yorkshire motorway, ran between Berrygrove (Junction 5) near the Busy Bee cafe, located near Watford in Northamptonshire, opened in 1959.

In accordance with the rules that existed at that time, the maximum permissible speed was considered to be 115 km/h, but on new highways the maximum speed was not limited. According to contemporaries, when Transport Secretary Ernest Marples saw cars rushing along the M1 at high speed, he exclaimed: “Oh God! What have I done?"

The new M1 highway was ideal not only for motorcyclists who decided to do the “ton”, but also for racing between sports motorcycles and cars. Motorcycle factories in the Midlands, including Triumph and Norton, decided to use the M1 to demonstrate the speed capabilities of their two-wheelers and evaluate new tires.

The construction of the road north to Leeds took place in stages. In parallel with this, construction was underway on the southern end of the highway. In May 1967, the M1 connected to the Great Northern Road at Mill Hill, approximately 8 kilometers from the ACE CAFE. True, by that time, for several months, national legislation had limited the speed of traffic on highways and two-way roads to 115 km/h.

Translation by Igor Kuzin