Today, when technological progress is developing by leaps and bounds, and the number of companies producing motorcycles is growing every day, such a phenomenon as a shortage of goods is practically not observed. In 2017, the motorcycle manufacturers market offers big choice models of motorcycles, scooters, ATVs and other types of equipment. Here you have the famous Japanese sports motorcycles eg Yamaha R1, Kawasaki ZX-14, and more casual models like Ducati Diavel or Harley Davidson V-Rod. In general, finding a motorcycle that suits you is not a problem, which cannot be said about the former USSR. Today, on our review, one of the first Soviet scooters, the Vyatka VP 150.

The history of this model is rather vague and ambiguous, but there is a version that is most similar to the truth, which claims that the Vyatka VP 150 was copied from the Italian Vespa GS 150 scooter. Almost all the facts point to this, and in principle, one cannot say that this is bad , so let's talk a little about Vespa. This scooter was designed at the end of the Second World War. In Italy, there was a concern called Piaggio, which set about developing and manufacturing this transport. And it is worth saying that the Vespa scooter was accepted by consumers very hotly, and literally in the first months of sales it gained great popularity. A year later, the Vespa GS 150 began to be produced in other countries that bought a license for its production from the Italian concern Piaggio.

History Vyatka VP 150

The Vyatka VP 150 scooter was introduced to the USSR in 1957. In general, it was in the 50s that the active development of the production of motorcycle equipment began in the Soviet Union, so Vyatka was no exception. The designers of the Vyatka-Polyansky Machine-Building Plant worked on the production of the model, from which the scooter got its name. By the way, it is worth saying that the idea of ​​mastering the production of scooters came from the Council of Ministers, from where the plant received an order for production in 1956.

The order spoke about the urgency of the project, according to which already in 1957 the machine-building plant was obliged to submit the first working model. Of course, there was very little time to create something new and unique from scratch, so the designers had no choice but to take some foreign-made scooter as a basis.

It was at this moment that the Italian Vespa came to hand, on the basis of which the Soviet moped Vyatka was built. The scooter was produced from 1957 to 1966, exactly until the moment when there was a demand for it. But by the end of the 80s, the scooter was outdated and no one needed it, as newer and interesting models motorcycles.

If the Vyatka VP 150 is a copy of the Italian Vespa scooter, then the question inadvertently arises, what is the uniqueness of this scooter, how does it differ from the version of the Piaggio concern? It is worth saying that there are really few differences, and the main characteristic features of Vyatka can be traced precisely in appearance. Seeing the photos of these two scooters, you can immediately understand where the Vespa is and where the Soviet Vyatka scooter is. So, let's talk about subtle moments that are not immediately evident, but they completely give out the kind of model.

The first is, of course, the inscription located on the front panel of the scooter. It is quite logical that Vespa and Vyatka have different ones. The second difference, which immediately gives out the Vyatka model, is a red flag with a star, which is located on the front wing of the Vyatka VP 150 scooter. Characteristic differences are also observed in the body in front, where the steering wheel is located. The headlight is slightly larger than on the Italian model, and the speedometer is round.

Also, the designers have allocated a separate place for the ignition switch, so that the key does not interfere during the trip. In the Vespa moped, the ignition switch is located directly in the headlight itself, and in the Soviet version of the scooter it is taken out as a separate device, which is much more convenient. Among other things, you can answer the materials from which the Vyatka VP 150 moped is made. The metal is thick enough, which is why the scooter is somewhat heavier than the Italian comrade, namely 7 kg.

Specifications

And finally, you can't do without specifications, because it’s interesting what the Soviet scooter was like at that time. It is immediately worth noting here that, unlike the Vespa scooter, the Soviet Vyatka was equipped with a three-speed gearbox, while the Italian version had four gears.

At the Vyatka-Polyansky Machine-Building Plant, the Vyatka moped received a two-stroke single-cylinder engine with a power of 5.5 hp. By today's standards, such power seems completely ridiculous, but in Soviet times, with a motorcycle weighing 108 kg, the scooter accelerated not so badly. To be more specific, then maximum speed was 70 km / h, and up to the mark of 60 km / h the speedometer needle rose in 13 seconds. Of course, this is not much, but at the time vehicle used for several other purposes.

Especially worth noting is fuel consumption, because at that time it played a big role. At a speed of 50 km / h, it took about 3-3.2 liters of gasoline per 100 km, which, by the way, was quite cheap. The thing is that the scooter worked without problems on low-octane gasoline, such as A-66, so refueling the scooter was inexpensive. The moped had a spring suspension with a hydraulic shock absorber and, perhaps, that was all.

Is it possible to buy Vyatka today?

According to the manufacturer, the number of mopeds of this model produced during the production period amounted to 290467 pieces. At first glance, this is quite a lot, but find a Vyatka VP 150 scooter today at good condition hard enough. The easiest way is to search on free bulletin boards, where you will have to look for ads for sale not only in your city, but throughout Russia.

The electrical equipment system of the Vyatka VP-150 scooter includes a Z-MT-7 battery, a flywheel alternator, a generator rectifier and stabilizer, ignition, lighting and alarm system devices.

Generator and the principle of its operation

Flywheel generator scooter Vyatka VP-150: 1 - permanent flywheel magnets; 2 - ignition base (stator); 3 - ignition power coil; 4 – lighting and signaling power supply coils; 5 - interrupter.

A flywheel alternator (magdino) combines a magneto and a generator. The generator provides recharging of the storage battery and current supply to the primary winding of the ignition coil. The charging current passes through a selenium rectifier installed in a common housing with a voltage regulator. The generator rotor is rigidly fixed to crankshaft engine and rotates with it as one unit. The stator is attached to the engine crankcase. When the flywheel rotates, the poles of the permanent magnets alternately approach the cores of the stator coils, as a result of which an alternating current is induced in them. A 1.3 ohm ballast resistance is included in the rectifier circuit, which limits the battery recharging current, which achieves a normal recharging mode without the use of a voltage regulator.

Voltage regulator

Vyatka VP-150 scooter voltage stabilizer: 1 - output to battery; 2 – selenium column element; 3 - resistance; 4 - primary winding; 5 - transformer; 6 - secondary winding; 7 - resistance; 8 - capacitor.

The voltage stabilizer is designed to maintain the voltage in the electrical circuit in accordance with the engine speed. The stabilizer consists of a transformer 5 with primary 4 and secondary 6 windings, capacitor 8 and additional resistance 7 (1.4 ohms).

Ignition devices

Vyatka VP-150 scooter breaker: 1 - lever pad; 2- base; 3 - rack; 4 - moving contact; 5 - fixed contact; 6 - lever; 7 - capacitor; 8 - filter; 9 - spring; 10 - wire to the generator coil; 11 - wire to the ignition coil; 12 - wire to the ignition off button.

Battery ignition devices include a B-50 ignition coil, a breaker, a capacitor, a spark plug, an ignition off button, and low and high voltage wires. The breaker is mounted on the generator stator and is located under the flywheel. The VP-150 scooter engine uses an A11U spark plug, the gap between the electrodes of which should be 0.6-0.7 mm. The FG-50 headlight is installed on the scooter, consisting of a housing, a reflector with a rotary mechanism and electric lamps. The C-34 signal provides 275-300 membrane oscillations per second.

Central switch

Scheme of the central switch of the scooter Vyatka VP-150: 1 - fixed contact; 2 - slider; 3 - base; 4 - switch lever.

On the right side of the steering wheel there is a central switch for lighting, alarm and ignition devices. The switch consists of five fixed contacts 1 and a slider 2 with a lever 4. Using the switch, you can ensure: C - turning on the parking light lamps;
O - turn off the lighting;
B - turning on the low beam;
D - turn on the high beam.
On the left side of the switch is the ignition off button, and with right side horn button.

General scheme of electrical equipment

Scheme of electrical equipment of the scooter Vyatka VP-150: 1 - generator base; 2 and 3 - induction coils of devices; 4 - interrupter; 5 - induction coil of the ignition system; 6 - battery; 7, 8 and 15 - transition panels; 9 - voltage stabilizer; 10 - signal; 11 - headlight; 12 - central switch; 13 - signal button; 14 - ignition key; 16 - ignition coil; 17 - high voltage wire; 18 - candle; 19 - rear light

Problems when registering on the site? CLICK HERE ! Do not pass by a very interesting section of our site - visitor projects. There you will always find the latest news, jokes, weather forecast (in ADSL newspaper), TV program of on-air and ADSL-TV channels, the latest and most interesting news from the world of high technologies, the most original and amazing pictures from the Internet, a large archive of magazines in recent years , appetizing recipes in pictures , informative . The section is updated daily. Always up-to-date versions of the best free programs for everyday use in the Essential programs section. There is almost everything that is required for daily work. Start to gradually abandon pirated versions in favor of more convenient and functional free counterparts. If you still do not use our chat, we strongly advise you to get acquainted with it. You will find many new friends there. It is also the fastest and most efficient way to contact project administrators. The Antivirus Updates section continues to work - always up-to-date free updates for Dr Web and NOD. Didn't have time to read something? The full content of the ticker can be found at this link.

Motor scooter "Vyatka".
The legendary scooter and its history: there is something to be proud of

Scooter "Vyatka" VP-150

Motor scooter "Electron"

Pot-bellied "Vyatka"

The legend and its copy

The end of the 50s in the Soviet Union was marked by the appearance of an incredibly elegant, delightful and in some way even unique vehicle. Namely, the Vyatka VP-150 scooter. "Oops!" - an expert on motorcycles will exclaim, - "what a uniqueness here: an exact copy of the Italian Vespa!". Arguing is hard. But, perhaps, you can find reasons, and we, of course, will try to use this. So, see below. But in general, the fate of the Vyatka - a copy of the "best scooter of all times and peoples", which is considered the Vespa GS150 - is very peculiar in the Soviet Union. In Italy, and throughout the world, there are numerous associations of Vespa brand lovers who cherish their two-wheeled cars; in Russia, Vyatka has not been considered a transport for many years. In the early 80s of the last century, interest in them fell significantly. "Vyatkas", like unnecessary trash, were thrown into garbage dumps, engines and wheels were used to build motorized plows and carts: Few citizens carefully stored motor scooters (maybe to consider everything that seems to be no longer new as "junk" and "junk" is a trait the mentality of a Soviet person? ..), and now, despite the fact that more than one hundred thousand Vyatka VP-150s were produced, it is very problematic to find a scooter in good condition. For connoisseurs of retro, this vehicle often evokes a sense of pride: they knew how to build ours no worse than foreigners! Let a copy, even if we were not the first, but what a! Gorgeous! Love for Vyatka is a special article.

Order from above
As usual, the subordinate may not know what the boss wants from him. Actually, this happened in the mid-50s of the last century in our country, when the issue of mastering the production of scooters was ripe. In December 1955, the problems connected with this were discussed at a special meeting of the Government of the USSR. On June 19, 1956, the Council of Ministers adopted the corresponding resolution No. 825, and on July 7 of the same year an order was issued that identified specific executors. The task was to implement the ideas of the Vyatka-Polyansky Machine-Building Plant (VPMZ, Vyatskiye Polyany, Kirov Region; now OAO Molot). The Vyatka designers were supposed to be assisted by specialists from the Central Experimental Design Bureau (CEKB) of motorcycle construction from the city of Serpukhov, Moscow Region (later the All-Union Research, Design and Technological Institute of Motorcycles and Small Engines internal combustion or "VNIImotoprom", and now quite briefly and almost clearly - OJSC "Motoprom"). Speaking of design, of course, it should be borne in mind that no one was going to invent something "their own, special", and there was no it was much easier to take foreign variants as a basis and make a "hodgepodge". However, what seems to be is not always best solution. In reality, measurements were simply taken from the Vespa GS150, drawings were made according to the finished scooter. There were practically no own frills: the process of familiarization with new technology was still going on. The immediate plans of the "motor scooter builders" at that time were as follows: by the end of 1956, to produce ten prototypes, and in 1957 to begin mass production. The development was entrusted to the Central Design Bureau, and the group in this direction was headed by A.T. Volkov. The group of designers on the Molot was led by L.A. Komzilov, and a number of plant workers under the supervision of S.A. were engaged in the creation of prototypes. Torticollis. In the autumn of 1956, three trial scooters were ready, and the director of VPMZ, Fedor Ivanovich Treshchev, demonstrated the achievements of the wards to the media.

The formation of "Vyatka"

For the plant, which for many years focused on products for the country's defense complex, the transition to the production of scooters was not an easy task. In fact, in 1956, the Vyatichi partially immersed themselves in the topic of motorcycle construction: some parts were produced for the products of the Izhevsk plant - steering wheels, air filters, mufflers, air pumps and even side carriages for the Izh-49. True, this does not at all mean that VPMZ had serious experience. The first prototypes, despite the novelty of the direction, were manufactured promptly, but mass production was delayed, and the reason for this was the delays of allied plants, which, too, "from above", received orders to do so-and-so. "VPMZ equipped conveyors for assembling scooters and components for them, prepared production lines for the manufacture of cylinders, crankcases, and other parts, made 1,000 dies and more than 2,000 fixtures - in a word, they were well prepared for the mass production of Vyatka." - Oleg Kurikhin wrote in the article "Russian "Wasp" in the magazine "Technology of Youth" (No. 4, 1999). - Alas, allied plants let us down, because new products were "imposed" on them. Some enterprises reacted negligently to this matter and disrupted the supply of components, without which you cannot manufacture a scooter. "However, the main function of the administrative machine is to direct and lead. Leverage to correct the situation, of course, was found. By the end of 1957, things moved off the ground. Until the end of the year, 1668 "Vyatok" were produced. Dependence on other factories participating in the cooperation remained in many positions. For example, Dnepropetrovsk "Yuzhmashzavod" supplied large-sized stamped parts for the supporting body until 1961. But over time, problems were solved, production gained momentum. In March 1962, the 100,000th motor scooter was assembled at VPMZ.

Is Vyatka reliable?

For skeptics who believe that the domestic auto and motorcycle industry produced extremely unreliable "junk", I will say that this is not so. Here, for example, is a copy that fell into my hands. Its owner says: “I bought a Vyatka in 1962 in Orsha. I went straight to Mogilev on it. I rode it without a single serious breakdown (regular maintenance was carried out exactly as the instructions indicate) until 1970. ", and into the forest for mushrooms and berries. And then the spark suddenly disappeared. Apparently, something happened to the kickstarter, but I didn’t deal with the problem, fortunately there was a car." All bodywork and chassis looked cheerful. But with the engine, everything was "not very". But the fault is not the owner himself, but his grandson, who, together with his friends, tried to repair the motor. But it seems that he did not cope with this in the best way, after which he simply left the idea. Since then, the car has stood for more than thirty years behind a stack of firewood. Repair after incorrect assembly (without gaskets between the crankcase and cylinder, improper tightening of nuts, and so on) required another one ... But a special case is a special one. Here it is worth paying tribute to the owner, who always (before the breakdown) followed the scooter, carried out maintenance in a timely manner. Several years without a single "headache" is the exception rather than the rule. In general, the scooter suited in many ways. “I once had a Vyatka,” a friend from the countryside said. I used to go to a disco when I was young. By the way, the appearance of a motor scooter allowed women who wore dresses to join the ranks of vehicle owners. You know, it’s inconvenient to ride a motorcycle. It’s interesting that the Vyatka was a very good vehicle in terms of ride comfort. , the fact that at high speeds the scooter "walks" under the rider, and it seems that it is little controllable. There is nothing to be done - the Italians did not design the Vespa for Russian potholes! The noise of the Vyatka engine was within the generally accepted norms (about 80 dB), which is also convenient and pleasant.

We do not stand up for the price

Let's get back to history. The cost of "Vyatka" in the 60s was 320 rubles. Compare, for example, with the cost of the car "Zaporozhets" ZAZ-965A. Most cheap car countries would cost the buyer 1800 "wooden". The Kovrov 125cc motorcycle cost 465 rubles, the Minsk M-105 - 350. Feel the difference! A few years ago it seemed that we had almost forgotten about scooters. Occasionally, one could only meet a cargo "Ant" with a body. But then modern scooters appeared on sale (what was always called them, and in the Soviet Union received the name "motor scooter") of foreign production, and immediately became an attractive means of transportation. A sort of standard of freedom, especially for young people. Remember the saying "What is between the legs is not considered transport"?

Distinctive features

It will seem to someone that the domestic scooter is a complete copy of the Italian. What sets them both apart is their "chubby flanks," which is where the Vespa gets its name, which means "Wasp" in Italian. And the Soviet "Vyatka", in turn, tried on several popular nicknames, among which are: "pot-bellied" and "pregnant". Served as the basis for the Vyatka, as already mentioned, the Vespa model - GS 150. But there are still serious differences between the Soviet Vyatka and the Italian Vespa. External, of course, only a few. Firstly, the inscription on the nameplate, attached to the "muzzle" of the scooter. Second, on the wing front wheel The Soviet Vyatka (since 1960) had a red flag with a five-pointed star, while the Italian Vespa carried its own decorative element similar in shape. Thirdly, the size of the "head" of the steering wheel and the landing size of the headlights of the domestic version were larger. Fourthly, the Soviet speedometer was round, and in the original it was oval or trapezoidal. Yes, the ignition key for the Soviet car was located in a separate "capacity" on the steering wheel, while for the "Italian" the lock was hidden in the headlight housing.

That, it seems, is all. Oh yes, I almost forgot: at Vyatka, its designers carefully screwed on a hook on which you could hang a string bag: It was attached either to the inside of the windshield, or under the seat base above the hatch, which opened access to the air filter and fuel line tap. technically, the Soviet car differed from the prototype in size and weight. Ours, of course, was somewhat larger (the base was 4 centimeters), the metal of the cladding was thicker, respectively, and the weight varied - 118 kg versus 111. Another difference is that the Vyatka has only three gears, while the Vespa in the GS version had them all four. Hmmm, if the Vyatka had a four-speed, then, probably, the driving characteristics would have been even more interesting. Engine parts are almost identical in some dimensions. It is this "almost", probably, that can stop a person who would be thinking of replacing the Vyatka parts with Vesp ones or vice versa. Although, what, as they say, the devil is not joking?

Unfinished story

The well-known historian of domestic transport Lev Shugurov wrote in the article "Children of Conversion. Vespa" (Moto magazine): "Probably, under pressure from specialists of the Serpukhov Central Design Bureau, where their own promising scooter of the same class as the Vyatka was developed, the design bureau team in Vyatskikh Polyany began designing his own car, it was called the V-150M, and the first batch of new scooters was assembled in December 1965. Throughout 1966, both models, the old and the new, were produced in parallel, and at the end of his car, the VP-150 was removed from production". It is interesting that even numerous biker acquaintances can hardly understand what the “pot-bellied” Vyatka is. But they were released to the country hoo how many! About twenty years ago, young people diligently "lit" on "Vyatki" in garage societies and wastelands, finally finishing off battered scooters. In conclusion, a few words. I don’t know if I managed to convince the reader that the Vyatka is a special scooter, but I myself believe in it.

Pavel DOLGACHEV(September 2006)

Certified "freak"? ..

"Ridiculous freaks" - this is how the respected author of one of the articles on the Vyatka VP-150 called it, its "descendants" - the V-150M and Electron models. Not every one of us dares to appear as a connoisseur of auto and motorcycle design, but, probably, a sophisticated specialist had reasons to think so. However, I am sure that there are many supporters of the opposite point of view. I will not hide: among the "non-opponents" of the "Vyatka" design of the "post-Vespovskaya" era, one can also find me. In general, I would not express myself so categorically.

As for the technical characteristics of the Vyatok V-150M and Electron, one can argue here. Many believe that they have become worse. But let's see. To begin with, consider the V-150M.

So, "we dance from the stove." New model The V-150M was developed by VPMZ designers almost independently and in 1965 replaced the VP-150. For its development, Vyatsko-Polyansky Machine-Building received a diploma from the Exhibition of Achievements of the National Economy.

Body

From the appearance of the "clone" of the Italian Vespa, it was decided to refuse. The reason, obviously, lies in the fact that frequent "borrowing" Soviet Union in the field of auto and motorcycle technology, they have set their teeth on edge. I had to come up with something original. Hearing reproaches like "Ah, again" copied "from the West!", Agree, is not very pleasant. What turned out appearance"Vyatka" V-150M - successful or not very - judge for yourself.

From the VP-150, only a "reminder" was the stamping of the front part of the body. But even this can be seen only by removing the headlight cover and front fender. The rest of the body was completely different - primarily in design. If the "pregnant" "Vyatka" it was all-welded from stamped elements, then for the V-150M model it was composite. One part - the front - remained welded from stamped elements, the second - welded from pipes. For a fan of retro technology who has ever encountered the problems of transporting scooters "not on the move", this is quite an interesting point: if the "emka" can be "halved" and transported in the cabin passenger car, then the bare body (crew) of the "bellied" will not fit in every spacious car. I happened to transport in the cabin of the "humpbacked" "Zaporozhets" both those and others. "Pot-bellied" barely got into not very spacious salon small car with the front passenger seat and sofa removed. To do this, you have to remove the rear suspension of the scooter along with the motor, as well as remove the front fork. V-150M and "Electrons" can be disassembled "in half" and so carried, removing only the front wheel.

We return to the topic of the V-150M model. It was decided to abandon the wing rotated together with the front wheel. Little loss: running characteristics this did not affect in any way, but the wing was much stronger on the new scooter. At the "pregnant" "Vyatka", we recall, it was screwed to the front fork with several screws. The shaking might have broken the screw holes. I have never met those hanging on the wings, but I think the move of the Soviet designers had one of the goals of fastening all parts of the body.

The engine cover (hood) became collapsible, and was removed entirely. Raising it, it was easy to get to the engine, carburetor, air filter. Fuel tank became easily removable (for VP-150 of early releases, in order to remove it, it was necessary to unscrew the nuts securing the trunk). Having shut off the gasoline supply valve to the carburetor, it was only necessary to disconnect the hose and remove the tank from the niche. The tank had a special handle so that this "canister" could be carried without much difficulty. The seat, which in the first Vyatka model was unlocked by pressing the latch key, was now locked.

And, what is very important, the designers tried on the shape of the engine casing for a reason. If the “pot-bellied” passenger sitting behind the driver had to spread his knees wide due to the large side covers, then for those who were rolled on the V-150M there were no such problems. And the width was acceptable, and comfortable footrests appeared (by the way, with rubber "mats").

Management, control devices, light

It is not clear why the designers decided to fix the head light on the body cladding. Many believe that the steering wheel with a headlight on it was much more convenient. What is this craving for design unity? All other Soviet scooters were made with headlights rigidly fixed to the front: However, among foreign models you can find many examples of such a solution.

Both the shape of the steering wheel and its design have undergone changes. We will not delve into the device of handles - those who have to work with the V-150M or Electron will immediately figure it out. Let's just say that it has become easier to make them at the factory. How to maintain and repair.

There are two vertical recesses in the V-150M rudder body. They are designed to install brackets in them (if drilled through) on which rear-view mirrors could be mounted. Yes, and one more thing: the steering wheel "does not look" without a pad covering it. And she, in turn, hides the control cables. Quite elegant.

The speedometer and central switch (modified) "moved" from the steering wheel housing to the platform on top of the glove compartment, which was attached to the inside of the front shield. The central switch now had a more solid key, as well as control lamp neutral indicator and fuse. Two switches appeared on the handles of the steering wheel - the headlights (with a signal button in it) and the turn signal. As for the first, the VP-150 had it integral part central switch, and only on the new model "separated". And the turn signal switch has become a very significant thing. It was applied for the first time on domestic motor transport. The location of the "turn signals" themselves is interesting in itself: the front ones were at the ends of the handles of the steering wheel (the rear ones, as expected, in the combination of rear lighting devices).

Special mention must be made of the rear brake drive. It was actuated by pressing the pedal, not with the help of cables, but by means of two rigid metal rods. Which favorably affected the connection "scooter-driver". Yes, and it was much more reliable - this time. And two - it's easier if you need to search for spare parts. For self-manufacturing such rods need something "nothing at all" - a strong thick wire and cotter pins. And "three" - it became more convenient to adjust the brakes. Previously, for this it was necessary to put the car on its side and unscrew the stops of the cable sheath, now it has become enough to turn the adjusting nut located at the end of the brake rod by the required number of revolutions.

Chassis

I must say that people who idolize the Vespa brand can really be proud of this Italian technology, just as one can love the first Vyatka. However Russian roads it is still difficult to compare with European ones, and in the Soviet years it was even worse. Despite the fact that many vehicles were often operated off-road at all, serious requirements were put forward for their chassis. Oddly enough, the Vyatka VP-150 did not fully correspond to them. Why? Very simple. Excellently behaving on smooth asphalt roads, she hardly perceived rural potholes and dirt. The V-150M was distinguished by a number of features. First, the engine was shifted to the center of the scooter relative to transverse axis. But since it was already unrealistic to put the wheel on the output shaft of the box in this way, the Vyatka designers introduced a chain drive from the secondary shaft to the rear wheel. In this regard, a chain housing was designed to protect this assembly from dust and dirt. By the way, the crankcases of the engines themselves were produced for some time after with two transverse recesses for bolts, which made it possible to mount it on the VP-150.

The appearance in the design of the chain led to another important change: the engine began to be located closer to the center and relative to the longitudinal axis. In the "pregnant" "Vyatka" it was a little to the right, and if, with normal silent blocks and correctly tightened mounts, the rider easily controlled this imbalance, then the "loose" motor was noticeably felt on the bumps. Which, you see, is also an argument for making a decision to make changes.

We go further. How many shock absorbers does the VP-150 have? Yes, one at the front and one at the back. In the Vyatka V-150M, a push-type lever fork appeared, with two large shock absorbers. The springs, in turn, were set less rigid, which provided greater comfort when driving over bumps. The increased shock absorber was also placed on the rear suspension. The wheel rims remained fundamentally the same - each of them consisted of two halves fastened with bolts and nuts, which undoubtedly facilitated the installation of tubes and tires. The size of the brake drums, in turn, has increased, making braking more efficient. Recall that the mass of the V-150M (dry weight) was 119 kg. And this is a lot. So such an introduction was very helpful.

Engine

Here, in fact, there is nothing to say, especially since we have already mentioned the chain drive to the rear wheel. Unless we answer two important moments. First, another carburetor, the K-36R, was installed on the V-150M. Second, there is a new air filter. It was larger, of a different shape and of a different type. Thanks to this, the engine power increased slightly.

Pavel DOLGACHEV(January, 2007)

Adventures of Electron

"Let's light it up!"

At the end of 1974, the release of the next modification was launched - Vyatka-3 Electron. There are few differences between it and the V-150M. It is generally accepted that "Electron" is "unique" except perhaps electronic system ignition, first used in the domestic car and motorcycle industry. This point is the most important, but far from the only one. The thyristor ignition system, of course, is excellent. Coupled with a new shape of the piston bottom (it became evenly convex, the triangular protrusion - "comb" disappeared) and an increase in the compression ratio to 8, it added power to the 150 cc engine. Now the engine power of the scooter "Vyatka" was 7 Horse power(I met data in the literature that the motor power was 9 hp, but this must be checked). And a rather heavy (by today's standards) two-wheeled car could be accelerated according to the passport to a maximum of 80 km / h. True, from some motor scooters I heard that the Electron is capable of accelerating to hundreds.

"Find the Nine Differences"

It is very difficult for a person who has not encountered Vyatki to distinguish the V-150M and Electron models from each other. It seems to many that they are "on the same face." In order to clearly distinguish between these models, I propose a description of the main differences. In fact, it was possible to meet "mutants" that combined elements of both models, but these are no longer exactly factory models:

a) front fender

b) Turn signals

c) Steering wheel and reflectors

d) headlight housing

e) Sitting

At the V-150M, the seat leaned to the side, while at the Electron it was forward, as it used to be on the "pregnant" Vyatki. At the “emka”, the seat, reclining, was held only by a canvas strap. It could be removed along with the seat, and the seat could be used as a "bench" when repairing a scooter on the way, for example.

e) Glove box

g) "foot stands"

h) "Remote control"

Together with the Vyatka V-150M, an attempt to introduce " remote control"air damper and carburetor float. Of course, there is no talk of radio control. Just remember that on the very first Vyatka, the VP-150 model, in order to turn air damper and drown the float, it was necessary to open the door in the engine cover and climb with your hand to the carburetor and air filter. With the introduction of the Vyatka V-150M, the designers decided to make the task of the scooter owner easier. And they installed two “levers” on the floor of the scooter (right in front of the removable engine cover), turning which, and it was possible to adjust the necessary parameters. But at Electron, these albeit simple devices were abandoned.

i) Engine cover (hood)

It may seem that the casing of the V-150M engine is exactly the same, the same as on the Electron. However, it is not. If we look closely, we notice something interesting. The first is that the V-150M has several (to be precise, five) parallel horizontal cutouts for air outlet on both side halves of the casing. On the left side there is also a hinged cover for access to the inside, to the gas tap. On the opposite side - apparently, for a more complete visual correspondence of the sidewalls - there is stamping in the form of a door. On the Electron, the side door was no longer there, and the air outlets were changed. There are still five of them, but they are additionally reinforced with vertical (or almost vertical, to be precise) partitions. In addition, in the casing of the "Electron" there is one more additional hole- round. Now, to access the gas tap, it was necessary to use a special tool.

And, perhaps, we should not forget that the seat on the V-150M leaned to the side, respectively, had fasteners on the side. So replacing the casing from the Elektron scooter with the casing from the V-150M required either replacing it entirely (with the seat), or fiddling with fitting the mounts.

That, in fact, is all. The history of Vyatka ended in 1979. Officially, the reason for abandoning the production of scooters is as follows: the demand for scooters has fallen sharply (in the "Great Soviet Encyclopedia" it is written that the production of scooters ceased in the world in 1972!), and it was decided to almost completely return VPMZ to the production of products for defense purposes . Indeed, in the 70s of the last century, interest in scooters suddenly faded. But not gone! Piaggio-Vespa and many other companies continued to produce two-wheeled vehicles of this kind. And the second boom of scooter mania came with the entrance to the world stage Japanese manufacturers scooters.

The defensive purpose of the plant is clear. However, there is only one remark - I wonder when private transport was not in demand in the Soviet Union? Indeed, contemporaries of those years recall that scooters were in stores and no one was in a hurry to take them. Motor scooters at that time were much less attractive than a car.

Pavel DOLGACHEV(January, 2007)

"Vyatka" model B-175: a failed experiment

In the "Encyclopedia of Motorcycles" from the publishing house "Za Rulem" in the section devoted to the products of VPMZ, you can find information that at the turn of the 50s and 60s another model was being developed - VP-175. The same information can be found in the 1965 Reference Book for Motorcycles, Scooters, Mopeds and Motorbikes. Moreover, not believing your eyes, you can find the following words: "In 1964, the production of T-250 and VP-175 road scooters began. These machines represent a further development of the designs of T-200 and VP-150 scooters." Why do we not know this? Were scooters produced that were different from their predecessors? Let's try to figure out what's the matter.

Interestingly, an article in the "Encyclopedia of Motorcycles" says that the VP-175 (or V-175) - more powerful than the first Vyatka model - did not go into mass production. His place was taken by a "completely different" (cit.) scooter - V-150M, where the power of the engine of the same volume was increased by increasing the compression ratio. It seems that the VP-175 was the old Vyatka with an increased volume engine and nothing more.

Perhaps the VPMZ production veterans could shed light on the events of those years. However, we have at our disposal some, but still data. Let's turn to the "Handbook on motorcycles, scooters and mopeds" (authors - B. Kosenko and B. Tyurkin). I quote:
"This scooter is designed to ride alone and with a passenger in the back saddle both in the city and on country roads. Its fundamental difference from the VP-150 scooter lies in the use of a more advanced, more reliable and more durable single-cylinder engine with a crank purge and forced air cooling with a power of 7 hp. The increase in engine power was achieved by bringing the cylinder displacement to 175 cubic meters. cm and increase the compression ratio to 6.6".

Also in the "Reference Book" it is indicated that a K-28 carburetor is installed on the engine, and the tank "lost weight" to a volume of 9 liters. Most importantly, major changes have been made to undercarriage. But what exactly was done is not specified. The summary table of data on scooters indicates that in terms of its dimensions it practically did not differ from its predecessor model. Is that 10 mm decreased ground clearance, and the mass increased by some 5 kg. The cylinder diameter of the new engine was 60 mm, the piston stroke was 62. Of the equipment, only the selenium rectifier was replaced. Everything else is exactly the same as that of the VP-150.

In one of the issues of the magazine "Behind the Rulem" for 1964, information was published from the next competition between motorcycle manufacturers of the Soviet Union (at that time, enterprises were required to exhibit their latest products for comparative tests). The note said that the Vyatsko-Polyansky machine-building plant put up two scooters of the V-175 model, "with a completely different layout than the VP-150. The engine of the new machines, unified with the Kovrovets engine, has a power of 8.5 hp at 4500 -5200 rpm Cylinder diameter - 61.75 mm, piston stroke - 58 mm Dry air cleaner, also with a paper filter element. Axial fan, driven by a V-belt, takes air from the side. Carburetor - K-36. The dry weight of the machine is 107 kg. Those competitions were very unsuccessful for VPMZ - all scooters (both the old "pot-bellied" Vyatka and experimental models) left the race. Both B-175s had engine failures.

What do we see? The designers of the Vyatka-Polyansky Plant were clearly experimenting with engines. Certainly more powerful power unit"Vyatka" would not hurt at all, but, apparently, the search for the most suitable option was never found. Now take a look at the photo from the article "Driving".

Of course, the image does not differ in size and quality, but still some conclusions can be drawn. The scooter engine hood is exactly the same as that installed on the Vyatka V-150M (produced since 1965) and Electron (since 1975). The front wing is very similar to what was later installed on the V-150M. The quite successful design of the steering wheel-headlight is a thing of the past: from now on, the optical element is fixed rigidly on the front panel of the car. With inside shield appeared glove compartment. But, interestingly, the scooter does not yet have a chain drive from the engine to the rear wheel (while the previous concept is preserved). And yet - the authors of the article and the book argued that to improve ride comfort, "serious changes have been made to the design of the scooter." What is hidden under this is not clear. In the photo we do not see that the front, and rear suspension scooters are the same as those of Electron and V-150M. Most likely, the prototype in the photo retained the chassis design of its predecessor.

That, in principle, is all about the Vyatka B-175 scooter, which, for some reason, did not wait series production, and which can now be considered a missed page in history. Although it was not possible to find out much, the above information makes it possible to get at least some idea of ​​​​the course of thought of the Vyatka-Polyana designers.

In the 60s, scooters were quite popular all over the world. This fashion did not bypass the USSR, which famously copied its first models of scooters from foreign models. In our country, there were only two manufacturers of such equipment - the Tula Machine-Building Plant, which produced heavy Tula scooters copied from the German Gogo, and the Vyatka-Polyansky Machine-Building Plant Molot, which launched the production of lighter Vyatka scooters, licked from Italian Vespas.

The first scooter "Vyatka" was born in 1957. It was a pot-bellied model VP-150, almost an exact copy of the Italian motor scooter. By 1965, there was a need to replace it, and the VPMZM designers developed a modernized VP-150M model almost from scratch. Moreover, for this development, the plant received a diploma from the Exhibition of Achievements of the National Economy.

It was decided to completely abandon the borrowed design of the first Vyatka, so the VP-150M received a completely new design in a modern style. From the previous model, only the stamping of the front of the body remained, but this can only be understood by removing the headlight and front fender. True, many did not like the appearance of the new model, but here, as they say, the taste and color ...

In addition to new body panels, the Vyatka VP-150M is distinguished by the very approach to designing the stiffening frame structure. If the "bellied" "Vyatka" body was all-welded from stamped elements, then for the new model, only the front part was made according to this principle, and the rear part was welded from pipes. This made it possible to increase the overall rigidity of the structure and reduce its weight.

It was decided to abandon the swivel front wing - it turned out to be more reliable.

The headlight was now also attached rigidly to the body lining, although this clearly had a negative effect on ride comfort at night. Probably, such a decision was approved to please designers who are subject to foreign trends.

The speedometer and the central switch, combined with the ignition switch, are placed on the surface on top of the glove compartment. But before, both of them were located on the steering wheel.

The glove compartment is quite roomy and is locked with a key.

The most original part of the Vyatka VP-150M is the direction indicators located at the ends of the handlebars. The solution, of course, is unusual, but very impractical: the turn signals broke even with a slight fall from the scooter. Therefore, on the modernized Vyatka Electron model, it was decided to abandon them. By the way, it was the VP-150M that became the first domestic scooter to be equipped with direction indicators. A significant event for the USSR, by the way.

The rear turn signals were combined into one block with a brake light.

The front brake handle was on the steering wheel, and the rear brake was operated by a foot pedal that connected to brake mechanisms by means of two metal rods. Also an unusual phenomenon for Soviet scooters, because the rest had cable drive: quite inconvenient and unreliable.

Transmission - 3-speed manual. Gear shifting is carried out by turning the left handle.

The engine cover was now completely removable, providing perfect access to all mechanical parts. It was only necessary to recline the seat, turn off the gasoline supply valve to the carburetor, remove the gas tank hose and unscrew the two lambs. The tank, by the way, had a special handle for which it could be carried.

The seat in the new Vyatka VP-150M is locked.

The engine of the VP-150M scooter was received practically unchanged from the Pot-bellied Vyatka. This is a 1-cylinder, two-stroke, air-cooled power unit that runs on a mixture of gasoline and engine oil. But thanks to the use of a new carburetor and a different air filter, the power was increased from 5.5 to 6 hp.

The chain drive connecting the output shaft of the gearbox and the rear wheel has a special crankcase that protects the mechanism from dust and dirt.

Such scooters were produced until 1974, when they were replaced by Vyatka "Electron" - a scooter very similar in appearance, but with a 7 hp engine. and electronic ignition. Now everyone prefers Chinese or Japanese scooters with CVTs, and Soviet scooters are almost invisible on the roads. But this technique has its historical value, and it is no less pleasant to drive than classic cars. Think about this when choosing your two-wheeled friend.

The video of the Vyatka test drive is a bit skewed in terms of the accuracy of the information, but it’s good that there is such a thing:

Motor scooter "Vyatka 150-VP" - Soviet transport, developed in 1957 and produced by the Vyatka-Polyansky Machine-Building Plant. The prototype is the Italian motor scooter "Vespa 150GS" produced in 1955. At that time, the license agreement was optional, and the Vyatka scooter was simply copied from the Vespa by agreement of the parties. However, the Soviet manufacturer during the production process was obliged to refer to the Italian analogue.

Scooter "Vyatka": characteristics

• Ground clearance - 150 mm.
• Wheelbase - 1200 mm.
• Height - 1150 mm.
• Length - 1850 mm.
• Width - 800 mm.
• Front suspension - short-link, spring with hydraulic shock absorber.
• Rear suspension - lever fork with hydraulic shock absorber.
• Dry weight - 108 kg.
• Speed ​​- 70 km / h.
• Fuel tank capacity - 12 liters.

Power point

The Vyatka scooter engine is single-cylinder, two-stroke and has the following characteristics:

• Working volume - 148 cubic meters / cm.
• The compression ratio is 6.7.
• Cylinder diameter - 57 mm.
• Power - 5.5 liters. with.
• Piston stroke - 58 mm.
• Torque - 3800 rpm.

The ignition of the Vyatka scooter is a contact magneto with manual adjustment of the gap and spark advance. Candles were used standard, motorcycle A16. Such an ignition system had one significant drawback: the contacts burned out from the constant high voltage. In one tungsten plate, a recess was developed, the so-called "cavity", and a tubercle formed in the other contact plate during the operation of the engine, which had to be periodically cleaned off.

The carburetor of the Vyatka scooter is a diffuser with one jet of a limited range of action. The damper was set in motion by a cable from the right rotary handle of the steering wheel. The fuel in the carburetor came by gravity from the gas tank located under the seat. The faucet, located at the bottom of the tank, was connected to the carburetor with a flexible hose made of gasoline-resistant rubber. The diameter of the hose clearance is sufficient for unhindered fuel supply. The fuel supply could be shut off by turning the tap handle. The carburetor was equipped with a special rod on the cover of the float chamber, designed to flood the float before starting the engine in cold weather. When the rod was pressed, a free flow of gasoline opened, the mixture was enriched, and the engine started.

The design of the chassis is a welded frame, combined with a load-bearing stamped body. The body of a convenient layout allowed the driver to sit behind the wheel with sufficient comfort. The Vyatka scooter was ideal for lovers of slow driving. The double seat easily accommodated both the driver and the passenger. Behind the seat there was a small bracket-trunk, on which it was possible to place a bag with things or some small load. A brake light cover was mounted below the trunk, and even lower - a bracket with a license plate. And this entire "ensemble" was completed by a rubber mudguard with a relief inscription "VPMZ", the abbreviation of the manufacturing plant.

The owners of the scooter noted such a significant drawback as overheating of the motor. The location of the engine did not allow air to circulate to the extent necessary for efficient cooling. In addition, the engine niche was tightly closed with casings on both sides. On the left side is a stationary round trunk, and on the right side there is a removable casing that covers all the engine mechanisms. Longitudinal grooves were cut in this cap, designed to provide access to air masses, but they were not enough. Many scooter drivers removed the right casing to open access to the oncoming air flow, but such actions were suppressed by the traffic police.

Comfort level

On the move, the scooter was a fairly comfortable means of transportation, although its cross-country ability left much to be desired. Small-diameter wheels often got stuck in eroded ground, where an ordinary motorcycle easily passed a difficult section, the Vyatka got stuck. The rest of the car did not cause any complaints. The engine was quiet, shifting into gear and pulling away was smooth.

Tricycle modifications

In the autumn of 1959, at the exhibition "Motor Scooters and Motorcycles", held at the Polytechnic Museum of Moscow, various three-wheeled versions of the Vyatka were presented. The engine on all models was located in the middle, the rotation was transmitted to rear wheels through the bevel differential and then to the rear drive wheels.

The Vyatka scooter in this version was widely used in the field of food delivery around the city. In total, three variants were produced: the MG-150F model with a closed body, the MG-150 with an open platform and the MG-150S with a dump body. All modifications had a carrying capacity of 250 kilograms. The speed of movement did not exceed 35 km / h.

"Vyatka" as a service vehicle

At the request of VDNKh, the plant developed the VP-150T motorcycle taxi model, where the two driving wheels were located in front and were steerable. In addition to the driver, who was behind, on front seat housed two people. The miniature vehicle aroused great interest among the public and was in demand among visitors to the Exhibition of the National Economy.

To ride a motorcycle taxi from one pavilion to another, many even agreed to stand in a short queue. The fare was symbolic. Mototaxi especially pleased the children, who asked their parents to ride again and again. Yes, in fact, mom and dad were also not averse to taking a ride on such an unusual transport.

Mototaxi was made in the amount of 50 copies.

"Vyatka-Electron"

In 1965, a new model was developed based on the Vyatka 150. The motor scooter was named "Vyatka-Electron". It differed from its predecessor by a new body with less rounded contours, an extended base, a front long-link fork and more compact shock absorbers. At the same time, the Vyatka-Electron scooter retained the engine in its original form, but boosted to a power of 6 liters. with. Due to the extended base, an intermediate chain drive had to be made, which became part of the rear linkage suspension. The chain drive was hermetically sealed so that neither dust nor dirt could enter it in rainy weather.

Serial production of the new model began in 1967, and the outdated Vyatka 150 scooter was discontinued in the same year. The new model immediately gained popularity among young people. It was considered prestigious to be the owner of a beautiful sparkling car. The economical engine of the scooter worked silently, and a full refueling of the gas tank cost no more than one ruble.

In 1973, the Vyatka-Electron scooter was modernized, the engine power increased and amounted to 7 liters. with., while fuel consumption remained the same - 3.1 liters per 100 kilometers. The case design has changed. But the main and most spectacular result of the restyling of the scooter was the installation of electronic non-contact ignition. In the USSR, this was the first case of using a promising device. However, every novelty has its positive and negative sides. In the event of an electronics failure, the owner of the scooter could not deal with the problem on his own and had to look for special services or a private specialist to troubleshoot. Thus, the perceived advantage often turned into criticism. But in general, the Vyatka-Electron scooter was a popular means of transportation.

Decline in popularity

Despite the innovative characteristics, the Vyatka-Electron scooter began to gradually lose demand. And by the end of the 70s, its sales had dropped to almost zero. Overstocking began in warehouses, stores massively refused new deliveries. The drop in demand is explained by the fact that the population has the opportunity to purchase cars on a larger scale. Many preferred to buy domestic motorcycles, besides, in the late 60s, deliveries of the Czechoslovak "Java" began in the USSR, which made a splash among young people.

As a result of all these changes, the Vyatka-Polyansky plant in August 1979 stopped the production of the Vyatka-Electron scooter. The history of such a vehicle ended there. And in the early 90s, after the collapse of the Soviet Union, the plant launched the production of a small scooter "Strizh", copied from the German "Simson".

Parameters of the scooter "Vyatka-Electron"

• Wheelbase - 1300 mm.
• Motor - single-cylinder, two-stroke, carburetor.
• The volume of the cylinder is 148 cubic meters / cm.
• Power - 7 l. with.
• Cylinder diameter - 58 mm.
• Power - 7 l. with.
• Weight - 120 kg.
• The maximum speed is 80 km/h.

Repair support for scooters

More than thirty-five years have passed since production. Almost all scooters of both modifications - both Vyatka and Vyatka-Electron - have long gone into scrap metal. However, a certain number of cars are still in the hands of connoisseurs of antiquity and collectors. Rare copies need repairs, which means that spare parts are needed. The Vyatka-Electron motor scooter is better preserved than its predecessor, but it also needs to be restored. Spare parts can still be found at used equipment junkyards or even at stores selling repair kits for motorcycles and scooters.