Motor scooter vyatka 150 specifications. Motor scooter "Vyatka"

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

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

History Vyatka VP 150

The Vyatka VP 150 motor 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 Vyatsko-Polyansky Machine-Building Plant worked on the production of the model, from which the scooter got its name. By the way, it should be said that the idea of \u200b\u200bmastering 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 present 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 motor 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 demand for it. But by the end of the 80s, the scooter was outdated and no longer needed by anyone, as newer and more interesting motorcycle models appeared.

If Vyatka VP 150 is a copy of the Italian Vespa motor scooter, then the question is inadvertently brewing, 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 its appearance. Seeing the photos of these two scooters, you can immediately understand where the Vespa is and where the Soviet scooter Vyatka is. So, let's talk about the subtle points that do not immediately catch the eye, however, they completely betray the kind of model.

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

Also, the designers have allocated a separate place for the ignition switch so that the key does not get in the way during the trip. In the Vespa moped, the ignition lock is located directly in the headlight itself, and in the Soviet version of the scooter it is placed 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 quite thick, which is why the scooter is somewhat heavier than its Italian friend, namely by 7 kg.

Specifications

And finally, you can't do without technical characteristics, 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, this power seems completely ridiculous, but in Soviet times, with a motorcycle weighing 108 kg, the scooter accelerated not so badly. More specifically, the maximum speed was 70 km / h, and up to 60 km / h, the speedometer needle rose in 13 seconds. Of course, it's not much, but at the time vehicle used for slightly different purposes.

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

Can I buy Vyatka today?

According to the manufacturer, the number of mopeds of this model produced during the production period was 290,467 units. At first glance, this is quite a lot, but today it is quite difficult to find a Vyatka VP 150 motor scooter in good condition. The easiest way is to search on free message boards, where you will have to look for ads for sale not only in your city, but throughout Russia.

In the 60s, scooters were quite popular all over the world. This fashion did not pass by 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 Gogos, and the Vyatka-Polyanskiy Machine-Building Plant "Molot", which launched the production of lighter Vyatka scooters, licked off Italian Vespa.

The first motor scooter "Vyatka" was born in 1957. It was a big-bellied VP-150 model, almost an exact copy of the Italian motor scooter. By 1965, the need arose to replace it and the designers of the VPMZM developed an upgraded model of the VP-150M practically 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 part of the body remained, but this can be understood only by removing the headlight and the 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, Vyatka VP-150M is distinguished by the very approach to the design of the stiffening frame structure. If the "pot-bellied" "Vyatka" body was all-welded from stamped elements, then the new model made only the front part according to this principle, and the rear part was welded from pipes. This increased the overall rigidity of the structure and reduced its weight.

It was decided to abandon the swiveling front wing - it turned out more reliably.

The headlight was now also attached rigidly to the body lining, although this clearly had a negative impact on the ride comfort at night. Probably, this decision was approved for the sake of designers, subject to foreign trends.

The speedometer and central switch, integrated with the ignition switch, are surface mounted over the glove compartment. But before, both were located on the steering wheel.

The glove compartment is large enough and can be locked with a key.

The most original detail in 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 after a slight fall from the scooter. Therefore, it was decided to abandon them on the modernized Vyatka "Electron" model. By the way, it was the VP-150M that became the first domestic scooter equipped with direction indicators. By the way, it was a significant event for the USSR.

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

The front brake lever was on the steering wheel, and the rear brake was operated by a foot pedal, which was connected to the brakes by means of two metal rods. This is also an unusual phenomenon for Soviet scooters, because the rest had a cable drive: rather inconvenient and unreliable.

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

The entire engine cover is now removable, providing perfect access to all mechanical parts. It was only necessary to recline the seat, turn off the gas supply valve to the carburetor, remove the gas tank hose and unscrew the two lambs. By the way, the tank had a special handle for carrying it.

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

The engine of the motor scooter VP-150M got practically unchanged from the "Puzata" Vyatka. This is a 1-cylinder two-stroke power unit air cooled, running 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 gearbox output shaft 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 very similar outwardly scooter, but with a 7 hp engine. and electronic ignition... Now everyone prefers Chinese or Japanese scooters with variators, and Soviet scooters are practically not visible on the roads. But this technique has its own historical value, and it is no less pleasant to drive than classic cars. Think about this when you choose your two-wheeled friend.

The video of Vyatka's test drive, a bit obscure in terms of information accuracy, but it's good at least there is one:

This is the first oller motor in the Russian motorcycle industry, created in the 50sengineers of Vyatsko-Polyansk mechanical engineeringwow plant a scooter-basedVespa developed in Italy. The scooter won the love of an ordinary Soviet consumer for its availability and good specificationswhich fully met the needs of the majority.

Emergence

The economy of the USSR was gradually recovering after the war, and by the mid-50s, the leadership faced the question of providing the market with convenient and affordable vehicles.Order about the development of scooters fromMinistry of Defense of the USSR came out in 1956 ... A small amount of time was allocated to the creation of the vehicle - only six months - after which the scooter had to go into mass production. That is why the designers decided to take the motor scooter released in 1955 in Italy as a basis.Vespa 150 GS ... Already in the fall of 1956 wasand the first samples are ready, and next year productionVP -150 "Vyatka" has been fully established.

Features of the model

Italian original -Vespa 150GS from Piaggio - was meant as a light urban vehicle intended for travel on the flat roads of Europe. In the USSR, Vyatka VP-150 was used by the population as a full-fledged vehicle.

Residents of rural areas noted that when driving slowly on uneven, bumpy roads, the scooter's engine does not overheat. itwas made possible by using in its design forced fan cooling of the engine. It was also noted that Vyatto and VP-150 does not make much noise: mthe maximum is 80 decibels.

The design used a carburetor with one jet.Fuel is fed by gravity from 12 liter a fuel tank under the seat with a flexible rubber hose; u magnify him filing can be done withi rotate the right handlebar, and completely shut off - using the tap at the bottom of the tank. Gasoline could also be used for VP-150 brand A-66. Fuel consumption per 100 km was 3.1 liters at a speed of about 50 km / h.

The VP-150 "Vyatka" scooter could accelerate to a good speed for that time - 70 km / h, but the dynamics left much to be desired: up to 60 km / h Vyatka accelerated in 13 seconds... But moving away the place was soft and smooth.

The gearbox used a three-speed, whileVesp's had 4 steps. Meanwhile, the body of the domestic model was made of thicker metal sheets, due to which it was heavierseveral kilogramsand longer a few centimeterstrov than its foreign prototype. M the scooter was designed for a maximum of two people.

The low position of the heaviest structural elements made the scooter very stable and maneuverable. It should be noted that the Vyatka's engine was slightly offset from the center, but this did not affect its balance in any way.

There were also purely cosmetic differences:

• The ignition switch is located on the steering wheel, onVespe it was installed on the headlight housing;
• Round speedometer, whereas in the "original" it was oval;
• Nameplate with an inscription, located on the shield;

• Since 1960, a small red flag has been placed on the fender of the model's front wheel with theand it is a star;
• There were special hooks on which you could hang a helmet or bag.

Specifications

K olesnaya base of a motor scooter - 1 20 cm, and the ground clearance is only 15 cm. The length of the model is 185 cm with a width of 80 cm and a height of 115 cm. Vehicle weight is 120 kg.

D the vigatel is single-cylinder (57 mm in diameter), two-stroke, air-cooled. Working volume - 148cc. Power 5.5 hp by 4.1vKt at 4800 rpmah a minute.

The "Vyatka" clutch is multi-disc, "wet". Ratio - 3,04 in forward gear, back - 1.0 , Checkpoint - 4.83-2.89-1.80. Front and rear wheel suspension springth type, with hydraulic shock absorber.

Impact on motor vehicles

The appearance of Vyatka VP-150 had an impact on the domesticmotorcycle industry ... On the basis of the scooter, new transport models were developed, more advanced than their prototype. So, at the thematic exhibition of the Polytechnic Museum in Moscow in 1959 a three-wheeledmodel "Vyatka" in three variations for various purposes:

• MG-150F had a van body in the design;
• MG-150 was equipped with a platform for moving goods;

• MG-150S had a dump body.

New models were slow (speed maximum - 35 km / h), but their carrying capacity reached 250 kg.

Also on the basis of "Vyatka" was built a variant for passenger traffic. The three-wheeled motorcycle taxi VP-150T differed from the cargo variants by the front location of twosteered wheels. This transport did not receive much popularity - about five dozen of them were built in total.

By 1962, more than 100 thousand scooters were produced.... At the end of popularity of this line of scooters, at the end of 1965, another modification was presented to the world - VP-150M - later getlice the name "Electron". During 1966 it was produced simultaneously with the original model,then their production was stopped... The reason for the departure of VP-150 became the opportunity for the population to acquire familiar cars, and the rapidly growing popularity among the youth of the Czechoslovakian "Java" in the late 60s.

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

Motor scooter "Vyatka" VP-150

Motor scooter "Electron"

Pot-bellied "Vyatka"

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!" - exclaims a motorcycle expert, - "what a uniqueness here: an exact copy of the Italian Vespa!" It's hard to argue. But, perhaps, reasons can be found, and of course we will try to take advantage of this. So to speak, see below. On the whole, the fate of "Vyatka" - a copy of "the best scooter of all times and peoples", which is considered the Vespa GS150 - in the Soviet Union is very peculiar. In Italy, and all over the world, there are numerous associations of Vespa lovers who cherish their two-wheeled cars; in Russia, Vyatki was not considered a transport for many years. At the beginning of the 80s of the last century, interest in them dropped significantly. "Vyatki", like unnecessary trash, were thrown into trash heaps, engines and wheels were used to build motor plows and carts: Few citizens kept scooters carefully mentality of the Soviet man? ..), and now, despite the fact that more than one hundred thousand Vyatok VP-150 have been produced, it is very problematic to find a scooter in good condition. For connoisseurs of retro, this vehicle often causes a sense of pride: they knew how to build ours no worse than foreigners! Let it be a copy, let us not be the first, but what is it! Beauty! 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 is what happened in the mid-50s of the last century in our country, when the issue of mastering the production of motor scooters was ripe. In December 1955, the related problems were discussed at a special meeting of the USSR Government. On June 19, 1956, the Council of Ministers adopted a corresponding decree No. 825, and on July 7 of the same year, an order was issued that determined specific executors. The task was to implement the ideas of the Vyatsko-Polyanskiy machine-building plant (VPMZ, Vyatskie Polyany, Kirov region; now JSC "Molot"). Specialists from the Central Experimental and Design Bureau (TSEKB) of motorcycle construction from the city of Serpukhov, Moscow Region (later, the All-Union Research, Design and Technological Institute of Motorcycles and Small Displacement Engines) were supposed to help the Vyatka designers. internal combustion or VNIImotoprom ", and now it is quite short and almost clear - OJSC" Motoprom "). Speaking about 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 options as a basis and make a “prefab hodgepodge.” However, what seems to be not always the best solution. In reality, measurements were simply taken from the Vespa GS150, drawings were made for the finished motor scooter. There were practically no frills: while the process of familiarization with the new technology was still going on. The immediate plans of the "motor scooters" at that time were as follows: by the end of 1956, to make ten prototypes, and in 1957 to begin mass serial production. Development was entrusted to the UCHB, and the group of this direction was headed by A. Volkov. The group of designers on the "Molot" was led by LA Komzilov, and a number of factory workers under the supervision of SA Krivoshey were engaged in the creation of prototypes. In the fall of 1956, three trial scooters were ready, and the director of the VPMZ Fedor Ivanovich Treshchev demonstrated the achievements of the wards to the representatives of the media.

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 plunged into the topic of motorcycle construction: some parts were produced for the products of the Izhevsk plant - handlebars, 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 made promptly, but the mass production was delayed, and the reason for this was the delays of allied factories, which also, "from above", received an order to do this and that. "VPMZ equipped conveyors for the assembly of scooters and units for them, prepared technological lines for the manufacture of cylinders, crankcases, and other parts, made 1000 stamps and more than 2000 devices - 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 factories let us down, because they were "imposed" on new products. Some enterprises were negligent in this business and disrupted the supply of components, without which you cannot make a motor scooter. "However, the main function of the administrative machine is to direct and direct. Levers to rectify the situation, of course, were found. By the end of 1957, things got off the ground. By the end of the year, they managed to produce 1668 Vyatok. The dependence on other plants participating in the cooperation remained in many respects. For example, up to 1961, the Dnipropetrovsk Yuzhmashzavod supplied large stamped parts for the carrier body. In March 1962, the one hundred thousandth 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 - this is not so. For example, here is a copy that fell into my hands. Its owner says: “I bought a Vyatka in 1962 in Orsha. I drove it straight to Mogilev. I drove it without a single serious breakdown (I carried out regular maintenance exactly as the instructions indicate) until 1970. And I went fishing , and into the forest for mushrooms and berries. And then suddenly the spark disappeared. Apparently, something happened to the kickstarter, but I didn't deal with the problem, the good was the car. " The entire 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 engine. But, it seems, he coped with this not in the best way, after which he simply left the venture. Since then, the car has stood for over thirty years behind a stack of firewood. Repairs after improper assembly (without gaskets between the crankcase and the cylinder, incorrect tightening of nuts, and so on) required one more ... But a special case is a special one. Here it is worth paying tribute to the owner, who always (before the breakdown) monitored the scooter, carried out maintenance in a timely manner. Several years without a single "headache" are the exception rather than the rule. In general, the scooter suited me in many ways. “I once had a Vyatka, a friend from the countryside told me. I used to go to a disco when I was young. I’ll put on a scooter, but I’m clean, tidy. And the guys will come in their Urals and Izhakh - trousers in By the way, the appearance of a motor scooter allowed women who wore dresses to join the number of vehicle owners. You know, it's uncomfortable to ride on a motorcycle. It is interesting that Vyatka was a very good vehicle in terms of ride comfort. It was embarrassing and embarrassing, though , the fact that at high speeds the scooter "walks" under the rider, and it seems that it has little control. 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 standards (about 80 dB), which is also convenient and pleasant.

We will not stand behind the price

Let's go back to history. The cost of "Vyatka" in the 60s was 320 rubles. Let's compare, for example, with the cost of the car "Zaporozhets" ZAZ-965A. The cheapest car in the country would cost the buyer 1800 "wooden" cars. 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 motor scooters. Occasionally one could only find a cargo "Ant" with a body. But then modern scooters appeared on sale (what was always called them, and in the Soviet Union was named "motor scooter") of foreign production, and immediately became an attractive means of transportation. A kind of standard of freedom, especially for young people. Remember the saying "What is between your legs does not count as transport"?

Distinctive features

It will seem to someone that the domestic scooter is a complete copy of the Italian. What makes them both stand out is the "plump sides", for which Vespa got 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 "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. First, the inscription on the nameplate attached to the "muzzle" of the scooter. Secondly, a red flag with a five-pointed star was placed on the fender of the front wheel of the Soviet "Vyatka" (since 1960), while the Italian Vespa carried its own, similar in shape, decorative element. Thirdly, the size of the "head" of the steering wheel and the landing size of the headlight in 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 "container" on the steering wheel, and for the "Italian" the lock was hidden in the headlight housing.

That seems to be all. Oh, yes, I almost forgot: at Vyatka its designers carefully screwed on a hook on which a string bag could be hung: It was attached either to the inside of the windscreen or under the seat base above the hatch that opened access to the air filter and the gas 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 lining metal was thicker, respectively, and the weight varied - 118 kg versus 111. Another difference is that Vyatka has only three gears, while Vespa's GS version had them all four. Hmmm, if the "Vyatka" were four-speed, then, probably, the running characteristics would be even more interesting. Engine parts are nearly identical in some dimensions. It is this “almost” that can probably stop a person who would be thinking of replacing the Vyatka parts with Vespa 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): Vyatskikh Polyany began designing his own car, it was called the B-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 VP-150 car was removed from production ". It is interesting that even numerous friends, bikers, can hardly understand what the "pot-bellied" "Vyatka" is. But there were so many of them released on the country! About twenty years ago, young people diligently "lit" on "Vyatki" in garage societies and vacant lots, finally finishing off shabby scooters. In conclusion, a few words. I do not know if I managed to convince the reader that Vyatka is a special motor scooter, but I myself believe in it.

Pavel DOLGACHEV (September 2006)

A certified freak? ..

"Ridiculous freaks" - so called the respected author of one of the articles devoted to "Vyatka" VP-150, its "descendants" - the model B-150M and "Electron". Not every one of us dares to appear in the role of a connoisseur of auto and motorcycle design, but, probably, a sophisticated specialist had reasons to think so. However, I am sure there will be many supporters of the opposite point of view. I will not hide: among the "opponents" of the "Vyatka" design of the "post-Vesp" era, you can find me too. In general, I would not express myself so categorically.

As for the technical characteristics of "Vyatok" V-150M and "Electron", then one can argue here. Many believe that they have become worse. But let's figure it out. Let's start with the B-150M.

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

Body

It was decided to abandon the appearance of the "clone" of the Italian Vespa. The reason, obviously, lies in the fact that the frequent "borrowing" of the Soviet Union in the field of auto and motor vehicles set the teeth on edge. I had to come up with something of my own, original. Hearing reproaches like "And, again" copied "from the West!" Agree, it's not very pleasant. What turned out appearance "Vyatki" V-150M - good or bad - judge for yourself.

From the VP-150 only a "reminder" was the stamping of the front part of the body. But this can be seen only by removing the head light cover and the front fender. The rest of the body was completely different - primarily in design. If the "pregnant" "Vyatka" had it all-welded from stamped elements, then the model B-150M had a composite one. One part - the front - remained welded from stamped elements, the second - welded from pipes. For a retro technology lover who has ever faced the problems of transporting scooters "not on the move", this is quite an interesting moment: if the "emka" can be "halved" and transported in the cabin passenger car, then the bare hull (undercarriage) "pot-bellied" will not fit into every spacious car. I had the occasion to transport both those and others in the cabin of the "hunchback" "Zaporozhets". "Pot-bellied" barely got into the not very spacious interior of a small car with a dismantled front passenger seat and sofa. To do this, you have to remove the rear suspension of the scooter together with the motor, and also remove the front fork. The B-150M and "Electrons" can be disassembled "in half" and so driven, removing only the front wheel.

Returning to the subject of the B-150M model. It was decided to abandon the wing rotated together with the front wheel. A small loss: this did not affect the running characteristics in any way, but the wing was much stronger on the new motor scooter. The "pregnant" "Vyatka", recall, it was screwed to the front fork with several screws. Shaking could possibly cause the screw holes to break. I have never met those dangling on fenders, but I think the move of Soviet designers had one of the goals of fastening all parts of the body.

The engine cover (hood) became collapsible, and was removed entirely. By lifting it, it was easy to get to the engine, carburetor, air filter. The fuel tank became easily removable (for VP-150 of early releases, in order to remove it, it was necessary to unscrew the trunk fastening nuts). Having closed the gas 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 easily carried. The seat, which in the first Vyatka model was unlocked by pressing the latch button, was now locked.

And, what is very important, the designers tried to improve the shape of the engine casing for a reason. If the "pot-bellied" passenger, sitting behind the driver, had to spread his knees wide because of the large side covers, then for those who were rolled on the B-150M, such problems did not arise. And the width was acceptable, and comfortable footrests appeared (by the way, with rubber "mats").

Management, control devices, light

It is unclear why the designers decided to fix the head light on the body cladding. Many people think that a steering wheel with a headlight on it was much more convenient. What is it - a craving for design unity? All other Soviet scooters were made with headlights rigidly fixed on the front end: 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 pens - those who have to work with the V-150M or "Electron" will immediately figure it out. Let's just say that making them at the plant has become easier. How, probably, to maintain and repair.

The V-150M rudder housing has two vertical recesses. They are designed to fit brackets (if drilled through) into them, on which you could mount rear-view mirrors. Yes, and one more thing: the steering wheel "does not look" without a cover covering it. And she, in turn, hides the control cables. Quite elegant.

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

Special mention should be made of the rear brake drive. It was activated by pressing the pedal, not with cables, but with two rigid metal rods. Which favorably affected the "scooter-driver" communication. And it was much more reliable - this time. And two - easier in case of need to search for spare parts. For self-production of such rods you need "nothing at all" - strong thick wire and cotter pins. And "three" - it became more convenient to regulate 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 became enough to turn the adjusting nut located at the end of the brake rod by the required number of turns.

Chassis

I must say that people who adore the Vespa brand can really be proud of this Italian technique, just as you can love the first Vyatka. However, Russian roads are 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 VP-150 Vyatka did not fully match them. Why? Very simple. Excellent on smooth asphalt roads, she could hardly take rural potholes and mud. The B-150M was distinguished by a number of features. First, the engine was offset to the center of the scooter relative to the 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 case was designed to protect this unit from dust and dirt. By the way, the crankcases of the engines themselves were produced for some time afterwards with two transverse recesses for the bolts, which made it possible to mount it on the VP-150.

The appearance of the chain in the design entailed 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 slightly to the right, and if, with normal silent blocks and properly tightened fasteners, the rider easily controlled this imbalance, then the "loose" motor was noticeably felt on the bumps. That, you see, is also an argument for making a decision to make changes.

Let's go further. How many shock absorbers does VP-150 have? That's right - one at the front and one at the back. A push-type lever fork with two large shock absorbers appeared in Vyatka V-150M. The springs, in turn, were placed less rigid, which provided greater comfort when driving over bumps. An enlarged shock absorber was also installed on the rear suspension. The wheel disks 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 this implementation 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. Except that we will answer two important points. First, another carburetor, K-36R, was installed on the B-150M. Second, a new air filter has appeared. It was larger, of a different shape and of a different type. Thanks to this, the power of the motor has increased slightly.

Pavel DOLGACHEV (January, 2007)

The Adventures of "Electron"

"Let's light it up!"

At the end of 1974, the production of the next modification - "Vyatka-3" "Electron" was launched. There are few differences between it and the B-150M. It is generally accepted that "Electron" is "unique" only with an electronic ignition system, first used in domestic automobile and motorcycle manufacturing. This point is the most important, but far from the only one. A thyristor ignition system, of course, is great. Together with the new shape of the piston bottom (it became exactly convex, the triangular “ridge” protrusion disappeared) and the increase in the compression ratio to 8, it added power to the 150 cc engine. Now the engine power of the "Vyatka" scooter was 7 horsepower (I have come across 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 dispersed according to the passport to a maximum of 80 km / h. True, some motor scooters have heard that "Electron" is capable of accelerating to a hundred.

"Find nine differences"

It is very difficult for a person who has not encountered Vyatki to distinguish the B-150M and Electron models from each other. It seems to many that they are "the same person." In order to clearly distinguish between these models, I offer a description of the main differences. In fact, we have come across "mutants" that combined elements of both models, but these are not exactly factory models:

a) Front wing

b) Turn signals

c) Steering wheel and reflectors

d) Headlamp cover

e) Sitting

In the V-150M, the seat was reclined to the side, while in the Electron it was forward, as it once was on the “pregnant” Vyatka. At the "emka" the seat, reclining, was held only by the 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 road, for example.

f) Glove compartment

g) "Foot stands"

h) "Remote control"

Together with "Vyatki" V-150M, the attempt to introduce "remote control" of the air damper and carburetor float has sunk into oblivion. Of course, there is no talk of radio control. Just remember that on the very first "Vyatka" model VP-150, in order to turn the air damper and drown the float, it was necessary to open the door in the engine casing and climb up to the carburetor and air filter by hand. 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 on "Electron" they abandoned these, albeit simple devices.

i) Engine casing (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 you look closely, you will notice something interesting. First, 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 shape of the door. On the Electron there was no longer a side door, and the air outlet holes were changed. There are still five of them, however, they are additionally reinforced with vertical (or almost vertical, to be precise) partitions. In addition, there is one more additional hole in the Electron casing - a round one. Now, to access the gas crane, it was necessary to use a special tool.

And, perhaps, we should not forget that the seat on the B-150M was reclined to the side, respectively, had fastenings on the side. So replacing the casing from the Electron scooter with the casing with the V-150M required either replacing it entirely (with the seat), or fiddling with fitting the mountings.

That, in fact, is all. The history of "Vyatka" ended in 1979. Officially, the reason for the rejection of the production of scooters is as follows: the demand for scooters fell sharply (in the "Great Soviet Encyclopedia" it is written that the production of scooters in the world stopped altogether in 1972!) ... Indeed, in the 70s of the last century, interest in scooters suddenly died out. But not lost! Piaggio-Vespa and many other companies also continued to produce two-wheeled vehicles of this kind. And the second boom in motor scooters came with the entry of Japanese scooter manufacturers into the world arena.

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 remember that motor scooters were in stores and no one was in a hurry to take them. 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 dedicated to VPMZ products, you can find information that at the turn of the 50s and 60s another model was developed - VP-175. The same information can be found in the 1965 Motorcycles, Scooters, Mopeds and Motorbikes Reference Book. Moreover, in disbelief, you can find the following words: "In 1964, the production of road scooters T-250 and VP-175 began. These machines represent a further development of the designs of the T-200 and VP-150 scooters." Why is this unknown to us? Have scooters been released that were different from their predecessors? Let's try to figure out what's the matter.

It is interesting that an article in the "Encyclopedia of Motorcycles" says that the VP-175 (or B-175) - more powerful than the first model of "Vyatka" - did not go into mass production. Its place was taken by a "completely different" (cit.) Scooter - V-150M, where the engine power of the same volume was increased by increasing the compression ratio. One gets the impression that the VP-175 was the former "Vyatka" with a larger engine and nothing more.

Perhaps the veterans of the VPMZ production could shed light on the events of those years. However, we have at our disposal some data, but all the same. Let's refer to the "Reference book 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 rear saddle both in the city and on country roads. Its fundamental difference from the VP-150 scooter is the use of a more advanced, more reliable and more durable single-cylinder engine with a crank-connecting rod blowing and forced air cooling with a capacity of 7 hp The increase in engine power was achieved by bringing the working volume of the cylinder to 175 cc and increasing the compression ratio to 6.6 ".

Also in the "Reference Book" it is indicated that the K-28 carburetor is installed on the engine, and the tank has "grown thin" to a volume of 9 liters. Most importantly, major changes have been made to the chassis. But what exactly was done is not specified. In the summary table of data on scooters, it is indicated that in terms of its dimensions it practically did not differ from the predecessor model. Is that the ground clearance has decreased by 10 mm, and the weight has 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 "Za Rulem" for 1964, information was published from the next competition between motorcycle manufacturers of the Soviet Union (then the enterprises were obliged to put their latest products for comparative tests). The note stated that the Vyatsko-Polyansky Machine-Building Plant had exhibited two scooters of the B-175 model, "having 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 Bore - 61.75 mm, piston stroke - 58 mm Dry air cleaner, also with paper filter element Axial fan driven by a V-belt draws air from the side Carburetor - K-36. The dry weight of the machine is 107 kg. " Those competitions were very unsuccessful for VPMZ - all motor 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 Vyatsko-Polyansky Plant clearly experimented with engines. Of course, a more powerful power unit for Vyatka would not have 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 engine hood of the scooter 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 B-150M. The quite successful design of the steering wheel-headlight has become a thing of the past: from now on, the optical element is fixed rigidly on the front shield of the car. A glove compartment appeared on the inside of the dashboard. But, interestingly, the scooter does not yet have a chain drive from the engine to the rear wheel (while the previous concept is retained). And yet - the authors of the article and the book argued that to improve ride comfort "serious changes have been made to the scooter design." What is hidden underneath 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 B-150M. Most likely, the prototype in the photo retained the design of the chassis as that of its predecessor.

That, in principle, is all about the Vyatka B-175 scooter, which for some reason did not wait for mass 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 \u200b\u200bthe train of thought of the Vyatka-Polyanskiy designers.

Motor scooter "Vyatka 150-VP" - Soviet transport, developed in 1957 and produced by the Vyatka-Polyanskiy machine-building plant. The prototype is the Italian motor scooter "Vespa 150GS" of 1955 release. At that time, the license agreement was optional, and the Vyatka scooter was simply copied from Vespa by agreement of the parties. However, the Soviet manufacturer had to refer to the Italian counterpart in the production process.

Motor scooter "Vyatka": characteristics

• The ground clearance is 150 mm.
• The wheelbase is 1200 mm.
• Height - 1150 mm.
• Length - 1850 mm.
• Width - 800 mm.
• Front suspension - short-link, spring with hydraulic shock absorber.
• The rear suspension is a lever fork with a hydraulic shock absorber.
• Dry weight - 108 kg.
• Speed \u200b\u200b- 70 km / h.
• The capacity of the gas tank is 12 liters.

Power point

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

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

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

The "Vyatka" scooter carburetor is a diffuser with one jet of limited range of action. The damper was set in motion with a cable from the right rotating handle of the steering wheel. Fuel to the carburetor was fed by gravity from a 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 opening is sufficient for unobstructed fuel supply. The flow of fuel could be shut off by turning the tap handle. The carburetor was equipped with a special rod on the float chamber cover, designed to float the float before starting the engine in cold weather. When the rod was pressed, a free flow of gasoline was opened, the mixture was enriched, and the engine was started.

The undercarriage structure is a welded frame combined with a monocoque 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 those who love not fast driving. The two-seater seat easily accommodated both the driver and the passenger. At the back of the seat there was a small trunk bracket on which a bag with things or any small load could be placed. Below the trunk, a brake light cover was mounted, and even lower - a bracket with a license plate. And this whole "ensemble" was completed with 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 effective cooling. In addition, the motor niche was tightly closed with casings on both sides. On the left side there is a round-shaped stationary trunk, and on the right side there is a removable casing that covers all the engine mechanisms. In this cap, longitudinal grooves were cut to provide access to air masses, but they were not enough. Many scooter drivers removed the right cover 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 washed-out ground, where an ordinary motorcycle easily passed a difficult section, "Vyatka" got stuck. The rest of the car did not cause any complaints. The engine ran quietly, shifting gears and pulling off smoothly.

Three-wheel modifications

In the fall of 1959, at the Motor Scooters and Motorcycles exhibition held at the Moscow Polytechnic Museum, various three-wheeled versions of Vyatka were presented. The engine on all models was located in the middle, the rotation was transmitted to the rear wheels through a 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 versions were produced: the MG-150F model with a closed body, the MG-150 model with an open platform and the MG-150S model with a dump body. All modifications had a carrying capacity of 250 kilograms. The travel speed did not exceed 35 km / h.

"Vyatka" as a service transport

At the request of VDNKh, the plant developed a model of VP-150T motorcycle taxi, where the two driving wheels were located in front and were steerable. In addition to the driver, who was in the back, there were two people in the front seat. The miniature vehicle aroused keen 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 small queue. The fare was symbolic. The mototaxi was especially delightful for the children, who asked their parents to ride again and again. Yes, in fact, mom and dad were also not averse to taking such an unusual transport.

The mototaxi was produced in the amount of 50 copies.

"Vyatka-Electron"

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

Serial production of the new model began in 1967, and the obsolete Vyatka 150 scooter was discontinued in the same year. The new model immediately gained popularity among young people. Owning a beautiful, shiny car was considered prestigious. The economical scooter engine ran 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 the fuel consumption remained the same - 3.1 liters per 100 kilometers. The design of the case has changed. But the main and most effective result of the restyling of the scooter was the installation of electronic contactless ignition. In the USSR, this was the first use of a promising device. However, every new product has its positive and negative sides. In the event of an electronics failure, the owner of the scooter could not figure out the problem on his own and had to look for special services or a private specialist to troubleshoot. Thus, the perceived advantage was often met with criticism. But on the whole, 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 supplies. The drop in demand is due to the fact that the population has an opportunity to purchase cars on a larger scale. Many people preferred to buy domestic motorcycles, moreover, at the end of the 60s, supplies of the Czechoslovakian "Java" began to the USSR, which made a splash among young people.

As a result of all these changes, the Vyatka-Polyansky plant in August 1979 stopped 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"

• The wheelbase is 1300 mm.
• The engine is single-cylinder, two-stroke, carburetor.
• The volume of the cylinder is 148 cc / cm.
• Power - 7 HP from.
• The cylinder diameter is 58 mm.
• Power - 7 HP from.
• 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 been scrapped. However, a certain number of cars are still in the hands of connoisseurs of antiquity and collectors. Rare copies need repair, which means they need spare parts. The "Vyatka-Electron" scooter has survived better than its predecessor, but it also needs restoration. Spare parts can still be found at used equipment dumps or even in shops selling repair kits for motorcycles and scooters.