2 0 0 4 urals b ik erev ie w
Transcription
2 0 0 4 urals b ik erev ie w
BIKE REVIEW Ural Ambassadors Albert and Ruth Menzi have put 200,000 miles on a 26' trailer, showing Urals throughout the US. “Crowds form wherever we go,” says Albert, especially when he “flies the chair” (lifting the sidecar off the ground — see page 47). “The bikes are 500 percent improved over the first models imported in ’94,” he claims. The bikes travel from Russia to Redmond, Washington, where sidecars and motorcycles are mated, testdriven, and shipped out to dealers. By George P. Blumberg n Photos by Bob Feather IT WAS A SCENE OUT OF 1941… EXCEPT THE flag was wrong. We were charging down an airstrip aboard what looked like 1939 BMWs. But a lot has happened since Josef Stalin gave the go-ahead to build imitation BMW R75s in the Soviet town of Irbit, east of the Ural Mountains. Stalin, World War II, the Soviet Flag, and even the Soviet Union have come and gone, while Ural motorcycles seem here to stay. Gary Kelsey of Irbit Motorworks of America had shipped us three models. The bikes were delivered by Albert and Ruth Menzi, a delightful Swiss couple who are experts in Ural care, feeding, and riding. First off the truck was the Gear-Up rig, a Russian military model that’s also used by NATO countries. It comes complete with a cammo paint job, searchlight, gas can, entrenching tool, machine gun mounting point, and driver-engaged driven sidecar wheel. Next up was the Troyka sidecar rig, the most luxurious Ural with its two-tone paint, chrome wire wheels, padded sidecar interior, and conventional drive. Finally, there was the solo Wolf model — which Ural refers to as a “chopper” — inspired by Moscow’s Russian Night Wolves biker club. With two million bikes on the roads worldwide, over 95 percent of Ural sales are sidecar rigs. That’s Ural’s niche: tough rigs at easy prices. Ilya Khait, CEO of Irbit Motorworks of America, says he divides models/buyers into two categories. The “family recreational” motorcycles are represented by the Troyka sidecar rig at $8,995, and the Tourist rig with leading links for only $8,195. Ural’s “sportutility” motorcycles include the $10,195 GearUp and the $9,695 Patrol, also with a driven sidecar wheel but lacking a searchlight and some amenities. The Wolf goes for only $5,375. 2004 URALS THE RUSSIANS ARE COMING It’s Elemental Looking at a Ural up close, every mechanical bit that makes it a motorcycle is visible. Nothing hides the carbs, in-line fuel filters, or automotive-style Nippondenso alternator. You can even watch the shaft drive coupling joint spin. But these are stout machines. “This is the highest quality steel anywhere,” boasts Albert, an ex-engineer and Swiss military motorcyclist. The company’s goal is to keep the bikes simple and strong, not slick or sophisticated. www.RoadBikeMag.com September 2004 RoadBike 45 To start the bikes, you pull out the choke knob on each of the two Keihin carbs. Then you turn the key on the headlight-mounted ignition switch, and thumb the starter. Or, if you’re feeling adventurous, you can use the kickstarter. Our low-mileage testers seemed a bit cold-blooded — according to Albert, they hadn’t yet been broken in and retuned. The motors are noisy but the exhausts are quiet, a combination that sounds like the two-stroke Jawas of the 1960s. All Urals use the same 745cc, overhead-valve, air-cooled, four-stroke flat twin engine with a manufacturer’s rating of 45 horses and 38 ft-lbs. of torque. This modest power, along with a square bore and stroke, 8.6:1 compression, four-speed transmission, 739-pound weight, and slick-as-a-brick aerodynamics, results in a top speed of 59 mph for the Gear-Up and 65 for the Troyka. The Wolf is the road rocket, weighing in at 551 pounds with a top speed of 81 miles per hour. But anyone who complains about a Ural being slow is missing the point. It’s not about speed; it’s about having fun, seeing the countryside, and being seen. Controls are standard fare with some additions. There’s a reverse gear on the sidecar models, engaged by a lever aft of the brake pedal. Just push it down with your heel, and disengage by pushing forward with your toe. The Wolf ’s reverse is locked out, since you’d probably kill yourself going backward on two wheels. Another lever on the Gear-Up engages the driveshaft to the sidecar’s driven wheel. The Wolf has forward controls, which are linked to the regular foot controls. There’s a lot of linkage there, but they work. The transmissions are clunky, and neutral can be hard to find. You soon learn to shift by pushing hard [Read: stomping — JP] into the next gear, and that’s just the way it is. Relax and tell yourself, “These machines will never break.” This is as elemental as it gets, and it’s fun. With its leading-link front end dedicated to rough terrain, steering on the Gear-Up is heavier than on the Troyka, which has telescopic forks. You don’t need to cinch down the Gear-Up’s steering damper much, because the driveshaft that runs from the bike’s tranny to the sidecar wheel, when engaged, mostly keeps the rig tracking straight ahead. Get moving over 40 mph, and the bikes start to weave a bit. You have to pay constant attention, but that’s also part of the fun. These machines require a firm hand and foot. Above all, remember that these are sidecars and therefore require special riding techniques. As the detailed owner’s manual delicately points out, “Left-hand and right-hand turns may be dangerous.” The manual also mentions the tendency for an unweighted sidecar to lift in too-fast turns. Road Test On my first ride, I headed toward the beach with the Gear-Up, coached by Albert in the sidecar. I started out with the sidecar wheel driveshaft engaged. On pavement, it was almost impossible to steer, because the wheels are equally driven. But when we headed into a large, muddy puddle, I could feel the driven sidecar wheel at work, and everything lightened up. I drove out of the mud, disengaged the driven wheel, and rode toward the Once Upon a Time lya Khait, CEO of Irbit Motorworks, filled us in on Ural’s origins. “There’s a legend that five 1939 BMWs were bought through Sweden, then taken apart and measured, and machine tools made. Another version says that the Germans gave Stalin the blueprints. But there’s no proof. Personally, I like the first version better. “At its peak in 1992, the Irbit factory had 10,000 workers and produced 132,000 motorcycles. They made everything from the steel to the rubber for the tires. The Ural was the utility vehicle for rural areas, and the majority of Urals were purchased by the Russian domestic market. But owing to political and economic refor ms, people were able to afford cars for the same money. In 1993, sales dropped drastically, and five years later they dropped 60 times. Ural restructured the factory to be more specialized, shutting down or selling off the shops that specialized in stamping, casting, and forging. “The company lost the domestic market completely, and by the end of the ’90s sales were 90 percent export.” Overall production had dropped to 2,000 units in 1998 and 850 in 2001. “The first Urals came to the US in the 1970s through Soviet export organizations. Serious importation was started in 1992-93 by an independent American importer. Then, after 10 years, the factory decided it wasn’t satisfied with an independent distributor. Today, the factory and importer/ distributor are the same. But over those 10 years, we learned a lot from the distributor and the market, about things from reliability issues to the paint and finish quality. Urals now have different, more reliable engines. We’ve introduced electronic ignition, electric start, an alternator, and Brembo front disc brakes, and the finish quality is much better. It’s a totally different motorcycle, though it looks almost the same.” Now the factory is on track to sell 400 units in the US in 2004, through about 50 dealers. Today Ural produces about 3,500 motorcycles, and sales are climbing. As Ilya says, “A Ural is not a time machine; it’s a new vehicle. We think 400 motorcycle sales this year in the US is just the beginning.” I n www.RoadBikeMag.com September 2004 RoadBike 47 It was cool the way the forward controls were linked. But it’s not a kick-ass bike, and not really a chopper.” Terry O’Brien, sales associate for RoadBike and AIM, agrees the Wolf is fun if you don’t expect big performance, and you don’t have to merge on the highway much. While folks may stare at the Wolf, it’s the sidecars that draw the crowds. Riding the Gear-Up, Joe K. got the right-on sign Ural Wolf/Troyka/Gear-Up sandy beach, where we quickly bogged down. I engaged the driven wheel again, eased on the throttle, slipped the clutch, and the rig clawed its way through the sand. We swapped the bikes around. Bad boy biker Joe Knezevic, American Iron Magazine’s associate editor, had fun zipping around on the solo Wolf. “It’s a throwback to when motorcycling was an adventure,” he says. “But there’s no great power. ’m used to the seamless competence of my ’97 Gold Wing, and everything on my ’02 Ural is different. Everything is honestly mechanical and feels like it looks — cast, hammered, and welded from Russian steel and aluminum. It leaks a little oil, and I have to tinker with it often. It helps to repeat, “It’s Russian,” while tinkering. But there’s the simple pleasure of riding an honest machine. There is no insulation between me and the mechanics of the bike, and no filtering of the road or environment. It reminds me of the bikes available 32 years ago when I started to ride. While my Wing drills the miles, the Ural lets me ride more often and in more circumstances. I use it for errands and carrying stuff like groceries. I can show off and fly the car in parking lots. The only thing I can’t do is run with the big dogs on the freeway. I’ve seen 75 mph with a tailwind and drafting a semi. — Alan Bond, Michigan I List Price: Engine: Valvetrain: Displacement: Bore/Stroke: Compression: Fuel System: MFR HP Rating: MFR Torque Rating: Transmission: Final Drive: Overall Length: Wheelbase: Rake/Trail: Seat Height: Fuel Capacity: Dry Weight: $5,375/$8,995/$10,195 Air-cooled flat twin OHV 745cc 78 x 78 mm 8.6:1 Twin Keihin L22AA carburetors 45 at 5600 rpm 38 ft-lbs. at 3750 rpm Four-speeds forward, plus reverse (except Wolf), plus 2WD Gear-Up Shaft 99.6" (Wolf)/101.6" (Troyka, Gear-Up) 58" N/A 30.9" (Wolf)/33" (Troyka, Gear-Up) 5 gallons 551 pounds (Wolf)/736 pounds (Troyka, Gear-Up) from kids, cops, and businessmen. I found the Troyka drew its share of crowds also, everyone gawking at the “antique” rig. Cars even slowed down on the highway to gape. Assistant editor Steve Lita just couldn’t get enough of the Gear-Up. “I’ve got it down,” he shouted to me at one point. “Just bang it into each gear. The front end comes up in first and second.” The bike made him smile. What did editor Jessica have to say while riding the Troyka? Not much; she was laughing too hard. The Ural warranty is two years parts and labor, with no mileage limit. There are currently about 50 US dealers, but these are simple bikes that owners can wrench on themselves. In fact, the owner’s manual encourages it. “An owner who is qualified and capable of doing his or her own service work is allowed to do so, without voiding the manufacturer’s warranty, provided that you sign the Service Coupon and date it after the work has been performed.” Ever seen that paragraph in a Honda manual? These bikes are in a class by themselves. They don’t have outstanding brakes or notable performance. But most Ural owners also have modern bikes as daily riders. They love the simple feel, straightforward technology, and ruggedness of the Urals, which they use for relaxed touring, family fun, or off-road camping. In an age of complex computer technology, where else can you get your hands dirty working on a piece of machinery that you understand? Personally, I think every motorcyclist’s garage should have a Ural. RB For more information, contact Irbit Motorworks of America, 15411 NE 95th Street, Dept. RB, Redmond, WA 98052, 425/702-8484, www.imz-ural.com. www.RoadBikeMag.com bought a new Ural with a sidecar in ’02. That was the first year for the 750cc engine, which is totally revised and improved, along with the transmission. Outside of the technical stuff (like an alternator failure of the old design unit, which has been replaced with a Nippondenso unit), this is an enjoyable motorcycle. I always get smiles and waves. Children, especially my nephew Sam, are mesmerized by it. The Ural always gets the Beemerphiles’ attention. Some love it, some don’t. Ride quality is a bit like an ATV. In Pennsylvania, the leader of the free world in potholes, the Russian hack gets a little bouncy. You need to take a break after an hour. But I never planned on any grand touring with my Ural; that’s what my ’05 Triumph Tiger is for. — Derek Rosenberg, Pennsylvania I bought my 2WD Ural Patrol in 2000 as a winter bike. I had heard they were old technology and needed lots of maintenance, but I broke it in carefully. I used it to commute to school, about 50 miles a day. It made snow days fun in up to 8". And not only could it reach 65-70 mph, if properly maintained it could run for hours at those speeds. Before long, my “winter bike” was my favorite year-round bike. I’ve ridden from Greensboro, North Carolina, to Daytona, Florida, (600 miles) for four consecutive years. I went on my first Iron Butt SaddleSore 1000 in April ’03. After completing over 910 miles in 18 hours, a lean fuel condition burned a hole in the right piston. But on March 25, 2004, my bike became the first Ural sidecar to complete an Iron Butt 1000 ride.” — Ed Paynter, North Carolina I September 2004 RoadBike 49