The work to improve aerodynamics has also yielded results. Based on the experience of racing motorcycles, the sports sector designer P.N. Geisler developed and manufactured an original steel sheet casing, not connected to the front fork and steering wheel. A deep unsprung shield was installed on the front wheel, harmonizing in appearance with the semi fairing and better protecting the driver from water and dirt. The single weight has been improved.
For the development of a mechanical siren, first appeared on the M-100, V. Konovalov and sports engineer V. Sokolov received an author's certificate. The siren is worth telling about separately. Initially it was located at the rear wheel and was driven by a tread. However, the unit often failed because of the dirt, which can't get away. And even on the spot there was no audible alarm. In the new version, the siren was placed under the right cylinder - the sound excited the drive from the engine flywheel. The drive was actuated by a manual lever on the left side of the handlebar, below the clutch lever. Later on - with the pedal at the right footrest.
The handbrake for a motorcycle with a pram was placed in the front brake lever. Its retainer securely locked the 2-jaw brake mechanism.
The design of the indicator switch was also original. It had no space; the steering wheel had already gathered a lot of different levers, buttons and tumblers. Then the switch of the "turntables" was placed in the left handle of the steering wheel: the "flashing" signals were activated by its easy rotation. In the summer of 1965, 3 corrected samples were collected and sent for new tests to Serpukhov. Now the specified speed modes were submitted to the M-100. Although the bike has retained some shortcomings, it mainly met the tactical and technical requirements.
The tire headache remained. Model L-164, which proved itself on the herring and snowy virgin land, could not withstand the loads on the asphalt and was torn along the cord. The tread of the L-121 model worn out quickly - especially on the driving wheel. On the "single" rubber passed about 4 thousand km, and with a pram - from 800 to 1800 km. Experts believed that "wear and tear occurs because of the small area of grip of the tire with the road. With a powerful engine during acceleration, the driving wheel shuts down. Worn out on three cars 25 tires (by 15 thousand km!) further exacerbated the issue of rubber. It was decided together with Leningrad tyres - but it was not possible to achieve the result. And then the customer (at last!) understood: it is impossible to do without a universal tire. We need different variants of rubber - depending on the type of motorcycle, the condition of the road surface and the season.
The improvement of "iron" also continued. Both for single and wheelchair variants the gearbox ratios were changed. The rear pendulum was mounted on threaded bushings instead of tapered bearings, which were constantly loosened. In order to reduce wind noise in the driver's head area, the half fairing was made of GRP without changing its shape.
Three M-100 samples were again tested in Serpukhov. Only then did they dare to make the first batch - 12 motorcycles with a pram. They were assembled in December 67 and sent to the Moscow branches of the traffic police ORUD.
Expected orders for M-100 exceeded 1500 units per year. The plant without a workshop of small series, loaded with serial production, was not ready to produce such a number of new machines. In addition, the issue of tyres, especially for "single women", remained acute. Therefore, the MEPF was offered real possibilities of IMZ: a patrol motorcycle on the basis of M-63.
The M-63P prototypes showed good results for a production car. "Lonely" squeezed out 143 km/h, a motorcycle with a wheelchair -111, however, without wind shields. Motorcycles with additional police equipment turned out to be much cheaper than M-100: about 1200 rubles.
Apparently, the price was the last drop that overfilled the Patience Cup of the IEP: the decision was made in favor of the M-63P. And in 1969 (though, having received 10 more M-100 cars), the law enforcement agencies switched to "sixty-third" patrol cars. Nevertheless, Moscow traffic police officers who worked on 1040cc motorcycles preferred them to serial ones, despite their "children's diseases".
Alas, the wonderful car was not born in time. On the one hand, the plant was riveting "Narhoz carriages" in 3 shifts, but on the other hand, there was no base for small series. Even the omnipotent MEP (now the Ministry of Internal Affairs) couldn't get the money for a large batch of M-100 if they were interested in blood.
The result kills with its everyday life and hopelessness. Operating motorcycles were rolled up to full wear, thick reports were put on the shelves of the archives, and M-100 was forgotten. And few people knew about them. It's a pity... An outstanding motorcycle, the evolution of which would give rise to a literal "opposition". And they would probably find recognition in the army of "bikers".
Continued in the next part...
https://zen.yandex.ru/media/id/5d92c71fe6e8ef00b15bb4a2/moto-for-traffic-police-service-part-2-5d94b954c05c7100affa4189