I test rode a solo Ural 650 at Neval on Humberside in the summer of 1987 and bought one there and then. The first thing that struck me about the machine was that everything was so big and tough - the Soviets obviously compensated for the poor materials available by increasing the size. The frame, wheels, guards and switches are big and sturdy, a big improvement from the Japs I'd owned previously.
For a basic price of £895 I got a new 650cc bike with a tool and spares kit to shame any Jap machine costing five times that. Apart from all the usual spanners, a tyre pump, grease gun, tyre pressure gauge, tyre levers, spark plugs and even piston rings were included - to name a few of the bits.
Neval did offer some a extras at additional cost, like British electronic ignition, Amal carbs and a choice of either twin saddles or single seat unit. I opted for stock save for a chrome carrier. I have since realised why Amals are offered, because the original carbs are awful and spoil the whole bike. They leak petrol and are impossible to adjust accurately. They should be thrown at next door's dog at the first opportunity and replaced with Amal or Mikuni, which transform the characteristics of the motor and also make it easier to start and smoother.
When new, the engine was very tight and ran hot even at the recommended max speed of 40mph for the first 500 miles. Servicing is very important and regular oil changes at 1200 miles are a must to avoid engine problems. At 8000 miles I’ve had none, with oil consumption virtually nil. Some other Ural owners I have spoken with, say their bikes use a lot of oil, so my 650 must be a good one. As the miles were clocked up, the engine became smoother and ran cooler. It also starts first kick with Amals fitted.
The Ural sounds like a real motorbike and it’s nice to ride a bike that you can feel working and pulling without the vibration becoming either uncomfortable or unpleasant. Sure, at low revs the mirrors are useless, but smooth out as speeds increase. The stock legshields may look naff but they deflect all the crap from the front wheel away from the rider's legs and feet, which is especially useful in winter. Chromed crash bars are also stock and came into use when I drop the bike off its stand.
Speaking of chrome, the stuff is not of particularly good quality and the rear shocks had the stuff peeling off within a few months. The paint on the stands is also pretty poor, although the frame actually got a red oxide undercoat with a good thick gloss top coat. Japan take note.
The four speed gearbox is a bit tractor like, but with the rocker type change lever a stamp with a heel on the rear pointing bit is sufficient to change up. However, the engine has bags of torque and frantic cog swapping is not necessary. The shaft drive is a bonus on the maintenance side and needs no attention apart from oil changes and the occasional grease up.
The wheels and brakes are identical at each end and can be swapped over to make the most of the tyres (or with a sidecar fitted, a spare can be carried). The tyres are adequate for 36hp, are of a semi knobbly pattern and cost £15 new. In the wet they do slip and slide a bit, so British tyres will be fitted when they do eventually wear out. Recently, a left-hander left me sitting in the road, but there was more damage to the road than the bike. Ideal for hunting down Volvo drivers.
The electrics work and are 12 volts these ore a big improvement over earlier 6V efforts. The indicators flash at different speeds and have a mind of their own. The regulator/rectifier unit went through a period of refusing to charge the battery, thanks to a chafed wire under the petrol tank. The twin saddles are original and surprisingly better than more normal seats. They are mounted on adjustable rubber blocks which give a shock absorbing ride, especially as the suspension does a good imitation of riding a pushbike. The suspension is designed for use with a sidecar and only moves when hitting huge pot-holes.
Top s is quoted as 85mph with 50-60mph cruising which makes motorways boring. Winding A roads are better with the wide bars giving a very upright riding position. The Ural is the ideal winter hack and I use mine every day around the city. With minimal maintenance and regular oil changes, it has served well as a cheap, reliable form of transport that is different. The overall look of the bike is an acquired taste, but on traditional lines. Many people have approached me in the street and asked if it’s a '55 or '56 model. It’s a shock for them to then look at the registration plate.
It has been designed with owner maintenance in mind with no dealer only areas. Simplicity and ruggedness make for a practical bike, which is something the Japanese big four seem to getting further away from. The Ural won’t do 164mph or make young women pant with lust when you approach, but it is very usable and doesn’t cost the earth to buy and run. Provided you junk the original carbs and don’t want to tear around like a maniac then the Ural might be for you.
Whatever the criticisms, you should remember the purchase price is less than a new Jap 125 and the bike is a lot more practical for every day use in the real world. It’s built tough and will last for years with a little maintenance.
Greg Archer