The engine is the main and most expensive unit; its reliability largely determines whether the maintenance of the car will be costly. This is especially true for buyers of used cars. If only because, usually, motors begin to require attention after the warranty period has expired - more often from second or third owners. It is to them that our rating is primarily addressed, prepared jointly with the Moscow company INOMOTOR, which has been engaged in professional engine repair for about twenty years.
We have planned several comparative materials in which we will consider engines of different sizes. Let's start with atmospheric two-liter gasoline engines. Since a good overhaul is not a cheap pleasure, they almost never bring units of smaller cubic capacity to minders: their restoration will cost more than the so-called contract engine with mileage, brought from abroad. Therefore, statistics on such motors are too scarce for comparative analysis.
The ranking includes well-studied and popular engines that debuted 10-15 years ago. Around this time, there was a significant drop in quality - the resource of motors and their reliability decreased significantly. For the most part, these units were installed on cars of the penultimate generation, many of which became bestsellers on secondary market. They put on solid runs, giving enough material to think about reliability.
The main criterion for the distribution of seats is the total resource of the engines. In addition, we evaluate the reliability of their individual systems and elements, as well as the quality of parts manufacturing. We considered repair technologies in detail in the material “Second Life” (ЗР, 2015, No. 1). Almost all elements of motors can be restored - the only question is economic feasibility. The approaches to the repair of engines presented in the review are identical, the difference is only in the number of parts that require treatment. Therefore, as an additional comparison criterion, we consider the cost and availability of spare parts.
In general, atmospheric gasoline engines with a volume of 2.0 liters are a fairly resourceful and not the most problematic group; many engines of the same families, but with a larger volume, for example 2.3–2.5 liters, are much more capricious. This is true for the "winners" of our rating.
8th place: BMW
BMW engines of the N43, N45 and N46 series belong to the same family, although they have structural differences. Their main carriers are the 318i, 320i (E90) and 520i (E60) models - representatives of the penultimate generations of BMW of the third and fifth series.
The average resource of engines in terms of wear of the cylinder-piston group is estimated below 150,000 km - the quality of the parts is not outstanding. Engines are technically complex for their time - perhaps even too much. They have many systems and components that begin to act up even before the onset of natural wear of cylinders and piston rings.
Motors are structurally prone to oil consumption, and some malfunctions exacerbate the situation. Due to the failure of the rubber diaphragm of the crankcase ventilation valve, oil begins to enter the intake pipeline - the car smokes like a steam locomotive. By 100,000 km of run, due to wear of the guide bushings, increased backlash of the valves of the timing system occurs, as a result, oil through valve stem seals goes straight into the combustion chamber. In addition, incomplete closing of the valves leads to misfiring and interruptions during a cold start of the engine in winter.
Up to 150,000 km, the timing chain and variable valve timing clutches usually do not survive. Due to uneven elongation, the chain begins to make noise, even a break is possible, and then the meeting of the pistons with the valves is inevitable. But more often it only jumps a few teeth without catastrophic consequences. In addition to mechanical wear of the phase change clutches, by about 100,000 km of run, oil deposits clog the solenoid that controls them - the motor goes into emergency mode.
Capricious and the system for changing the height of the intake valves (Valvetronic), which works instead of the usual throttle. After 100,000 km of run, an expensive electric motor becomes clogged with oil deposits, and eventually it jams. Due to frequent driving through traffic jams, soot builds up on the valves, which turns into their incomplete closure. On the revs idle move the sensitive system perceives this as a serious malfunction, the motor starts to work intermittently, the Check Engine warning lamp lights up.
These BMW engines, like many of their contemporaries, do not have factory overhaul dimensions. In the event of critical wear of the cylinder walls, minders bore and line the blocks, while maintaining the nominal size of the piston group. Alas, original parts BMW engines- the most expensive among others from our selection, and there are practically no analogues to them. Overhaul of these motors is the most expensive.
7th place: Volkswagen
2.0 FSI engines were installed on many models of the Volkswagen concern. The most common are Golf V, Passat B6, Octavia and second generation Audi A3.
The average resource of engines is 150,000 km. Motorists assess the quality level of their elements as average. Like BMW engines, Volkswagen 2.0 FSI units do not shine with reliability due to the technically complex design, but the scale of the disaster is smaller.
Direct injection fuel equipment is capricious. Expensive, but short-lived injectors and injection pumps die after 100,000 km of run. In addition, due to a design flaw in the power supply system, uneven wear cylinders: the nozzle sprays gasoline almost on the opposite wall of the cylinder, thereby washing away oil from it. Already by 120,000 km, the cylinder in this zone has a distinct barrel shape due to wear.
Another disadvantage of direct injection: the fuel does not clean the intake valves from carbon deposits. Sooner or later, this leads to their incomplete closure and unstable cold engine starts, especially in winter. The situation is aggravated by the rapid wear of the valve guides (as in BMW engines), which in addition leads to increased oil consumption.
FSI engines were also noted for the frequent occurrence of piston rings. A noticeable decrease in their thickness significantly affected the stiffness. By the way, this is one of the trends in modern engine building: weight reduction affects reliability. Less rigid rings lose their original geometry faster, coke up and actually stop working. One of the harbingers of this is the difficult cold start of the engine in the winter.
Repair dimensions for FSI motors are not provided. Original parts are not cheap. Fortunately, there are plenty of substitutes on the market. In general, the cost of overhauling FSI engines is high, only BMW units are more expensive.
6th place: Ford/Mazda
Joint brainchild Ford companies and Mazda - engines of the Duratec HE / MZR family. These identical engines are widely distributed, they were installed on such mass models as the Mazda 3 and Mazda 6 of the first two generations, Focus and Mondeo of previous generations.
The resource of motors is 150,000–180,000 km. Structurally, they are quite simple, but, alas, the quality of the parts leaves much to be desired. In addition, these engines are especially sensitive to oil starvation and overheating.
With active driving, oil consumption increases significantly. If the owner did not keep track of its level, there is a high risk of turning the connecting rod and main bearings of the crankshaft. On these engines, the liners are made without locks and are installed under tightness - they are held in place only due to the elasticity of the metal. Unfortunately, today this is another common solution. A short oil starvation or a slight overheating of the motor is enough, and the liners lose their geometry.
When turning the liners, the crankshaft journals and its beds in the cylinder block suffer. When they are repaired, mediocre workmanship emerges. There are frequent cases when the shaft necks crack: an expensive shaft is thrown away. And when unscrewing the bolts of the main caps, threads spill out of the holes. It is obvious that during assembly it will no longer withstand the required tightening torque. We have to restore it with the help of futorok.
Engines do not have repair dimensions. However, for engines Ford models spare parts are not available individually - only as a short block (cylinder block assembly). Fortunately, there are similar Mazda parts on sale. There are also non-original spare parts on the market. The cost of overhauling motors is average.
5th place: Renault-Nissan
Renault-Nissan engines of the M4R / MR20 families are more familiar from Japanese crossovers. The MR20 unit was armed with the X‑Trail of the previous generation, and Qashqai has not parted with it to this day. The French counterpart was on the third generation Megane and is still available for Fluence.
The resource of motor brothers is 180,000–200,000 km. The quality of the parts is better than that of the closest competitors - engines for Ford and Mazda cars, but there were also some weak points. Sometimes there are cracks on the necks crankshafts and deformation of the fourth cylinder occurs - as a rule, when the servicemen overtighten the mounting bolts when installing the gearbox. The timing chain is short-lived: it stretches to 80,000 km.
As usual, repair dimensions are not provided. Original spare parts are available separately. At the cost of overhaul, these engines are comparable to a pair of Ford / Mazda.
4th place: Mitsubishi
The Mitsubishi 4B11 series motor opens a subgroup of engines devoid of serious diseases. It was installed on the previous generation Outlander and Lancer X of the first years of production.
Engine resource - 180,000-200,000 km. The workmanship of its elements is good. The overall reliability of the motor is largely due to the simplicity of the design, devoid of capricious systems. As a rule, engines get to repairmen due to the natural wear of the cylinder-piston group.
The motor is oversized. Original spare parts are available separately.
In terms of the cost of restoration, the Mitsubishi engine is comparable to the engines of Renault, Nissan, Ford, Mazda.
3rd place: Honda
The Honda R20 series motor was installed mainly on the Accord of the seventh and eighth generations and on the CR-V of the last two generations.
The resource is about 200,000 km. The workmanship of parts is slightly higher than that of the Mitsubishi motor. The R20 engine is reliable and structurally simple. A simple “screw-nut” valve adjustment scheme does not require the selection and replacement of valve lifters. Subject to the regulations of this operation (every 45,000 km), R20 will not cause trouble until natural wear of the cylinder-piston group occurs.
Repair dimensions for the engine are not provided. Parts for Honda engines are not cheap, so the overhaul is one of the most expensive in the Japanese subgroup.
2nd place: Toyota
The resource is about 200,000 km. The workmanship of the elements is very good. In our list, two clear leaders in this indicator are Toyota and Subaru. The 1‑AZ engine was ahead of the Honda R20 in another way: original parts for it are among the cheapest. The 1‑AZ engine rebuild price is the lowest in our rating.
In Russia, as in any industrialized country in the world, engine building plays the role of one of the key factors in the driving force of the automotive industry. World experience in motor building shows that technical level gasoline and diesel engines, their diversity in terms of dimensions, effective indicators, as well as the quality and cost reduction of products significantly depend on the development of the production of components.
The most modern domestic engines
Today, diesel builders produce engines with two types of power systems: pump injectors and common rail. The latter, as more promising, has received the greatest distribution. An effective means of increasing the power and flexibility of a diesel engine has become turbocharging with intercooling of the charge air.The transition to Euro 4 and above requires the use of an exhaust gas recirculation system in combination with a particulate filter, as well as a selective NOx neutralization (SCR) system, which, when switching to Euro 5, will require the organization of a network of filling stations with an offer of a reagent such as AdBlue . Domestic transport diesel in the coming years will have: a specific power of 35–40 kW/l; optimized design of the head and cylinder block made of cast iron; two-stage turbocharging with or without air aftercooling, flexible fuel injection system with injection pressure up to 250 MPa, preferably Common Rail, standardized injectors; timing shaft drive on the flywheel side; built-in motor brake; optimized air flow control and exhaust gas recirculation; particle filter as standard; SCR system. Camshafts (one or two) in the cylinder head and an “open” filter will find application.
The requirements of environmental standards Euro-4 and higher for gasoline engines are met through the use of electronic injection systems, more advanced ignition systems and the use of catalytic converters two-block design, the use of collectors. Gas engines now make up a relatively small share compared to gasoline and diesel engines. Gas-balloon cars can become widespread after organizing a wide network of filling stations. A serious problem is the lag of Russian enterprises in a wide range of technologies for obtaining complex blanks for motor production, such as casting from high-strength cast irons and cast irons with vermicular graphite, steel and bimetallic castings, as well as surface treatment of parts by chemical-thermal, laser, plasma methods. It is no coincidence that the development of domestic engine building is increasingly dependent on Western suppliers.
Modern UMP engines
The Ulyanovsk Motor Plant (UMZ), which is part of the GAZ Group, launched the production of Euro-4 gasoline engines. The creation of Euro-5 power plants is underway with the prospect of fulfilling Euro-6 standards. Among the differences of the 4-cylinder 125-horsepower engine UMZ-42164 (2.89 l) include: Delphi electronic gas pedal, new generation fuel injectors of the same Delphi, camshaft with optimized phases, crankcase rarefaction regulator with oil separator, integrated microprocessor system fuel and ignition control. In 2014, UMP began to produce EvoTech 2.7 engines with a working volume of 2.7 liters and a power of 107 hp. from. This is a joint development of the GAZ Group and the South Korean engineering company Tenergy. Distinctive features of the motor: a new design of the piston group, combustion chamber and cylinder block; improved gas distribution mechanism; modified cooling, power, ignition and lubrication systems. The result is increased torque over a wide rev range, reliable operation in harsh temperature conditions and a 10% reduction in fuel consumption. The engine complies with Euro-4 and Euro-5 standards, its resource is 400 thousand km. Ulyanovsk engine builders were the first in Russia to master the mass production of gasoline engine modifications. These are 100-horsepower units of the UMZ-421647 HBO (Euro-4) series with a microprocessor-based fuel injection and ignition control system. Further development of the product line UMP engines associated with increased environmental friendliness and economy. At the same time, special emphasis will be placed on the development of dual-fuel gas-gasoline modifications.
OAO Avtodizel, also part of the GAZ Group, produces families of medium-sized in-line 4- and 6-cylinder YaMZ-534 (4.43 l) and YaMZ-536 (6.65 l) engines. The units were created to comply with Euro-4 standards, and later Euro-5 and higher. Their parameters are at the level of the best foreign analogues, and the power range is from 120 to 320 hp. from. The design of the engines uses the Bosch Electronic Common Rail System 2, which provides an injection pressure of 180 MPa with a potential of up to 200 MPa to comply with the Euro-5 standard. The exhaust gas recirculation (EGR) system is installed directly on the engine, and the control mechanism for this device is integrated into the engine management system. The turbocharger is equipped with a gas bypass valve on the turbine, an air-to-air intercooler and an integrated oil cooler. The YaMZ-534 engine is an L-shaped four-cylinder diesel engine of the YaMZ-530 family, manufactured by the Yaroslavl Motor Plant. The new family of YaMZ-530 multi-purpose diesel engines is produced in four-cylinder and six-cylinder versions. The YaMZ-534 series was developed at Avtodiesel "from scratch", with the participation of the well-known engineering company AVL List. YaMZ-534 refers to medium in-line diesel engines, the first serial engine of this kind in Russia. I must say that the lineup already had a four-cylinder YaMZ-204 diesel engine (out of production more than 20 years ago), but unlike the YaMZ-534 engine, it belonged to heavy diesel engines and did not have a turbocharger. The base model is the YaMZ-5340 engine, it is an in-line four-stroke turbocharged diesel engine. Later modifications of the YaMZ-5340 engine, the YaMZ-5341, YaMZ-5342 and YaMZ-5344 power units, are structurally similar to the base model. These engines cover the power range from 136 to 190 hp, they differ only in the adjustment of the fuel equipment by changing the settings electronic block control (ECU). YaMZ-534 CNG is a promising engine of the Yaroslavl Motor Plant, designed to run on gas. The YaMZ-534 CNG gas engine was created with the participation of the Canadian company Westport, a recognized world leader in the development of gas systems for vehicles. YaMZ-534 engines, their modifications and equipment are intended for installation on MAZ, Ural, GAZ and GAZon NEXT vehicles running on gas fuel, as well as PAZ buses. The resource of motors reaches 800-900 thousand kilometers.
At the same time, the localization of production of the mentioned motors still does not exceed 25%. The most important parts and systems come from abroad. Avtodiesel, in collaboration with Westport, has developed and is producing a line of gas engines operating on compressed methane. These models (Euro-4) have the technical and consumer advantages of the basic YaMZ-530 family.
YaMZ-536 engine
The base engine of the YaMZ-536 series, the YaMZ-530 family. It is part of a family of six-cylinder L-shaped diesel engines manufactured by the Yaroslavl Motor Plant. Diesel in-line, four-stroke, compression-ignition, direct injection, liquid-cooled, supercharged and charge air cooled in an air-to-air heat exchanger. YaMZ-536 diesel engines are produced without a gearbox and clutch. There are three additional modifications: YaMZ-536-01 - equipment for the installation of an air conditioning compressor; YaMZ-536-02 - equipment with the ability to connect a retarder; YaMZ-536-03 - equipment for the installation of an air conditioning compressor with the ability to connect a retarder. The YaMZ-536 engine is used as a power unit for MAZ equipment: trucks, dump trucks, automobile chassis, tractors with wheel arrangement 4x2, 4x4, 6x2, 6x4, 6x6, 8x4 gross weight up to 36 tons, as well as road trains based on them weighing up to 44 tons.
Avtodizel produces YaMZ-6511 and YaMZ-651 in-line 6-cylinder turbodiesels (11.12 liters) with a capacity of 362 and 412 hp. from. respectively. To achieve Euro-4 parameters, a Common Rail system of the CRS 2 type with electronic fuel supply control EDC7 UC31 was used, providing a fuel injection pressure of 160 MPa, an EGR system and a PM-CAT (muffler-neutralizer), the cooling and boost systems were improved.
In the arsenal of the enterprise there are V-shaped 6-cylinder diesel engines YaMZ-6565 (11.15 l) and 8-cylinder YaMZ-6585 (14.86 l). To comply with Euro-4 standards, Common Rail fuel equipment based on the YAZDA high-pressure fuel pump and the SCR system were used. The power of the "sixes" is 230-300 liters. s., and the "eights" - 330-450 liters. from. In terms of further development model range YaMZ engines, the company plans in the coming years to master the production of engines with a capacity of 130 to 1000 hp. with., working on all types of fuel.
Modern motors ZMZ
A prominent place in the production program of the Zavolzhsky Motor Plant is occupied by engines that meet the Euro-4 standard. On petrol 4-cylinder models ZMZ-40905.10 and ZMZ-40911.10 (2.7 l) with a capacity of 143 and 125 hp, respectively. from. fuel injection into the inlet channels of the cylinder head, an absolute pressure sensor, a fuel rail with dual-flow spray nozzles, a ventilation system with crankcase gases supplied to the receiver and a timing gear drive by gear chains were used.
4-cylinder diesel engine ZMZ-51432.10 (2.235 liters) with a return of 114 liters. from. equipped with direct injection, turbocharging, intercooler, Bosch Common Rail system with a maximum injection pressure of 145 MPa, cooled by the EGR system.
Gasoline V-shaped 8-cylinder ZMZ-52342.10 (4.67 l) with a capacity of 124 liters. from. equipped with a system for correcting the composition of the fuel mixture. This year, preparations for the production of engines of the Euro-5 environmental standard have begun at the plant. We are talking about gasoline 4-cylinder ZMZ-40906.10 for UAZ vehicles, dual-fuel (gas-gasoline) 8-cylinder ZMZ-5245.10 for PAZ buses and gas 4-cylinder ZMZ-409061.10 for a BAU-RUS truck. Moreover, the dual-fuel engine will run on gasoline, compressed or liquefied gas. It is planned to start serial production of these motors in January 2016.
TMZ engines
Tutaevsky Motor Plant (TMZ) is focused on the production of V-shaped 8-cylinder diesel engines with a working volume of 17.24 liters. Technical features the most modern 500-horsepower engine TMZ-864.10 (Euro-4) consists in the use of an individual 4-valve cylinder head, pistons with cavity oil cooling, inserts for the upper piston ring made of heat-resistant cast iron. The engine is equipped with a Common Rail system, variable turbocharging with an intercooler, an EGR system, an integrated oil-water cooler and a closed crankcase ventilation system.
In the near future, the task of creating new motors will be solved environmental class Euro-4 with a capacity of up to 700 liters. from. The plant is ready to create Euro-5 engines, but this will require the purchase of foreign components, because. fuel injection systems developing a pressure of 160 MPa, and electronic systems control of the operation of the engine in Russia are practically not produced.
KAMAZ engines
At the Kama Automobile Plant, they mastered the production of a line of V-shaped 8-cylinder Euro-4 diesel engines with a capacity of 280 to 440 hp. from.
When developing these engines (dimensions 120x120 and 120x130 mm), the choice fell on the Bosch Common Rail CRS system with the EDC7 UC31 control unit. A one-piece flywheel housing, supercharging with a single turbocharger, a Federal Mogul cylinder-piston group and other features made it possible to create engines with the possibility of further modernization.
These models provide increased injection pressure (existing systems - 160 MPa, promising - up to 250 MPa), injection pressure regulation depending on the operating conditions of the vehicle, precise dosing with the possibility of individual electronic adjustment, and reduced engine noise. Resource - at least 1 million km of car run. The families of gas engines (Euro-4) KAMAZ-820.60 and KAMAZ 820.70 with a working volume of 11.76 liters include models with a capacity of 240 to 300 liters. from. The motors are equipped with turbocharging, ONV, electronic control and an exhaust gas treatment system.
To comply with Euro-5 standards, KAMAZ focused on the creation of diesel engines of a new design. The fruit of joint work with a number of engineering firms was the emergence of motors with a capacity of 280 to 550 hp. from. They have found application: common rail system with injection pressure of 220 MPa; a single cast-iron head for each half-block instead of aluminum, the lower supports of the main bearings of the crankshaft, combined into one block; main and connecting rod journals of the crankshaft of increased diameter. At the same time, KAMAZ pays great attention to cooperation with Liebherr-International AG, which will help the Russian company create the next generation of diesel and gas engines. For this, KAMAZ will create modern production in Naberezhnye Chelny, and Liebherr's task is to consult on the design, installation and commissioning of process equipment.
New in-line 6-cylinder engines with a working volume of 12 liters and power from 450 to 700 hp. from. will be equipped with Common Rail injection systems and Liebherr control units. Diesel engines will not only comply with Euro-5 environmental standards, but also have the potential to meet the requirements of the Euro-6 standard. For promising KAMAZ engines, the service interval will be increased to 150,000 km. Serial production of engines is scheduled for the end of 2016.
It is generally accepted that little equipment is being produced in Russia now, which, moreover, is of extremely low quality, lagging behind the quality of foreign models. However, everything is far from being the case: now our country has developed mechanical engineering, including engine building for various industries: automotive, tractor, shipbuilding, aircraft building, production of generator equipment, etc. And there are now at least three dozen factories producing motors in Russia.
In a series of articles, we will consider the main enterprises for the production of engines: from manufacturers of relatively small passenger cars to the impressive size of industrial power plants.
This article is a brief overview of passenger car engine manufacturers.
OJSC "AvtoVAZ"
AvtoVAZ is one of the most famous domestic enterprises producing cars of the popular and legendary Zhiguli, Niva and other families. The Volga Automobile Plant was founded in 1966 in the city of Togliatti, and already in 1970 the first Kopeyka VAZ-2101 rolled off the assembly line. Today, AvtoVAZ produces several new families of vehicles, as well as all the components and engines necessary for them.
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1.6 liter injection gasoline engine with 82 hp power. Used for installation in cars Lada Kalina and Lada Granta. |
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The injection gasoline engine with a volume of 1.4 liters and a power of 89 hp complies with the environmental standards "Euro-3" and "Euro-4". It is used on various modifications of the Lada Kalina car (VAZ-11174, VAZ-11184 and VAZ-11194). |
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One of the oldest VAZ engines, gasoline, carbureted, with a working volume of 1.5 liters and a power of 71 hp. It is installed on VAZ Classic cars (models VAZ-2103, VAZ-2153, VAZ-2106, VAZ-2107 and others). |
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Injection gasoline engine with a volume of 1.45 liters and a power of 68 hp. It is used on the "classic" models VAZ-2103, VAZ-2104, VAZ-21053, VAZ-2106, VAZ-2107. |
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Carburetor gasoline engine with a volume of 1.6 liters and a power of 74.5 hp. It is installed on VAZ Classic cars, as well as on VAZ-2121 Niva, Moskvich-2141 and others. Conforms to environmental standards "Euro-2". An injection modification of the VAZ-21067 is also produced with the same characteristics and applicability. |
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Carburetor gasoline engine with a volume of 1.5 liters and a power of 69 hp. One of the most common engines. It is installed on cars VAZ-2108, VAZ-21083, VAZ-2109, VAZ-21093, VAZ-21099, VAZ-2113, VAZ-2114 and VAZ-2115. |
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Injection gasoline engine with a volume of 1.5 liters and a power of 77 hp. It is used in the same models of VAZ cars as the VAZ-21083 engine. |
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Gasoline injection engine with a working volume of 1.6 liters and a power of 81.6 hp. It is widely used in front-wheel drive vehicles of models from VAZ-2109 to VAZ-2112, as well as in Lada Kalina. |
VAZ-21116iOne of the new injection gasoline engines, has a volume of 1.6 liters and a power of 90 hp. It is used on Lada Granta cars. |
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Petrol injection engine with a volume of 1.6 liters and a power of 89 hp. One of the relatively new modifications for cars VAZ-2110, VAZ-2111 and VAZ-2112. |
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1.6 liter injection gasoline engine with 98 hp. Used for installation on Lada car Priora. |
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Powerful injection engine with a volume of 1.8 liters and a power of 105 hp. It is used for installation on VAZ-2110, VAZ-2111 and VAZ-2112 cars, as well as on new Lada Priora. This engine produced by Super-Avto by order of AvtoVAZ. |
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Carburetor gasoline engine with a volume of 1.7 liters and a power of 79 hp. It is used on VAZ cars of the Niva family, as well as on the VAZ-2120 Nadezhda. |
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Injection gasoline engine with a volume of 1.7 liters and a power of 81 hp. It is installed on the Niva and Nadezhda families. |
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Petrol injection engine with a volume of 1.7 liters and a power of 81 hp. Designed for installation in VAZ-2123 "Chevrolet-Niva" cars. |
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Carburetor 1.7-liter, 82-horsepower gasoline engine, developed on the basis of the VAZ-21213 engine. It is used on the same cars, endowing them with improved dynamic characteristics. |
OJSC Zavolzhsky Motor Plant (ZMZ)
Zavolzhsky Motor Plant was founded in 1956 in the city of Zavolzhye, Nizhny Novgorod Region. Initially, he produced products for the GAZ automobile plant (being its branch), but already in 1958 ZMZ became an independent enterprise. The company launched the production of 4 and 8-cylinder automotive engines, these areas remain a priority for ZMZ today. Currently, ZMZ is part of OAO UAZ.
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Carburetor gasoline four-cylinder engines with a capacity of 100 hp. They are installed on cars and light trucks UAZ and GAZ. |
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Carburetor gasoline four cylinder engine with a capacity of 95 hp. It is used for installation on UAZ and GAZ cars and light trucks. |
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Petrol carburetor four-cylinder engine with a power of 96 hp. Installed in UAZ vehicles off-road. |
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Injection gasoline four-cylinder engine with a capacity of 152 hp, complies with Euro-2 environmental standards. It is used for installation on GAZelle trucks and minibuses. |
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One of the newest ZMZ engines(produced since 2013), gasoline, injection, four-cylinder, 140.5 hp. Correspond to environmental standards "Euro-4". They are used on GAZelle and Business vehicles. |
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Injection gasoline 4-cylinder engines of the ZMZ-406 family have a power of 144-145 hp, model 40621.10 is a development of model 4062.10, it has the best performance in terms of efficiency, and corresponds to the Euro-2 environmental class. Both engines are used in UAZ and GAZ (Volga) passenger cars. |
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The carbureted gasoline 4-cylinder engine with a power of 110 hp is a modification of the ZMZ-4062.10 engine. It is used on trucks and minibuses UAZ and GAZelle. |
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Injection gasoline engine, in-line 4-cylinder, has a power of 143 hp, complies with Euro-2 environmental standards. It is installed on UAZ cross-country vehicles. |
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125 hp injection petrol engine complies with Euro-3 standards. Serially produced since 2007, installed on UAZ trucks and UAZ vehicles with an all-metal van. |
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The injection gasoline engine with a capacity of 125 hp, one of the latest developments of ZMZ (produced since 2012), complies with Euro-4 environmental standards. It is used as a power plant in UAZ off-road trucks. |
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Petrol injection 4-cylinder engines with a capacity of 140.5 hp meet Euro-4 environmental requirements. They are installed on a new generation of UAZ vehicles - Hunter, Patriot, Pickup and Cargo. |
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Carburetor gasoline 8-cylinder V-shaped engine with a capacity of 125 hp, used on medium-duty GAZ trucks. |
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Carburetor gasoline V-shaped 8-cylinder engine with a capacity of 125 hp is used as a power plant on medium-duty GAZ trucks - GAZ-3307, GAZ-33074 and GAZ-3308 "Sadko". |
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Carburetor V-shaped 8-cylinder gasoline engines with a capacity of 130 hp, are installed on GAZ-3307 and GAZ-3308 trucks, as well as on PAZ-3205 and PAZ-3206 buses. |
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Petrol carburetor V-shaped 8-cylinder engine with a capacity of 124 hp, complies with Euro-4 environmental class standards. Produced since 2013, installed on PAZ-3205 and PAZ-3206 buses. |
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Carburetor gasoline V-shaped 8-cylinder engine with 123 hp. and a working volume of 4.25 liters. It is applied on various special equipment. |
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Diesel 4-cylinder in-line engine with 98 hp It is installed on cars and light trucks UAZ and GAZelle. |
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New (produced since 2012) diesel 4-cylinder in-line engine with 113.5 hp. Equipped with common rail fuel equipment from Bosch and a turbocharger. Complies with Euro-4 standards. It is installed on UAZ Hunter, Patriot, Cargo and Pickup vehicles. |
OOO Nizhny Novgorod Motors
The history of the Nizhny Novgorod Motors plant began in 1932 with the foundation of a separate engine shop at the Nizhny Novgorod Automobile Plant. Already in 1941, on the eve of the war, the company produced its millionth motor. During the war, the plant launched the production of tank and aircraft engines, but since 1946 the company again switched exclusively to engines for GAZ vehicles. Today, Nizhny Novgorod Motors is one of the main enterprises of the Power Units division of the GAZ Group.
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Diesel 4-cylinder in-line engines with a capacity of 95.2 hp, equipped with a turbocharger, comply with Euro-1 and Euro-2 environmental standards. This model The engine is assembled under license from the Austrian company Steyr. They are used on GAZelle, Sobol and Volga vehicles. |
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A more powerful (110 hp) version of the GAZ-560 engine, due to its increased power, is used both on GAZelle, Sobol and Volga cars, as well as on the new GAZ-2308 Ataman. |
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Diesel 4-cylinder in-line engines with a capacity of 110 hp meet the requirements of the Euro-3 environmental class. It is used on GAZelle, Sobol and Volga cars. |
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Diesel 6-cylinder in-line engine with a capacity of 110 hp, complies with Euro-2 environmental standards. It is installed on GAZ-33081 and Valdai trucks, on the Tigr military vehicle and special car increased cross-country ability "Vodnik". |
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The diesel 4-cylinder engine with a capacity of 110 hp, due to the use of a converter, meets the requirements of the Euro-4 environmental class. It is installed on Volga, GAZelle and Sobol vehicles. |
OAO Ulyanovsk Motor Plant (UMZ)
The Ulyanovsk Motor Plant was founded in 1944, but in fact it began its work as early as 1941, along with the evacuation of the capacities of the Moscow car factory named after I.S. Stalin. In wartime, the enterprise assembled "foreign" engines and cars, after the war the production of small engines began, and only in 1969 the plant began to produce automobiles. power plants under the UMZ brand. Today UMP is part of the GAZ Group, the plant's engines are used for installation on domestic GAZelle and UAZ vehicles.
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Petrol carbureted engines with a capacity of 96 hp, two modifications (two more are discontinued) are used on GAZelle vehicles. |
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Two families of gasoline injection engines with a capacity of 107 hp, 14 modifications in total, which are used on GAZelle and Sobol cars. Correspond to environmental standards "Euro-3". |
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100 hp gas-petrol injection engine and environmental class "Euro-4", three modifications. Equipped with Delphi fuel equipment, used on GAZelle vehicles. |
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Gasoline injection engines with a capacity of 99 hp, three Euro-3 modifications, are used on GAZelle vehicles. |
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Injection petrol engine 107 hp and environmental class "Euro-4". Four modifications, all equipped with Delphi fuel equipment, also have optional equipment for installation of an air conditioning system, etc. Used on GAZelle vehicles. |
Injection gasoline engine with a capacity of 99 hp, complies with Euro-3 standards, is used on GAZelle vehicles. A distinctive feature is the mounting brackets of the "old" model. |
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UMZ-4178Carburetor gasoline engines, two modifications with a capacity of 76 and 82 hp. and with different equipment. Used on UAZ vehicles. The model is out of production. |
UMZ-421The 98 hp carburetor gasoline engine has the widest application in UAZ vehicles. |
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UMZ-4213A line of injection gasoline engines, including six modifications with power from 99 to 107 hp. environmental classes "Euro-2" and "Euro-3". Various modifications are used in UAZ cars of passenger and cargo families. |
UMZ-4218Carburetor gasoline engines with a capacity of 89 hp, three modifications are relevant (three more, with a capacity of 98 hp, are discontinued) used on UAZ vehicles. |
This article examined the main manufacturers of engines for domestic passenger cars. A similar review of engines for trucks is in the next article.
Some 20 years ago, it was believed that the larger the engine size, the better and better it is. Everything has changed over time. . The trend in the automotive industry in recent years is to reduce the volume of engines, while maintaining power, which has become possible thanks to the use of turbines. It should be noted that this achieves a reduction in fuel consumption, which is important when the cost of automotive fuel all over the world becomes very expensive.
Plus , it makes car manufacturers . Automobile companies have a different approach to designing, building and manufacturing engines. , others are willing to lift the car into the air at the expense of . Some engines have good efficiency, others vice versa.
But, of course, despite the huge variety of car engines, there are a small number of power units that have become very popular on automotive market over the past 20 years. These engines are known to most motorists. Many of us do not even suspect that these legendary engines are under the hoods of their cars. We have selected for you the most popular ten that have become popular all over the world.
1) GM LS series
No complaints. The simple design of the motor allowed it to become one of the most popular in the world. The combination of power, torque, size, economy and simplicity of design makes this V8 engine superior to OHC engines.
The company's famous engine, which was installed on the following brands:
- 1998-2002 Firebird Formula, Trans Am
- 1998-2002 Camaro
- 1997-2002 Chevrolet Corvette
- 1999-2005 Holden Commodore Ute
- 1999-2005 Holden Commodore (VT, VX, VY, VZ)
- 1999-2005 Holden Statesman (WH, WK, WL)
- 1999-2005 Holden Caprice (WH, WK, WL)
- 1999-2004 Holden Special Vehicles Clubsport (VT, VX, Y Series)
- 1999-2004 Holden Special Vehicles Clubsport R8 (VT, VX, Y Series)
- 1999-2004 Holden Special Vehicles Grange (VT, VX, Y Series)
- 1999-2004 Holden Special Vehicles GTS (VT, VX, Y Series)
- 1999-2004 Holden Special Vehicles Maloo (VT, VX, Y Series)
- 1999-2004 Holden Special Vehicles Senator Signature (VT, VX, Y Series)
- 2000-2002 Holden Special Vehicles Senator 300 (VX)
- 2000-2002 Holden Special Vehicles Coupe GTO (VX)
- 2000-2002 Holden Special Vehicles Coupé GTS (VX)
- 2000-2002 Holden Special Vehicles SV300 (VX)
- 2000-2004 Holden Special Vehicles Maloo R8 (VX, Y Series)
- 2001-2001 Omega (prototype)
- 2001-present Mosler MT900
- 2003-2004 Holden Special Vehicles Clubsport SE (Y Series)
- 2003-2004 Holden Special Vehicles Coupe LE (Y Series)
- 2003-2004 Holden Special Vehicles Coupé4 AWD (Y Series)
- 2003-2004 Holden Special Vehicles Avalanche XUV (Y Series)
- 2003-2004 Holden Special Vehicles Avalanche XUV AWD (Y Series)
- 2001-2005 Holden Monaro CV8
- 2004 GT
- 2006-present Elfin MS8 Streamliner
- 2006-present Elfin MS8 Clubman
2) BMW S54
This engine repeatedly became the best among engines from 3.0 to 4.0 liters, from 2001 to 2006. Recall that the S54 engine is a modification of the M50 engine.
The engine was installed on the following vehicles:
- 2001-2006 E46 M3, power - 343 hp, maximum torque - 365 N.m.
- 2001-2006 E46 M3(North America only) power - 333 hp, maximum torque - 355 N.m.
- 2001-2002 (except North America) power - 325 hp, maximum torque 354 N.m.
- 2001-2002 (North America only) power - 315 hp, maximum torque - 341 N.m.
- 2004 E46 CSL power - 360 hp, maximum torque - 370 N.m.
- 2006-2008 (except USA) power - 343 hp, maximum torque - 365 N.m.
- 2006-2008 E85 Z4 M Roadster / E86 Z4 Coupe(US only) power - 330 hp, maximum torque - 355 N.m.
An impressive motor, the sound of which cannot be expressed in words.
The engine has repeatedly become not only a prize-winner, but also a winner in the nomination for the title of the best engine in the world.
3) Ford EcoBoost V6
Family modern engines with direct fuel injection from Ford. The technology allows, despite the economy, to use a larger engine capacity without the use of a turbine (not on all modifications), due to which an increase in power by 15-20 percent is achieved.
1.6 L EcoBoost I-4 is used:
100 HP.
- 2012 - B-Max
- 2013 - Fiesta
125 HP
- 2012 -
- 2012 - C-Max
- 2012 - B-Max
- 2013 - Fiesta
150 HP
- 2010 - C-MAX
- 2010 - Focus
- 2010 -
- 2010 - V60
- 2012 -
160 HP
- 2011 - Mondeo
- 2011 - S-Max
- 2011 - Galaxy
185 HP
- 2010 - C-MAX
- 2013 - Fusion
- 2010 - S60
- 2010 - V60
- 2011 - Focus
- 2011 - V70
- 2011 - S80
- 2012 - V40
- 2013 - Escape
- 2013 - Fiesta ST (Europe)
200 HP
- 2014 -
2.0 L EcoBoost I-4 is used:
203 HP
- 2010 -
- 2010 -
- 2010 -
- 2010-2011 S60 2.0T
- 2010-2011 V60 2.0T
243 HP
- 2010 - Mondeo
- 2011 -
- 2011 -
- 2011 -
- 2011 - S-MAX
- 2012 - Falcon
- 2013 - Escape
- 2013 - 2
- 2013 - Fusion
- 2013 - Taurus
- 2013 -
- 2013 -
255 HP
- 2013 Ford Focus ST
2.3 L EcoBoost I-4 is used:
280 HP
- 2015-MKC
- 2015 -
4) Volkswagen TFSI
Compact, lightweight and versatile motor Volkswagen works together with a turbine, which allows you to achieve good power levels while remaining an economical engine.
2.0 R4 16v TFSI used:
- 168 hp - (C6) , VW Tiguan
- 182 HP -
- 197 HP - (B7) , (8P) , (B6) , Mk5 , Mk5 GLI , Leon, Exeo ,
- 217 HP - 2005 i A4 (B7) DTM Edition
- 217 HP - RWRC
- 227 HP - VW Golf Mk5 GTI Edition 30, Volkswagen Golf MKVI GTI Edition 35
- 237 HP - Seat Leon, Seat Leon Cupra Mk2
- 252 HP - Audi S3 (8P), Golf R (Australia, Japan, Middle East and North America)
- 261 HP - Audi S3 (8P)
- 261 HP - Audi S3 (8P) , Audi TTS , Seat Leon Cupra R Mk2 facelift
- 267 HP - Audi TTS, Golf R (Europe)
Other TFSI engines can be seen. Volkswagen engine more than once became the winner, in the nomination for the title of the most best engine from 1.8 to 2.0 liters. Been in the top ten for a long time the best motors produced in the automotive industry.
5) Buick V6 Series 2 3800
This engine first appeared in 1962. Over the entire period of production of various modifications and generations, General Motors produced 25,000,000 motors. The first engine was produced for a special version of the Buick car. The volume of the engine was 3.2 liters, the power of which reached 198 hp.
The motor, having undergone many improvements and modifications, was produced until August 22, 2008, when it was decided to stop producing the engine. In recent years, this motor was installed on the 2007 Pontiac Grand Prix GT.
6) Toyota 2JZ-GTE
One of the most popular engines of the Japanese corporation, which was produced from 1991 to 2002. Initially, a twin-turbocharged inline six-cylinder engine was created for the Supra RZ (JZA80). Toyota engineers created this engine as an alternative to the .
Engine used:
- Toyota Aristo / JZS147 (Japan only)
- Toyota Aristo V300 300 JZS161 (Japan only)
- Toyota Supra RZ/Turbo JZA80
7) Alfa Romeo V6 24V
Engine production in Russia is growing, which is a direct consequence of the sharp intensification of the import substitution program in 2014. The main driver of the industry, of course, is the military-industrial complex. Sanctions from the EU, the US and Ukraine have become a real gift for many leading domestic enterprises. However, the progress was far from being as impressive as the government announced at the beginning of the journey.
Aircraft engine production on the rise
One of the main challenges that arose in 2014 was the need to get rid of “Ukrainian dependence” on aviation issues. It was especially great in the helicopter industry. Despite repeated promises to "double, triple and, if necessary, quadruple" the rate of production of aircraft engines, the results were not impressive, although they cannot be called negative.
One of the main successes was the establishment of serial production of new TV7-117V motors. These units are installed on modern Mi-38 helicopters. Turboprop modifications are designed for Il-114 and Il-112V aircraft. Until 2020, it is planned to launch more than 200 varieties of the base model into the stream. Another "pride" of the Ministry of Defense: in 2017, 60 VK-2500 units were manufactured, assembled exclusively from Russian components. By the way, in 2014 it was about 250-300 units.
Production of diesel engines for the fleet
The next most difficult strategic task is the production of diesel engines for the navy. The greatest difficulties here arose with the GTU. The lack of supplies led to the "hanging" of the four laid down ships. The first gas turbine unit should be commissioned by 2018, so it remains to be seen. The problems that arose with German diesel engines MTU managed to solve more quickly.
In one case, the project had to be reworked to fit Russian counterparts. Despite the decrease in the initial driving performance ships and the extension of the deadlines, import substitution can be considered successful. Thanks to this urgency, the production of diesel engines at the Kolomna plant has reached a fundamentally new level. Another major supplier of domestic units for the fleet in 2016 was Zvezda PJSC.
car motors
Last year, the situation with Russian motors for cars is still sad. Demand for the main products of the automotive industry is declining, which affects the components. The main event of 2016 in this industry was the announcement of the Ministry of Industry and Trade on the introduction of new rules of the game for foreign assembly plants. Now they are invited to use exclusively motors made in Russia.
The current industrial assembly regime provided for the possibility of importing all the necessary components on preferential terms. Now, for the localization of the car, the production of engines in Russia will be required. This will require huge financial injections from companies, which means that only a few large players will remain on the domestic market. Those who managed to "survive" will become the undisputed leaders of the industry.
Most foreigners oppose the end of the current regime. In particular, Ford, Nissan and Volkswagen supported the preservation of the industrial assembly. If the government's declarations go into effect, motorists should brace themselves for a marked increase in the price of new cars. Thus, domestic consumers will pay for the development of engine production in Russia. The question is whether import substitution is worth it.
prospects
Obviously, in the coming years, the military-industrial complex will remain the main supplier of orders in the industry. If in other sectors the speed of replacement is not critical, then here we are talking about issues of national security. For domestic enterprises, this is a plus, since capacities are loaded for years to come. The downsides are further development.
Since the introduction of sanctions in 2014, the relevant ministries have been tasked with ensuring autonomy in the production of aircraft engines and diesel engines for the fleet by 90% by 2018. It is already clear that this goal will not be achieved. In addition to financial difficulties, there are a number of other problems. The shortage of modern machine tools is especially acute. Updating the current material and technical base is limited to Western suppliers.