Diesel vehicles are becoming more and more popular. There are many reasons that guide car owners when buying a car with diesel engine. It should be borne in mind that any technique can fail and require its restoration. Repair of a diesel engine has its own characteristics compared to gasoline.
quo; peddling") Breakdown of the engine speed controller Jamming of the injection pump rail There is an excessive amount of oil in the air cleaner pan Gas breakthrough through the breather, accompanied by a decrease in engine power Breakdown of the turbocharger Increased pressure in the engine lubrication system Wear of the cylinder-piston group Oil leakage from the engine crankcase Low engine temperature Sensor malfunction temperature or its circuit Breakage of the thermostat Breakage of the coolant temperature gauge Engine overheating Coolant level drop Cooling system radiator clogged Oil cooler clogged Cooling radiator fan failure Thermostat failure Air in the cooling system or ingress of exhaust gases Reducing the cross-section of water channels due to scale formation Valve failure in the cap of the cooling radiator Insufficient air supply to the radiatorSelf-diagnosis and typical malfunctions of gasoline engines
Almost all new cars today are equipped with on-board computers, which control the operation of the engine, as well as generate and store error and malfunction codes. However, the computer generates fault codes only for the electronic part of the control system, ignition system and other systems in which electronics are involved. And mechanical malfunctions of the engine, such as wear, breakage of parts, etc., are diagnosed only by visual inspection, listening to the operation of the engine, and other external signs.
ness. All information about noises and knocks is collected in this table. Noise Characteristics Possible Malfunction Remedy Main Bearing Knocking crankshaft. The knock is dull, metallic, rhythmic, the frequency increases with increasing engine speed Wear of the crankshaft main journals Install new liners Wear of the crankshaft thrust half rings Install new thrust half rings Spontaneous unscrewing of the crankshaft mounting bolts Tighten the bolts using a torque wrench Drop in oil pressure Eliminate the cause low pressure oil The knock of the connecting rod bearings of the crankshaft. The knocking is sharper than the knocking of the main bearings, when the spark plugs are switched off one by one, the knocking is localized in some part of the engine Wear of the crankshaft connecting rod bearings Install new connecting rod bearingsThe engine is one of the most important and complex units in a car. Modern motors are very reliable and efficient, however, under the influence of mechanical and thermal loads, as well as for other reasons, various malfunctions can occur. About breakdowns of gasoline and diesel engines, their causes and solutions are described in this article.
The body is one of the most important and complex units in a car. Modern motors are very reliable and efficient, however, under the influence of mechanical and thermal loads, as well as for other reasons, various malfunctions can occur. About breakdowns of gasoline and diesel engines, their causes and solutions are described in this article. The main engine malfunctions and their causes The car became a car only thanks to the engine internal combustion- a power unit running on gasoline or diesel fuel, ensures the movement of the car, and at the same time provides electrical energy (with the help of a generator) for the operation of all electrical appliances and heat for heating the passenger compartment. Therefore, a malfunction of the motor turns the car into a motionless and useless mechanism. An engine, even a small one, has a complex structure, it consists of hundreds of parts that must work together, clearly performing their functions. And the motor, like any complex mechThe main manufacturers of passenger engines in Russia
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.
power 144-145 hp, model 40621.10 is the 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 cars UAZ and GAZ ("Volga"). ZMZ-4063.10 Carburetor gasoline 4-cylinder engine with a capacity of 110 hp is a modification of the ZMZ-4062.10 engine. It is used on trucks and minibuses UAZ and GAZelle. ZMZ-409.10 Injection Gas engine, in-line 4-cylinder, has a power of 143 hp, complies with Euro-2 environmental standards. Installed on UAZ vehicles off-road. ZMZ-4091.10 Injection gasoline engine with a capacity of 125 hp, complies with Euro-3 standards. Serially produced since 2007, installed on UAZ trucks and UAZ vehicles with an all-metal van. ZMZ-40911.10 Injection gasoline engine with a capacity of 125 hp, one of the latestSOHC and DOHC engines: two against one
Choosing new car, the buyer may be faced with an unusual task at first glance: to take a car with a SOHC or DOHC engine? About what these abbreviations mean, how these engines differ, and what advantages and disadvantages they have - read in this article.
and camshafts. Both designs began to be used about half a century ago, and today there are several varieties of engines of each of the designs. SOHC Engines Powerplants with a single overhead camshaft experienced the peak of their popularity back in the 60s and 70s of the last century, but they are still being installed in economy class cars today. There are three schemes according to which the SOHC timing belt is implemented, they differ in the type of drive and valve arrangement: - Valve drive using rocker arms that are pushed by the camshaft cams. The valves are located in a V-shape on both sides of the shaft; - Valve drive by levers, which, in turn, are pushed by camshaft cams. The valves are arranged in a row; - Valve drive with pushrods, which are located directly under the camshaft. Valves are arranged in a row. The scheme with rocker arms is simple. The rocker arms are mounted on an axle on which they can swing freely. FROMUMP engines
UMZ brand horns faithfully serve on off-road vehicles (famous UAZs) and light trucks (since 1997, the main consumer is AvtoGAZ, for GAZelle vehicles). Design features Today, a fairly large number of UMP engine models are produced, which are installed on various modifications of UAZ, GAZelle and Sobol vehicles. All engines, differing in details, have a number of common features: - Gasoline (there are also several gas-and-gasoline models); - Injection and carburetor; - In-line four-cylinder; - Power 89-120 hp - Environmental classes"Euro-0", "Euro-3" and "Euro-4"; - Compact, light and unpretentious. Also, all Ulyanovsk engines are distinguished by a democratic price - now on the market you can find new UMP engines costing from 60 to 110 thousand rubles. Model range UMP engines are two lines of engines designed for installation on vehiclesUAZ engine: reliable heart of the best SUV
UAZ is the first and only domestic SUV that has been in demand for half a century and has been successful in Russia and abroad, and this is due to its engine. And what engines are now installed on UAZ vehicles? What parameters are they characterized by, how do they differ and how long can they work? Read about all this in this article.
UAZ models discontinued from production (the predecessors of the UAZ Hunter and others). And more modern engines UMZ-4213 of various modifications are universal power plants, which currently work in all new models of UAZ vehicles. Engines of the Zavolzhsky Motor Plant (ZMZ) The Zavolzhsky Motor Plant (Zavolzhye, Nizhny Novgorod Region) offers a wide range of engines for UAZ, including engines of the Euro-3 ecological class (production has been established since 2008) and Euro-4. The line includes both traditional carburetor and modern injection engines. All ZMZ engines- four-cylinder. Carburetor: - ZMZ-402.10 (92 hp); - ZMZ-402.17 (92 hp, modification for tropical climate); - ZMZ-4104 (96 hp). Injection: - ZMZ-409 (143 hp); - ZMZ-40904 (143 hp, "Euro-3"); - ZMZ-4091 ("Euro-2", "Euro-3"); The most widespread are various modifications of the engineOn cars UAZ Hunter model UAZ-315195 with engine ZMZ-409.10 Euro-2 (409.1000400) and wagon layout cars UAZ-3741, UAZ-3962, UAZ-3909, UAZ-3303 with engine UMZ-4213.10 Euro-2 (4213.1000400) was installed control system with an electronic control unit MIKAS-7.2: model 293.3763000-04 for UAZ-315195 and model 291.3763000-11 for the UAZ-3741 family.
Composition and components of the UAZ control system with the ZMZ-409 Euro-2 and UMZ-4213 Euro-2 engines and the MIKAS-7.2 controller.
The operating voltage of the onboard DC network, at which all actuators and sensors of the engine control system provide the specified parameters, should be within the range of 10-14.5 Volts, nominal - 12 Volts.
The MIKAS-7.2 controller has a non-switchable supply voltage input to provide a "sleep" mode, which allows you to save adaptive data on self-learning and settings, as well as error codes in the RAM (RAM) of the controller after turning off the ignition and the main relay.
Engine control system sensors with MIKAS-7.2 controller.
- Sensor type DS-1, 23.3847000 or 406.3847060-01.
- For ZMZ-409 - sensor DF-1, 406.3847050 or 25.3847000, or 24.3847000, or 406.3847050-03 / -06 / -07. For UMZ-4213 - phase sensor DF-2 with an extended cable, 4213.3847050 / -04.
— Mass air sensor 20.3855 (HFM62C/11), 31602-3877012.
— Damper position sensor DPDZ-01 (НРК1-8) or DKG-1, 406.113000-01 or Bosch 0 280 122 001
- Coolant sensor 19.3828000, semiconductor type, output voltage increases linearly with coolant temperature.
- Air temperature sensor 19.3828000, semiconductor type, the output voltage increases linearly with increasing air temperature.
— Sensor 5WK9-1000-G, 31602-3826020
— Sensor GT305 or 18.3855000, 406.3855000
Executive devices of the engine management system with the MIKAS-7.2 controller.
- Four fuel DEKA-1D (ZMZ-6354), or Bosch 0 280 150 560, or Bosch 0 280 158 107, 406.1132711-02, or 406.1132010, or 406.1132107.
— Two two-pin coils 3012.3705, 406.3705. Paraphase ignition - respectively for the 1st, 4th and 2nd, 3rd cylinders.
— Regulator of additional РХХ-60, 406.1147051 / -01 / -02. It is made in the form of a rotary sector-gate with a torque two-winding electric drive controlled by the PWM channel of the controller.
- Electric fuel pump module with fuel level sensor 315195-1139020 for ZMZ-409 and 3741-1139020 for UMZ-4213.
— Canister purge valve 2112-1164200-02
- Fault indicator lamp in the engine management system.
- Electromagnetic relay 90.3747 or 90.3747-01.
— Electromagnetic relay of the fuel pump 90.3747 or 90.3747-01.
- A set of four high-voltage wires 4216-3705090 for the UMZ-4213 engine.
- A set of four high voltage wires with lugs 4052.3707244 for the ZMZ-409 engine.
- Four spark ignitions A14DVR CH474-3707000 or BRISK LR17YC 4062.3707-02 for the ZMZ-409 engine.
- Four spark plugs WR7BC Bosch 0 242 235 522 or BRISK NR15YC-3707000 for the UMZ-4213 engine.
Other control system devices.
- Wiring harness 315195-3724067-10 for the electronic engine control system ZMZ-409.
- Wiring harness 220604-3724022-10 or 390944-3724022-10 for the UMZ-4213 electronic engine control system.
— electronic 85.3802, 315195-3802010-11
— Ignition switch without immobilizer antenna 31514-3704010 for UAZ-315195.
- Ignition switch without immobilizer antenna 3741-3704010 for the UAZ-3741 family.
— catalytic converter exhaust gases 31602-1206010-03 / -04 / -05 for UAZ-315195.
- Exhaust gas catalytic converter 220694-1206010 for the UAZ-3741 family.
Peculiarities electronic systems UAZ control with ZMZ-409 Euro-2 and UMZ-4213 Euro-2 engines, and MIKAS-7.2 controller.
All power circuits of the engine control system and associated electrical equipment are protected from possible damage by short-circuit current by fuses. Power to the components of the engine management system is supplied from the main relay. The electric fuel pump is switched on from a separate relay.
The separation of the "mass" circuits according to their functional purpose makes it possible to provide the required engine control parameters in terms of accuracy and speed in conditions of intense electromagnetic interference created by automotive electrical equipment.
Synchronization of the operation of the engine management system with engine mechanics is carried out using crankshaft and camshaft position sensors installed respectively on the crankshaft and camshaft.
Control feedback on fuel supply is implemented using an oxygen sensor. The fuel vapors of the tank, accumulated in the adsorber, are sucked out through the valve to the engine inlet. Feedback for detonation to correct the ignition timing is implemented using a knock sensor that detects high-frequency engine vibrations.
To power the sensors, the following is used: on-board voltage from the main relay, or voltage from the controller converter. To power the actuators, the following is used: voltage from the main terminals of the on-board network, on-board voltage from the main relay, on-board voltage from the electric fuel pump relay.
Engine load and optimum fuel delivery are calculated from the mass air flow sensor and throttle position sensor. Gasoline injection is distributed, phased, since a phase sensor is used to mark the beginning of the engine control cycle for the first cylinder. The oxygen sensor heater is switched on from the power circuit of the electric fuel pump, its power is not regulated by the controller.
In the event of a malfunction of the control system, the controller turns on the malfunction indicator lamp. External diagnostic equipment is connected to a diagnostic socket for information communication with the controller via a bidirectional K-line. Possible light codes-flashes of accumulated faults on the indicator lamp when the engine is not running.
In the early nineties, the engineers of the Ulyanovsk car factory engaged in the development of a new powerful six-cylinder engine, which was to be installed on the entire the lineup UAZ. As a result, it was decided to develop a new power unit based on, which by that time had been on the assembly line for more than half a century. As a result, the UMP 421 aluminum in-line engine was developed, which is still being manufactured to this day. This family also includes the UMZ 4215 power unit and the UMZ 4218 engine.
This is a classic OHV engine of the 421 series, which has a volume of 2890 liters and a power of 98 Horse power. UMP engines were installed on the entire model range of the Ulyanovsk Automobile Plant and were offered to customers almost without alternatives.
The power unit UMZ 4215 has established itself as quite simple to maintain and repair. However, he had plenty of shortcomings, which was explained by the outdated design of the motor and the mediocre quality of the manufacturing of the cylinder block.
Specifications
Specifications of the power unit:
| PARAMETER | MEANING |
|---|---|
| Release years | 1993 - present day |
| Engine weight, kg | 170 |
| Block material | aluminum |
| Supply system | carburetor/injector |
| Type of | in-line |
| Working volume | 2890 liters |
| Power | 98 horsepower at 4000 rpm |
| Number of cylinders | 4 |
| Number of valves per cylinder | 2 |
| Piston stroke, mm | 92 |
| Cylinder diameter, mm | 100 |
| Compression ratio | 8.2 |
| Torque, Nm/rpm | 220/2500 |
| Environmental regulations | EURO 4 |
| Fuel | 92 |
| Fuel consumption | 11.0 l/100 km combined |
| Oil | 5W-30, 5W-40, 10W-30, 10W-40, 15W-40 and 20W-40 |
| How much oil is in the engine | 5.8 |
| When replacing pour | 5 liters |
| Oil change is carried out, km | 10 thousand |
| Engine resource, thousand km | |
| - according to the plant | 250 |
| - on practice | 250+ |
UMP engines are installed on GAZ, Sobol, UAZ Bukhanka, Bars, Simbir, Hunter and UAZ 31519.
Description
The power unit of the UMZ 421 series and its many varieties used an aluminum cylinder block, which made it possible to lighten the power unit, but the quality of the casting was such that problems with the oil that got into the coolant could begin literally after 10 thousand kilometers.
The UMZ 421 engine and its varieties do not have hydraulic lifters, so every 10 thousand kilometers it is necessary to adjust the valve clearances. When performing such an adjustment, it is required to open the UMZ 249 valve cover, which somewhat complicates service work.
Note that the engine turned out to be not too demanding on the quality of the oil, so the service interval can be safely increased to 10-15 thousand kilometers.
Modifications
Depending on its modification, the power unit was designed to run on low-octane gasoline or gas gasoline for the engine of the UMZ 4218 series.
The latest injection modifications of the UMZ 4213 Evotech engine suggested the use of A-92 high-octane fuel. It should be said that this engine is critical to the quality of gasoline, which leads to problems with fuel system and the need for cleaning and replacement fuel filter and fuel pump.
- The UMZ 4215 motor was not resistant to overheating, which led to the need for costly repairs to the cylinder head.
- This variety was originally power units it was equipped with a carburetor fuel supply system, and only in the latest generations of the UMZ 4213 and UMZ 4218 engines were injectors used, which made it possible to improve fuel efficiency.
- However, the problem of lack of power has not been solved. The power unit UMZ 4213 with an injector and a volume of 2.9 liters produced 125 horsepower, which was not enough to ensure the high-quality dynamics of minibuses and heavy off-road vehicles.
- The UMZ 4218 engine was aggregated with mechanical box gears, and the cars themselves received a system all-wheel drive. The upgraded versions of the power units of this series were distinguished by improved technical specifications and according to the owners' reviews, they turned out to be more reliable than the first generation of the engine.
- The UMP 4218 power unit has thin dry liners, which has a positive effect on the strength of the block, which uses cylinders with a diameter of 100 millimeters. The pistons in UMP 249 are made with pin displacement technology, which ensures the durability of the motor during its operation in difficult conditions.
- It must be said that despite the attempts of UAZ engineers to strengthen the design of the UMZ 4218 power unit, it was not possible to provide the engine with the necessary temperature stability. This can be explained by the outdated design of the power unit, which, in fact, has not changed since 1956, when the 402 engine was developed. The base of this engine is used by engines of the 421 family and power units of the UMZ 341 series.
- On the whole, it can be said that service maintenance is not particularly difficult, which allows you to repair the UMZ 4218 engine in most service shops. Self repair this engine also does not present any significant difficulty.
- The injection injection system used on the latest modifications of the UMZ 4215 engine, according to the owners, was not reliable, which led to common problems with nozzles, the replacement of which is due to design features this power unit presented a certain difficulty.
Car owners are more popular with simple carburetor versions of the engine, which are distinguished by reliability and ease of maintenance. Note that carburetor versions of engines are not so critical to the quality of the fuel used, which allows you to fill the car with low-octane gasoline.
Faults
| MALFUNCTION | CAUSE |
|---|---|
| Detonation appears and a noticeable loss of engine power. | A common cause of such problems is the valve mechanism, which, due to the lack of hydraulic lifters, requires clearance adjustment. Also, problems with tripping and detonation can occur due to a failed spark plug that does not produce a spark. |
| The motor runs unevenly, gradually losing oil. | The mediocre thermal stability of UMP 421 has become one of the weaknesses this power unit. This problem is also typical for UMZ 341 series motors. Oil can go into the coolant through numerous microcracks in the cylinder head. |
| Repair of UMZ 341 and 421 motors in this case has a high cost and consists in replacing a damaged cylinder head. | |
| With a small number of cracks, it is possible to grind the head and use repair gaskets, however, such repairs can only be considered as temporary, since after 10-15 thousand runs problems with oil loss will reappear. | |
| Piston burnout. | The UMP engine can have similar problems on runs of more than 200-300 thousand kilometers or when operating a car under conditions of increased loads. Repair consists in replacing pistons, crankshaft and cylinder jackets. |
| Significant increase in fuel consumption and loss of traction. | The reasons for this could be many. Starting from problems with ignition at UMP 421, and those associated with improper operation of the fuel supply system. Repair is possible only after opening the motor and determining the cause of the breakdown. |
| The appearance of oil streaks on motors of the UMZ 421 series. | The problem is solved by replacing the cylinder head gasket, which can quickly fail and leak oil. |
| It is much worse if the UMP engine leaks after the engine overheats, which may indicate damage to the cylinder head. In this case, the repair consists in replacing the cracked head. | |
| Motors of the UMZ 421 series do not start well and choke during operation. | Repairs are made after diagnosing the cause of the problems. Quite often, it is enough to replace or clean the air filter, which allows you to solve the existing problem. Also, the air flow meter may fail, which requires the replacement of the damaged element. |
| The appearance of progressive vibration and engine trembling. | The problem lies in the failed engine mount, which leads to increased vibration. |
| Repair presents certain difficulties, since it is necessary to dismantle the UMZ engine from engine compartment and replace the damaged motor mount. |
tuning
Increasing the power of power units of the UMZ 421 series presents a certain difficulty, since the design of the motor is outdated, therefore it is often impossible to perform tuning without losing the reliability of the power unit.
- Tuning of carburetor varieties of this power unit can be performed by using a factory injector, which is installed on an upgraded version of the UMP 4213 Evotech.
Repair work with installation on the power unit UMZ 249, etc. injection system present no difficulty. Installing an injector allows you to get about 30 extra horsepower.
It is only necessary to remember that the injector nozzles used are not durable and can fail literally after 30-50 thousand kilometers.
Remember that this work should be carried out exclusively by an experienced specialist who knows the features of the operation of the power units of this series.
- Using a machined flywheel can add about 5-8 horsepower. Ready-made versions of such perforated flywheels can be found on sale, which reduce rotational inertia and at the same time do not lead to engine imbalance.
- The motor can get an extra 10-15 horsepower by installing a modified exhaust system and air filter zero resistance.
It is only necessary to remember that when using such modified exhaust systems, there may be a deterioration in the environmental performance of the engine, and in particular, an increase in the CO content in the exhaust. This, in turn, leads to certain problems during the passage of the TRP.
- Installing a turbocharger as an extreme tuning option with 421 series engines has not received proper distribution, since such an increase in power is characterized by increased complexity, and at the same time, the engine life is significantly reduced. Therefore, we would not recommend you to use turbocharging and mechanical compressors, as to guarantee engine performance in case of similar tuning not even a professional specialist will undertake.
Control parameters, or rather their comparison with the operating parameters of the UMZ-4213 engine on Idling, will allow diagnosing a possible malfunction in the event that the electronic unit control system does not identify malfunctions of the engine management system, and the engine itself does not work satisfactorily or for no apparent reason increased consumption fuel.
For determining possible faults control system of the injection engine UMZ-4213 installed on UAZ vehicles, it is necessary to compare its control parameters with those operating in the mode. Operating parameters can be read using the diagnostic or on-board, if it has such functions.
The engine must be warmed up to a coolant temperature of 75-95 degrees. Typical control parameters are the same for UMZ-4213 Euro-0 engines without anti-toxic systems and UMZ-4213 Euro-2 engines equipped with such systems.
Possible malfunctions of the UMZ-4213 engine systems and electrical equipment in the event that the control parameters go beyond the standard range.
On-board network voltage UACC: 13.0 -14.6 Volts.
If the voltage is low, then there are problems in the charge circuit battery. If the voltage is high, it is faulty.
Coolant temperature TWAT: 75-95 degrees.
If the temperature is low for more than five minutes of idling, then the thermostat or coolant temperature sensor is faulty. If the temperature is elevated, it is necessary to check the operation of the engine cooling system, as well as the coolant temperature sensor.
Throttle opening THR: 0-1%.
If the throttle valve opening percentage is too high, then adjust it to full close or eliminate drive wedging, check and, if necessary, replace the throttle valve positions.
FREQ engine speed: 700-750 rpm.
If the frequency is low, then CO is low at idle, the norm for adjustment is 0.8 + -0.1%, it is possible at the inlet, low fuel pressure in the rail, the idle speed regulator is faulty, the air flow through the normally closed throttle device is underestimated - the norm is 5-6 kg / h, the oxygen sensor is faulty.
If the frequency is increased, the engine has not warmed up to operating temperature, the coolant temperature sensor is faulty, the throttle valve is not fully closed, the fuel pressure in the rail is increased, the idle speed regulator sector is coked.
Fuel injection pulse duration INJ: 4.6-5.4 ms.
If the injection pulse is too low, the mass air flow sensor is faulty or increased fuel. If the injection pulse is too high - intake air leakage, low fuel pressure, poor fuel quality, malfunction of the mass air flow sensor, coking or clogging of the nozzles, increased back pressure in the exhaust system.
Air mass flow AIR: 13-17.5 kg/h.
If the air flow is reduced - the mass air flow sensor is faulty, the fuel pressure is increased, the air flow through the normally closed throttle device is underestimated - the standard is 5-6 kg / h, the oxygen sensor or its heater is faulty.
If the air flow is increased, the sensitive element of the mass air flow sensor is dirty, at the inlet, the exhaust system is not tight, increased fuel pressure in the rail, coking or clogging of the nozzles, increased mechanical losses in the engine and transmission.
Ignition advance angle UOZ: 12-16 pkv.
If the ignition timing is lowered, then the reasons are related to the low speed of the crankshaft. If the ignition timing is increased, then the causes are associated with an increased crankshaft speed.
Opening of the idle speed regulator FSM: 28-36%.
If the percentage of opening of the idle speed regulator is underestimated, it is ajar throttle valve in the normally closed position or its actuator is out of adjustment. If the percentage of opening of the regulator is increased, the air flow through the normally closed throttle device is underestimated, the regulator sector is coked or it is faulty.
Idle CO adjustment factor RCOD: + -0.20.
Control parameter for UAZ vehicles with UMZ-4213 Euro-0 engine without antitoxic systems. If the value of the coefficient is lowered, the reasons are related to the increased supply of fuel and air. If the value of the coefficient is increased, the reasons are associated with an underestimated supply of fuel and air.
Voltage from the output of the oxygen sensor ALAM: 0.05-0.9 Volt.
A control parameter for UAZ vehicles with an UMZ-4213 Euro-2 engine equipped with systems. If, after 1-2 minutes of engine operation, the amplitude of signal fluctuations does not exceed the range of 0.35-0.65 Volts, a period of 1-5 seconds means that the oxygen sensor, the sensor heater or their circuits are faulty, the sensitive element of the oxygen sensor is contaminated or poisoned, the passage of gases in the exhaust system.
The engine with the UMZ 421 index is produced at the production facilities of OJSC Ulyanovsk Motor Plant (UMZ). Since 1970, this company has been manufacturing automobile engines.
Prerequisites for creation
The first products of the plant were four-cylinder carbureted engines GAZ 21 and ZMZ 451 (both with the same cylinder capacity of 2445 cc). The production of these engines was transferred to Ulyanovsk from the Zavolzhsky Motor Plant. During production, the engines underwent several upgrades, but by 1990-91 they had almost no further prospects for improving the design, increasing power characteristics and simultaneously reducing fuel consumption. By the same time, the need to increase the competitiveness of serial UAZ vehicles in a market economy led to the need to create engines with high torque and maximum power.
Description
By 1996, it was developed and implemented in mass production a new model engine with a displacement of 2890 cc, which met the new requirements. The project was named UMZ 421. In fact, UMZ 421 was the last version of the GAZ 21 engine, which went into series in 1957. Thanks to the increased working volume, increased exhaust valves (diameter increased by 3 mm - up to 39 mm) and a number of other improvements, it was possible to increase the torque to 22.6 kgf / m and power to 125 hp. (previous models had a moment of no more than 17 kgf / m and a power of no more than 80-90 hp).
Within the framework of the UMP 421 project, there were several dozen engines that differed from each other in the degree of compression, the power system, mounted units, the type of drive of mounted units and other components. The lubrication system of all motors is combined, from a gear pump. It takes about 6 liters of oil to change, semi-synthetic oil with tolerances from 5W-30, 10W-40, 5W-40 or 20W-40 is recommended. The engine cooling system is liquid, with forced circulation of liquid from the pump.
New cylinder block
A notable difference between the new engine was the aluminum cylinder block. new design. UMP 421 received dry thin-walled cast iron liners filled into the body of the block (on all predecessors they were wet). Thanks to this solution, the designers managed to obtain increased rigidity and strength of the block, as well as increase the cylinder diameter by 8 mm (from 92 mm on the old block to 100 mm on the new one). The inter-cylinder distance has not changed and is 116 mm.
This solution allowed not only to maintain the interchangeability of engine parts of different generations, but also to significantly reduce the cost of new equipment for block processing. In addition, the overall and landing dimensions of the engine remained unchanged, which allows the use of UMZ 421 on machines of previous years of production.
Piston group and crankshaft
Due to the increased rigidity of the block, it was possible to somewhat reduce the uneven wear of the cylinder mirrors, which increased the resource of the cylinder-piston group. The mass of the piston has been reduced in order to reduce the forces on the side of the piston. This was achieved by reducing the distance from the piston pin axis to the piston crown by 7.5 mm. To compensate for this distance, the length of the connecting rod is increased by 7 mm. Pistons are cast aluminum with a high silicon content. Part of the combustion chamber is located in the piston crown (a recess in the form of a truncated cone).
The crankshaft is cast iron. The main journals have a diameter of 64 mm, the connecting rod journals have a diameter of 58 mm. A flywheel is fixed on the rear of the shaft, and a cast-iron camshaft drive gear and a pulley hub are fixed on the front. In order to prevent axial play of the shaft, two washers are installed on the front main bearing. Instead of the outdated packing, the rear part of the UMZ 421 crankshaft is sealed with a self-clamping rubber gland. This solution made it possible to get rid of a long-term problem inherited from ZMZ - oil leakage through the packing.
cylinder head
Thanks to the preservation of the inter-cylinder distance, it was possible to unify the cylinder head on engines of 2445 cc. cm and 2890 cc. The cylinder head UMZ 421 is made of aluminum alloy and equipped with valve seats made of heat-resistant cast iron. The unification of the cylinder head led to the preservation of the old scheme of the gas distribution mechanism - camshaft in the cylinder block (in the lower part) and the valve drive with rods, pushers and rocker arms.
UMP 421 valves do not have hydraulic gap compensators (with the exception of some modifications of the motor produced after 2010) and require adjustment after 10-15 thousand km. In 2010, the engine camshaft changed, the profile of which increased in height. This measure allowed to improve the idling mode and achieve Euro-3 emission standards.
Major Versions
The basic carburetor model UMZ 421 had a tuned exhaust system. The system included an exhaust manifold, muffler, muffler downpipe and resonator. However, such a gas exhaust system caused difficulties with the installation of such engines on some UAZ production vehicles, especially with a wagon-type body (“loaf”). These difficulties led to modifications with a non-customized release system.
In 1998, UMZ entered a new sales market for itself - deliveries of engines of the UMZ 4215 model for light-duty trucks OAO GAZ. At the same time, the growing requirements for exhaust toxicity led to the equipping of UMP engines with fuel injection systems with fuel supply control and ignition parameters using electronic control units. The first engines with such systems were shipped to customers in 1999-2000 - the engine with the UMZ 4213 index began to be installed on UAZ-3160 vehicles.
To complete UAZ vehicles, a 98-horsepower 4218.10 (with a degree of 7.0 for A80 gasoline) or a 103-horsepower 4218.10-10 (with a degree of 8.2 for A92 gasoline) was supplied. Accordingly, the motors could be with different exhaust systems. Also for the needs of UAZ, a 117-horsepower 4213.10-40 with a fuel injection system was produced. For GAZ cars, engines 4213.10-50, 4215.10-10, 4215.10-30 and 123-horsepower injection 4216.10 were produced.
Engine pros and cons
The new cylinder block did not always have a high casting quality, which led to oil entering the cooling system. Sometimes such a problem arose after the first 10 thousand kilometers. The thin-walled block proved to be prone to deformation when overheated, which leads to costly repairs with replacement of the block head. Low fuel efficiency of carburetor versions. However, this disadvantage is partly offset by the transition to injection systems. The first years of production were the owners' complaints about the insufficient strength of the intake manifold, but this defect was eliminated.
Despite all the problems, great unification with engines of previous years of production has become one of the significant advantages of the UMZ 421 family. The price and prevalence of spare parts also play a significant role. The motor is quite easy to repair and maintain. With proper care, the plant promises a resource of at least 250 thousand km.
UMP 421 - more than 20 years in production
At present, UMP continues to produce engines of the 421 family. For the products of the GAZ plant, a gas-cylinder version of the engine is produced, which can be equipped with an air conditioning compressor and hydraulic compensators in the valve drive. On request, the engine is equipped with a modern poly V-belt drive. The engines are equipped with a fuel injection system, electronic ignition and develop from 100 to 125 forces in compliance with Euro-3 or 4 standards. In addition, the 96-horsepower 4215 carburetor version remained in the series. All engines are designed for A92 gasoline and higher, since the production of low-octane A80 terminated.