Again a review of the ZMZ 514 diesel. Pros. It rides very well, but it eats nothing at all compared to the 409 engine! It works quite quietly, so that sometimes the noise of a broken input shaft bearing interrupts it. It doesn't work like a tractor, don't lie. If it works like an MTZ, it's time to put it in order, clean the nozzles, move the injection pump. The sound of the turbine is pleasant and pleasing to the ear. And in general, diesel chirping by the second week of driving becomes very familiar, and you no longer understand how you used to drive gasoline UAZs. Yes, of course, this is exactly what the UAZ needs. At the same time, you do not need to pay for 100 ++ horses, which barely accelerate a two-ton tank. We have only 90 forces on Euro 3, although there is still a lot of momentum. And there are many where it is needed.
The simplicity of Euro 3 diesel equipment is beyond praise. Remove the block from the brain, throw away the EGR (exhaust gas recirculation system) - and the equipment becomes absolutely reliable! The high-pressure fuel pump will survive not a single such engine, and only a few reasons can prevent the equipment from working - the diesel fuel has run out, the diesel fuel has frozen, the fuel pump drive belt has broken (it is on the 514th from the 16-valve VAZ engine) The latter, although it happens, is eliminated with the help of a set of tools and what then mothers - the benefit of a belt from a 16-valve dozen is on every corner. I did not find any euro-second problems on the e3 engine. For some reason, the fuel lines of the injectors do not tear and the heads do not burst. The rest of the 514 motor is the 406 motor that has long been studied by everyone. Chains and so on - everything seems to be able to repair.
was - the plug was unscrewed from the knee. Unscrew the second one - and that's it, the death of the engine with a 100% guarantee. By the way, that's why the turbine died. Only the mighty oil pump of the 514 engine saved the crankshaft from trouble - fortunately, it had enough oil. You will criticize me, they say, how could I not notice the low oil pressure? And it wasn't low. I considered a unit at idle to be normal for this engine. What would this mistake cost a less experienced driver? That's right, engine replacement. I repeat. good engine. But I would definitely recommend gasoline to anyone, there is no healthy sleep with zmz514 ...
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diesel engine ZMZ 514 is produced at the Zavolzhsky Motor Plant, and is the only representative of the diesel engine of the entire line of engines of this type. Initially, the power unit was intended for trucks manufactured by the GAZ group of companies, but UAZ buys the bulk of the engines for installation on their cars.
Specifications
The ZMZ 514 diesel engine was originally developed specifically for GAZ vehicles, but later became preferred for cars of the Ulyanovsk Automobile Plant. In the process of refinement, the motor became more reliable and increased power characteristics.
Consider ZMZ 514 diesel and its specifications:
The main part is installed on vehicles manufactured by the Ulyanovsk Automobile Plant, namely: UAZ Patriot (Diesel), Hunter, Pickup and Cargo.
Power plant modifications
The ZMZ 514 motor has received a fairly wide distribution and a rich number of modifications. This was done to adapt power unit under the vehicle. The family of engines ZMZ-514.10 is a 4-cylinder 16-valve diesel engines with a displacement of 2.24 liters
| Engine designation according to design documentation | VDS descriptive marking | Characteristic features of the completeness and execution of the engine | Applicability on the car |
| Complete sets with high pressure fuel pump VE 4/11F 2100RV | |||
| 514.1000400 | 51400 | Basic completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, without power steering and fan drive. | |
| 514.1000400-10 | 51400A | Basic completeness in a single version with clutch housing, SROG, power steering, without fan | cars of GAZ OJSC |
| 514.1000400-20 | 51400B | Basic completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, with power steering and fan drive, engine oil sump ZMZ-5141, with oil filter reduced dimensions. | |
| 5141.1000400 | 514100 | Completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, power steering, air conditioning, without a fan. | |
| 5143.1000400 | 514300 | Basic completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, power steering. | |
| 5143.1000400-10 | 51430A | Completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, power steering, air conditioning. | |
| 5143.1000400-20 | 51430V | Completeness in one version with high pressure fuel pump VE 4/11F 2100RV, fan drive and power steering pump brackets. | |
| 5143.1000400-30 | 51430C | Completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, a fan drive and power steering brackets, with fuel supply lines of a changed length compared to the basic configuration. | |
| 5143.1000400-40 | 51430D | Completeness in a single version with a fan drive, a vacuum pump combined with a generator, a clutch housing, an SROG, a power steering | UAZ-315148 "Hunter" |
| 5143.1000400-41 | 51430G | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, SROG, power steering, without clutch housing | UAZ-315148 "Hunter" |
| 5143.1000400-42 | 51430H | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, SROG, a branch pipe for connecting an autonomous heater-heater, power steering, without a clutch housing | UAZ-296608 |
| 5143.1000400-50 | 51430E | Completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, a fan drive and power steering pump brackets, without a fuel priming pump, with a bypass valve on the fuel fine filter. | |
| 5143.1000400-80 | 51430L | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, SROG, an EGR cooler, power steering, without a clutch housing | |
| 5143.1000400-81 | 51430M | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, SROG, a recirculated exhaust gas cooler, a branch pipe for connecting an autonomous heater-heater, power steering, without a clutch housing | UAZ-315148 "Hunter" environmental class 3 |
| 5143.1000400-43 | 51430R | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, a branch pipe for connecting an autonomous heater-heater, power steering, without a clutch housing, without SROG | UAZ-315108 "Hunter" for MO) |
| 5143.1000400-60 | 51430S | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, a branch pipe for connecting an autonomous heater-heater, a clutch housing, a small-sized oil filter, power steering, without SROG | UAZ-396218 ("Loaf" - ambulance car off-road, for MO) |
| Complete sets of ZMZ-51432 diesel engines for UAZ vehicles of ecological class 4 (Euro4) | |||
| 51432.1000400 | 51432A | Without clutch housing under DYMOS gearbox; SANDEN air conditioner compressor; power steering pump Delphi; generator 120A | |
| 51432.1000400-01 | 51432B | Without clutch housing under DYMOS gearbox; SANDEN air conditioner compressor; power steering pump Delphi; generator 120A; branch pipe 40624.1148010 for connecting an independent heater. | UAZ-31638 "Patriot", UAZ-31648 "Patriot Sport", UAZ-23638 "Pickup", UAZ-23608 "Cargo" |
| 51432.1000400-10 | 51432C | Without clutch housing under DYMOS gearbox; power steering pump Delphi; generator 80 A or 90 A. | UAZ-31638 "Patriot", UAZ-31648 "Patriot Sport", UAZ-23638 "Pickup", UAZ-23608 "Cargo" |
| 51432.1000400-20 | 51432D | Without clutch housing under DYMOS gearbox; power steering pump; generator 80 A or 90 A. | UAZ-315148 "Hunter" |
| 51432.1000400-21 | 51432E | Without clutch housing for DYMOS gearbox; power steering pump; generator 80 A or 90 A; branch pipe 40624.1148010 for connecting an independent heater. | UAZ-315148 "Hunter" |
| 51432.1000400-22 | 51432F | with clutch housing for 5 speed gearbox ADS; power steering pump; generator 80 A or 90 A. | UAZ-315148 "Hunter" |
| 51432.1000400-23 | 51432G | with clutch housing for 5 speed gearbox ADS; power steering pump; generator 80 A or 90 A; branch pipe 40624.1148010 for connecting an auxiliary heater | UAZ-315148 "Hunter" |
Power unit maintenance
Maintenance of the 514th internal combustion engine is carried out in a typical way, as for all domestic diesel vehicles. The service interval is 12,000 km, but most experts and motorists agree that in order to preserve and increase the resource, this figure must be reduced to 10,000 km.
When conducting Maintenance change consumables and oil. The first point is related to coarse and fine oil filters, as well as fuel filters. Depending on the operating conditions, it is also recommended to check air filter, which after 15-20 km can be clogged.
Particular attention during maintenance, especially if it is done by hand, should be paid to the condition of the injectors, glow plugs, as well as the condition of the high pressure fuel pump.
Untimely repair of the latter can lead to a more serious breakdown of the plunger pair, which will entail additional investment.
Conclusion
The ZMZ 514 diesel engine has gained quite wide popularity in vehicles produced by the Ulyanovsk Automobile Plant. The simplicity of the design, characteristic of all motors produced by the Zavolzhsky Motor Plant, makes it quite simple and easy to repair the motor yourself. The power unit is serviced every 12,000 km.
Cylinder block engine ZMZ 514 is cast from special high-strength cast iron, which gives the engine design rigidity and strength.
Coolant ducts forming a cooling jacket are made along the entire height of the block, this improves the cooling of the pistons and reduces the deformation of the block from overheating. The cooling jacket is open at the top towards the block head.
In the block crankcase ZMZ cylinders 514 nozzles are installed for cooling the pistons with oil.
cylinder head cast from aluminum alloy. It has intake and exhaust valves. Each cylinder has four valves: two intake and two exhaust. The intake valves are on the right side of the head, and the exhaust valves are on the left. The cylinder head has seats for injectors and glow plugs.
Camshaft Made from low carbon alloy steel. The camshaft cams are multi-profile, located asymmetrically relative to their axes. The rear ends of the shafts are marked with branding: on the intake shaft - "VP" exhaust shaft - "OUT". In the engine, each shaft has five support shafts. Located in the cylinder head and closed with covers, bored in one piece with the head, so the camshaft bearing covers are not interchangeable.
Each shaft again has support journals. The shafts rotate in bearings located in the cylinder head and closed with covers, bored in one piece with the head, so the camshaft bearing covers are not interchangeable.
From axial movements camshafts are held by thrust half washers installed in the undercuts of the front bearing covers and the protruding parts entering into the grooves on the first bearing journals of the camshafts.
Pistons cast from aluminum alloy. On the bottom of the piston, a marking of the size group of the diameter of the piston skirt (letters "A", "B", "Y") is cast and an arrow is applied, which is necessary for the correct orientation of the piston when installed in the engine (the arrow must be directed towards the front end of the cylinder block). A recess is made at the bottom of the piston skirt, which ensures the divergence of the piston from the cooling nozzle. Three grooves are made in the piston head: compression rings are installed in the top two, and oil scraper in the bottom. The groove for the upper compression ring is made in a reinforcing insert made of ni-resistive cast iron. Three rings are installed on each piston: two compression and one oil scraper. The compression rings are cast iron.
The axis of the hole for the piston pin is offset by 0.5 mm in right side(in the direction of vehicle movement) from the middle plane of the piston.
Crankshaft cast from ductile iron. The shaft has eight counterweights. It is kept from axial movement by thrust washers mounted on the middle neck. To the back end crankshaft flywheel attached. A spacer sleeve and a toe bearing of the gearbox input shaft are inserted into the flywheel hole.
The diesel engine ZMZ 514 is produced at the Zavolzhsky Motor Plant, and is the only representative of the diesel engine of the entire line of engines of this type. Initially, the power unit was intended for trucks manufactured by the GAZ group of companies, but UAZ buys the bulk of the engines for installation on their cars.
Specifications
Unlike gasoline counterparts, diesel has received increased technical characteristics, which has become popular among the people. So, the power unit of the Zavolzhsky plant received one of the best fuel systems made by BOSCH. A poly V-belt with an auto-tensioner was also installed to drive the injection pump, pump and generator. An upgraded Common Rail fuel supply system was installed on the engine
Consider ZMZ 514 diesel and its technical characteristics:
The main part is installed on vehicles manufactured by the Ulyanovsk Automobile Plant, namely: UAZ Patriot (Diesel), Hunter, Pickup and Cargo.
Power unit maintenance
Maintenance of the 514th internal combustion engine is carried out in a typical way, as for all domestic diesel vehicles. The service interval is 12,000 km, but most experts and motorists agree that in order to preserve and increase the resource, this figure must be reduced to 10,000 km.
During maintenance, consumables and oil are changed. The first item includes - coarse and fine oil filters, as well as fuel filters. Depending on the operating conditions, it is also recommended to check the air filter, which can be clogged after 15-20 km.
Particular attention during maintenance, especially if it is done by hand, should be paid to the condition of the injectors, glow plugs, as well as the condition of the high pressure fuel pump.
Untimely repair of the latter can lead to a more serious breakdown of the plunger pair, which will entail additional investment.
Engine repair
Repairing a 514 series diesel engine is quite difficult at home. Yes, you can do minor repairs, but larger breakdowns are recommended to be repaired in a car service.
At home, you can repair the fuel pump, replace the glow plugs, change the valve cover gasket.
The main problem that motorists often face is the tripling of a diesel power unit. In this case, often the problem may lie in the clogging of the injectors or a malfunction of the high pressure fuel pump. Both parts require special equipment for repair, and therefore it is worth contacting a car service to fix the problem.
Cleaning and diagnostics of nozzles is carried out on a special stand, which will clearly identify the faulty element. As for the injection pump, it also requires special knowledge and skills that not every motorist possesses.
Often, elements of the cooling system fail, which are quite simple to change at home. These include a thermostat and a water pump. So, due to low-quality spare parts, the thermostat can quite often wedge, which leads to overheating of the engine or the constant operation of the electric fan. As for the water pump, it goes out of order - when the bearings are worn out.
The second option is the formation of a leak from under the shaft, which is easy to determine on your own. Changing the element is quite simple, it is necessary to dismantle drive belt and unscrew a few screws.
Conclusion
The ZMZ 514 diesel engine has gained quite wide popularity in vehicles manufactured by the Ulyanovsk Automobile Plant. The simplicity of the design, characteristic of all motors produced by the Zavolzhsky Motor Plant, makes it quite simple and easy to repair the motor yourself. The power unit is serviced every 12,000 km.
Diesel ZMZ-514 under the hood of UAZ. The first 100 thousand km: a chronicle of the complete disassembly of the motor
“After half my earthly life, I found myself in a gloomy forest,” something like this, following Dante Alighieri, could write this ... diesel engine in his diaries. If, of course, he was able to write and kept diaries. But he can't do any of that. We will be completely prosaic. So, on the 104th thousand run, I had to take out of my UAZ diesel engine, who served faithfully for more than five years. The reason was absolutely ridiculous: for no apparent reason, a piece of the head of the block suddenly broke off. And since I had to remove it, professional interest forced me to disassemble the entire unit in order to assess the degree of wear. On the one hand, one hundred thousand is not an age for a turbodiesel, but on the other hand, a decent period for any domestic engine. And, as it soon became clear, I got into the engine for a reason. At least there was more than enough food for thought...
There have been claims to the resource of the Zavolzhsky diesel engine throughout its history. To begin with, when designing the 514th engine, the plant management set the designers the task of unifying it as much as possible with the ZMZ406 gasoline that had just been put into production. Moreover, no one wanted to listen to the objections that a spark engine, by definition, cannot be converted into a good diesel engine. And then the first experimental version appeared. With power, efficiency and ecology, everything turned out at the level of world standards. But the resource barely reached ... 40 thousand km. I had to redo everything. The block, head, pistons and some other little things have completely changed. After the tests, which took place in the spring of 2002, it was decided to put the motor on the conveyor, and its resource was declared at 250 thousand. In the meantime, the bottom line is that the first batch of ZMZ514.10 was manually assembled right in the factory diesel engine design bureau. It was from her that I got the same motor. Judging by the number on the block, he was fifth in this series.
Soon, a conveyor assembly of diesel engines was set up at ZMZ and they were about to begin deliveries to the primary equipment of UAZ and GAZ. But mass production ran into a sharp drop in the quality of new motors. The old production equipment of the plant simply lacked the capacity to maintain the proper quality of the metal and maintain the accuracy of the parts. And diesel, unlike gasoline units, this is not forgiven. Plus, component suppliers have contributed to the increase in the flow of substandard products. It was not possible to establish a stable mass production, which is why car factories continued to abandon the ZMZ514. And the instability of quality began to scare off private buyers, who at first cheerfully snapped up new turbodiesels to replace carburetor engines. As a result, by the beginning of 2004, diesel production at ZMZ was practically curtailed.
And yet, the development of the engine continued. The designers adapted the motor to the available technologies and production conditions, while eliminating their own miscalculations. The design of the head and block has changed, as a result of which their rigidity has increased. For better sealing of the gas joint, instead of the domestic flexible cylinder head gasket, they began to use imported multilayer metal. Refining and manufacturing of pistons entrusted German company Mahle. Changes that improve reliability and resource also affected the connecting rods, timing chains and a number of small parts. As a result, in November 2005, the production of diesel engines under the index ZMZ-5143 began again in the small series workshop of the Zavolzhsky Motor Plant, and since 2006 these engines began to be mass-produced on UAZ Hunter. In 2007, the 514th was also adapted for installation on a cargo family of Ulyanovsk cabovers.
Short Course in History
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I must say that the motor that came across to me turned out to be frankly successful. Against the background of scary stories about the early series, he behaved almost perfectly. “Almost”, because with enviable regularity the unreliable and inconvenient maintenance system for tensioning and calming the injection pump and generator belts reminded of its existence. Over the course of five years, the rollers that made it fell apart for me eight times, either separately or together (once this led to a break in the fuel pump belt on the go). In addition, for a completely inexplicable reason, on average, once a year, the generator mounting pin broke into two parts (apparently, initially there was a misalignment somewhere). As for the rest of the parts, after 60 thousand it was necessary to change the O-rings of the nozzles and all the rubber bands of the valve cover, and after 80 thousand - to compensate for the extraction of the timing chains by adjusting the injection advance angle.
The electrical equipment, taking into account the trophy-expeditionary life of the machine, worked honestly, and all its failures were natural. So, twice due to ingress of sea water, they failed electronic blocks engine control (after the second time, a year ago, this block had to be abandoned, transferring all the electrics to “manual control”). The generator was sorted out twice, once - the starter (both of them were shaken out of an armful of caked peat). Incidentally, both units this engine- Bosch. An attempt to replace the German starter with a Russian one from a gasoline ZMZ409 (which is cheaper than the original bulkhead) ended in failure. The "budget alternative" turned out to be incomparably weaker and burned down after a few months.
Cause of change of head
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The first call of the upcoming analysis of the engine was the sudden breakage of the high-pressure fuel pipe of the fourth cylinder. The detail burst at the very nozzle - it seemed to be cut off with a knife. It was a matter of five minutes to replace her, and I did not attach any serious importance to this. The tubes on the motor were from birth, and, having decided that their time had come, I mentally prepared to replace the rest. But instead, two weeks later, the fourth ended again. This was alarming. The second indirect sign, pointing to the "causal place", was the suddenly weakened high-pressure fuel pump belt. I shook the fuel pump from side to side, felt an unpleasant backlash and climbed to understand. Did the pump turn itself off? The reality turned out to be even worse. He got off! It turned out that the lower bolt of the bracket fastening was broken, the seat of the upper bolt was thoroughly broken, and in the place where the rear point was attached, the curly tide broke off from the head of the block. The latter was the most unpleasant, as it promised a bleak prospect of replacing the entire head of the block: the tide is very loaded and works in tension and fracture at the same time, so it is useless to cook it. That is, of course, you can try it, but after what time it will break off again, none of the theorists and practitioners of argon welding was able to predict.
At ZMZ, regarding the broken tide, I was “consoled” that such a case was far from the first, and it also manifested itself at much lower mileage. But, fortunately, the problem is not only known for a long time, but has already been successfully eliminated. On the 5143 heads, this tide was reinforced with additional stiffening ribs, after which the news of its “spontaneous separation” ceased to come to the plant. So, with the replacement of one engine part, we decided. What is the state of the others?
An autopsy will show
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I must say, I had no particular concerns about the general condition of the motor. Assembled by hand under a corrosive design eye, the engines of the very first commercial batch turned out to be surprisingly tenacious. For example, "Sobol-Barguzin", which remained at the disposal of the factory department for adapting diesel engines, passed more than 300 thousand on a diesel engine from the same "batch". True, he ran exclusively on asphalt. On my UAZ, the engine loads were certainly much higher, but still there were no reasons for alarm. The engine did not smoke and practically did not consume oil, despite the fact that the turbine was “snotty”, starting from the twentieth thousand kilometers. The latter, however, testified not to its wear, but to a constructive miscalculation: on high speed oil does not flow out of it.
Such indicators of diesel health as power, traction and the ability to start in cold weather, according to subjective feelings, also did not deteriorate. The most unpleasant moment was the gradual drop in oil pressure, the first signs of which appeared after 75 thousand. However, this process developed so slowly that until the very last moment I did not consider it a sufficient reason to open the engine. But since life gave me another reason, I nevertheless pulled the engine out of the UAZ, took it to a mechanic friend, found a place for a notebook and a camera on his workbench, and we began to disassemble the unit, recording in detail the condition of the parts.
The first external observations: the clutch disc needs to be replaced, because one of the springs has burst on it. It should be noted that this is the second disc (out of three) that ends its life in this way. At the same time, the basket and flywheel are in perfect order. In addition, the fastening of the cooling system pipe, which went around the block under the exhaust manifold, burst, the heat-insulating screen above this same manifold cracked, and both crankshaft oil seals began to leak. Everything else is fine. We disassemble!
So, I'm telling you in the order of removal ... Light wear was found on the plastic chain guides and thrust flanges of the camshafts. However, it would be strange if it did not exist at all. The camshafts themselves are visually normal. Measurements with a micrometer revealed wear of the bearing journals in the range of 0.06 - 0.07 mm with a factory tolerance of 0.1 mm. Hydraulic lifters, rocker arms, valves and other head parts are also almost like new. Water channels are free from deposits. Oil deposits were also not found anywhere. The thermostat is normal, only the solder on the nut has oxidized. The pump is “alive”, but it already has a slight transverse play - it will have to be replaced for preventive purposes. Both chain tension sprockets are slightly worn, while one has a bent axis for some reason. The upper chain has noticeably stretched out, while the lower chain looks like it was just out of the store. Weird. Usually the opposite happens. intake and exhaust manifolds in perfect order. And what will they do?! Pleasantly surprised copper stud nuts exhaust manifold, allowing you to easily unwind everything. Usually, on domestic motors, this connection turns sour so that it can only be rolled up with a pipe. Combustion chambers are clean, soot on pistons and valves is minimal. Fuel drive ( low pressure) and oil pumps are normal. Insignificant development is noticeable only from the side of the fuel pump. For some unknown reason, the oil separator in the pan cracked. However, this is not critical.
Now about the main
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And here is the first serious "sore": two of the four crankshaft plugs are unscrewed by more than half! Obviously, they were badly minted during the assembly of the motor ... This, it seems, is the reason for the falling oil pressure. Worst of all, in this case, this led to local oil starvation of the two connecting rod journals, which accelerated their wear, and in addition, it was fraught with scuffing, jamming and complete engine failure. The fears were confirmed. Connecting rod bearings there they turned out to be pulled up, and the necks themselves, especially the second one, had traces of overheating. At the same time, the visual wear of the third and fourth crankpins was minimal, and all the main ones were in perfect condition. In general, it seems that we dismantled the motor in time, and the matter has not yet come to serious scuffing. The wear of the connecting rod journals was only 0.02 - 0.05 mm (ovality 0.01 - 0.02 mm). Wear of the main journals - 0.04 - 0.06 (ovality up to 0.01 mm). And all this despite the fact that the first repair size of the liners compensates for 0.25 mm of output. In general, the crankshaft decided to leave as is.
When I took out the pistons, I was even more amazed. And, I must say, I was surprised unpleasantly. Three of them had cracks in the skirt! This indicates either a severe overheating of the motor, or a serious design error. Meanwhile, this engine, despite all its difficult working biography, never came to a boil. This means that there are absolutely all ZMZ-514.10 problems with the cooling of the pistons and everything that they pull behind them. Most likely, it was they who led to the fact that on the “post-styled” ZMZ-5143 engines, the pistons are already different both by manufacturer (Mahle) and by design. Well, let's hope that the German engineers managed to correctly solve the problem of their cooling. Against this background, the degree of piston wear seemed to me an insignificant detail. I didn't even get distracted by the burn marks between the compression rings on one of the pistons. But we studied the state of the cylinders with all care, but did not find any "crime". The walls were smooth, without burrs. The longitudinal wear was 0.01 mm, and the transverse wear was from 0.02 mm at the bottom to 0.04 mm at the top. In general, the unit is "almost like new."
As for the question “why did the pistons crack?” - then he soon transformed into the question "why did only three crack?". Maybe the high pressure fuel pump delivers less fuel to the fourth cylinder than to the others? To check the injection pump, it was given to the specialized laboratory of NAMI and thoroughly tested on the AVL injection analyzer. But the reason was not in him. The "Boshevsky" unit was in perfect condition, and the nozzles also did not feel the burden of a hundred thousand kilometers lived.
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Assembly
Having turned the engine into a neatly arranged set of parts on a workbench, we found ourselves in a dilemma. On the one hand, if a piece did not break off from the head of the block, the motor did not seem to need repair and would wind up more than one tens of thousands of kilometers until ... the pistons would fall apart or the crankshaft plugs would finally come out. It is difficult to say what internal destruction these events would entail. On the other hand, since the motor was completely dismantled, why not assemble it back on worn out parts ?! As a result, the timing drive, glow plugs, gaskets, seals and all other small things, it was decided to replace.
I must say that the situation with spare parts for Zavolzhsky diesel in Moscow has recently improved radically. With due perseverance, you can find almost any detail. As a last resort, order it for delivery within a week. But for this you will have to go around the whole city, collecting "grain by grain" (none of the stores yet has a sufficient assortment). The second question is Moscow prices. Comparing them with prices in the Trans-Volga region, I figured that, given the number of pieces of hardware I needed, it would be cheaper to go to the Nizhny Novgorod region to pick them up. However, about 50 thousand rubles ran into the circle anyway.
In the meantime, another change was taking place at the Zavolzhsky Motor Plant, which marked a new stage in the history of our engine. In the small series workshop, where ZMZ-514 was assembled on an overhead conveyor for the last two years, all equipment was dismantled, intending to transfer the production of this motor to the main conveyor. And they intended to place the Iveco production line on the vacated areas. In addition, in February, the factory Diesel Engine Adaptation Center was disbanded, which dealt with the use of “experimental” engines and served as a bridge between consumers and designers.
P.S. Loading spare parts into the trunk, I paid attention to the new block head and found that its casting was different from the one that was originally on my engine, and from those that were put in series a year and a half ago. In addition to the fact that the attachment area of the injection pump bracket is reinforced with additional ribs, there are other differences on the head, which obviously increase its rigidity. However, when assembling the engine, it fell into place easily and naturally. But the designers still made one mistake. So, now, after increasing the thickness of the front wall of the head in the area of \u200b\u200bthe timing chains, the upper chain damper is put into place with difficulty. And to put it simply, it needs to be finalized with a file in the truest sense of the word. In all other respects, the assembly of the engine did not cause difficulties, and it started up safely. Now it's up to the installation of the intercooler. But this is a completely different story and, most likely, a topic for a separate article.
text and photo: Evgeny KONSTANTINOV
Sergey AFINEEVSKY,Head of the NAMI Engine Parts Laboratory
Need to install an intercooler
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The engine is good, the cleaning of fuel, oil and air was carried out as it should. Cylinders and crankshaft are almost par, camshafts are also within tolerance. The bearing shells have little wear but need to be replaced. The overall condition of the unit as a whole can be considered good. Piston cracks are the result of high thermal stress. ZMZ-514 is considered a highly accelerated turbodiesel, and therefore requires the use of charge air cooling, especially since this is provided for by the designers. But the fact is that the installation of heat exchangers on a car should be carried out not by a motor, but by car factory, and here, apparently, some difficulties arose. On the other hand, you didn't measure the cracked pistons. During assembly, pistons with an increased clearance could be installed, due to which, when the engine warmed up, the piston hit the cylinder, which occurred before the engine reached operating temperature. As for the breakage of the bracket on the head of the block, it seems to me that in this situation the matter is in the casting marriage, but in any case, this place needs to be strengthened.