Defects in the lubrication system of the umz 4216 engine. Lubrication and cooling system. Lubrication and cooling

The lubrication system of the engine (Fig. 19) is combined, under pressure and splashing. The oil pressure in the lubrication system when the engine is running on M8V1 oil, the oil temperature in the oil sump is plus 80 °C and the copper radiator is turned off must be at least 343 kPa at a speed of 2000 min-1 of the crankshaft and at least 108 kPa at a speed of 600 min -one.

Rice. 19 Scheme of the engine lubrication system
1 - oil cooler
2 - oil filler cap
3 - oil cooler tap
4 - oil pressure indicator sensor
5 - emergency pressure sensor
6 - oil filter
7 - oil pump
8 - drain plug
9 - oil receiver
10 - pressure reducing valve
11 - hole for lubrication of timing gears
Two sensors are installed on the engine to monitor oil pressure. One of them is connected to the oil pressure indicator, and the other is connected to the emergency oil pressure warning lamp in the engine lubrication system. The emergency oil pressure sensor is triggered at a pressure of 39 ... 78 kPa. With the minimum crankshaft speed at idle and the oil cooler turned off, the emergency oil pressure warning lamp should not light. The fire of the pump indicates a malfunction of the lubrication system, which must be repaired immediately.

The engine lubrication system has two pressure reducing valves in the oil pump and a bypass valve in the oil filter. Both valves do not require adjustment in operation. An oil cooler is provided to cool the oil in the lubrication system. It is necessary to turn it on by opening the tap at an air temperature above 20 ° C and when driving in difficult road conditions, regardless of the ambient temperature.

Oil sump steel stamped. The plane of the oil sump connector with the block is sealed with cork gaskets. Gaskets sealing the front and rear parts of the oil sump are abundantly moistened with water before being installed in place to prevent their breakage.

Rice. 20 Oil pump
1 - guide sleeve
2 - roller assembly
3 - body assembly
4 - drive gear
5 - driven gear
6 - plate
7 - gasket
8 - oil pump cover
9 - locking plate
10 and 12 - bolts
11 - frame with mesh
13 - pressure reducing valve
14 - valve spring

Oil pump(Fig. 20) gear type, located inside the oil sump and attached to the cover of the fourth main bearing with two studs. The gears of the pump are spur-toothed ceramic-metal. Between the housing 3 and the plate 6 of the pump, a paronite gasket 7 with a thickness of 0.3 ... 0.4 mm is installed. Installing a thicker gasket when repairing the pump is unacceptable, as this will reduce the performance of the pump and the pressure it creates. From the ingress of large particles (dirt, rags, etc.), the pump is protected by a frame 11 with a mesh. The pressure reducing valve 13 provides the necessary oil pressure in the line when the engine is running in any mode, and also compensates for the oil consumption through the bearings that increases with engine wear, since the oil pump has excess capacity. When the pressure in the lubrication system rises above the allowable value, the oil presses the valve and excess oil is discharged into the oil pump cavity.

Rice. 21 Oil pump drive and ignition distributor.
1 - ignition distributor
2 - drive housing
3 - drive roller
4 - gasket
5 - cylinder block
6 - thrust washer
7 - gear camshaft
8 - oil pump drive gear
9 - pin
10 - plate
11 - sleeve
12 - oil pump roller
Roller notch position:
A - on the drive mounted on the engine;
B - on the drive before its installation on the engine;
C - on the oil pump roller before installing the drive on the engine

The oil pump drive (Fig. 21) is carried out from the camshaft by a pair of helical gears. The drive gear 7 is integral with the camshaft. The driven gear 8 is fixed with a pin on the roller rotating in the cast iron housing 2. The upper end of the roller has a slot displaced by 0.8 mm in one direction, into which the shank of the ignition sensor-distributor drive enters.

If for some reason the oil pump drive was removed from the engine, then to ensure the correct position of the distribution sensor, install the drive on the block in the following order.

Now popular and popular commercial vehicles GAZ brands are equipped with UMZ engines produced at the Ulyanovsk Motor Plant.

A bit of history

The Ulyanovsk Motor Plant dates back to the distant 1944, and only in 1969 the company produced the first engine of the UMP brand. Until the sixty-ninth year, the plant was engaged in the production of small-capacity UMZ-451 engines and their components.

Since the release of the first motor, they have faithfully served on trucks, off-road vehicles, on small buses. In 1997, AvtoGAZ became the main consumer of engines, which equipped most models of the GAZelle line with UMP units.

Design features

At the moment there is a wide range of ICE model range UMP, the installation of which is carried out on different models Sobol, UAZ, GAZelle cars. Installed engines have a number of common features, but may differ in some details and principles of operation:

Carburetor and injection.
Four-cylinder in-line.
Power 89-120 liters. With.
Environmental standards "Euro-0", "Euro-3", "Euro-4".

All engines are light, small and reliable. They are distinguished by an affordable price.

One of the features of the engine can be called original design cast aluminum cylinder block with pressed-in gray cast iron liners. Crankshafts of motors of all modifications are hardened during manufacture of the main and connecting rod journals with high-frequency currents. Self-clamping seals the rear of the crankshaft.

Lineup modifications

UMP motors have two lines power units designed to fit various vehicles.

Cars of the GAZelle family are equipped with the following models: UMZ-4215; UMZ-4216; UMZ-42161; UMZ-42164 "Euro-4"; UMZ-421647 "Euro-4"; UMZ-42167.

The main part of the engines is published in several variations, which differ in their configuration, power and economical performance. At the moment, the production of units running on gasoline with an octane rating of 80 has ceased.

All engines are designed for 92 and 95 gasoline, as well as with the ability to run on gas.

This review is dedicated to the UMZ-4216 power plant, its characteristics and properties will be detailed.

pros

The advantages of the motor rightfully include maximum torque at low speeds, excellent technical characteristics, as well as ease of maintenance of components and assemblies. The 4216 engine has become the first domestic device that has a warranty period when gas equipment is installed on it.

Modernization

The unit is equipped with a microprocessor control system for fuel mixture injection and ignition system. The knock and oxygen sensors of the 4216 engine directly affect the operation of the integrated electronic control system and the unit as a whole. To change economic characteristics and increase competitiveness in power plant The following design additions have been made:

For increase performance indicators the compression ratio in the cylinders was increased.
To reduce oil consumption, the crankcase exhaust system was modernized.
The reliability of the motor is ensured through the use of advanced parts and materials.

At the same time, the unit has not changed in terms of overall parameters and standard characteristics (working volume - 2.89 liters, piston stroke, cylinder size).

For the first time, the GAZ-4216 engine began to be equipped with imported parts, which only increased the quality of work and durability in operation. The power unit was equipped with spark plugs and fuel injectors manufactured by Siemens, as well as a German-made Bosch throttle position sensor.

The main malfunctions of UMP

Formerly the most frequent breakdown the engine had damage to the intake manifold. According to the developers, a manifold made of fragile material was installed on the 4216 engine. But already in 2010, this shortcoming was corrected by the use of better material.

A flaw was also found in the cooling system.

At medium engine speeds and when the car was moving at a speed of 60 km / h, the coolant temperature was normal, but as soon as the speed was reduced or it got into a traffic jam, the 4216 engine rapidly gained temperature, until the coolant boiled. The reason lay in which included a forced cooling fan.

Technical specifications

The engine runs on AI with an octane rating of 92 and 95. Four-cylinder, in-line cylinder, eight-valve. The cylinders have the following working order - 1243. Its diameter is one hundred millimeters, and the piston movement is 92 millimeters. The engine capacity is 2.89 liters, it develops a power of 123 "horses" at four thousand revolutions. motor - 8.8. The maximum torque is 235.7 at 2000-2500 rpm.

GAZelle with UMZ-4216 engine can develop top speed 140 kilometers per hour, which is a good indicator for this class of car. Fuel consumption depends on the load on the vehicle, driving style and road conditions, but in general it looks like this: at a speed of 90 kilometers per hour - 10.4 liters. When driving at a speed of 120 km / h - 14.9 liters.

Supply system

It consists of a fuel supply device and various fuel lines, injectors, fuel and air filters, air supply pipes and a receiver, an idle speed controller.

The fuel supply is controlled using a variety of sensors: charge air temperature element, crankshaft and camshafts, absolute pressure detail, throttle position.

The feed control system is also equipped with an oxygen indicator. The latter is installed in exhaust system in front of the neutralizer. Engine 4216 (injector) for greater reliability and durability should only work on quality gasoline taking into account regular replacement of fuel filters and periodic diagnostics of fuel equipment. Motorists say that with proper operation, the total resource of the power unit can reach 500 thousand kilometers. This feature is different and injection units(meaning ZMZ engines 405 and 406).

Gas distribution mechanism

In 2010, the gasoline engine underwent the process of modernizing the gas distribution mechanism. In general, this affected the change in the profile of the camshaft cam, which contributed to an increase in the valve stroke by one millimeter. These innovations were necessary to improve the stable operation of the unit on Idling, as well as to achieve the norms and requirements of the Euro-3 standard.

At the same time, the valve springs did not change, and this led to the fact that the acting force on the springs crossed the norm, and now it was equal to 180 kgf. When installing a conventional set of rods on new engine before reaching the state of a warm engine, the knocks of hydraulic lifters were heard.

To prevent this problem, change the spring force by removing the internal valve springs.

Benefits of booms with hydraulic lifters

The UMZ-4216 engine with hydraulic compensators does not require additional maintenance due to the absence of valve clearances throughout the entire period of operation. This significantly reduces the noise level. High RPM engines are no longer critical, since the design of hydraulic compensators includes a factor for stabilizing the appearance of critical loads. The degree of wear of the mating surfaces of the mechanism parts is significantly reduced. Due to the optimization of the gas distribution phases, harmful impurities in the exhaust gases are consistently low throughout the entire period of operation.

crankcase ventilation

The motor is equipped with a closed-type crankcase ventilation system. Part of the gases passing through the compression rings is discharged into the intake manifold in a combined way. The operation of the system is carried out due to the pressure difference between the crankcase and the intake tract. At the moment when the 4216 engine is operating in the increased load mode, the gases are discharged through a special large branch.

On a small branch, the removal of gases occurs at the time of operation of the installation at and at minimum loads.

A ventilation system is installed in the front cover of the pusher block, which performs the function of separating oil microparticles from gases and serves to prevent dust from entering the crankcase at the time of increasing thrust in the intake system.

Butter

Engine lubrication system - combined type (spray and under pressure). The oil that the oil pump draws from the sump passes through the oil passages into the housing oil filter. Then it enters the cavity of the second jumper of the block, and from there - into the highway. The crankshaft and camshaft main journals receive oil from the oil line.

The connecting rod journals are lubricated due to the flow of oil through the channels from. According to this principle, the parts of the gas distribution mechanism are lubricated.

The volume of oil poured into the crankcase is 5.8 liters.

Cooling system

The cooling system is closed, water. It consists of a water pump (pump), a thermostat, a water jacket in the cylinder block and head, a cooling radiator, an expansion tank, a forced cooling fan, connecting pipes and a passenger compartment heater radiator.

The GAZelle 4216 engine, depending on the modification, may have distinctive features in terms of the connection method expansion tank and heater core.

At this time, the cost of the engine will vary depending on the year of manufacture and on its modification. For example, the first configuration with a generator and a starter, with a diaphragm-type clutch, with flat support brackets for an updated frame will cost about 130 thousand rubles.

If you buy a 4216 engine from your hands, the price will drop significantly (depending on the mileage of the car).

So, we found out what technical characteristics the unit of the Ulyanovsk plant UMZ-4216 has.

For two years, we tirelessly monitored the work of five GAZelles equipped with Ulyanovsk engines. Readers of the magazine could learn from the articles useful information about the features of the operation of these motors, possible re-equipment, design features of individual units, innovations carried out by the Ulyanovsk Motor Plant. Every month, with the participation of the representative of the carrier - the chief mechanic of Terra-Karat LLC Vladimir Kalashnikov and the head of the UMZ engine reliability group Nikolai Kolyshkin - we examined the test vehicles. During the period of the special project, GAZelles equipped with Ulyanovsk engines covered more than 100 thousand kilometers, and now it's time to sum up the joint project of the Reis magazine and the GAZ Group. Recall that on the engines of the previous family, this run was already critical, and the car was being prepared for repair. However, the current outcome of the project does not mean the end of the life of all five Ulyanovsk engines. This is only an intermediate stop, which will allow us to draw certain conclusions based on the results obtained on this run. In order to evaluate the residual life of the experimental UMP-4216, it was decided to disassemble one of them. The choice of this engine is not accidental. Six months ago, due to a rupture of the radiator pipe, it was slightly overheated - the head of the block was deformed, the gasket burned out. Of course, the overhaul is still far from the 300 thousand kilometers declared by the plant, but the intermediate disassembly will also show whether the UMZ-4216 is really capable of working two more times, even after overheating. By appearance the engine that was to be dissected, it was clear that it was not serviced at the station official dealer but only on their own.

Of the obvious signs of unskilled repair and maintenance - somehow laid wires and tape hanging from them after the recent installation of an electric fan instead of an unreliable electromagnetic clutch. In addition, the engine is covered with a layer of road dust on top, and spring mud on the bottom. On the left side of the UMZ-4216, the build-up of dust acquired a dark shade already familiar to the operators from seepage of oil through the gaskets of the pusher covers. It seems that the manufacturer, knowing this, fills the engine number just above the pusher covers in order to save owners of cars with Ulyanovsk engines from having to wash the number in preparation for technical inspection. It is not surprising that before the start of work, the mechanics of the station thoroughly washed the engine, and only then proceeded to disassemble it by node. First of all, before draining the engine oil, they pulled out the dipstick and assessed the quantity and quality of the oil. By color, it was clear that at the time of disassembly, it did not depart even half of its resource.

The joint project with Reis magazine provided us with a good opportunity to obtain valuable information about the operation of engines during intensive operation. All the comments received by the plant in the course of cooperation with the editors of the magazine, the organization operating the cars, were carefully studied by our specialists. We quickly analyzed the identified problems, identified and implemented technical measures in the production process to prevent their reappearance. As a result, the project helped us to conduct a practice-based work on improving the engine. According to the results of 2009, the quality of motors at the exit from the conveyor increased by 43%. And since the beginning of 2010, more than 20 design changes have already been introduced into the production of UMP engines, which are aimed at improving the reliability and efficiency of the power unit, 250 units of new equipment and tools have been used. I believe that the period of resource testing - two years and more than 100 thousand kilometers - we have successfully passed. Now we produce car engines in very serious volumes and with a high level of quality. Strict requirements for the consumer characteristics of engines are imposed by the main consumer of our products - the GAZ automobile plant.

In particular, for engines for GAZelibusiness, a double control system is in place when the product is accepted - power units are checked by our factory specialists for technical control and specialists from GAZ. Measures to improve product quality and modernize production allow the Ulyanovsk Motor Plant to produce engines that meet the highest requirements of consumers. Having produced more than 10,000 power units in the first three months of 2010, the Ulyanovsk Motor Plant reached pre-crisis production volumes. Now the company produces more than 250 engines per shift. For the timely and high-quality execution of production orders, the plant standardized workplaces, updated computer equipment, and organized a continuous supply of components to the assembly line. Due to the growth in volumes since the beginning of the year, about 200 additional jobs have been created in the assembly, mechanical, foundry shops, recruitment is underway for the main working specialties: mechanics of mechanical assembly works, foundry workers, machine operators, adjusters.

Disconnecting high voltage wires, unscrewed the spark plugs. They were of different manufacturers, and besides, the electrodes of the candles were pretty smoked, which indicates rich mixture, which was regaled by the engine electronic control unit. A burst exhaust manifold could “shift on one side” the brains of the engine: due to a crack, part exhaust gases pulled out, not reaching the oxygen sensor. Further, the algorithm is simple: the oxygen sensor, analyzing the composition of the mixture, transmitted information to the computer that the mixture supplied to the cylinders was too poor - you need to add fuel, which he immediately did. As a result, the rich air-fuel mixture burned poorly, the candles were covered with black soot, which prevented normal sparking. Accordingly, the engine power decreased, and fuel consumption increased significantly. This is also confirmed by the carrier - gasoline consumption was more than 20 liters per hundred.

We especially note that the crankcase ventilation system turned out to be in good condition on the disassembled engine. Here it is closed, it works due to the pressure difference between the intake tract and the oil sump. During operation air filter gradually becomes clogged, and the vacuum in the intake system increases, which can lead to dust and dirt entering the engine through leaks in the places where cuffs and gaskets are installed. In order to prevent this phenomenon, there is a vacuum regulator (diaphragm valve) in the front cover of the pusher box, which, by reducing the flow area of the channel that discharges crankcase gases to the intake, maintains a vacuum in the crankcase at a certain level.

One of the reasons for the appearance of excess pressure in the crankcase may be the "coking" of the channels of the ventilation system. To restore the functioning of the system in normal mode, it is necessary to clean the rubber sleeves of the large and small ventilation branches, as well as parts of the vacuum regulator, from oil deposits. To do this, the regulator must be removed from the engine and disassembled, washed with a regulating hole located in the housing, oil separator mesh and other parts. When reassembling the regulator, it is necessary to ensure the tightness of the connection between the body and the cover. Next removed attachments: generator, starter, water pump, electric fan clutch. Then came the turn of the pulleys, manifolds, cylinder heads, clutch, flywheel, oil pan. Having unscrewed the main bearing caps and connecting rods, they removed the crankshaft, then the camshaft with the drive gear. During dismantling, the nodes were defective, their residual life was evaluated.

Before dismantling, the engine was in working condition and did not require repair. We are quite satisfied performance characteristics UMZ-4216 - its throttle response, no matter how much you load it, it overcomes climbs well. Oil consumption is minimal: we added 1–1.5 liters between oil changes, that is, for 10 thousand kilometers. We apply only semi-synthetic oil Lukoil. The engine starts well, runs stably, pulls the same as at the beginning of operation. The clutch also showed itself well - the effort on the pedal is small. However, GAZelles are stored year-round in an open parking lot, and in severe frosts, the engines started confidently only when the wire was disconnected from the temperature sensor. After warming up, the wire was installed in place, and the system worked in the normal mode. There are also comments on the gear starter - the plastic gears of the gearbox often fail, and spare parts cannot be found. The fuel consumption of the Ulyanovsk engine is not at all small - up to 23 liters per 100 kilometers, that is, significantly more than that of GAZelle engines from other manufacturers.

In May 2009, this engine was already “opened”, and the reason was overheating, due to which coolant began to leak through the gasket under the head of the block. The driver was returning from Ryazan when a radiator pipe burst at the engine. Almost all of the antifreeze flowed out through the crack that formed, and therefore the driver did not immediately notice the temperature increase. It did not come to very serious consequences, but the geometry of the block head was disturbed from overheating. After a slight milling of the plane of contact with the block, the head was installed in place, and the engine started working as before.

The carrier dismantled the electromagnetic clutch for turning on the fan earlier, having installed the electric fan on its own. The water pump is in good condition despite the earlier overheating of the engine. The pump shaft rotates smoothly, without jamming and noise, there is no play in the bearings. The inspection hole is dry, the roller seal is operational. As for the generator, its characteristics initially could not be normal. Engines manufactured in 2008 were equipped with 70-ampere installations (as in our case) and 55 Ah batteries. It turned out that these sources of electricity could not fully ensure the work of consumers. In winter, drivers practically did not turn off the stove and headlights. As a result, coming in the morning for the car, it was not always possible to start the engine - the battery had enough power for 5-6 revolutions of the crankshaft. Only in 2009, the plant decided to equip the UMZ-4216 engines with 90 A generators and 66 Ah batteries. Starters with a planetary gear have not proven themselves very well. Their plastic gears quickly failed, and it turned out to be difficult to find repair gears, and they are not cheap. The carrier had to purchase well-proven Belarusian starters.

Particular attention was paid to monitoring the condition of the fuel equipment. Having unscrewed the four fastening nuts, they removed the receiver, and then the fuel rail with injectors located under it. The injectors turned out to be in good condition - without traces of plaque that impeded injection. From the very beginning it was clear that one of the most reliable components of the Ulyanovsk engine would be the timing drive by gears. It does not go to any comparison with a chain, and even more so with a toothed belt. However, UMP engines in the gas distribution mechanism had their own traditional spectrum of breakdowns. As we expected thermal gaps turned out to be normal (see table), because when the engine was running, there was no characteristic clatter from under the valve cover. The condition of the steel tips of the duralumin rods was also excellent - oil was supplied to them through the rocker arms properly. Two springs are installed on the valves: a large one is external, a small one is internal, with different winding directions. All springs were intact, the same height and, accordingly, the same stiffness. could be replaced prophylactically valve stem seals valves: they have already become more rigid than new ones, and the working edge has worn out. On the removed head of the block, the condition of the valves immediately became clear. The valve plates and combustion chambers had a small characteristic deposit inherent in any engine with a serviceable piston group, except that on the third cylinder the exhaust valve was a little suspicious.

Before dismantling, there were no comments on the operation of the camshaft and pushers on the engine. The axial movement of the camshaft is limited by a steel thrust flange - here a working clearance of 0.1–0.2 mm was normal.

Information

In my opinion, the UMZ-4216 engine simply lacks advertising, carriers who are accustomed to Trans-Volga engines are reluctant to switch to unfamiliar units. Although, by and large, they have nothing to fear, because the UMZ-4216 designers brought to mind and removed those childhood diseases that arose at the very beginning of their production. Back in Soviet times, when the VAZ-2108 model had just appeared, they were also very skeptical about it. However, time has passed, and on the basis of the same G8, the Togliatti plant produces both Kalina and Priora. Most likely, the same will happen with the Ulyanovsk engine, because the main thing in car production is to decide on the basic component, which subsequently, of course, needs to be modernized. Work on improving the design of the UMZ-4216 continues even now, it is easy to see even outwardly by comparing the engines of 2008 and 2010. The quality of manufacture of both parts and assemblies produced in Ulyanovsk and supplied to the conveyor by third-party companies has also grown.

Another positive point: the possibility of equipping the UMZ-4216 with gas-balloon equipment without losing the warranty. After all, despite the increased gas prices, the relevance of the installation of HBO remains. We install HBO on Zavolzhsky motors, providing our own guarantee - this is the decision of our holding. Whereas when equipping 4216 with the same equipment, the factory provides a guarantee if the installer has a certificate for the right to install, issued by UMP. With proper adjustment of HBO, the Ulyanovsk engine works even better than on gasoline, while maintaining its power characteristics. In order for the engine to serve the 300 thousand kilometers declared by the manufacturer, you only need to comply with the requirements prescribed by the operating rules and the service book. In our holding, pre-sale preparation takes more work than prescribed in service book, which allows you to identify and eliminate defects in the factory assembly before handing over the machine to the client. Which, of course, significantly reduces the number of warranty claims. However, after two or three MOTs, the carriers begin to service the equipment on their own. As a result, cars are often brought to us, deprived of elementary care, without the proper amount of oil and coolant in the engines. Oil starvation leads to increased wear of parts and, as a result, an early serious breakdown.

Recall that the camshaft for UMP engines is cast iron, followed by hardfacing of cams with bleached cast iron to high hardness. Thanks to this technology, problems with cam wear over 15–20 thousand km, which were once characteristic of VAZ engines, have never been encountered on UMP engines. Indeed, the camshaft bearing journals turned out to be smooth, without signs of wear, without scratches and rubbing. However, at the tops of the 3rd, 4th and 8th cams in their middle part, small fatigue chipping (pitting) was noticed - several points ranging in size from 0.5 to 1 mm. At the same time, the pushers from the first to the seventh worked normally, according to the run-in trace on the end spherical surface, it was clear that they, as expected, rotated in the block. But the eighth pusher had an increased wear of the bottom - this was indicated by a trace from the cam on its spherical surface and a brown tar deposit on the cylindrical generatrix.

Most likely this pusher has not rotated for a long time. For an engine with electronic fuel injection, it is especially important to control the correct installation of the valve timing. On the UMZ-4216, a marker is installed at the end of the camshaft gear, which generates a signal when passing by the phase sensor, which serves to control the phased fuel supply. Here everything turned out to be in perfect order. Recall that on UMZ-4216, cast-iron sleeves are poured into an aluminum block, and one of the problems of the previous Ulyanovsk motor with a 100-mm piston - UMZ-4215 was the sealing of the gas joint of the block with the head. On the old motor cast iron sleeve did not come out on the upper surface of the block, and the aluminum layer burned out during detonation. Unfortunately, the increased propensity to detonation has long been known. gasoline engines with larger cylinder diameter. On UMZ-4215, the head gasket burned out simultaneously with the aluminum layer. Now, at UMZ-4216, a cast-iron sleeve has been brought to the surface of the block, and an engine run of 100 thousand kilometers has shown that this malfunction is a thing of the past.

Two years ago, UMP introduced a technological operation of applying an oil-retaining microprofile to the piston skirts in the zone of contact with the sleeve. This profile, combined with honing of the sleeve, showed nice results at 100-hour bench tests of the engine with wide open throttle. However, on the disassembled motor, the micro-relief applied by the factory to the skirt was already partially absent. UMP-4216 uses modern cast-iron compression and oil scraper piston rings. The top compression ring has a barrel-shaped profile and porous chromium coating, the second compression ring is a scraper type with a phosphate coating. The oil scraper ring, unlike UMP engines of other models, is not type-setting, but also cast iron with two chrome-plated working edges and a radial expander in the form of a bracelet spring. According to experts, oil scraper rings with a wave-shaped expander are less efficient and do not meet modern requirements for oil consumption for waste. In this case, despite the fact that the disassembled engine was once overheated, its piston rings turned out to be intact, did not burst from overheating and did not stick from soot. The grooves for the upper piston ring also corresponded to the norm, there was practically no wear. Visually, everything spoke of the good condition of the parts of the cylinder-piston group. The cylinder liners were also in good condition - they had perfectly preserved traces of honing, which were visible along the entire length and circumference of the liners.

I consider the correct technical solution that the carrier removed the electromagnetic fan clutch, installing instead a fan with an electric motor. The factory design proved to be unreliable. Due to jammed electromagnetic couplings, wires melt, a short circuit occurs. The consequences are exacerbated by fuses that are incorrectly selected in terms of current strength, which, in the event of a short circuit, do not break the power supply circuit of the clutch electromagnet. GAZ should also pay attention to the quality of laying harnesses, which are often laid at random. Things are especially deplorable at the oxygen sensor. Here, when the engine vibrates, the wires rub against the frame, and, as a result, a short circuit also occurs. With regard to sensors, the one that monitors the emergency drop in oil pressure is especially problematic. Not only does it often break down, it’s also not so easy to get to it in the event of a replacement. Crank pins without any scoring and signs of increased wear

Crankpins without any scoring and signs of increased wear

This GAZelle with UMZ-4216, when diagnosing an electronic engine control unit, found a lot of errors that indicate frequent intervention in the operation of electronics. Most likely, the carrier's repairmen, in search of some kind of malfunction, alternately removed the connectors from the sensors while the engine was running. When measuring compression, it turned out that the candles are from different manufacturers. I can assume that they were installed on the Ulyanovsk engine far from new. As evidenced by a fair amount of soot on the central and side electrodes.

The signs of wear on the liners indicate the quality of the engine oil.

One of the most important pairings of any piston engine- connector of the lower head of the connecting rod. For UMZ-4216 motors, it is made on high-precision bolts, and the nuts are additionally fixed with a few drops of locking sealant. There are no cotter pins or box nuts, as on the closest relatives, the GAZ-21 and ZMZ-24 engines. Everything is done modernly and reliably - the mileage of 100 thousand kilometers confirmed this. The condition of the main and connecting rod bearings, crankshaft journals serves as that litmus test, which immediately determines the operation of the lubrication system, the correct choice of engine oil, filters, materials for plain bearings, and engine operating modes. In the motor disassembled for troubleshooting, the running-in of the bearing surfaces turned out to be correct over the entire width of the bearing. This also indicates the correct shape of the beds of main bearings and the lower head of the connecting rods. The connecting rod journals were in good condition, and most importantly, the main ones.

Recall that, unlike connecting rods, they are not additionally protected by centrifugal dirt traps and wear out first. There was not the slightest trace of wear on the necks, the surface looked like it had just been polished. There was no point in measuring the shaft with a micrometer - it is clear that it remained within the tolerance for the nominal size. Because crankshaft removed from the block assembly with the flywheel and clutch, it was easy to assess the condition of the diaphragm spring of the basket. Her petals were arranged in the same plane, without a hint of warpage. The surface of the petals in contact with release bearing was with minimal wear. After removing the basket, it became clear that the pressure plate, as well as the driven one, also has slight wear. Despite a series of replacement starters, they retained the desired geometry and teeth of the flywheel crown. Even the lead-in chamfers for the teeth of the starter gear remained intact on them.

This engine was recently overheated - while driving, there was a rupture of the rubber pipe from the water radiator and an antifreeze leak, which caused warping of the cylinder head and burnout of the gasket - eliminated by milling the head. According to the carrier, overheating was noticed in a timely manner by the driver, the engine was stopped and did not cause other more serious consequences, since there were no knocks (piston-sleeve scuffing did not occur), oil consumption did not increase, engine performance did not change (piston rings did not lie down), water the pump is operating normally (the plastic impeller has not melted). Before disassembly, the oil pressure was within normal limits - at idling more than 1 kgf / cm2, at medium speeds about 3 kgf / cm2.

As for the increased fuel consumption of UMZ-4216 engines, as many consumers note, there are different opinions of experts on this matter. So, the engineers of TD AGAT LLC from Nizhny Novgorod report that when they apply for increased fuel consumption (more than 20l / 100km), they inspect the car and, as a rule, see that the springs have “sagged”, additional spring sheets have been inserted to increase in carrying capacity - so they carry 2–3 tons instead of the prescribed 1.5 tons, and at the same time they want the 3-liter engine to pull well and the consumption to be 13–15 liters. In confirmation of this: a report was recently shown on Ulyanovsk television from the scene of an accident - a cargo tarpaulin GAZelle turned over at the turn, while it sounded that there were 3 tons of cabbage in the back! At the same time, the issue of increased fuel consumption on injection engines is not so unambiguous. There are opinions of specialists from other organizations, for example, Belotelov Yu.I. LLC "ROSVEN" from the city of Togliatti believes that on increased consumption fuel of the UMZ-4216 engine significantly affects the correct setting of the control unit (controller) and the performance of the sensors.

The study of the pusher with wear in the TsZL UMP showed that the hardness, microstructure and chemical composition of the surfacing of the spherical surface, which determine its wear resistance, meet the requirements of the technical documentation. Resin deposits (oil residue) on the cylindrical surface of the pusher, which appeared as a result of engine overheating, prevented the pusher from rotating during operation, increased the force of moving it in the block hole. This led to a change in the nature of the operation of the cam with a pusher - instead of sliding with rotation, sliding with a fixed surface arose with great effort, which was the cause of increased wear of the pusher.

The pitting that appeared on the cam could contribute to wear, but in this initial stage it was not significant. So, pitting was also noted on the 3rd and 4th cams, but there was no increased wear of the pushers. A study of defective camshafts at the CPL UMP in 2009 showed that the reason for the pitting of the cams is the discrepancy between the microstructure of the resulting camshaft blank and the requirements of the drawing for the distribution of phosphide eutectic. On cams with pitting, a phosphide network is visible in the microstructure instead of individual phosphide grains allowed according to the drawing. The phosphide network leads to the appearance of fatigue microcracks in a thin surface layer, which, developing and merging, lead to the separation of small metal particles and the formation of pits (chipping). This phenomenon has long been known and is typical for closed gears and is described in some detail in the technical literature (for example, N. I. Kolchin, Machine parts, Moscow - Leningrad, 1954)

Information on this issue was timely brought to the attention of CJSC Verkhne-Saldinskiy iron foundry of the Sverdlovsk Region, the supplier of the camshaft billet. Corrective measures have been developed and are being implemented.

The next day after disassembling the engine, we visited Remavtosnab LLC, the only service station in Moscow with which there is an agreement for warranty service and repair of UMZ OJSC engines. Currently, they perform maintenance and repair of UAZ and GAZ vehicles, as well as Chinese and Korean cars. Due to the decrease in the number warranty repairs the bulk of the work is commercial repairs, including overhauls of engines.

They have no problems with spare parts - they have concluded an agreement with the Avtoarsenal base, twice a week they send an application for necessary spare parts(by e-mail), and these spare parts are delivered to them in a timely manner. Prices for spare parts are quite acceptable, suit both them and customers. In general, the assessment by specialists of our injection engines UMZ-4213 and UMZ-4216 is positive: the defectiveness of the engines is much lower than the previous models (if the engine runs on normal oil and gasoline); the reliability of UMZ and ZMZ engines is almost the same, but the cost of repairing our engines is much lower; everyone hears only sensor failures in the injection system.

The specialists of Remavtosnab LLC, as before, believe that the main reason for the failure of these sensors on UMZ-4213 and UMZ-4216 engines is the use of low-quality gasoline, which is also found in Moscow.

Based on the results of the disassembly, inspection of components and parts, it can be seen that this engine will soon overhaul will not need. Most likely, most of its parts and assemblies will live up to the 300 thousand kilometers declared by the plant. At correct operation, perhaps, over time, it will be necessary to replace the seals, piston rings, when working on gas - lapping or replacing exhaust valves. However, except for this unscheduled disassembly, otherwise it would not have been possible to detect a worn pusher, crumbling camshaft cams. It would be possible to calculate them by the knock of the valves, by the increased frequency of adjusting the exhaust valve of the fourth cylinder. And this once again confirms that the maintenance of each car needs a systematic approach.

The Ulyanovsk Motor Plant began to produce engines of increased power since 1997, the carburetor UMZ 4215 became the first internal combustion engine with a cylinder diameter of 100 mm, and in 1998 Ulyanovsk developed a new injection motor with a capacity of 110 liters. with., corresponding to Euro-2 standards. UMZ 4216 gasoline engines began to be produced in pilot batches since 2003, and soon they were put into series.

Model 4216 is installed on GAZ vehicles; Gazelle commercial vehicles are equipped with this power unit. In 2008, the Ulyanovsk engine was improved, and it began to comply with Euro 3 standards, and since 2012 it has been brought to the Euro 4 standard. with a volume of 2.7 liters, which is installed on commercial vehicles "Gazelle Business" and "Gazelle Next".

The prototype engine of the Ulyanovsk Motor Plant is the ZMZ-21 engine - it has basically the same design:

aluminum cylinder block;
the top arrangement of valves;
gear drive of the gas distribution mechanism;
aluminum bars;
lower camshaft position;
two valves per cylinder.

Even the oil sump has a similar configuration - it is also steel, stamped, with recesses in front and behind.

Just like on the ZMZ-21, on the Ulyanovsk engine, the pistons with the connecting rods are connected using "floating" piston pins - the pistons are planted on the "cold" one, copper (bronze) bushings are pressed into the upper bushings of the connecting rods.

On all UMP engines with a cylinder diameter of 92 mm, “wet”, removable liners are installed in the cylinder block (BC). In a block with a piston diameter of 100 mm (models UMZ 4215, 4213 and 4216), the liners are pressed on special equipment, and during repair they cannot be pressed out, therefore, with significant wear of the cylinders, the replacement of the BC is required.

The 4216 engine consists of the following parts:

The gas distribution mechanism (camshaft) is driven by the crankshaft through a pair of gears. Camshaft cams through the pushers and rods raise and lower the rocker arms, which in turn press on the intake and exhaust valves. Due to the valves, the cylinders are filled with an air-fuel mixture, the engine cycle occurs.

On the Gazelle Business car, the UMZ 4216 engine is equipped with electronic system management, which includes:

control unit MIKAS;
ignition module;
high-voltage wires with tips;
sensors - throttle valve, to / shaft and r / shaft, absolute pressure, detonation;
wiring;
idle speed controller;
fuel injectors.

Motor 4216 - four-stroke, with an in-line arrangement of four cylinders, 8-valve. The internal combustion engine is designed to run on AI-92 gasoline, it is allowed to use higher quality fuel, for example, AI-95 gasoline. Specifications engine modification UMZ-42164 (Euro-4) are as follows:

volume - 2890 cm³;
diameter of standard pistons - 100 mm;
compression ratio (compression in cylinders) - 9.2;
piston stroke - 92 mm;
power - 107 liters. With.;
system internal combustion engine cooling- liquid (antifreeze or antifreeze is poured).

The block and cylinder head are cast from aluminum alloy. The engine of the first completeness weighs 177 kg, the engine package includes the power unit itself, and attachments are also installed on it:

starter;
generator;
intake manifold (receiver);
ignition module with wires and tips;
drive belts;
water pump;
crankshaft pulley;
basket and clutch disc;
ECM sensors.

According to factory standards, the fuel consumption of a Gazelle with an Ulyanovsk internal combustion engine is 10 l / 100 km on a highway outside the city, in mixed mode it is 11 l / 100 km. In practice, usually more gasoline is consumed, a lot depends on:

from the load of the car;
speed mode;
period of operation (in winter, more fuel is consumed for heating).

The UMZ 42164-80 modification engine is equipped with hydraulic compensators; commercial cars Sobol Business and Gazelle Business are equipped with this engine. Model 42164-80 differs little from the standard 4216 motor - other, special stays are installed on this engine, in the upper part of which the compensators themselves are attached.

The crankshaft 4216 consists of four connecting rod and five main connecting rod journals, has diameters:

root necks - 64 mm;
connecting rod journals - 58 mm.

On all necks, two steel-babbit liners are installed, the factory tolerance of the crankshaft dimensions is 0.013 mm. During the repair of the Ulyanovsk engine, the main and connecting rod journals are measured with a micrometer - if they are worn more than 0.05 mm, the shaft is subject to mandatory grinding. The piston pins are 25 mm in diameter and are mounted in bronze bushings of the connecting rods. Over time, both the fingers themselves and the bushings may wear out; in the event of backlash in the connection, the parts must be replaced.

The crankshaft in the cylinder block is mounted on supports with covers that are tightened with bolts with a certain force. Each cover has its own place - they should not be confused in places, moreover, they should not be picked up from another business center. Also, the covers must be locked to the lock - if they are installed incorrectly, the crankshaft may not rotate (it will clamp), and even if the shaft rotates, the engine will quickly fail.

The resource of the 4216 motor, declared by the manufacturer, is 250 thousand km, but often the engines fail ahead of schedule. Frequently occurring engine problems:

engine oil leakage;
increased oil loss through piston rings:
valve knock, which is sometimes difficult to eliminate;
overheat;
failure of various sensors.

Various breakdowns can occur prematurely for various reasons:

the driver violates the operating conditions - the motor overheats due to overload;
norms are not followed Maintenance;
the car is operated in difficult road conditions.

Unfortunately, marriage is often found in UMP engines, but ZMZ motors are not immune from this either. If the engine 4216 troits (twitches), the cause of the malfunction can be both the engine itself and breakdowns in the ECM. To determine the cause of the defect, it is necessary to diagnose the internal combustion engine.

Reviews of car owners

There are the most controversial reviews about the UMZ 4216 engine - some owners of Gazelles praise UAZ engines and believe that they:

have good traction;
consume fuel moderately;
Inexpensive and also easy to repair.

Indeed, the UMZ 4216 engine is very simple, especially since it has a significant resemblance to the ZMZ-402 ICE. The design of the power unit is familiar to many drivers, and such an engine can be repaired almost in the field. Some difficulty for car owners is the electronic equipment of the motor - after all, the injector is somewhat more complicated than the carburetor device.

You can also hear extremely negative feedback from the owners of Gazelles with UAZ engines:

the engine is prone to overheating;
sensors often fail, so the motor starts to triple and not go;
the engine consumes oil, it flows wherever possible.

Unfortunately, a lot of marriage comes from the Ulyanovsk plant, and those drivers who came across a defective internal combustion engine mostly complain about the Ulyanovsk motor. There are several characteristic factory "blunders" that are quite common on UMZ 4216:

the intake manifold cracks and begins to suck in air;
the pump does not provide the required oil pressure;
the electromagnetic cooling clutch refuses to work, and the motor starts to overheat.

Drivers of such unsuccessful Gazelles note that the engine often has to be “finished with a file”. It was also noticed - if the motor is completely sorted out with your own hands, breakdowns in it occur much less often, the main thing is to assemble the engine using original parts good quality.

Engine repair UMP 4216

During the operation of the Gazelle with the UMZ 4216 engine, various breakdowns occur, one of the most common problems is overheating of the motor. If the cooling system "airs", antifreeze (antifreeze) starts to be thrown out of the expansion tank. As a result of overheating, the head gasket often breaks through - changing the cylinder head is generally not difficult, and drivers often make such repairs on their own.

But the problem in case of overheating is different - often the partitions on the pistons burst from the high temperature, the piston rings “lie down”. To replace the pistons or rings, the engine does not have to be removed, just throw off the head of the block and the oil pan.

Overhaul of UMZ 4216 is necessary in cases where:

worn or damaged cylinder liners;
knocks (wears out) the crankshaft;
low oil pressure in the system, and replacing the oil pump does not give positive results.

Often the Ulyanovsk engine is overheated, and drivers take various measures to get rid of this unpleasant and dangerous phenomenon for the internal combustion engine. Many Gazelle owners install a three-row copper cooling radiator instead of the standard aluminum one - copper cools antifreeze more efficiently. Another method of dealing with overheating is to install an electric cooling fan with a toggle switch, which is located in the driver's cab. At the moment when the gauge arrow on the instrument panel begins to show the critical temperature of the coolant, the driver forcibly turns on the fan, and temperature regime comes back to normal.

In the case of acquiring a Gazelle with an unsuccessful engine, car owners seek to get rid of the power unit by replacing it with an internal combustion engine of another model. Many different options can be considered for replacement, but most often the owners of commercial cars install ZMZ-405 engines, this particular engine is chosen for a number of reasons:

the Zavolzhsky motor is not capricious - it “digests” Russian fuel well, it rarely breaks down;
regarding imported power units (Cummins, Toyota, Nissan) ZMZ-405 is inexpensive;
when installing ZMZ, a minimum of alterations is required.

Recently, Cummins turbodiesel has been regularly installed on Gazelle Business cars, but owners of cars with UMZ-4216 almost never consider this engine as a replacement:

The advantage of ZMZ-405 (or 406) is also that on secondary market many used engines are sold in normal, working condition, and their price is several times lower than a new internal combustion engine. True, when buying a used unit, there are no serious guarantees - you have to take the seller's word for it. But even if the 405 requires minor repairs (replacing chains or piston rings), it is still much cheaper to buy it along with repairs than to purchase an expensive imported engine. Another minus of the imported internal combustion engine is that if it was not installed in series on the Gazelle, it will have to be purchased together with the gearbox or be puzzled by fitting the Gazelle gearbox to the new engine.

Lubrication system. When the engine is running, many parts come into contact with each other, forming friction pairs (fractions). To reduce frictional wear, the engine is equipped with a lubrication system. The oil reservoir is located in the engine crankcase. The oil pump supplies oil through the oil filter to the moving parts. in engines internal combustion a combined type lubrication system is used: part of the parts is lubricated under pressure, part - by spraying and dipping, part - by gravity. In addition to lubricating functions, oil can also perform cooling functions. The air flow passing under the bottom of a moving car blows over the engine crankcase, which is a reservoir for oil. In addition, on some cars and motorcycles, special oil coolers are installed to cool the oil. This simultaneously prevents the oil from breaking down at high temperatures. The lubrication system consists of the following main elements: sump, oil pump with intake, oil filter, pipes, channels and holes for oil supply (Fig.).

As already mentioned, oil is stored in the oil pan. On this basis, the engine lubrication system cars called a wet sump lubrication system. The oil level in the crankcase is controlled using an oil measuring rod (dipstick). The dipstick has two marks corresponding to the minimum and maximum oil levels. Your task is to periodically monitor the oil level, preventing it from falling below the minimum mark. To check, the car must stand on a flat horizontal platform, after stopping the engine, some time must pass for the oil circulating through the system to glass into the crankcase and cool slightly. The oil should be changed at the time specified by your vehicle manufacturer. These dates always coincide with the terms of the next maintenance (TO). However, if the maintenance deadlines have not yet come up, and you, when checking the oil level, found it to be heavily contaminated (perhaps the engine had to work for a long time in difficult conditions), then the oil must be replaced ahead of schedule.

The gear-type oil pump creates the necessary oil pressure in the lubrication system and supplies it to the rubbing surfaces (Fig. 2.21).

The oil filter cleans the oil of contaminants and particles produced as a result of mechanical wear. The filter has a bypass valve. If the oil viscosity is too high or the filter is too dirty, the overpressure opens the bypass valve and directs the oil past the filter (without cleaning). This allows you to maintain the required oil pressure in the system. The oil filter is usually replaced at the same time as the engine oil is changed. Crankcase ventilation is necessary to maintain normal pressure in it, as well as to remove gasoline vapors and gases escaping from the cylinders (Fig. 2.22).

What is all this for? The fact is that an increase in pressure in the crankcase can lead to failure of the seals and, as a result, oil leakage. And vapors of gasoline and gases, accumulated in the crankcase, pollute and dilute the oil, cause corrosion (destruction) of engine parts. Crankcase ventilation is performed by forced suction of these gases due to the rarefaction that occurs during the intake stroke of each of the engine cylinders. As a result, these gases are drawn into the intake manifold and redirected to the cylinders. Now a little more about the operation of the lubrication system. As soon as you start the engine, oil from the crankcase is sucked in by a gear pump through the oil intake grid and forced through the filter into the main line located in the cylinder block. From there, it is fed through the channels in the block to the main bearings of the crankshaft and then through the channels in the cheeks of the shaft to the connecting rod bearings. Excess oil is squeezed out through the gaps of the connecting rod bearings and turns into oil mist. It lubricates the cylinder walls, piston pins and other engine parts. From the main line, oil is also supplied to the camshaft bearings, camshaft gears and to the hollow axles of the valve rockers. Further, the oil is directed by gravity to the crankcase. A constant pressure in the lubrication system is maintained by a pressure reducing valve (see Fig. 2.21). When the pressure rises beyond the required level, it again returns part of the oil to the suction line of the pump. Engines use special motor oils. The standard brand of domestic automotive engine oil includes the letter "M" (i.e. motor), the numbers y or a fraction that determines the class of automotive engine oil or classes (for all seasonal automotive engine oils) viscosity. In summer, a more viscous oil is used, in winter - a less viscous one. The larger the number in the marking, the more viscous the oil. For example, M-12G 1 - summer, M-8G 1 - winter. There are also all seasonal oils that can be used all year round. Further, in the marking of automotive engine oil, there are one or two letters indicating the level of performance and the scope of automotive engine oil. For example, M-bz / 12G 1, where the letter "G" means that the oil is all seasonal, intended for uprated engines, 1 - for gasoline engines. Compositions of domestic or imported additives are added to the composition of these automotive motor oils. This is reported by the index after the first digit. In our case, the index "h" informs about the presence of thickening additives. Abroad, it is customary to classify oils by viscosity according to a system developed by the Society of Automotive Engineers of the United States (Society of Automotive Engineers - SAE). On the shelves of car dealerships, you will see cans of oils marked 5W-40, 10W-40, etc. In such a marking, the first number and the letter "W" (Winter - winter) indicate that the oil belongs to the so-called winter, low-temperature viscosity class. The first number indicates how easily the oil will be pumped through the lubrication system, i.e. how quickly it will reach the working surfaces of the parts, and how much energy battery will be spent on the starter drive (viscosity at 40 ° C). The lower the first number, the easier it is to start the engine in cold weather. In summer, the oil must be more viscous to maintain lubricity. The larger the second number, the higher the viscosity of the oil in summer. The number after the dash is the summer (high temperature) viscosity grade corresponding to the viscosity of the oil at engine operating temperature (at 100°C). That is, such oil can be used both in winter and in summer - it is all seasonal. The first digit informs about the performance properties of the oil in winter period, the second in the summer. Oils automotive engines can be mineral, synthetic and semi-synthetic. You cannot mix them. When switching from one type of oil to another, the lubrication system must be flushed with a special fluid.

Rice. Engine lubrication system UMZ-4216: 1 - oil pump; 2 - pressure reducing valve; 3 - emergency signal lamp sensor; oil pressure; 4 - oil pressure indicator sensor; 5 - oil cooler; 6 - full-flow oil filter

Engine lubrication system - combined: under pressure and splashing. The lubrication system includes an oil pump 1 with an oil receiver and a pressure reducing valve 2 (installed inside the oil pump), oil channels, an oil filter 6 with a bypass valve, a crankcase, an oil level indicator, an oil filler cap, an oil pressure indicator sensor 4, an emergency alarm sensor oil pressure 3. The oil taken by the pump from the crankcase enters through the oil receiver through the channels in the pump housing and the outer tube into the oil filter housing. Further, after passing through the filter element of the oil purification filter 6, the oil enters the cavity of the second partition of the cylinder block, from where, through the drilled channel into the oil line - the longitudinal oil channel. From the longitudinal channel, oil is supplied through channels in the baffles of the block to the main bearings of the crankshaft and to the camshaft bearings. Oil flowing from the fifth camshaft bearing into the block cavity between the shaft and the plug is discharged into the crankcase through a transverse hole in the shaft journal.

Oil enters the connecting rod journals through channels from the main journals of the crankshaft. Oil is supplied to the rocker arm axis from the rear camshaft bearing, which has an annular groove, which communicates through channels in the block, cylinder head and in the fourth main rack of the rocker arm axis with the cavity of the rocker arm axle. Through the holes in the axis of the rocker arms, the oil enters the bushings of the rocker arms and then through the channels in the rocker arms and adjusting screws to the upper tips of the pusher rods.

All other parts (valve - its stem and end, oil pump drive roller, camshaft cams) are lubricated with oil flowing from the gaps in the bearings and sprayed by moving engine parts. The capacity of the lubrication system is 5.8 liters. Oil is poured into the engine through the oil filler neck located on the valve cover and closed with a lid with a sealing rubber gasket. The oil level is controlled by the "P" and "O" marks on the level indicator rod. The oil level should be maintained between the "P" and "O" marks.

Oil pump gear type mounted inside the oil sump. The drive gear 4 is fixed on the shaft 2 with a pin. A groove is made at the upper end of the roller, into which the oil pump drive plate enters. Driven gear 5 rotates freely on an axle pressed into the pump housing. The pressure reducing valve is not adjustable. The required pressure characteristic is provided by the characteristic of the spring: to compress the spring to a length of 24 mm, a force of 54 ± 2.45 N (5.5 ± 0.25 kgf) is required.

Rice. Pressure reducing valve: 1 - guide sleeve; 2 - roller assembly; 3 - body; 4 - drive gear; 5 - driven gear; 6 - oil pump plate; 9 - locking plate; 10 - bolt; 11 - mesh with a frame; 12 - bolt; 13 - pressure reducing valve; 14 - pressure reducing valve spring

Rice. Engine cooling system for GAZelle vehicles: 1 - heater radiator; 2 - heater valve; 3 - cylinder head...

For normal operation of the engine, the temperature of the coolant must be maintained within plus 80 ° -90 ° C. A short engine operation at a coolant temperature of 105 °C is permissible. This mode can occur in the hot season when driving a car with full load on long slopes or in urban traffic conditions with frequent acceleration and stops.

Maintaining the normal temperature of the coolant is carried out using a two-valve thermostat with a solid filler TS-107-01 installed in the housing.

When the engine is warming up, when the coolant temperature is below 80 °C, a small circle of coolant circulation operates. Top thermostat valve closed, bottom valve open. The coolant is pumped by a water pump into the cooling jacket of the cylinder block, from where, through the holes in the upper plate of the block and the lower plane of the cylinder head, the liquid enters the head cooling jacket, then into the thermostat housing and through the lower thermostat valve and connecting pipe - to the water pump inlet. The radiator is disconnected from the main coolant flow. For more efficient operation of the interior heating system when the liquid circulates in a small circle (this situation can be maintained for a long time at low negative ambient temperatures), there is a 9 mm throttle hole in the liquid outlet channel through the lower thermostat valve. Such throttling leads to an increase in the pressure drop at the inlet and outlet of the heating radiator and a more intensive circulation of fluid through this radiator. In addition, throttling the valve at the outlet of the liquid through the bottom valve of the thermostat reduces the likelihood of emergency engine overheating in the absence of a thermostat, because. the shunting effect of the small circle of fluid circulation is significantly weakened, so a significant part of the fluid will go through the cooling radiator. In addition, to maintain the normal operating temperature of the coolant in the cold season, UAZ vehicles have shutters in front of the radiator, with which you can adjust the amount of air passing through the radiator.

When the liquid temperature rises to 80 ° C or more, the upper thermostat valve opens, and the lower valve closes. Coolant circulates in a large circle.

For normal operation, the cooling system must be completely filled with liquid. When the engine warms up, the volume of liquid increases, its excess is pushed out by increasing pressure from the closed circulation volume into the expansion tank. When the temperature of the liquid drops (for example, after the engine stops working), the liquid from the expansion tank returns to the closed volume under the action of the resulting vacuum.