No matter how many horses there are under the hood of a car, there are always not enough of them. Although the power of the ZMZ 406 injection motor is technical data sheet is 145 liters. with., this is not enough for all car owners.
About increasing power engine ZMZ 406 with an injector, we will tell you today.
Cars that have a 406 engine are usually heavy and therefore need a suitable powertrain to provide good driving dynamics.
What are the ways to increase the power of the ZMZ-406 injector?
Maximum cylinder bore, you can only harm the power unit and reduce its resource.
In general, a complete overhaul of the engine and the installation of pistons with less weight and a lightweight crankshaft is an expensive pleasure. Of course, the most the best option is the installation of a turbine on the motor.
Compared to other methods of increasing power, the turbine does less damage to the powertrain.
When used on the ZMZ-406, it will be possible to increase the engine power up to 200 hp. Also, meet today different kind turbochargers that are easy to install and do not need special attention from car owners.
Mechanical pressurization ZMZ-406
Increasing the power of the ZMZ 406 engine by mechanical supercharging.
All types of compressors can be roughly divided into 2 large groups: mechanically aspirated and turbocharged. Both of these types have their own pros and cons, and they also have their fans and opponents.
What type of compressor is best used for the ZMZ-406 engine? And in general, what is mechanical pressurization?
The principle of operation of mechanical pressurization is quite simple. Its design is reminiscent of an oil pump. It consists of two axles on which gears are located with meshing teeth.
By analogy with the ZMZ-406 oil pump, which creates pressure in the lubrication system, the compressor creates air pressure. The compressor is driven crankshaft motor.
Mechanical supercharging has several disadvantages. The most important is the significant decrease in efficiency due to the use of the crankshaft to drive the compressor, which leads to an increase in the load on the engine.
Due to the high pressure downstream of the compressor, the likelihood of air leaking back increases. To prevent this from happening, a multistage air supply is used with several pumps installed one after the other. However, this leads to a more complex and expensive design.
Turbocharging ZMZ-406
Increasing the power of the ZMZ 406 engine by turbocharging. The best performance for the ZMZ-406 injector is shown by turbocharging.
It does not have any belt drive from the crankshaft, and its design is much more reliable, cheaper and more unpretentious.
The principle of operation of turbocharging is extremely simple: inside the exhaust manifold there is an impeller driven by exhaust gases, and the number of turbine revolutions can exceed 200 thousand.
The turbine and air blower are located on the same axis together with the impeller, inside the exhaust manifold.
That is, the injection engine does not need to spend energy on spinning up the compressor, due to which its efficiency does not decrease, but, on the contrary, increases.
However, turbocharging also has several drawbacks, although they are not so significant.
- The first is low efficiency at low revs. This can be explained by the fact that at low speeds, less exhaust gases... The compressor starts to work at full capacity when high revs power unit.
- The second disadvantage that should be noted is the so-called "turbo lag" effect. A certain period of time passes between pressing the gas and the start of the compressor's full operation, but the designers are constantly striving to reduce this time by reducing the weight of the turbine units.
We talked about increasing the power of the ZMZ 406 engine with an injector, good luck on the road!
| Production | ZMZ |
| Engine brand | ZMZ-406 |
| Years of release | 1997-2008 |
| Cylinder block material | cast iron |
| Supply system | injector / carburetor |
| Type of | inline |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 86 |
| Cylinder diameter, mm | 92 |
| Compression ratio | 9.3 8* |
| Engine displacement, cubic cm | 2286 |
| Engine power, hp / rpm | 100/4500* 110/4500** 145/5200 |
| Torque, Nm / rpm | 177/3500* 186/3500** 201/4000 |
| Fuel | 92 76* |
| Environmental standards | Euro 3 |
| Engine weight, kg | 185* 185** 187 |
| Fuel consumption, l / 100 km - town - track - mixed. |
13.5 - - |
| Oil consumption, gr. / 1000 km | up to 100 |
| Engine oil | 5W-30 5W-40 10W-30 10W-40 15W-40 20W-40 |
| How much oil is in the engine | 6 |
| When replacing pouring, l | 5.4 |
| Oil change is being carried out, km | 7000 |
| Engine operating temperature, deg. | ~90 |
| Engine resource, thousand km - according to the plant - on practice |
150 200+ |
| Tuning - potential - without loss of resource |
600+ up to 200 |
| The engine was installed | Volga 3102 Volga 31029 Volga 3110 Volga 31105 GAZ Gazelle GAZ Sable |
* - for the ZMZ 4061.10 engine ** - for the ZMZ 4063.10 engine
Malfunctions and repair of the Volga / Gazelle ZMZ-406 engine
The ZMZ-406 engine is the successor to the classic ZMZ-402, absolutely new motor(albeit made with an eye on the Saab B-234), in a new cast-iron block, with an overhead camshaft, the latter now have two and, accordingly, a 16 valve engine. On the 406th, hydraulic lifters appeared and you are not in danger of fiddling with constant valve adjustment. The timing drive uses a chain that requires replacement every 100,000 km, in fact, it runs more than 200 thousand, and sometimes it does not reach 100, so every 50 thousand km you need to monitor the condition of the chain, dampers and hydraulic tensioners, tensioners, usually, very low quality. Despite the fact that the engine is simple, without variable valve timing and other modern technologies, for GAZ, this is a great progress in relation to the 402 engine. Modifications of the ZMZ 406 engine: 1.ZMZ 4061.10 - carburetor engine, SZh 8 for 76th gasoline. Used on Gazelles. 2. ZMZ 4062.10 - injection engine... The main modification is used on the Volga and Gazelles. 3.
З 4063.10 - carburetor engine, СЖ 9.3 for 92nd gasoline. Used on Gazelles. Malfunctions of ZMZ 406 engines: 1. Hydraulic tensioners of the timing chain. It tends to jam, as a result of which the absence of oscillations is not ensured, the noise of the chain occurs, followed by the destruction of the shoe, the jumping of the chain, and possibly even its destruction. In this case, the ZMZ-406 has an advantage, it does not bend the valve. 2. Overheating of ZMZ-406. A common problem, usually the thermostat and a clogged radiator are to blame, check the amount of coolant, if everything is in order, then look for air locks in the cooling system. 3. High consumption oils. Usually the point is oil scraper rings and valve seals. The second reason is a labyrinth oil deflector with rubber tubes for oil drainage, if there is a gap between the valve cover and the labyrinth plate, then the oil leaves. The cover is removed, coated with sealant and there are no problems. 4. Thrust dips, uneven XX, these are all dying ignition coils. On the ZMZ-406 this is not uncommon, change it and the motor will fly. 5. Knocking in the engine. Usually, hydraulic lifters knock on the 406th and ask for a replacement, they go about 50,000 km. If not they, then there are a lot of options, from piston fingers to pistons, connecting rod bearings etc., an autopsy will reveal. 6. Engine troit. See candles, coils, measure compression. 7. ZMZ 406 stalls. The point is, most often, in the BB wires, the crankshaft sensor or the IAC, check. In addition, sensors are constantly buggy, electronics are of poor quality, there are problems with the gas pump, and in general, the poor build quality characteristic of Russian motors, not spared the 406 engine.
Despite this, the ZMZ 406 is a giant step forward compared to the ZMZ-402, the design of the mid-50s, the engine has become more modern, the resource has not gone anywhere and, as before, with adequate maintenance, timely oil change and a calm driving style, it can exceed 300 thousand km In 2000, on the basis of the ZMZ-406, the ZMZ-405 engine was developed, and later the 2.7-liter ZMZ-409 appeared.
Tuning the Volga / Gazelle ZMZ-406 engine (power increase)
Forcing ZMZ 406. The first option for increasing engine power, by tradition, is atmospheric, which means we will install shafts. Let's start with the intake, install a cold air intake, a larger receiver, cut the cylinder head, modify the combustion chambers, increase the diameter of the channels, grind, install the appropriate, lightweight T-shaped valves, 21083 springs (for evil variants from BMW), shafts (for example, OKB Engine 38/38). It makes no sense to twist a standard tractor piston, so we buy forged pistons, light connecting rods, a lightweight crankshaft, we balance. Exhaust on 63 mm pipe, straight-through and we set it all up online. Output power is approximately up to 200 hp, and the character of the motor will receive a pronounced sporty touch. ZMZ-406 Turbo. Compressor If 200 hp for you childish fun and want real fire, then blowing is your way. So that the motor endures normally high pressure, we will supply a reinforced forged piston group under a low SD ~ 8, otherwise the configuration is similar to the atmospheric version.
rbina Garrett 28, manifold for it, piping, intercooler, 630cc injectors, 76mm exhaust, DBP + DTV, setting in January. At the output we have about 300-350 hp. You can change the nozzles to more efficient ones (from 800cc), put the Garrett 35 and blow until the engine collapses, so you can blow out 400 or more hp. As for the compressor, everything is similar to turbocharging, but instead of a turbine, manifolds, pipes, an intercooler, we put a compressor (for example, Eaton M90), set up and drive. The power of the compressor options is lower, but the motor is flawless and pulls from the bottom.
Increase in power ZMZ 406
A very exciting topic for many about what can be done with the ZMZ 406 engine so that the car will go as it should. For several years now I have been studying the possibilities and options for improving these motors, the pros and cons of various solutions. Finally I got myself together and decided to describe my experience in this article. I propose to start the topic of finalizing the motor from the very beginning, i.e. from the intake system. Inlet The configuration of the intake system is one of important points affecting the characteristics of the internal combustion engine. Just like at prom, during intake system wave processes occur. The intake system on the atmospheric internal combustion engine ZMZ 406 is resonant and tuned to a certain speed range. In the factory version, the system has conflicting characteristics.
On the one hand, we have a rather short intake tract, which indicates a high-speed setting, on the other, a small cross-section of the intake holes on the filter housing. I note that the filter element itself is installed very efficiently and its replacement with a filter " zero resistance»Is not a good idea, as such a filter requires regular maintenance(impregnation) and by default it filters worse. In order to improve the filling of cylinders at high rpm, I would recommend getting rid of the standard body air filter(pots). But then we will get another not very good effect - the filter will already take air mainly from under the hood, where it is much hotter than outside. An increase in inlet air temperature decreases filling, i.e. power and moment. To solve this problem, it is proposed to install a "cold intake" system. This idea is not revolutionary and is well known. Under the hood, where the air filter is located, a closed volume is organized, air into which only from the outside enters. This is done by installing a partition. This option for improving the intake system is very popular on American cars. Of course, you can not fence off anything under the hood, but simply remove the air intake with a filter under the bumper, but then there is a danger of getting a water hammer when forcing puddles. And also the resonance characteristic of the intake will change. Tests have shown that the resonant frequency shifts down the rpm as the intake tract is lengthened.
the tire will ride a little better on the bottom, but as a result, the number of horses will decrease, because power = torque * revolutions. Release The best option in terms of price-result is the installation of a "cold intake" system together with an exhaust system from Euro2 / 3 engines. For those who want to get even more power, it is recommended to install a direct-flow exhaust system, it is more efficient in terms of power, but alas, it is quite noisy. If the question is not about the price, then it is possible to choose a compromise option from well-known world-class manufacturers. Further up the ladder of improvements (and of course costs) is the finalization of the cylinder head. Refinement of any cylinder head comes down to grinding the channels, smoothing out all sharp edges in the combustion chamber (and on the piston crown). For ZMZ 406 engines, it is also recommended to install a cylinder head gasket from a motor 405.22 euro3. It is all-metal (more reliable) and thinner, which will result in an increase in the compression ratio to 10. As you know, an increase in the compression ratio is one of the main ways to increase the efficiency of the internal combustion engine (increase efficiency, power - whoever likes what better). Camshafts The next step is to install high-lift camshafts. If the motor is planned to be operated in the city every day, then I would recommend opting for a pair of shafts 30/34 from the Engine okb. Technical specifications shafts 30/30 Extremely "low" version - provides the greatest increase in torque at low and medium speeds 30/34 The universal version - increases the torque evenly over the entire operating range.
4/38 "Horse" variant - increases torque at medium and high revs. 38/42 Provides the largest increase in torque at high revs. Other options It is also possible to install a crankshaft with a long crank stroke (from ZMZ 409, 94mm stroke instead of 86mm), which will increase the working volume to 2.5 liters, and as you know, the moment is directly proportional to the displacement. But besides the crankshaft, you will have to order other pistons with a finger shifted by 4mm so that the piston does not go out of the plane of the block and does not fight against the cylinder head. A good option for an atmospheric internal combustion engine is the use of pistons with thin rings, thin rings reduce dynamic friction losses and increase the overall efficiency of the engine, this is especially true for revving engines. You can also talk about the relief of pistons, connecting rods, crankshaft, flywheel ... but my personal opinion is that relief is not relevant for an engine operating in the range of up to 7000 rpm. Good weight distribution and balancing of moving parts is sufficient. The downsizing of the flywheel, which many people love so much, gives the motor a jittery color. It spins up faster, but also slows down faster, which is sometimes inconvenient, especially in the city. Engine management system Naturally, after any modifications to the internal combustion engine, you need to reconfigure the control system. This is perfectly handled by the M7Sport software, which was originally created to control the modified ZMZ motors. The main feature of this software is to work with an absolute pressure sensor instead of a mass air flow sensor.
also the ability to automatically calibrate all the necessary settings for a specific engine using the MOLT program, which allows you to achieve maximum output from each specific engine. Cross section of the ZMZ 406 engine on the Volga GAZ 31105 car: 1 - oil pan; 2 - oil intake; 3 - oil pump; 4 - oil pump drive roller; 5 - crankshaft; 6 - connecting rod; 7, 9 - driven and driving gears of the oil pump drive; 8 - oil pump drive cover; 10 - piston pin; 11 - piston; 12 - cylinder head gasket; 13 - inlet valve; 14 - inlet pipeline with a receiver; 15 - cylinder head; 16 - camshaft intake valves; 17 - hydraulic pusher; 18 - exhaust camshaft; 19 - cylinder head cover; 20 - oil level indicator; 21 - exhaust manifold; 22 - outlet valve; 23 - cylinder block; 24 - drain plug
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"ZMZ-406 Turbo": characteristics
Below are the parameters of the motor in question:
- Years of release - 1997-2008.
- The feed part is an injector / carburetor.
- The arrangement of the cylinders is in-line type.
- The number of cylinders and valves on each element is 4/4.
- Piston movement - 86 mm.
- Compression - 9.3.
- The volume of the "engine" is 2286 cubic meters. cm.
- The power indicator is 145 horsepower at 5200 rpm.
- The environmental standard is Euro-3.
- Weight - 187 kg.
- Fuel consumption in mixed mode is 13.5 liters per 100 km.
- The rated working life of the unit is 150 thousand kilometers.
- Installation - "Volga" 3102/31029/3110, (Gazelle, Sable).
Modifications
Several models of the ZMZ-406 Turbo engine were put into operation:
- Carburetor modification 406. 1. 10. Used on Gazelles, consumes AI-76 gasoline.
- Version 406.2.10. Injection motor, installed on "Gazelles" and "Volga".
- Model 406. 3. 10. Applied on "Gazelles" (AI-92).
Major malfunctions
The ZMZ-406 Turbo engine is most often subject to the following malfunctions:
- The hydraulic timing chain tensioners are susceptible to seizure. In this regard, there is extraneous noise, the absence of vibrations, further deformation of the shoe, up to the destruction of the entire chain. In this regard, the advantage of the engine under consideration is that the valves do not bend on it.
- Overheat power plant... This problem is also not uncommon. As a rule, such a breakdown occurs due to a clogged radiator or a failure of the thermostat. Initially, it is recommended to check the coolant level and the presence of air congestion in system.
- Increased oil consumption. Most often, the ZMZ-406 Turbo KIT engine experiences this problem due to wear of the oil seals and oil scraper valves on the valves. Also, a malfunction sometimes occurs due to the fact that a gap forms between the plate and the valve cover, through which oil leaks. To fix the problem, it is enough to remove the cover and treat the surface with a sealant.
Other problems
Among other frequently occurring malfunctions of the ZMZ-406 Turbo engine, the following can be noted:
- Traction dips are often observed due to failure of the ignition coils. After replacing these elements, the performance of the motor is restored instantly.
- Knock in the power unit. This problem occurs due to wear on the hydraulic expansion joints. According to the manufacturer, the service life of these parts is calculated for at least 50 thousand kilometers.
- Worn piston pins, pistons and connecting rod bushings, which also leads to the occurrence of extraneous sounds in the motor.
- The power unit is troit. In this case, you should check the candles, coils and compression.
- The fading of the power unit is observed. Most often, "ZMZ-406 Turbo" stalls due to a malfunction of the wires, crankshaft sensor or IAC.
In addition, failures in the operation of the ZMZ-406 Turbo clutch and the fuel pump have been repeatedly observed. In general, the causes of problems are typical for all domestic motors, including poor build quality. Nevertheless, the 406th model is much more efficient and practical than its predecessor under the number 402. For reference: on the basis of the 406th "ZMZ", motors of the 405th and 409th series, with a volume of 2.7 liters, were developed.
Forcing
One of the options for increasing the power of the unit is the atmospheric method with the installation of additional shafts. At the inlet, a cold air intake is mounted, a receiver with an increased diameter. Then the cylinder head is sawn, the combustion compartments are refined, the size of the channels is increased. At the next stage of the improvement of the ZMZ-406 Turbo engine, lightweight T-valves, type 21083 springs and new shafts, for example, from OKB 38/38, are installed.
It makes no sense to use a standard tractor piston group. New forged pistons and a lightweight crankshaft are acquired. Balancing the node. Adjustable straight-through exhaust on a pipe with a diameter of 63 mm. As a result, the power will be about 200 horsepower, and the characteristics of the power plant will have a pronounced sporty configuration.
"ZMZ-406 Turbo": tuning
The second way to improve the engine under consideration is to install the supercharger. In order for the device to withstand high pressure normally, a reinforced piston unit must be installed. The rest of the structure is identical to the transformations carried out during the atmospheric modernization.
A Garrett 28 turbine with a corresponding manifold, piping, intercooler, 630 cc injectors, exhaust system by 76 mm, DBP + DTV. The output power will result in at least 300 "horses". If desired, you can change the nozzles to the 800 cc configuration, which will further increase the engine power, however, such a system will lead to rapid wear of the unit. A new compressor will be required, such as the Eaton M90. Then you need to fine-tune it. As practice shows, such an upgrade allows you to get a motor without failures, the thrust of which is felt already from the bottom.
Intake system configuration
This operation with the use of a new timing set "ZMZ-406 Euro-2 Turbo" is one of the most important points affecting the parameters of the power plant. In the system under consideration, wave processes occur that are tuned to a specific speed range. In the standard version, the unit has ambiguous characteristics.
The pluses include a short intake tract, designed for high revs. On the other hand, the inlets on the filter have a fairly small cross-section. The filter element itself is different high performance and does not require replacement with a zero option, which is difficult to maintain and does not have high efficiency.
To improve performance and fill cylinders at high rpm, experts recommend removing the standard atmospheric filter housing. The solution to this problem is manifested in the installation of the "cold intake" system. At the place of installation of the air filter element, a closed volume is equipped in such a way that the air flow enters exclusively from the outside. An additional partition will help in this.
Alternatively, you can not fence off anything under the hood, but bring the air intake under the bumper. However, in this case, there is a risk of water hammer, while a slight decrease in motor power is noted.
Finalization of the cylinder head
This operation is reduced to grinding the channels, smoothing out all sharp residues in the combustion chamber and on the bottom of the piston. For the engines in question, it is recommended to install the cylinder head gasket from the unit 405.22 (Euro-3). It is made of solid metal and is more reliable and thinner. As a result, it allows for increased compression and engine economy.
The next step is to install the camshafts with increased valve travel. For regular operation of the power plant in urban conditions, experts advise using a pair of shafts of the 30/34 type.
Other ways to upgrade
The engine can also be improved by installing a timing kit "ZMZ-406 Euro2 Turbo". In addition, the crankshaft is mounted with an increased stroke of the crank assembly. This will make it possible to increase the working volume up to 2.5 liters. Additionally, with the new crankshaft, pistons are used with a pin offset by 4 millimeters. It should not go out of the plane of the block and hit the cylinder head.
A good option for power units the model under consideration is considered to be the use of pistons with thin rings. They will reduce dynamic losses, which is especially important for resourceful engines. Alternatively, you can tackle the lightening of the piston and connecting rod group, but this will not have much effect on motors with a speed of up to 7 thousand revolutions per minute. Reducing the mass of the flywheel on such samples leads to intermittent operation, a quick set of revolutions and the same intensive dropping. This is not very convenient, especially when moving around the city.
The beginning of the way. ZMZ Turbo 230 HP
Part 1.
Preparation.
December 20, 2006 marked the beginning of the great turbo project. On this day, a CT15 turbocharger (Toyota, 1JZ-GTE 2.5L engine) was purchased in a quantity of 2 pcs. and a concept was developed on how to fit this turbocharger on 16 valve engine ZMZ 40620F with a volume of 2.3 liters for a GAZ 3110 "Volga" car. In general terms, a solution to 2 main problems was required (moreover, it was not clear which was more difficult):
1) Attach the turbocharger itself to the engine, solving the problems of fastening, lubrication, cooling, laying the intake and exhaust pipelines.
2) Selection and tuning of an engine management system that could control it correctly.
According to calculations, at a boost pressure of the order of 0.9 - 1 bar with such a turbine from 2.5 liter engine Toyota Mark2 power of 2.3 liter ZMZ 406 at 6200-6500 was supposed to be about 300 hp. and peak torque at medium speed no more than 350-360 nm. The 2.5L 1JZ-GTE VVTI engine with a boost pressure of 0.65-0.69 bar has a power of 280hp. at 6200rpm and 370nm at medium speed /
Part 2.
Part 2. Iron questions ... and answers. As mentioned earlier, it was required to fix the turbocharger to the engine and solve the lubrication and cooling issues. However, moreover, it was decided to prepare the motor itself more carefully. At that time, the engine flew about 75,000 km and, in general, needed repairs ... He liked to eat oil in liters, about 1 liter per 300-350 km (depending on driving style). Since the engine mass was about 200 kg assembled, and there was no telpher in the garage, the engine had to be disassembled in parts to facilitate the dismantling process.
1) First of all, the cylinder block was bored to the 1st oversize of 92.5 mm, and forged pistons were made to order by AMS (Zelenograd) for a reduced compression ratio of 8.0 (the standard ones are designed for 9.3). At first glance, I didn't like the pistons very much, the mass of the pistons slightly exceeded the mass of the cast - factory ones, however, the thickness of the piston bottom was almost 2 times greater! And all the dimensions were within tolerances. They differed in weight by 4 grams.
The block has been carefully studied for the location of oil and water channels in order to determine the optimal locations for the withdrawal of fluids. It was decided to take the oil for lubricating the turbocharger from the plug of the second cylinder (judging by the pictures, on the factory turbo engines ZMZ 4064/4054, the oil is taken from there). Instead of a plug, a fitting was screwed in for an 8mm tube with a restrictor section 3.5mm ( operating pressure engine oil from 3.5 to 6 bar). The oil is drained from the turbocharger with a 22mm hose into the sump, where the corresponding fitting was screwed.
In the same place, on the second cylinder (luckily), there was also a plug of the water line, which was safely turned out (or maybe not safely, or it, oil roofing felts - they made it take half a day to try to turn it out) and its place was taken by a 10mm fitting for selecting the cooling liquid for the supercharger. The coolant is drained by cutting a tee into the return line (cylinder block - stove - turbine - pump).
2) The connecting rods were also revised, which acquired nozzles for spraying the piston crowns with oil for cooling purposes. A groove was made in the upper connecting rod bearing for taking oil in half a revolution of the crankshaft.
3) The flywheel, which weighed about 14kg and began to weigh 9.5kg, did not go unnoticed either. It was possible to facilitate much more, but then I did not see the point in this.
4) The next step there was a balancing of the crankshaft together with a flywheel and a clutch basket and the beginning of the assembly of the "bottom". Connecting rods and pistons have been selected to provide the smallest weight difference. Thus, the total difference between two opposite pairs of connecting rod-piston (1-4 2-3 cylinders) based on the results of 10 measurements was 0.48 g. The block was installed in its place, the clutch housing, gearbox, and cardan shaft connected the entire chain to the rear axle.
5) I found its place and the intercooler from Toyota Caldina, which was placed frontally, almost under the radiator, to be cooled with air through the central air intake of the front bumper.
6) The time has come for the most important thing - namely, the installation of the turbocharger itself. There were many different proposals on how best to implement this, on which manifold to install, since the CT15 turbocharger is quite large sizes and fit it in place of a standard exhaust manifold without resting on the vlongeron or vacuum cleaner was a piece of jewelry.
However, a way out was found pretty quickly. This is the collector diesel engine ZMZ 514.3, which, like a native, took the place of the standard 406th collector to the cylinder head. However, due to its compact size, it created a big problem (its outlet diameter is 38mm in total). Adapter flanges were made for attaching the turbocharger to the manifold and for the outlet.
7) The cylinder head in this case was not particularly finalized (unfortunately). That is, a modified cylinder head was taken from an atmospheric engine, where all channels were polished and all jambs were removed, the combustion chambers were brought to the same volume, the valve springs were installed more rigid, the valve discs were duralumin. It was decided to replace the sports valves with standard SM, which are noticeably thicker.
8) Since it was absolutely unknown what kind of engine would subsequently turn out according to its characteristics, and it was decided to assemble the timing belt on standard 252gr camshafts. 9.0 mm and set everything according to the factory marks. In order to then draw conclusions, what to turn next and what to change.
9) It was originally planned to blow 1 bar of excess pressure into the engine, so the compression ratio was lowered from 9.3 to 8.3 and stayed on 95m gasoline. After measuring all the required volumes for the calculation geometric degree compression, it turned out that in order to achieve the required compression ratio, a cylinder head gasket with a thickness of about 1.6 mm was required. It is difficult to say why such a jamb came out, most likely AMS made a small groove in the pistons and overestimated the compression ratio. However, a solution was found - a steel cylinder head gasket ~ 1.65 mm thick was made to order. Now it was possible to proceed with the final assembly of the engine.
10) At the last stage of the assembly, it was required to connect the lubrication and cooling with hoses and pipes to the corresponding fittings, which was done without any problems. However, the assembly of the outlet and inlet presented difficulties, since the author did not have a welding machine. I had to make models of the inlet and part of the exhaust ducts from plastic (sewer) pipes, and then use them to make the corresponding parts from stainless steel, the guys from PASSIK helped. Thus, the following was done: the pipe from the air filter to the turbocharger was made with a rubber hose with a diameter of 70 mm (ZIL 130), the pipe from the cold part of the snail to the intercooler was made of stainless steel with a diameter of 50 mm, and from the intercooler to the throttle already with a diameter of 63 mm and also made of stainless steel. The pipes were docked, respectively, with rubber pipes (reinforced) from KAMAZ and ZIL 130 vehicles (I don't remember exactly which ones they were from).
11) The PASSIK inlet receiver was replaced with a standard aluminum receiver ZMZ 409, since the standard receiver wall has a thickness of about 5 mm and there are many technological platforms where additional fittings can be screwed in. Accordingly, 2 additional fittings were added. The first one is to take the control pressure / vacuum to the Blow Off relief valve and through the tee to the device into the salon - Metrika Boost. The second fitting is for DBP.
It seems like everything is assembled, the first launch. The engine started from half a turn, but had an unpleasant knock at the same time. Subsequently, it turned out that the camshafts and hydraulic lifters were badly worn out. After replacing them, all extraneous noises were removed and the engine running in and tuning the control system began.
Part 3. Engine management system.
The question of the turbocharged engine control system has been around for a long time, since the idea of turbocharging itself. Everyone advised to switch to the control system January 5.1-41 with the J5LS firmware, Maxi development (RPD), which was able to adequately control a 4-cylinder turbocharger engine, had engine protection functions in emergency situations, a boost controller function (depending on the gear!) And many other points that are absent in other software. However, then there were several moments that forced to abandon this venture.
Firstly, the MOLT complex, which can tune the Mikas 7.1 control unit in real time and in many parameters, is no worse than the PAK Matrix from Maxi (RPD) for ECU January 5.1-41 and was confident that there would be no problems in terms of tuning ...
Secondly, there is a real chance to modify the MOLT complex when tuning a turbocharger engine in those conditions that cannot occur on an atmospheric engine.
Thirdly, the transition to January 5.1 from J5LS (at the time of this writing, v46) was also not possible for the reason that this software was not sold by the author.
However, time was already running out, and it was decided to stay on the Mikas 7.1 control system with the standard WNZDA442 software in the hope that a competently tuned-up it will be able to control such an engine without the risk of its failure.
To control and adjust the fuel delivery, an LM-1Kit from Innovate Motorsports was purchased and left in the car at all times to control the composition of the mixture. By the very first departure of the car, the first version of the SDK regulation in MOLT was added, in order to immediately begin to put in order the fuel supply and in no case allow the mixture to deplete. Naturally, the SDK regulation worked crookedly (still the first version), but it coped with its task well. At the time of this writing, almost six months have passed since the first departure and the first version of the SDK support in MOLT, now the module has been brought to relative perfection (there is no limit to improvements) and is working properly - you can not be afraid for the fuel supply - the composition of the mixture in the cylinders will correspond to that specified in firmware at the end of the adjustment, and if suddenly the mode point is in significant depletion or enrichment during the tuning process, then the MOLT immediately removes the mode point from this state with a proportional regulator.
The control system finally acquired the correct Delphi DTV, in order to limit the UOZ depending on the temperature of the air entering the engine cylinders.
At the time of this writing, the main sensor - an air meter in the system was the mass air flow sensor. In my opinion, the MAF ranks first in the correct calculation of the air flow rate. The models for calculating the cyclic filling according to MAP (MAP) have all sorts of inaccuracies, they do not take into account a lot and are rather unstable in certain modes ... In general, since there was no time to invent anything then, the DMRV was used by ordinary Siemens from the Volga turned out to be only ~ 600 kg / h).
Since, in the configuration, there was a valve for relieving excess pressure into the atmosphere, and not a bypass valve (more precisely, it was not Blow-Off, but a Bypass converted for it - the author always dreamed of having a sound characteristic of a turbocharger engine under gas discharge), the use of a mass air flow sensor in such a system caused a bunch of problems with the serial software WNZDA442. Initially, the mass air flow sensor was installed as it should be in front of the turbocharger, but attempts to take into account the discharge air by correcting did not lead to anything good. A strong instability was noticed in the sensor readings (as a result of unstable air discharge from the system) when the engine was running at vacuum in the receiver (from -0.4 to 0 bar) when, when air was constantly blown out of the valve due to the peculiarities of this Blow - Bypass. I didn't want to redo the inlet to circulate the exhaust air - there was no desire to say goodbye to the beautiful sound. I had to look for a way out.
And the way out was found. For the sample, the DMRV was transferred to the branch pipe from the intercooler to the throttle, and most importantly after the pressure relief valve to the atmosphere. Therefore, theoretically, the DMRV has already seen only the air that directly enters the engine. The most interesting thing is that despite the assurances of many authoritative personalities about the impossibility of the flow meter in this version, the DMRV regularly takes into account both the increased temperature for it and the excess pressure. So the main point of operation of the mass air flow sensor under conditions of elevated temperature and pressure remains the unknown service life.
For proper functioning on a turbocharged engine, the crankcase ventilation system has been redesigned. The suction of gases from the valve cover is now connected to the branch pipe to the turbine, where vacuum cannot occur. Moreover, an oil separator (separator) from the GAZ 560 Steyr engine is embedded in the system to collect oil products, and the hose from the separator to the branch pipe in front of the turbine has a reduced cross-section to limit the flow of gases into the inlet at high inlet discharges. Although, if the oil is driven by the turbine into the inlet through the bearings, then the DMRV will suffer from this and this cannot be avoided without coordination alterations.
However, there is still a problem - the air flow exceeds the maximum allowable for the mass air flow sensor. That is, already from 4500 rpm at a boost pressure of 0.65 bar, the DMRV produces a constant voltage of 4.98V. The solution to the problem was found - this is a deception of the control system in the zone of maximum air flow. In theory, this is fundamentally wrong, but in practice it works fine. The bottom line is that the calibration of the mass air flow sensor was replaced with a deliberately incorrect one in the high voltage zone, that is, 4.98V corresponds not to 595 kg / h but 789 kg / h. This leads to the fact that at high air flow rates there will always be an over-enrichment of the fuel, but in no way depletion! The over-enrichment is removed by the injection time correction obtained by the SDK-regulation of the fuel supply. Of course, the only drawback of the whole venture is that the control system in this zone actually works in a tabular manner. But as practice has shown, with a given mixture composition of 11.5: 1 in the firmware in the zone of maximum fillings, the actual composition can vary from 11 to 12, depending on atmospheric conditions. Thus, the problem was solved, although not correctly, but for the motor in this case, it does not pose any danger in normal mode. After tuning the motor, at a boost pressure of 0.65-0.69 bar, the actual peak mass air flow rate was 690 kg / h (taking into account the correction by SDK), and the limiting cyclic filling was 1210 mg / c. For fuel injection, 360cc / min injectors BOSCH 0 280 150 431 (Saab 2.3 Turbo) were chosen, which in this engine configuration have an actual Duty of ~ 95% (with a mixture composition in the cylinders of 11.5: 1) - that is, already at the limit.
Part 4. Conclusion.
So, in principle, the set work is done - the car is on the move and drives at the same time. But if you read the title of the article and compare with the desired, it becomes clear that 300 hp. it doesn't smell here.
Firstly, the boost pressure is set to the minimum possible in this configuration 0.65 - 0.69 bar (the actuator is connected by a hose directly from the cold part of the turbocharger) when the throttle is opened 100% from 3500 to 6500 rpm.
Secondly, of course, the power is proportional to the change in the mass air flow, in turn on which the Injector Duty depends (the percentage of injector utilization). That is, these injectors allow you to remove up to 72 * 4 = 288 hp, but this is on the composition of the mixture of the order of 13.3-13.5: 1, that is, at 11.5 they can provide 11.5 / 13.5 * 288 = 245 hp. not 300 hp.
Thirdly, the control system needs to be redone, since it is already at the limit (although it works fine)
Fourthly, the main reason for the significantly lower power output is the compact exhaust manifold from the ZMZ 514.3 diesel engine with an outlet diameter of only 38mm !!! On the turbine, the diameter of the inlet to the hot part is 50-51mm! The manifold simply chokes the engine, hence, after 4500, the thrust drops noticeably, and the peak mass flow falls on only 5000 rpm, instead of the planned 6600 and higher.
I did not go to the stand to measure the power and the moment, since I did not even have the desire, however, it is not difficult to estimate approximately:
1) according to the Andy Frost'a method, the power is equal to about a third of the mass air flow (derived experimentally, strongly depends on mechanical losses in the engine), therefore 690/3 = 230 hp.
2) The second method is based on duty injectors. Since the maximum power on these injectors can be approximately 245hp. on the composition of the mixture 11.5: 1, and the real percentage of their use is about 95%, then 245 * 0.95 = 232 hp.
Since both methods gave almost the same value, it can be assumed that the power is really within 230hp.
Once again I want to emphasize that these are approximate values, exact values can only be obtained by bench measurement.
The next step will be to eliminate all the bad points described above, namely:
1) Making and installing a normal exhaust manifold
2) Replacing the camshaft with 270gr. 10.6mm
3) Transfer of the control system to DBP (as already mentioned, the control system works according to the DMRV, however, the system also contains DBP to collect information about the current pressure and to develop a new model for calculating the cyclic according to the DBP readings)
4) Based on point 3, development and creation of new software for controlling sports and turbocharged engines based on Mikas 7.
5) To be continued….
Part 5. Thanks:
Roma (RomaGTR4WD) - for the idea of turbocharging and the actual turbochargers
Alexander (Contros) - for the creation of our MOLT complex and assistance in setting up
Artem, Oleg (McAutoTuner) - for advice on iron issues and for the steel cylinder head gasket
Sergey, Sergey (PASSIK) - for help in making the intake and exhaust
Andrey (Andy Frost) - for advice on tuning methods and algorithms
Andrey (Mrak), Sergey (Grach) - for numerous trips to auto parts stores
Emmibox / Maxi (RPD) - for some algorithms and tuning methods spied on its website and in the descriptions of the software ... ;-)
and my beloved Kitten for support :-) Jetsamnaz, 2008
From 2006 to the present, JC Technology has built more than one hundred turbo engines based on ZMZ 406-405-409 and their modifications, vast experience has been accumulated and optimal technical solutions have been worked out that we can offer you:
Complex number 1
Installing a turbocharger on a standard engine (if it works properly technical condition and the absence of the need to repair the internal combustion engine). At the same time, the standard pistons remain, the compression ratio is reduced to 8.0: 1 by installing an aluminum spacer under the cylinder head. Spacers of different thicknesses are used depending on the engine size. The recommended gasoline for use is AI95.
Versatile, turbocharger comes out working pressure in the region of 2500 rpm, providing an even thrust before the cut-off. With a calm driving style, the fuel consumption does not increase, the internal combustion engine resource practically does not decrease.
Weekends ICE characteristics- power 240 - 260 hp, torque 320-350 N * m (depending on the type of engine and the type of turbocharger).
- Installing a turbocharger on cast iron manifold with turbine adapter
- Installation and connection of the oil cooling radiator
- Installation of an aluminum spacer under the cylinder head
- Manufacturing of an exhaust system d = 63mm from stainless steel
- Installation of nozzles of increased productivity
- and etc.
Complex number 2
A complex of significant increase in engine power, taking into account the individual wishes of the client regarding the output characteristics.
The engine is completely moved, during assembly, forged pistons are used, the ShPG is carefully hung.
For motors of the ZMZ 406 (2.3l) and ZMZ 405 (2.5l) series, a 94mm crankshaft is used during assembly to increase the volume of the internal combustion engine to 2.5l and 2.7l, respectively.
ICE output characteristics - power from 250 to 500+ hp, torque from 320 to 650+ n * m (depending on engine configuration, type of turbocharger and boost pressure).
It should be noted that in the event of an increase in the power of the internal combustion engine to 400 + hp, a considerable load will be imposed on all transmission units, which will lead to their accelerated failure. It is worth thinking about the swap of imported gearboxes.
It is recommended to modify the brake system (installation of VUT + GTZ, installation of front calipers and brake discs of larger diameter, installation of rear disc brakes)
Major engine modifications:
- Removal / installation
- Disassembly / Assembly
- Application of forged pistons
- ShPG weight distribution
- Installation of a reinforced timing kit
- Installation of a crankshaft (if necessary - steel) 94mm (for internal combustion engines ZMZ 406 and 405)
- Manufacturing of the exhaust manifold
- Installation of a turbocharger
- Installation of a frontal aluminum intercooler
- Manufacturing and installation of inlet piping
- Use of durable silicone sleeves
- Installation and connection of the oil cooling radiator
- Finalization of the cylinder head
- Anti-knock treatment of the combustion chamber and piston crown
- Installation of a steel cylinder head gasket
- Manufacturing of an exhaust system d = 63 - 85 mm from stainless steel (depending on internal combustion engine power)
- Installation of nozzles of increased productivity
- Installation of a fuel pump of increased productivity
- Modification of the ECU wiring, installation of sensors and calibration of the M7SPORT control system
- and etc.
Output indicators (
Fully prepared ZMZ 409 2.7L (Complex # 2), Garrett GT3071 turbine at 1 bar pressure.
Wheel power 360 hp (264 kW) @ 5800 rpm / Engine power 414 hp @ 6150 rpm
Wheel torque 518 Nm @ 4120 rpm / Engine torque 564 Nm @ 4200 rpm
Output indicators ( measurements on a Dynocom dynamo test bench for a Volga GAZ 3110 vehicle (rear-wheel drive))
Fully prepared ZMZ 409 2.7L (Complex # 2), Garrett GT3576 turbine at 1.1 bar.
Wheel power 394 hp (264 kW) @ 5700 rpm / Engine power 453 hp @ 6200 rpm
Moment on wheels 585 Nm @ 4450 rpm / Engine torque 640 Nm @ 4500 rpm
