In 2004. The new car has undergone significant changes, but much remains of its predecessor. In particular, the ZMZ 402 and ZMZ 406 engines were installed on the new Volga from the very beginning.

Sectional view of the ZMZ 402 engine

In the future, the line of engines for 31105 changed - since 2006, the “one hundred and fifth” models with a 2.4-liter Chrysler engine have gone into the series, and a 2.5-liter ZMZ 405 power unit has also been added.

It is strange that in general this ICE turned out to be on new car- you can't equip cars with the same engine for so many years. For the first time, this engine began to be serially installed on the transitional one in 1985, and since that time has not undergone practically any changes. However, it went from the factory in 2004 and 2005.

Replacing the oil filter in the ZMZ-402 engine

But the internal combustion engine ZMZ 402 still had its advantages. First, he has more low price, and the car in complete set with it, respectively, is cheaper. Secondly, car owners were bribed by the simplicity of the engine. For so many years of production, many owners have studied the power unit up and down, and sometimes repaired it almost in the field.

Of all, the 402nd motor is the least powerful and slowest. It has its own characteristic faults, which are most often encountered:

Oil leakage from the rear main bearing (from the stuffing box);
Increased oil burnout through the piston rings;
Breakage of the hex drive of the oil pump;
Loss of valve seats in the cylinder head.

If it was still possible to put up with many of the shortcomings, then the valve seat falling out became a real disaster for the car owner.

Dismantling the engine ZMZ 402

The saddle most often crumbled into small pieces and scattered over all the cylinders. As a result, it was necessary to change the block head and the piston group, and it is imperative to thoroughly clean the intake manifold and carburetor. Saddle loss is a technological flaw in the plant; this almost never occurs on any other motors. By the way, the 3M3 402 on the "Volga" 31105 was the only engine that had a carburetor system, all other ICEs were equipped with fuel system injection type.

The undoubted advantage of the 402nd is that almost any engine oil can be poured into it. Taxi drivers, in order to save money, went so far as to refuel the engine with the cheapest "Kamaz" oil and M8 autol. Moreover, the top-up was done with the oil that was at hand.

One could only wonder how this engine still works - during disassembly, often after such operation, it was possible to observe not only carbon deposits on all the internal parts of the 402, but also coagulated grease of the "solid oil" type.

ZMZ 406

By the time the ZMZ 406 engine appeared on the Volga 31105, it had already been well tested on the previous 3110 model, and proved itself mainly on the positive side. The internal combustion engine 406 has been serially installed on the Volga 3110 since 1997, and with a smaller volume (2.3 liters) it had more power and better torque. True, due to the presence of an electronic control system at the ZMZ 406, new problems were added - sensors and ECUs often failed, there were breaks and short circuits in the engine compartment wiring.

It looks like a ready-to-install engine ZMZ 406

Some malfunctions could be identified by error codes when the ignition was turned on, but already to an ordinary user vehicle it was not within my power to deal with electronics on my own. Mainly car owners of Volga with 406th engine undergo diagnostics at a specialized service station.

The 406th had its own "sores":

Chains and other parts of the gas distribution mechanism wore out relatively quickly;
Timing chain hydraulic tensioners often jammed;
Electric remote fuel pumps were periodically out of order;
At the slightest overheating, the head gasket burned out, and the head itself was often jarred.

In the design of ZMZ, the design of the tension of the timing chains is not thought out. The top chain shoe extension has a heavy load and often breaks off.

Timing chain on the ZMZ 406 engine

Its breaking off gives a lot of problems:

Firstly, its remnants have to be drilled out of the cylinder block;
Secondly, chains break, and laborious repairs have to be made.

Specifications ZMZ 406 2.3 l / 100 l. with.

For the first time, several advanced technical solutions for that time were used in the engine of the ZMZ manufacturer:

two intake and two exhaust valves per cylinder;
electronic ignition and injection systems;
DOCH gas distribution diagram with two overhead camshafts;
hydraulic pushers instead of adjustment thermal gap valves with gaskets.

After the changes made specifications ZMZ 406 correspond to the values given in the table:

Manufacturer	ZMZ
ICE brand	406
Production years	1997 – 2008
Volume	2286 cm 3 (2.3 L)
Power	73.55 kW (100 hp)
Torque torque	177/201 Nm (at 4200 rpm)
The weight	192 kg
Compression ratio	9,3
Nutrition	injector / carburetor
Motor type	inline gasoline
Ignition	commutator
Number of cylinders	4
Location of the first cylinder	TBE
Number of valves per cylinder	4
Cylinder head material	aluminum alloy
Intake manifold	duralumin
An exhaust manifold	cast iron
Camshaft	2 pcs. DOCH schema
Cylinder block material	cast iron
Cylinder diameter	92 mm
Pistons	original
Crankshaft	lightweight
Piston stroke	86 mm
Fuel	AI-92 / A-76
Environmental standards	Euro 3 / Euro 0
Fuel consumption	highway - 8.3 l / 100 km combined cycle 11.5 l / 100 km city - 13.5 l / 100 km
Oil consumption	maximum 0.3 l / 1000 km
What kind of oil to pour into the engine by viscosity	5W30, 5W40, 10W30, 10W40
Which oil is best for the engine by manufacturer	Liqui Moly, Lukoil, Rosneft
Oil for ZMZ 406 by composition	synthetics in winter, semi-synthetics in summer
Engine oil volume	6.1 l
Working temperature	90 °
Internal combustion engine resource	declared 150,000 km real 200,000 km
Adjustment of valves	hydraulic pushers
Cooling system	forced, antifreeze
Coolant volume	10 l
water pump	with plastic impeller
Candles for ZMZ 406	domestic A14DVRM or A14DVR
Candle gap	1.1 mm
Valve train chain	70/90 with shoe or 72/92 with sprockets
The order of the cylinders	1-3-4-2
Air filter	Nitto, Knecht, Fram, WIX, Hengst
Oil filter	with non-return valve
Flywheel	7 offset holes, 40mm bore
Flywheel Bolts	М12х1.25 mm, length 26 mm
Valve stem seals	Goetze, light intake, dark prom
Compression	from 13 bar, difference in adjacent cylinders max. 1 bar
Turnovers XX	750 - 800 min -1
Tightening force of threaded connections	candle - 31 - 38 Nm flywheel - 72 - 80 Nm clutch bolt - 19 - 30 Nm bearing cover - 98 - 108 Nm (main) and 67 - 74 (connecting rod) cylinder head - three stages 40 Nm, 127 - 142 Nm + 90 °

The factory manual contains a more accurate description of the parameters:

ZMZ 4063.10 - carburetor, compression ratio 8 for operation on A-76 fuel, power 110 hp. sec., torque 186 Nm, weight 185 kg;
ZMZ 4061.10 - carburetor, compression ratio 8 for A-76 gasoline, power 100 hp. sec., torque 177 Nm, weight 185 kg;
ZMZ 4062.10 - injector, compression ratio 9.3 for AI-92 fuel, power 145 hp. sec., torque 201 Nm, weight 187 kg.

Design features

Officially, the ZMZ 406 engine became the third after 24D and 402 in the line of power drives of the Zavolzhsky plant. Received microprocessor ignition, DOCH timing with two-stage chain drive.

The developers still use the in-line engine with 4 cylinders, but there are two camshafts, they are located on top, inside the cylinder head. The compression ratio of the internal combustion engine was increased by the designers of the plant to 9.3 in the basic version 4062.10 due to the central location of the spark plug inside the combustion chamber.

Reliability is increased due to the cast-iron cylinder block without liners, reducing the piston stroke to 86 mm and the weight of the entire group of ShPG. Bolted connecting rods, crankshaft and piston rings are made of high strength materials, therefore overhaul required less often.

The chain tensioners are automatic, double acting - spring preload during hydraulic operation. The degree of oil purification is increased by installing a full-flow disposable filter. For attachments a separate V-belt drive is provided. ECU firmware corresponds to SOATE, ITELMA VS5.6, MIKAS 5.4 or 7.1 versions

List of ICE modifications

Initially, the engine was designed for injection, therefore version 4062.10 is considered basic. The need for carburetor modifications 4061.10 and 4063.10 arose later. They were installed on a Gazelle, therefore, while maintaining the volumes of the combustion chambers, it was necessary to reduce the owner's operating costs. For this, the management of ZMZ reduced the compression ratio in order to transfer the engines to the cheaper A-76 fuel.

Reverse modernization was performed with motors 4061 and 4063:

reduced power and torque;
speed of XX steel 750 min -1 instead of 800 min -1;
maximum torque is reached at 3500 rpm, not 4000.

All the rest of the attachments are located in the same places without changes. Some of the parts are interchangeable, with the exception of the cylinder head and piston.

Advantages and disadvantages

A negative feature of the power drive ZMZ 406 is the low quality of casting and unsuccessful technical solutions:

high oil consumption due to the unfinished design of the rings;
low resource of the timing belt of the drive due to the tensioner, collapsible block-star and bulky design as a whole.

Fuel consumption is high, but this is typical for most truck engines.

On the other hand, vibrations are reduced, the cylinder head does not unscrew during operation, the gasket does not need to be constantly changed, but the nuts must be pulled. The maintainability of all units is high, the design itself is reliable and simple. The user is relieved of the need to adjust the valve clearances every 20,000 mileage.

List of car models in which it was installed

Since the ZMZ 406 engine has three versions, each of them was used on specific models of the auto manufacturer GAZ:

ZMZ 4062.10 - GAZ 31054 of the Lux configuration; GAZ 3102 (1996 - 2008);
ZMZ 4061.10 - GAZ 3302, 33023, 2705, 3221;
ZMZ 4063.10 - GAZ 3302, 33023, 2705, 3221, 32213, 322132, 32214, SemAR 3234, Ruta, Bogdan and Dolphin.

In the first case, the characteristics of the engine were suitable for the urban cycle of the representative cars of officials and government. Carburetor modifications reduced the operating budget of Gazelle vans, utility vehicles and trucks.

Service regulations ZMZ 406 2.3 l / 100 l. with.

According to the manufacturer's requirements, the ZMZ 406 engine is serviced in the following order:

inspection of the timing chain after 30,000 mileage, replacement after 100,000 km;
oil and filter change after 10,000 km;
replacing the coolant approximately every two years or 30,000 mileage;
battery recharging every fall, replacement after 50,000 km;
spark plugs last for 60,000 mileage;
the fuel filter becomes unusable after 30,000 km, the air filter - 20,000 km;
ignition coils fail after 50,000 mileage.

The manufacturer recommends using high-quality lubricant for engines so that hydraulic lifters and an oil pump work properly. Initially, the cooling system has weak spots- radiator and thermostat. All attachments are highly durable, with the exception of the pump, the polymer rotor of which serves about 30,000 km. Due to the large weight of the motor with your own hands, it is very difficult to overhaul in the garage without a telpher.

Overview of faults and how to repair them

By virtue of design features the ZMZ 406 motor bends the valve only when the chain jumps. Moreover, they are damaged against each other (intake and exhaust while lifting), and not on the pistons. If the circuit is broken, such a nuisance will not happen.

Insofar as ICE device partially copied from the SAAB, and the design of the ZMZ 402 is partially preserved, it is characterized by malfunctions:

High speed XX	1) breakage of sensors 2) there is no controller contact XX 3) crankcase ventilation hoses are torn	1) replacement of sensors 2) restoration of contact 3) replacement of hoses
Cylinder failure	1) ECU malfunction 2) failure of the coil 3) breakdown of the tip of the candle 4) breakage of the nozzle	1) replacement of the control unit 2) coil repair 3) tip replacement 4) repair / replacement of the nozzle
Unstable operation of the internal combustion engine	1) air leaks 2) water in the fuel tank	1) restoration of tightness, replacement of gaskets 2) draining gasoline, drying the tank
Motor does not start	1) failure of the ignition system 2) the fuel supply is interrupted	1) replacement of the coil, contact 2) replacement of the filter, reduction valve, phase adjustment, replacement of the fuel pump

Due to the large diameter of the pistons, the block and cylinder head are sensitive to overheating, therefore, the level of working fluids should be monitored regularly (oils and antifreeze).

Engine tuning options

Initially, the ZMZ 406 engine allows you to increase power on their own up to 200 - 250 liters. with. For this, mechanical tuning is used:

installation of a zero resistance filter;
decrease in air temperature in the intake tract;
replacement of the standard K-16D carburetor with Solex (adjustment with quality / quantity screws is required).

For minibuses and Gazelle trucks, tuning with a turbocharger is ineffective, since the service life of the DS decreases and fuel consumption increases sharply.

Thus, the injection modification ZMZ 4062.10 and the carburetor versions 4061.10, 4063.10 are developed on the basis of the Swedish H series engine for trucks and executive cars. Tuning is allowed, first of all, to increase the torque.

If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.

Today, the most massive engines for "Gazelle" are ZMZ-406 with a working volume of 2.3 liters, which since 1996 began to gradually replace motors ZMZ-402. Back in 1992, a small series workshop was opened at the Zavolzhsky Motor Plant, in which pilot production of engines of the new ZMZ-406 family was organized. And the first sketches were made by designers with the approval of the then Ministry of the Automotive Industry of the USSR. The thought that has plagued the brains of many operators since 1970 - "Why can't you make a big Zhiguli motor for Volga and RAFIK?" - was embodied in cast iron and aluminum. Although, of course, upon closer examination, there is nothing in common between them, the ZMZ-406 is, rather, simply similar to any good gasoline engine of that time. And it is not very outdated today. It became the first in Russia electronically controlled injection (injection) engine of this class, and even with a 16-valve twin-shaft head. As a curiosity, today I recall the story with an overpriced to 150 liters. with. power of Volga engines (how much money was overpaid for taxes ...), but in general the engine turned out to be very playful. For a long time, only the carburetor versions ZMZ-4061.10 and ZMZ-4063.10 were installed on the Nizhny Novgorod lorry, developing 100 and 110 horsepower, respectively.

Contrary to expectations, the motor retained the traditional maintainability of ZMZ engines. The crankshaft is ground in three sizes every 0.25 mm, the cylinder block can be bored twice with an increase of 0.5 mm. The cast-iron block is not as sensitive to "burned" antifreeze as the aluminum one of the ZMZ-402, and the absence of liners only added rigidity and eliminated possible coolant leaks. At the beginning of the 90s, ZMZ specialists succeeded in sagaciously suggesting the development of trends in engine repairs that developed ten years later. As if they looked into the water - the ZMZ engine with a block bored to the last size usually stands on a Gazelle, moving under its own power to the scrap metal collection point. Everything on it is already worn out, nobody needs it for nothing, but the engine is still alive.

Oil starvation ZMZ-406

Like all modern engines, the ZMZ-406 family turned out to be very demanding on the quality of the oil used. Unfortunately, many carriers neglected the plant's recommendations. After all, the "406th" engine is more finicky in the oil menu than the ZMZ-402, which was content with a standard group of oils with API codes SE and SF, or, according to ours, with a group of performance properties "G", such as M10Gi, M12Gi, M5z / 10G. Perhaps, with a more frequent replacement of oils of this quality group, it would be enough, but it is worth remembering that at the end of the 90s the market was full of extremely low quality fuels and lubricants. So the "oil pirates" contributed to the creation of a negative image for the ZMZ-406 engine.

When changing the brand of oil and manufacturer, and even more so when switching to oil of a different base, viscosity or quality, it is advisable to flush the engine lubrication system. However, in the ZMZ-406 engine, about 300-350 g of oil remains under the valve cover, near the valves and in the oil channels of the block head. Half of this amount can be removed by unscrewing the cap in the head near the pressure sensors. When switching to synthetics, along with the costs, the mileage until the next replacement increases to 15-20 thousand km, which slightly compensates for the investment. Well, it is better not to use numerous additives to oils, but to rely on the quality of the base oil. It contains all the necessary additives for the long-term operation of the engine.

For the new family, in the design of which hydraulic valve pushers and hydraulic tensioners of the timing chains were used, it is recommended to use oils of improved quality with the API code SG, SH, SJ and not to save on the oil filter. After all, metal particles or deposits, falling into narrow channels or gaps between mating parts less than half a millimeter, clog them, disable delicate hydraulic devices. The failure of one or more valve pushers is immediately noticeable by the characteristic ringing and frequent knocking under the valve cover. Of course, this knock will not lead to immediate and large destruction, but you should not drive for a long time with such a malfunction. After all, an empty hydraulic pusher will not fully open its valve, which means the engine will lose power. In addition, unnecessary shock loads on the camshaft cam do not add a resource to it either. To eliminate knocking, it is necessary to replace hydraulic lifters, and this pleasure is not cheap. Those carriers who did not save on oil, filled in semi-synthetics or synthetics of the required quality, did not know grief with new motors, especially if they were lucky with the quality of the hydraulic tensioners and hydraulic compensators themselves.

Step and resource of the chain ZMZ-406

Alas, the hasty launch of this motor in production did not have the best effect on its quality and resource. Of course, there were also then individual copies of engines that ran 200 thousand kilometers or more, but basically the problems arose much earlier. At that time, the Achilles' heel of the new promising motor was the precision plunger pair of the hydraulic timing chain tensioner. There are two of them in ZMZ-406, each works on its own circuit. Those tensioners that went to the ZMZ conveyor turned out to have an excessively large step of moving the pusher until the next fixation. It was almost three millimeters, and dirt or insufficient precision in the processing of precision pairs led to jamming of the hydraulic tensioner. At the same time, the damping of oscillations of the driven branch of the chain was not provided to the required degree. Shock loads increased, which caused premature wear of the tensioner parts and the plastic shoe. If the driver did not pay attention to the noise that had arisen, almost the rumble of a weakened chain, and continued to move, then the shoe collapsed. And there, as luck would have it. V best case the chain jumped over the teeth of the sprockets, the valve timing was lost, and the engine stopped. It's good that the designers took care to make samples in the pistons for the valve plates - they were not bent. In this case, the repair was reduced to restoring the phase setting and replacing or "recharging" the hydraulic tensioner. If the chain broke, then the front aluminum cover was often deformed, and it was necessary to buy it. Because of such a trifle, flights were disrupted, the car got up to the fence for a day or two. The most offensive thing is that breakdowns occurred on a relatively young engine, with a range of only 30-40 thousand kilometers. Often the installation of a new hydraulic tensioner gave only a temporary result, then everything was repeated again. Craftsmen even began to adapt collet spring tensioners from the VAZ-2101 engine to the ZMZ406 engines - it was not difficult to adjust the chain tension every 15-20 thousand kilometers. The Moscow firm "SET" went even further, its designers in the late 90s developed their own version and installed a tension sprocket instead of a plastic shoe on the Zavolzhsky motor. A similar scheme was used on the Ufa Moskvich-412 engines, and in the 80s, athletes put an asterisk on the Zhiguli engine. In the past five years, the situation with hydraulic tensioners has changed for the better. Alternative manufacturers of this unit have appeared, there are already several varieties of them. There are six main designs of hydraulic tensioners for ZMZ-406, and in total there are over a dozen options, there are even gas-filled ones. In 2004, the Zavolzhsky plant abandoned the use of plastic tensioner shoes, their place was taken by asterisks. It turned out quite reliably, although they were made somewhat carelessly - the sprocket bearing with a large backlash, and its bracket, as if bent by hand.

OPINION

KONSTANTIN RUKHANI Executive Director of ZMZ OJSC - In 2008-2009 we plan to carry out a complex of R&D and technological preparation of production aimed at further modernization of gasoline engines of the ZMZ-405 and ZMZ-409 families, primarily in order to comply with the European standards. 4. As you know, they are being introduced in Russia on January 1, 2010. Since July 2007, the plant has been carrying out development work on diesel engines ZMZ 514.32. To comply with Euro-3 and Euro-4 standards, instead of mechanical injection pumps, we equipped these motors with electronically controlled Common Rail fuel equipment manufactured by Bosch. By August-September 2008, it is planned to create prototypes of gasoline and diesel engines of Euro-4 class and start testing. It is planned to invest about 130 - 150 million rubles in R&D for all engines in 2008. During 2009, preparation for the production of these engines will be carried out.

Family business

In general, in comparison with the ZMZ-402 engine, the "four hundred and sixth" is a more compact engine, and the inter-cylinder distance, the diameter of the crankshaft journals and the piston pin became smaller, but at the same time did not lose in the resource. The ZMZ-406 engine became the ancestor for other engines of the family, while maintaining the unification of design and technology. In particular, all ZMZ-406, 405 and 409 engines have the same block height from the crankshaft axis to the plane of the connector with the head, the same connecting rods, and the difference in the crank radius is compensated for by changing the distance from the piston pin axis to the piston bottom. For Gazelles, the main advantage of the ZMZ-405 and ZMZ-409 engines with a working volume of 2.5 and 2.7 liters is a higher torque: 215.8 Nm and 235.4 Nm at 4000 rpm. In comparison with the old ZMZ-402, it is 23 percent more. But only ZMZ-405 engines were installed on the Gazelle, the more powerful ZMZ-409 for a combination of reasons are not supplied to the Gorky Automobile Plant. Installation of Brazilian-assembled Chrysler engines on Volga and Gazelle vehicles is a partial alternative to ZMZ engines.

Improving the resource ZMZ-406: new trends

Since January 2008, the production of ZMZ-406 engines has been discontinued, although they will be operated on already manufactured vehicles for a long time, and engines that meet Euro-3 standards are coming off the assembly line. These are injection modifications ZMZ4052.10 and ZMZ-4092.10. Carburetor versions are produced only for secondary market and on order to complete export deliveries to countries where environmental requirements are less stringent. For operation in Russia, only the 405th engine is installed on the Gazelle. Moreover, in addition to the fuel injection system, the engines have undergone a number of significant changes aimed at increasing the resource.

The old ZMZ-405 block is easily recognizable by the transverse slots about 2 millimeters wide between the cylinders at the surface of the socket with the head. These ducts in the cooling jacket improved heat dissipation from the cylinder walls, but at the same time reduced the stiffness of the upper part of the block. Even when the block head bolts were tightened to the required torque, the cylinder walls were somewhat deformed. If tightened "by eye", and even with a good knob, the deformations increased. The geometry changes affected the resource and increased oil consumption for waste. On the ZMZ-406 engine, such deformations were not observed, because the inter-cylinder jumpers of the 406th block, in comparison with the ZMZ-405, are thicker: 14 mm versus 10.5 mm.

To eliminate deformations in the new ZMZ-405 block, the threaded part for the head bolts was made 24 mm longer, and the inter-cylinder ducts were hidden in the depth of the block. They can only be seen in section.

The block head has also undergone modernization with the introduction of Euro-3 standards. With the use of an electronically controlled throttle, there was no need for the channels of the idle system and the hoses for heating the throttle assembly with coolant. Therefore, the old head cannot be installed on the new cylinder block. Moreover, the former head gasket made of asbestos-free material was replaced by a metal one, imported from Erling Klinger. It is two-layer, similar to those used on modern light diesel engines, with a lower tightening torque of the bolts, it provides reliable sealing of gas joints, as well as channels of lubrication and cooling systems. The thickness of the new gasket is almost a millimeter less than the old one, to compensate for this size, the pistons were made half a millimeter lower.

It's no secret that domestic engines differ from many foreign cars. increased consumption oils. Of course, in terms of eating oil, the ZMZ-406 engine cannot be compared with the ZMZ402. That one was really gluttonous. The stuffing box packing of the rear main bearing alone is a tribute to the Ford traditions, since 1932 it has been drinking the blood of operators. The crankshaft on the ZMZ-406 was immediately sealed with lip seals, and the front one is on the outside of the cover - if necessary, it will not be difficult to replace it. Contrary to the expectations of pessimists, they keep oil, do not let it into the combustion chamber valve stem seals valves. They are unified with the "Zhiguli" ones, for more than 30 years they seem to have learned how to make them - they do not dub, as before. Modern piston rings also contribute to the reduction of oil consumption; recently, Czech-made Buzuluk rings have been installed. The knock sensor helps to keep them intact and prevent the destruction of the bridges on the pistons - it adjusts the ignition setting. Although our operators do not like electronics, and even more so they do not trust ours, but still there is a sense from it.

And yet there are no limits to perfection. Now, in order to reduce oil consumption for waste, the plant has changed the technology and parameters of cylinder honing. To prevent the motor from sweating at the joints sealed with gaskets, they began to use imported ones. The oil pan gasket, previously made from a rubber-cork compound, was replaced by a metal one from Erling Klinger with an elastomeric sealing contour and T-joints at the interface with the front cover and the oil seal holder. If, when repairing the engine, a new gasket is not on sale, you can put an old-style gasket, they are interchangeable. The front engine cover was seriously changed,

from above, its fasteners were supplemented with two more holes for closer contact with the block head. In addition, a platform was made on the cover for the installation of an automatic multi-V-belt tensioner for attachments. Its resource should be about 150 thousand kilometers. It was high time to make such a tensioner - due to the unsuccessful design of the old roller, it took three hours to replace the belt. The difficulty of replacement, contrary to expectations, was not compensated by the belt resource. Imported ones serve about 40-50 thousand km, domestic ones less - from 10 to 30 thousand kilometers. Strong wear is observed in winter - transverse cracks appear due to temperature differences. If the belt begins to shag with a skeleton thread, then it touches the crankshaft position sensor, and at high speeds it simply knocks on it. And then how lucky: either it breaks the wires going to the sensor, or the sensor itself fails. In any case, the ignition system stops working and the engine stalls. With the installation of a new roller, the length of the V-ribbed belt also changed, with an engine without a power steering pump, it was 1220 mm, and became 1275 mm long. On motors with hydraulic boosters, the belt has grown to 1413 mm.

Be that as it may, but the current ZMZ engines for the Gazelle are the very "tit" in the hands of the carrier, which is undoubtedly better than any "crane".

Of course, the slowness with which the engines got rid of childhood illnesses is typically Russian, but note that there are not so many factory defects, and the number of positive feedback from operators about these motors is steadily growing. A mileage of 300-400 thousand kilometers without overhaul ceases to amaze, but these engines are already in years, they were only slightly affected by modernization. The younger ones should be even stronger. There is no reason to complain about the lack of spare parts - there are any and in every outlet. GAZ and ZMZ have never cared so much about their quality before, and the fight against counterfeit products is being conducted not in words, but in deeds (see "Flight" No. 3 for 2008 "Left deviation"). And while the requirements for dealers are tightening, the network service centers growing and expanding.

OPINION

EDUARD BOGOMOLOV Head of the department of production and technical support "Autoline", Moscow - Nowadays there are not many Gazel buses with new ZMZ-405 engines at our enterprise, therefore there is almost no information on them. The same cannot be said about its predecessor, the 406th engine - we have plenty of minibuses with such engines. Unfortunately, it is difficult to make any comparison with others. power plants... Yes, there are diesel engines, but there are not many of them produced, and we did not buy such “Gazelles”, basically working with gasoline engines, especially since they have proven themselves very worthy. After all, it often costs dozens of times cheaper to repair them than, for example, Ford engines, and it also turns out faster in terms of time. And their resources in our conditions are comparable and amount to about 300 thousand kilometers. Although, according to official statements Ford, the minimum mileage of their unit should be from 350 thousand kilometers. And to repair the out of order imported engine not every mechanic can, despite the fact that "ZMZ-406" have long been learned to repair in any workshop.

SPIRAL OF EVOLUTION

In 2005, Ulyanovsk Motor Plant (UMP) became part of the GAZ Group and continues to produce engines for UAZ and Gazelles. Own motor production in a highly competitive environment allowed the GAZ Group to gain some independence from suppliers and generate additional profit. Motors are supplied not only to the GAZ assembly line, but also go to spare parts, and this is a very capacious market. Note that the goal of replacing ZMZ engines with UMP engines on the conveyor of the Gorky Automobile Plant is not pursued. This year it is planned to produce only 20,000 engines for Gazelles, about 10% of the demand, and they only supplement the existing set of power units.

UMP engines: era 92x92

Of all the engines currently installed on the Gazelle, the Ulyanovsk UMP421 has the longest life. It is based on the Volga GAZ M-21 engine, which was put on the conveyor back in 1956. Of course, during this time it was modernized several times, but the inter-cylinder distances at the block, the diameters of the main and connecting rod journals have remained unchanged. And by and large: connecting rods, camshaft and crankshaft, oil pan, and outwardly the block cannot be confused with any other motor. And it all started in the late 60s, early 70s with the release of "loaves" and "tadpoles" UAZ-451 and UAZ-452, as well as all-terrain vehicles UAZ-469, initially a Volgovskiy motor was installed on them in a pure form. From the loads associated with off-road driving, as well as from the considerable mass of the gearbox and the distributor, assembled together, the flywheel housing cracked and flew in half. Several ventilation holes served as stress concentrators, and they looked at how to modernize the crankcase on the ZMZ-24 engine. At the same time, instead of filters for coarse and fine oil purification (a "pan" with a cardboard replaceable element was connected to a block with often tearing hoses), a full-flow oil filter from "Zhiguli" was installed. This immediately increased the engine's resource, and this solution turned out to be more successful than even at the ZMZ-24, although further modernization was carried out with an eye on the Zavolzhsky Motor Plant. Then they were not yet competitors. The crankshaft was changed - the main bushings were of the same width, and their covers were made of cast iron, the temperature compensation slot was removed from the piston skirts, a closed crankcase ventilation system was introduced, and the collectors were made "round" in cross-section. The next modernization took place in the late 80s, in the early 90s the motor was designated UMZ-417. By this time, in the Volga region, they switched to the production of ZMZ-402 engines, and the head of the ZMZ-24 block went to Ulyanovsk, it became possible to supply two-chamber carburetors, and the power increased. An oil pump of increased productivity was installed, with a large diameter of the gears - the oil pressure became more stable in all modes. Thanks to this, the "advanced" repairmen stopped slipping the nut under the pressure relief valve spring, the motor turned out to be less sensitive to wear in the shaft couplings.

All this time, somewhat outdated design solutions and technologies of ZMZ were transferred to the Ulyanovsk motor, and it lagged behind in modernization. But on the UMZ-417 engine, the Ulyanovsk designers nevertheless overtook their fellow mentors, given the low quality of our rubber goods, they carried the front crankshaft oil seal to the outer side of the cover.

Motor UMZ-421: end of packing

In the mid-90s, the UMZ-421 engine was put on the conveyor in Ulyanovsk. To the delight of the operators, there was an oil seal instead of an asbestos cord, and the flywheel mount was changed on the rear axle of the crankshaft for the sake of this. From the point of view of the plant, the main event was the use of pistons with a diameter increased to 100 mm, this was done for the sake of increasing power and torque. In comparison with the 2.5-liter engines, the torque increased from 170 to 220 Nm, and the power - from 90 to 115 horsepower.

In the Volga region, by this time, 16-valve engines ZMZ-406 were already being produced, the Ulyanovsk residents had nothing to cover, and it was then that they remembered that a Tchaikovsky piston with a “weaving” in diameter was installed on the distant ancestor - the GAZ-M21 engine for the KGB. But the blocks in those days were cast into the "earth" and they did not spare aluminum - the walls were very thick, in addition, the sleeve was installed along the upper and lower chords. The block remained rigid even with oversized sleeves. And the current casting is not like the old one - aluminum is in short supply, so the UAZ-421 decided to abandon replaceable sleeves and pour them into the block forever. That is, they created a new block of cylinders. It would seem a good opportunity to abandon the ancient and capricious oil pan with four gaskets, to lower the connector below the crankshaft axis. Make the block stiffer and reduce the chance of oil leaks. But no, everything remained the same. Another miscalculation came to light during the operation of new motors, when it was time to bore the liners. Not every machine had a "trunk" of the required length, if it was not enough, and the stroke was insufficient - it was necessary to unscrew the head pins. This was never done on older motors with replaceable liners. It was not always possible to screw them securely back after repair; when tightening the head, there were often one or two that crawled out of the block. I had to remove the head, cut an enlarged thread in the block - if I could find taps of this length! But you could have poured ten long steel cage nuts into the aluminum and bolted the head. Another problem was associated with the fact that in the area of the gas joint between the block and the head, due to the peculiarities of filling the sleeves, there was a layer of the block's aluminum alloy on top of their shoulder. It burned out when the engine was running, even with a small knock, it is known that the larger the piston diameter, the higher the tendency to knock. While the UMZ-421 was installed only on UAZs, and even in the version "for the 76th gasoline", the miscalculation was imperceptible. What can be the runs on all-terrain vehicles ... The most serious tests awaited the motor after it began to be installed on some modifications of Gazelles in 1998. Here one overlap: increased load, big runs and city traffic jams causing engine overheating. As a result, the image of the motor among carriers was significantly undermined.

At the same time, everyone admitted that he just had a locomotive traction at a little more idle speed. This is an indisputable advantage of UMP motors. On these engines, in contrast to the Zavolzhsky ones, a large-diameter flywheel is still used, which makes it possible to place a clutch capable of transmitting a higher torque. And a good torque response is of paramount importance for a truck engine. The clutch basket, leading its pedigree from the GAZ-51 - rigid, with peripheral springs and ever-dangling legs, long ago gave way to a modern one with a petal diaphragm spring. Nowadays, the basket of the German company "Luk" is most often put, in the opinion of most carriers, it runs better than others.

There was no case that the operators complained about the timing belt drive and yearned for the chains, and even more so for the timing belt. The gears are enough for 300-400 thousand kilometers, the cases of breakdowns can be counted on one hand - why look for an alternative to them. Usually, the first or even the second overhaul on the ZMZ-402 and UMZ-417 engines was done without replacing the camshaft, pusher glasses and gears. The only problem encountered in the timing drive on Ulyanovsk motors and previously inherent in ZMZ-402 engines is the breakdown of the rocker arm axle with weakened mounting studs, the breakdown of the fine thread in the adjusting screw, the cessation of the lubricant supply to the upper tip of the rod. By slightly changing the design, all this can be eliminated.

OPINION

Igor Ganin General Director of Zelenoglazoe Taxi LLC, Togliatti - In 2004, we purchased ten Gazelles with UMZ-4215 engines, but they proved to be extremely unreliable. So, due to the destruction of the pistons on two motors, the connecting rods pierced the cylinder block. This cannot be attributed to gas fuel, since the "fist of friendship" was shown by the engine running on gasoline. In order not to suffer losses due to transport downtime, it was decided to replace the Ulyanovsk motors with the time-tested ZMZ402. Now on the balance sheet of our car company are "Gazelles", equipped only with engines ZMZ-405 and ZMZ-406.

Wind of change

And the plant has a desire to modernize engines, but not of its own free will - the competition between manufacturers of light trucks is now tough. “The GAZ Group, which has included UMP since 2005, is being pressed not only by Europeans, Koreans and Chinese with diesel engines(no doubt, to varying degrees), compatriots also do not guarantee the tranquility that was before. SeverStal Auto is going to seriously squeeze Gazelle on the market with its FIAT Ducato and low-tonnage Isuzu, assembled in Yelabuga, and in Semyonov, Nizhny Novgorod region, they are launching IVECO Daily production (See “Flight” No. 2 for 2008 “New well“ Samotlor ”).

The transition of Russia to Euro-3 standards required the abandonment of carburetors in the power supply system of Ulyanovsk motors, the use of electronically controlled fuel injection. The plant equips the UMZ-4216 engines with Bosch fuel equipment, and, according to experts, they will master even the promising Euro-4. After the modernization of the Gazelle power system with UMZ-4216 engines, they became more economical, the consumption is 14-16 liters per 100 km when operating in mixed mode, against 16-18 liters for the previous carburetor modification UMZ-4215. The maximum power of the engine designed for installation on the Gazelle is 125 hp. sec., and the torque is 240 Nm, which had a positive effect on the dynamics of a loaded car. In parallel with the improvement of environmental indicators, work was carried out to improve the reliability of engines, build quality and increase the resource. Experts from the British company "Ultra Motive" helped UMP engineers in fine-tuning the power units. Together with the modernization of the UMZ-421 engine, the plant is working on fine-tuning the design and technologies for putting on the conveyor in the future a new upper-shaft 16-valve engine UMZ 249 with an aluminum block and maintaining a working volume of 2.89 liters. Ulyanovsk residents plan to start its release in 2010.

OPINION

Evgeny Berezin Chief Designer of the Ulyanovsk Motor Plant - UMP 4216 (Euro-3) motors, tested in 2006, differ from Euro-2 engines in the accuracy of diagnosing the position of the crankshaft and misfire. This was achieved thanks to a new design of the crankshaft damper with a rigid connection between crankshaft and a sync disk. The control system uses an MAP sensor with a temperature sensor instead of an unreliable MAF sensor. This made it possible to simplify the accounting of the air entering the engine, including in the event of a leakage intake system. Cast iron sleeves the modernized engines are now brought out to the upper plane of the cylinder block connector, which ensured the tightness of the combustion chamber for the engine life declared by the plant (250 thousand km). For engines produced before the end of 2007, the upper edge of the liner was below the plane of the connector between the cylinder block and the cylinder head. This technical solution was dictated by the technology of plane processing - the cutting tool works better on a homogeneous material. However, the operation revealed that gases penetrated into the junction of the liner and the block, which affected the reliability of the motors. The removal of the liner to the level of the connector significantly increased the tightness of the cylinder head seal, which made it possible to use liquefied gas as fuel. Among the significant steps of modernization, I will note the use of piston rings the Czech company "Buzuluk" and the application of sealant from the company "Hehkel" to the gaskets. In order to reduce oil consumption, improve the working conditions of the piston rings and thereby increase the life of the cylinder-piston group, instead of the traditional honing with a diamond stone, the factory uses the so-called soft surface treatment of the liner, in which significantly less pressure is applied to the honing stones. To adapt the operation of the engine on gas fuel, changes have been made to the geometry of the pistons, the clearances in the valve-sleeve interface have been reduced, and the piston pins are made by cold extrusion. The connecting rod and main journals of the crankshaft are hardened on the German automatic line "AEG-Elotherm". To reduce the likelihood of gas friability in the cylinder block castings, a degassing unit for aluminum alloys of the German company "Foseko" was installed and launched.

STAYR - ALPINE LEGEND

Even the very first owners of the Nizhny Novgorod lorry dreamed of an economical and reliable diesel engine for it. And it still does not exist, although the production of licensed Steyr diesel engines was mastered in Nizhny since 1995, immediately renaming it GAZ-560. But to this day it is a rare engine, unfamiliar to carriers. However, there is a place in Russia where everyone knows about him. Two years ago, about 800 Gazelles operated with these diesels in the St. Petersburg Third Park. Agree, an excellent statistical sample, you can make a reliable list of typical breakdowns, despite the fact that the engineers and repairmen there have something to compare with. On the same routes with these "Gazelles" machines operate with gasoline engines, and even with IVECO diesels and, in addition, diesel Ford Transit and Mercedes Vario.

Diesel GAZ-560: experience, son of difficult mistakes

The main feature of the Steyr M1 engine is the cylinder block combined with the head in a monoblock. The block and the head are one casting, without fastening pins or bolts, without any connector and therefore without a cylinder head gasket. From the bottom to the monoblock with ten M12 bolts (it would seem that the bolts of a diesel engine should be thicker), the crankshaft main bearing housing (full support shaft) is fixed, and the same bolts also attract the main covers. A camshaft housing is installed on top of the monoblock, the timing drive is a toothed belt. So it is impossible to make a motor completely without connectors.

Monobloc design has two advantages over removable head motors. The first is a higher rigidity with the same material consumption. Rigidity is needed to maintain the correct geometry for the cylinder liners. Consequently, the motor turns out to be lighter, although with a volume of 2-2.5 liters, the difference will be small, about 10-15 kilograms. The second advantage is the absence of a block head gasket, which from time to time burns out on diesel engines. Either the water goes into the cylinders, or the oil gets into the antifreeze, but the result is the same - it is necessary to change the gasket. However, usually a more or less qualified driver or minder of the 3rd category successfully copes with this work in 4-6 hours, maybe a little longer. There were many more disadvantages. The combination of an ingenious Austrian design with Russian operating features has created a rare explosive mixture.

The monoblock was known at the beginning of the twentieth century, (remember AMO F-15, with which the ZiL began), but the engines were then large and low-powered, there was no need to make developed channels for the shirt made of reliable gears, and not a toothed belt, like in Steyr M1. Often, it is with the replacement of the belt that the Austrian motor begins to have problems. The belts supplied to the factory are quite durable, and the frequency of their replacement, according to the instructions of GAZ, is 120 thousand kilometers. But in the "Third Park" belts are changed preventively at 90 thousand. And all the same, with the straps torn off, they drag two or three cars a day on a rope. One of the reasons is that there are no replacement belts of the required quality and reliability. Steyr is equipped with imported belts from two companies, and both of them break the frame in half, and do not cut the teeth at all, as expected. One of these belts is thicker, it runs better, but with difficulty it pulls on the camshaft toothed pulley, and with its back side on the water pump pulley. It happens that it pulls out the thread from the aluminum camshaft housing, on which the timing belt tension roller stud is screwed in, then the belt slips a few teeth. There is only an M10 thread, M12 is cut for restoration, it holds more reliably.

OPINION

Igor Sibirev Chief Engineer, Trety Park, St. Petersburg - While operating the licensed Steyr M1 diesel engine on the Gazelle, the money saved on fuel is unlikely to be enough for its expensive repairs.

Foreign cars do not break?

It is known that diesel engines from various manufacturers provide some protection to reduce engine damage when a belt breaks. At Volkswagen, when the valves and the piston "meet", the camshaft bursts into several pieces, but it is still cheaper than changing the head. For cast iron 2.5 liter engines Ford Transit, produced for almost 20 years, up to the beginning of the third millennium, only the boom was bent. It was a very good decision - I leveled them with a hammer, put them in place, adjusted the valves, and you can continue driving. At Steyr, when the belt breaks, at best, the one-arm valve levers - rockers - burst in half. Each costs about 700 rubles, and there are eight of them, in total you will have to spend only 5,600 rubles on them. It happens that not all rockers break, but if they fly apart on the fourth cylinder, you have to remove the camshaft housing, on the other three cylinders you can do without it for replacement. Accordingly, different labor intensity is obtained. If without removing the camshaft, then an experienced repairman can fix the breakdown in 1.5-2 hours, otherwise it will take twice as long. It seems not a very terrible defect, but crumbs from broken rockers fall into the sump, and from there, through a large mesh of the oil receiver, into the oil pump. What gets over there can get to the crankshaft liners and kick them. What kind of resource is there after that. It is even worse when a belt break occurs at above average crankshaft speeds. Then the valves bend, and in order to get to them, you have to remove the engine and completely disassemble it, disrupting the running-in of many parts. Such a breakdown can put a car with a range of only 100 thousand kilometers to the fence for several days or a couple of weeks. And it's not just the complexity of the repair, one of the reasons for the delay is the lack of spare parts. As in the old days of general shortages, they are allocated at Steyr according to a quota, and if one is chosen, they will have to look for other suppliers, and the price can rise one and a half to two times.

In general, the main problems are caused by the candy bar. On average, a minibus travels 200-300 thousand kilometers to a Steyr overhaul, if you're lucky - a little more. For comparison, the diesel engines of the heavier Ford Transit run at least twice as good, in the same "Third Park" there is a car that has worked without capital for more than a million. Perhaps the Steyr will last longer on a Volga with one owner, but on a Gazelle it will.

The "3M3-406" engine, in carburetor and injection versions, was mass-produced at the Zavolzhsky Motor Plant from 1996 to 2008. It was installed on the cars of the Gorky Automobile Plant: Volga cars, light trucks and minibuses - GAZel and Soboli. This is a gasoline, four-cylinder, in-line sixteen-valve engine with a DOHC gas distribution mechanism.

Motor "3M3-406" is not so "young" as it is commonly believed. The first developments on this resourceful and upper shaft version, designed to replace the 402 Zavolzhsky motor, were made back in the second half of the eighties. It was decided, despite all the wonderful qualities of the engine, its success and demand, to move forward.

There were two ways considered by the specialists of the plant: to leave the old block and, keeping general scheme engine, work on its modern body kit; or create completely new motor... Both options eventually found their embodiment. The first one is in Ulyanovsk, where the UMP-421 injection was created - reliable and convenient (including, in the sense of the absence technical problems with installation on old cars, in particular, "GAZ-21").

At the Zavolzhsky Motor Plant, in fact, a completely new engine was created. I must say that attempts to transfer the camshaft from the cylinder block to the head were made here at the stages of work on the engine for the GAZ-21. However, that design turned out to be not entirely reliable, and the motor went into mass production in the lower shaft version, retaining this design up to "3M3-402".

For the first time in the domestic mechanical engineering in the design of "3M3-406" were used: 4 valves for each cylinder, hydraulic pushers, a 2-stage chain drive of two camshafts, electronic system fuel injection and ignition control.

The 3M3-406 engine only reached small mass production in 1992. They began to equip the "Volga" of all existing modifications. The plans for the future new engine were ambitious: it was supposed to supply "3M3-406" not only to GAZ, but also to AZLK, and even to VAZ. However, given the complete collapse of the economy, these plans were not destined to come true.

The Gorky Automobile Plant remained the only consumer of 3M3-406 engines. And the main part of the cars, which were equipped with the engine of this model, were the cargo "GAZelles" and "Soboli", and, of course, the minibuses of these brands. Thanks to the increase in the production of these machines, "3M3-406" in 1996 was launched into mass serial production, and in the next, 1997, the enterprise entered a very significant volume of its production.

To date, the "3M3-406" engine has been produced with a total circulation of more than one and a half million units. It is still the most widespread engine for light commercial vehicles in Russia and the CIS. At the same time, "3M3-406" is not a narrowly specialized power unit. It was originally designed as the basis for a whole family of new motors, suitable for a wide variety of vehicles. It has a great potential for modernization and construction on its basis of engines with a different range of characteristics. In particular, although "3M3-406" is not produced anymore, it served as the basis for the creation of more powerful and modern injection engines of the "3M3-409" and "3M3-405" families, as well as for the "3M3-514" diesel engine and its modifications ...

Modifications of the motor "3M3-406"

"3M3-4062.10" – injection motor for operation on gasoline A-92. It has a compression ratio of 9.3. Power - 150 HP For passenger cars and minibuses.
"3M3-40621.10"- modification of the engine "3M3-4062.10", corresponding to the ecological standard "Euro-2".
"3M3-4063.10"- carburetor version of the engine, designed for installation on light commercial trucks and vans. Power - 110 HP
"3M3-4061.10" – carburetor engine for light commercial vehicles. Reduced to 8 compression ratio, for operation on gasoline "A-80". Power - 100 HP

Design and features of the device "3M3-406"

The working volume of any version of the power unit "3M3-406" is 2.28 liters (2.3). The main design features engine "3M3-406" are: upper (in the cylinder head) location of two camshafts, installation of 4 valves for each cylinder (2 inlet and 2 outlet).

Cylinder block

The cylinder block is cast iron. The cylinders are made with a groove directly in the body of the block. This solution provided the block with greater rigidity, and the gaps in the friction pairs are very stable. The possibility of repair boring of the engine is also provided (it is permissible to make three repairs).

On the upper plane of the cylinder block of the 3M3-406 engine there are 10 M14x1.5 threaded holes for fixing the cylinder head. In the lower part of the "3M3-406" block there are 5 main bearings of the crankshaft.

The cylinder head is cast from an aluminum alloy. The combustion chamber is of a tent type, with 4 valves per cylinder. The valve train is equipped with hydraulic pushers, which relieves owners of the need to adjust the valves. The intake and exhaust manifolds are spaced apart on opposite sides of the head.

As already noted, the innovation of the "3M3-406" design was that camshafts now also located in the head. There are 2 of them, and one works with intake valves, the other with exhaust valves. The shafts, cast from cast iron, rotate on five bearings in plain bearings. Longitudinal movement of the camshafts is limited by plastic thrust half rings in the front cover and front supports.

Shaft drive - chain, 2-stage, using an intermediate shaft. In the chain of the upper step there are seventy links, in the lower one - ninety. The chain tension is regulated by automatic hydraulic tensioners with wear-resistant plastic stop shoes. Subsequently, the shoes were replaced by levers with stars, which increased the working life of the mechanism between repairs. Chains with different types of tensioners are not interchangeable.

crank mechanism

Crankcase ventilation - forced, closed type. Crankshaft, made of VCh60 magnesium cast iron, rotates on plain bearings in five bearings. Its movements in the longitudinal plane are limited by persistent half-rings, which are installed in the samples of the 3rd root support. Both ends of the crankshaft, to the delight of car mechanics, are sealed with self-tightening rubber or silicone oil seals.

The pistons in the "3M3-406" engine are aluminum, cast, with 2 compression rings and 1 - a composite oil scraper ring. Steel connecting rods, 2-T section, with a split bottom head on a plain bearing. Piston pins are of floating type, not fixed in either the piston or the upper connecting rod head. Longitudinal movement is limited by retaining rings. The piston stroke is 86 mm. Diameter - 92 mm.

Lubrication system

The 3M3-406 motor is equipped with a full-flow, combined lubrication system. Bushings, plain bearings and hydraulic pushers are pressure lubricated and cylinder walls are spray lubricated. The oil pump is a gear-type, single-section, with an original drive design. Typically, the oil pump shaft is driven either by a gear train from the crankshaft, or by means of helical gears from the camshaft. And in "3M3-406" - the drive rotates from the intermediate timing shaft rotated by the chain. It may be cumbersome, but reliable. Pressure reducing valve opens at a pressure in the system of 0.7-0.9 kgf / cm2, and directs the oil to the oil cooler. From there, it flows into the crankcase.

Due to the higher degree of boost, the engine is quite demanding on quality. engine oil and needs a more serious service attitude than its predecessors.

Cooling system

The cooling system is of a closed type, operating under excess pressure, according to the traditional scheme. The coolant is pumped through the block, block head and radiator. The "TC 107-01" thermostat allows circulation in a small circle while the engine is warming up, and when the warm-up temperature is reached, the thermostat opens, allowing the coolant to pass through the "large circle". The crankshaft pulley "3M3-406" transmits torque to the pump shaft, which also supplies coolant to the car's heater, maintaining a good microclimate in the cab in cold weather conditions.

Fuel supply system

The intake manifold is cast aluminum. A receiver is fixed on it, to the flange of which a throttle unit with a cable drive is attached. The throttle is equipped with heating from the engine cooling line.
Fuel is supplied to the combustion chambers through individual injectors (injection type - distributed). The injection control is electronic.
Ignition system for "3M3-406" microprocessor type. It is adjusted depending on the readings of the engine sensors. Over the years of production in the production of the engine "3M3-406" used engine control units "MIKAS-5.4", "MIKAS-7.1", "ITELMA VS 5.6", "SOATE". Accordingly, some of the sensors have also changed, in particular the "DMRV".

Differences in carburetor and injection "3M3-406"

In carburetor "3M3-406" carburetors of the "K-151" model were used. Increasing the compression ratio to 9.3 (instead of 8.2 on the “3M3-402” model engine) due to the combustion chamber with the central position of the spark plug; the use of a system of distributed (alternate, in accordance with the order of operation of the cylinders) fuel injection into the intake pipe by electromagnetic nozzles, instead of the carburetor power supply, provided an increase in power and maximum torque, in comparison with the 402 engine and the carburetor "3M3-406". And also at the same time contributed to a decrease in fuel consumption and a decrease in the toxicity of exhaust gases.

To strengthen the reliability of the "3M3-406" motors after switching to the injector, under operating conditions with higher power and higher crankshaft revolutions on the engine, a cast-iron cylinder block without plug-in liners was introduced, which has high rigidity and more stable clearances in friction pairs; the piston stroke was reduced from 92 mm to 86 mm, the weight of the piston and piston pin was reduced, and better materials were used for the crankshaft, connecting rods, connecting rod bolts, piston pins and other parts.

Engine camshaft drive design - two-stage chain, with automatic hydraulic chain tensioners; hydraulic pushers are introduced in the valve mechanism, which eliminate the need for adjusting the clearances.

The use of hydraulic devices, an impressive degree of engine boost "3M3-406" imply high quality cleaning engine oil. Therefore, the engine uses a full-flow oil filter with an additional filter element, which excludes the ingress of crude oil into the engine when starting a cold engine, and when the main filter element is clogged.

Drive unit auxiliary units(water pump and generator) is carried out by a more reliable flat poly-V-belt.

On engines "3M3-406" a diaphragm clutch is used with so ellipsoid linings of the driven disc. This design is characterized by significant wear resistance and exceptional durability.

The integrated control system also includes functions for controlling the ignition system, allowing extremely accurate metering of the fuel supply, adjusting the ignition timing, including the knock parameter, with changing engine operating modes. This allows you to provide optimal power, economic and toxic indicators.

Technical characteristics and parameters "3M3-406" in numbers

Working volume - 2.28 liters;
The order of the cylinders: 1-3-4-2;
Cylinder diameter - 92 mm, piston stroke - 86 mm;
Intercylinder distance (distance between the axes of adjacent cylinders of the block) - 106 mm;
Block height (distance between the upper plane of the block and the crankshaft axis) - 299 mm;
Compression ratio - 9.3;
The number of valves - 4 per cylinder, 2 - inlet, 2 - outlet, total 16 cl. on the motor;
Power - 100 hp at 4500 rpm; 110hp at 4500 rpm; or 145 hp at 5200 rpm, depending on the modification (see section above);
Torque, Nm / rpm - 177/3500, 186/3500, 201/4000 (similar);
Minimum rpm supported on Idling- 750-800 rpm;
The diameter of the bore of the crankshaft bearings (for the main bearings) - 67 mm;
Fuel consumption - 13 ... 15 liters per 100 km in the combined cycle;
Oil consumption for waste - 0.3% of fuel consumption;
The mass of an unfilled engine with clutch and electrical equipment is 185, 187 or 192 kg, depending on the modification;

GAZelle vehicles are equipped with UMZ and ZMZ engines, however, in recent years, the greatest preference has been given to power units of the ZMZ-406 series. One of the most modern motors in this line is the ZMZ-40630A - its design, characteristics, features and maintenance are described in the article.

General view of the ZMZ-40630A engine

The ZMZ-406 engine line has been produced by the Zavolzhsky Motor Plant since 1997, during which time the power unit has become the most widespread (more than one and a half million units were manufactured), fame and popularity among motorists. The current engine modifications have gone far from the original 406 engine, they have excellent characteristics, high reliability and quality, thanks to which they have won a significant market share.

ZMZ-40630A is one of the latest engine modifications with improved performance. This is a carbureted four-cylinder in-line engine with a working volume of 2.3 liters and a power of 98 hp, developed for the use of gasoline of the A-92 (AI-93) brand. The gas distribution mechanism of the motor is a two-shaft 16-valve, both shafts are located in the upper part of the cylinder head. The motor is equipped with a modern microprocessor ignition system. Power unit equipped with a K-151D carburetor, which replaced the early Solexes.

The line of injection engines ZMZ 406. Motors with different characters. What to do in case of loss of gazelle power

ZMZ 406

Specifications ZMZ 406 2.3 l / 100 l. with.

Design features

List of ICE modifications

Advantages and disadvantages

List of car models in which it was installed

Service regulations ZMZ 406 2.3 l / 100 l. with.

Overview of faults and how to repair them

Engine tuning options

Oil starvation ZMZ-406

Step and resource of the chain ZMZ-406

Family business

Improving the resource ZMZ-406: new trends

SPIRAL OF EVOLUTION

UMP engines: era 92x92

Motor UMZ-421: end of packing

Wind of change

STAYR - ALPINE LEGEND

Diesel GAZ-560: experience, son of difficult mistakes

Foreign cars do not break?

Modifications of the motor "3M3-406"

Design and features of the device "3M3-406"

Cylinder block

crank mechanism

Lubrication system

Cooling system

Fuel supply system

Differences in carburetor and injection "3M3-406"

Technical characteristics and parameters "3M3-406" in numbers

General view of the ZMZ-40630A engine

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