Now popular and widespread commercial vehicles GAZ brands are equipped with UMP engines manufactured at the Ulyanovsk Motor Plant. The Ulyanovsk Motor Plant dates back to the distant 1944, and only in 1969 the enterprise produced the first UMP engine. Until the sixty-ninth year, the plant was engaged in the production of UMZ-451 subcompact engines and their components.
Since the release of the first motor, they faithfully serve on trucks, auto with increased cross-country ability, by small buses. In 1997, the main consumer of engines became AvtoGAZ, which supplied most of the models of the GAZelle line with UMP units.
Engine design features
At the moment there is a wide range of internal combustion engines lineup UMP, the installation of which is carried out at different models cars "Sobol", UAZ, "GAZelle". The installed engines have a number of common features, but may differ in some details and principles of operation: ✔ Carburetor and injection. ✔ Four-cylinder in-line. ✔ With a capacity of 89-120 liters. with. ✔ Environmental standards "Euro-0", "Euro-3", "Euro-4". All engines are lightweight, compact and reliable. They are distinguished by their affordable cost. One of the features of the engine can be called the original design of the cylinder block, cast from aluminum, with pressed-in liners made of gray cast iron. Crankshafts Motors of all modifications are hardened by high-frequency currents during manufacturing of the main and connecting rod journals. A self-tightening rubber seal seals the rear of the crankshaft.Modifications UMP 421
UMP motors have two lines of power units designed to equip various cars. Cars of the GAZelle family are equipped with the following models: UMZ-4215; UMP-4216; UMP-42161; UMP-42164 "Euro-4"; UMP-421647 "Euro-4"; UMP-42167. The main part of the engines is published in several variations, which differ in their configuration, power and economical indicators. At the moment, the production of units running on gasoline with an octane rating of 80 has ceased.
All engines are designed for 92 and 95 gasoline, as well as with the ability to work on gas. This review is dedicated to the power plant UMZ-4216, its characteristics and properties will be detailed. pros The advantages of the motor rightfully include the maximum torque at low speeds, excellent specifications, as well as ease of maintenance of components and assemblies. The 4216 engine became the first domestic engine that has a warranty period when gas equipment is installed on it. Modernization The unit is equipped with a microprocessor control system for the operation of the fuel mixture injection and the ignition system. Knock and oxygen sensors on the 4216 engine directly affect the operation of the integrated electronic control system and the unit as a whole. To change economic characteristics and improve competitiveness in power plant the following constructive additions were made: ➤ To increase performance indicators the compression ratio in the cylinders was increased. ➤ To reduce oil consumption, the crankcase exhaust system was modernized. ➤ The reliability of the motor is ensured through the use of advanced parts and materials. At the same time, the unit has not changed in terms of overall parameters and standard characteristics (working volume - 2.89 liters, piston stroke, cylinder size). For the first time, the GAZ-4216 engine began to be equipped with imported parts, which only increased the quality of work and durability in operation. The power unit was equipped with glow plugs and fuel injectors manufactured by Siemens, as well as a German-made Bosch throttle position sensor.
The main malfunctions of UMP 421
Previously most frequent breakdown the engine had damage to the intake manifold. According to the developers, a manifold made of a fragile material was installed on the 4216 engine. But already in 2010, this deficiency was corrected through the use of better material. A flaw was also found in the cooling system.
At medium engine speeds and when the car was moving at a speed of 60 km / h, the coolant temperature was normal, but as soon as you slow down or get into a traffic jam, the 4216 engine rapidly gained temperature, until the coolant boiled. The reason lay in the electromagnetic clutch, which turned on the forced cooling fan.
Technical characteristics of UMP 4216
The engine runs on gasoline of the AI brand with an octane number of 92 and 95. Four-cylinder, in-line cylinder, eight-valve. The cylinders have the following working order - 1243. Its diameter is one hundred millimeters, and the piston movement is 92 millimeters. The volume of the engine is 2.89 liters, it develops the power of 123 "horses" at four thousand revolutions. The compression ratio of the motor is 8.8. The maximum torque is 235.7 at 2000-2500 rpm. "GAZelle" with the UMZ-4216 engine can develop maximum speed 140 kilometers per hour, which is a good indicator for this class of car. Fuel consumption depends on the load of the car, driving style and road conditions, but in general it looks like this: at a speed of 90 kilometers per hour - 10.4 liters. When driving at a speed of 120 km / h - 14.9 liters. Supply system Consists of a fuel delivery device and various fuel lines, injectors, fuel and air filters, branch pipes of air supply and receiver, idle speed regulator. Fuel supply is controlled using a variety of sensors: charge air temperature element, crankshaft position sensors and camshafts, detail of absolute pressure, throttle position. The feed control system is also equipped with an oxygen indicator. The latter is installed in exhaust system in front of the neutralizer. 4216 engine (injector) for greater reliability and durability should only work on quality gasoline taking into account regular replacement of fuel filters and periodic diagnostics of fuel equipment. Motorists say that with proper operation, the total resource power unit can reach 500 thousand kilometers. This feature is different and injection installations Zavolzhsky Motor Plant (meaning engines ZMZ 405 and 406).Gas distribution mechanism UMP 4216
In 2010 at the Ulyanovsk plant gasoline engine underwent a process of modernization of the gas distribution mechanism. In general, this affected the change in the profile of the camshaft cam, which contributed to an increase in valve travel by one millimeter. These innovations were necessary to improve the stability of the unit at Idling, as well as to achieve the norms and requirements of the Euro-3 standard. At the same time, the valve springs did not undergo any changes, and this led to the fact that the acting force on the springs crossed the norm, and now it was equal to 180 kgf. When installing a conventional boom set on new engine until the state of the warmed-up engine was reached, the knocks of the hydraulic lifters were heard. To prevent this problem, change the spring force by removing the internal valve springs.Advantages of booms with hydraulic lifters
The UMZ-4216 engine with hydraulic compensators does not require additional maintenance due to the absence of valve clearances throughout the entire period of operation. This significantly reduces the noise level. High revs of the engine are no longer critical, since the design of the hydraulic lifters incorporates a factor of stabilization of the appearance of critical loads. The wear rate of the mating surfaces of the mechanism parts is significantly reduced. Due to the optimization of gas distribution phases, harmful impurities of exhaust gases are stably low throughout the entire period of operation. Crankcase ventilation The motor is equipped with a closed crankcase ventilation system. Part of the gases passing through the compression rings is discharged into the intake manifold in a combined way. The system operates due to the pressure difference between the crankcase and the intake tract. At the moment when the 4216 engine is operating at increased loads, gases are discharged through a special large branch. On a small branch, the exhaust of gases occurs when the unit is idling and at minimum loads. In the front cover of the pusher block, a draft regulator of the ventilation system is installed, which performs the function of separating oil microparticles from gases and serves to prevent dust from entering the crankcase when the draft in the intake system increases. Butter The engine lubrication system is of a combined type (splash and pressure). The oil that the oil pump sucks from the sump passes through the oil passages to the oil filter housing. Then it enters the cavity of the second bulkhead of the block, and from there - into the line. Oil is supplied to the main journals of the crankshaft and camshaft from the oil line.
The connecting rod journals are lubricated by the flow of oil through the channels from the main bearings. According to this principle, the parts of the gas distribution mechanism are lubricated. The volume of oil poured into the crankcase is 5.8 liters. Cooling system The cooling system is closed, water. Consists of a water pump (pump), a thermostat, a water jacket in the cylinder block and head, a cooling radiator, an expansion tank, a forced cooling fan, connecting pipes and a radiator for the interior heater. The GAZelle 4216 engine, depending on the modification, may have distinctive features in terms of the connection method expansion tank and a heater radiator. The engine, in fact, is another reincarnation of the ancient GAZ 21, with a substantially increased volume and power. The increased compression ratio and cylinder diameter required an increase in the rigidity of the aluminum cylinder block (BC). For this purpose, replaceable "wet" sleeves were removed from its design. Now the cast-iron cylinders are filled with aluminum at the stage of the BC body casting. This design has become much more rigid, however, when repairing the engine, now you need to bore the cylinders to the repair size. This operation is hampered by the "head" mounting studs sticking out of the BC, due to which the majority of the most common honing boring machines do not have enough vertical spindle travel. The problem with these studs is aggravated by the fact that they are screwed from the factory onto a thread sealant, which, even after heating, does not loosen its stranglehold, and excessive application of force to the stud can lead to its breakage, or unscrewing the stud along with the aluminum of the block thread. In the camshaft drive, there is still the same plastic gear, which, like on the progenitor, often breaks off around the steel sleeve. All the same axial play of distribution. shaft, which does not particularly affect anything on old motors, often does not allow the switch position sensor to work normally. shaft, because its marker is fixed on the PB gear and when the gap between it and the sensor increases, the signal from the latter disappears. The residents of Ulyanovsk simplified the design by eliminating the bushings in which the RV rotated and now its necks work on the aluminum of the cylinder block. In the manufacture of crankshaft pastels (KB), some wild tolerances apply. Pillow of the first root neck on which the thrust rings limiting the axial play KV, themselves can be displaced within the holes for the mounting studs by 0.5 mm. forward and backward by the same amount. This must be taken into account when assembling the motor, because if the cover is displaced in any direction, the thrust rings warp, and when tightening the bolt of the KV pulley, the latter tightly clamps. In the cylinder head, the combustion chambers, the channels of the intake valves have been changed and, finally, the thread for modern candles with a long threaded part has been lengthened. The rocker arms now have other adjusting bolts, hex up. With very inaccurate manufacturing of the valve cover, the adjusting bolts of the rocker arms often reach the cover and emit a knock similar to a connecting rod, which is easy to identify with an autostethoscope. It is enough to loosen the valve cover mounting bolts and move it within the bolt holes to the left in order to get rid of knocking. V the given time the cost of the engine will vary depending on the year of manufacture and on its modification. For example, the first complete set with a generator and a starter, with a diaphragm-type clutch, with flat support brackets for the updated frame will cost about 130 thousand rubles. If you buy a 4216 engine from your hands, the price will be significantly reduced (depending on the mileage of the car). So, we found out what technical characteristics the unit of the Ulyanovsk plant UMP-4216 has.
| Parameter | Meaning |
|---|---|
| Engine type | Petrol |
| Number of cylinders | Four, arranged in a row |
| The working volume of the engine is, l | 2.89 |
| The order of the engine cylinders | 1-2-4-3 |
| Maximum power, kW | 90.5 |
| Full power, kW | 78.7 |
| Is the exhaust system adjusted? | Yes |
| Max torque, Nm / rpm | 235 |
| Full torque, Nm / rpm | 221 |
| Number of spins, which corresponds to the max torque (per minute) | 2200-2500 rpm |
| The minimum speed required for idle | 800 rpm |
| Maximum oil consumption for waste, as a percentage of total fuel consumption | 0.002 |
| Fuel supply is carried out | In the form of distributed fuel injection |
| Fuel used (main) | Unleaded gasoline automobile "Regular-92" |
| Fuel used (duplicate) | Premium 95 and Premium Euro 95 |
| Lubrication system | is a combined |
| Oil system volume (the volume of the oil cooler is not taken into account), l | 5.8 |
| Type of ventilation system for crankcase | closed system, has a vacuum regulator in the crankcase itself |
| Cooling system type | liquid system, closed, forced circulation of coolant is carried out |
| It is recommended to use as a coolant | Antifreeze A-65M or A-40M; ОЖ-40; ОЖ-65. |
| Cooling system volume (the volume of the cooling radiator is not taken into account), which the gazelle engine has, l | 3.5 |
| Unfilled engine UMZ 4216 has a mass, kg | 172 |
| Type of electrical equipment | Single wire DC equipment. Negative consumer findings and power supplies are connected by the body. |
| Rated voltage, V | 12 |
| The engine is installed on | Sable and Gazelle-Business |
from the book by E.N. Orlova and E.R. Varchenko "UAZ Cars" Maintenance and repair
Lubrication system.
The engine lubrication system (Fig. 19) is combined, under pressure and spray. The oil pressure in the lubrication system when the engine is running on M8V1 oil, the oil temperature in the oil crankcase is plus 80 ° C and the copper radiator is off, must be at least 343 kPa at a crankshaft speed of 2000 min-1 and at least 108 kPa at a speed of 600 min. -1.
Rice. 19 Diagram of the engine lubrication system
1 - oil cooler
2 - oil filler cap
3 - oil cooler tap
4 - oil pressure indicator sensor
5 - emergency pressure sensor
6 - oil purification filter
7 - oil pump
8 - drain plug
9 - oil receiver
10 - pressure reducing valve
11 - hole for lubrication of timing gears
Two sensors are installed on the engine to monitor the oil pressure. One of them is connected to the oil pressure indicator, and the other is connected to the emergency oil pressure indicator lamp in the engine lubrication system. The emergency oil pressure sensor is triggered at a pressure of 39 ... 78 kPa. At the minimum crankshaft speed at idle and the oil cooler disconnected, the emergency oil pressure warning lamp should not light up. If the pump lights up, it indicates a malfunction of the lubrication system, which must be repaired immediately.
The engine lubrication system has two pressure reducing valves in the oil pump and a bypass valve in the oil filter. Both valves do not require adjustment in operation. An oil cooler is provided to cool the oil in the lubrication system. It is necessary to turn it on by opening the tap when the air temperature is above 20 ° C and when driving in heavy road conditions regardless of the ambient temperature.
Steel stamped oil sump. The plane of the oil crankcase connector with the block is sealed with cork gaskets. 
Rice. 20 Oil pump
1 - guide sleeve
2 - roller assembly
3 - body assembly
4 - driving gear
5 - driven gear
6 - plate
7 - gasket
8 - oil pump cover
9 - lock plate
10 and 12 - bolts
11 - frame with mesh
13 - pressure reducing valve
14 - valve spring
Oil pump(fig. 20) gear type, located inside the oil sump and attached to the cover of the fourth main bearing with two pins. Pump gears are spur metal-ceramic. A paronite gasket 7 with a thickness of 0.3 ... 0.4 mm is installed between the casing 3 and the plate 6 of the pump. Installing a thicker gasket during pump repair is unacceptable, as this will reduce the pump's performance and the pressure generated by it. The pump is protected from the ingress of large particles (dirt, rags, etc.) by a frame 11 with a mesh. The pressure reducing valve 13 provides the required oil pressure in the line when the engine is running in any modes, and also compensates for the oil consumption through the bearings that increases with engine wear, since the oil pump has excess capacity. When the pressure in the lubrication system rises above the permissible level, the oil squeezes the valve and the excess oil is discharged into the cavity of the oil pump. 
Rice. 21 Drive of the oil pump and ignition distributor.
1 - ignition distributor
2 - drive housing
3 - drive roller
4 - gasket
5 - the block of cylinders
6 - thrust washer
7 - camshaft gear
8 - oil pump drive gear
9 - pin
10 - plate
11 - bushing
12 - roller of the oil pump
Roller slot position:
A - on the drive installed on the engine;
B - on the drive before installing it on the engine;
C - on the shaft of the oil pump before installing the drive on the engine
The oil pump (Fig. 21) is driven from the camshaft by a pair of helical gears. The drive gear 7 is made in one piece with camshaft... The driven gear 8 is fixed by a pin on a roller rotating in a cast-iron body 2. The upper end of the roller has a slot displaced by 0.8 mm to one side, into which the shank of the drive of the ignition distributor sensor enters.
If for some reason the oil pump drive was removed from the engine, then to ensure the correct position of the distributor sensor, install the drive on the block in the following order.
The now popular and widespread commercial vehicles of the GAZ brand are equipped with UMP engines manufactured at the Ulyanovsk Motor Plant.
A bit of history
The Ulyanovsk Motor Plant dates back to the distant 1944, and only in 1969 the enterprise produced the first UMP engine. Until the sixty-ninth year, the plant was engaged in the production of UMZ-451 subcompact engines and their components.
Since the release of the first engine, they have faithfully served on trucks, off-road vehicles, on small buses. In 1997, the main consumer of engines became AvtoGAZ, which supplied most of the models of the GAZelle line with UMP units.
Design features
At the moment there is a wide range of ICEs of the UMP model range, which are installed on different models of Sobol, UAZ, GAZelle vehicles. The installed motors have a number of common features, but may differ in some details and principles of operation:
- Carburetor and injection.
- Four-cylinder in-line.
- With a capacity of 89-120 liters. with.
- Environmental standards "Euro-0", "Euro-3", "Euro-4".
All engines are lightweight, compact and reliable. They are distinguished by their affordable cost.
One of the features of the engine can be called the original design of the cylinder block, cast from aluminum, with pressed-in liners made of gray cast iron. The crankshafts of all modifications of motors undergo hardening of the main and connecting rod journals by high-frequency currents during manufacturing. Self-tightening seals the rear of the crankshaft.
Model range modifications
UMP motors have two lines of power units designed to equip various cars.
Cars of the GAZelle family are equipped with the following models: UMZ-4215; UMP-4216; UMP-42161; UMP-42164 "Euro-4"; UMP-421647 "Euro-4"; UMP-42167.
The main part of the engines is published in several variations, which differ in their configuration, power and economical indicators. At the moment, the production of units running on gasoline with an octane rating of 80 has ceased.
All engines are designed for 92 and 95 gasoline, as well as with the ability to work on gas.
This review is dedicated to the power plant UMZ-4216, its characteristics and properties will be detailed.
pros
The advantages of the motor rightfully include the maximum torque at low speeds, excellent technical characteristics, as well as ease of maintenance of components and assemblies. The 4216 engine became the first domestic appliance that has a warranty period when gas equipment is installed on it.
Modernization
The unit is equipped with a microprocessor control system for the operation of the fuel mixture injection and the ignition system. Knock and oxygen sensors on the 4216 engine directly affect the operation of the integrated electronic control system and the unit as a whole. To change the economic characteristics and increase competitiveness, the following design additions were made to the power plant:
- To improve performance, the compression ratio in the cylinders has been increased.
- To reduce oil consumption, the crankcase exhaust system was modernized.
- The reliability of the motor is ensured through the use of improved parts and materials.
At the same time, the unit has not changed in terms of overall parameters and standard characteristics (working volume - 2.89 liters, piston stroke, cylinder size).
For the first time, the GAZ-4216 engine began to be equipped with imported parts, which only increased the quality of work and durability in operation. The power unit was equipped with glow plugs and fuel injectors manufactured by Siemens, as well as a German-made Bosch throttle position sensor.
The main malfunctions of the UMP
Previously, the most common engine breakdown was intake manifold damage. According to the developers, a manifold made of a fragile material was installed on the 4216 engine. But already in 2010, this deficiency was corrected through the use of better material.
A flaw was also found in the cooling system.
At medium engine speeds and when the car was moving at a speed of 60 km / h, the coolant temperature was normal, but as soon as you slow down or get into a traffic jam, the 4216 engine rapidly gained temperature, until the coolant boiled. The reason lay in which included a forced cooling fan.
Technical specifications
The engine runs on AI with an octane rating of 92 and 95. Four-cylinder, in-line, eight-valve. The cylinders have the following working order - 1243. Its diameter is one hundred millimeters, and the piston movement is 92 millimeters. The volume of the engine is 2.89 liters, it develops the power of 123 "horses" at four thousand revolutions. motor - 8.8. The maximum torque is 235.7 at 2000-2500 rpm.
"GAZelle" with the UMZ-4216 engine can reach a maximum speed of 140 kilometers per hour, which is a good indicator for this class of car. Fuel consumption depends on the load of the car, driving style and road conditions, but in general it looks like this: at a speed of 90 kilometers per hour - 10.4 liters. When driving at a speed of 120 km / h - 14.9 liters.
Supply system
Consists of a fuel supply device and various fuel lines, injectors, fuel and air filters, air inlet pipes and a receiver, an idle speed regulator.
Fuel supply control is carried out using a variety of sensors: the temperature element of the charge air, crankshaft and camshaft position sensors, absolute pressure part, throttle valve position.
The feed control system is also equipped with an oxygen indicator. The latter is installed in the exhaust system in front of the catalytic converter. For greater reliability and durability, the 4216 engine (injector) should run only on high-quality gasoline, taking into account the regular replacement of fuel filters and periodic diagnostics of the fuel equipment. Motorists say that with proper operation, the total resource of the power unit can reach 500 thousand kilometers. Injection units also differ in this feature (meaning engines ZMZ 405 and 406).
Gas distribution mechanism
In 2010, the gasoline engine underwent a process of modernization of the gas distribution mechanism. In general, this affected the change in the profile of the camshaft cam, which contributed to an increase in valve travel by one millimeter. These innovations were necessary to improve the stable operation of the unit at idle speed, as well as to achieve the norms and requirements of the Euro-3 standard.
At the same time, the valve springs did not undergo any changes, and this led to the fact that the acting force on the springs crossed the norm, and now it was equal to 180 kgf. When installing a conventional set of rods on a new engine, the knocking of hydraulic lifters was heard until the engine was at a warm state.
To prevent this problem, change the spring force by removing the internal valve springs.
Advantages of booms with hydraulic lifters
The UMZ-4216 engine with hydraulic compensators does not require additional maintenance due to the absence of valve clearances throughout the entire period of operation. This significantly reduces the noise level. High engine speeds are no longer critical, since the hydraulic compensators are designed to stabilize the appearance of critical loads. The wear rate of the mating surfaces of the mechanism parts is significantly reduced. Due to the optimization of gas distribution phases, harmful impurities of exhaust gases are stably low throughout the entire period of operation.
Crankcase ventilation
The motor is equipped with a closed crankcase ventilation system. Part of the gases passing through the compression rings is discharged into the intake manifold in a combined way. The system operates due to the pressure difference between the crankcase and the intake tract. At the moment when the 4216 engine is operating at increased loads, gases are discharged through a special large branch.
On a small branch, the exhaust of gases occurs at the time of operation of the installation at and at minimum loads.
A ventilation system is installed in the front cover of the pusher block, which performs the function of separating oil microparticles from gases and serves to prevent dust from entering the crankcase when the thrust in the intake system increases.
Butter
The engine lubrication system is of a combined type (splash and pressure). The oil that the oil pump sucks from the sump passes through the oil passages to the oil filter housing. Then it enters the cavity of the second bulkhead of the block, and from there - into the line. Oil is supplied to the main journals of the crankshaft and camshaft from the oil line.
The connecting rod journals are lubricated due to the flow of oil through the channels from. According to this principle, the parts of the gas distribution mechanism are lubricated.
The volume of oil poured into the crankcase is 5.8 liters.
Cooling system
The cooling system is closed, water. Consists of a water pump (pump), a thermostat, a water jacket in the cylinder block and head, a cooling radiator, an expansion tank, a forced cooling fan, connecting pipes and a radiator for the interior heater.
The GAZelle 4216 engine, depending on the modification, may have distinctive features in the way of connecting the expansion tank and the heater radiator.
At this time, the cost of the engine will vary depending on the year of manufacture and on its modification. For example, the first complete set with a generator and a starter, with a diaphragm-type clutch, with flat support brackets for the updated frame will cost about 130 thousand rubles.
If you buy a 4216 engine from your hands, the price will be significantly reduced (depending on the mileage of the car).
So, we found out what technical characteristics the unit of the Ulyanovsk plant UMP-4216 has.
The engine lubrication system (Figure 6.10) is combined. The oil pressure in the lubrication system when the engine is running on M8B X oil, the oil temperature in the oil crankcase is 80 ° C and the oil cooler is disconnected, must be at least 343 kPa at a speed of 2000 rpm of the crankshaft and at least 108 kPa at a speed of 600 rpm / min.
1 - oil cooler; 2 - oil filler cap; 3 - oil cooler tap; 4 - oil pressure gauge sensor; 5 - emergency pressure sensor; 6 - oil purification filter; 7 - lubricating pump; 8 - drain plug; 9 - oil receiver; 10 - pressure reducing valve; 11 - hole for lubrication of timing gears
Figure 6.10 - Diagram of the engine lubrication system
Two sensors are installed on the engine to monitor the oil pressure. One of them is connected to the oil pressure indicator, and the other is connected to the emergency oil pressure indicator lamp in the engine lubrication system. The emergency oil pressure sensor is triggered at a pressure of 39-78 kPa. At the minimum crankshaft speed at idle and the oil cooler disconnected, the emergency oil pressure warning lamp should not light up. If the lamp comes on, it indicates a malfunction of the lubrication system, which must be repaired immediately.
There are two valves in the engine lubrication system: a pressure reducing valve in the oil pump and a bypass valve in the oil filter. Both valves do not require adjustment in operation.
An oil cooler is provided to cool the oil in the lubrication system. It is necessary to turn it on by opening the tap when the air temperature is above 20 ° C and when driving in difficult road conditions, regardless of the ambient temperature.
Steel stamped lubricating container. The plane of the connector of the lubricant container with the block is sealed with cork gaskets. The gaskets that seal the front and rear of the lubricant container are thoroughly moistened with water before being installed in place to prevent their breakage.
The lubrication pump (Figure 6.11) is of gear type, located inside the lubricant container and is attached to the cover of the fourth main bearing with two pins. Pump gears are spur metal-ceramic. A paronite gasket 7 with a thickness of 0.3-0.4 mm is installed between the casing 3 and the pump plate 6. Installing a thicker gasket during pump repair is unacceptable, as this will reduce the pump's performance and the pressure generated by it. The pump is protected from the ingress of large particles (dirt, rags, etc.) by a frame 11 with a mesh.
The pressure reducing valve 13 provides the required oil pressure in the line when the engine is running in any modes, and also compensates for the oil consumption through the bearings that increases with engine wear, since the lubrication pump has excess capacity. When the pressure in the lubrication system rises above the permissible value, the oil squeezes the valve and the excess oil is discharged into the cavity of the lubrication pump.
The lubrication pump (Figure 6.12) is driven from the camshaft by a pair of helical gears. The drive gear 7 is made integral with the camshaft. The driven gear 8 is fixed by a pin on a roller rotating in a cast-iron body 2. The upper end of the roller has a slot displaced by 0.8 mm to one side, into which the shank of the drive of the ignition distributor sensor enters.
Between the drive roller and the pump roller there is an intermediate plate 10, which is pivotally connected to them. This allows some freedom in pump installation. However, to reduce wear on the drive pivot joints and to ensure flawless operation, the pump must be installed as coaxial as possible with the drive bore.
1 - guide sleeve; 2 - roller assembly; 3 - body assembly; 4 - driving gear; 5 - driven gear; 6 - plate; 7 - gasket; 8 - lubricant pump cover; 9 - lock plate; 10 and 12 - bolts; 11 - frame with mesh; 13 - pressure reducing valve; 14 - valve spring
Figure 6.11 - Lubrication pump
1 - ignition distributor; 2 - drive housing; 3 - drive roller; 4 - gasket; 5 - cylinder block; 6 - thrust washer; 7 - camshaft gear; 8 - gear wheel of the lubrication pump drive; 9 - pin; 10 - plate; 11 - bushing; 12 - a roller of the lubricating pump. Position of the slot of the roller: A - on the drive installed on the engine; B - on the drive before installing it on the engine; C - on the lubrication pump shaft before installing the drive on the engine
Figure 6.12 - Drive of the lubricant pump and ignition distributor
The oil purification filter (Figure 6.13) is a full-flow, collapsible design, located on the block on the right side of the engine (it is possible to install a VAZ-2101 non-separable oil filter). A filter element 3 is located in the filter housing, through which all oil flows to the engine parts passes. If the filter element is heavily contaminated or the viscosity of the oil is high (at low ambient temperatures), then the bypass valve 11 will let untreated oil into the oil line. The bypass valve is designed for a differential pressure of 58-73 kPa.
1 - filter housing; 2 - spring; 3 - filter element; 4 - curly cup; 5 - anti-drain valve; 6 - retaining ring; 7 and 8 - gaskets; 9 - lock washer; 10 - fitting; 11 - bypass valve; 12 - housing cover
Figure 6.13 - Oil filter
At the entrance to oil filter there is a check valve 5, which opens under a pressure of 3-7 kPa generated by the oil pump. When the engine stops, it closes and prevents oil from leaking out of the housing, thereby preventing short-term "oil starvation" of the engine at the next engine start.
The oil cooler is installed in front of the water cooler louver and is attached to the louver sides. The oil intake into the radiator is carried out from the oil line. The position of the valve handle along the hose corresponds to the open position of the valve, and across - to the closed position.
Engine crankcase ventilation system. The engine has a closed ventilation system (Figure 6.14), which is a combined crankcase ventilation with two pipelines 1 and 2. Pipeline 1 connects the engine crankcase with the carburetor mixing chamber through a 2 mm diameter jet located below the axis throttle... Suction of gases through it occurs when the engine is running at low loads and in idle mode. In other operating modes of the engine, most of the gases are removed through pipeline 2. To separate oil droplets (suspended in crankcase gases), an oil separator 3 is installed, located in the front cover of the pusher box.
1 and 2 - pipelines; 3 - oil separator
A diagram of the lubrication system is shown in Fig. eighteen.
1 - oil pump; 2 - crankcase drain plug; 3 - oil receiver; 4 - pressure reducing valve; 5 - hole for lubricating the distribution gears; 6 - sensor of the signal lamp of emergency oil pressure; 7 - oil pressure gauge sensor; 8 - oil cooler valve; 9 - oil cooler; 10 - full-flow oil filter
Oil pressure in the lubrication system of a heated engine at a low crankshaft speed (550-650 rpm) - for engines of models 414, 417; 700-750 rpm - for engines of model 4218) at idle with an open tap of the oil cooler, there must be at least 39 kPa (0.4 kgf / cm2); on an unheated engine, the pressure can reach 441-490 kPa (4.5-5.0 kgf / cm2); at a car speed of 45 km / h, the pressure should be 196-392 kPa (2.0-4.0 kgf / cm2), and in hot summer weather at least 147 kPa (1.5 kgf / cm2).
A pressure in the lubrication system less than the specified values indicates a malfunction in the engine. In this case, the engine must be stopped until the malfunction is eliminated.
To cool the oil in the lubrication system, an oil cooler is installed, which is turned on by opening the tap at an air temperature above 20 degrees. At lower temperatures, the radiator must be turned off. However, regardless of the air temperature, when driving in difficult conditions (with a heavy load and high engine speed), it is also necessary to open the oil cooler valve.
Maintain the oil level in the engine crankcase near the mark "П" of the oil dipstick 2 (see Fig. 10). Measure the oil level 2-3 minutes after stopping the warm engine. Do not pour oil above the "P" mark, as this will lead to increased oil splashing and, as a result, to coking rings, carbon formation in the combustion chamber of the cylinder head and on the piston crowns, oil leaks through oil seals and gaskets. A drop in the oil level below the "0" mark may damage the engine bearings.
Change the oil in the crankcase according to the instructions in table. 2 or with a differential oil pressure of 58-73 kPa (0.6-0.7 kgf / cm2) before and after the filter. To replace the filter, remove it by turning it counterclockwise. When installing a new filter, make sure the sealing gum is in the groove in the filter housing.
When operating the vehicle, monitor the operation of the oil pressure sensors. The emergency oil pressure sensor is triggered when the pressure in the system drops to 39-8 kPa (0.4-0.8 kgf / cm2).
When the ignition is turned on, the emergency oil pressure lamp lights up, and after starting the engine it goes out. When the lamp burns in operating modes, it indicates a malfunction of the sensor or the engine lubrication system.
At increased consumption oil (and the absence of leaks), check the serviceability of the crankcase ventilation system (Fig. 19) and the condition of the sealing caps, valves and cylinder-piston group.
1 - vacuum regulator; 2, 3 - pipelines
