The engine has a working volume of 1.2 liters. This is the minimum volume of the engine, it was installed on almost all VAZ cars. Some argue that Fiat engines were put on a penny. But do not forget that the 2101 engine was actually made on the basis of the motor of an Italian-made car. But the distance between the centers of the cylinders is much greater than that of the Fiat. Due to this, VAZ engineers could, on one basis, make an engine with a different volume. Actually, it was used for motors with a working volume of 1.5, 1.6, 1.3, as well as for Niva cars.
Specifications
Engine characteristics VAZ 2101
Years of release - (1970 - 1983)
Cylinder block material - cast iron
Power system - carburetor
Type - in-line
Number of cylinders - 4
Valves per cylinder - 2
Piston stroke - 66 mm
Cylinder diameter - 76 mm
Compression ratio - 8.5
The volume of the VAZ 2101 engine is 1198 cm3.
Engine power VAZ 2101 - 59 hp. / 5600 rpm
Torque - 89 Nm
Fuel - AI92
Fuel consumption - city 9.4 liters. | track 6.9 liters. | mixed 9.2 l / 100 km
Oil consumption - 700 gr. per 1000 km
Engine weight VAZ 2101 - 114kg
Overall dimensions of the engine VAZ 2101 (LxWxH), mm - 540x522x621
What to pour oil into a VAZ 2101 engine:
5W-30
5W-40
10W-40
15W-40
How much oil is in the engine 2101: 3.75 liters.
When replacing, fill in about 3.5 liters.
Engine resource VAZ 2101 :
1.According to the plant - 125 thousand km
2. In practice - 200 thousand km
TUNING
Potential - 200 HP
Without loss of resource, about 70-75 hp.
Engine 2101 was installed on:
VAZ 2101
VAZ 2102
VAZ 21035
VAZ 21041
VAZ 21051
Positive aspects of the engine
The "kopeck" is equipped with a 4-cylinder in-line engine, the camshaft is in the upper part. The gas distribution mechanism is driven by a chain. If you do not tear the engine too much, then its resource is about 200 thousand km. It is worth noting that several decades ago, tests were carried out of engines that were installed on cars that traveled around the Soviet Union. The tests involved cars that drove through deserts, steppes, in permafrost conditions. Moreover, the motors have traveled more than 200 thousand kilometers. And they have never undergone major repairs. As the tests carried out have shown, they could still serve for a very long time without repair. Their resource turned out to be quite high. At the same time, only the one recommended by the manufacturer was poured into the oil.
Engine maintenance, valve adjustment intervals.
True, the engine needs to be serviced in a timely manner. In particular, it is picky about the valve clearance. Approximately once every ten thousand kilometers, an adjustment must be made. If this is not done, then a knock will appear, and after warming up, the engine may simply stall. As for the injection system of the penny engine, it also needs adjustments and repairs. It is worth noting that the motor has a lot of disadvantages when viewed from the point of view modern technologies... About 700 grams of oil is consumed per thousand kilometers of run, if a motor with high mileage then more. Overheating of the engine also occurs quite often. And the reason for this may lie both in the thermostat and in the liquid pump. Much less often, it lies in the breakdown of the fan. On some, you can still find a cooling system that uses a mechanically driven impeller. Sometimes a high temperature in the engine appears after refueling with gasoline with a very high octane number... On a VAZ 2101 car, the engine power can be increased if some modernization is carried out. This will be discussed below.
An interesting article about biofuels made from ordinary sawdust, in more detail .
If smoke comes out of the exhaust
If the engine starts to smoke, then, most likely, the oil seals on the valves have been destroyed. Or the guide sleeves are completely worn out. Among the minor faults, one can single out, for example, an incorrect carburetor setting, it creates a too rich mixture. And the saddest breakdown is the destruction of the rings on the pistons. On a VAZ 2101 car, the engine was originally equipped with a classic contact ignition system. She is very finicky, requires constant care, cleaning contacts, adjusting the gaps. Therefore, many motorists prefer to install a contactless ignition system. But what kind of engine can you put on a VAZ 2101? The answer to this is one - any! It all depends only on how "golden" your hands are.
If the engine troit-causes
The reasons for the "triplet" of the engine of a VAZ car
- Incorrect ignition timing
- Malfunctioning spark plug
- Breakdown of a high-voltage wire. Capacitor malfunction
- Loss of tightness in the area of the intake manifold ( intake manifold, carburetor)
- Burnout valve, piston
- Broken piston rings
- Not correct adjustment valves
- Destruction of wear on rockers (valve levers)
- Breakdown of the cylinder head gasket
- Wear, hardening, destruction of valve stem seals
- Very poor fuel quality
- Incorrect carburetor adjustment
- Worn distributor shaft, swivel plate bearing
- Loss of tightness of the membrane of the vacuum pre-ignition
- Using candles not suitable for the engine and other "malfunctions"
- Incorrect ignition timing... With this option, I personally know not a triple, but a seemingly slamming engine (gaps), which is accompanied by the “bouncing” of the entire engine. This is especially noticeable at idle, as the speed increases, the gaps disappear. Most likely, your ignition is set too early, this may be evidenced by the jerky cranking of the engine by the starter when starting.
- Malfunctioning spark plug- one of the most common reasons that the engine is troit. There is nothing special to tell, it is important to remember and replace the candles regularly, just the presence of a spark on an inverted candle at atmospheric pressure does not indicate its full performance, because ignition occurs under much more difficult conditions (the magazine "Behind the wheel", still Soviet times).
- Breakdown of a high-voltage wire and a capacitor on the contact ignition system... Breakdown of a wire can be determined by replacing all wires, as well as a capacitor. You can also try to determine the breakdown of the wire by looking at them in complete darkness, if there is a breakdown somewhere, then you will see flashes.
- Loss of tightness in the collector area, as a rule, does not arise by itself. This is more often due to improper assembly or poor gaskets.
- As a rule, when the piston or valve burns out, the cylinder stops working at all or does not work for a long time. It can only be determined by measuring the compression and opening the engine.
- Broken or stuck piston rings is also not a very frequent phenomenon, because a number of conditions are necessary for its occurrence. You can check by measuring the compression, if it turns out to be low, then eliminate cylinder head malfunctions in a simple way - pour a little oil into the cylinder, if the compression increases, then there is a malfunction in the piston system.
- With incorrect valve adjustment, everything is already clear- any valve may not open or close completely. Correct valve adjustment can cure this problem. Rocker wear can cause a similar problem. The valve stops opening properly and the cylinder stops working.
- Trambler. Quite often, on not new machines, wear of both the shaft itself and the bushings in which it rotates is found, as a result of which it becomes impossible to establish an adequate gap between the contacts. The same happens if the bearing of the swivel plate is worn out. Also, gaps can occur due to depressurization in the vacuum ignition timing advance device, where the membrane may fail.
Engine modernization
Fortunately, the motor can be improved by upgrading it. Of course, you will have to get rid of all the shortcomings that are described above. You will also need to acquire the necessary tools and materials, which entails certain financial waste. It would be much easier to install an engine from nine or twelfth, they are more high-speed and powerful. And most importantly - they fit perfectly on the mounts. Of course, you can bore the cylinders to a diameter of 82 millimeters in order to subsequently install the pistons from the Niva car. But pay attention to the fact that the bottom of the pistons is flat. It is best to take these elements from a VAZ 2112 car. Provided that the total stroke is 66 millimeters, the engine volume will increase to 1.4 liters. Consequently, the power characteristic of the VAZ 2101 engine will improve significantly.
Tuning
But pay attention to what year the engine of your "penny" was produced. If before 74 years old, then this version with pistons "Niva" can ride. If later, you can install pistons with a maximum diameter of 79 millimeters. In this case, it is advisable to install a crankshaft from a newer model 2103, it is advisable to take the connecting rods from it. But keep in mind that you should not install short cranks. They increase the force with which the pistons are pressed against the cylinder. Consequently, the reliability of the motor, as well as its resource, deteriorates many times. And when the VAZ 2101 engine is being repaired with your own hands, take into account all the nuances, try to comply with the requirements.
Increasing the volume of the VAZ 2101 engine
The most popular word that comes to mind when thinking about increasing the volume of the VAZ 2101 - 21063 engine is boring. But it should be understood that boring for the maximum overhaul size in the case of the VAZ 2101-21063 and other classic engines with a volume of 1.2, 1.3 liters - you will get only one hundred cubic centimeters of volume. The cylinder diameter of the VAZ 2101 engine is 76mm, you sharpen it to 79mm - this gives the above-mentioned one hundred cubes, but the walls between the cylinder itself and the cooling channels become much thinner, the engine is more prone to overheating. Maybe if you don't drive a lot, high-quality work on such a boring makes sense, but if you wind 50,000 km a year, or maybe more, you should understand that such a motor will no longer have the next boring, there is simply nowhere to sharpen it. What if the damaged piston scratches the cylinder wall? - with such a "limit" boring, you will have to change the engine block. If you do the boring procedure on a 1.3 engine, with 79mm walls, you can bore it to a maximum of 82mm, with a piston stroke of 66mm (piston stroke on classic engines 2101-21063 1.2, 1.3L) you will also get an additional one hundred cubes. It should be understood that such a method of increasing the volume will not give a significant increase in torque, or power, it makes sense to increase the volume in this way when all previous repair dimensions have already been passed.
An increase in the volume of the VAZ 2101 engine, due to an increase in the piston stroke.
This method is widely used by eminent tuning studios and factories when creating new cars. Thanks to the installation of a crankshaft with an increased stroke - 80mm, instead of 66, you can increase the engine displacement up to 1.5 (engine 1.2), and up to 1.6 (engine 1.3 with 79mm walls). In order for the piston not to rest against the combustion chamber when starting the engine, because the piston stroke has increased by 7mm, you will need shorter, 129th connecting rods, or pistons with an offset finger. Both methods have their pros and cons, but as practice shows, the use of high-quality connecting rods is a more reliable option, since it is not uncommon for pistons with an offset finger to burn out.
It is important to understand that piston burnout in most cases is a consequence of detonation. Not every master says (sometimes he simply does not know this himself) that when the volume is increased by this method, the compression ratio increases, that is, the volume of the combustion chamber remains the same, but the piston stroke increases, so when the piston rises to the top point, it compresses the mixture stronger than on a standard VAZ engine. And this is good, since the compression ratio increases the engine power, manufacturers sports cars engines with a high compression ratio are often created, but the driver of the Zhiguli is used to driving on 92nd gasoline, and such an engine will work well on 95th. It is very simple to determine detonation, at a low speed, minimum, but which is still pulled out by the car in fourth gear, you should drown the pedal to the floor, if you hear a ringing metallic sound from the engine - this is detonation, some call this phenomenon - ringing of fingers, but in fact in fact, these are the sounds of improper combustion of fuel. It is believed that when the pedal is sharply recessed from the minimum speed at the fourth, detonation is considered normal in 2-3 seconds, but it is better to adjust the ignition so that there is no detonation at all, you can find out how to adjust the ignition in the article on ignition adjustment on the VAZ 2101 - 2107.
If you decide to go further, in terms of an increase in power or torque, the camshaft has a very positive effect. Many people use a 213-camshaft, from a Niva with a 1.7 engine, it gives torque at low and medium revs, in general, this is a good option for a comfortable ride. A driver who previously drove a VAZ 2101, who had to constantly twist the engine for a dynamic ride, will be surprised by the high-torque performance and the absence of the hysterical howl of such an engine. When installing this camshaft, you will need a split gear, or a gear from the 213rd Niva, do not confuse it with a Niva with a 1.6 engine.
When assembling the motor, do not skimp on gaskets, it is better to take the highest quality possible - this will save you from observing the squeezed out oil. Components (crankshaft, connecting rods, liners, pistons, etc.) are also presented in different quality - do not save, buy good parts - this will give you a guarantee that you are driving a new engine.
You can increase the volume of the VAZ 2101, VAZ 21063 engine by replacing the block, but when installing the 213rd block, which, with a crankshaft with a stroke of 80mm, gives a volume of 1.7, you yourself need to buy it), but it is also advisable to enter it in the data sheet, especially if you travel abroad. In the 213-block, you can install not only your own crankshaft, but also a crankshaft with an 84mm stroke, it costs $ 300 and gives another hundred cubes of volume, while you need short, 129th connecting rods so that the piston does not rest against the combustion chamber.
Fans of antiquity will sooner or later have to be puzzled about which engine can be put on the VAZ 2101. The factory engine for decades of use is probably killed without the possibility of restoration, but if everything else is still running, the car is needed not for force, but for business, plus finances, like most of us, they sing romances, replacing the engine will obviously cost much less than buying a car, even one that has already run. And then, why change a used one for something else, also used?
You already know your hardware, from which side to expect a catch - in the know. So until you save up money for something new, you can keep your old and tested fighting friend in good shape. Moreover, many Zhiguli owners are accustomed to restoring their vehicle on their own. And if you are one of them, then the costs will affect only the motor itself and related parts, and the work will be done by hand.
A few important notes
In fact, there are quite a few options for such tuning. However, before deciding on something specific, it is worth understanding a number of fundamental rules.
The engine compartment on the VAZ 2101 is quite small. You can, of course, shove almost any engine into it (except that it definitely won't fit from a dump truck), but you will have to cut the body under many motors - and this is a completely different amount of work and costs, here not everyone can cope without the involvement of outside specialists with special tools ...
The power of the new engine should not greatly exceed the capabilities of the factory one. This is if you do not want, in addition to installing it, to reinforce its body and replace half of the other components. Honestly, in this case, the cost of the refurbishment will be higher than the residual price of your "kopeck".
It is advisable to take engines from rear-wheel drive models so as not to replace or adapt the transmission, brakes and suspension.
In most cases, you still have to change individual parts in the course of events and refine the joints of the old with the new. But your job is to keep these variations to a minimum, unless fiddling with the car is your hobby.
Simple and reliable way out
You don't have to go far and reinvent the wheel - you can use what your native manufacturer offers.
Under more modern models(VAZ 2108-2170) it will be necessary to cut the body and think over the fasteners, although there will not be so much hassle here either.
Good power will give "Niva" 1.7. Only here you have to be careful and complete the new engine with your own oil pump and pallet: in the "Niva" they hang lower, when installed on a "penny" there is a high probability of snagging.
Motor VAZ-21126 from Lada priora- also a good decision. With a volume of 1.6 liters. and the power of 98 horses VAZ 2101 will run like a young man.
It is especially pleasant that the gearbox does not have to be changed - all gearboxes are easily connected to the new engine.
Motors from foreign cars
If you want to install the engine with foreign car, get ready for a more time-consuming process and the need for additional modifications.
The most popular in terms of setting a "penny" is the engine from Fiat Argenta 2.0i. Approximately 60% of VAZ 2101 owners changed the factory engine to a unit of this particular model. No wonder: the "kopeck" is almost completely copied from it, so the installation problems are the least of all. Another thing is that the motor will clearly not be new, released between 1966 and 1984, which is unlikely to please.
You can also recommend engines BMW M10 (volume from 1.6 to 1.8 liters.) Or M40 of the same capacity. Extremals pose and BMW M20, but its power is high, which requires the completion of the struts and the replacement of axles. In the proposed variants, it will only be necessary to digest the flywheel.
Craftsmen praise the replacement of the standard engine with an engine from Mitsubishi Galant. True, in both cases, the box will have to be taken from the same models.
We highly approve of the engine with Volkswagen 2.0i 2E, however, buying it (and altering it for it) is no longer too budgetary. Installation of the engine with Lancia Thema - also very popular among the owners of "kopecks" engine, will be a successful and not too troublesome affair. So the choice about which engine can be put on the VAZ 2101 is quite wide. The main thing is to calculate your strength for the modernization of the accompanying units, so that the restoration process does not take too long and does not cost too much.
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Introduction |
15. Front suspension VAZ 2101/2102
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Introduction
VAZ 2101 is a car with a four-door sedan body, one of the first cars from all "VAZ" classics. VAZ-2101-import name Lada 1200. The engine of this model received a more progressive upper camshaft arrangement in the cylinder head. The ground clearance was increased by 30 mm, the suspension was redesigned and reinforced. The first thing that changed in the body modification 21011 (1974): the front seats and slightly modified controls, also added ashtrays, transferred from the rear armrests directly to the door panels. In addition to this, the modification received a more powerful 69-horsepower engine with a working volume of 1.3 liters. Vaz 2101 Zhiguli-Lada, this car was equipped with a different radiator grille with more frequent horizontal crossbars, four additional ventilation slots appeared in the lower part of the front panel. The bumpers lost their fangs and received rubber pads around the perimeter in return.
On the rear pillars of the body, there were holes for forced exhaust ventilation of the cabin, covered with decorative grilles, reflectors were added to brake lights and turn signals. The signal was also added reverse... Three years later (1977), a version of the VAZ-21013 with a body of 21011 and a 1.2-liter VAZ-2101 engine was presented. The VAZ-21016 modification (for the patrol service) was equipped with a 71-horsepower (77 hp according to the old GOST) VAZ-2103 engine.
The VAZ-21011 models ceased to be produced in 1981, and the VAZ-2101 - in 1982. Later, the VAZ-21013 models were produced.
1. Appearance of VAZ 2101/2102
The album describes and clearly shows the design of passenger cars VAZ-2101, VAZ2102 and their modifications. produced by the Joint Stock Company "AVTOBAZ" from 1970 to 1988. Modifications differ from the base models, mainly by the installation of engines with a different working volume of cylinders. The layout (location of units and assemblies) of cars is made according to the so-called classical scheme, i.e. the engine is located in the front, and the leading ones are rear wheels... The engine is pushed forward as much as possible, which ensures optimal weight distribution along the axles, and, consequently, good vehicle stability on the road.
The salon is located inside the base, i.e. in the zone of the best smoothness of the ride, which increases the comfort of the car when operating on roads with poor coverage. The design of vehicles takes into account the requirements of an active and passive safety, to which the Volzhsky Automobile Plant has always been given great attention... The cars meet all safety requirements of the United Nations Economic Commission for Europe. Cars have good comfort, determined by ease and ease of control, shape, size, location and softness of the seats, providing a comfortable fit for the driver, effective ventilation of the body, good visibility from the driver's seat, low noise in the cabin, minimal influence of vibrations and vibrations of the body. The high dynamics of the vehicles contributes to higher average travel speeds and facilitates maneuvering.
Engine. The cars are equipped with a four-stroke, carburetor, in-line 15 engine with an overhead camshaft. All engine parts requiring adjustment or maintenance are installed in easily accessible places. The engine block, clutch housing and gearbox housing are interconnected and form a compact power unit, which is mounted on the car at three points on rubber cushions. The engine lubrication system is equipped with a full-flow oil filter designed for use special oils with a complex of additives providing the oil with high lubricating properties, resistance against oxidation and allowing it to work in a wide temperature range. The closed-type crankcase ventilation system ensures the suction of gases from the crankcase into the intake manifold and increases the durability of the engine. Cooling system - liquid, closed type. A body heater is included in the engine cooling system, into which fluid flows from the cylinder head through a valve and is discharged to the pump.
Cooling liquid - special with a low freezing point and high boiling point, does not act on metals and rubber. The liquid is poured at the factory and does not need to be replaced within two years. Expansion tank 4 compensates for the change in fluid volume and pressure when the engine is heated. The coolant pump is driven by a V-belt. A four-blade fan is mounted on the pump shaft. The tubular-plate radiator 14 is mounted on two rubber cushions. The thermostat in the cooling system accelerates engine warm-up and automatically ensures engine thermal conditions. The engine power system includes an air filter 16, a carburetor-fuel pump 10 with a manual fuel priming lever and a fuel tank. The downdraft carburetor has two mixing chambers in series. The carburetor is equipped with a highly efficient dry-type air filter with a paper filter element with an additional non-woven synthetic fiber cleaner.
The fuel tank 23 is located in the trunk (for station wagons under the floor of the body). The filler neck is located on vehicles BA5-2101, -21011. -21013 on the right rear side of the body, and on the VAZ-2102, -21021, - 21023 - on the left. The gas exhaust system is equipped with two mufflers located in series. The system nodes connected with clamps are attached: to the body floor with two rubber belts for the main muffler housing and a rubber cushion for the exhaust pipe. Transmission. The torque from the engine crankshaft to the driving rear wheels of the vehicle is transmitted through the mechanisms and assemblies that make up the vehicle's transmission. This includes the clutch, gearbox, cardan drive, final drive, differential and axle shafts.
Clutch. The cars are equipped with a single-disk dry clutch with a diaphragm pressure spring and a torsional vibration damper (damper) on the driven disk. The clutch is controlled by a foot pedal with a servo spring and a hydraulic shut-off drive with a fluid reservoir installed on the front panel of the vehicle. Gearbox 45 has four forward gears and one reverse gear. All transmissions forward motion equipped with synchronizers, which equalize the speed of rotation of the parts to be connected before engaging the gears. A set of gear ratios provides the car with a confident start-off, good overclocking and high efficiency. The gear lever is located on the floor of the body. Cardan transmission. consisting of two shafts with an intermediate bearing, two cardanic joints on needle bearings and a rubber coupling, transmits the torque from the gearbox to the main gear. The front propeller shaft 40 is connected to the driven shaft of the gearbox through a rubber elastic coupling and a flange moving along cardan shaft on the slots. The rear propeller shaft 37 is connected to the final drive gear with a rigid flange connection. An intermediate elastic support 39 with a ball bearing supports the middle part cardan transmission and absorbs its vibration.
The main gear, consisting of a pair of bevel gears-helical teeth of hypoid engagement, increases the supplied torque and transmits it at right angles to the axle shaft. The transmission of torque from the gear wheel on the axle shaft occurs through a bevel differential with two satellites. The differential allows the driving wheels of the vehicle (left and right) to rotate at an unequal number of revolutions when cornering.
Steering. Steering consists of a steering gear and a steering gear that transfers power from the driver to the steering wheels. The steering wheel, through the steering mechanism and the halt, turns the front wheels, thereby changing the direction of movement of the vehicle. The steering box worm gearbox is attached with inside engine compartment to the left side member of the body; on the opposite side, a pendulum arm bracket is attached to the right side member. The steering drive includes two levers of the steering trapezoid, a pendulum lever and three rods: one middle and two extreme, (the middle rod is one-piece, has a pendulum ball at the ends for connection with a pendulum lever and a steering bipod. Each extreme rod consists of two ends with thread, interconnected by split adjusting couplings.
By rotating them, they change the length of the side rods and adjust the toe-in of the wheels. The adjusting couplings are fixed to the rods with tightening clamps. Each end link has ball joints at the ends for connection with the levers of the pivot pins, the pendulum lever or the steering arm. The chassis of the vehicle consists of front and rear suspension units with shock absorbers and an anti-roll bar in the front suspension, wheel hubs and wheels with tires. Front wheel suspension - independent, lever-spring, with coil coil springs, double-acting telescopic hydraulic shock absorbers for damping body vibrations on elastic suspension elements; equipped with an anti-roll bar and two compression buffers that limit the suspension travel. Forged upper and lower suspension arms are pivotally connected to a forged stub axle. Two ball joints are housed in housings and are bolted to the arms with nuts. With the help of rubber-metal hinges, axles, bolts and nuts, the lower arm is connected to the front suspension cross member, fixed to the longitudinal beams (side members) of the body. The upper levers are connected to the load-bearing part of the body by means of similar rubber-metal hinges and axles.
Coiled coil suspension springs are located between the lower arms and the mudguard strut mountings. The torsion bar anti-roll bar, which reduces the lateral tilt of the body when cornering and reduces the lateral swing of the body, is connected to the body and lower arms by means of brackets covering the rubber cushions of the stabilizer bar. The hydraulic shock absorbers located inside the springs have an eyelet in the lower part for attachment to the lower arm, and in the upper part there is a rod with a threaded end for attachment to the body. The front wheel hub rotates on two tapered roller bearings mounted on a trunnion. Suspension rear wheels consists of two cylindrical coil springs 21 (see fig. "? * telescopic shock absorbers 15 double-acting, four longitudinal and one transverse rods, two compression buffers located at the ends of the beam rear axle, and one central located in the middle. The shock absorbers 22 of the rear suspension are installed outside the springs and are attached from above to the body, and from below to the ends of the rear axle beam through tapered rubber bushings. Rubber buffers attached to the body floor above the rear axle beam are designed to cushion possible impacts to the rear axle beam that may occur when driving on poor roads. A buffer above the front neck of the final drive housing limits the upward travel of the crankcase, preventing the propeller shaft from grazing on the floor of the body. Car wheels - disc, stamped, with removable decorative caps. The wheels are fitted with diagonal or radial tires with tubes. The front wheels are fastened with four bolts to the hub flanges, the rear ones to the axle shaft flanges. The wheel and tire assemblies are statically and dynamically balanced. The imbalance is eliminated by means of weights attached to the wheel rim.
Brakes. The service brake system has a hydraulic drive to the wheel mechanisms, is controlled by an overhead pedal and acts on all wheels. The parking and emergency (emergency) braking system (i.e. the handbrake) is controlled by a lever mounted on the floor between the front seats; only affects the rear wheels. This system has a mechanical cable drive. Front brakes 49 - disc, consist of a disc and a caliper. The disc is attached to the wheel hub, and the caliper enclosing the brake disc is attached to a bracket mounted on the pivot pin. Inside the caliper there are wheel hydraulic cylinders with pistons that transmit the force to the pads with friction linings. Rear brakes 33 are drum brakes, with self-aligning shoes, driven by one master cylinder with two pistons or by a mechanical drive lever. The aluminum drum of the rear brake contains a cast iron operating ring. Hydraulic drive The brake system consists of two independent brake circuits (systems) for the front and rear wheels. Therefore, the reservoir has two reservoirs for brake fluid, and two independent cavities with two pistons are made in the master cylinder. Two independent systems are introduced for safety: in case of damage to one of them (fluid leakage or damage to the pipeline), the second remains in operation. Available in the drive system rear brakes a pressure regulator reduces the likelihood of locking the rear wheels when braking. The electrical equipment of cars is made according to a single-wire circuit, in which the negative terminals of the current sources and consumers of electricity are connected to the "ground", which acts as a second wire. The current sources in the system are an alternating current generator of the G-221 type with a built-in semiconductor rectifier and an electronic voltage regulator and a lead-acid storage battery of the ECT-55 type.
To start the engine, a ST-221 starter with an electromagnetic traction relay and a roller overrunning clutch is used. The ignition system includes an ignition coil, an ignition distributor with a chopper, a centrifugal automaton and a vacuum ignition timing corrector, a high low voltage wire, spark plugs and an ignition switch. The system of lighting and light signaling of cars provides near and far illumination of the road, designation of the size of the car with signal lights, lighting of instrumentation and interior lighting of the body, as well as light signaling about turning the car and about the operation of individual systems of the engine and the car. The main external lighting devices are headlights, sidelights, side direction indicators, rear lights, reflectors and license plate light. The salon is illuminated by two plafonds, which are switched on by switches located on the plafond housings. In addition, there are door switches on the front and rear door pillars. When a door is opened, both lamps are turned on. The cars are equipped with a combination of instruments, which consists of a speedometer with a trip meter, a coolant temperature gauge and a fuel gauge with a reserve control lamp, combined in one housing.
In addition, there are six more warning lamps in the instrument cluster. The car body is of the "sedan" type, all-metal, of the supporting structure, i.e. the one to which the power unit is attached (the engine assembled with the gearbox and clutch) and all other components and mechanisms of the car. The body body is a welded space truss, the main parts of which are sidewall struts, floor side members and sills, roof side beam and various cross members. These box-section elements, combined with load-bearing interior and exterior panels and fittings, give the structure the required rigidity. Front doors with a front hinge have two safety glasses: front - swivel with a handle and a lock, rear lowering with a drive from the power window handle. The front doors are locked with a key from the outside and a button from the inside; a locked door can be opened with an inside handle. Rear doors with a front hinge have two safety glasses: the front door is operated by the handle, the rear one is fixed. The rear door lock is interlocked: the door is locked from the inside with a button; a locked door cannot be opened with the inside handle. The locking device for each door consists of a lock, an internal lock actuator with a handle, an external handle and a striker located on the body pillar.
The triplex windshield, consisting of two layers of glass with a transparent plastic film between them, remains transparent even when cracked. Rear and side windows - safety, tempered. The hood, opening in the direction of the movement of the car, is hung on the body along the front edge and secured at one point with a lock. The trunk is located at the rear of the body. The boot lid lock can be locked and unlocked with a key. The trunk contains a spare wheel 31, a jack, as well as a set of driver's tools and accessories. The front seats are separate with folding backs and with a mechanism for adjusting the position of the seat and backrest tilt. The back seat is fixed, solid. Features of the device of the car VAZ - 2102 Unlike the device described above for cars with a "sedan" body, the VAZ-2102 has a "station wagon" body with four side doors and one rear door. This car possesses the same advantages of sedan cars as comfort, speed, economy, and at the same time is adapted to transport large enough loads that cannot fit in a conventional passenger car. A single-leaf, top-hinged tailgate with fixed glass provides access to the luggage compartment. In the open raised position, the door is held by a special torsion bar. When forgetting, the door is held by a lock located at the bottom of the door. (The lock button engages with the latch located at the bottom of the doorway. To prevent the door from vibrating when the car is moving, the lock has a guide spike that fits into the door retainer slot. The door is opened by pressing the lock button built into the outer handle. from the outside is carried out through the keyhole of the button with the same key as the locking of the front side doors. back door there is a fixed glass. For the convenience of placing the transported things, the spare wheel 20, the tool, accessories and the fuel tank 22 are located under the floor of the luggage compartment. The spare wheel well is closed by a cover secured by a wing screw.
The floor area and the volume of the luggage compartment can be further increased by changing the position of the cushion and backrest rear seat... If necessary, the rear seat cushion is hinged vertically up to the stop against the front seat backrests. At the same time, the metal pallet of the pillow limits the luggage compartment and keeps the load from moving forward. The backrest 19 of the rear seat, rotated relative to the hinges in a horizontal position, increases the floor area. In this case, the backrest stops are installed with their ends in the corresponding slots on the pillow tray. To lay the backrest in a horizontal position, you must first release the upper part of the backrest by successively pressing the handles of the hooks of the latches. On cars of previous releases, the catch hooks did not have handles. This backrest is brought out of the fixed position with a jerk forward. The rear seat design meets safety requirements. * the hinges of the cushion and backrest, as well as the backrest locking mechanism, are designed in such a way as to withstand the overload in case of a road traffic accident. The interior features a luggage compartment trim, roof lining and rear wheel arch trims. The rear section of the headliner, molded from plastic, covers the hinge mechanisms of the tailgate.
The C-pillars are also upholstered in molded plastic. In variant versions, the VAZ-2102 car can be equipped with a rear window wiper and washer, as well as an additional outside mirror on the right side to ensure sufficient rear visibility when the rear window is covered with a load. The transmission of the car is distinguished by the gears of the main drive - providing a gear ratio of 4.44 for cars with an engine displacement of up to 1.3 liters. On vehicles with engine displacement over 1.3 l, the main gear is installed with gear ratio equal to 4.1. Chassis the car differs in that springs are installed in the rear suspension that can withstand increased loads; the wheels have a wider rim, the tires are of a larger size. The electrical equipment of the car is somewhat different from the electrical equipment of the VAZ-2101 cars as follows: to illuminate the rear of the passenger compartment, a plafond with a built-in switch is installed; the shape and location of the license plate light and rear lights have been changed. The taillight is attached to the car from above with a screw screwed into a bracket that is put on the upper edge of the lamp socket.
Exterior of the VAZ 2101
1. Clutch fluid reservoir:
2. Front suspension spring and shock absorber;
3. Levers of the front suspension:
4. Expansion tank of the engine cooling system,
5. Side direction indicator;
6. Sidelight;
7. Headlight:
8. Washer reservoir windscreen;
9. Oil filter:
10. Fuel pump:
11. Engine oil level indicator:
12. Ignition distributor:
13. Clutch fluid reservoir:
14. Radiator;
15. Engine:
16. Air filter;
17. Battery:
18. Relay of a control lamp of a charge of the storage battery;
19. Clutch housing:
20. Intake pipe of mufflers;
21. Rear suspension spring:
22. Rear shock absorber:
23. Fuel tank:
24. Rear light:
25. Light reflector reflector:
26. Main muffler:
27. Tool bag;
28. License plate lamp;
29. Reversing light;
30. Jack:
31. Spare wheel:
32. Instrument box:
33. Rear brake:
34. Longitudinal jet rods of the rear suspension;
35. Rear axle:
36. Back seat:
37. Rear propeller shaft:
38. Additional muffler:
39. Intermediate support of the cardan transmission;
40. Front shaft cardan transmission:
41. Wheel;
42. Front seat:
43. Parking brake lever;
44. Gear lever
45. Gearbox:
46. Clutch pedal:
47. Wheel brake pedal;
48. Throttle valve drive pedal;
49. Front brake.
Exterior of the VAZ 2102
1. Plafond:
2. Buttons for blocking door locks:
3. Swivel glass locking lever:
4. Windshield washer pump:
5. Block of switches;
6. Steering wheel;
7. Instrument panel:
8. Heating and ventilation control levers;
9. Deflectors for heated windshield;
10. Windscreen wiper:
11. Windscreen washer jet:
12. Heater:
13. Throttle valve pedal:
14. Brake pedal:
15. Clutch pedal:
16. Gear shift lever;
17. Lever hand brake:
18. Back seat in reclined and normal positions;
19. Backrest of the rear seat in the reclined and normal positions;
20. Spare wheel;
21. Rear light;
22. Fuel tank;
23. License plate lamp;
Engine VAZ 2101/2102
The cars are equipped with four-cylinder, four-stroke carburetor engines with different cylinder volumes. The engine complete with clutch and gearbox forms the power unit and is mounted on the vehicle on three elastic mounts. Supports are perceived as mass power unit and the loads arising from starting the car from a standstill, acceleration and braking. The suspension design of the power unit ensures minimal engine vibrations and eliminates the transmission of engine vibrations to the body. Two front mounts 37 attach the engine to the cross member of the front suspension of the car, and the rear 39 to the cross member of the rear engine mount. Cylinder block. The engine cylinders are combined with the upper part of the crankcase and represent a single casting - cylinder block 14.
It is the basic part of the engine and is used for installation and fastening of mechanisms, apparatus and auxiliary units of the engine. The block is cast from special low-alloy cast iron. Coolant passages are made along the entire height of the cylinders, which improves the cooling of the pistons and piston rings and reduces the deformation of the feeder from uneven heating. The cylinders of the block are subdivided in diameter by 0.01 mm into five classes, designated by the letters A, B, C. D, E. The cylinder diameters corresponding to these classes are as follows, mm: Class Bore of engines 2101, 2103 А 76,000-76.010 В 76,010 -76, 020 C 76.020-76.030 D 76.030- 76.040 E 76.040-76.050 Bore of engines 21011 79.000-79.010 79.010-79.020 79.020-79.030 79.030-79.040 79.040-79.050 The class of the cylinder is indicated on the lower plane of the block against each cylinder. The cylinder and the associated piston must be of the same grade.
During repair, the cylinders can be bored and honed for an increased piston diameter (by 0.4; 0.8 mm), taking into account the provision of a clearance between the piston and the cylinder of 0.06-0.67 mm. To repair the crank mechanism, parts of repair sizes are produced: pistons and piston rings, increased in diameter by (1.4 and 0.6 mm: liners of main and connecting rod bearings for crankshaft journals, reduced in diameter by 0.25; 6 , 5; 0.75 and 1.00 mm. In the lower part of the cylinder block there are five main bearings of the crankshaft with thin-walled steel-aluminum liners. The bearings have removable covers 2, which are attached to the block with self-locking bolts. Holes for the crankshaft bearings in the cylinder block are machined complete with covers. Therefore, the bearing covers are not interchangeable and marks are made to distinguish them on their outer surface. Bearing supports and their corresponding covers are counted from the front end of the cylinder block. In the rear support there are sockets for installing thrust half rings 36 that keep the crankshaft from axial movements . the value of the axial clearance of the crankshaft when assembling the engine is ensured within lax 0.06-0.26 mm. If in operation the gap exceeds the maximum permissible (0.35 mm), it is necessary to replace the thrust half rings with new ones or repair ones, increased by 0.127 mm.
It should be borne in mind that the grooves on one side of the half rings must face the thrust surfaces of the crankshaft. Since October 1981, a front steel-aluminum half-ring has been installed on the engines, and the rear one is a metal-ceramic (yellow), impregnated with oil. In the front part of the cylinder block there is a cavity for driving the gas distribution mechanism. This cavity is closed by a cover 8. From the rear side, a rear oil seal holder 35 is attached to the cylinder block. Self-tightening seals are installed in cover 8 and holder 35. On the left side of the block there is a roller 12 for the drive of the oil pump, the ignition distributor and fuel pump... Rolled steel-aluminum bushings 48 are pressed into the holes for the roller bearings.
Their joint processing in the block ensures the required accuracy of the bearings. When checking technical condition block and repair, it is necessary to ensure the coincidence of the lubrication hole in the front bushing with the channel in the cylinder block. The cylinder head 15 is common to four cylinders. cast from an aluminum alloy, has wedge-shaped combustion chambers. On the left side, at the front and rear of the cylinder head, there are channels for oil drainage into the oil sump. Valve seats made of special cast iron are pressed into the head to provide high shock resistance. The intake seat is larger than the exhaust seat. The working chamfers of the seats are machined after the press-in assembly with the cylinder head to ensure exact alignment of the chamfers with the valve guide bore holes. The valve guides are also made of cast iron and pressed into the cylinder heads with an interference fit. The holes in the guide bushings have spiral grooves for lubrication. The inlet valve bushings are grooved to half the bore length, and the exhaust valve bushings are grooved along the entire bore length.
To reduce the penetration of oil into the combustion chamber through the gaps between the sleeve and the valve stem, oil deflector caps made of oil-resistant rubber are used. Between the head and the cylinder block there is a gasket made of asbestos material on a metal frame and impregnated with graphite. The gasket has a mild steel border around the cylinder bores. The bore of the oil supply channel to the camshaft is edged with copper tape. To prevent the gasket from sticking to the block and cylinder head, it is recommended to rub it with graphite before assembly. The cylinder head is attached to the cylinder block with eleven bolts. For an even and tight fit of the head to the cylinder block and to avoid warpage, the bolts must be tightened on a cold engine in two steps using a torque wrench and in a strictly defined sequence 1 from the center to the periphery to the left and to the right alternately).
In the first step, the tightening is carried out in advance - the tightening torque is approximately 39.2 Nm (4 kgf m). In the second step, the final tightening is carried out with a torque of 112.7 N "m (11.5 kgf-m) for the main ten bolts and a torque of 37.24 Nm (3.8 kgf-m) for the main ten bolts and a torque of 37.24 Nm (3.8) of tightening approximately 39.2 Nm (4 kgf-m). 60 second step is the final tightening torque 112.7 N "m (1" "kgf-m) for the main ten bolts and a torque of 37.24 Nm (kgf-m) for the bolt on the tide near the ignition distributor. The cylinder head mounting bolts should be tightened after the first 2000-ZOOS) km, and later after removing the cylinder head or when signs of gas breakthrough or coolant leakage between the block and the cylinder head appear. Pistons 20 are made of aluminum alloy and tin plated for improved run-in performance. The piston skirt is oval in cross-section, with the major axis of the oval being perpendicular to the axis of the piston pin. In height, the piston has a conical shape: in the upper part it has a smaller diameter than in the lower one. In addition, steel thermo-regulating plates are embedded in the piston bosses. All this is done to compensate for the uneven thermal deformation of the piston during operation in the engine cylinders, which occurs due to the uneven distribution of the metal mass inside the piston skirt. The piston bosses have holes for the oil to pass to the piston pin. The hole for the piston pin is offset from the axis of symmetry by 2 mm to the right side of the engine. This reduces the possibility of piston knocking when going through b. m. t. For the correct installation of the piston in the cylinder near the hole under the piston pin there is a mark "P".
The piston must be installed in the cylinder with the mark facing the front of the engine. Pistons, like cylinders, are subdivided into five classes every 0.01 mm by outer diameter and are individually matched to each cylinder. According to the diameter of the bore for the piston pin, the pistons are divided every 0.064 mm into three categories, designated by the numbers 1, 2, 3. The class of the piston (letter) and the category of the hole for the piston pin (number) are stamped on the piston crown. Pistons by weight in one and the same engine are selected with a maximum permissible deviation of + 2.e g. The piston pin is steel, cemented, of tubular section, pressed into the upper connecting rod head with an interference fit and rotates freely in the piston bosses. Piston pins, like the holes in the piston bosses, are subdivided into three categories in terms of outer diameter through 0.bb4 mm. The category of the finger is marked on its end with the corresponding color: blue - the first category, green - the second, red - the third.
Assembled pin and piston must belong to the same category. Piston rings 19. 21 and 22, which provide the necessary cylinder sealing, are made of cast iron. The piston has two compression (sealing) rings that seal the gap between the piston and the cylinder and remove heat from the piston. and one oil scraper, which prevents oil from entering the combustion chamber. The rings are pressed against the cylinder wall by forces of inherent elasticity and gas pressure. The upper compression ring 22 operates under conditions of high temperature, corrosive effects of combustion products and insufficient lubrication, therefore, to increase wear resistance, its outer surface is chrome-plated and has a barrel-shaped generatrix to improve running-in performance. The lower compression ring 21 of the scraper type (has a groove along the outer surface), phosphated, also performs an additional function of the oil flushing ring. The ring must be installed with a point downwards, otherwise oil consumption and carbon formation in the combustion chamber increase. The oil scraper ring 19 has slots for oil removed from the cylinder and an internal coil spring - an expander, which provides additional pressing of the ring to the cylinder wall. Connecting rods 46 - steel, forged with an I-section rod, the connecting rod head is separable; the connecting rod bearing shells are installed in it. The lower head cover is secured with two bolts and self-locking nuts. The connecting rod is processed together with the cover, and therefore, during assembly, the available numbers on the connecting rod and the cover must be the same and be on the same side. Until 1996, the connecting rods had a hole at the transition of the lower connecting rod head to the rod for supplying oil to the cylinder walls. The crankshaft 1 is cast from cast iron and is the main power enamel that perceives the action of gas pressure and inertial forces. Shaft material is fatigued. An increase in fatigue strength is achieved by a large overlap of the main and connecting rod journals, the presence of five supports (full support), surface hardening of the journals with high-frequency currents to a depth of 2-5 mm, specially made smooth transitions between the journals and cheeks, careful processing of stressed places. Grease from the main bearings to the connecting rod is supplied through the drilled channels, which are closed with cap plugs.
The front and rear ends of the crankshaft are sealed with self-tightening rubber seals. The rear end of the crankshaft has a socket for front bearing input shaft of the gearbox. Flywheel 34 is cast from cast iron and has a pressed-on steel toothed rim for starting the engine with a starter. The flywheel is attached to the rear end of the crankshaft with six bolts, under which a common steel washer is installed. The flywheel is centered on the outer diameter of the gearbox input shaft bearing. the flywheel is installed on the crankshaft so that the mark (a tapered hole near the toothed rim of the flywheel) and the axis of the connecting rod journal of the first cylinder are in the same plane and on one side of the axis of the crankshaft. The liners of the main and connecting rod bearings are thin-walled, bimetallic, steel-aluminum. The shells of each main or connecting rod bearing consist of two halves. The liners are held from turning over by a protrusion that fits into the groove of the connecting rod or main bearing. All connecting rod bushings are the same and interchangeable. The shells of the first, second, fourth and fifth main bearings are identical and interchangeable, they have a groove on the inner surface (since 1987, the lower shells of these bearings are installed without a groove). The gas distribution mechanism ensures that the engine cylinders are filled with a combustible mixture and the exhaust gases are released in accordance with the cylinder operating order and valve timing adopted for the engine. The parts of the gas distribution mechanism include: a camshaft, valves and guide bushings, springs with fastening parts, valve drive levers. The gas distribution mechanism is driven from the driving sprocket 49 of the crankshaft by a double-row roller chain 46. The camshaft is guided by opening and closing the valves, cast iron, with hardened high-frequency currents, rubbing surfaces of the cams. From 1982 to 1984, together with the manufacture of 15 levers from 40X steel, the camshafts were nitrided to increase wear resistance instead of high frequency quenching. As a result of saturation of the metal surface with nitrogen and partially carbon, a hardened layer is obtained, which provides increased corrosion resistance, wear resistance, and high resistance to alternating loads. The hardened layer consists of a zone of chemical compounds up to 20 μm thick and a diffusion zone of a solid solution of nitrogen and carbon in d-Fe up to 0.5 mm deep. Since 1985, the camshafts have been stopped with chipped cams.
These shafts have a distinctive hex collar between the 3rd and 4th cams. The bleaching process consists in the electric arc melting of surfaces, as a result of which a layer of so-called "white" cast iron is formed, which has a high hardness. A driven sprocket 43 is attached to the front end of the camshaft with a central bolt. The camshaft rotates on five bearings in a special housing 26 (see Fig. 3), mounted on the cylinder head at nine points. From axial movements, the camshaft is held by a controversial flange placed in the groove of the front bearing journal of the shaft. The thrust flange is attached to the camshaft bearing housing by two studs with nuts. Grease is supplied to the rubbing surfaces of the camshaft * from the oil line through a groove on the central bearing journal, through drilling along the shaft axis and holes on the cams and journal journals. The valves (inlet and outlet), which are used to periodically open and close the openings of the inlet and outlet channels, are located in the cylinder head obliquely in one row.
The intake valve head has a larger diameter for better filling of the cylinder, and the working chamfer of the exhaust valve, operating at high temperatures in an aggressive exhaust gas environment, has a heat-resistant alloy overlay. Besides, Exhaust valve made of composite: a rod of chromium-nickel-molybdenum steel with better wear resistance to friction and thermal conductivity to remove heat from the valve head to its guide sleeve, and the head is made of heat-resistant chromium-nickel-manganese steel. The inlet valve is made of chromium-nickel-molybdenum steel. Springs (outer 10 and inner I) press the valve against the seat and do not allow it to come off the actuator lever. The lower ends of the springs rest on two support washers. The upper support plate 13 of the springs is held on the valve stem by two rusks 12, which are folded in the shape of a truncated cone. Levers 15 are steel, transmit the force from the camshaft cam to the valve. The lever at one end rests on the spherical head of the i7 adjusting bolt, and the other, which has a special groove to hold the lever on the valve, on its end. Adjusting bolt 17 is screwed into sleeve 21, which in turn is screwed into the cylinder head. The adjusting bolt is secured with a lock nut 18.
Accessory drive. Auxiliary engine units. Such a mechanism is driven from the crankshaft using a chain drive, which is located in the front cavity of the cylinder block and is closed by a cover. The chain transmission consists of a double-row sleeve-roller chain 46, a driving sprocket 49 mounted on the crankshaft, a driven sprocket 45 of the accessory drive, a driven camshaft sprocket 43, a chain damper 44 and a tensioner 61 with a shoe 60. The tensioner shoe and the chain damper have a steel frame with vulcanized rubber layer. By loosening the lock nut 55, the chain is tensioned by the shoe 60_, which is acted upon by the springs 52 and 57 through the plunger 59. The tensioner shoe rotates around the fastening bolt. After tightening the nut 55, the rod 53 is clamped by the collets of the cracker 54, as a result of which the spring 52 of the chain tensioner is blocked. When the engine is running, only the middle spring 57 acts on the plunger 59. Due to a gap of 0.2 mm in the tensioner mechanism, it compensates for chain oscillation. The chain damper 44 dampens the vibrations of the driving chain. The chain will stretch when the engine is running. It is considered to be operational if the tensioner provides its tension, i.e. if the chain is not more than 4 mm long. The length of the chain is checked on a device that has two rollers with a diameter of 51.72 + 0.01 mm, on which the chain is put on, applying a force of 150 N (15 laic) to one of the rollers, the distance is measured by the axes. The chain is replaced if this distance is 490 mm for engines 2101 and 21611 or 49 *. 5 mm for engines 2103. "The roller 26 of the drive of the oil pump, the ignition distributor and the fuel pump is installed along the engine and has two bearing journals, a helical gear and an eccentric 25, which drives the fuel pump through a pusher.
The roller is cast from cast iron, the surface of the eccentric is hardened by high-frequency currents to a depth of 21-0.5 mm. There is a hole along the axis of the roller for supplying oil from the front support to the outer one. The clearances of the mesh with the bushings and the bearing journals of the drive shaft of the oil pump and the ignition distributor must correspond to the front support - "6.0464.091 mm, yw of the rear O * MO-0.080 mm; the maximum allowable clearance for both supports is 0.15 mm. Helical gear wheel the roller 26 is in engagement with the gear 27, which drives the ignition distributor and the oil pump. The gear 27 is installed vertically. It rotates in a sintered bushing pressed into the cylinder block. A slotted hole is made in the gear, and which includes the spline ends of the distributor rollers and The oil pump is installed on the upper plane of the cylinder block and is attached to it with a steel plate. The oil pump is bolted to the lower plane of the cylinder block. Engine operation. the course and release of exhaust gases.
These strokes are carried out in two revolutions of the crankshaft. those. each stroke takes half a revolution (180) of the crankshaft. The inlet valve starts to open ahead of time, i.e. to the approach of the piston to the top. Dead point (v. m. t.) at a distance corresponding to 12 turns of the crankshaft to v. m. t. This is necessary so that the valve is fully open when the piston goes down, and as much fresh fuel mixture as possible flows through the fully open inlet. the inlet valve closes with a delay, i.e. after the piston passes the bottom dead center (n.m. t.) at a distance corresponding to 40 turns of the crankshaft after n. m. t. Due to the inertial pressure of the jet of the sucked-in combustible mixture, it continues to flow into the cylinder when the piston has already begun to move upward, and thus provides a better filling of the cylinder. Thus, the intake practically occurs during the crankshaft rotation of 232. The exhaust valve begins to open even before the complete end of the working stroke, before the piston approaches n. m. t. at a distance. corresponding to 42 turns of the crankshaft BC m. t. At this moment, the pressure in the cylinder is still quite high, and the gases begin to intensively flow out of the cylinder, as a result of which their pressure and temperature drop rapidly. This significantly reduces engine performance during exhaust and protects the engine from overheating. The release continues after the piston passes through. m., i.e. when the crankshaft turns 10 after c. m. t. Thus, the duration of the issue is 232.
There is such a moment (22 turns of the crankshaft about v.m. tJ when both valves - intake and exhaust are open at the same time. This position is called valve overlap. Due to a short period of time, valve overlap does not lead to the penetration of exhaust gases into the intake manifold, but, on the contrary, the inertia of the exhaust gas flow causes the fuel mixture to be sucked into the cylinder and thus improves its filling. opening and closing valves with crankshaft angles (ie, ensure correct valve timing), there are marks 48 and 42 on the crankshaft and camshaft sprockets, as well as 47 on the cylinder feed and 41 (projection) on the camshaft bearing housing shaft. If the valve timing is set correctly, then with the piston position four of the second cylinder in v. m.t. at the end of the compression stroke, mark 41 on the camshaft bearing housing should coincide with mark 42 on the camshaft sprocket, and mark 48 on the crankshaft sprocket with mark 47 on the cylinder block. When the camshaft drive chamber is covered with a cover, the position of the crankshaft can be determined by the marks on the crankshaft pulley and the camshaft drive cover. When the piston of the fourth cylinder is in v. m. t. mark 62 on the pulley must coincide with mark 65 on the camshaft drive cover. Non-coincidence of marks on one or two chain links leads to the valves hitting the piston and engine failure.
To provide normal work the engine, the clearances between the cams and the levers of the valve drive are set equal to 0, 1.5 mm on a cold engine. These clearances are necessary in order to ensure the correct operation of the gas distribution mechanism during thermal expansion of parts on a running engine, (the deviation of the clearances for different valves on one engine should not exceed 0.02-0.03 mm. If the clearances differ from the specified value, then valve timing is distorted: with an increased clearance, the valves open with a delay and close ahead of time, and if there is insufficient clearance, they open ahead of time and close with a delay. and the valve drive levers are set as follows: by turning the crankshaft clockwise until the mark 42 on the camshaft sprocket matches the mark 41 on the bearing housing, which corresponds to the end of the compression stroke in the fourth cylinder, set the clearance at the exhaust valve of the fourth cylinder (eighth cam) and vp acceleration valve of the third cylinder (sixth cam).
Then, sequentially turning the crankshaft 180, set the valve clearances of the remaining cylinders in order. To set the required clearance, you should: holding the lever adjusting bolt 17 with a wrench, loosen the bolt locknut with another wrench, insert a 6.15 mm thick dipstick between the lever and the camshaft cam and a wrench; tighten or unscrew the adjusting bolt 17 followed by tightening the locknut until when the locknut is tightened, the dipstick will not enter with slight pinching.
Side view of the VAZ 2101/2102 engine
1. Crankshaft;
2. Cover of the first main bearing;
3. Crankshaft sprocket;
4. Crankshaft pulley;
5. Key of pulley and crankshaft sprocket;
6. Ratchet;
7. Front crankshaft oil seal;
8. Cover of the drive of the gas distribution mechanism;
9. Alternator pulley;
10. Sprocket for the drive of the oil pump, fuel pump and ignition distributor:
11. Belt drive fan, coolant pump and generator;
12. Roller drive oil pump, fuel pump and ignition distributor;
13. Fan of the engine cooling system;
14. Cylinder block:
15. Cylinder head;
16. Chain of the drive of the gas distribution mechanism;
17. Cylinder head cover gasket:
18. Camshaft sprocket; 19. Oil scraper ring;
20. Piston;
21. Lower compression ring;
22. Upper compression ring:
23. Mounting lug on the camshaft bearing housing;
24. Outlet valve;
25. Inlet valve:
26. Camshaft bearing housing;
27. Camshaft;
28. Valve drive lever;
29. Oil filler neck of the cylinder head cover;
30. Cylinder head cover;
31. Sensor of the gauge of temperature of the coolant;
32. Spark plug;
33. Piston pin;
34. Flywheel with toothed rim assembly;
35. Crankshaft rear oil seal holder;
36. The thrust half ring of the crankshaft;
37. Front engine mount;
38. Rear engine mount;
39. Front cover of the clutch housing;
40. Oil sump;
41. Front support bracket;
42. Front support spring;
43. Buffer cushion front support;
44. Front support rubber cushion;
45. Oil level indicator;
46. Connecting rod with a cover, assy;
47. Oil sump drain plug:
48. Bushings for the drive shaft of the oil pump, fuel pump and ignition distributor.
Front view of the VAZ 2101/2102 engine
1. Connecting rod cover;
2. Connecting rod insert;
3. Connecting rod;
4. Starter;
5. Heat-insulating starter shield;
6. Exhaust manifold:
7. Inlet pipe;
8. Drainage tube of the inlet pipe;
9. Fitting of a tube for draining the coolant;
10. Outer valve spring;
11. Internal valve spring;
12. Valve cracker;
13. Spring plate:
14. Oil deflector cap;
15. Valve drive lever;
16. Spring of the valve drive lever;
17. Valve adjusting bolt:
18. Adjusting bolt locknut;
19. Ignition distributor;
20. Stop plate of the valve lever spring;
21. Bushing of the adjusting bolt;
23. Valve seat;
24. Piston;
25. Eccentric for driving the fuel pump:
26. Roller drive oil pump, fuel pump and ignition distributor;
27. Gear wheel of the drive of the oil pump and the ignition distributor;
28. Fuel pump:
29. Oil filter fitting:
30. Oil filter:
31. Gasket;
32. Oil pump roller:
33. The axis of the driven gear wheel of the oil pump;
34. Oil pump housing;
35. Drive gear of the oil pump:
36. Spring of the pressure reducing valve;
37. Reducing valve of the oil pump;
38. Oil pump cover:
39. Driven gear of the oil pump:
40. Oil pump inlet pipe;
41. Mounting lug on the camshaft bearing housing;
42. Alignment mark on the camshaft sprocket;
43. Camshaft sprocket:
44. Chain damper:
45. Sprocket drive oil pump, fuel pump and ignition distributor;
46. Camshaft drive chain:
47. Installation mark on the cylinder block;
48. Alignment mark on the crankshaft sprocket;
49. Crankshaft sprocket;
50. Limiting finger;
51. Chain tensioner housing:
52. Chain tensioner spring;
53. Tensioner rod;
54. Clamping cracker rod;
55. Cap nut;
56. Spring ring;
57. Plunger spring;
58. Plunger retaining ring;
59. Tensioner plunger;
60. Tensioner shoe;
61. Tensioner;
62. Mark vmt. on the crankshaft pulley:
63. Ignition advance mark on O ":
64. Ignition advance mark by 5 ";
65. Ignition advance mark by 10 ".
Lubrication system VAZ 2101/2102
The engine lubrication system is combined: under pressure and spray. Under pressure, the main and connecting rod bearings, the camshaft bearings, the pinion bushings and the drive shaft of the oil pump and the ignition distributor are lubricated. The oil flowing out of the clearances and splashed by moving parts lubricates the cylinder walls, pistons with piston rings, piston pins in the piston bosses, the timing chain, valve drive arm supports, and valve stems in their guide bushings. Lubrication system capacity 3.75 liters. The oil level is controlled by the marks on the indicator 5.
Normal oil pressure is 0.35-0.45 MPa (3.5-4.5 kgf / cm *) at a crankshaft speed of 5600 rpm. The minimum pressure must be at least 0.08 MPa (0.8 kgf / cm "). The lubrication system includes: oil pump 10, inlet pipe with a filter mesh attached to the pump casing, full-flow oil filter 6 installed on the left front side of the engine; reduction an oil pressure valve built into the inlet pipe, gauge and oil pressure warning lamp sensors 29. Oil circulation during engine operation is as follows: The oil pump 10, driven by a pair of gearwheels with helical teeth, sucks oil out of the crankcase through the filter mesh of the inlet pipe and feeds it through channel 11 to full-flow filter 6.
The filtered oil through channel 12 enters the longitudinal main channel 28, which runs along the block on the left side, and from there, through the channels 16 drilled in the baffles of the cylinder block, it is supplied to the crankshaft main bearings. The oil is supplied to the central camshaft bearing through channels drilled in the cylinder block 27, in the cylinder head 26 and in the camshaft bearing housing. The cylinder head gasket has a copper-edged hole through which oil flows from the block port 27 to the head port 26. Each liner of the first, second, fourth and fifth main bearings has two holes through which oil enters the annular grooves on the inner surfaces of the liners.
From the grooves, part of the oil goes to lubricate the main bearings, and the other part goes through the channels 2.drilled in the journals and cheeks of the crankshaft, to connecting rod bearings, and from them, through the holes in the lower heads of the connecting rods, a jet of oil enters the cylinder mirrors at the moment the bearing hole coincides with the channel in the connecting rod journal. Since 1990, connecting rods have been manufactured without a hole in the lower head, and no oil is supplied from it to the cylinder walls. Oil that has passed to the central support of the camshaft through the annular groove 21 in the support journal enters the main channel 20 of the camshaft, and from the channel through the holes in the cams and support journals to the working surfaces of the cams, levers and shaft supports. Oil from the first bearing of the oil pump drive shaft 17 and the ignition distributor flows through a channel drilled in the shaft itself to the second bearing. Oil is supplied to the bushing of the gear wheel of the oil pump drive and the ignition distributor through a separate channel 13 from the cavity in front of the oil filter.
The rest of the parts are lubricated by splash and gravity. The oil pump (see Fig. 4) is a gear type, installed inside the crankcase and attached to the cylinder block with two bolts. The drive gear of the pump is fixed on the roller immovably, and the driven gear rotates freely on an axis pressed into the pump housing. Oil enters the pump through the oil intake pipe, passing through the filter mesh. A pressure reducing valve is built into the body of the oil inlet pipe. When the pressure in the lubrication system rises above the permissible value, the oil squeezes the pressure reducing valve, and the excess oil is bypassed from the pressure cavity into the oil receiver cavity. The pressure at which the pressure reducing valve is actuated is provided by a spring of appropriate elasticity installed at the factory. This pressure is not regulated. The oil filter is screwed onto the fitting and pressed against the annular shoulder on the cylinder block.
The tightness of the connection is ensured by a rubber gasket installed between the filter cover and the block shoulder. The filter has an anti-drain valve 9, which prevents oil from leaking out of the system when the engine is stopped, and a bypass valve 7, which is activated when the filter element is clogged and bypasses oil in addition to the filter into the main channel 28. Oil filtration is performed by paper element 8. Engine crankcase ventilation. The ventilation of the crankcase is closed, forced type, does not allow an increase in pressure in the crankcase due to the penetration of exhaust gases into it.
Blow-by gases are sucked into the manifold 30 of the air filter 42 through the oil separator 34, the exhaust hose 32 with a flame arrester 31. From the manifold 30, gases can go in two ways: directly into the air filter 42, as well as through the hose 41, the spool 36 on the axle throttle into the throttle space of the carburetor. With an increase in the crankshaft speed when the throttle valve is opened, the spool 36 turns and opens an additional path for crankcase gases through the groove in the spool.
Diagram of the engine lubrication system VAZ 2101/2102
1. Channel of oil supply to the crankshaft main bearing;
2. Oil supply channel from the main bearing to the connecting rod;
3. Oil sump;
4. Crankshaft;
5. Oil level indicator;
6. Oil filter:
7. Bypass valve;
8. Filter element;
9. Anti-drain valve;
10. Oil pump;
11. Channel of oil supply from the pump to the filter;
12. Horizontal channel for supplying oil to the oil line;
13. Channel in the cylinder block for oil supply;
14. Front crankshaft oil seal;
15. Channel in the crankshaft journal;
16. Oil supply channel from the oil line to the main bearing;
17. Roller drive oil pump and ignition distributor;
18. Hole in sprocket for chain lubrication;
19. Camshaft sprocket;
twenty. . Main channel in the camshaft;
21. Annular groove on the middle bearing journal of the camshaft;
22. Channel in the camshaft cam;
23. Oil filler cap;
24. Channel in the camshaft journal;
25. Camshaft bearing housing;
26. Inclined channel in the cylinder head for supplying oil to the gas distribution mechanism;
27. Vertical channel in the cylinder block for supplying oil to the gas distribution mechanism;
28. Main channel in the cylinder block;
29. The sensor of the control lamp and the oil pressure indicator:
30. Exhaust manifold for crankcase ventilation;
31. Flame arrester;
32. Exhaust hose;
33. Oil separator cover;
34. Oil separator;
35. Oil separator drain pipe;
36. Spool on the throttle axis of the primary chamber of the carburetor;
37. Calibrated hole;
38. Inlet pipe;
39. Throttle valve;
40. Carburetor;
41. Hose for suction of crankcase gases into the throttle space of the carburetor;
42. Air filter;
43. 1. Scheme of crankcase ventilation;
44. 11. Operation of the carburetor spool device;
45. III. At low engine speed;
46. IV. At an average engine speed.
Cooling system VAZ 2101/2102
The engine cooling system is liquid, closed type, with forced circulation of liquid. The system capacity is 9.85 liters, including the body heating system. The cooling system consists of the following elements: a coolant pump 36, a radiator, an expansion tank 8. pipes and hoses. fan 19, cooling jackets of the block and the cylinder head.
When the engine is running, the liquid heated in the cooling jackets enters through the outlet 6 through hoses 5 and 7 into the radiator or thermostat, depending on the position of the thermostat valves. Next, the coolant is sucked in by the pump 36 and supplied again to the cooling jacket. The cooling system uses a special liquid Tosol A-40 - an aqueous solution of Tosol-A antifreeze (concentrated ethylene glycol with anticorrosive and antifoam additives with a density of 1.12-1.14 g / cm *), Tosol A-40 blue with a density of 1, 078- 1.085 g / cm ", has a freezing point of minus 40" C. Checking the coolant level is carried out on a cold engine (at a temperature of plus 15-20 C) by the level of the liquid in the expansion tank 8, which should be 3-4 mm above the "MIN" mark. The density of the liquid is checked with a hydrometer during vehicle maintenance. With an increase in the density of the liquid and a lower level, distilled water is topped up. At normal density, the liquid of the brand that is in the cooling system is topped up. With a reduced density of the coolant and the need to operate the car in the cold season, the fluid is replaced with a new one. To monitor the coolant temperature, there is a sensor installed in the cylinder head and an indicator in the instrument cluster. Under normal temperature conditions of engine operation, the pointer arrow stands at the beginning of the red field of the scale within 80-100 C. The transition of the arrow to the red zone indicates an increased thermal mode of the engine, which may be caused by malfunctions in the cooling system (loosening of the pump drive belt, insufficient amount of coolant, thermostat malfunction ), as well as difficult road conditions.
The fluid is drained from the system through the drain holes closed with plugs: one is in the left corner of the lower radiator tank 33, the other is in the cylinder block to the left in the direction of the vehicle. The car's interior heater is connected to the cooling system. The heated fluid from the cylinder head flows through hose 4 through a tap into the heater radiator, and is sucked off by pump 36 through hose 3 and pipe 1. The coolant pump is of a centrifugal type. driven by a crankshaft pulley by a wedge drive belt generator. The pump is attached to the cylinder block on the right side through a gasket with bolts with a tightening torque of 22-27 N "m (2.2-2.7 kgf-m). The pump body 30 and cover 25 are cast from an aluminum alloy. In the bearing cover 24. which locks screw 28. roller 27 is installed. Bearing 24 is two-row, non-separable, without an inner cage.
The bearing is filled with grease during assembly and is not relubricated. An impeller 31 is pressed onto the roller 27 on one side, and on the other, the hub 26 of the pump drive pulley. The end of the impeller, in contact with the sealing ring, is hardened by high frequency currents to a depth of 3 mm. The sealing ring is pressed against the impeller by a spring through a rubber cuff 29. The oil seal is non-separable, consists of an outer brass cage 23, a rubber cuff and a spring. The oil seal is pressed into the pump cover 25. The pump housing has an inlet 32 and a window 22 towards the cylinder block for pumping coolant. At normal tension of the V-belt, its deflection between the pulleys of the pump drive. and a generator under a force of 100 N (10 kgf) should be in the range of 10-15 mm. The fan is four-bladed, made of plastic. The fan blades have a radially variable installation angle and to reduce noise, a variable step along the hub. The fan is installed on the hub 26, which is pressed onto the pump shaft 27. For better efficiency, the fan is housed in a shroud 18, which is bolted to the radiator brackets.
Radiator I expansion tank... A radiator with upper and lower tanks, with two rows of vertical brass pipes and tin-plated cooling plates, is fastened with four bolts to the front end of the body and rests on rubber supports 21. The radiator filler neck 15 is closed with a stopper I and is connected by a hose 10 with a translucent plastic expansion tank 8. The radiator plug has an inlet valve 13 and an outlet valve 12, through which the radiator is connected with a hose to the expansion tank. The inlet valve is not pressed against the gasket (clearance 0.5-1.1 mm) and allows the inlet and outlet of coolant to the expansion tank when the engine is heated and cooled. When a liquid boils or a sharp increase in temperature due to a small throughput, the inlet valve does not have time to release liquid into the expansion tank and closes, disconnecting the cooling system and the expansion tank.When the pressure increases when the liquid is heated to 50 kPa, the outlet valve 12 opens and part of the coolant is discharged into the expansion tank.
The expansion tank is closed with a plug, which has a rubber valve that operates at a pressure close to atmospheric. Thermostat and cooling system operation. The thermostat of the cooling system accelerates the warm-up of the engine and maintains the required thermal mode of the engine. Under optimal thermal conditions, the coolant temperature should be 85 - 95 C. Thermostat 38 consists of a body 43 and a cover 46, which are sealed together with the seat of the main valve 41. The thermostat has an inlet pipe 40 for inlet of cooled liquid from the radiator, a bypass pipe 44 hose 5 for bypassing fluid from the cylinder head to the thermostat and a branch pipe 45 for supplying coolant to pump 36. The main valve is installed in the thermoelement cup. in which the rubber insert 39 is rolled. The rubber insert contains a polished steel piston 47, fixed on a stationary holder. A thermosensitive solid filler is placed between the walls and the rubber insert. The main valve 41 is pressed against the seat by a spring.
On the valve, two posts are fixed, on which a bypass valve 42 is installed, which is biased by a spring. The thermostat, depending on the temperature of the coolant, automatically turns on or off the radiator of the cooling system and bypasses the liquid through the radiator or bypassing it. On a cold engine, when the coolant temperature is below 80 C, the main valve is closed, the bypass valve is open. In this case, the liquid circulates through the hose 5 through the bypass valve 42 to the pump 36, bypassing the radiator (in a small circle). This ensures that the engine warms up quickly. If the temperature of the liquid rises above 94 ° C, the thermostat's thermosensitive filler expands, compresses the rubber insert 39 and squeezes out the piston 47, moving the main valve 41 until it is fully open. The bypass valve 42 closes completely. In this case, the liquid circulates in a large circle: from the cooling jacket through the hose 7 to the radiator and then through the hose 34 through the main valve enters the pump, which is again directed to the cooling jacket. Within the temperature range of 80-94 C, the thermostat valves are in intermediate positions, and the coolant circulates in small and large circles.
The opening value of the main valve ensures gradual mixing of the liquid cooled in the radiator, which achieves the best thermal mode of the engine operation. The temperature of the beginning of the opening of the main thermostat valve should be in the range of 80.6-81.5 C, the valve stroke should be at least 6 mm. Checking the start of opening of the main valve is performed in a water tank. The initial water temperature should be 73-75 C. The water temperature is gradually increased by 1 C per minute. The temperature at which the valve starts opening is taken as the temperature at which the stroke of the main valve is 0.1 mm. The simplest test of the thermostat operation can be carried out by touch directly on the car. With a working thermostat, after starting a cold engine, the lower radiator tank begins to heat up when the arrow of the liquid temperature gauge on the instrument panel is approximately 3-4 mm from the red zone of the scale, which corresponds to a coolant temperature of 80-95 C.
Cooling system diagram
1. A pipe for draining fluid from the heater radiator to the coolant pump:
2. Hose for removing the coolant from the inlet pipe;
3. Hose for drainage of coolant from the heater radiator;
4. Hose for supplying fluid to the heater radiator;
5. Thermostat bypass hose,
6. Cooling jacket outlet:
7. Radiator supply hose.
8. Expansion tank;
9. Tank cap;
10. Hose from the radiator to the expansion tank;
11. Radiator cap;
12. Exhaust (steam) valve plug;
13. Inlet valve;
14. Upper radiator tank;
15. Radiator filler neck:
16. Radiator pipe:
17. Radiator cooling plates;
18. Fan casing;
19. Fan;
20. Pulley for the drive of the coolant pump;
21. Rubber support;
22. Window on the side of the cylinder block for supplying coolant:
23. Oil seal holder;
24. Coolant pump roller bearing;
25. Pump cover;
26. Fan pulley hub;
27. Pump roller;
28. Locking screw;
29. Oil seal collar;
30. Pump casing;
31. Pump impeller;
32. Pump inlet:
33. Lower radiator tank:
34. Outlet radiator hose;
35. Fan belt:
36. Coolant pump:
37. Hose for supplying coolant to the pump;
38. Thermostat:
39. Rubber insert;
40. Inlet branch pipe;
41. Main valve;
42. Bypass valve;
43. Thermostat housing;
44. Bypass hose connection:
45. Branch pipe of a hose for supplying coolant to the pump:
46. Thermostat cover;
47. Piston of the working element;
Power supply system VAZ 2101/2102
The power system includes devices for supplying fuel and air to the carburetor, preparing a combustible mixture and releasing exhaust gases. The power system consists of fuel tank, fuel pump, air filter, carburetor, intake pipe, exhaust manifold, mufflers and pipelines. Fuel cleaning on the car is carried out fuel filters installed on the receiving pipe of the fuel level sensor in the tank, in the fuel pump and the carburetor. Fuel tank 39 steel, welded from two halves. Steel sheets are leaded on the inside. The outside of the tank is painted with black enamel. The capacity of the fuel tank is 39 liters, including a reserve of 4-6.5 liters. The tank is installed in luggage compartment body on the right in the direction of the car on a rubber gasket and is fixed to the body with two clamps tightened with a bolt. The filler neck of the tank is brought out into a niche in the right rear fender and is closed with a blind plug 26 on the thread. To access the plug, you must press the front end of the cover on the wing, which closes the niche.
For ventilation and access to atmospheric air, the fuel tank has a hose 28, which is led out at the second end into the filler neck niche. Fuel trapped in the loop of the ventilation hose when driving on uneven roads forms a liquid seal that prevents the gas from evaporating from the tank. A fuel level sensor 38 is fixed on top of the tank, complete with a branch pipe and a receiving tube 29, equipped with a fuel mesh filter. The tank has a drain plug, for access to which there is an opening in the body floor, closed with a plug. Since 1985, fuel tank drain plugs have not been installed on vehicles. Fuel pipes 1 and 2 are made of galvanized or leaded steel pipes. The fuel lines are connected to each other, with the tank, with the fuel pump, as well as the fuel pump 3 with the carburetor 5, rubber hoses in a cloth braid and secured with clamping clamps with a screw and nut. The fuel lines are fixed to the body with plastic holders.
The openings in the body for the passage of the fuel lines are sealed with rubber plugs. Fuel pump - diaphragm type, mechanically driven; mounted on the left side of the cylinder block, secured on two pins through a heat-insulating spacer 33 and shims 34 and 35. Equipped with a manual fuel pumping lever 22. The pump flow is at least 60 l / h at a swing frequency of 2000 cycles per minute. The pressure developed by the pump is 20-30 kPa. The fuel pump is driven from the eccentric 31 of the oil pump drive shaft and the ignition distributor through the pusher 32. The pump consists of a lower housing 24 with drive levers, an upper housing 9 with valves and nozzles. diaphragm unit and cover 12. The diaphragm unit has three diaphragms: two upper 18 working for fuel supply, one lower 20 - a safety one that works in contact with crankcase oil and prevents fuel from entering the crankcase in case of damage to the working diaphragms.
Distance outer 19 and inner 17 gaskets are installed between the working and safety diaphragms. The outer gasket has a hole for fuel to escape to the outside in case of damage to the working diaphragms. Diaphragms with plates and with an inner spacer 17 are mounted on the stem 21 and secured from above with a nut. The diaphragm assembly is installed between the upper and lower pump casings. A compressed spring is installed on the stem under the diaphragm assembly. The stem 21 is inserted with a T-shaped shank into the slot of the balance bar 25. This design allows, without disassembling the diaphragm unit, to remove it from the engine. In the lower housing 24, on the axis 6, the lever 36 for mechanical fuel supply and the balancer 25 are mounted. In the lower housing, also on the axis with the cam 37, there is a lever 22 for manual fuel pumping, which is returned to its original position under the action of the spring 23. In the upper casing 9 of the pump, textolite hexagonal suction 15 and discharge 8 valves are installed. The valves are springs pressed against the brass seats 7 and 14. The cover 12 is fastened to the top of the body with a central bolt. A plastic strainer 10 is installed between the cover and the body. In the upper body 9 of the pump, the suction 13 and the discharge pipes are pressed in. When the engine is running, the eccentric 31 of the drive shaft through the pusher 32 acts on the lever 36 and turns the balancer 25, which pulls the pump diaphragms down by the rod 21.
In this case, the spring of the diaphragms is compressed even more, a vacuum is created, as a result of which the fuel through the suction valve fills the working cavity (the cavity above the diaphragms). When the eccentric is running from the pusher, the lever 36, the balance bar 25 and the rod with diaphragms are released. The diaphragms, under the action of a compressed spring, create fuel pressure in the working cavity, the suction valve 15 closes, and the fuel is supplied through the pressure valve 8 to the carburetor float chamber. At low fuel consumption, the stroke of the diaphragms will be incomplete; in this case, the stroke of the lever 36 will be partially idle. When manually pumping fuel, the lever 22 is pressed, the cam 37 acts on the balancer 25 and pulls the rod with the diaphragms. Fuel is sucked into the working cavity. When released, the lever and cam under the action of the spring 23 return to their original position, and the diaphragms pump fuel into the carburetor float chamber. When installing the fuel pump on the engine, adjusting shims 34 and 35 are selected so that the minimum protrusion of the pusher 32 above the mating plane of the heat-insulating spacer 33 (taking into account the spacer between the spacer and the fuel pump) is 0.8-1.3 mm. The minimum protrusion of the tappet is set by slowly turning the engine crankshaft. The gaskets are made in three types and have a thickness of 0.30; 0.75 and 1.25 mm. A 0.30 mm thick gasket must always be inserted between the thermal insulation spacer and the cylinder block.
Diagram of the power supply system VAZ 2101/2102
1. Rear tube of the fuel line;
2. Front tube of the fuel line;
3. Fuel pump;
4. Hose from the fuel pump to the carburetor;
5. Carburetor;
6. The axis of the mechanical fuel feed lever;
7. Saddle of the discharge valve;
8. Discharge valve;
9. Upper pump casing;
10. Filter;
11. Discharge branch pipe;
12. Pump cover;
13. Suction pipe;
14. Saddle of the suction valve;
15. Suction valve;
16. Diaphragm plate;
17. Internal spacer;
18. Upper diaphragms;
19. Outer distance strip;
20. Lower diaphragm:
21. Stock;
22. Lever for manual fuel pumping;
23. Lever spring;
24. Lower pump casing;
25. Balancer;
26. Fuel tank cap;
27. Fuel tank air tube;
28. Hose for communication of the fuel tank with the atmosphere;
29. Downpipe;
30. Cylinder block;
31. Eccentric of the oil pump drive shaft and the ignition distributor;
32. Pusher;
33. Heat-insulating spacer of the fuel pump;
34. Gasket of the heat-insulating spacer;
35. Fuel pump gasket;
36. Lever for mechanical pump drive;
37. Cam;
38. Fuel level indicator sensor;
39. Fuel tank;
40. 1. Scheme of the fuel pump;
41. 11. Scheme of installation of the fuel pump.
Carburetor VAZ 2101/2102
Until 1974, carburetors of brands 2101-1107010 were installed on VAZ-2101 and VAZ-2102 cars (the carburetor number is cast on the lower flange of the carburetor). The main data of the carburetors are shown in the table. From 1974 to 1976. (inclusive) carburetors 2101-1107010-02 were installed on these cars and VAZ 21011, from 1977 to 1979 - carburetors 2101-1107010-03. The carburetor 2101-1107010-02 differs from 2101-1107010 in some metering elements. Both carburettors have a float chamber balancing valve. The carburetor 2101-1107010-03 has improved performance in comparison with the above. Reduced toxicity of engine exhaust gases and environmental pollution by gasoline vapors; improved efficiency, acceleration dynamics, engine power and starting qualities. For this, the diameters of the metering elements were changed, the unbalance valve of the float chamber was canceled, as a result of which the evaporation of gasoline from the float chamber into the atmosphere was reduced.
Hole for removing the emulsion from the system idle move located in the throttle body between the first and second mixing chambers, which improves the distribution air-fuel mixture on the cylinders when the engine is idling. A plastic stop sleeve is pressed onto the idle mixture quality screw. Since the second half of 1979, carburetors 2105 -1107010-10 and 2105-1107010-20 have been installed on cars, which are modifications of the Ozone carburetor 2105-1107010. The characteristic differences between these carburetors are the presence of additional devices that optimize the operation of the engine. reducing the emission of toxic substances with exhaust gases by the engine to the norms adopted in Russia and foreign standards. These carburetors have reduced flow sections of the air duct and the small diffuser of the first chamber; small diffusers have pins. This improves mixture formation and distribution of the mixture over the cylinders at medium and full loads.
In connection with the introduction of an autonomous idle system, heating of the system channels was excluded and the design of the throttle valve body was changed. The carburetor 2105-1107010-20 differs from the carburetor 2105-1107010-10 by the presence of a pipe pressed into the throttle valve body, which is connected by a hose to the vacuum regulator of the ignition distributor. Album shows carburetor 2105-1107010-20. Carburetor 2105-1107010-20 emulsion type, two-chamber, with a falling flow. The opening of the throttle valve of the first chamber is carried out from the carburetor control pedal in the body compartment. The carburetor has a balanced float chamber, two main metering systems, a diaphragm starter, a pneumatically driven economizer (econostat), a mechanically driven diaphragm accelerator pump, an autonomous idle system and a second mixing chamber transition system. The carburetor is equipped with a spool valve for crankcase ventilation. The carburetor 2105-1107010-20 consists of three body parts: carburetor body 14, carburetor cover 18 and throttle body 13. The carburetor cover 18 has inlet necks of the first and second mixing chambers, a channel for communicating the cavity of the float chamber with the cavity behind the filtering element of the air filter. An air damper 2 is installed in the cover: a starting device, a needle valve 44, a float 47, a top filter 45. A fuel supply pipe to the float chamber is pressed into the cover. In the cover 18, the body 27 of the trigger device with the cover and the diaphragm 34 is attached, to which the rail is attached; 26. The lever 23 of the air damper 22 is connected by a rod with a rack 26, a telescopic rod 24 with a three-arm lever 30 is an actuator; air damper.
In the cover 18, channels of the economizer (econostat) are made and the emulsion 39, fuel 41 and air 40 jets of the econostat are pressed in. Carburetor cover! fastened to the body 14 with five screws and sealed with a gasket from above with four studs screwed into the cover. the engine air filter is installed. In the carburetor body 14, large diffusers are cast and easily removable small diffusers 19 are installed, manufactured together with the nozzles of 21 main dosing systems and the econostat sprayer. The housing contains channels of the main dosing systems, an autonomous idle system, a transition system, an accelerating pump, a communication channel of a starting device with a throttle space. In the housing 14, a sprayer 38 with an accelerator pump valve is installed. main air nozzles 42. emulsion tubes 43, idle fuel nozzle body 57, fuel nozzle body 17 of the transition system of the second chamber, main fuel nozzles, air nozzle 37 of the idle system, bypass nozzle 50 of the accelerating pump, screw 49 for regulating the fuel supply by the accelerating pump and nozzles of the pneumatic drive of the throttle valve of the second chamber. To the tide of the hull. forming the working cavity of the accelerating pump, the cover of the accelerating pump with the lever 53 and the working diaphragm 55 is fastened with four screws. The three-arm lever 30 and the body of the pneumatic drive of the throttle valve I are attached to the body 14. In the body 13 of the throttle valves, the dampers of the first and second chambers are installed. On the axis 2 of the flaps of the first chamber, the following are installed: lever 1 for driving the throttle valves from the pedal; a lever 5 limiting the opening of the throttle valve of the second chamber; the lever 6 of the connection with the air damper; cam 51 drive the accelerating pump. A spring and a crankcase ventilation spool are installed under the levers of the throttle valve shaft of the first chamber, access to which opens after unscrewing the nut and removing all levers. On the axis of the throttle valve of the second chamber there is a lever 9. rigidly fixed to the axis, and a lever 8 of the throttle valve connected through a spring with the lever 9 and with the rod 7 of the diaphragm of the pneumatic drive.
The lever 9 is provided with a protrusion interacting with the lever pin 5. which, when the throttle valve of the first chamber is abruptly closed, also forces the throttle valve of the second chamber to be forced to close due to the action of the return spring 3. A screw 54 is screwed into the body 13 to limit the closing of the throttle valve of the first chamber. In the body, the channels of the transitional system and the autonomous idle system are made, the seat of the adjusting screw 60, adjusting screws 58 and 60 of the amount of the mixture and the composition (quality) of the mixture of idling of the engine are installed. Screws 58 and 60 are press-fitted with plastic stop sleeves. A branch pipe 59 is pressed into the housing 13, which is connected by a hose to the vacuum regulator of the ignition distributor.
Diagram of the carburetor VAZ 2101/2102
1. Throttle valve drive lever;
2. The axis of the throttle valve of the first chamber,
3. The return spring of the levers,
4. Rod of connection of actuators of air and throttle valves:
5. Lever limiting the opening of the throttle valve of the second chamber.
6. Air damper linkage lever:
7. Pneumatic actuator stem:
8. Lever. connected to the lever 9 through a spring;
9. Lever. rigidly fixed on the throttle valve shaft of the second chamber:
10. The screw for adjusting the closing of the throttle valve of the second chamber:
11. Throttle valve of the second chamber:
12. Openings of the second chamber adapter system:
13. Throttle body:
14. Carburetor body:
15. Diaphragm of the pneumatic drive:
16. Pneumatic throttle valve of the second chamber;
17. Transition system fuel jet housing:
18. Carburetor cover;
19. Small diffuser of the mixing chamber:
20. Well of the main air jets of the main dosing systems:
21. Sprayer;
22. Air damper;
23. Choke axle lever:
24. Telescopic draft of the air damper drive;
25. Cravings. connecting the choke axle lever to the rack;
26. Rack of the starting device;
27. The body of the starting device:
28. Starter cover:
29. Screw for fastening the air damper drive cable:
30. Three-arm lever;
31. Recoil spring bracket;
32. Branch pipe for suction of parterre gases:
33. Adjusting screw of the starting device:
34. The diaphragm of the starting device;
35. Air jet starting device;
36. Channel of communication of the starting device with the throttle space;
37. Idle air jet:
38. Sprayer of the accelerating pump;
39. Emulsion jet economizer (econostat);
40. Econostat air jet:
41. Fuel jet of econostat:
42. Main air jets;
43. Emulsion tube:
44. Needle valve of the float chamber;
45. Fuel filter:
46. Branch pipe for supplying fuel to the carburetor;
47. Float:
48. The main fuel jet of the first chamber:
49. Screw for adjusting the fuel supply by the accelerating pump;
50. Bypass jet of the accelerating pump;
51. Cam of the accelerator pump drive:
52. Return spring of the throttle valve of the first chamber;
53. Lever for driving the accelerating pump:
54. The screw limiting the closing of the throttle valve of the first chamber:
55. Accelerating pump diaphragm:
56. Spring cap;
57. Idle fuel jet housing;
58. The adjusting screw of the composition (quality) of the idle mixture with the restricting sleeve:
59. Connection branch pipe with a vacuum regulator of the ignition distributor:
60. Adjusting screw for the amount of the idle mixture.
The work of the carburetor VAZ 2101/2102
Carburetor operation when starting and warming up a cold engine Due to the low temperature of engine parts and low air speed through the carburetor, mixture formation is significantly impaired. For a reliable engine start, a strong enrichment of the combustible mixture is required, which is provided by the carburetor starting device. When starting a cold engine, close the air damper 17 by pulling the control handle towards itself to failure. In this case, the thrust 21 will take the extreme left position and the slits of the rack 23, and the thrust 4 (see Fig. 8), going down, under the action of turning the three-legged lever 30 will turn the lever 6 and slightly open the throttle valve of the first chamber to the required value. However, the throttle pedal must not be depressed to prevent excess fuel from entering the engine.
When the engine crankshaft is cranked by the starter, the resulting vacuum is transmitted both to the openings of the autonomous idle system and through the slightly open throttle valve 39 (see Fig. 9) of the first chamber to the sprayer of the main dosing system. Under the influence of a vacuum, fuel begins to rapidly flow out of the openings of the idle system and the atomizer. From the openings of the idle system, the fuel comes in the form of an air-fuel emulsion. Air is mixed with the fuel through the air nozzle 26. At the same time, through the communication channel with the throttle space, the vacuum is transmitted to the working cavity of the diaphragm 24 of the starting device, but it is insufficient to overcome the resistance of the diaphragm return spring. When stable flashes appear, the vacuum increases, the diaphragm 24 with the rack 23 is retracted, and the rod 21 opens the air damper 17. At the same time, the lever 30 (see Fig. 8), turning, compresses the spring located in the telescopic rod 24.
The starting device, automatically opening or closing the air damper, does not allow excessive enrichment or depletion of the mixture. As the engine warms up, the choke is fully opened, returning the starter control handle to its original position. The extreme retracted position of the diaphragm 24 (see Fig. 9) is adjusted with the screw 25. With the trigger handle fully extended and manually influencing the rail 23, the air damper should open slightly, and the gap between its lower edge and the wall of the inlet neck should be 5.0- 5.5 mm. When the air damper is fully closed, the throttle valve of the first chamber should open slightly by 0.7-0.8 mm. This gap is adjusted by bending the rod 25 (see Fig. 8). The carburetor starting device must ensure reliable engine start up to a temperature of minus 25 C without preliminary engine preparation.
Carburetor operation at engine idling Stable idling is provided by an autonomous idling system. In modern carburetors, this carburetor system also adjusts the fuel mixture in all engine operating modes. The throttle valves are closed at idle. In this case, the vias of the system are located just above the upper edge of the damper. The air damper is fully open. The vacuum from under the throttle valve of the first chamber is transmitted through the openings of the idle system to the channels of the system. Under the action of a vacuum, fuel enters the emulsion well from the float chamber through the main fuel jet 34 (see Fig. 9). rises to the fuel nozzle 33, mixes with the air supplied through the air nozzle 26, additionally mixes with air. coming through the vias and through the hole regulated by the screw 37, goes under the throttle valve.
Due to the high flow rates of the emulsion through the seat 38, there is a high-quality mixing of fuel with air. In this mode, the vacuum in the small diffuser is insignificant, and fuel from the atomizer of the main metering system does not enter the engine. To regulate the idle speed of the engine, the carburetor has adjusting screws 37 for the quantity and 36 for the composition (quality) of the mixture. To prevent unskilled tampering with the adjustment installed at the factory or service station, plastic limit sleeves are pressed onto the screws. After adjustment at a service station, the engine crankshaft speed should be within 820-900 min "*, the carbon monoxide content in the exhaust gases should be no more than 0.5-1.2" / o. Carburetor operation at throttling modes (at low and medium loads).
Mainly the first mixing chamber operates in throttling modes. The required composition of the combustible mixture is provided by the joint operation of the main dosing system and the idle system. When the throttle valve of the first chamber is opened, the vacuum in the atomizer increases, the fuel in the emulsion well rises, and when it reaches the holes of the emulsion tube 35, it is captured by air entering through the nozzle 19 and is carried away into the atomizer. The vacuum in the mixing chamber is sufficient, so fuel is also drawn from the openings in the idle system. The fuel consumption of both systems is limited by the main fuel jet 34. When the throttle valve is opened to about an angle of 48, the pneumatic actuator begins to open the throttle valve of the second chamber. Fuel also starts to flow out of the sprayer of the main metering system of the second chamber. The absence of dips in the operation of the engine at the beginning of the opening of the throttle valve of the second chamber is ensured by the holes 43 of the transition system, which comes into operation from that moment. In the future, the second camera works in the same way as the first.
Carburetor operation at maximum engine power. At the maximum power mode, the throttle valves of both chambers are fully open: the main dosing systems, the idle system, the transition system are working, as well as when the required vacuum is reached, and the econostat. Due to a slight decrease in vacuum in the channels of the idle system and the transition system with fully open throttle valves, the outflow of fuel from these systems is insignificant. When a sufficient vacuum is reached in the small diffuser of the second mixing chamber, the econostat starts to work, enriching the combustible mixture at full load. Fuel from the float chamber enters through the nozzle 8 of the econostat, mixes with the air coming from the nozzle 6, and then through the emulsion nozzle 10 and the atomizer AND is sucked into the mixing chamber. Accelerating pump operation The accelerating pump operates on the mode of increasing the engine load; the necessary enrichment of the mixture is carried out by injecting an additional portion of fuel into the air flow of the first mixing chamber.
With a sharp increase in load (the throttle valve opens abruptly), the cam of the accelerator pump drive on the damper axis acts on the lever 1, which compresses the spring placed inside the telescopic glass of the working diaphragm 48. When unclenched, the spring moves the diaphragm, providing a smooth prolonged fuel injection through the nozzle 15. Profile the accelerator pump cam provides double injection; the second injection occurs at the beginning of the opening of the throttle valve of the second chamber. The flow of the accelerating pump should be within 5.25-8.75 cm * for 10 full turns (strokes) of the throttle valve drive lever. The flow is regulated by screw 2 of the bypass nozzle 47.
The operation of the pneumatic drive of the throttle valve of the second chamber. At low engine loads, when the throttle valve of the first chamber is open slightly, the vacuum in the diffusers is insufficient for the pneumatic actuator to operate, and under the action of the spring the pneumatic actuator rod is lowered down. As the load increases and the throttle valve of the first chamber is opened, the vacuum in it increases and at a certain moment leads to the movement of the diaphragm mechanism up to its full stroke with the simultaneous twisting of the spring on the axis of the throttle valve of the second chamber. However, the throttle valve of the second chamber remains closed until the throttle valve of the first chamber is open at an angle of approximately 48. When the throttle valve of the first chamber is fully open and the air flow (high crankshaft speed) is high, the throttle valve of the second chamber opens fully.
Regulation of the throttle position of the second chamber occurs automatically, depending on the speed of the engine. When the vehicle speed decreases (with a constant full opening of the throttle valve of the first chamber), the engine speed decreases, the vacuum in the diffusers decreases, and the throttle valve of the second chamber is closed. This improves the mixture formation in the first chamber. When the throttle valve of the first chamber is abruptly closed, the throttle valve of the second chamber is also forcibly closed. Jets 49 and 50 exclude possible oscillation of the pneumatic drive mechanism.
Diagram of the carburetor VAZ 2101/2102
1. Lever of the accelerating pump.
2. The screw for adjusting the fuel supply with the accelerator is set:
3. Plug of the check valve of the accelerating pump.
4. Float chamber.
5. Fuel jet of the transition system of the second chamber:
6. Air jet economizer (econosgata):
7. Air jet of the transition system;
8. Fuel jet of econostat:
9. The main air jet of the second chamber,
10. Econostat emulsion jet;
11. Econostat spray:
12. Sprayer of the main dosing system of the second chamber;
13. Small diffuser of the second chamber;
14. Accelerator pump spray valve:
15. Sprayer of the accelerating pump;
16. Small diffuser of the first chamber;
17. Air damper;
18. Connecting sleeve of the carburetor channels:
19. Main air jet of the first chamber:
20. Air jet starting device:
21. Cravings. connecting the choke axle lever to the starting device rail:
22. The body of the starting device;
23. Rail starting device;
24. Aperture of the starting device:
25. Adjusting screw of the starting device:
26. Idle air jet:
27. Needle valve seat:
28. Needle valve;
29. Fuel filter;
30. Float bracket with stop and tongue;
31. Ball of the damper of the needle valve;
32. Float;
33. Idling system fuel jet:
34. The main fuel jet of the first chamber:
35. Emulsion tube of the first chamber;
36. Adjusting screw for the composition (quality) of the idle mixture:
37. Adjusting screw for the amount of the mixture at idle;
38. Seat of the adjusting screw:
39. Throttle valve of the first chamber:
40. The first mixing chamber;
41. Second mixing chamber:
42. Throttle valve of the second chamber;
43. Fixed holes of the transition system:
44. Emulsion tube of the second chamber:
45. The main fuel jet of the second chamber:
46. Non-return valve accelerating pump:
47. Accelerator pump bypass jet:
48. Accelerating pump diaphragm:
49. Pneumatic drive jet located in the second chamber:
50. Pneumatic drive jet located in the first chamber;
51.1.Scheme of engine operation:
52.11.Scheme of operation of the carburetor chamber at the maximum power of the second throttle valve pneumatic drive:
53. 111. Scheme of the accelerating pump;
54. IV. The scheme of the starting device;
55. V. Diagram of carburetor operation in throttling modes;
56. VI. Diagram of the carburetor idling.
Source of information Site: http://1avtorul.ru/vaz/vaz-2101-2102.html#top2
VAZ 2101 is one of the first mass Soviet cars, which has been produced for two decades. The famous "kopeck" was equipped with a 1.2-liter four-cylinder carburetor engine. The VAZ 2101 gasoline engine has established itself as an unpretentious, economical and easy-to-repair engine that could run on 76 gasoline and lasted more than 20 years on the conveyor without any upgrades.
Specifications
Technical characteristics of the VAZ 2101 engine:
| PARAMETER | MEANING |
|---|---|
| Years of release | 1970 – 1983 |
| The weight | 114 kg |
| Cylinder block material | cast iron |
| Motor power system | carburetor |
| Type of | inline |
| Working volume | 1.2 |
| Power | 59 horsepower at 5600 rpm |
| Number of cylinders | 4 |
| Number of valves | 2 |
| Length of piston stroke | 66 |
| Cylinder diameter | 76 |
| Compression ratio | 8.5 |
| Torque, Nm / rpm | 89 Nm / 3600 |
| Environmental standards | EURO 2 |
| Fuel | Au 76 |
| Fuel consumption | 9.2 l / 100 km combined |
| Butter | 5W30 - 15W40 |
| Oil volume | 3.75 liters |
| When replacing the casting | 3.5 liters |
| Oil change is carried out | 15 thousand km |
| Motor resource - according to the plant - on practice | 125+ 200+ |
The VAZ 2101 engine is installed by VAZ 2101, 2102, 21035, 21041, 21051.
Peculiarities
2101 engines are distinguished by their simple design, which greatly simplified the repair work. The unpretentious power unit in use did not cause any particular problems to its owners and could, with proper care, run 150-200 thousand kilometers.
It was originally designed to run on low-octane fuel, which significantly reduced the owner's operating costs. The engine power of the VAZ 2101 in 59 horsepower was enough to accelerate a compact and light car.
disadvantages
The power unit was developed on the basis of the prototype of the FIAT 124 engine, so it was not devoid of its characteristic shortcomings that worried car owners:
- For example, the use of first generation carburetors has led to an increase in fuel consumption figures. Even in mixed mode, this 1.2 liter engine consumed about 10 liters per 100 kilometers.
- Quite often, there were problems with the ignition, which constantly required adjustment.
- Also, during operation, the valve clearances got lost, which led to problems in the operation of the power unit. As a result, it was necessary to carry out complex and time-consuming repairs with the opening of the valve cover.
Malfunctions
| FAULTS | CAUSES AND REPAIRS |
|---|---|
| The appearance of a loud knock under load, which was audible even with the hood closed. | The problem is caused by a misaligned valve clearance. Repair in this case consists in opening the valve cover of the VAZ 2101 engine and adjusting the clearance. |
| High oil consumption. | This indicates piston wear. Leaks may also appear from under the valve cover. In the first case, a major overhaul is required. |
| Systematic overheating of the motor. | Thermostat or fan is out of order. If the fan is running, the thermostat or water pump must be replaced. |
| From pipes are coming gray smoke. | The reason for this is the failure of the valve seals, guides and bushings. Repair consists in replacing damaged items. |
Tuning
Tuning the VAZ 2101 engine presents certain difficulties. The fact is that the safety margin of the VAZ 2101 engine is not too large, therefore, any interference with the operation of the power unit, and an increase in its power invariably affects the resource.
It is not uncommon for even a relatively simple tuning, which gave an increase of 15-20 horsepower, led to the fact that the engine failed after 10-15 thousand kilometers. That is why the issues of increasing power should be approached as carefully and deliberately as possible. All work must be performed by an experienced minder.
- The tuning option with an increase in volume implies cylinder boring and replacement of pistons with spare parts from older VAZ engines. This kind of work is difficult and can be expensive. It is necessary to bore the cylinders, replace the pistons and the crankshaft. It is often easier to swap the engine by installing the motor from five or.
- The installation of a turbine can be considered exclusively in theory, since this tuning option leads to a rapid failure of the VAZ 2101, the engine of which was tuned using a turbine and a compressor. A motor with an installed turbine has a resource of about 20 thousand kilometers, while the power indicator in rare cases exceeds 100 horsepower. A similar option is used except for cars participating in drag racing, where car owners do not care about the resource of the car, and put only specifications forced motor.
The engine has a working volume of 1.2 liters. This is the minimum volume of the engine, it was installed on almost all VAZ cars. Some argue that Fiat engines were put on a penny. But do not forget that the 2101 engine was actually made on the basis of the motor of an Italian-made car. But the distance between the centers of the cylinders is much greater than that of the Fiat. Due to this, VAZ engineers could, on one basis, make an engine with a different volume. Actually, it was used for motors with a working volume of 1.5, 1.6, 1.3, as well as for Niva cars.
Positive qualities of the engine
The "kopeck" is equipped with a 4-cylinder in-line engine, the camshaft is in the upper part. The drive of the gas distribution mechanism on the "kopeck" is carried out using a chain. If you do not tear the engine too much, then its resource is about 200 thousand km. It is worth noting that several decades ago, tests were carried out of engines that were installed on cars that traveled around the Soviet Union. The tests involved cars that drove through deserts, steppes, in permafrost conditions. Moreover, the motors have traveled more than 200 thousand kilometers. And they have never been exposed. As the tests carried out have shown, they could still serve for a very long time without repair. Their resource turned out to be quite high. At the same time, only the oil recommended by the manufacturer was poured into the VAZ 2101 engine.
Motor maintenance
True, the engine needs to be serviced in a timely manner. In particular, it is picky about the valve clearance. Approximately once every ten thousand kilometers, an adjustment must be made. If this is not done, then a knock will appear, and after warming up, the engine may simply stall. As for the injection system of the penny engine, it also needs adjustments and repairs. It is worth noting that the motor has a lot of shortcomings if you look at it from the point of view of modern technology. About 700 grams of oil is consumed per thousand kilometers. This is a lot. Overheating of the engine also occurs quite often. And the reason for this may lie both in the thermostat and in the liquid pump. Much less often, it lies in the breakdown of the fan. On some, you can still find a cooling system that uses a mechanically driven impeller. Occasionally, a high engine temperature occurs after refueling with very high octane gasoline. On a VAZ 2101 car, you can increase it if you carry out some modernization. This will be discussed below.
Exhaust smoke
If the engine starts to smoke, then, most likely, the oil seals on the valves have been destroyed. Or the guide sleeves are completely worn out. Among the minor faults, one can single out, for example, an incorrect carburetor setting, it creates a too rich mixture. And the saddest breakdown is the destruction of the rings on the pistons. On a car, the engine was originally equipped with a classic contact ignition system. She is very finicky, requires constant care, cleaning contacts, adjusting the gaps. Therefore, many motorists prefer to install. But what kind of engine can I put on a VAZ 2101? The answer to this is one - any! It all depends only on how "golden" your hands are.
Piston group
Fortunately, the motor can be improved by upgrading it. Of course, you will have to get rid of all the shortcomings that are described above. You will also need to acquire the necessary tools and materials, which entails certain financial waste. It would be much easier to install an engine from nine or twelfth, they are more high-speed and powerful. And most importantly - they fit perfectly on the mounts. Of course, you can bore the cylinders to a diameter of 82 millimeters in order to subsequently install the pistons from the Niva car. But pay attention to the fact that the bottom of the pistons is flat. It is best to take these elements from a VAZ 2112 car. Provided that the total stroke is 66 millimeters, this will increase to 1.4 liters. Consequently, the power characteristic of the VAZ 2101 engine will improve significantly.
Tuning nuances
But pay attention to what year the engine of your "penny" was produced. If before 74 years old, then this version with pistons "Niva" can ride. If later, you can install pistons with a maximum diameter of 79 millimeters. In this case, it is advisable to install a crankshaft from a newer model 2103, it is advisable to take the connecting rods from it. But keep in mind that you should not install short cranks.
They increase the force with which the pistons are pressed against the cylinder. Consequently, the reliability of the motor, as well as its resource, deteriorates many times. And when a VAZ 2101 is carried out with your own hands, take into account all the nuances, try to comply with the requirements.
