The power unit of the ZMZ-406 family is a gasoline internal combustion engine manufactured by Zavolzhsky Motor Plant OJSC. Development began in 1992, and the motor entered mass production in 1997. It was the first to use a fuel injection system.
The ZMZ-406 engine was widely used and was installed on cars of the Gorky plant (GAZ-3102, 31029, 3110 and the model range of the Gazelle family).
The flagship of the family was the ZMZ-4062.10 engine with a volume of 2.28 liters and a capacity of 150 "horses".
The power plant ZMZ-4062.10 is intended for a complete set of cars and minibuses. And the motors ZMZ-4061.10 and ZMZ-4063.10 are used for completing trucks of small carrying capacity.
Engine description
The motor was previously designed for the newfangled power and ignition systems, which were controlled by a microprocessor.
This engine was the first to be equipped with four valves per cylinder, with hydraulic pushers and two double chain-driven camshafts. An electronic fuel supply system and electronic ignition were also installed.
The four cylinders are in-line with a water jacket and controlled fuel injection.
The order of the pistons: 1-3-4-2.
ZMZ-406 injector runs on A-92 gasoline. Previously, a carbureted version of the 4061 engine was produced, which ran on 76th gasoline. She had limitations in terms of release.
The unit is unpretentious in maintenance. It has a high degree of reliability. Later, ZMZ-405 and 409 installations were developed on its basis, as well as a diesel version of the engine marked ZMZ-514.
The disadvantages of the engine include the cumbersomeness of the drive of the gas distribution mechanism, which is explained by its low quality of performance and a number of technological flaws.
Technical characteristics of ZMZ-406
This power unit was produced from 1997 to 2008. The cylinder crankcase is made of cast iron, it has an in-line position of the cylinders. The engine weighs 187 kilograms. Equipped with a carburetor fuel supply system or an injector. The piston stroke is 86 millimeters, and the cylinder diameter is 92 millimeters. At the same time, the working volume of the engine is 2286 cubic centimeters and is capable of developing a power of 177 "horses" at 3500 rpm.
Carburetor motor
ZMZ-406 carburetor (402th engine) has been produced since 1996 and managed to establish itself as a simple and reliable unit. This device develops a power of 110 horsepower. The fuel consumption of a car with this engine often depends on the driving style and operating conditions. The power supply system of the carburetor unit is quite reliable. With timely maintenance and normal operation, with the use of high-quality lubricant and gasoline, it can travel up to 500 thousand kilometers without serious damage. Of course, with the exception of the crankshaft bore, which is necessary for this unit every 250 thousand kilometers.
Ignition system
On ZMZ-406 engines, ignition is carried out by igniting the fuel mixture using a microprocessor system. For all operating modes of the engine, the electronics sets the required ignition advance angle. It also performs the function of adjusting the workflow of the forced idle economizer. Due to the operation of this system, the engine is distinguished by its high economic indicators, the exhaust gas toxicity rate is monitored, the detonation moment is excluded and the power of the power unit is increased. On average, a GAZelle car consumes about 8-10 liters of gasoline per 100 kilometers under average loads. However, if you convert it to propane or methane, the "appetite" of the car almost doubles.
Ignition Diagnostic Mode
When the car ignition is turned on, the ZMZ-406 engine diagnostics system automatically starts working (the ZMZ-405 carburetor is no exception). The fact of correct operation of the electronics is signaled by a light sensor. It should go out when the engine is started.
In the event that the diode continues to glow, this indicates a malfunction of the elements and parts of the electronic ignition system. In this case, the damage should be repaired immediately.
Injection motor
In terms of technical characteristics and component parts, the engine with an injection power system does not differ much from the carburetor counterpart of the 405th model.
With proper operation, this unit is no less reliable and practical than with a carburetor, and in addition has its own advantages:
- Stable idle speed.
- Low level of harmful emissions into the atmosphere.
- The efficiency factor of the ZMZ-406 injector is much higher, I do not want an analogue with a carburetor, since the fuel mixture is supplied in a timely manner and in the right amount. Accordingly, the fuel economy is evident.
- Improving fuel economy.
- It does not need a long warm-up of the engine in winter.
The only drawback of the injection motor is the high cost of repair and maintenance of the system.
It is not possible to carry out diagnostic and repair work without special equipment and diagnostic stands. Therefore, it is quite troublesome to carry out an independent repair of the ZMZ-406 engine injector. Often, when a breakdown occurs in the injection system, a motorist has to use the services of specialized centers for servicing fuel equipment, which can be expensive and take quite a long time. In order to encounter this problem as rarely as possible, it is necessary to replace the fuel filters in a timely manner and refuel the car with high-quality gasoline.
Block head
All engine modifications were equipped with one head, which met the requirements of "Euro 2". With the introduction of additional Euro 3 requirements, it has been finalized and improved. It is not interchangeable with the previous model.
In the new head, there are no grooves in the idle system, now their functions are assigned to an electronically controlled throttle. The front wall of the part is equipped with holes for attaching the chain guard, and on the left side there are drips for mounting brackets for the intake system receiver. The part has pressed-in cast iron inserts and valve guides. The latter do not need periodic adjustment, since their drive is carried out using cylindrical pushers with hydraulic compensators. The modernized head ZMZ-406 has decreased in weight by 1.3 kilograms. When installing it on the engine, a metal multilayer head gasket is used.
Cylinder block
By improving the ZMZ-406 engine, the engineers were able to modify the crankcase and modernize the casting process. So, it was possible to equip the block with ducts in the casting between the cylinders. Thanks to this, this element has become rigid, and the head is fastened due to deeper threaded holes and elongated bolts. In the lower part of the crankcase there are drips that form the crankshaft supports together with the main bearing caps. The covers are cast from cast iron and are bolted to the block.
Camshaft
The ZMZ-406 camshaft is made by casting from cast iron, followed by processing and hardening. The shafts are driven by a chain drive. The engine has two shafts, the cam profiles of which are of the same size.
The axial displacement of the cams is one millimeter in relation to the hydraulic pushers. This factor contributes to the rotation of the elements of the hydraulic drives when the engine is running, which significantly affects the wear of the working surface of the pusher and makes it uniform.
The chain drive of the shafts has hydraulic tensioners that operate on the oil pressure in the lubrication system. Parts act on the chain directly through plastic shoes that are attached to the axles. On the ZMZ-406 engines, after modernization, sprockets were used instead of shoes to improve practicality and durability. The latter are fixed on the swing arms. The sprocket axles are interchangeable with the shoe axles. Instead of extending the axle of the upper chain tension shoe, they began to use a spacer, which is bolted to the block.
The ZMZ-406 engine is equipped with camshaft drive chains. They cannot be replaced with chains that were installed on earlier versions of motors.
Pistons
They are cast from an aluminum alloy and have grooves for two compression rings and one oil scraper. During operation, the piston crown is cooled with oil through an oil nipple in the upper connecting rod head.
The spherical running surface of the upper compression ring has a chromium plating layer, which contributes to a better lapping of the ring. The second element is coated with a tin layer. The oil scraper ring is of a combined type, it consists of an expander and two steel discs. The piston is fastened to the connecting rod using a pin fixed to two corkscrews.
Crankshaft
Cast from cast iron with subsequent treatment and hardening of the journal surface by high-frequency currents. Installed in a block on five main bearings.
The movement of the crankshaft, respectively, of the axis is limited by corkscrew half rings, which are located in the flow grooves of the support and the cover of the third main bearing. There are eight counterweights on the shaft. A flywheel is attached to the rear of the shaft, in the hole of which a spacer sleeve and a rolling bearing of the input shaft of the gearbox are pressed.
Butter
The power plant ZMZ-406 is equipped with a combined lubrication system. Under the influence of pressure, the piston pins, connecting rod and main bearings of the crankshaft are lubricated, the bearing points of the camshafts, the hydraulic valve drive, the intermediate shaft and the driven gear of the oil pump are lubricated. All other parts and elements of the motor are lubricated by splashing oil.
The oil pump is a gear type, has one section and is driven from the intermediate shaft through helical gears. The lubrication system is equipped with an oil cooler and a full-flow cleaning filter.
Closed crankcase ventilation with forced gas evacuation.
So, we have given a detailed description of all components, assemblies and engine systems. The ZMZ-406 diagram is in the photo above.
A more modern model compared to the 402 engine. It already has 16 valves, also electronic ignition, hydraulic lifters and some other improvements.
According to experts, one of the best in the domestic auto industry. Cylinder block, cast iron, very good quality. Well balanced crankshaft made of high quality, properly heat treated steel.
The design features of the 406 engine, namely the location of two camshafts at the top, two intake and two exhaust valves per cylinder, an increased compression ratio (9.3) and something else, allow you to increase torque power, lower fuel consumption and reduce harmful emissions. A slight downside to the 406 is some timing problems. Having created, in principle, a good engine, the designers, nevertheless, did not pay attention to the pistons. They are of an outdated design. The piston has thick rings, resulting in reduced power and increased vibration.
406 Engine Specifications
| Parameter name | ZMZ-4062 | ZMZ-4061 | ZMZ-4063 | ZMZ-4052 | ZMZ-409 |
|---|---|---|---|---|---|
| Working volume, l | 2,3 | 2,46 | 2,69 | ||
| Cylinder diameter, mm | 92 | 95,5 | |||
| Piston stroke, mm | 86 | 92 | |||
| Compression ratio | 9,1 | 8,0 | 9,5 | 9,3 | 9,0 |
| Supply system | Injection | Carburetor | Injection | ||
| Rated power, kW (hp) | 110,3 (150) | 73,5 (100) | 80,9 (110) | 118,8 (152) | 105 (142,8) |
| 5200 | 4500 | 4500 | 5200 | 4400 | |
| Max. torque, N * m (kgf * m) | 206 (21) | 181,5 (18,5) | 191,3 (19,5) | 210,0 (21,5) | 230 (23,5) |
| Rotation frequency at nom. power, min -1 | 5200 | 4500 | 4500 | 5200 | 4400 |
| Rotational speed at max. torque, min -1 | 4000 | 3500 | 3500 | 4300 | 3900 |
| Idling speed, min -1 (min + -50 / max) | 800 / 6000 | 750 / 6000 | 850 / 6000 | 850 / 5000 | |
| Minimum specific fuel consumption, g / kW * h (g / hp * h) | 252 (185) | 273 (200) | 265 (195) | ||
| The order of the cylinders | 1-3-4-2 | ||||
| Oil consumption for waste,% of fuel consumption | 0,3 | 0,4 | 0,3 | ||
| The mass of the engine as supplied by the factory, kg | 187 | 185 | 187 | 190 | |
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Production |
Zavolzhsky Motor Plant |
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Years of release | |
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Cylinder block material | |
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Supply system |
Carburetor |
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Number of cylinders | |
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Valves per cylinder | |
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Piston stroke, mm | |
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Cylinder diameter, mm | |
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Compression ratio | |
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Engine volume, cm 3 | |
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Engine power, hp / rpm | |
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Torque, Nm / rpm | |
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Environmental standards | |
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Engine weight, kg | |
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Engine oil |
5W-30.5W-40.10W-30.10W-40, |
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Engine operating temperature, deg. |
The main design features of the engines are the upper (in the cylinder head) arrangement of two camshafts with the installation of four valves per cylinder (two intake and two exhaust).
These technical solutions have increased the maximum power and maximum torque, reduced fuel consumption and reduced emissions.
To increase reliability, a cast-iron cylinder block without plug-in liners was used on the engine, which has high rigidity and more stable clearances in friction pairs, the piston stroke was reduced to 86 mm, the mass of the piston and piston pin was reduced, and better materials were used for the crankshaft, connecting rods, connecting rod bolts , piston pins, etc.
Camshaft drive - chain, two-stage, with automatic hydraulic chain tensioners; the use of hydraulic pushers of the valve mechanism eliminates the need to adjust the clearances.
The use of hydraulic devices and engine boosting require high quality oil purification, therefore the engine uses a full-flow oil filter of increased efficiency ("superfilter") of single use. An additional filter element of the filter eliminates the ingress of crude oil into the engine when starting a cold engine and clogging the main filter element.
The auxiliary units (coolant pump and generator) are driven by a flat poly V-belt.
The engine is equipped with a diaphragm clutch with ellipse-wound clutch plates of the driven disc, which have high durability.
The microprocessor-based ignition control system allows you to adjust the ignition timing, including by the knock parameter under varying engine operating conditions, which allows you to provide the necessary indicators - power, economic and exhaust gas toxicity.
Clutch gas 3221
The clutch on the car is one-disk, dry, frictional, the drive is hydraulic. 
Figure 4. Clutch
1 - the main cylinder of the clutch release drive; 2 - clutch housing; 3 - flywheel; 4 - friction linings of the driven disk; 5 - pressure plate;
6 - support rings; 7 - pedal spring; 8 - diaphragm spring;
9 - clutch release bearing; 10 - rod of the main cylinder;
11 - pedal; 12 - primary shaft of the gearbox; 13 - foam rings;
14 - shutdown clutch; 15 - ball bearing of the plug; 16 - casing; 17 - plug;
18 - rod of the working cylinder; 19 - connecting plate; 20 - working cylinder; 21 - bleed fitting; 22 - damper spring; 23 - driven disk.
The clutch consists of an aluminum crankcase, a release clutch with a bearing and a fork, a drive disc assembly (basket), a driven disc, master and working cylinders, connected by a hose and a tube.
The driving disc (basket) consists of a casing in which a diaphragm spring, support rings and a pressure disc are installed. The spring, fixed to the casing, presses the edges against the pressure plate.
The driven disc consists of a hub with a splined hole and two discs, leaf springs are riveted to one of them. Friction linings are attached to them on both sides.
The bent leaf springs contribute to a better disc fit and additionally smooth out transmission jerks when the clutch is engaged.
For a smoother transmission of torque when starting the car or shifting gears, damper springs are installed in the disc windows.
The driven disk is pressed against the engine flywheel by the basket pressure plate. Through friction linings that increase friction, the torque is transmitted to the driven disc and, then, to the input shaft of the gearbox, with which the driven disc is spline-connected.
To temporarily disconnect the engine from the transmission, the clutch release drive is used. When the clutch pedal is depressed, the clutch master cylinder piston moves forward.
The displaced liquid through the tube and hose enters the working cylinder, pushing the piston with the rod out of it.
The rod acts on the shank of the fork, which pivots on a ball bearing, with the other end moving the clutch release clutch along the gearbox bearing cover. The clutch bearing presses against the ends of the diaphragm spring petals. Deforming, the spring ceases to act on the pressure plate, which in turn "releases" the driven one, and the transmission of torque stops.
From the outside, the clutch mechanism is closed by an aluminum crankcase. The crankcase is attached to the engine block with six bolts and two reinforcements. On the other hand, four studs are screwed into the crankcase to secure the gearbox.
The crankcase has a seat for the clutch slave cylinder and a window for installing the fork. To increase rigidity, an amplifier is installed on the lower part of the clutch housing.
In this article you will find:
ZMZ 406 engine. Let there be injection!
ZMZ 406 is actually not as young as it is commonly believed. Developments on the revolving top-shaft motor for large machines were started back in the USSR. Even then, it was clear that with all the wonderful qualities of the engine family and its predecessors, it was necessary to move forward.
There were two ways:
- Leave the old block and, while maintaining the general scheme of the engine, work on a modern body kit;
- Create a completely new motor.
Supporters of the first scheme were found in Ulyanovsk, where the injection will later be created. The motor is good and very convenient from the point of view of the absence of technical problems of its installation on old cars, which indescribably delighted the supporters of progress in the camp of the owners of GAZ 21 (the motor is installed easily and naturally, joining with native fasteners, gearbox, etc.).
ZMZ engineers, in turn, chose option number two and began to design the engine from scratch.
Creature
According to one of the versions, the ZMZ 406 and its brothers appeared as a result of direct copying and further work on DECREASING the B234i SAAB 9000 engine. The author of this story tells in detail how good the original is and what kind of curve it turned out to be a copy, which was completely made in the process of fine-tuning unusable. Unfortunately, in this fairly widely circulated legend, neither specific names, nor documents, nor any other verifiable confirmation of the truth are given. Perhaps the only thing that really could testify in favor of this version is the external similarity of the motors and the same displacement. You can read more about this branch of alternative reality on a variety of resources, from UAZbook and drive2, to drom and the Maylov project "Answers". The article is the same everywhere. More this information is not found anywhere from the available sources.
We will consider a different history of the origin of this motor. An attempt to transfer the camshaft from the cylinder block to the head was made even at the stage of work on the GAZ 21 engine, however, the design turned out to be not very reliable, and the engine went into series in the lower-shaft version and retained this design up to the ZMZ 402 engine. Design work on the new engine will start in the late 80s of the last century. Times began to be difficult and therefore, the development and fine-tuning of the motor dragged on until the early 90s. The motor went into a small series only in 1992. The plans were quite ambitious, and the new engine was supposed to be offered not only to the traditional partner in the person of the Gorky plant, but also to AZLK, BAZ and even VAZ employees. However, the economy was collapsing before our eyes, the factories survived with difficulty, and there was no talk of putting new machines on the conveyor. As a result, only GAZ became the consumer of the novelty.
Large-scale production began only in 1996 and reached significant volumes only by 1997.
Design and features
The engine is gasoline, four-cylinder sixteen-valve, in-line with multipoint fuel injection and microprocessor control system. Power 145 HP at crankshaft revolutions 5200. Working volume - 2.28 liters.
The block is cast iron, the cylinders are made with a groove directly in the block body. This solution made it possible to make the block very rigid, and the gaps in the friction pairs became more stable. Nevertheless, the possibility of its repair boring is provided (three repairs are allowed).
Closed crankcase ventilation, forced.
The crankshaft made of magnesium cast iron rotates in five bearings on plain bearings. Longitudinal movements of the shaft are limited by thrust half rings installed in the recesses of the third main bearing. Both ends of the shaft, to the delight of car mechanics, are sealed with self-tightening rubber or silicone oil seals.
Cast aluminum pistons with two compression rings and one integral oil scraper ring. Steel connecting rods of I-section, with a split lower head on a plain bearing. Floating piston pins that are not secured to the piston or the connecting rod top. Longitudinal movement is limited only by the retaining rings. The piston stroke is reduced to 86 mm. The piston diameter remains the same - 92 mm.
The lubrication system of the ZMZ 406 engine is full-flow, combined. Bushings, plain bearings and hydraulic pushers are pressure lubricated and the cylinder walls are spray lubricated. The oil pump is gear-type, single-section with a rather original drive design. Traditionally, the oil pump shaft is driven either by a gear from the crankshaft, or through helical gears from the camshaft, but ZMZ engineers did not find such solutions interesting enough, and they went their own way. The drive rotates from a timing shaft driven by a chain. It turned out to be quite cumbersome, but on the whole quite reliable. Motorists generally regard this innovation as sabotage, perhaps they are right. The pressure reducing valve opens at a pressure in the system of 0.7-0.9 kgf / cm2, directing the oil to the oil cooler, from where it flows into the engine crankcase. ...
The cooling system is of a closed type and operates under positive pressure.
Due to the higher degree of boost, the engine is quite picky about the quality of the engine oil and needs a more serious attitude towards maintenance than its predecessors.
The block head is cast from an aluminum alloy. Tent-type combustion chamber with four valves per cylinder. The valve mechanism received hydraulic pushers, which saved motorists from the need to adjust the valves. The intake and exhaust manifolds are spaced apart on opposite sides of the head.
The camshafts are now also located in the head, there are two of them, one works with the intake valves, the second with the exhaust valves. The shafts are cast from cast iron, rotate on five bearings in plain bearings. Longitudinal movement of the shafts is limited by plastic thrust half rings in the front cover and front supports. The drive of the shafts is chain, two-stage using an intermediate shaft. The chain of the upper stage has 70 links, the lower one - 90. The tension of the chains is regulated by automatic hydraulic tensioners with stop shoes made of wear-resistant plastic. Later, the shoes were replaced by levers with stars, which increased the resource of the mechanism between repairs. Please note - chains with different types of tensioners are not interchangeable.
Cast iron exhaust manifold.
The inlet manifold is cast from aluminum, it is mounted on the receiver, to the flange of which the throttle unit with a cable drive is attached. The throttle is heated from the engine cooling line.
Fuel is supplied to the combustion chambers through individual injectors (multipoint injection). Electronic injection control.
Microprocessor ignition system. Based in work on the readings of engine sensors.
Over the years, the engine control units MIKAS-5.4, MIKAS-7.1, ITELMA VS 5.6, SOATE were used. Accordingly, some sensors also changed, in particular the mass air flow sensor.
Modifications and applicability of ZMZ 406 engines
The engine was installed on cars:
Volga 3102;
Volga 3110;
Volga 31105;
Gazelle;
Sable.
In addition, ZMZ 406, by many motorists, is quite successfully installed under the hoods of the twenty-fourth Volga family. To do this, you have to remove the right amplifier of the motor shield (interferes with the receiver), the wiring changes, other indicators are placed in the dashboard, or the entire panel changes (the fasteners do not match, but nothing that a purposeful person cannot cope with). It is also desirable to replace the gas tank, since for the operation of the electric fuel pump, an anti-drain bowl is required, which is not in the old-type tanks, without it, the gas pump picks up air when braking and accelerating. When replacing the tank, you will need to adjust the filler neck.
There are known cases of installing the engine on UAZ cars instead of ZMZ 409, however, such an alteration is very controversial, since for an SUV, a motor with a pronounced moment at the bottom is more relevant.
There are several modifications of the ZMZ 406:
ZMZ 4062.10 - injection engine for operation on A92 gasoline. The compression ratio is 9.3. Designed for installation on passenger cars.
ZMZ 40621.10 is a modification of the 4062.10 engine that meets the EURO-2 environmental standards.
ZMZ 4063.10 is a carburetor version of the engine designed for installation on light commercial trucks and vans. Power reduced to 110 hp.
ZMZ 4061.10 is a carburetor engine for light commercial vehicles. The compression ratio is reduced to 8, for operation on A80 gasoline. Power - 100 HP
Generalization
To date, the engine has been produced with a circulation of more than one and a half million, it is the most common engine for light commercial vehicles in Russia.
ZMZ 406 was originally designed as the basis for a whole family of new engines for a wide variety of equipment. It has a huge potential for modernization and construction on its basis of engines with different characteristics. So it served as the basis for the creation of motors of the ZMZ 409 and ZMZ 405 families.
The disadvantages of the family include:
sagging of valve seats during prolonged operation of the engine on a lean mixture or on gas fuel;
a cumbersome timing mechanism that does not have a very large resource (mainly the drive chain tensioning system causes complaints; however, at the moment there are several sets from different manufacturers at once that allow you to improve this unit);
there is also a lot of criticism of the control unit from SOATE with its unreliable mass air flow sensor (especially often problems arise when using gas fuel);
and the main problem inherent in other modern ZMZ engines is the very low quality of spare parts, some of them are produced using technologies that are unacceptable in this case.
In general, the ZMZ 406 is a very reliable and maintainable engine, often outliving the body of the car on which it is installed. Of course, it is more complicated, requires timely maintenance and high-quality oil, and many of its components can no longer be repaired "on the knees with a hammer." However, with the right tools, it does not pose any particular problem, and spare parts are readily available everywhere.
GAZ-24 is a Soviet middle-class car, produced by the Gorky Automobile Plant from 1968 to 1986, this car was perhaps the most ...
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ZMZ-406 engine
ZMZ-406 engine
In recent decades, the -406 engine produced by the Zavolzhsky Motor Plant has been installed as a power plant for the main products of the automobile giant GAZ. The design of this power unit has been perfected over several years. The foundation was laid at the end of the last century, it was then that the basic concept of ZMZ 406 was formulated. Today, it is a promising power-packed unit capable of developing a capacity of up to 150 liters. from. (110 kW).
During the first decade of the ZMZ 406 release, the carburetor engine was responsible for preparing the working mixture. Now, an injection modification of this motor is being produced.
The use of an injector made starting easier, improved throttle response and reduced fuel consumption. What is the reason here?
It is known from ICE theory that the increase in carburetor performance depends on the crankshaft speed. The consumption of the combustible mixture increases as this indicator grows. A sharp press on the accelerator pedal leads to the fact that the relative content of gasoline vapors in the ZMZ 406 carburetor increases. The excess air ratio is slightly reduced, which leads to an increase in torque and an increase in the crankshaft speed.
The ZMZ 406 engine injector works a little differently. Here the microprocessor helps, which clearly reacts to the position of the control pedal. If it is necessary to increase the speed and lightly press the pedal, more fuel is injected into the cylinder. The time interval between the load and its correction in any injection engine is reduced several times. This increases throttle response, improves the dynamics of the Gazelle or Volga (depending on which car the ZMZ 406 injector is installed on).
ZMZ-406 engine specifications
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| Manufacturer | ZMZ |
| Years of release | 1997-2008 |
| Brand | 406 |
| A type | petrol |
| Supply system | injector / carburetor |
| Control block | MIKAS |
| Configuration | 4-cylinder in-line longitudinal internal combustion engine |
| Ignition | commutator |
| Maximum power | 100 h.p. 73.55 kW (90 HP) at 4500 rpm |
| Working volume | 2,286 cm 3 (2.3 L) |
| Maximum torque | 177/201 Nm at 4200 rpm |
| Cylinder diameter | 92 mm. |
| Piston stroke | 86 mm |
| Compression ratio | 9,3 |
| Cylinders | 4 |
| The order of the cylinders | 1-3-4-2 |
| Location of the first cylinder | TBE |
| Valves | 16 |
| Cylinder head material | aluminium alloy |
| Intake manifold | duralumin |
| An exhaust manifold | cast iron |
| Camshaft | 2 pcs. DOCH |
| Crankshaft | lightweight |
| Oil consumption | max 0.3 l. for 1000 km. |
| Oil type by viscosity | 5W30, 5W40, 10W30, 10W40 |
| Recommended manufacturer | Liqui Moly, Lukoil, Rosneft |
| Recommended by season | in winter-synthetics, in summer-semisynthetics |
| Engine oil volume | 6.1 l. |
| Operating oil temperature | 90 o |
| Oil consumption per 1000 km. | up to 100 g. |
| Ecology standards | Euro 3 / Euro 0 |
| Engine parts ZMZ-406 | |
| Adjustment of valves | gyro pushers |
| Cooling system | forced, antifreeze |
| water pump | with plastic impeller |
| Spark plug | A14DVRM or A14DVR |
| Candle gap | 1.1 mm. |
| Valve train chain | 70/90 with shoe il 72/92 with sprockets |
| Muffled filter | Nitto, Knecht, Fram, WIX, Hengst |
| Oil filter | with non-return valve |
| Flywheel | 7 holes offset 40 mm. inner diameter |
| Flywheel retaining bolts | М12х1.25, length 26 mm. |
| Goetze valve stem seals | light-inlet, dark-outlet |
| Idling speed | 750-800 min -1 |
| Tightening forces of threaded connections | |
| Candles | 31-38 Nm |
| Flywheel | 72-80 Nm |
| Clutch bolt | 19-30 Nm |
| Bearing cover | 98-108 Nm root |
| Bearing cover | 67-74 Nm connecting rod |
| Cylinder head | three stages 40 Nm, 127 - 142 Nm + 90 o |
| Coolant volume | 10 l. |
| Cooling system | forced, antifreeze |
| Internal combustion engine resource | 150000-200000 km. |
| Unit weight | 192 kg. |
