Compression in the engine UMZ 451 m denominations. Head block cylinder

Engine 414 - this is the next generation power aggregate UMS 451. Motor was installed on Cars UAZ-469 and UAZ-452. Designed for imports into warm and tropical countries.

Specifications

As mentioned earlier, the power unit 414 was developed on the basis of UMP 451. It is upgraded and improved, and accordingly he has large technical characteristics than the predecessor.

An inlet tube of a new design is applied on the engine, the head of the cylinder block with improved intake and outcomes, an increased performance oil pump, a closed crankcase ventilation system, details and components of increased reliability and wear resistance.

Products have been awarded a state-owned quality mark. Engines UMW-414 were produced until 1986.

Consider specifications UMS 414:

Motor device

The design features of the motor slightly differ from UMV-451. Nodes and parts have also location. Consider the device of the motor:

1 - flywheel; 2 - mounting eye; 3 - a heater crane; 4 - Cylinder head cover; 5 - intake pipeline; 6 - Nuts for fastening the head of the cylinder head; 7 - valve rocker; 8 - the axis of the rumor; 9 - Carter ventilation pipe; 10 - head block of cylinders; 11 - valve springs; 12 - oil reflective cap; 13 - Valve sleeve; 14 - the lid of the oil-tank neck; 15 - valve; 16 - laying of the head of the cylinder block; 17 - coolant pump; 18 - rod; 19 - pusher; 20 - fan pulley; 21 - camshaft; 22 - driven by the gear of the camshaft drive; 23 - damper vibrations; 24 - pulley hub; 25 - pulley; 26 - Bolt pulley; 27 - cuff; 28 - the leading gear of the camshaft drive; 29 - crankshaft; 30 - pallet of crankcase; 31 - cylinder sleeve; 32 - piston; 33 - Cork oil hole; 34 - rod; 35 - Mascattery; 36 - Oil pump; 37 - block of cylinders; 38 - exhaust manifold; 39 - Carter clutch.

Modifications

In addition to the original power unit, there were several modifications with refinements:

Dates of production:

• UMP-414, 4141, 4142, 4143, 4144 Start of production 16.01.1980
• UMNS-4147 start of production 14.10.1985 to 03/12/1993
• UMNS-4146 production start 05/11/1986 to 03/12/1993
• UMP-4149 Start of production 19.08.1987 to 08/30/1989

Service

It is easy to serve the engine. So, planned service maintenance It is held every 15,000 km. This includes the replacement of oil and filter. To replace the oil, have to unscrew drain plug and wait until it fits lubricant. Then, the plug is tightened, and the oil is poured through the bay neck. Oil filter changes when there is no oil in the motor.

also in maintenance Includes checking all systems, no heights of oil and malfunction. Every 30,000 km must be adjusted by valves, and every 20,000 km is made to replace the air filtering element.

Output

The engine UMP 414 did not find massive use in the domestic market, since it was focused on imports. Low technical requirements And simplicity of design allow you to maintain and repair the power unit yourself.

The engine ZMZ-21 was installed on the main part of the Volga M-21 and GAZ-21.
It was an all-aluminum super-flaped bottom engine with a working volume of 2.445 liters. Since it is largely similar to that widely known in our time, engines of type ZMZ-402.10 ("Volga", "Gazelle"), the easiest way to describe the features of its design through opposition specifically with this family.

GAZ-21 engine was adapted to use lubricants With an extremely low level of quality available at the time in the USSR, the instruction recommended the use of "Industrial-50 oil, SU machine oil, automotive M8B or automotive AC-9.5", which constituted the difference from foreign models. At the same time, the use of low-quality lubricants led to a decrease in the interservice interval (oil change every 3000 km with a significant decrease in the complicated operating conditions) and a decrease in engine durability. Gasoline was also very low, for European standards, fortification - with octane number by motor method Not lower than 70 (in the version for the domestic market).

At the same time, for durability, the engine "Volga" at least did not inferrectly inferior on working volume by foreign motors - a resource guaranteed by the factory before the first overhaul was 200 thousand km, but in practice, in practice, the engine could "depart" and 500 thousand for comparison, in the US for much larger passenger engines A good indicator was the mileage to overhaul in 140 thousand miles (~ 250 thousand km), and for a heavy class truck with diesel engine An excellent indicator was 400 thousand km. High maintainability, allowing to carry out the overhaul of the motor in handicrafts, without demanding complex equipment of the boring walls of the cylinders, essentially did the Volgovsky motor practically "eternal".

The main features of the ZMZ-21 compared with the "402-M" family are: the head of the cylinder block with smaller diameter valves and other location of the water pump (the pump was not antifreeze, but a lubricant syringe through a press oil lithol); The degree of compression under gasoline brands A-72 either A-80 (the latter is not confused with modern AI-80 / A-76; depending on the modification - the usual or for exporting); Two-stage oil purification system (two incomplete filters - rough and thin cleaning); inlet rectangular sections with mounting for a single-chamber carburetor; contact system ignition. It is essential to the presence of an upper plane on the cylinder block, the liner (on the ZMZ-402, the sleeves are put in the open block). There were other, less noticeable differences. The foregoing implies that in general the differences between the engines of the ZMZ-21 and ZMZ-402 families are insignificant. Carburetor engines "Volga" of all families (-21, -24, -31xx) and "gazelles", except for engines of the 406th family, in principle, interchangeable assembly, but taking into account some not significant modifications of crankcase, transmission and hinged equipment. The possibilities of equally interchangeability are much already. The situation with the engine workers is much better in both ways.

The block was aluminum, cast to Kokil. The sleeves are wet, replaceable, made of gray cast iron planted in a block with a tension. Cylinder head, aluminum cylinders, with plug-in cast-iron valve sides. Candles were inserted to the left. On the right on the engine were placed intake manifold with a single-chamber carburetor and an exhaust manifold, a generator direct current, filter rough Cleaning Oils and waterfront crane. On the left were the starter, the interrupter, the distributor, oil wind and fuel pump. Pistons - aluminum tinted, with three piston rings - Two compression and one oil slimming. The piston finger is offset by 1.5 mm to the right to reduce the noise of the engine. The crankshaft is a five-rode, cast iron, thin-walled liners, bimetallic (steelbabbite). Valve diameters: inlet - 44 mm, graduation - 36 mm.

K-22i carburetors (on all cars of the first and second series and part of the third series, up to the end of the 1960s), K-105 (in a small part of the early third series - 1962-1965) and K-124 (in late Third series), all single-chamber type. After graduating from GAZ-21, K-129 was produced as spare parts for her, very slightly different from K-124. All four models of carburetors are completely interchangeable assembly, and K-124 and K-129 also for most details.

Power varied from 70 hp and 80 hp (Early modifications, usual and export configuration) to 75 hp and 85 hp (Late modifications) at ~ 4000 revolutions per minute. An increase in power on export modifications was achieved by reducing the height of the head of the cylinder block, subject to the use of higher octane fuel available abroad. Torque was 166.7 N · m on base modification and reached in the area of \u200b\u200b~ 2200 revolutions per minute. Thus, by its characteristic, the engine is close to modern passenger diesel engines, and not gasoline engines.

Brief technical characteristic:
Engine type: four-stroke, carburetor, gasoline, topless, four-cylinder
Cylinder location: vertical, in a row
Cylinder diameter and piston stroke in mm: 92x92
Working volume of cylinders in L: 2.445
Cylinder Operation: 1-2-4-3
Compression ratio: 6.7
Fuel: gasoline A-72 (A-76, A-80)
Maximum power at 4000 rpm in l. C.: 75 (80, 85)
Maximum torque at 2000 rpm in kgm: 17 (18, 19)
Engine weight assembly with gearbox, central brake and with all equipment (without oil and water) in kg: 20

The ZMZ-21A engine was used on minibuses of RAF and eraz van; The latter were released back in the 1980s. The Ulyanovsk Motor-Building Plant based on it created its own version of the UDM-451 engine, for a long time, installed on cars of the brand UAZ. Differences UMP-451 from ZMZ-21A minimum, especially at the first issues: at first glance, this is the same engine.

Odnoklassniki.

UAZ 469 car was designed for Soviet army and was used mainly for servicing and transporting command formulation. In the post-Soviet space, this vehicle is quite common, and in the army of the CIS countries this car is still actively exploited, despite age.

Specifications

On the vehicleah UAZ 469 Motor 451mi was installed, which was much like a similar to the Volgovsky ZMZ 402. The UAZ 469 engine came to replace GAZ-69 as an upgraded vehicle. When developing a lot constructive features It was taken with GAZ 21 and GAZ-24.

In parallel, the civil version of the car with marking 469b was produced, which was renamed in 1985 and she received marking - UAZ 31512.

Consider the main technical characteristics that the UAZ 469 engine has, as well as the device:

UAZ-451m

UAZ-4178.

ZMZ-4021.10

Service

The maintenance of the power unit on UAZ 469 is carried out according to the standard scheme. So, the interservice interval is 15,000 km of mileage until the first overhaul. After restoring the engine, it is recommended to carry out maintenance every 10-12 thousand km to save the motor resource.

When conducting it changes motor oil and oil filter. So, mostly motorists love to pour into the Mineral or cheap engine semi-synthetic oil. With that, if you take a mineral water, it is not better in the power unit.

Each second for the UAZ engine is a comprehensive replacement supplies. In it, the vehicle owner must fulfill the following technical work:

• Changing oil and filter element.
• Replacing the fuel filter.
• Cleaning carburetor.
• Replacing the air filtering element.
• Check spark plugs.
• Adjusting the valve mechanism.
• Check pads on breakdown.

Tuning

The UAZ 469 engine tuning with a volume of 2.5 liters is carried out by analogy with the production engine of ZMZ 402. Since the designs are similar, then the power unit tuning is simple enough.

To increase the power characteristics, it is necessary to distort the cylinder block to the size of 95 mm. At the same time, lightweight pistons and crankshaft are put in the engine. To ensure the maximum effect, it is recommended to change the head of the block to the injection and, accordingly. electronic system Injection fuel.

You should not forget that in the new head of the block it is worth installing lightweight valves and guide sleeves. All this will make it easier to ease the motor for several tens kilograms.

So that the power unit does not overheat in the process of work, the whale set of the cooling system is established, which includes a sports pump and silicone engine cooling nozzles.

Instead of native copper radiator, it is required to mount a lightweight tri-hot aluminum. Also, have to change high voltage wires and the ignition system. A separate item becomes installing a new set of clutch, as well as changing the ignition box.

Output

UAZ engines are considered one of the most reliable and fairly common, both in the military industry and in civil practice. Maintenance and repair of the power unit is carried out quite easily and simply with their own hands, thanks to just design. Recently, it became fashionable to carry out tuning of old Soviet vehicles. This moment did not go around the engine for UAZ 469.

The engine with the index of UMP 421 is performed at the production facilities of OJSC Ulyanovsk Motor Plant (UMP). This company has been engaged in the release of automotive engines since 1970.

Prerequisites for creating

Four-cylinder steel factory products carburetor engines GAZ 21 and ZMZ 451 (both with the same working volume of cylinders of 2445 cc. Cm). The production of these engines was transferred to Ulyanovsk from the Volga Motor Plant. During production, engines have undergone several modernization, but by 1990-91 almost did not have further prospects for improving the structure, an increase in the power characteristics and the simultaneous decrease in fuel consumption. By the same time, the need to increase the competitiveness of UAZ serial cars in a market economy led to the need to create engines with a large torque and maximum power.

Description

By 1996, the engine of a new model with a working capacity of cylinders of 2890 cc was developed and implemented in mass production, which corresponded to new requirements. The project got the name UMP 421. In fact, UMP 421 became last version Motor GAZ 21, which went to the series in 1957. Due to the increased working volume, increased exhaust valves (the diameter increased by 3 mm - to 39 mm) and a number of other improvements managed to increase the torque of up to 22.6 kgf / m and power up to 125 hp. (The previous models had a moment no more than 17 kgf / m and power not higher than 80-90 hp).

Within the framework of the UMZ 421 project, there were several dozen engines, differing from each other. The degree of compression, the power system, mounted units, the type of drive of attachments and other nodes. The lubrication system of all motors is combined, from the gear pump. For replacement requires about 6 liters of oil, the oil is recommended semi-synthetic with tolerances from 5W-30, 10W-40, 5W-40 or 20W-40. Motor cooling system liquid, with forced circulation of fluid from the pump.

New block of cylinders

A noticeable difference in the new engine was the aluminum block of cylinders of the new design. Umz 421 got the dry thin-walled sleeves from cast iron (on all the predecessors). Thanks to this solution, the designers managed to obtain increased rigidity and strength of the unit, as well as increase the diameter of cylinders by 8 mm (from 92 mm on the old unit to 100 mm on the new). The inter-cylinder distance has not changed and is 116 mm.

This solution allowed not only to maintain interchangeability of engine parts different generations, but also significantly reduce the costs of new equipment for processing blocks. In addition, the overall and planting dimensions of the engine remained unchanged, which makes it possible to apply UMP 421 on the machines of the previous years of release.

Piston group and crankshaft

Due to the increased rigidity of the unit, it was possible to slightly reduce the uneven wear of the cylinder mirrors, which increased the resource of the cylindrophone group. The piston mass was reduced in order to reduce the efforts on the side part of the piston. It was achieved by a decrease of 7.5 mm distances from the piston finger axis to the bottom of the piston. To compensate for this distance, the length of the connecting rod is increased by 7 mm. Pistons cast from high silicon aluminum. Part of the combustion chamber is located in the bottom of the piston (recess in the shape of a truncated cone).

Crankshaft cast iron, cast. Native cervies have a diameter of 64 mm, connecting rod - 58 mm. On the back of the shaft the flywheel is fixed, on the front - cast iron gear of the camshaft drive and the pulley hub. In order to prevent the axial back of the shaft on the front indigenous bearing, two washers are installed. Instead of obsolete packing, the back of the crankshaft UMP 421 is sealed with a self-sufficient rubber gland. This decision made it possible to get rid of the hereditary from the ZMZ many years of problems - the leaks of oil through a package.

Head block cylinder

Due to the preservation of the inter-ceiling distance, it was possible to unify the GBC on the 2445 cubic engines. See and 2890 cc. The GBC UMP 421 is made of aluminum alloy and is equipped with plug-in clips of heat-resistant cast iron. The unification of the GBC led to the preservation of the old scheme of the gas distribution mechanism - the camshaft in the cylinder block (at the bottom) and the valve drive with rods, pushers and rocker.

Valve UMP 421 does not have gap hydrocompensators (except for some modifications of the release motor after 2010) and require adjustment after 10-15 thousand km. In 2010, the engine camshaft changed, whose profile increased in height. This event made it possible to improve the mode of operation on idling and reach Euro-3 emission norms.

Main versions

Basic carburetor model UMP 421 had customized exhaust system. The system included a graduation collector, silencer, silencer reception tube and resonator. However, such a gas output system caused difficulties with the installation of such engines to some UAZ serial cars, especially with the body of the car type ("loaf"). These difficulties led to the emergence of modifications with a system of unconfigured release.

In 1998, the UMH came to a new sales market for himself - the delivery of engines of the model UMP 4215 began for low-tonnage trucks OAO GAZ. At the same time, growing requirements for toxicity exhaust gases They led to equipping engines UMP fuel injection systems with fuel supply control and ignition parameters using electronic control units. The first engines with such systems were shipped to customers in 1999-2000 - the motor with an UMP index 4213 began to be installed on UAZ-3160 cars.

98-strong 4218.10 (with a degree of 7.0 under gasoline A80) or 103-strong 4218.10-10 (with a degree of 8,2 under gasoline A92 (with a degree of 8.2) was supplied for the configuration of the UAZ machines. Accordingly, the motors could be with different systems release. Also, for the needs of UAZ, 117-strong 4213.10-40 was produced with fuel injection system. For Machines, Gas produced motors 4213.10-50, 4215.10-10, 4215.10-30 and 123-strong injection 4216.10.

Pros and Minuses of Engine

The new block of cylinders did not always have a high casting quality, which led to the oil intake into the cooling system. Sometimes such a problem arose through the first 10 thousand kilometers of the mileage. The thin-walled block turned out to be prone to deformations when overheating, which leads to expensive repair with the replacement of the block head. Low fuel economy carburetor versions. However, this deficiency is partly compensated by the transition to the injection system. The first years of production were the complaints of the owners on the insufficient strength of the intake manifold, but this defect was eliminated.

Despite all the problems, a large unification with the motors of the previous years of release has become one of sweese advantages Families UMP 421. The price and prevalence of spare parts also play a considerable role. The motor is easy to repair and maintain. With proper care, the plant promises a resource of at least 250 thousand km.

UMS 421 - more than 20 years in production

Currently, UMH continues the release of the 421 engine engines. For the production of the plant, the gas is a gas-blade version of the motor, which can be equipped with a compressor of the air conditioner and hydrocomathers in the valve drive. By order, the engine is equipped with a modern actuator with a polyclinite belt. Motors are equipped with fuel injection system, electronic ignition and develop from 100 to 125 forces when complying with Euro-3 or 4. In addition, a 96-strong carburetor version 4215 remains in the series. All motors are designed for gasoline A92 and higher, since the production of low-octane A80 is discontinued.