UMS 451 Specifications. Piston group and crankshaft

GAZ-21A (GAZ-21, GAZ-22) - 1957-1970.

Crankshaft and camshaft GAZ-21 are indigenous liners and sleeves of different lengths, aluminum indigenous bearing caps, stuffing. Early engines had a crankshaft rear neck wider than the rest

The degree of compression 6.6 / 6.73 (under 70/72 gasoline). Export options with a compression ratio of 7.15-7.3 and 7.4-7.65 (according to different data) under A-76 and A-80 (not AI-80 !!!)

Flat combustion chamber

Paper non-payment oil filter

Drive Tumbler

Pomp on the head

Valve inlet 44, Issue 36 mm

Collector with rectangular canals and bends at right corners

Steelbbitte inserts

Single-chamber carburetor (K-22, K-105, K-124)

Studs GBC 11 mm

Power 70-72 hp, then (after increasing the degree of compression and replacement of camshaft) - 75 hp Export options for A-76 and A-80 - 80 and 85 hp Accordingly (GAZ-21AE)

Under the sleeves rubber rings

Mass flywheel 12.5 kg

Crankshaft and camshaft GAZ-21, packing, indigenous lids Aluminum, rear lid cast at the same time with the rear oil housing

Camshaft ZMZ-21

The main difference (externally UMS-451 one to one GAZ-21A, it gives only this): full-flow ("Zhigulevsky") oil filter. Fastened to the right in front of the engine strictly horizontally to a special aluminum part, called "guitar". At the same time, the lubricant scheme had a feature - on an oil radiator, the oil went past the filter

Pomp on the head

Valve inlet 44 Issue 36mm

Single-chamber carburetor (K-129)

The crankshaft and camshaft is needed from 24 Volga, i.e. all the indigenous liners are fully the same

For military UAZ. What the differences is unknown. UMP-451ME - with shielded ignition system.

UMS-414 (UAZ-469)

Crankshaft and camshaft GAZ-24, packing; presumably cast-iron covers indigenous as well as separate from the last cover of the root bearing pack holder (allows you to replace all the root liners without removing the crankshaft and without touching

Camshaft zmz-24

Compressive degree 6.7

Peischoid combustion chamber

Zhigulevsky filter

The lubrication scheme has changed - now the oil in the oil radiator also enters through the filter directly from the native bearings lubrication channel.

Pomp on the head

Valve inlet 44 Issue 36 mm

Collector with round-section channels and smooth bends

Single-chamber carburetor (K-129V, K-131)

Air filter inertia and oil

Block with stiffeners

UMW-417 (UAZ-3151)

GAZ-24 crankshaft, packing

Compression ratio 7.0.

Camshaft umz-417 cast iron

Zhigulevsky filter is attached directly to the block without a "guitar" with a slight tilt up

Pomp on the head

Collector under a two-chamber carburetor

Air filter dry paper

Crankshaft UMW-421, seal 2108 instead of packing. Accordingly, farewell to the crankshaft GAZ-24. The crankshaft is also needed under the gland, and not under the package. Well, the flywheel to this crankshaft must be

Compression ratio 7.0.

Zhigulevsky filter

Valve inlet 47, Issue 36 mm

Without water distribution pipe (if the pump is on the head, the water distribution pipe is necessarily. But since 2000, at 417, the pump also moved to the block. Therefore, it is applied at all motors GBC. UMS-421. And there is no water distribution pipe)

All engines above have a piston stroke 92 and a cylinder diameter of 92 mm (except 410), wet sleeves. Cylinder blocks for all aluminum engines. Heads on engines with GAZ-21 to UMP-417 are interchangeable, except for ZMZ-402, on GAZ-21, the right row of studs in short. Camshaft, pistons, rings, pushers and rods are the same; Rolling rods are not the same, but interchangeable. The difference between UMS and ZMZ in the sleeves (only the shape of the landing in the block; by the way, the CPG UMS is identical to GAZ-21A), in the flywheel (in the ZMZ-402 it is less than a diameter, and, accordingly, the bell is also smaller and the clutch - in ZMZ lining area less ( It's worse)). Installation of packing: In ZMZ it is laid in the groove in the block and the crankshaft cover, and the GAZ 21A is screwed and crimped with stamped steel plates, which themselves are unreliable kept stuffing. In the installation of ZMZ packing is better. The ZMZ pump serves a cooling fluid into the block A is closed from the head, the umz pump supplies fluid to the head and takes out of the head. The first option is better, so actually putting the gas to the uniform cooling of all cylinders. (As for the constant overheating of these motors on Gazelles and Volga, this is only due to the nonsense of gas engineers - to put one- and double rose radiators - it is death like. In general, with a UAZ three-row radiator, overheating is excluded). (C)

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, according to European standards, fortification - with octane number 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 until 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, the oil wind and the 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.

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 - pig-iron drive gear distribution Vala And the hub pulley. 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.

The engine UMP 451 was intended for car configuration increased passibility Marks UAZ full mass 3.5 tons, such as UAZ-469 and UAZ-452, and trucks with a carrying capacity of up to 1.5 tons.
Features. Engine UMP 451 Practically engine with minor changes. The crankshaft and camshaft from GAZ-21, aluminum indigenous bearing caps, the rear lid is cast at the same time with the housing of the rear seal (used). Water pump Installed on the GBC. The diameter of the hint of the intake valve 44 mm, graduation - 36 mm. In UMN-451m, the crankshaft has been used and camshaft from the gas-24 engine (the same indigenous liners).
In contrast to and, UMZ 451 rectangular channels in the CBC, and the collectors themselves are also "square". A single-chamber carburetor is used. Just like on all Motors Umz, the engine is installed on the engine "Zhigulevsky" oil filter. UMS-451ME - engine with shielded ignition system.
Motor resource UMP 451 about 150-200 thousand km.

Engine Characteristics UMP 451 / 451M UAZ-469, Buka

Design

The four-stroke four-cylinder gasoline carburetor with the ignition distributor, with inline the arrangement of cylinders and pistons rotating one common crankshaft, with the lower arrangement of one camshaft. Engine has liquid system Cooling a closed type with forced circulation. Lubrication system - under pressure and splashing.
The cylinder block is cast from an aluminum alloy with cast iron sleeves installed in it.

Service

Oil replacement B. engine UMZ 451. Oil replacement interval - 10 thousand km. The volume of the oil dry engine oil with an oil radiator is u Umz-451 and UMPs-451m different! The first 6.2 liters, the second - 5.8. Note that in the lubrication and radiator system always remains from 0.5 to 1 liter oil. An oil filter on UMNS-451m from the VAZ 2101, on UMT-451 is the same as on GAZ-21 (ratchet). Oil recommended by the manufacturer - M-8-in SAE 15W-20, M-6Z / 12G SAE 20W-30, M-5Z / 10G1, M-4Z / 6B1 SAE 15W-30.
Adjustment of valves Adjust the gaps are required every 15 thousand km.

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 specificationswhich has an engine UAZ 469, as well as a device:

UAZ-451m

UAZ-4178.

ZMZ-4021.10

Service

Service power aggregate 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 conduct 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.