Created on the basis of the Saab 900 sports engine, the 406 Gazelle injection engine has been installed on cars of the following brands since 1996: Volga, Gazelle, UAZ. Here, instead of the usual carburetor power system, an injection system was installed, which significantly improved performance characteristics - power, efficiency, etc. This unit operates under electronic control, its design differs from the carburetor.

Advantages

Reliability, efficiency, power of the injection unit are significantly superior to its carburetor counterpart. Therefore, the Gazelle 406 engine is installed on such car brands where higher performance is required:

• Reliability, uninterrupted operation are ensured due to the design features - there are no jets, so nothing clogs in the power system.
• Profitability - the whole process is controlled by electronics.
• Due to the timely supply of fuel of the required amount, the injection engine can develop power up to 130 hp. With. (carburetor - up to 100 hp).
• There are no idle turns.
• Significantly lower emissions of harmful substances.

The only negative is that due to the electronic adjustment system, in the event of a breakdown during the journey, it will not be possible to make repairs on your own. But with careful operation, refueling with high-quality fuel, and timely maintenance, the injection engine will not cause big problems.

Design

Model 406 injection engine is represented by an in-line 4-cylinder engine, the number of valves is 16. Fuel injection is controlled electronically. Runs on gasoline.

Design features:

• 4 valves in each cylinder;
• camshafts are at the top of the cylinder block;
• the compression ratio is increased due to spark plugs, injection systems (is 9.3);
• cast iron cylinder blocks, more durable, unlike aluminum, which is equipped with a carburetor unit;
• the oil filter is improved, with additional elements;
• improved ignition system;
• parts are made of modern technological materials, their weight parameters are reduced;
• the piston stroke is reduced (is 86 mm);
• installation of a chain of an original design that performs the function of a camshaft drive, which is equipped with automatic hydraulic tensioners.

HBO installation

The operation of the engine on gas fuel is much more economical (cheaper than gasoline), gas does not remove the protective oil film from the cylinders, and the risk of detonation is reduced. But for the injection engine 406, its installation is impractical. HBO requires a gas dosing system, but they are all available in carburetor type. Therefore, the unit will work like a carburetor - without the exact dosage of fuel under different operating conditions.

Possible breakdowns and repair options

The 406 injection motor is quite maintainable and some problems can be fixed on your own:

• Engine does not start immediately- in most cases due to the fact that the temperature sensor is broken. It is necessary to check its serviceability, if necessary, replace it.
• Does not start- the timing chain may have jumped or gone off the marks. It is necessary to check it, correct it, putting it on the marks.

In this article you will find:

ZMZ 406 engine. Let there be injection!

ZMZ 406, in fact, is not as young as is commonly believed. Developments on a revving overhead motor for large machines were started back in the USSR. Even then it was clear that with all the wonderful qualities of the family of motors and its predecessors, you need 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 an injection system would later be created. The motor is good and very convenient from the point of view of the absence of technical problems of installing it on old cars, which indescribably pleased the supporters of progress in the camp of GAZ 21 owners (the motor is installed easily and naturally, docking with native fasteners, gearboxes, etc.).
ZMZ engineers, in turn, chose option number two and began designing the engine from scratch.

Creation

According to one version, the ZMZ 406 and its counterparts appeared as a result of direct copying and further work on the DEGRADATION of the SAAB 9000 B234i engine. unusable. Unfortunately, in this fairly widely disseminated legend, neither specific names, nor documents, nor any other verifiable confirmations of the truth are given. Perhaps the only thing that could really testify in favor of this version is the external similarity of the engines and the same working volume. You can read more about this branch of alternative reality on a variety of resources, from UAZbuka and drive2, to drom and Maylov's "Answers" project. The article is the same everywhere. This information is not found anywhere else from available sources.

We will consider a different history of the emergence 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, but the design turned out to be not very reliable, and the engine went into series in the lower 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. Difficult times began, and therefore, the development and refinement 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 represented by the Gorky Plant, but also to AZLK, BAZ and even VAZ. However, the economy was falling apart before our eyes, factories were barely surviving, 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

Petrol engine, four-cylinder, sixteen-valve, in-line with distributed fuel injection and microprocessor control system. Power 145 hp at a crankshaft speed of 5200. The working volume is 2.28 liters.

The block is cast iron, the cylinders are made by a groove directly in the body of the block. This decision 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 movement of the shaft is limited by thrust half rings installed in the selections of the third main bearing. Both ends of the shaft, to the delight of car mechanics, are sealed with self-compressing rubber or silicone seals.
Cast aluminum pistons with two compression rings and one integral oil scraper ring. Steel I-section connecting rods, with a split lower head on a plain bearing. Piston pins of a floating type, not fixed either in the piston or in the upper head of the connecting rod. Longitudinal movement is limited only by retaining rings. The piston stroke is reduced to 86 mm. The piston diameter remained the same - 92 mm.
The lubrication system of the ZMZ 406 engine is full-flow, combined. The bushings, plain bearings and hydraulic tappets are pressure lubricated, while the cylinder walls are splash lubricated. The oil pump is gear, 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 the timing intermediate shaft driven by the chain. It turned out quite cumbersome, but in general it is quite reliable. Motorists, in general, consider this innovation to be wrecking, 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 crankcase. .
The cooling system is closed type, works under excess pressure.

Due to the higher degree of forcing, the engine is quite demanding on the quality of engine oil and needs a more serious attitude towards maintenance than its predecessors.
The head of the block 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 having to adjust the valves. The intake and exhaust manifolds are spaced apart on opposite sides of the head.
Camshafts are now also located in the head, there are two of them, one works with intake valves, the second with exhaust valves. Cast iron shafts rotate on five bearings in plain bearings. The longitudinal movement of the shafts is limited by plastic thrust half rings in the front cover and front bearings. The shaft drive is chain, two-stage with the use of 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 thrust shoes made of wear-resistant plastic. In the future, the shoes were replaced with levers with stars, which increased the resource of the mechanism between repairs. Please note that chains with different types of tensioners are not interchangeable.
Cast iron exhaust manifold.
The intake manifold is cast from aluminum, a receiver is mounted on it, to the flange of which a throttle assembly with a cable drive is attached. The throttle is heated from the engine cooling line.
Fuel is supplied to the combustion chambers through individual nozzles (ported injection). Electronic injection control.
The ignition system is microprocessor. Based on the readings of engine sensors.
Over the years, engine control units MIKAS-5.4, MIKAS-7.1, ITELMA VS 5.6, SOATE were used. Accordingly, some sensors also changed, in particular the DMRV.

Modifications and applicability of ZMZ 406 engines

The engine was put on cars:
Volga 3102;
Volga 3110;
Volga 31105;
Gazelle;
Sable.
In addition, the ZMZ 406 is quite successfully installed by many motorists under the hoods of the twenty-fourth Volga family. To do this, you have to remove the right amplifier of the engine shield (interferes with the receiver), change the wiring, put other indicators in the dashboard, or change the entire panel (the fasteners do not match, but nothing that a purposeful person can not handle). It is also desirable to replace the gas tank, since the operation of an electric fuel pump requires an anti-drain bowl, which is not available in old-type tanks, without it, the fuel pump picks up air during braking and acceleration. When replacing the tank, it will be necessary to adjust the filler neck.
There are known cases of installing an engine on UAZ cars instead of ZMZ 409, however, such an alteration is very controversial, since a motor with a pronounced moment on the bottoms is more relevant for an SUV.

There are several modifications of ZMZ 406:

ZMZ 4062.10 - injection engine for running on A92 gasoline. The compression ratio is 9.3. It is intended for installation on cars.
ZMZ 40621.10 is a modification of the 4062.10 engine that complies with EURO-2 environmental standards.
ZMZ 4063.10 is a carbureted version of the engine designed for installation on light commercial trucks and minibuses. Power reduced to 110 hp
ZMZ 4061.10 - carburetor engine for light commercial vehicles. The compression ratio has been 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 of engines with different characteristics on its basis. 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 long-term operation of the engine on a lean mixture or on gas fuel;
a bulky timing mechanism that does not have a very long resource (mainly, the drive chain tensioning system causes complaints; however, at the moment there are several sets from various manufacturers that allow improving this unit);
the control unit from SOATE with its unreliable DMRV is also criticized a lot (especially often problems arise when using gas fuel);
and the main problem that is also 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 complex, requires timely care and high-quality oil, and many of its components can no longer be repaired “on the knees with a hammer”. However, with the appropriate tool, it does not cause any particular problems, and spare parts are 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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Engine ZMZ-406

Engine ZMZ-406

In recent decades, the -406 engine manufactured by the Zavolzhsky Motor Plant has been installed as a power plant on the main products of the automobile giant GAZ. The design of this power unit has been worked out for several years. The foundation was laid at the end of the last century, it was then that the main concept of ZMZ 406 was formulated. Today it is a promising energy-saturated unit capable of developing power up to 150 hp. With. (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 facilitated starting, improved throttle response and reduced fuel consumption. What is the reason here?
It is known from the theory of internal combustion engines that an increase in the performance of a carburetor depends on the speed of the crankshaft. The increase in the consumption of the combustible mixture occurs as this indicator increases. A sharp press on the accelerator pedal causes the relative content of gasoline vapors to increase in the ZMZ 406 carburetor. 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. The microprocessor helps here, which clearly responds 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 by several times. This increases the throttle response, improves the dynamics of the Gazelle or the Volga (depending on which car the ZMZ 406 injector is installed on).

ZMZ-406 engine specifications

Manufacturer	ZMZ
Release years	1997-2008
Brand	406
Type	petrol
Supply system	injector / carburettor
Control block	MICAS
Configuration	4-cylinder in-line longitudinal internal combustion engine
Ignition	switching
Max power	100 HP 73.55 kW (90 hp) at 4500 rpm
Working volume	2.286 cm 3 (2.3 l.)
Max Torque	177/201 Nm, at 4200 rpm
Cylinder diameter	92 mm.
piston stroke	86 mm
Compression ratio	9,3
cylinders	4
The order of operation of the cylinders	1-3-4-2
Location of the first cylinder	TVE
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. per 1000 km.
Viscosity type of oil	5W30, 5W40, 10W30, 10W40
Recommended manufacturer	Liqui Moly, LukOil, Rosneft
recommended for the season	Synthetic in winter, semi-synthetic in summer
Engine oil volume	6.1 l.
Oil operating temperature	90o
Oil consumption per 1000 km.	up to 100 g
Environmental 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	A14DVR or A14DVR
spark plug gap	1.1 mm.
Valve train chain	70/90 with shoe or 72/92 with sprockets
Air filter	Nitto, Knecht, Fram, WIX, Hengst
Oil filter	with check valve
Flywheel	7 holes with 40mm offset. inner diameter
Flywheel mounting bolts	M12x1.25, length 26 mm.
Goetze valve stem seals	light-inlet, dark-outlet
idle speed	750-800 min -1
Tension forces of threaded connections
Candles	31-38 Nm
Flywheel	72-80 Nm
clutch bolt	19-30 Nm
bearing cap	98-108 Nm indigenous
bearing cap	67-74 Nm connecting rod
cylinder head	three stages 40 Nm, 127 - 142 Nm + 90 o
Coolant volume	10 l.
Cooling system	forced, antifreeze
ICE resource	150000-200000 km.
Unit weight	192 kg.

Today, the most massive engines for the Gazelle are the ZMZ-406 with a displacement of 2.3 liters, which since 1996 began to gradually replace the ZMZ-402 engines. Back in 1992, a small series workshop was opened at the Zavolzhsky Motor Plant, in which pilot production of engines of the new ZMZ-406 family was organized. And the first sketches were made by designers with the approval of the then existing Ministry of the Automobile Industry of the USSR. The thought that has tormented the brains of many operators since 1970 is “why can’t we make a big Zhiguli engine for the Volga and RAFIK?” - was embodied in cast iron and aluminum. Although, of course, upon closer examination, there is nothing in common between them, the ZMZ-406, rather, is simply similar to any good gasoline engine of that time. And not much outdated even today. It became the first electronically controlled injection (injection) engine of this class in Russia, and even with a 16-valve twin-shaft head. As a curiosity, today I remember the story with an overestimated to 150 liters. With. the power of the Volg engines (how much money was overpaid for taxes ...), but in general the engine turned out to be very frisky. For a long time, only carburetor versions of the ZMZ-4061.10 and ZMZ-4063.10 were installed on the Nizhny Novgorod lorry, developing 100 and 110 horsepower, respectively.

Contrary to expectations, the motor retained the traditional maintainability of ZMZ engines. The crankshaft is ground in three sizes every 0.25 mm, the cylinder block can be bored twice with an increase of 0.5 mm. The cast-iron block is not as sensitive to “scorched” antifreeze as the aluminum one of the ZMZ-402, and the absence of sleeves only added rigidity and eliminated possible coolant leaks. In the early 90s, ZMZ specialists managed to presciently foresee the development of trends with engine repairs that had developed ten years later. As they looked into the water - a ZMZ motor with a block bored to the last size usually stands on a Gazelle moving under its own power to a scrap metal collection point. Everything on it is already worn out, no one needs it for nothing, but the engine is still alive.

Oil starvation ZMZ-406

Like all modern engines, the ZMZ-406 family turned out to be very demanding on the quality of the oil used. Unfortunately, many carriers neglected the plant's recommendations. After all, the “406th” motor is more finicky in the oil menu than the ZMZ-402, which was content with the standard group of oils with the API SE and SF codes, or in our opinion with the “G” performance group, such as M10Gi, M12Gi, M5z / 10G. Perhaps, with a more frequent replacement of oils of this quality group, it would have been enough, but it is worth remembering that in the late 90s the market was full of fuels and lubricants of extremely low quality. So the "oil pirates" contributed to the creation of a negative image of the ZMZ-406 engine.

When changing the brand of oil and manufacturer, and even more so when switching to oil of a different base, viscosity or quality, it is advisable to flush the engine lubrication system. However, in the ZMZ-406 engine, approximately 300-350 g of oil remains under the valve cover, near the valves and in the oil channels of the block head. Half of this amount can be removed by unscrewing the plug in the head near the pressure sensors. When switching to synthetics, along with the costs, the mileage until the next replacement increases up to 15-20 thousand km, which slightly compensates for the investment. Well, it is better not to use numerous oil additives, but to rely on the quality of the base oil. It contains all the necessary additives for durable engine operation.

For the new family, in the design of which hydraulic valve lifters and hydraulic timing chain tensioners were used, it is recommended to use oils of improved quality with the API code SG, SH, SJ and not save on the oil filter. After all, metal particles or deposits, falling into narrow channels or gaps between mating parts less than half a millimeter, clog them, disable delicate hydraulic devices. The failure of one or more valve lifters is immediately noticeable by the characteristic ringing and frequent knocking under the valve cover. Of course, this knock will not lead to immediate and great destruction, but you should not drive with such a malfunction for a long time. After all, an empty hydraulic pusher will not fully open its valve, which means that the engine will lose power. In addition, excessive shock loads on the camshaft cam do not add a resource to it either. To eliminate knocks, it is necessary to replace the hydraulic lifters, and this pleasure is not cheap. Those carriers who did not save on oil filled in semi-synthetics or synthetics of the required quality, they did not know grief with new engines, especially if they were lucky with the quality of the hydraulic tensioners and hydraulic compensators themselves.

Pitch and resource of the ZMZ-406 chain

Alas, the hasty launch of this motor into production did not have the best effect on its quality and resource. Of course, there were even then separate instances of engines that ran 200 thousand kilometers or more, but basically problems arose much earlier. At that time, the precision plunger pair of the timing chain hydraulic tensioner turned out to be the Achilles' heel of the new promising motor. There are two of them in ZMZ-406, each works for its own circuit. Those tensioners that went to the ZMZ conveyor turned out to have an excessively large step of moving the pusher until the next fixation. It was almost three millimeters, and contamination or insufficient precision in processing precision pairs led to jamming of the hydraulic tensioner. At the same time, damping of oscillations of the driven branch of the chain was not provided to the required extent. Shock loads increased, which caused premature wear of the tensioner parts and the plastic shoe. If the driver did not pay attention to the noise that arose, almost the rumble of a loose chain, and continued to move, then the shoe was destroyed. And there, as luck would have it. At best, the chain jumped over the teeth of the sprockets, the gas distribution phases got off, and the engine stopped. It's good that the designers took care to make selections in the pistons for the valve plates - they did not bend. In this case, the repair was reduced to restoring the installation of the phases and replacing or “recharging” the hydraulic tensioner. If the chain broke, then the front aluminum cover was often deformed, and you had to buy it. Because of such a trifle, flights were disrupted, the car got up to the fence for a day or two. The most annoying thing is that breakdowns occurred on a relatively young engine, with a mileage of only 30–40 thousand kilometers. Often the installation of a new hydraulic tensioner gave only a temporary result, then everything repeated again. The craftsmen even began to adapt collet spring tensioners from the VAZ-2101 engine to the ZMZ406 engines - it was not difficult to adjust the chain tension every 15–20 thousand kilometers. The Moscow company SET went even further, its designers developed their own version in the late 90s and installed a tension sprocket instead of a plastic shoe on the Zavolzhsky motor. A similar scheme was used on the Ufa Moskvich-412 engines, and in the 80s, athletes put an asterisk on the Zhiguli engine. In the last five years, the situation with hydraulic tensioners has changed for the better. Alternative manufacturers of this node have appeared, there are already several varieties of them. There are six main designs of hydraulic tensioners for the ZMZ-406, and in total there are more than a dozen options, there are even gas-filled ones. In 2004, the Zavolzhsky plant abandoned the use of plastic tensioner shoes, and sprockets took their place. It turned out quite reliably, although they were made somewhat carelessly - the sprocket bearing with a large backlash, and its bracket, as if bent by hand.

OPINION

KONSTANTIN ROUKHANI Executive Director of JSC "ZMZ" - In 2008-2009, we plan to carry out a complex of research and development and technological preparation of production aimed at further modernization of gasoline engines of the ZMZ-405 and ZMZ-409 families, first of all, in order to comply with Euro- 4. As you know, they are introduced in Russia from January 1, 2010. Since July 2007, the plant has been carrying out development work on diesel engines ZMZ 514.32. To comply with Euro-3 and Euro-4 standards, instead of a mechanical high-pressure fuel pump, we equipped these engines with electronically controlled Common Rail fuel equipment manufactured by Bosch. By August-September 2008 it is planned to create prototypes of gasoline and diesel engines of Euro-4 class and start testing. In 2008, it is planned to invest about 130-150 million rubles for R&D for all engines. During 2009, preparations will be made for the production of these engines.

family business

In general, in comparison with the ZMZ-402 engine, the “four hundred and sixth” more compact engine, and the inter-cylinder distance, the diameter of the crankshaft journals and the piston pin became smaller, but they did not lose their resource. The ZMZ-406 engine became the ancestor for other engines of the family, while maintaining the unification of design and technology. In particular, all ZMZ-406, 405 and 409 engines have the same block height from the crankshaft axis to the head connector plane, the same connecting rods, and the difference in the crank radius is compensated by changing the distance from the piston pin axis to the piston bottom. For Gazelles, the main advantage of the ZMZ-405 and ZMZ-409 engines with a working volume of 2.5 and 2.7 liters is greater torque: 215.8 N.m and 235.4 N.m at 4000 rpm. In comparison with the old ZMZ-402, it is 23 percent larger. But only ZMZ-405 engines were installed on the Gazelle, the more powerful ZMZ-409, for a combination of reasons, are not supplied to the Gorky Automobile Plant. The installation of Brazilian-assembled Chrysler engines on the Volga and Gazelle is a partial alternative to the ZMZ engines.

Improving the ZMZ-406 resource: new trends

Since January 2008, the production of ZMZ-406 engines has been discontinued, although they will be used on already produced cars for a long time, and engines that comply with Euro-3 standards are leaving the assembly line. These are injection modifications ZMZ4052.10 and ZMZ-4092.10. Carburetor versions are produced only for the secondary market and by order to complete export deliveries to those countries where environmental requirements are less stringent. For operation in Russia, only the 405th engine is installed on the Gazelle. Moreover, in addition to the fuel injection system, the engines have undergone a number of significant changes aimed at increasing the resource.

The old ZMZ-405 block is easily recognizable by the transverse slots about 2 millimeters wide between the cylinders at the surface of the connector with the head. These ducts in the jacket of the cooling system improved heat removal from the cylinder walls, but at the same time reduced the rigidity of the upper part of the block. Even when tightening the block head bolts to the required torque, the cylinder walls were somewhat deformed. If they tightened it “by eye”, and even with a good collar, then the deformations increased. Changes in geometry affected the resource and increased oil consumption for waste. On the ZMZ-406 engine, such deformations were not observed, because the inter-cylinder jumpers of the 406th block, in comparison with the ZMZ-405, are thicker: 14 mm versus 10.5 mm.

To eliminate deformations in the new ZMZ-405 block, the threaded part for the head bolts was made 24 mm longer, and the inter-cylinder ducts were hidden in the depth of the block. They can only be seen in cross section.

The block head with the introduction of Euro-3 standards has also undergone modernization. With the use of an electronically controlled throttle, there is no need for channels of the idle system and hoses for heating the throttle assembly with coolant. Therefore, the old head cannot be installed on the new cylinder block. Moreover, the previous head gasket made of asbestos-free material was replaced by a metal, imported Erling Klinger. It is two-layer, similar to those used on modern passenger diesel engines, with a lower bolt tightening torque, it provides reliable sealing of gas joints, as well as channels of lubrication and cooling systems. The thickness of the new gasket is almost a millimeter less than the old one, to compensate for this size, the pistons were made half a millimeter lower.

It is no secret that domestic engines differ from many foreign cars in increased oil consumption. Of course, in terms of eating oil, the ZMZ-406 engine cannot be compared with the ZMZ402. That one was really greedy. The stuffing box of the rear main bearing alone is a tribute to Ford traditions, since 1932 it has been drinking the blood of operators. The crankshaft on the ZMZ-406 was immediately sealed with lip seals, and the front one is on the outside of the cover - if necessary, it will not be difficult to replace it. Contrary to the expectations of pessimists, they keep oil, do not let it into the combustion chamber, valve stem seals. They are unified with the "Zhiguli" ones, for more than 30 years they seem to have learned how to make them - they do not tan as before. Modern piston rings also contribute to the reduction of oil consumption; recently, Czech-made Buzuluk rings have been installed. The knock sensor helps to keep them intact and prevent the destruction of the jumpers on the pistons - it corrects the ignition setting. Although our operators do not like electronics, and even more so do not trust ours, there is still some sense in it.

And yet there are no limits to perfection. Now, in order to reduce oil consumption for waste, the plant has changed the technology and parameters of cylinder honing. To prevent the motor from sweating at the joints sealed with gaskets, they began to use imported ones. The sump gasket, previously made from a rubber-cork mixture, was replaced by a metal one, Erling Klinger with an elastomeric sealing contour and T-shaped joints at the interface with the front cover and stuffing box holder. If, when repairing the engine, a new gasket is not on sale, you can put an old-style gasket, they are interchangeable. The front cover of the engine has been seriously changed,

from above, its fasteners were supplemented with two more holes for closer contact with the block head. In addition, a platform was made on the cover for the installation of an automatic tensioner for the poly-V-belt of attachments. Its resource should be about 150 thousand kilometers. It was high time to make such a tensioner - due to the unsuccessful design of the old roller, it took three hours to replace the belt. The complexity of the replacement, contrary to expectations, was not compensated by the resource of the belt. Imported ones serve approximately 40–50 thousand km, domestic ones are less - from 10 to 30 thousand km. Strong wear is observed in winter - due to temperature differences, transverse cracks appear. If the belt begins to fray with a carcass thread, then it touches the crankshaft position sensor, and at high speeds it simply knocks on it. And then how lucky: either the wires going to the sensor break, or the sensor itself fails. In any case, the ignition system stops working, and the engine stalls. With the installation of a new roller, the length of the V-ribbed belt also changed; with an engine without a power steering pump, it was 1220 mm, and became 1275 mm long. On motors with hydraulic boosters, the belt has grown to 1413 mm.

Be that as it may, but the current ZMZ engines for the Gazelle are the same “titmouse” in the hands of the carrier, which is undoubtedly better than any “crane”.

Of course, the slowness with which the engines got rid of childhood illnesses is typically Russian, but please note that there are not so many factory flaws, and the number of positive feedback from operators about these engines is steadily growing. A run of 300-400 thousand kilometers without a major overhaul ceases to amaze, but these engines are already in years, they were only slightly affected by modernization. The younger ones should be even stronger. There is no reason to complain about the lack of spare parts - there are any and in every outlet. GAZ and ZMZ have never cared so much about their quality before, and the fight against counterfeiting is carried out not in words, but in deeds (See "Flight" No. 3 for 2008 "Left bias"). And despite the fact that the requirements for dealers are becoming tougher, the network of service centers is growing and expanding.

OPINION

EDUARD BOGOMOLOV head of production and technical support department, Avtoline, Moscow - Now there are not many Gazelle buses with new ZMZ-405 engines at our enterprise, so there is almost no information on them. What cannot be said about its predecessor, the 406th engine - we have plenty of minibuses with such engines. Unfortunately, it is difficult to make any comparison with other power plants. Yes, there are diesel engines, but there are not many of them, and we did not buy such Gazelles, basically working with gasoline engines, especially since they have proven themselves quite worthy. Indeed, it often costs to repair them ten times cheaper than, for example, Ford engines, and it also turns out faster in terms of time. And their resources in our conditions are comparable and amount to about 300 thousand kilometers. Although, according to official statements from Ford, the minimum mileage of their unit should be from 350 thousand kilometers. And not every mechanic will be able to repair a failed imported engine, despite the fact that ZMZ-406 has long been learned to repair in any workshop.

SPIRAL OF EVOLUTION

In 2005, the Ulyanovsk Motor Plant (UMZ) became part of the GAZ Group and continues to produce engines for UAZs and Gazelles. Own motor production in the conditions of fierce competition allowed the GAZ Group to gain some independence from suppliers and receive additional profit. Motors are supplied not only to the GAZ assembly line, but also go to spare parts, and this is a very capacious market. Note that the goal is not to replace ZMZ engines with UMP engines on the assembly line of the Gorky Automobile Plant. This year it is planned to produce only 20,000 engines for Gazelles, about 10% of the demand, and they only complement the existing set of power units.

UMP engines: era 92x92

Of all the engines currently installed on the Gazelle, the Ulyanovsk UMZ421 has the longest life. It is based on the Volga engine GAZ M-21, which was put on the conveyor back in 1956. Of course, during this time it was modernized several times, but the inter-cylinder distances of the block, the diameters of the main and connecting rod journals, have so far remained unchanged. And by and large: the connecting rods, the camshaft and crankshaft, the oil sump, and outwardly the block cannot be confused with any other motor. And it all started in the late 60s and early 70s with the release of "loaves" and "tadpoles" UAZ-451 and UAZ-452, as well as all-terrain vehicles UAZ-469, initially a Volgovsky motor was installed on them in its pure form. From the loads associated with off-road driving, as well as from the considerable mass of the gearbox and handouts assembled together, the flywheel housing cracked and shattered in half. Several ventilation holes served as stress concentrators, and how to upgrade the crankcase, they spied on the ZMZ-24 engine. At the same time, instead of coarse and fine oil filters, a (“pan” with a cardboard replaceable element was connected to the block with often torn hoses), a full-flow oil filter from the Zhiguli was installed. This immediately increased the engine resource, and this decision turned out to be more successful than even on the ZMZ-24, although further modernization was carried out with an eye to the Zavolzhsky Motor Plant. Then they were not competitors yet. They changed the crankshaft - the main liners became the same width, and their covers became cast iron, the thermal compensation slot was removed from the piston skirts, a closed crankcase ventilation system was introduced, and the collectors were made “round” in cross section. The next upgrade took place in the late 80s, in the early 90s the motor received the designation UMZ-417. By this time, in the Volga region, they switched to the production of ZMZ-402 engines, and the head of the ZMZ-24 block went to Ulyanovsk, it became possible to supply two-chamber carburetors, and power increased. An oil pump with increased productivity was installed, with a large gear diameter - oil pressure became more stable in all modes. Thanks to this, “advanced” repairmen stopped slipping a nut under the pressure reducing valve spring, the motor turned out to be less sensitive to wear in the shaft mates.

All this time, somewhat outdated design solutions and ZMZ technologies were transferred to the Ulyanovsk motor plant, and it lagged behind in modernization. But on the UMZ-417 engine, the Ulyanovsk designers still overtook their fellow mentors, given the low quality of our RTI, they moved the front crankshaft oil seal to the outside of the cover.

Motor UMZ-421: the end of the packing

In the mid-90s, the UMZ-421 engine was put on the conveyor in Ulyanovsk. On it, to the delight of the operators, instead of an asbestos cord, there was an oil seal, and for the sake of this, the flywheel mount was changed on the rear trunnion of the crankshaft. From the point of view of the plant, the main event was the use of pistons with a diameter increased to 100 mm, this was done in order to increase power and torque. In comparison with the 2.5-liter engines, the moment has increased from 170 to 220 N.m, and the power has increased from 90 to 115 horsepower.

By this time, 16-valve ZMZ-406 engines were already being produced in the Trans-Volga region, the Ulyanovsk people had nothing to cover, and then they remembered that on a distant ancestor - the GAZ-M21 engine for the KGB, they installed a "Tchaikovsky" piston with a "weave" in diameter. But the blocks in those days were cast into the "ground" and aluminum was not spared - the walls were very thick, in addition, the sleeve was installed along the upper and lower belts. The block remained stiff even with oversized cases. And the current casting is not like the previous one - aluminum is in short supply, therefore, at the UAZ-421, they decided to abandon replaceable sleeves and pour them into the block forever. That is, they created a new cylinder block. It would seem that an opportunity to abandon the ancient and capricious oil pan with four gaskets, lower the connector below the crankshaft axis. Make the block stiffer and reduce the chance of oil leaks. No, everything remains the same. Another miscalculation came to light during the operation of new motors, when it came time to bore the sleeves. Not every machine had a “trunk” of the required length, if it was not enough, and the stroke was insufficient, the head studs had to be unscrewed. This was never done on older engines with replaceable liners. It was not always possible to securely screw them back after the repair; when tightening the head, there was often one or two that crawled out of the block. I had to remove the head, cut an enlarged thread in the block - if I could find taps of this length! But it was possible to pour ten long steel captive nuts into aluminum and fasten the head with bolts. Another problem was related to the fact that in the area of ​​​​the gas joint of the block and the head, due to the peculiarities of filling the liners on top of their shoulder, there was a layer of aluminum alloy of the block. It burned out during engine operation even with a slight knocking sound, it is known that the larger the piston diameter, the higher the tendency to knocking. While UMZ-421 was installed only on UAZ vehicles, and even in the performance “for 76th gasoline”, the miscalculation was invisible. What kind of runs can there be on all-terrain vehicles ... The most serious tests were waiting for the engine after it began to be installed on some modifications of the Gazelles since 1998. Here one thing overlapped: increased load, high mileage and city traffic jams, causing the engine to overheat. As a result, the image of the motor among carriers was significantly undermined.

At the same time, everyone admitted that he simply had locomotive traction with a little more than idle speed. This is an indisputable advantage of UMP motors. On these engines, unlike Zavolzhsky, a large diameter flywheel is still used, which allows you to place a clutch capable of transmitting a higher torque. And a good torque characteristic plays a paramount role for a truck engine. The clutch basket, which traces its ancestry to the GAZ-51 - rigid, with peripheral springs and always dangling paws, has long given way to a modern one with a petal diaphragm spring. Now most often they put a basket of the German company "Luk", according to most carriers, it goes better than others.

There was no case that the operators complained about the timing drive with gears and yearned for chains, and even more so for a toothed belt. There are enough gears for 300-400 thousand kilometers, the cases of breakdowns can be counted on the fingers - why look for an alternative to them. Usually, the first or even the second overhaul on the ZMZ-402 and UMZ-417 engines was done without replacing the camshaft, pusher cups and gears. The only problem encountered in the timing drive on Ulyanovsk engines and previously inherent in ZMZ-402 engines is breakage of the rocker arm axis with loose fastening studs, disruption of fine threads in the adjusting screw, and stopping the supply of lubricant to the upper tip of the rod. Slightly changing the design, all this can be eliminated.

OPINION

Igor Ganin Director General of Green-eyed Taxi LLC, Togliatti - In 2004, we purchased ten Gazelles with UMZ-4215 engines, but they proved to be extremely unreliable. So, due to the destruction of the pistons on two engines, the connecting rods pierced the cylinder block. It is impossible to attribute this to gas fuel, since the “fist of friendship” also showed a gasoline-powered engine. In order not to suffer losses due to vehicle downtime, it was decided to replace the Ulyanovsk motors with the time-tested ZMZ402. Now on the balance sheet of our automobile enterprise there are Gazelles equipped only with ZMZ-405 and ZMZ-406 engines.

The wind of change

And the desire to modernize engines at the plant appears, but not of its own accord - competition between manufacturers of light trucks is now fierce. “The GAZ group, which has been part of UMP since 2005, is pressed not only by the Europeans, Koreans and Chinese with diesel engines (no doubt, to varying degrees), compatriots also do not guarantee the calmness that was before. SeverStal Auto is going to seriously press Gazelle on the market with its FIAT Ducato and small-tonnage Isuzu assembled in Yelabuga, and IVECO Daily is being launched in Semenov, Nizhny Novgorod region (See Flight No. 2 for 2008, New Well Samotlor).

Russia's transition to Euro-3 standards required the abandonment of carburetors in the power supply system of Ulyanovsk engines, the use of electronically controlled fuel injection. The plant completes UMZ-4216 engines with fuel equipment from Bosch, and, according to experts, they will master even the promising Euro-4. After the modernization of the Gazelle power system with UMZ-4216 engines, they became more economical, the consumption is 14–16 liters per 100 km when operating in mixed mode, against 16–18 liters for the previous UMZ-4215 carburetor modification. The maximum power of the engine intended for installation on the Gazelle is 125 hp. with., and torque - 240 N.m, which had a positive effect on the dynamics of a loaded car. In parallel with the improvement of environmental performance, work was carried out to improve the reliability of engines, build quality and increase the resource. Experts from the British company Ultra Motive helped UMP engineers to fine-tune the power units. Together with the modernization of the UMZ-421 engine, the plant is working on fine-tuning the design and technologies for putting on the conveyor in the future a new overhead 16-valve engine UMZ 249 with an aluminum block and maintaining a working volume of 2.89 liters. Ulyanovsk plans to start its production in 2010.

OPINION

Evgeny Berezin chief designer of the Ulyanovsk Motor Plant - Motors UMZ 4216 (Euro-3), tested in 2006, differ from Euro-2 engines in the accuracy of diagnosing the position of the crankshaft and misfiring. This was achieved thanks to the new design of the crankshaft damper with a rigid connection between the crankshaft and the timing disc. In the control system, instead of an unreliable mass air flow sensor, an absolute air pressure sensor with a temperature sensor is used. This made it possible to simplify the accounting of air entering the engine, including in the event of a violation of the tightness of the intake system. The cast-iron sleeves of the upgraded engines are now brought out to the upper plane of the cylinder block connector, which ensured the tightness of the combustion chamber for the engine life declared by the plant (250 thousand km). For engines manufactured before the end of 2007, the upper edge of the sleeve was below the plane of the cylinder block and cylinder head connector. This technical solution was dictated by the technology of plane processing - the cutting tool works better on a homogeneous material. However, the operation revealed that gases penetrated into the junction of the sleeve and the block, which affected the reliability of the motors. The output of the sleeve to the level of the connector significantly increased the tightness of the cylinder head seal, this made it possible to use liquefied gas as fuel. Among the significant modernization steps, I note the use of piston rings from the Czech company Buzuluk and the application of Hehkel sealant to the gaskets. To reduce oil consumption, improve the working conditions of the piston rings and thereby increase the resource of the cylinder-piston group, instead of traditional honing with a diamond stone, the so-called soft surface treatment of the liner is used at the factory, in which significantly less pressure is exerted on the honing stones. To adapt the operation of the engine on gas fuel, changes have also been made to the geometry of the pistons, the clearances in the valve-sleeve interface have been reduced, and the piston pins are made by cold extrusion. The connecting rod and main journals of the crankshaft are hardened on the German automatic line "AEG-Elotherm". In order to reduce the likelihood of gas loosening in the castings of cylinder blocks, an aluminum alloy degassing unit of the German company Foseko was installed and launched.

STEIR - THE ALPINE LEGEND

Even the very first owners of the Nizhny Novgorod lorry dreamed of an economical and reliable diesel engine for it. And it is still not there, although the production of licensed Steyr diesel engines has been mastered in Nizhny since 1995, immediately renaming it to GAZ-560. But to this day it is a rare motor, unfamiliar to carriers. However, there is a place in Russia where everyone knows about him. Two years ago, about 800 Gazelles worked with these diesel engines in the St. Petersburg Third Park. Agree, an excellent statistical sample, you can make a reliable list of typical breakdowns, despite the fact that the local engineers and repairmen have something to compare with. On some routes with these Gazelles, cars with gasoline engines work, and even with IVECO diesel engines and, in addition, diesel Ford Transit and Mercedes Vario.

Diesel GAZ-560: experience, son of difficult mistakes

The main feature of the Steyr M1 engine is the cylinder block combined with the head into a monoblock. The block and head are one casting, without mounting studs or bolts, without any connector and therefore without a cylinder head gasket. From the bottom to the monoblock with ten M12 bolts (it would seem that the diesel bolts should be thicker) the main bearing housing of the crankshaft is fixed (the shaft is full-support), and the same bolts also attract the main covers. A camshaft housing is installed on top of the monoblock, the timing drive is driven by a toothed belt. So it’s impossible to make a motor without connectors at all.

The monobloc design has two advantages over plug-in head motors. The first is higher rigidity with the same material consumption. Rigidity is needed to maintain the correct geometry of the cylinder liners. Consequently, the motor turns out to be lighter, although with a volume of 2–2.5 liters the difference will be small, about 10–15 kilograms. The second advantage is the absence of a head gasket, which burns out on diesel engines from time to time. Either water goes into the cylinders, or oil gets into the antifreeze, but the result is the same - you need to change the gasket. However, usually a more or less qualified driver or minder of the 3rd category successfully copes with this work in 4-6 hours, maybe a little longer. There were many more disadvantages. The combination of ingenious Austrian design with Russian operational features has created a rare explosive mixture.

The monoblock was known at the beginning of the 20th century (remember AMO F-15, with which ZIL began), but the engines then were of large volume and low-powered, there was no need to make developed channels for the shirt, it was made with reliable gears, and not with a toothed belt, like in Steyr M1. Often it is with the replacement of the belt that the Austrian motor begins to have problems. The belts that go to the factory equipment are quite durable, and the frequency of their replacement, according to the GAZ instructions, is 120 thousand kilometers. But in the "Third Park" belts are changed preventively at 90 thousand. And still, with broken belts, two or three cars a day are dragged on a rope. One of the reasons is that there are no belts of the required quality and reliability to replace. Steyr uses imported belts from two companies, and both of them have their carcass torn in half, and do not cut the teeth at all, as expected. One of these belts is thicker, it runs better, but it is difficult to pull on the camshaft pulley, and with its back side on the water pump pulley. It happens that it pulls out the thread from the aluminum camshaft housing, on which the timing belt tension roller stud is screwed in, then the belt slips a few teeth. There's only a M10 thread, M12 is cut for restoration, it holds more securely.

OPINION

Igor Sibirev Chief Engineer of OAO Tretiy Park, St. Petersburg - When operating a licensed Steyr M1 diesel engine at the Gazelle, the money saved on fuel is unlikely to be enough for its costly repairs.

Foreign cars don't break down?

It is known that on diesel engines of various manufacturers some protection is provided that reduces engine damage when the belt breaks. At Volkswagen, when the valves and the piston “meet”, the camshaft bursts into several pieces, but it’s still cheaper than changing the head. The cast-iron 2.5-liter Ford Transit engines, produced for almost 20 years, until the beginning of the third millennium, only bent rods. It was a very good decision - I leveled them with a hammer, put them in place, adjusted the valves, and you can go further. At Steyr, when the belt breaks, at best, one-arm valve levers - rockers burst in half. Each costs about 700 rubles, and there are eight of them, so you only have to spend 5,600 rubles on them. It happens that not all rockers break, but if they scatter on the fourth cylinder, you have to remove the camshaft housing, on the remaining three cylinders you can do without it for replacement. Accordingly, different labor intensity is obtained. If without removing the camshaft, then an experienced repairman can fix the breakdown in 1.5–2 hours, otherwise it will take twice as long. It seems not a very terrible defect, but crumbs from broken rockers fall into the sump, and from there through a large oil receiver mesh into the oil pump. What is ground there can also get to the crankshaft liners, kick them. What kind of resource is there after that. It happens even worse when the belt breaks at above-average crankshaft speeds. Then the valves bend, and to get to them, you have to remove the engine and completely disassemble it, violating the running-in of many parts. Such a breakdown can put a car with a mileage of only 100 thousand kilometers to the fence for several days or a couple of weeks. And it's not just the complexity of the repair, one of the reasons for the delay is the lack of spare parts. As in the old days of general shortages, they are allocated to Steyr according to a quota, and if it is chosen, you will have to look for it from other suppliers, and the price can grow one and a half to two times.

In general, it is the monoblock that delivers the main problems. On average, a minibus runs 200-300 thousand kilometers before the overhaul of Steyr, if you're lucky - a little more. For comparison, the diesels of the heavier Ford Transit run at least twice as well, in the same "Third Park" there is a car that has worked more than a million without capital. Perhaps, on the Volga with one owner, the Steyr will last longer, but on the Gazelle it is exactly the same.

The ZMZ 406 engine was developed to replace the 402 engine simultaneously with the design of the GAZ-3105 car for the government. However, these new Volgas were completed with them only in the last batch, which had to be urgently sold in connection with the removal of cars from production.

The ZMZ 402 (equipment) and the H-series engine of the SAAB manufacturer (design solutions) were taken as the basis. As a result, with the same volume of 2.3 liters, the power drive provided 177 Nm of torque instead of 210 Nm of the prototype and 100 hp. With. power instead of the expected 150 hp, like the Swedish internal combustion engine. The injection system, which was later replaced by a carburetor, was able to correct the situation a little - 201 Nm and 145 hp. s., respectively.

Specifications ZMZ 406 2.3 l / 100 l. With.

For the first time, several advanced technical solutions for that time were used in the engine of the manufacturer ZMZ:

• two intake and two exhaust valves per cylinder;
• electronic ignition and injection systems;
• diagram of the DOCH gas distribution mechanism with two overhead camshafts;
• hydraulic pushers instead of adjusting the thermal clearance of valves with gaskets.

After the changes made, the technical characteristics of ZMZ 406 correspond to the values ​​\u200b\u200bgiven in the table:

Manufacturer	ZMZ
ICE brand	406
Years of production	1997 – 2008
Volume	2286 cm 3 (2.3 l)
Power	73.55 kW (100 HP)
Torque	177/201 Nm (at 4200 rpm)
Weight	192 kg
Compression ratio	9,3
Nutrition	injector/carburetor
motor type	in-line petrol
Ignition	switching
Number of cylinders	4
Location of the first cylinder	TVE
Number of valves per cylinder	4
Cylinder head material	aluminum alloy
Intake manifold	duralumin
An exhaust manifold	cast iron
camshaft	2 pcs. DOCH scheme
Block material	cast iron
Cylinder diameter	92 mm
Pistons	original
Crankshaft	lightweight
piston stroke	86 mm
Fuel	AI-92/A-76
Environmental standards	Euro-3/Euro-0
Fuel consumption	highway - 8.3 l / 100 km combined cycle 11.5 l/100 km city ​​- 13.5 l / 100 km
Oil consumption	maximum 0.3 l/1000 km
What kind of oil to pour into the engine by viscosity	5W30, 5W40, 10W30, 10W40
Which oil is best for the engine by manufacturer	Liqui Moly, LukOil, Rosneft
Oil for ZMZ 406 by composition	Synthetic in winter, semi-synthetic in summer
Engine oil volume	6.1 l
Operating temperature	90°
ICE resource	claimed 150,000 km real 200,000 km
Adjustment of valves	hydraulic pushers
Cooling system	forced, antifreeze
coolant volume	10 l
water pump	with plastic impeller
Candles for ZMZ 406	domestic A14DVRM or A14DVR
spark plug gap	1.1mm
Valve train chain	70/90 with shoe or 72/92 with sprockets
The order of operation of the cylinders	1-3-4-2
Air filter	Nitto, Knecht, Fram, WIX, Hengst
Oil filter	with check valve
Flywheel	7 offset holes, 40 mm inner diameter
Flywheel mounting bolts	M12x1.25 mm, length 26 mm
Valve stem seals	Goetze, bright inlets dark graduation
Compression	from 13 bar, difference in neighboring cylinders max. 1 bar
Turnover XX	750 - 800 min -1
Tightening torque for threaded connections	candle - 31 - 38 Nm flywheel - 72 - 80 Nm clutch bolt - 19 - 30 Nm bearing cap - 98 - 108 Nm (main) and 67 - 74 (connecting rod) cylinder head - three stages 40 Nm, 127 - 142 Nm + 90 °

The factory manual contains a more precise description of the parameters:

• ZMZ 4063.10 - carburetor, compression ratio 8 for operation on A-76 fuel, power 110 hp. s., torque 186 Nm, weight 185 kg;
• ZMZ 4061.10 - carburetor, compression ratio 8 for A-76 gasoline, power 100 hp. s., torque 177 Nm, weight 185 kg;
• ZMZ 4062.10 - injector, compression ratio 9.3 for AI-92 fuel, power 145 hp. s., torque 201 Nm, weight 187 kg.

Design features

Officially, the ZMZ 406 engine became the third after 24D and 402 in the line of power drives of the Zavolzhsky plant. Received microprocessor ignition, DOCH gas distribution scheme with a two-stage chain drive.

The developers still used an in-line engine layout with 4 cylinders, but there were two camshafts, they are located on top, inside the cylinder head. The compression ratio of the internal combustion engine was increased by the plant designers to 9.3 in the basic version 4062.10 due to the central location of the candle inside the combustion chamber.

Reliability is enhanced by a cast-iron cylinder block without liners, a reduction in piston stroke to 86 mm and the weight of the entire group of SHPGs. Bolted connecting rods, crankshaft and piston rings are made from high strength materials, so major repairs are less frequently required.

Chain tensioners are automatic, double acting - preloaded by a spring during hydraulic operation. The degree of oil purification is increased by installing a full-flow disposable filter. A separate V-belt drive is provided for attachments. ECU firmware corresponds to SOATE, ITELMA VS5.6, MIKAS 5.4 or 7.1 versions

List of engine modifications

Initially, the motor was designed with injection, so version 4062.10 is considered the base one. The need for carburetor modifications 4061.10 and 4063.10 arose later. They were installed on the Gazelle, therefore, while maintaining the volume of the combustion chambers, it was necessary to reduce the operating costs of the owner. To do this, the management of ZMZ lowered the compression ratio in order to transfer the engines to cheaper A-76 fuel.

With motors 4061 and 4063, a reverse modernization was made:

• reduced power and torque;
• revolutions XX steel 750 min -1 instead of 800 min -1 ;
• maximum torque is reached at 3500 rpm, not at 4000.

Everything else mounted is located in the same places without changes. Some of the parts are interchangeable, with the exception of the cylinder head and piston.

Advantages and disadvantages

A negative feature of the ZMZ 406 power drive is the low quality of casting and unsuccessful technical solutions:

• high oil consumption due to the unfinished design of the rings;
• low timing resource of the drive due to the tensioner, collapsible block star and bulky design as a whole.

Fuel consumption is high, but this is typical for most truck engines.

But vibrations are reduced, the cylinder head does not unscrew during operation, the gasket does not need to be constantly changed, and the nuts need to be tightened. The maintainability of all nodes is high, the design itself is reliable and simple. The user is relieved of the need to adjust the valve clearances every 20,000 runs.

List of car models in which it was installed

Since the ZMZ 406 engine has three versions, each of them was used on specific models of the GAZ car manufacturer:

• ZMZ 4062.10 - GAZ 31054 of the Lux configuration; GAZ 3102 (1996 - 2008);
• ZMZ 4061.10 - GAZ 3302, 33023, 2705, 3221;
• ZMZ 4063.10 - GAZ 3302, 33023, 2705, 3221, 32213, 322132, 32214, SemAR 3234, Ruta, Bogdan and Dolphin.

In the first case, the engine characteristics were suitable for the urban executive cars of officials and the government. Carburetor modifications reduced the operating budget of Gazelle vans, utility cars and trucks.

Maintenance schedule ZMZ 406 2.3 l / 100 l. With.

According to the manufacturer's requirements, the ZMZ 406 engine is serviced in the following order:

• inspection of the timing chain after 30,000 runs, replacement after 100,000 km;
• oil and filter change after 10,000 km;
• coolant replacement approximately every two years or 30,000 mileage;
• recharging the battery every autumn, replacing after 50,000 km;
• spark plugs last for 60,000 runs;
• the fuel filter becomes unusable after 30,000 km, the air filter - 20,000 km;
• ignition coils fail after 50,000 runs.

The manufacturer recommends using high-quality lubricant for the engines so that the hydraulic lifters and the oil pump work properly. Initially, the cooling system has weak points - a radiator and a thermostat. All attachments are high-life, with the exception of the pump, the polymer rotor of which lasts about 30,000 km. Due to the heavy weight of the motor with your own hands, it is very difficult to overhaul in a garage without a hoist.

Overview of faults and how to fix them

Due to the design features, the ZMZ 406 motor bends the valve only when the chain jumps. Moreover, they are damaged against each other (inlet and outlet while lifting), and not about the pistons. If the circuit breaks, this trouble will not happen.

Since the ICE device is partially copied from SAAB, and the ZMZ 402 design is partially preserved, it is characterized by malfunctions:

High RPM XX	1) sensor failure 2) there is no contact of the regulator XX 3) torn crankcase ventilation hoses	1) replacement of sensors 2) contact recovery 3) replacement of hoses
Cylinder failure	1) ECU malfunction 2) failure of the coil 3) breakdown of the tip of the candle 4) nozzle failure	1) replacement of the control unit 2)coil repair 3) tip replacement 4) repair / replacement of the nozzle
Unstable operation of the internal combustion engine	1) air suction 2) water in the fuel tank	1) restoration of tightness, replacement of gaskets 2) draining gasoline, drying the tank
Motor does not start	1) failure of the ignition system 2) fuel supply is broken	1) replacement of the coil, contact 2) replacement of the filter, pressure reducing valve, phase adjustment, replacement of the fuel pump

Due to the large diameter of the pistons, the block and cylinder head are sensitive to overheating, so the level of working fluids should be monitored regularly (oils and antifreeze).

Motor tuning options

Initially, the ZMZ 406 engine allows you to increase the power on your own up to 200 - 250 hp. With. For this, mechanical tuning is used:

• installation of a zero resistance filter;
• decrease in air temperature in the intake tract;
• replacement of the standard K-16D carburetor with Solex (adjustment with quality / quantity screws is necessary).

For Gazelle minibuses and trucks, turbo tuning is ineffective, since the operational life of the DS decreases and fuel consumption increases sharply.

Thus, the injection modification ZMZ 4062.10 and the carburetor versions 4061.10, 4063.10 are developed on the basis of the Swedish H-series engine for trucks and executive cars. Tuning is allowed, primarily to increase torque.

If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.