- I have documents for the Ural Truck Crane, year of manufacture - 1992. There is no VIN number in the documents, but I have the model and number of the installed internal combustion engine - 710.10 Number 953533. Is it possible to determine the modification of the internal combustion engine by the number? I need to install a new one, but I don't know which one.
- These cars were equipped with either 740.1000403 or 740.1000403-20. No options.
- How much they differ from each other and 7403. Is it possible to make another from one internal combustion engine and how many components need to be replaced?
- Both of these engines belong to the EURO-0 class, but they only have the same lubrication system. There is a difference in the piston group, block head, crankcase, fuel supply system and more. It's easier to contact the official service center for engine overhaul.
- I have #30779674. Does it have piston liners installed and if so, which ones fit?
- Sleeves are not installed on Cummins B5.9-180 engines. Repair is carried out by boring the cylinder block.
- Tell me if there is a significant difference in engines 740.622 and 740.70
- Fundamentally, no. They belong to the same series (70) and all models have one TKR.
- I have a KAMAZ 65115-A4 car with a CUMMINS ISB6 7E4 300 engine No. 86039912 installed. I would like to install a KAMAZ engine instead, which model is right for me and is it difficult?
- Replacing engines of this brand with another is not provided for by the documentation - this changes the equipment of the car. Replacement must be carried out only in companies that have the appropriate license to modify KAMAZ vehicles. The replacement affects almost all components of the car: electrical equipment, cooling, control units, exhaust, transmission, etc. Also, additional work may be revealed during the replacement process.
Ask a question to our specialist at the end of this page or by e-mail.
- Please tell me who is the real manufacturer of the CUMMINS ISB6.7E4 300 engine No. 86039970.
- According to the documentation, the manufacturing company - ZCK - ZAO CUMMINS KAMA.
- Is it possible to supply a EURO-3 class engine to the Urals with a KAMAZ ICE installed? If possible, which model is preferable and is it necessary to change the gearbox?
- Only EURO-0 engines are installed on Ural 4320 cars, no options.
- Is it possible to replace engine No. 740.11-1000411-04 with No. 740.11-1000411-01 and what is the configuration of the latter?
- No, they cannot be replaced - they are completely different engines.
- Tell me, in what configuration are the engines 740.13-1000400 (21) (22) sold.
- They are sold in the maximum configuration with all attachments. Only the Clutch, gearbox, radiator and expansion tank are supplied separately.
- The problem is this - on buses LIAZ 525645, year of manufacture 2006, engines 740.21 and 740 were installed, instead of the previously standing 740.31. The local traffic police department refuses to register, arguing that the car has been redesigned, and is forced to issue a re-equipment. How can we be.
- In principle, these blocks are the same and have an identical environmental class. In your case, you need to take an official refusal to register and send it to the Chief Designer, after which you will receive an official document, which you will subsequently present to the local traffic police.
- I don't have a turbo in my car. It costs ICE 740.10-210. EURO-0. Can I modify the internal combustion engine by installing a turbine on it? And what you need to do?
- In your case, you need to refine your internal combustion engine to 7403 (EURO-0 class). In addition to installing turbines (7H1), it is necessary to replace the piston group, injection pump, injectors, and the intake and exhaust systems, including on the car itself.
- I have a KAMAZ 43118 with an installed ICE 740.30-260. The engine needs to be replaced, which model can you recommend? It is desirable to minimize various possible improvements.
- The closest one is 740.30-100402. Replacement with engines of greater or lesser power, as well as another class of environmental friendliness, is not allowed by the design documentation. In addition, you will have to change the gearbox in parallel. Select the configuration of the proposed engine that matches your XTS - this is the easiest option.
- I want to put a cummens engine on mine instead of the one on it. Is it possible?
- Definitely not. Firstly, it is strictly forbidden to lower the environmental class, and secondly, a large number of improvements are required, including the replacement of the gearbox, clutch, pedals, etc. The engine you currently have is also relatively good if the operating conditions are properly observed.
- I want to replace the internal combustion engine with a box. No. 740.13.260 to 740.30.260 on KAMAZ 53228. Will it be possible not to use large-scale conversion? If not, what needs to be changed?
- They even outwardly have a similarity, but at 740.30 there are branch pipes for NVG. That is, it is necessary to install an additional radiator. In addition, it is necessary:
1. Raise the cab.
2. Change the gearbox drive.
3. The presence of a strictly imported clutch.
4. The floor model is 53205 only, otherwise it will not fit.
5. Checkpoint 142 is forbidden to install - either 154 or ZF.
Plus, in the process of refinement, various additional work may be revealed.
Do you want to buy an engine?
The Kamaz car is the best truck of the domestic auto industry. He has proven himself very well, first of all, and because his motor works without failures.
Engines for Kamaz
Today, there are many engine modifications for installation on trucks.
The type of engine that can be installed on a truck, for example, a long-length KamAZ, may depend on several factors:
- modifications to the machine itself;
- the type of work that the car will perform.
Several models of engines are installed on modern Kamaz trucks:
- 740.11-240 - 240 hp engine, and the torque can reach 766 Nm;
- 740.13-260 - the power of such an engine reaches 260 hp, and the torque is 834 Nm;
- 740.31-240 - engine power 240 hp, torque - 980 Nm (this type of engine belongs to Euro 2);
- 740.30-260 (Euro 2) - develops power of 260 hp, and the torque reaches 1078 Nm.
Engines of this type can be installed on buses and trucks.
Modification 740 engines have advantages over other types of engines of this type:
- less weight compared to other models;
- small overall dimensions.
The two rows of cylinders in the engine are at an angle of 90 degrees. This design allowed to reduce the dimensions of the mechanism.
A fan drive fluid coupling is coaxially attached to the front of the cylinder block, and an oil filter and fine oil filters are attached to the right. The cooling system is very well designed and this allows the engine to be used at very high loads.
The design of this engine is not inferior to the world analogues of engines of this type and power. They are very hardy and durable, so they can also be installed on other types of cars.
The closed cooling system makes it easier to maintain the engines during their operation.
To ensure that the engine starts at any temperature, the designers installed a powerful starting starter and batteries with an increased capacity, as well as installed a starting heater and used low-viscosity engine oil in the engine. Therefore, these types of engines can be used both in frost and in high heat.
All these design solutions make the motor versatile and very reliable in operation, as well as easy to maintain and repair.
The film "Engineering secrets" KAMAZ-master ":
A little history and let's remember: how it all began and which KAMAZ engines are the most relevant today.
Over the entire period of its existence, the KAMAZ truck was equipped with three power units: the native eight of the 740 series, the American and German Daimler. Foreign engines are ordinary sixes lined up in a row, like the new R6 expected by everyone. Six-cylinder engines are most in demand in the production of trucks. And more recently, the 740th was considered one of the best! Let's remember.
Exactly 50 years ago, ZIL began to create new ZIL-170 trucks with two rear drive axles (6x4). The first-born was assembled in 1969 and its mass assembly was entrusted to a new car plant on the Kama River in Tatarstan. At that time, the future auto giant was in the final stages of construction.
New KAMAZ R6 engine preparation for production
The first KAMAZ-5320 rolled off the conveyor belt back in 1967. By the way, this is the same 170th ZIL. The truck was equipped with a Yaroslavl YaMZ 740 engine with a volume of 11 and a half liters and a power of 180/210 horses. The first KAMAZ diesel engines began to be produced in 1975, which was the beginning of the birth of the 740th series. So what's good about this unit?
- this is the first diesel engine of the Soviet era, into which they began to pour antifreeze, and not plain water. To regulate the temperature, a thermostat was installed on the engine, and the radiator cooling blades began to rotate using a hydraulic drive. Technological innovations at that time were considered: a closed oil cleaning system with a centrifuge, and a crankshaft made of nitrided steel, and even valve guides made on the basis of cermet.
Of course, over the entire period of its existence, the motor has undergone modernization more than once. But it is impossible to remake everything and it is better to create something new. In addition, the constant forcing of the engine became an expensive undertaking, and therefore of little use. Moreover, the strict Euro-5 standards, which absolutely did not suit the 740th diesel engine with 8 cylinders. must meet all standards. In general, the time has come to create a completely new engine for the KAMAZ brotherhood.
But why? After all, there are a lot of high-quality sixes in the world. And coming up with something completely new is very expensive and time consuming. Therefore, the specialists of the KAMAZ plant decided to find a basis for a new diesel engine from other truck manufacturers, with which the auto giant has long-established partnerships.
Why the KAMAZ R6 engine and what does Liebherr have to do with it?
A little earlier, I already said that the newly-made KAMAZ engine must meet all the requirements of EURO-5, and taking into account long-term operation, also EURO-6. But it's not easy for an 8-cylinder V-engine to meet these regulations. Indeed, to fulfill all the conditions, it is necessary to install a turbocompound. An interesting name for a device unknown to many. So what is it?
In a conventional diesel engine, 30-40% of heat is wasted along with exhaust gases. But this is additional energy and it needs to be made to work somehow. But how? Scania is the first company to tackle this problem. In 1961, for the first time in the world, she mounted a turbocharger on one of her engines. Most drivers are familiar with this device and how it works: this is when exhaust gases help get more air into the combustion chamber. The efficiency of the engine increased by an order of magnitude, but this was not enough. And then the turbocompound was invented.
Here the principle of operation is somewhat different. The main goal: through a hydraulic coupling using a reduction gear, transfer directly to the energy of the exhaust gases. That is, the released gases, before flying out into the atmosphere, spin up the fluid coupling. And she, in turn, with the help of the speed increased by the gearbox, makes the flywheel screwed on spin. Everything seems to be simple, but only in words. But in fact: much more serious and more complicated. But more about that another time. In general, one thing pleases that this turbocompound is a rather effective and necessary thing. In addition to increasing efficiency, all the requirements of not only the current EURO-5, but also the future EURO-6 are met.
Auto giants such as SCANIA and VOLVO, which have been installing turbocompounds on the engines of their cars for a long time, proved to other truck manufacturers that it is necessary to install a new device. But there is one problem: the V8 exhaust system is a rather complicated thing and the installation of a turbocompound block is rather difficult and useless from a technical point of view. In addition, it is very expensive and bulky. But the in-line engine is the most suitable option, there are no problems with the installation of a miracle invention, and the cost is much easier (the P6 does not require the installation of balance shafts that reduce the efficiency of the motor). So all the arguments in the correctness of the in-line engine. And a few words about the German truck manufacturer Liebherr.
Liebherr is an old partner of KAMAZ. Back in Soviet times, back in 1973, German specialists helped set up a separate production line for the production and assembly of . The collaboration with Liebherr continues to this day. In addition, it is quite profitable and promising. Moreover, gas-diesel engines with a capacity of 900 liters are installed on the current KAMAZ. With.
Let's remember! What is under the cabin of the Dakar 4326? That's right: Liebherr. So, an excellent reputation and not high demands helped the management of the KAMAZ plant to solve the problem with the choice. The Liebherr D946 was taken as the basis for armament. A copy is not a copy, but the new P6 is a joint development of both automakers. So what will be the engine of the future from Naberezhnye Chelny?
Design of new KAMAZ engines
And now, the most interesting: structural innovations and key moments in the assembly of a new engine in the latest history of KAMAZ. But first, we note that the future P6 is two completely different motors.
The first thing to know is the diesel engine, in which the ignition of the combustible mixture occurs during compression. The new engine has a compression ratio of 18. Fuel injection is carried out directly into the piston, since the combustion chamber has become located in it. Taking into account this characteristic, the piston diameter increased to 130 mm, pistons with a diameter of 120 mm were installed on the 740th. The piston stroke on the new KAMAZ engine has also increased: from the classic 130 mm to the new 150 mm. Motors with such a piston distance are called "long-stroke". It should be noted here that the reduction in the number of cylinders did not affect the reduction in working volume, since the piston itself increased in diameter.
The cooling system remained at the same level: liquid, with a volume of 20 liters, with forced circulation. There are no innovations in the pressurization system either - it is still the same gas turbine, in which one-stage pressurization of the air medium and air / air cooling are carried out. The KAMAZ engine lubrication mechanism is complex with an air-oil cooler, a double filter and a gear oil supply pump.
It should be noted that such components as: injection pump, ECU and injectors are completely manufactured at Liebherr factories.
Therefore, the fuel system, today, remains 25% dependent on foreign suppliers, since the turbocharger assembled by the Germans must be added to the elements already mentioned. The remaining items are manufactured either in the production workshops of the KAMAZ automobile enterprise, or are purchased to order from domestic manufacturers.
In the factory workshop for the manufacture of engines, trial attempts have already been made to cast the cylinder block. Now both the "snail" for the coolant and the mounting flanges for the oil cooler with an air compressor will be cast on the block. There are attachment points for high pressure fuel pumps. Also, equipped with additional stiffeners. For what? Let's clarify.
Since the original Liebherr D946 is a heavy unit (mainly used in construction equipment and stationary generators), the P6 should have less weight. Consequently, lighter, but brittle, alloys are used in the casting. And the rigidity must meet all the requirements necessary for operation.
Power of in-line KAMAZ engine
The new KAMAZ engine will be 1.5 times more powerful than the classics. Yes, the 740 engine has the ability to boost, but then you have to use expensive technologies, and this, in turn, will affect the final cost.
The P6 will be equipped with a personal head of the KAMAZ engine block, which will greatly simplify the repair.
The KAMAZ crankshaft will also go through a small upgrade. The crankshaft journals, connecting rods with the main ones, will undergo mandatory high-frequency processing. The top piston and oil scraper rings will be chrome-plated with applied diamond grit, while the bottom piston ring will remain completely unplated.
The oil pump device will completely change. Now the oil will be supplied to the main components of the KAMAZ engine and its parts much faster.
Assembly speed of KAMAZ engines
For the future assembly of P6, KAMAZ is installing a new friction roller conveyor. The transport route of the block will pass through 34 stopping points, which provide for: manual assembly, semi-automatic and automatic assembly modes. What, where and how we will analyze separately.
Automation will take over the functions of controlling the efforts of turning the crankshaft, as well as the action of applying sealed materials to the joints of the body elements. She will perform the same quality control of combined parts.
Semi-automatic machines will control air leakage through the valves of the injection and exhaust systems. They will also check for tightness and all the systems involved in the operation of the engine, which are necessary for normal operation.
The rest will be collected manually. At the same time, it is planned to use electric / pneumatic tools for threaded connections. These works will be carried out in several stages and in strict sequence, where the control of the angle of rotation and tightening torque will be carried out.
The final stage of production is the test of the KAMAZ engine at the stand. A new stand is being prepared for testing the motor, on which full piping will not be carried out. Filling with oil and final assembly will take place outside the stand, which will significantly save test time. Before testing and hitting the stand, and will be connected. At the stand, only ECU programming with further testing and running-in of the KAMAZ engine with diagnostics of all systems involved in operation will remain. And also, fuel consumption calculations, measurement of operating temperature and pressure in the lubrication system, determination of nominal and maximum values of crankshaft rotation.
Quality control will be carried out by the QDM management system. It can collect all available data on the newly-made KAMAZ engine. This is both the date of manufacture with a serial number, and the tightening torque of the threaded connections with the procedure. All information obtained in this way will be stored in an electronic database and archived in a special assembly card in electronic form, which will later be stored in the computer archive of the enterprise. So, the assembly history of the KAMAZ R6 engine can be read at any time.
The conveyor will operate at a speed of 4 m per minute, which will make it possible to produce 12,000 KAMAZ engines in the first working year. The assembly of one P6 will take a little over 14 minutes. In the future, it is planned to mass-produce 30,000 copies, despite the fact that the manufacturing time of one motor will be reduced to 5 minutes.
The start of the mass assembly of the R6 is scheduled for 2019, although work on the new KAMAZ engine is already nearing completion. At the same time, work is underway to update the cabin, since the P6 cannot be installed on classic forms. Most likely, the appearance of the updated KAMAZ will be very different from the previous one. In the meantime, we can only wait and continue to ride on time-tested old cars.
You can in our company.
Let's start with a little background and tell you what engines are now being installed on Chelny trucks and why.
In KAMAZ, you can find three units: the “native” diesel of the 740th series, as well as Daimler OM 457 and Cummins engines. The 740 engines are the only ones in the lineup with eight cylinders.
Imported engines are in-line "sixes", like the future new P6. Such engines are now the most popular in the world of trucks. But once the 740th motor was quite an advanced unit! Let's take a look at his story.
In 1967, at the Moscow plant named after Likhachev, they began to develop a family of ZIL-170 trucks with a 6x4 wheel arrangement. In 1969, the first sample was ready, and its production was transferred to a new plant in Naberezhnye Chelny, which at that time was still under construction.
In 1976, the Kamaz-5320 rolled off the assembly line of the new enterprise, which, in fact, was the 170th ZiL. The power unit then was the Yaroslavl YaMZ with a volume of 11.5 liters, which produced from 180 to 210 liters. With. The production of these diesel engines was launched at Kamaz back in 1975, and the 740 series unit originates from here. What was so good about this motor?
Firstly, the Kamaz diesel engine is the first of the Soviet engines to receive a closed cooling system, in which antifreeze was supposed to be used, and not water. The radiator cooling impeller drive received a fluid coupling, and the entire system received a thermostat. There were other technological innovations in this motor (a full-flow oil filtration system with a centrifuge, a nitrided crankshaft, removable cermet guide bushings for valves, etc.), but forty years have passed since then.
Of course, over these decades, the motor has been repeatedly modified, but nothing can be redone endlessly: someday you still have to invent something fundamentally new. Moreover, boosting the old motor has already become simply expensive and therefore even more pointless. Throw in the strict Euro 5 standards, the “Procrustean bed” too tight for the old V8. In a word, the need to create a new engine appeared a long time ago.
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There are a lot of good straight-sixes in the world. You can, of course, come up with another engine - at Kamaz they know how and love to invent something like that - but it would be unreasonably long and expensive. In modern automotive production, somewhat different trends have long been established, so they decided to look for a basis for a new motor among other manufacturers with whom the company has established long-term partnerships.
Why P6 and what does Liebherr have to do with it?
I have already said that the new Kamaz engine must necessarily comply with Euro-5, and in the future - with Euro-6. It’s hard for a V8 engine to meet these standards in principle: a device with a complex and terrible name turbocompound “gets along” very badly with it. What kind of animal is this?
In an average diesel engine with exhaust gases, about 30-40% of thermal energy flies nowhere, which I really want to somehow make work. For the first time this trick was partially successful with Scania, which in 1961 installed a turbocharger on one of its engines. The device is familiar to most motorists: if very briefly, it pumps additional air into the combustion chamber with the help of exhaust gases. Not bad, but not enough. And then they came up with a turbocompound.
Its task is somewhat different: it transfers the energy of gases directly to the crankshaft through a fluid coupling and a reduction gear. It can be said that it takes mechanical energy from nowhere and gives it directly to the shaft. This - if you explain in a nutshell, in fact, everything is much more complicated and interesting, but we will not delve into the theory of engine building and the features of the engine operating modes under load and without it. Let's just accept the fact that this thing is very useful and efficient, with its help you can significantly increase the efficiency of the engine, and most importantly, meet strict environmental standards, and not only present, but also future ones.
Turbo compound is installed on many trucks, first of all, of course, on Scania, but there is, for example, on Volvo. Today, the opinion on the need to install a turbocompound block on the internal combustion engine of trucks is almost unambiguous: it must be installed. Only here on the V8, with its extremely complex exhaust system, installing a turbo compound turns out to be a difficult and useless task. Firstly, it will turn out to be expensive, and secondly, the turbocompound will increase the already significant dimensions of the motor. The in-line layout is another matter: here, with the installation of a miracle device, everything is much simpler.
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There is another argument in favor of the in-line "six" - this is its cost. The fact is that the V8 is an unbalanced motor, and additional balance shafts have to be installed to reduce vibrations. They not only reduce the efficiency (part of the energy of the burned fuel is spent on the rotation of the shafts), but also increase the cost of the engine. But the R6 is just the most naturally balanced motor, it does not need balance shafts in principle. Of course, the design of the motor becomes simpler and cheaper.
Balance, relative simplicity of design and low cost of production have become the main arguments in favor of the in-line layout of the future motor. So, with this, it seems to be clear. Now a few words about Liebherr.
Back in 1973, three years before the launch of the production of the first cars, the German company Liebherr (in Russian it is read "Liebherr") became a partner of the USSR in the design of a separate production of Kamaz - the production of gearboxes. Since then, cooperation with this manufacturer has almost never stopped and has always been profitable and constructive.
Remember at least what motors are on the Dakar? That's right, Liebherr. A good reputation and not too big requests from the German partner made it possible to consider the Liebherr D946 engine as the basis when choosing a new engine. But do not think that the new P6 is a copy of the German unit. The development was carried out jointly, but with an eye on the D946. So what kind of engine will we expect from Chelny residents?
For those who love technology
So, let's move on to the most interesting: the key points of the design of the new motor.
First, the diesel engine. If someone does not know, then the ignition of the mixture in such a motor occurs from compression. The compression ratio of the new engine is 18. Fuel injection is direct into the combustion chamber located in the piston. With a cylinder diameter of 130 mm, the piston stroke will be 150 mm - such motors are called "long-stroke". By the way, the previous Kamaz-740 engines were also long-stroke - 120x130 mm. The change in size resulted in almost the same volume while reducing the number of cylinders.
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There is nothing new in the cooling system - the usual liquid with forced circulation, the volume is 20 liters. The charge air and charge air cooling system is gas turbine, with a single-stage pressurization and an air-to-air heat exchanger. Combined lubrication systems, with gear oil pump and oil-water oil cooler.
Important Components
injection pump, injectors, ECU
At the moment, the fuel system is perhaps the most difficult thing to localize. At first glance, there is not much new here either: Common Rail with a high-pressure multi-plunger pump. But here are the most important components so far imported: injection pump, injectors, ECU - all this is left from Liebherr. Yes, and the turbocharger of the same company. In total, foreign suppliers account for about a quarter of the positions, the rest is either produced at Kamaz or ordered from domestic specialized enterprises.
Trial castings of the cylinder block have already been carried out at the Kamaz engine plant. This is carried out together with the “snail” of the cooling system pump and the mounting flanges of the liquid-oil heat exchanger, injection pump and brake system compressor. In order to increase rigidity, the block has ribs. In general, special attention was paid to the rigidity of the block: the Liebherr D946 diesel engine was heavy - it was used for the most part in construction equipment and as a stationary unit, so it had to reduce weight. Of course, rigidity should not suffer from this.
P6 has individual cast-iron heads, which simplifies possible repairs (even replacing one gasket of an individual head is easier and cheaper than a common block head).
The main and connecting rod journals of the crankshaft are treated with high frequency currents. The upper compression and oil scraper rings are chrome-diamond coated, while the lower compression ring is uncoated.
The design of the oil pump not only delivers oil to the main components as quickly as possible, but also ensures that excess oil is internally recirculated. The pump itself is gear-type, single-section and is located in the oil sump. By the way, the pallet itself can be not only metal, but also plastic - work on its introduction into production is now being carried out at Kamaz. And now the most interesting thing: how will the production of the new engine be arranged in Naberezhnye Chelny?
Motor in five minutes
To assemble the P6, a new friction roller conveyor is being installed in the engine plant shop. On the way along it, the block (the future motor) will pass 34 workstations of three types: manual, automatic and semi-automatic. Let's see what the machines will do, and where employees will have to work.
