Which VAZ engine is better. Which VAZ engine is better Injection engine VAZ 2114

01.10.2019

To ensure the correct operation of the engine and the main components, various sensors and controllers are used in cars. They allow you to monitor the status of important systems for the machine. In this article, we will analyze the main 2114 injector 8 valves, their location and purpose.

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List of all regulators

Check Engine icon under the alarm - indicates a malfunction in the motor

All sensors in domestic "fours" are placed in the engine compartment, on the body, wiring diagrams, and also on the gearbox. Almost all controllers are installed on the car during production, but some of them can be installed additionally.

The entire list of devices that are in the VAZ 2114 is given below:

motor fluid pressure;
coolant temperature;
antifreeze level in the system;
fuel level in the gas tank;
IAC - idle speed regulator;
DMRV - mass air flow;
brake fluid level in the system;
TPS - throttle position;
movement speed;
DPKV - crankshaft position;
DPRV, aka camshaft position sensor or phase sensor;
Lambda probe;
detonation;
uneven road surface;
outside air temperature (the author of the video is Ivan Vasilyevich).

Location and purpose of devices

What sensors are used on the VAZ 2114, we figured it out. But if you are repairing your iron horse yourself, then you will probably be interested to know where the main controllers are located.

Where are the VAZ 2114 sensors located and what functions do they perform:

Engine fluid pressure controller. This element allows you to calculate the insufficient pressure of the consumable in the power unit. If the corresponding icon starts to burn on the dashboard, this may indicate problems and malfunctions that have appeared in the operation of the motor. In the event that the indicator has been on for a long time on the tidy, and the car owner does not take any action to repair his vehicle, this can lead to serious problems. For example, you will either have to do a major overhaul of the power unit, and if the situation is more complicated, then it will need to be replaced altogether.
It should be noted that the indicator on the tidy may appear in several cases - when the level of consumables in the system decreases, when the filter element is clogged, when the oil pump breaks, and also when the wiring is faulty. If the level of the engine fluid has dropped very much, then perhaps the problem lies in the leak, so you need to find all the leaks and eliminate them. Perhaps the indicator appeared on the tidy as a result of its failure. As for the location, it may differ depending on the type of engine. For example, on 8 valve motors, the controller is installed to the right and below the valve cover, in the head of the blocks. If we are talking about a 16-valve unit, then the meter is placed on the left end of the camshaft bearing housing. It should be borne in mind that if the regulator breaks down, it will be more expedient to replace it with a new one.
The antifreeze temperature controller in the cooling system, this controller is also called the motor temperature sensor. This device is located on the inlet line of the so-called cylinder head cooling jacket. In accordance with the signal from the device, information about the state of the temperature of the power unit is displayed on the dashboard. Thanks to him, the motorist will be able to know everything to what temperature the engine has warmed up, and this data is extremely important, especially when the power unit overheats.
As for checking the device, diagnostics can be done at home. To do this, you need to connect a multimeter to the mechanism and switch it to the ohmmeter mode, and put the controller in a vessel with antifreeze. Further, the container is heated, and in accordance with the change in temperature, resistance diagnostics are performed. If these data correspond (a detailed table is indicated in the service book), then DTOZH is operational.
Antifreeze level meter in the cooling system. As the name implies, this device allows you to determine the volume of the remaining consumable material, so that if it is lacking, the car owner could supplement the volume. The meter is mounted in an expansion tank with a consumable fluid and it is threaded, so it is screwed into the mounting location, and power is connected to its end.
Brake fluid level gauge in the system. From the name it is clear why it is needed, because the operation of a car with a low level of "braking" can lead to tragic consequences. By itself, this is a float-type controller, which is mounted in an expansion tank with consumables.
IAC or idle speed controller. This element is designed to provide stable idle speeds, it passes air into the power unit at idle, bypassing the throttle position sensor. If the device fails, the idle will float. The part is mounted directly on the throttle, next to its damper.
DMRV - of all the regulators, this is the most expensive device in terms of cost. Using this controller, the control unit allows you to determine the amount of air consumed, as well as adjust the ratio of air and fuel to form a combustible mixture. The latter is subsequently fed into the engine injectors. If the unit fails, this can lead to a decrease in engine power, as well as problems in the engine idling. The part is mounted on the air filter element housing, near the intake manifold.
Speeds. Mounted on the gearbox and allows the driver to monitor the speed at which the car is moving.
The fuel level in the tank. A float-type device is located in the four-wheel gas tank. If it breaks, the amount of fuel will be displayed incorrectly on the dashboard.
TPS is a unit that functions in tandem with the idle speed controller, it is also called the gas pedal position sensor. This part allows you to determine the degree of throttle opening. If it breaks, then the engine will not respond to pressing the gas pedal, and the engine speed may also increase arbitrarily. The mechanism is located directly on the throttle.
DPKV is designed to synchronize the control unit and the car engine. It is located near the drive pulley of the generator unit.
DPRV, used to determine the phased injection, is installed on the side of the air filter element, in close proximity to the block head cover. In accordance with the position of the camshaft, the regulator sends a signal to the control unit, as a result of which injection is carried out before the valve opens. The fuel is injected simultaneously with the air flow.
Lambda probe or . The regulator allows you to determine the amount of oxygen that is available in the exhaust system, as well as adjust the combustible mixture. Installed in the intake manifold, next to the resonator. The device transmits a pulse to the control side about the amount of oxygen concentration in the exhaust gases.
Detonations. The device detects vibrations in the operation of the power unit and automatically adjusts the ignition angle. In the "fours" this part is mounted waiting for cylinders 2 and 3, from the fan side.

Faults

As for faults, they can all be divided into several groups:

Device failure. In this case, the problem can be solved by replacing or repairing it.
Wire break. The problem is solved by replacing the wire.
Bad contact. The contact is either cleaned of oxidation or changed to a new one.

Video "Replacing IAC at home"

Detailed instructions for replacing the idle speed controller with your own hands are shown in the video below (the author is Sandro's channel in the garage).

The appearance in the production of AvtoVAZ of the Samara family (originally Sputnik) was a real breakthrough for the domestic automotive industry of that time. The three-door hatchback VAZ-2108, which debuted in 1984, made a splash among Soviet motorists. Stylish design, advanced production technologies, outstanding driving performance - all this led to a resounding success. And this despite the fact that the body of the three-door hatchback clearly did not correspond to the utilitarian preferences of motorists of that time. The new model gained immense popularity, and its design even got its own nickname - "chisel" for its characteristic silhouette.

In 1987, the model 2109 was released - a five-door hatchback based on the G8. While maintaining all its advantages and chips, it was more suitable but the role of a family car. It only reinforced the success. In the future, the family was replenished with a four-door sedan. With minor changes, the first generation lasted on the assembly line until 2004.

The second generation of the Samara-2 family, in fact, is a restyling of the first generation models. The front part of the body was redesigned, lighting equipment and some visual elements of the exterior design were changed. The interior also received changes in the form of a new panel (the so-called "Euro-panel"), as well as improvements to some elements.

The line of power units VAZ-2114 (Samara-2)

During the release, various modifications of motors already known from other models of the manufacturer were installed on models of the Samara-2 family. The widest choice was offered by model 2114 - the heiress of the legendary "nine" VAZ-2109.

All the engines that were equipped with the “fourteenth” are in-line atmospheric fours. The carburetor power system was gradually becoming a thing of the past, so the restyled successor to the “nine” is found exclusively in injection versions. This made it possible to modernize the engines and fit into environmental standards.

1.5 l. 8 cells (77 hp) - index 2111;
1.6 l. 8 cells (81 hp) - index 21114/11183;
1.6 l. 16 cells (89 hp) - index 21124;
1.6 l. 16 cells (98 hp) - index 21126.

Engine 2111 (1.5 l., 8 valves)

At its core, the engine is a redesigned modification of the well-known 21083 unit, which appeared on the legendary G8. Processing touched, first of all, the food system. Instead of a carburetor system, the engine began to be equipped with an injection system. The design of the connecting rod and the camshaft also received changes. All this allowed to improve performance indicators. Increased power and torque. In addition, the engine began to comply with Euro-2 environmental standards.

Gas distribution mechanism with an overhead camshaft and belt drive. Its nice feature is that when the belt breaks, the valves are not damaged.

Typical problems

Floating idle speed most often occurs due to a malfunction of such components:

Idling regulator;
Throttle position sensor;
vacuum booster.

If the existing symptoms are added to the fact that the engine stalls on the go, then you should also pay attention to the condition of the mass air flow sensor (MAF).

If the engine began to run unevenly and “troit”, then first of all you should pay attention to the compression indicators. A noticeably lower compression in one of the cylinders most likely indicates a burnt valve. If the spread is small or exists in several cylinders, then the valve clearances should be checked. There is a good chance they need to be adjusted. A similar symptom may also indicate problems with the gasket between the cylinder head and the cylinder block. However, even if such symptoms are not observed, do not forget about regularly checking the thermal clearances of the valves, as well as adjusting them. The manufacturer recommends performing such a check every 20 thousand km. If everything is in order with compression, but there are similar symptoms, it is necessary to check the ignition module.

Often noises and knocks become companions of this motor. All of these can be the cause of misadjusted valves. If you hear an increasing loud dull metallic sound when you press the gas pedal, the engine will most likely need repair. There are several main reasons for this symptom:

Knock of main bearings;
Knocking rod bearings;
Piston knock.

The operating temperature range of the coolant for this unit is 95-103 degrees. However, there are cases when the engine simply does not heat up to such indicators. The main reason for this behavior of the motor is a malfunction of the thermostat. Some owners have to replace it almost on a regular basis. All this is a consequence of the low quality of spare parts.

Other common malfunctions of this engine

valve cover leaks;
Depreciation of the components of the cooling system;
Injection system failures on old copies;
Breaking of the fastenings of the intake exhaust pipe (treated by replacing steel threaded connections with brass ones).

The engine is very common and enjoys well-deserved popularity among many motorists. Its simplicity, maintainability and good knowledge make it easy to deal with existing shortcomings and typical malfunctions.

The manufacturer officially declares a resource of 150 thousand km. However, practice shows that many specimens nurse deep beyond 200 thousand km. A lot depends on the operating conditions and attention to maintenance.

Engine 21114/11183 (1.6 l. 8 cells)

The unit is a continuation of the development of the motor with the index 2114, and, accordingly, its progenitor 21083, which was installed on the first generation of the Sputnik / Samara family. The changes affected mainly the cylinder block. Its height has increased, and accordingly the piston stroke. The working volume increased to 1.6 liters. Performance in terms of power and torque has also increased. In practice, this manifests itself in the form of improved elasticity and greater traction. The improvements made allowed the engine to comply with Euro-3 environmental standards.

Car owners may call this engine in different ways. You can find such names as the engine 2114 (out of habit with an 8-valve Euro-2), Kalina, as well as the corresponding official indices 21114 and 11183. The differences between engines with these two indices are that they were produced on different conveyor lines.

The huge similarity with the 2111 engine endowed this unit with almost identical problems and malfunctions. It is also necessary to regularly monitor the condition of the valves and deal with uneven operation.

Of the unpleasant individual features - noisy work similar to the sound of a diesel engine. With the rest of the noise, things are the same as in the 2111 motor.

However, despite the common roots and problems, the masters note that 21114/11183 is still a little less capricious. At the same time, there is still no risk of bending the valves when the timing belt breaks.

Similar motors and resource indicators. So, the manufacturer indicates 150 thousand km before the overhaul, however, in practice, the indicators easily exceed 200 thousand km, and sometimes reach up to 300 thousand.

Engine 21124 (1.6 l., 16 valves)

The motor with the index 21124 was replaced by the unit 2112 on the conveyor. The sixteen-valve “four” increased the volume to 1.6 liters due to the use of the “high Kalinovsky” cylinder block. Improvements were made to comply with Euro-3 environmental standards. Thanks to this, traction at low revs has increased, but at the same time it has become more calm in nature. Compared to the "twelfth" increased noise.

The problem that was most feared by the owners of the sixteen-valve of the previous generation with the index 2112 was solved. Due to the special design of the pistons with holes, the valves will not bend when the timing belt breaks. This is a significant advantage over the "twelfth".

Due to the presence of hydraulic compensators, there is no longer a need to constantly monitor the thermal clearances of the valves. However, these parts are most often the cause of unpleasant knocks from under the hood. In addition, the cause of knocking may be a problem with oil pressure. Moreover, the indicators can be both below and above the norm.

The old problem with valve adjustment has been replaced by a new one. It is recommended to monitor the timing belt tension and tighten it every 15 thousand km.

There are also problems with knocks of a different nature. They can be called "branded" for VAZ engines. This is the knock of main and connecting rod bearings, as well as pistons.

The engine is not deprived of other "proprietary" malfunctions:

floating turns;
Engine "troit";
Stalls at idle or in motion;
Temperature problems.

All these problems are familiar from other units. For example, for the same 2111. The roots of the problems are common, so the solutions can be found in the corresponding section of this article.

If the car does not start at all, then the check must be carried out according to the following scheme:

Starter and battery;
Ignition system;
Power system and fuel pump.

In case of problems with traction, and specifically with its decrease, you should check the pressure in the fuel rail, as well as the condition of the injectors. Maybe their filters are clogged.

A characteristic feature of the engine was increased vibration. There can be many reasons for this. Among them, the idle speed controller, high-voltage wires, candles, lambda probe. And this is not a complete list. To identify the cause, a high-quality diagnosis from an experienced master will be required.

This engine easily overcomes the standard resource indicators from the manufacturer of 150 thousand km. According to the experience of the owners, most specimens easily take care of more than 250 thousand km. In addition, in an unspoken rating, this engine model is considered one of the most successful at VAZ. This becomes especially true for owners who prefer to tune and modify the engine of their car.

Engine 21126 "Priora" (1.6 l., 16 cells)

A continuation of the evolution of VAZ 16-valve engines was a motor with an index of 21126. It is a development of 21124, but with some changes. Among them:

Lightweight ShPG (connecting rod and piston group);
Better surface finish;
Honing of cylinders with more stringent requirements.

Timing drive - belt, with overhead camshafts. But unlike its predecessor, when the valve breaks, it bends. There is a radical solution to this design feature - the replacement of pistons. If the engine is in a standard design, then you just need to carefully monitor the condition of the belt. Moreover, the problem with its weakening was solved by installing an automatic tensioner. The type of belt used has also been changed.

Typical malfunctions

If you feel a loss of power, then most often the reasons for this are in such phenomena:

Loss of compression due to a burnt cylinder head gasket;
Cylinder wall wear;
Wear of piston rings;
Piston burnout.

The result of unstable operation and refusal to start, there may be a problem with the pressure in the fuel system. In addition, such symptoms cause sensor malfunctions, air leaks through leaky hoses or their connections, malfunctions in the timing, or problems with the throttle.

If the engine is clearly “troiting”, then, first of all, it is necessary to check the compression indicators in order to eliminate the problem with valve burnout. But more often it is caused by faulty spark plugs or a failed ignition coil. Sometimes the reason lies in the condition of the nozzles, namely the degree of their contamination.

Floating speed is a quite typical disease of VAZ 16-valve valves. Often, in addition to this, the engine runs unevenly. In this case, first of all, it is necessary to check the mass air flow sensor (DMRV). If it is working, then most likely the cause is the throttle. It is necessary to clean it, and possibly replace its position sensor (TPPS). At the same time, you should also check the condition of the idle speed controller (IAC).

Not done on this engine and without a "proprietary" headache with a thermostat. Still, it becomes the reason that the engine cannot warm up to operating temperature. However, if there are severe frosts outside, the old-fashioned way with a cardboard box in front of the radiator will probably help.

Some characteristic sores of other VAZ engines also migrated to 21126 Priora. So, if you detect knocks under the hood, you should first check the condition of the hydraulic lifters. Most often, they are the culprits of unpleasant knocks. At the same time, knocks that are associated with main and connecting rod bearings, as well as pistons familiar from other VAZ engines, can also occur. This is already a serious malfunction, which is fraught with difficult engine repairs.

Minor problems, in the form of a refusal to start, most often lie in the following malfunctions:

Starter and battery;
Ignition coil;
Candles;
Fuel pump malfunctions;
Clogged fuel filter;
Defective fuel pressure regulator.

Having improved the performance indicators, the 21126 motor is still slightly inferior to its predecessor 21124 in reliability. Although it cannot be said that it is inferior to very much. This is mainly due to the more complex design. Nevertheless, it is one of the best domestic motors, which also fits into modern environmental standards.

The declared resource is 200 thousand km. Compared to the officially declared resources of its predecessors, it has increased. However, in practice, older motors with a simpler design generally last longer. Judging by the reviews of real operation, on average, the real resource corresponds to that indicated by the manufacturer. Sometimes it can be more, sometimes less. Much depends on the operating conditions and the level of service.

For the efficient operation of the injection power unit, a large number of different mechanisms and automated devices are included in the VAZ-2114 vehicle system. You can’t say that the “fourteenth” car is filled to capacity with electronics, but if you look under the hood, you can find all kinds of VAZ-2114 sensors 8 injector valves.

The main purpose of electronics is to monitor the condition of the components and assemblies of the car. The received data is transmitted to the main "brain" center of the car. Thanks to this approach, the driver no longer needs to look long and exhaustingly for the reasons for the deviation from the operation of a particular system. All information will be provided by the ECU. What sensors are involved in the operation of the VAZ-2114 and where are they located?

General information about VAZ-2114 sensors

Sensors externally represent small mechanisms. However, their role in the operation of the entire vehicle system is simply colossal. They signal the remaining fuel in the gas tank, tell the driver the coolant temperature, determine the position of various engine elements in a certain operating mode. In order to know your car well and understand what could fail in a given situation, you need to know the entire list of mechanisms involved in the system.

We list all the sensors on the VAZ-2114 injector 8 valves, which are the most important:

crankshaft positions.
Camshaft position sensor.
DTOZH.
Speeds.
Idle move.
Lambda probe.

These devices are in most cases located in the engine compartment. Almost all of them are installed at the factory during the assembly of the car. But the driver himself can install some sensors at any time suitable for this. It is also important to know how each of these devices works, and what primary task it performs.

You can often hear how drivers with many years of experience call this mechanism nothing more than a synchronization sensor. This name comes from the principle of operation of the device. The tasks of the DPKV are to synchronize the operation of the electronic unit and the gas distribution mechanism.

On the VAZ-2114, an inductive-type DPKV is installed. The cost of such a sensor is relatively small. In the event of a failure of the controller vital for the car, most drivers prefer to immediately replace the device with a new one.

If the DPKV breaks down, then further operation of the car will become impossible. Without this mechanism, the fuel supply system will stop working, because the ECU will not receive information about when it is necessary to give a command to inject fuel into the cylinders. The location of the DPKV is close proximity to the camshaft.

Electronics is responsible for the delivery of fuel in the VAZ-2114 car system. Without TPS, the control unit will not be able to determine the optimal time for supplying gasoline. Deviations from the correct operation of the TPS lead to an increase in the amount of fuel consumed. The operation of many other auto systems depends on the angle at which the remote sensing is located: cooling, fuel supply.

TPS is located near the idle speed sensor. In the "fourteenth" system, the work of these two devices is closely linked.

In the event of breakdowns of the TPS, the car begins to twitch in a certain position of the damper, and instability of the engine is also noted. All sensors VAZ-2114 8 valves are coupled in their work, so two different devices sometimes have the same symptoms of a malfunction. In the event of symptoms of a breakdown, it is necessary to take a comprehensive approach to checking all controllers.

Camshaft position sensor

This mechanism is located near the cylinder block. The main task is to transmit data to the ECU regarding the current work cycle. Among specialists, the mechanism is called a Hall sensor. The operation of the device is based on the following principle: in accordance with the location of the crankshaft, the position of the gas distribution mechanism is determined. The data received by the sensor are reported to the electronic unit. Fuel is injected and the mixture is subsequently ignited.

Knock sensor, DTOZH, speed and others

In addition to the above mechanisms, other very important devices can be found in various corners of the engine compartment. The location of the sensors VAZ-2114 injector is quite chaotic, some are located directly on the power unit, the second in other places - the gearbox, on the wiring diagrams.

Other important mechanisms include:

1. Knock sensor - sensitive to various vibrations of the motor. Based on the received pulses, the ECU determines the qualitative composition of the mixture. Located on the cylinder block.

1. The engine temperature sensor is the only and simple, but extremely important task assigned to this device - to control the coolant temperature.

1. Speed sensor - from the name itself it is clear that this controller is necessary to measure the speed of the car. DS transmits impulses to the ECU, which processes them and determines the speed of the car, the result is displayed on the instrument panel by the speedometer.

1. Idling - not only reads information, but also corrects the operation of the motor. DXH controls the nozzle with a special needle - closes and opens. This changes the amount of oxygen supplied to the throttle assembly.

1. DMRV - reads data and transmits it to the control unit, which, based on the information received, determines the optimal ratio of the various components of the fuel-air mixture. A failure of the DMRV leads to the fact that the car significantly loses its power indicator, and the driver begins to feel a significant increase in the amount of gasoline consumed by the car.

DK - oxygen sensor, lambda probe. This controller is called differently among motorists, but the principle of its operation does not change from this. DC informs the control unit about the amount of oxygen in the exhaust gases. You can find the mechanism in the receiving manifold.

These are the main and most significant sensors in the "fourteenth" system. It is also worth mentioning the FLS, which plays an important role - it determines the level of gasoline in the vehicle tank. With this device, domestic drivers often experience difficulties. Sometimes it does not work correctly, it misinforms. But, as a rule, FLS breaks down in older cars. You can repair the mechanism yourself, but it all depends on the severity of the breakdown.

Useful video

You can find additional useful information in the video below:

https://www.youtube.com/watch?v=N1_AMHoloCA

Conclusion

Summing up, it is worth saying that the sensors on the VAZ-2114 injector 8 valves are located in different parts of the overall design of the car. All of them play an extremely important role, their work is built under the electronic control unit. In the event of a breakdown of any controller, the driver will feel oddities in the behavior of the car. At any time, you can diagnose and read ECU errors.

Sensor	Location
Crankshaft position (timing sensor)	Near the drive pulley of the electric generator
Throttle positions	On the body of the throttle
Camshaft positions (phase sensor)	Near the cylinder head cover, when viewed from the side of the air filter
Detonations	Between 2 and 3 cylinders near the fan
Coolant temperatures (engine temperature sensor)	Near the tasty nozzle of the cylinder head cooling jacket
Speeds	On the gearbox
Idling (IAC)	Near the throttle valve on the throttle assembly
	Near the large inlet pipe, directly on the air filter housing
Oxygen (lambda probe)	Before the resonator in the intake manifold of the exhaust system
Oil pressure	On 8 valve motors, located below the valve cover in the cylinder head
brake fluid level

To repair an injection car yourself, you need to know the principle of operation and the device, an injector is a car with a fuel injection system. Only knowing the principle of operation of the injector, you can understand the cause of the malfunction and eliminate it yourself at home.

On cars VAZ-21083, VAZ-21093 and VAZ-21099 in the variant version, a distributed fuel injection system is used on engines with a working volume of 1.5 liters. Distributed injection is called because for each cylinder the fuel is injected by a separate nozzle. The fuel injection system reduces the toxicity of exhaust gases while improving the driving performance of the car.

There are distributed injection systems: with and without feedback. Moreover, both systems can be with imported components or domestic ones. All these systems have their own characteristics in the device, diagnostics and repair, which are described in detail in the respective separate Repair Manuals for specific fuel injection systems.

This chapter provides only a brief description of the general principles of the design, operation and diagnostics of fuel injection systems, the procedure for removing and installing components, and also provides features for repairing the engine itself.

The feedback system is mainly used on export vehicles. She has a catalytic converter and an oxygen sensor installed in the exhaust system, which provides feedback. The sensor monitors the oxygen concentration in the exhaust gases, and the electronic control unit, using its signals, maintains the air / fuel ratio that ensures the most efficient operation of the converter.

In the injection system without feedback, a converter and an oxygen sensor are not installed, and a CO potentiometer is used to adjust the concentration of CO in the exhaust gases. This system also does not use a gasoline vapor recovery system.

WARNINGS

1. Before removing any components of the injection control system, disconnect the wire from the "-" terminal of the battery.

2. Do not start the engine if the cable lugs on the battery are loose.

3. Never disconnect the battery from the car's on-board network when the engine is running.

4. When charging the battery, disconnect it from the vehicle's on-board network.

5. Do not expose the electronic control unit (ECU) to temperatures above 65°C in working condition and above 80°C in non-working condition (for example, in a drying chamber). It is necessary to remove the computer from the car if this temperature is exceeded.

6. Do not disconnect or connect the wire harness connectors to the ECU while the ignition is on.

7. Before performing arc welding on a car, disconnect the wires from the battery and the wire connectors from the ECU.

8. Perform all voltage measurements with a digital voltmeter with an internal resistance of at least 10 MΩ.

9. The electronic components used in the injection system are designed for very low voltage and therefore can be easily damaged by electrostatic discharge. To prevent damage to the ECU by electrostatic discharge:

Do not touch the ECU plugs or electronic components on its boards with your hands;

When working with the PROM of the control unit, do not touch the pins of the microcircuit.

Converter

The toxic components of exhaust gases are hydrocarbons (unburned fuel), carbon monoxide and nitrogen oxide. To convert these compounds into non-toxic, a three-way catalytic converter is installed in the exhaust system immediately after the exhaust pipe of the mufflers. The converter is used only in the feedback fuel injection system.

In the neutralizer (Fig. 9-33) there are ceramic elements with microchannels, on the surface of which catalysts are deposited: two oxidizing and one reducing. Oxidation catalysts (platinum and palladium) help convert hydrocarbons into water vapor and carbon monoxide into harmless carbon dioxide. The reduction catalyst (rhodium) speeds up the chemical reaction to reduce nitrogen oxides and turn them into harmless nitrogen.

For effective neutralization of toxic components and the most complete combustion of the air-fuel mixture, it is necessary that 1 part of fuel falls on 14, 6-14, 7 parts of air.

This dosing accuracy is ensured by the electronic fuel injection system, which continuously adjusts the fuel supply depending on the operating conditions of the engine and the signal from the oxygen concentration sensor in the exhaust gases.

WARNING.

It is not allowed to operate the engine with a converter on leaded gasoline. This will lead to a quick failure of the converter and the oxygen concentration sensor.

Rice. 9-33. Converter:

1 - ceramic block with catalysts

Electronic control unit

The electronic control unit (ECU) 11 (Fig. 9-34), located under the instrument panel on the right side, is the control center of the fuel injection system. This block is also called a controller. It continuously processes information from various sensors and manages systems that affect exhaust emissions and vehicle performance.

The control unit receives the following information:

About the position and frequency of rotation of the crankshaft;

About the mass air flow of the engine;

About coolant temperature;

About the throttle position;

About the presence of detonation in the engine;

About the voltage in the on-board network of the car;

About the speed of the car;

About the request to turn on the air conditioner (if installed on the car).

Based on the information received, the unit controls the following systems and devices:

Fuel supply (injectors and electric fuel pump);

ignition system;

Idling regulator;

Adsorber of the gasoline vapor recovery system (if - this system is on the car);

Engine cooling fan;

Air conditioning compressor clutch (if it is on the car);

Diagnostic system.

Rice. 9-34. Injection system diagram:

1 - air filter; 2 - mass air flow sensor; 3 - inlet pipe hose; 4 - coolant supply hose; 5 - throttle pipe; 6 - idle speed regulator; 7 - throttle position sensor; 8 - channel for heating the idle system; 9 - receiver; 10 - pressure regulator hose; 11 - electronic control unit; 12 - relay for turning on the electric fuel pump; 13 - fuel filter; 14 - fuel tank: 15 - electric fuel pump with fuel level sensor; 16 - drain line; 17 - supply line; 18 - pressure regulator: 19 - inlet pipe: 20 - nozzle rail: 21 - nozzle; 22 - speed sensor; 23 - oxygen concentration sensor; 24 - inlet pipe gas receiver; 25 - gearbox; 26 - cylinder head; 2 7 - outlet pipe of the cooling system; "28 - coolant temperature sensor; A - to the inlet pipe of the coolant pump

The control unit turns on the output circuits (injectors, various relays, etc.) by shorting them to ground through the output transistors of the control unit. The only exception is the fuel pump relay circuit. Only the winding of this relay is supplied by the ECU with +12 V.

The control unit has a built-in diagnostic system. It can recognize malfunctions in the system, warning the driver about them through the "CHECK ENGINE" warning lamp. In addition, it stores diagnostic codes indicating fault areas to assist technicians in carrying out repairs.

Memory

There are three types of memory in the electronic control unit: random access memory (RAM), one-time programmable read-only memory (PROM), and electrically programmable memory (EPROM).

Random access memory is the "notebook" of the electronic control unit. The ECU microprocessor uses it to temporarily store measured parameters for calculations and for intermediate information. The microprocessor can enter data into it or read them out as necessary.

The RAM chip is mounted on the PCB of the ECU. This memory is volatile and requires an uninterruptible power supply to maintain. When the power supply is interrupted, the diagnostic trouble codes and calculated data contained in the RAM are erased.

Programmable Read Only Memory. The PROM contains a common program that contains a sequence of operating commands (control algorithms) and various calibration information. This information is injection, ignition, idle control data, etc., which depend on vehicle weight, engine type and power, transmission ratios, and other factors. PROM is also called a calibration memory.

Rice. 9-35. Electronic control unit:

1 - programmable read only memory (PROM)

The contents of the PROM cannot be changed after programming. This memory does not need power to save the information recorded in it, which is not erased when the power is turned off, i.e. this memory is non-volatile. The PROM is installed in the socket on the ECU board (Fig. 9-35) and can be removed from the ECU and replaced.

PROM individually for each vehicle configuration, although the same unified ECU can be used on different car models. Therefore, when replacing the PROM, it is important to set the correct model number and vehicle equipment. And when replacing a defective ECU, it is necessary to leave the old PROM (if it is working).

An electrically programmable memory device is used to temporarily store the password codes of the car's anti-theft system (immobilizer). The password codes received by the ECU from the immobilizer control unit (if available on the car) are compared with those stored in the EEPROM and the engine is allowed or prohibited to start. This memory is non-volatile and can be stored without power to the ECU.

Injector sensors

The coolant temperature sensor is a thermistor, (a resistor whose resistance changes with temperature). The sensor is wrapped in the coolant outlet on the cylinder head. At low temperatures, the sensor has a high resistance (100 kOhm at -40 °C), and at high temperature it has a low resistance (177 Ohm at 100 °C).

The ECU calculates the coolant temperature from the voltage drop across the sensor. The voltage drop is high on a cold engine and low on a warm one. The coolant temperature affects most of the characteristics controlled by the ECU.

The knock sensor wraps around the top of the cylinder block (Figure 9-36) and detects abnormal vibrations (knock) in the engine.

The sensitive element of the sensor is a piezoelectric plate. During detonation, voltage pulses are generated at the sensor output, which increase

increase with an increase in the intensity of detonation impacts. The control unit, based on a sensor signal, regulates the ignition timing to eliminate detonation fuel flashes.

Rice. 9-36. Location of the knock sensor on the engine:

1 - knock sensor

The oxygen concentration sensor is used in the feedback injection system and is installed on the downpipe of the mufflers. The oxygen contained in the exhaust gases reacts with the oxygen sensor, creating a potential difference at the output of the sensor. It varies from approximately 0.1 V (high oxygen content - lean mixture) to 0.9 V (low oxygen - rich mixture).

For normal operation, the sensor must have a temperature of at least 360°C. Therefore, for quick warm-up after starting the engine, a heating element is built into the sensor. »

By monitoring the output voltage of the oxygen concentration sensor, the control unit determines which command to adjust the composition of the working mixture to apply to the injectors. If the mixture is lean (low potential difference at the output of the sensor), then a command is given to enrich the mixture. If the mixture is rich (high potential difference), a command is given to deplete the mixture.

The mass air flow sensor is located between the air filter and the intake pipe hose. It is hot-wire type. The sensor uses three sensing elements. One of the elements determines the ambient air temperature, and the other two are heated to a pre-set temperature that is higher than the ambient air temperature.

During engine operation, the passing air cools the heated elements. The mass air flow is determined by measuring the electrical power required to maintain a given temperature rise of the heated elements over the ambient air temperature. Sensor signal - frequency. High air flow causes a high frequency signal, and low air flow causes a low frequency signal.

The ECU uses information from the mass air flow sensor to determine the duration of the injector opening pulse.

The CO potentiometer (Fig. 9-37) is installed in the engine compartment on the wall of the air intake box and is a variable resistor. It sends a signal to the ECU, which is used to adjust the air/fuel ratio to obtain a specified level of carbon monoxide (CO) concentration. exhaust gases at idle. The CO potentiometer is like the mixture screw in carburetors. Adjustment of the CO content using a CO potentiometer is only carried out at a service station using a gas analyzer.

Rice. 9-37. CO potentiometer

The vehicle speed sensor is mounted on the gearbox between the speedometer drive and the tip of the speedometer drive flexible shaft. The principle of operation of the sensor is based on the Hall effect. The sensor outputs rectangular voltage pulses to the computer with a frequency proportional to the speed of rotation of the drive wheels.

The throttle position sensor is mounted on the side of the throttle pipe and is connected to the throttle valve axis.

The sensor is a potentiometer, one end of which is supplied with a plus supply voltage (5 V), and the other end is connected to ground. From the third output of the potentiometer (from the slider) there is an output signal from the electronic control unit.

When the throttle valve is turned, (from the impact on the control pedal), the voltage at the output of the sensor changes. When the throttle is closed, it is below 0.7 V. When the throttle opens, the voltage at the sensor output rises and should be more than 4 V when the throttle is fully open.

By monitoring the output voltage of the sensor, the control unit adjusts the fuel supply depending on the throttle opening angle (i.e., at the request of the driver).

The throttle position sensor does not require any adjustment, since the control unit perceives idling (i.e., full throttle closing) as a zero mark.

The crankshaft position sensor is an inductive type, designed to synchronize the operation of the control unit with the top dead center of the pistons of the 1st and 4th cylinders and the angular positions of the crankshaft..

The sensor is mounted on the cover of the oil pump opposite the setting disk on the alternator drive pulley. The driving disk is a gear wheel with 58 equidistant (6°) cavities. With this step, 60 teeth are placed on the disc, but two teeth are cut off to create a “c” pulse (Fig. 9-38) of synchronization (“Reference” pulse), which is necessary to coordinate the operation of the control unit with the TDC of the pistons in the 1st and 4th -th cylinders. The ECU determines the crankshaft speed from the sensor signals and outputs pulses to the injectors.

Rice. 9-38. Oscillogram of voltage pulses of the crankshaft position sensor:

a - angular impulses; b - reference pulse

As the crankshaft rotates, the teeth change the sensor's magnetic field, inducing AC voltage pulses. The installation clearance between the sensor core and the disc tooth must be within (1 + 0.2) mm.

Air conditioning request signal. If the car is equipped with air conditioning, the signal comes from the air conditioning switch on the instrument panel. In this case, the ECU receives information that the driver wants to turn on the air conditioner.

Having received such a signal, the ECU first adjusts the idle speed controller to compensate for the additional load on the engine from the air conditioning compressor, and then turns on the relay that controls the operation of the air conditioning compressor.

Supply system

The air filter is installed in the front of the engine compartment on rubber clips. The filtering element - paper, with the big area of the filtering surface. When replacing the filter element, it must be installed so that the corrugations are parallel to the center line of the vehicle.

Rice. 9-39. Throttle pipe:

1 - pipe for supplying coolant; 2 - branch pipe of the crankcase ventilation system at idle; 3 - pipe for draining the coolant; 4 - throttle position sensor; 5 - idle speed regulator; 6 - fitting for purge adsorber; 7 - plug

The throttle fitting (Figure 9-39) is attached to the receiver. It doses the amount of air entering the intake pipe. The intake of air into the engine is controlled by a throttle valve connected to the accelerator pedal drive.

The throttle pipe includes a throttle position sensor 4 and an idle speed controller 5. In the flow part of the throttle pipe (before and behind the throttle valve) there are vacuum extraction holes necessary for the operation of the crankcase ventilation system and the adsorber of the gasoline vapor recovery system. If the latter system is not used, then the adsorber purge fitting is plugged with a rubber plug 7.

Rice. 9-40. Fuel supply system:

1 - plug for fuel pressure control; 2 - nozzle ramp; 3 - bracket for fastening fuel pipes; 4 - fuel pressure regulator; 5 - electric fuel pump; 6 - fuel filter; 7 - drain fuel line; 8 - supply fuel line; 9 - nozzles

The idle speed controller 5 controls the idle speed of the crankshaft by controlling the amount of air supplied to bypass the closed throttle. It consists of a two-pole stepper motor and a cone valve connected to it. The valve extends or retracts, according to the signals from the ECU. When the regulator needle is fully extended (corresponding to 0 steps), the valve completely blocks the air passage. When the needle is pushed in, an air flow is provided that is proportional to the number of steps the needle moves away from the seat.

Fuel supply system

The fuel supply system includes an electric fuel pump 5 (Fig. 9-40), a fuel filter 6, fuel lines and an injector rail 2 assembled with injectors 9 and a fuel pressure regulator 4.

The electric fuel pump is a two-stage, rotary type, non-separable, installed in the fuel tank. It provides fuel supply under pressure more than 284 kPa.

The electric petrol pump is located directly in the fuel tank, which reduces the possibility of vapor locks, since the fuel is supplied under pressure, and not under vacuum.

The fuel filter is built into the supply line between the electric fuel pump and the fuel rail, and is installed under the floor of the body behind the fuel tank. The filter is non-separable, has a steel housing with a paper filter element.

Ramp 2 injectors is a hollow bar with injectors and a fuel pressure regulator installed on it. The injector rail is secured with two bolts to the intake pipe. On the left side (in the figure) on the injector rail there is a fitting for fuel pressure control, closed with a screw plug 1.

Injectors 9 are attached to the fuel rail, from which fuel is supplied to them, and with their atomizers they enter the openings of the intake pipe. In the openings of the fuel rail and intake pipe, the nozzles are sealed with rubber sealing rings.

The nozzle is a solenoid valve. When a voltage pulse arrives at it from the ECU, the valve opens and fuel is injected through the sprayer with a finely sprayed jet under pressure into the intake pipe to the intake valve. Here, the fuel evaporates, in contact with heated parts, and enters the combustion chamber in a vapor state. After stopping the supply of electric im-

pulse, the spring-loaded injector valve shuts off the fuel supply.

Rice. 9-41. Fuel pressure control:

1 - body; 2 - cover; 3 - a branch pipe for a vacuum hose; 4 - diaphragm; 5 - valve; A - fuel cavity; B - vacuum cavity

The fuel pressure regulator 4 is mounted on the fuel rail and is designed to maintain a constant pressure difference between the air pressure in the intake pipe and the fuel pressure in the rail.

The regulator consists of a valve 5 (Fig. 9-41) with a diaphragm 4, pressed by a spring to the seat in the regulator body. With the engine running, the regulator maintains the pressure in the injector rail within 284-325 kPa.

On the diaphragm of the regulator, fuel pressure acts on one side, and pressure (vacuum) in the intake pipe on the other. When the pressure in the intake pipe decreases (throttle valve closes), the regulator valve opens at a lower fuel pressure, bypassing excess fuel through the drain line back to the tank. The fuel pressure in the rail drops. When the pressure in the intake pipe increases (when the throttle valve is opened), the regulator valve opens already at a higher fuel pressure and the fuel pressure in the rail increases.

Ignition system

The ignition system does not use a traditional distributor and ignition coil. Here the ignition module 5 (Fig. 9-42) is used, which consists of two ignition coils and high energy control electronics. The ignition system has no moving parts and is therefore maintenance-free. It also does not have adjustments (including the ignition timing), since the ignition is controlled by the computer.

Rice. 9-42. Ignition system diagram:

1 - battery; 2 - ignition switch; 3 - ignition relay; 4 - spark plugs; 5 - ignition module; 6 electronic control unit; 7 - crankshaft position sensor; 8 - setting disk; A - matching devices

The ignition system uses a spark distribution method called the "blank spark" method. The engine cylinders are combined in pairs 1-4 and 2-3 and sparking occurs simultaneously in two cylinders: in the cylinder in which the compression stroke ends (working spark) and in the cylinder in which the exhaust stroke occurs (idle spark). Due to the constant direction of the current in the windings of the ignition coils, the sparking current in one spark plug always flows from the central electrode to the side electrode, and in the second - from the side to the central one. Candles are used type A17DVRM or AC. P43XLS with a gap between the electrodes 1, 0-1, 13mm.

Ignition control in the system is carried out using the ECU. The crankshaft position sensor provides the ECU with a reference signal, on the basis of which the ECU calculates the firing sequence of the coils in the ignition module. To accurately control the ignition, the ECU uses the following information:

crankshaft speed;

Engine load (mass air flow);

Coolant temperature;

crankshaft position;

presence of detonation.

Gasoline vapor recovery system

This system is used in the feedback injection system. The system uses the method of trapping vapors with a carbon adsorber. It is installed in the engine compartment and is connected by pipelines to the fuel tank and throttle pipe. A solenoid valve is located on the adsorber cover, which, according to the signals from the control unit, switches the operating modes of the system.

When the engine is not running, the solenoid valve is closed and gasoline vapors from the fuel tank are piped to the adsorber, where they are absorbed by the granular activated carbon. When the engine is running, the adsorber is purged with air and the vapors are sucked off to the throttle pipe, and then into the inlet pipe for combustion during the working process.

The ECU controls the canister purge by including a solenoid valve located on the canister cover. When voltage is applied to the valve, it opens, releasing vapors into the intake pipe. The valve is controlled by the method of pulse-width modulation. The valve turns on and off at a rate of 16 times per second (16 Hz). The higher the air flow, the longer the duration of the valve activation pulses.

The ECU turns on the canister purge valve when all of the following conditions are met:

Coolant temperature above 75°C;

The fuel management system works in. closed loop mode (with feedback);

Vehicle speed exceeds 10 km/h. After the valve is turned on, the speed criterion changes. The valve will turn off only when the speed drops to 7 km / h;

Throttle opening exceeds 4%. This factor does not matter further if it does not exceed 99%. When the throttle is fully opened, the ECU turns off the canister purge valve.

Operation of the injection system

The amount of fuel supplied by the injectors is regulated by an electrical pulse signal from the electronic control unit (ECU). The ECU monitors data on the state of the engine, calculates the need for fuel and determines the required duration of fuel supply by the injectors (pulse duration). To increase the amount of fuel supplied, the pulse duration is increased, and to reduce the fuel supply, it is shortened.

The ECU has the ability to evaluate the results of its calculations and commands, as well as remember the experience of recent work and act in accordance with it. The "self-learning" of the ECU is a continuous process that continues throughout the life of the vehicle.

Fuel is supplied in one of two different ways: synchronous, that is, at a certain position of the crankshaft, or asynchronous, that is, independently or without synchronization with the rotation of the crankshaft. Synchronous fuel injection is the predominantly applied method. Asynchronous fuel injection is used mainly in the engine start mode. The nozzles are switched on in pairs and in turn: first, the nozzles of cylinders 1 and 4, and after 180 ° of crankshaft rotation, the nozzles of cylinders 2 and 3, etc. Thus, each nozzle is turned on once per revolution of the crankshaft, i.e. twice per full engine cycle.

Regardless of the injection method, the fuel supply is determined by the state of the engine, i.e., its mode of operation. These modes are provided by the ECU and are described below.

Initial fuel injection

When the crankshaft of the engine starts to scroll with the starter, the first pulse from the crankshaft position sensor causes a pulse from the ECU to turn on all the injectors at once. This serves to speed up the engine start.

Initial fuel injection occurs each time the engine is started. The duration of the injection pulse depends on the temperature. On a cold engine, the injection pulse increases to increase the amount of fuel, and on a warm engine, the pulse duration decreases. After the initial injection, the ECU switches to the appropriate injector control mode.

Engine start mode

When the ignition is turned on, the ECU turns on the relay for the electric fuel pump, and it creates pressure in the fuel supply line to the fuel rail. The ECU checks the signal from the coolant temperature sensor and determines the correct air/fuel ratio for starting.

After the start of rotation of the crankshaft, the ECU operates in the starting mode until the speed exceeds 400 rpm or the “flooded” engine is purged.

Engine purge mode

If the engine is "fueled" (i.e. fuel has wet the spark plugs)", it can be cleared by fully opening the throttle while cranking the crankshaft. In this case, the ECU does not pulse injection to the injectors and the engine should "clean up". ECU maintains this mode as long as the engine speed is below 400 rpm, and the throttle position sensor indicates that it is almost fully open (more than 75%).

If the throttle is held almost wide open when starting the engine, the engine will not start because the injection pulses are not applied to the injector at full throttle.

Operating mode fuel management

After starting the engine (when the speed is more than 400 rpm), the ECU controls the fuel supply system in operating mode. In this mode, the ECU calculates the duration of the pulse to the injectors from the signals from the crankshaft position sensor (speed information), the mass air flow sensor, the coolant temperature sensor and the throttle position sensor.

The calculated injection pulse width may result in an air/fuel ratio other than 14.7:1. An example would be a cold engine, as a rich mixture is required for good driving performance.

Operating mode for feedback injection system

In this system, the ECU first calculates the duration of the pulse to the injectors based on signals from the same sensors as in the open loop injection system. The difference is that in a closed loop system, the ECU still uses the signal from the oxygen sensor to correct and fine tune the calculated pulse to keep the air/fuel ratio exactly at 14.6-14.7:1. This allows the catalytic converter to work with maximum efficiency.

Acceleration rich mode

The ECU monitors abrupt changes in throttle position (through the throttle position sensor) and the signal from the mass air flow sensor and provides additional fuel by increasing the duration of the injection pulse. Acceleration rich mode is only used for transient fuel control (throttle movement).

Power enrichment mode

The ECU monitors the throttle position sensor signal and engine speed to determine when the driver needs maximum engine power. A rich fuel mixture is required to achieve maximum power, and the ECU changes the air / fuel ratio to approximately 12: 1. In a feedback injection system in this mode, the signal from the oxygen concentration sensor is ignored, since it. will indicate the richness of the mixture.

Braking lean mode

Vehicle braking with closed throttle may increase emissions

toxic components. To prevent this, the electronic control unit monitors the decrease in the throttle opening angle and the signal from the mass air flow sensor and reduces the amount of fuel supplied in a timely manner by reducing the injection pulse.

Fuel cut-off mode during engine braking

When braking with the engine in gear and clutch engaged, the ECU may completely shut off the fuel injection pulses for short periods of time. Turning off and on the fuel supply in this mode occurs when certain conditions are met for the coolant temperature, crankshaft speed, vehicle speed and throttle opening angle.

Supply voltage compensation

When the supply voltage drops, the ignition system may give a weak spark, and the mechanical movement of the “opening” of the nozzle may take longer. The ECU compensates for this by increasing the energy storage time in the ignition coils and the duration of the injection pulse.

Accordingly, when the battery voltage (or the voltage in the vehicle's on-board network) increases, the ECU reduces the energy accumulation time in the ignition coils and the injection duration.

Fuel cut off mode.

When the ignition is off, the nozzle does not supply fuel, which excludes the self-ignition of the mixture when the engine is overheated. In addition, fuel injection pulses are not given if the ECU does not receive reference pulses from the crankshaft position sensor, i.e. this means that the engine is not running.

The fuel supply is also cut off when the maximum permissible engine speed of 6510 rpm is exceeded to protect the engine from twisting.

Cooling fan control.

The electric fan is turned on and off by the ECU depending on the temperature of the engine, the speed of the crankshaft, the operation of the air conditioner (if it is on the car) and other factors. The electric fan is switched on using the K9 auxiliary relay located in the mounting block.

When the engine is running, the electric fan turns on if the coolant temperature exceeds 104 ° C or a request is given to turn on the air conditioner. The electric fan turns off after the coolant temperature drops below 101°C, after the air conditioner is turned off or the engine is stopped.

The VAZ 2114 car is a high-quality modification of the most successful creation of the Volga Automobile Plant VAZ 2109. The model was named "Samara 2". Her presentation took place in 2001. Whereas the car entered serial production only in 2003. Later, an even more advanced VAZ 2114 16 valve appeared on the domestic market. It is this model that we will consider in more detail in our review.

Differences between VAZ 2114 and VAZ 2109

Improvements VAZ 2114 in comparison with the prototype turned out to be more than serious. They touched both the appearance and the technical part of the car.

The designers of 2114 made a number of changes:

new front and rear bumpers installed;
updated version of the hood cover;
the model received improved optics;
radiator lining was carried out;
added package of moldings.

The interior of the car has changed even more. Here the instrument panel and steering wheel were completely replaced. To improve passenger and driver comfort, engineers replaced an outdated heater. The 2114 also received a new design of front wipers.

Engine VAZ 2114

The most expected changes to the VAZ 2109 concerned precisely the power plant. In the first generation, the model used the 2114 8-valve engine. It had a displacement of 1.5 liters. In the next update of the VAZ 2114, which took place in 2007, this engine was replaced with an improved one with a volume of 1.6 liters.

The installation of a 16-valve engine on the VAZ 2114 was a real breakthrough for the model. This modernization was carried out entirely under the control of Super-Avto CJSC, which is part of AvtoVAZ OJSC. The most important characteristic of the 16 valve VAZ 2114 is the maximum power of 89 hp. Thus, the car on the technical side came close to budget cars of foreign production.

For comparison, we suggest you consider the following table of dynamic indicators:

Road characteristics VAZ 2114

In addition to the fact that a 16-valve engine was installed on the model, the VAZ 2114 was significantly re-equipped to improve road properties. The gearbox of the car with a gear ratio of 3.7 received a new package of "closed" bearings, which made it possible to significantly increase the reliability and performance of the system, in particular the car's torque.

For the brake system of the 16-valve VAZ 2114, engineers used larger diameter (up to 200) than in 2109 clutch brake discs. In addition, the brake cooling system was improved, which made it possible to achieve not only safety, but again reliability.

The designers managed to achieve great success in terms of the stability of the car. This was mainly made possible by the installation of shock absorbers with increased energy intensity, as well as struts from the model 2107. This set of procedures led to an increase in body rigidity, road stability, maneuverability and durability.

Price for VAZ 2114

Of course, most owners of domestically produced cars choose VAZ cars precisely because of their low cost. The price of a 16 valve VAZ 2114 is in the same acceptable range, but at the same time you can count not only on efficiency, but also on a fairly good performance of this vehicle.

Prices today for a 16-valve model fluctuate around 300 thousand rubles.