Elegant Hunter
As you know, off-road vehicles are designed to overcome difficult terrain. They must have certain advantages that will allow them to move in difficult off-road conditions. In order for a car to confidently overcome depressions, it needs powerful engine and all-wheel drive.
Of course, with such requirements, fuel consumption increases. Not all off-road enthusiasts are ready to constantly spend money on gasoline. That's why domestic auto industry began to produce SUVs UAZ Hunter diesel.
What is a diesel UAZ
UAZ Hunter is the heir to the time-tested UAZ 469, which is still popular among motorists to this day. This was the main reason for the start of production of Hunter. The car cannot boast of a prestigious design, but its specifications provide high sales.
Hunter with a diesel engine has absorbed everything best qualities his predecessor. At the same time, several improvements were made to the design of the SUV, which made it possible to increase its quality at times. For example, the door locking mechanism has been modernized, now they close quite simply and without unnecessary noise. The body was covered with expensive enamel, which gives the SUV a modern look.
In order to improve ground clearance raised the footrest of the car and narrowed the doorway. This slightly affected general comfort, since getting into the cab has become less convenient. The seats have become more anatomical, this has increased the spaciousness of the cabin. Now you can place additional seats at the back, and luggage compartment equip with a hinged door, as on modern SUVs.
Hunter has no shortcomings of the 469 model, among which were the unsuccessful gearbox design and low engine power. Upgraded diesel SUV has the following advantages:
- the interior has become more convenient and comfortable;
- significantly reduced fuel consumption;
- engine and transmission upgraded;
- improved suspension design scheme;
- increased cabin volume and load capacity.
Diesel engine makes the car more maneuverable
Owner reviews indicate that the car has become multifunctional. It can be used not only in off-road conditions, but also as family car for field trips.
Numerous reviews of the SUV have confirmed that it has a 5-speed mechanical box transmissions from Hyundai Dymos. checkpoint this manufacturer is different high quality significantly exceeding the characteristics of the domestic analogue.
Advantages of a diesel engine over a gasoline engine
When deciding on the type of engine - diesel or gasoline, it is necessary to take into account the differences between them.
The gasoline Hunter is equipped with a 4-cylinder 16-valve ZMZ-409 engine with a capacity of 128 hp. With. and a volume of 2.7 liters. The manufacturer recommends refueling the engine with AI-92 gasoline. Fuel consumption is 13.2 liters per 100 km in combined cycle. The SUV has a top speed of 130 km/h.
IN diesel hunter a 4-cylinder 16-valve ZMZ-514 engine with a capacity of 114 liters is installed. With. and a volume of 2.2 liters. Average consumption fuel per 100 km is only 10.5 liters. UAZ is capable of accelerating to 120 km / h, developing a torque that reaches 270 Nm.
Based on this, we can confidently say that a diesel engine allows you to save not only on the purchase of a cheaper type of fuel, but also on its consumption. Wherein maximum speed ZMZ-514 slightly loses the speed of ZMZ-409. Price economical SUV exceeds the cost of a gasoline Hunter by 50 thousand rubles. Savings on gasoline will pay off the overpayment after 20 thousand kilometers.
Diesel engine adds auto power
During operation, the diesel engine does not respond to the load of the car with passengers. The results of the test drive showed that the economical engine does not overheat both when driving on an asphalt surface and when overcoming heavy off-road conditions. When using a gasoline engine, this problem is still present.
ZMZ-514 engines are designed for installation on UAZ vehicles with a 4x4 wheel arrangement and gross weight up to 3,500 kg and operation at ambient temperatures from minus 45°С to plus 40°С, relative air humidity up to 75% at a temperature of plus 15°С, air dust content up to 1 g/m 3 , as well as in areas located on altitude up to 4000 m above sea level.
At the moment (2016) in the line of diesel ZMZ engines there are two models: ZMZ-5143.10 With mechanical injection pump And ZMZ-51432.10 CRS fuel supply system common rail
Engine appearance ZMZ-5143.10:
Engine appearance ZMZ-51432.10 CRS
History of the engine
The history of the diesel engine at ZMZ began in 1978, when the GAZ plant issued a task to ZMZ to design a new family of E403.10 engines for the promising Volga. The program also included a 2.3-liter turbodiesel with a cast-iron cylinder block. Estimated power - 80–90 liters. With. But then it didn’t come to the diesel.
402.10.
In 1982 - 1984 work was carried out to create a diesel engine for the Volga passenger car with a working volume of 2.45 dm3, maximum power 50 kW (68 hp) at revs crankshaft 4500 min-1 with minimum specific consumption 251.6 g/kWh (185 g/l.s-h). The engine was designed with an aluminum cylinder block cast in a chill mold. To obtain a "soft" working process, a vortex chamber combustion process was used; to ensure reliability cylinder-piston group Anchor studs were used to tighten the cylinder head, cylinder block and crankshaft bearings into a single package. The piston is made of aluminum alloy with a special micro-relief and a barrel-shaped skirt profile. The engine compression ratio is 20.5, the fuel pump drive is from the camshaft gear. The design of the engine provided for jet cooling of the pistons, an oil filter clogging indicator, a candle preheating.
The prototype engine has passed laboratory and road tests, including at the NAMI test site as part of the GAZ-24 Volga passenger car.
However, in connection with the Ministry adopted at that time automotive industry decision on the reorientation of Ulyanovsk engine plant to organize the production of small-capacity diesel engines with the simultaneous development of diesel fuel equipment, further work at ZMZ was stopped.
Diesel engine based on ZMZ406.10.
In 1992, the plant mastered a new gasoline new engine ZMZ-406.10. Simultaneously with the installation of gasoline engines on the conveyor, they began to create a turbodiesel based on them.
Based on preliminary studies and the desire to have maximum unification with the base engine ZMZ-406.10, it was decided to reduce the cylinder diameter to 86 mm. This was achieved by installing a dry thin-walled sleeve in a cast-iron monoblock; at the same time, it was possible to maintain the dimensions of the main and connecting rod bearings base engine and, accordingly, have almost complete unification in the processing of the cylinder block and crankshaft.
Provided for the use of turbocharging and charge air cooling
In November 1995, the first sample of a 105-horsepower diesel engine 406D.10 was manufactured and assembled.
Prototype diesel engine ZMZ-406D.10 in the experimental shop. December 1995: 
When designing, the following engine parameters were taken:
On Yaroslavl plant diesel equipment(YAZDA) by technical requirements ZMZ developed and manufactured a small-sized multi-nozzle fuel injector, which made it possible to resolve issues of fine-tuning the working process only with domestic manufacturers.
Diesel engine ZMZ-406D.10 in the Experimental shop of the UGK: 
Tests ZMZ-406D.10. April 1998: 
Cross section of the ZMZ-406D.10 engine 
Appearance ZMZ-406D.10 
Appearance of the first ZMZ-406D.10:
For further fine-tuning, the new engine was sent to England to specialists from the Ricardo company.
The British advised to change the design of the cylinder head, which was V-arrangement valves. The head was redesigned: the shape of the combustion chamber was changed, the valves were placed vertically.
In 2002, the engine was demonstrated in Moscow at the Moscow Motor Show:
But due to the unstable quality of components and the technological complexity of processing parts at the plant itself mass production by the beginning of 2004 it was curtailed.
However, work on bringing the new engine continued. The design of the head and block has changed, as a result of which their rigidity has increased. For better sealing of the gas joint instead of domestic flexible cylinder head gaskets began to use imported multilayer metal. The refinement and manufacture of the pistons was entrusted to the German company Mahle. Changes that improve reliability and resource also affected the connecting rods, timing chains and a number of small parts. As a result, in November 2005, the production of diesel engines under the index ZMZ-5143.
Design ZMZ-5143 is.
The cylinder head is made of aluminum alloy. The vertical valves are driven by two camshafts through one-arm levers with rollers on needle bearings. valve mechanism with German INA hydraulic bearings.
Drive unit camshafts- chain, two-stage, similar to ZMZ-406. However, the length of the chains is different, and for tension, instead of plastic levers, an asterisk was used, which, in the order of reverse unification, was also introduced on gasoline engines. Chain tensioners - hydraulic.
Cylinder block made of special cast iron. The casting is unified with the petrol block ZMZ-406. The cylinder diameter is 87 mm, the piston stroke is 94 mm (for the gasoline "406th" engine - 92x86 mm). Special nozzles are located in the crankcase of the block, through which the oil coming from the central line cools the pistons.
The crankshaft is original, forged steel with a crank radius of 47 mm - the forging is made by KamAZ. Shaft hardened by current hardening high frequency or nitriding of the outer surface.
The piston with a combustion chamber in the bottom is made of aluminum alloy with a ni-resist insert for the compression ring; the skirt is treated with anti-friction composition "Molikot". Piston rings - firm "Götze".
Fuel equipment "Bosch". High pressure fuel pump with mechanical regulator. Especially for the ZMZ-514, Bosch has finalized its VE-type distribution pump, which is now developing maximum pressure 1100 bar and has correctors for boost and for warming up the engine in winter. The injection pump is driven from the crankshaft by a gear belt type VAZ 2112, closed with a protective cover.
Bosch injectors are double-spring injectors that allow for preliminary fuel injection. Filter fine cleaning fuel with a manual pump, heater, water separator - "boshevsky", fuel lines high pressure- Guido.
Turbocharger - Czech, plant "ChZ-Strakonice AS", also adapted by "Garrett", which has a higher efficiency.
Since 2006, these motors have been serially installed on UAZ Hunter.
In 2007, ZMZ-514 was also adapted for installation on UAZ commercial vehicles.
In 2012, the production of ZMZ-51432.10 CRS with a Common Rail fuel supply system that meets Euro-4 environmental requirements was mastered. These engines are installed on passenger cars and utility vehicles. UAZ Patriot, Hunter, Pickup and Cargo
Engine marking
The family of engines ZMZ-514.10 is a 4-cylinder 16-valve diesel engines with a displacement of 2.24 liters
| Engine designation according to design documentation | VDS descriptive marking | Characteristics completeness and execution of the engine | Applicability on the car |
| Complete sets with high pressure fuel pump VE 4/11F 2100RV | |||
| 514.1000400 | 51400 | Basic completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, without power steering and fan drive. | |
| 514.1000400-10 | 51400A | Basic completeness in a single version with clutch housing, SROG, power steering, without fan | cars of GAZ OJSC |
| 514.1000400-20 | 51400B | Basic completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, with power steering and fan drive, oil crankcase of the ZMZ-5141 engine, with an oil filter of reduced dimensions. | |
| 5141.1000400 | 514100 | Completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, power steering, air conditioning, without a fan. | |
| 5143.1000400 | 514300 | Basic completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, power steering. | |
| 5143.1000400-10 | 51430A | Completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, power steering, air conditioning. | |
| 5143.1000400-20 | 51430B | Completeness in one version with high pressure fuel pump VE 4/11F 2100RV, fan drive and power steering pump brackets. | |
| 5143.1000400-30 | 51430C | Completeness in a single version with a high-pressure fuel pump VE 4/11F 2100RV, a fan drive and power steering brackets, with fuel supply lines changed compared to basic configuration, length. | |
| 5143.1000400-40 | 51430D | Completeness in a single version with a fan drive, a vacuum pump combined with a generator, a clutch housing, an SROG, a power steering | UAZ-315148 "Hunter" |
| 5143.1000400-41 | 51430G | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, SROG, power steering, without clutch housing | UAZ-315148 "Hunter" |
| 5143.1000400-42 | 51430H | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, SROG, a branch pipe for connecting an autonomous heater-heater, power steering, without a clutch housing | UAZ-296608 |
| 5143.1000400-50 | 51430E | Completeness in one version with high pressure fuel pump VE 4/11F 2100RV, fan drive and power steering pump brackets, without fuel priming pump, with bypass valve on the fuel fine filter. | |
| 5143.1000400-80 | 51430L | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, SROG, an exhaust gas recirculation cooler, power steering, without a clutch housing | |
| 5143.1000400-81 | 51430M | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, SROG, a recirculated exhaust gas cooler, a branch pipe for connecting an autonomous heater-heater, power steering, without a clutch housing | UAZ-315148 "Hunter" environmental class 3 |
| 5143.1000400-43 | 51430R | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, a branch pipe for connecting an autonomous heater-heater, power steering, without a clutch housing, without SROG | UAZ-315108 "Hunter" for MO) |
| 5143.1000400-60 | 51430S | Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, a branch pipe for connecting an autonomous heater-heater, a clutch housing, a small-sized oil filter, power steering, without SROG | UAZ-396218 ("Loaf" - an ambulance off-road vehicle, for the Moscow Region) |
| Complete sets of ZMZ-51432 diesel engines for UAZ vehicles of ecological class 4 (Euro4) | |||
| 51432.1000400 | 51432A | Without clutch housing under DYMOS gearbox; SANDEN air conditioner compressor; power steering pump Delphi; generator 120A | |
| 51432.1000400-01 | 51432B | Without clutch housing under DYMOS gearbox; SANDEN air conditioner compressor; power steering pump Delphi; generator 120A; branch pipe 40624.1148010 for connection auxiliary heater. | UAZ-31638 "Patriot", UAZ-31648 "Patriot Sport", UAZ-23638 "Pickup", UAZ-23608 "Cargo" |
| 51432.1000400-10 | 51432C | Without clutch housing under DYMOS gearbox; power steering pump Delphi; generator 80 A or 90 A. | UAZ-31638 "Patriot", UAZ-31648 "Patriot Sport", UAZ-23638 "Pickup", UAZ-23608 "Cargo" |
| 51432.1000400-20 | 51432D | Without clutch housing under DYMOS gearbox; power steering pump; generator 80 A or 90 A. | UAZ-315148 "Hunter" |
| 51432.1000400-21 | 51432E | Without clutch housing for DYMOS gearbox; power steering pump; generator 80 A or 90 A; branch pipe 40624.1148010 for connecting an independent heater. | UAZ-315148 "Hunter" |
| 51432.1000400-22 | 51432F | with clutch housing under 5 manual gearbox ADS; power steering pump; generator 80 A or 90 A. | UAZ-315148 "Hunter" |
| 51432.1000400-23 | 51432G | with clutch housing for 5 speed gearbox ADS; power steering pump; generator 80 A or 90 A; branch pipe 40624.1148010 for connecting an auxiliary heater | UAZ-315148 "Hunter" |
"ZMZ-514" is a family of four-cylinder sixteen-valve engines with a displacement of 2.24 liters. Initially, these motors were intended for use in passenger cars and commercial vehicles GA3, however, eventually found their application on UA3ah. 3M3-514 diesel engines were installed on GA3eli only from 2002 to 2004, in a rather limited number. Since 2006, Ulyanovsk has become a consumer of these power units car factory: they "took root" first on the UA3 Hunter SUVs, and then on the Patriots, and the UA3 Cargo created on their basis. But - only for a few years: in 2015, the Ulyanovsk Automobile Plant finally abandoned the use of engines of the 3M3-514 family. What are the reasons, and what are the features of this family - read on.
The main reason for abandoning the diesel versions of the Patriot and Hunter is the negligible demand for these vehicles. Not only do UAZs themselves not shine with gigantic sales volumes, but also the demand for diesel equipment Ulyanovsk SUVs turned out to be too small to count them promising models. According to the management of the enterprise, sales of diesel "Patriots" accounted for only 1% (!) Of the total number of cars sold.
It would seem that diesel engines are simply "asking" for such cars as UAZ SUVs. After all, it promises serious advantages: even more serious and stable off-road patency, the ability to load the car and trailer “to the maximum”, fuel efficiency, high efficiency engine ... The dynamics are such that it seems that the diesel "Patriot" has "lost" a couple of hundred kilograms, compared to the gasoline one. The entire torque, equal to 270 N * m, is already produced by the diesel power unit in the range from 1300 rpm to 2800 rpm .; the diesel engine is lighter and calmer and “drags” not the lightest UAZ body. All these are the main indicators of utility. And utility for a jeep or pickup is above all. Those motorists who had to drive both gasoline and diesel Patriots noted that diesel ones differ markedly in better side from gasoline.
However, despite all the alterations and improvements, the 3M3-514 remained an unreliable, capricious engine. Common, frequently occurring problems with timing and injection pump drives, short oil pump life, gusts fuel line injection pump, cases sharp decline traction, hitting the SROG valve plate in the engine cylinder, unscrewing the KV plug, and even such disgrace as cracks in the cylinder head (casting defect) formed after 40 thousand kilometers, according to the manufacturer, were eliminated. But many "UAZovodov" had a different opinion on this matter.
After equipping new version motor - "3M3-514Z2.10 CRS" - fuel equipment electronic control With Bosch Common Rail injection, the engine has become less maintainable, and if repairable, then only immediately with units that are not cheap, and also more demanding on the quality of diesel fuel. In addition to the problems mentioned above, there are problems with direct injection, constant metamorphosis with fuel pressure.
During the modernization, Bosch injectors and high-pressure fuel pumps, a ramp, glow plugs were added to the motor; supplemented this with a Chinese turbocharger, and the engine still does not shine with either reliability or durability in use. Of course, such a reputation had a bad effect on sales. In addition, the price of a diesel UAZ Patriot was more than 100 thousand higher than petrol version this model.
The 3M3-514 family traces its history back to the early 1980s, when the Zavolzhsky Motor Plant began work on the creation of a diesel engine based on a conventional carburetor engine for the Volga - "3M3-402.10". By 1984, a prototype of this power unit was created and passed laboratory and road tests, including at the NAMI test site as part of the GA3-24 Volga passenger car. Working volume - 2.45 liters, compression ratio - 20.5; with an aluminum cylinder block, pistons made of aluminum alloy with a special micro-relief and a barrel-shaped skirt profile, jet cooling of the pistons, an oil filter clogging indicator, a pre-heating plug. Continuation of this model, however, did not follow.
Only in the first half of the 90s did the specialists of the Zavolzhsky Motor Plant return to creating their own diesel engine for cars and light trucks. For some reason, they were given the task of making a diesel engine not just based on the 3M3-406.10 gasoline engine, but also having maximum unification with this basic power unit.
Based on preliminary developments and the desire to ensure maximum unification with the base engine "3M3-406.10", the cylinder diameter was reduced to 86 mm. This was achieved by installing a dry thin-walled sleeve in a cast-iron monoblock; while maintaining the dimensions of the main and connecting rod bearings of the base engine and, therefore, almost complete unification in the processing of the cylinder block and crankshaft. From the very beginning, the new diesel engine provided for the use of turbocharging, with charge air cooling.
The first sample of the future "3M3-514", under the name "3M3-406.10", was made in November 1995. At the Yaroslavl Diesel Equipment Plant (YAZDA), according to the technical requirements of the Zavolzhsky Motor Plant, they developed and manufactured a small-sized, multi-nozzle fuel injector. As a result, it was decided to make the cylinder head not from cast iron, but from aluminum.
In December 1999, the first pilot batch of 3M3-514 diesel engines was manufactured - 10 units. In 2002, they made their debut at the GAZelles. However, during the first two years, even the first year of operation, it turned out that there were difficulties with the maintenance of these engines, and their reliability did not stand up to criticism.
According to experts, archaic production equipment The Zavolzhsky Motor Company did not have enough opportunities to ensure the required quality of the metal and to maintain the accuracy of the processing of auto parts. The diesel engine, unlike the gasoline engine, did not tolerate this. In addition, component suppliers have contributed their own “fly in the ointment” to the growth of the substandard flow. And then the unstable quality sharply scared off the buyers, who at first cheerfully reacted to the idea of a modern economical turbodiesel to replace the carburetor engines. As a result, by the beginning of 2004, the serial production of diesel engines at 3M3 was curtailed, in fact, it had not even begun.
However, the refinement and fine-tuning of the "3M3-514" continued. They changed the design of the head and block, with an increase in their rigidity. For better sealing of the gas joint, instead of the domestic flexible cylinder head gasket, an imported multi-layer, metal one was used. The refinement and manufacture of the pistons were entrusted to the German company Mahle. Changed, in order to increase reliability and resource, there were connecting rods, timing chains and whole line small details.
The result of this was the launch of the 3M3-514Z modification into mass production, and since 2006, UAZ Hunter has been equipped with these engines. In 2007, the 3M3-514Z was also adapted for installation on the classic cargo family of Ulyanovsk cabovers. Soon 3M3-514Z appeared with Bosch injection pumps, which were discussed above, and then with Common Rail. These versions consumed up to 10% less diesel fuel and showed better engine response on low revs. However, they too widespread have not received.
4-stroke diesel engine has in-line L-shaped arrangement cylinders and pistons rotating one common crankshaft, and an overhead arrangement of 2 camshafts. Motor equipped fluid system cooling closed type, With forced circulation. The lubrication system is combined - under pressure and splashing. Updated motor"3M3-514Z2" has four valves on each cylinder, and the cooling of the air entering the cylinders is performed by an intercooler (its use made it possible to increase the power of the power unit and improve its operation at low speeds. The turbine used, although not without the characteristic effect of "turbo -pits", however, it is reliable and does not require maintenance and repair.
The left side of the engine: 1 - a branch pipe of the water pump for supplying coolant from the radiator; 2 - water pump; 3 - power steering pump (GUR); 4 - coolant temperature sensor (control systems); 5 - coolant temperature indicator sensor; 6 - thermostat housing; 7 – alarm sensor emergency pressure oils; 8 - oil filler cap; 9 – a forward arm of raising of the engine; 10 - the handle of the oil level indicator; 11 - ventilation hose; 12 - recirculation valve; 13 - exhaust pipe of the turbocharger; 14 - exhaust manifold; 15 - heat-insulating screen; 16 - turbocharger; 17 - heater tube; 18 - clutch housing; 19 - hole plug for the crankshaft locating pin; 20 - cork drain hole oil sump; 21 - oil drain hose from the turbocharger; 22 - oil injection tube to the turbocharger; 23 - coolant drain valve; 24 - inlet pipe of the turbocharger
The Bosch injectors are double-spring injectors that allow for the preliminary injection of diesel fuel. A fine fuel filter with a manual pump, a heater, a water separator - also manufactured by Bosch, high pressure fuel lines - from Guido.
The S12-92-02 turbocharger is made in the Czech Republic, at the CZ-Strakonice AS plant. There was also experience in using Garrett turbines, which have a higher efficiency.
The cylinder block is made of special cast iron, a monoblock with a crankcase, which is lowered below the crankshaft axis. Between the cylinders there are special channels for the coolant. In the lower part of the BC there are 5 main bearing supports. The bearing caps are machined complete with the cylinder block and are therefore not interchangeable. In the crankcase part of the cylinder block there are nozzles for cooling the pistons with oil.
The cylinder head is cast from aluminum alloy. In the upper part of the cylinder head there is a gas distribution mechanism: camshafts, valve drive levers, hydraulic bearings, intake and exhaust valves. The cylinder head is equipped with two intake ports and two exhaust ports; flanges for connecting the intake pipe, exhaust manifold, thermostat, covers; There is seats for nozzles and glow plugs, built-in elements of lubrication and cooling systems.
Front view: 1 - crankshaft damper pulley; 2 - crankshaft position sensor; 3 - generator; 4 - the upper casing of the injection pump drive belt; 5 - high pressure fuel pump; 6 - air duct; 7 - oil filler cap; 8 - oil separator; 9 - ventilation hose; 10 - fan drive belt and power steering pump; 11 - fan pulley; 12 - tension bolt of the power steering pump; 13 - power steering pump pulley; 14 - tension bracket for the fan drive belt and power steering pump; 15 - power steering pump bracket; 16 - guide roller; 17 - water pump pulley; 18 - drive belt for the generator and water pump; 19 - pointer top dead points (TDC); 20 - TDC mark on the sensor rotor; 21 - the lower casing of the injection pump drive belt
The pistons are made of a special aluminum alloy, with a combustion chamber located in the piston head. The volume of the combustion chamber is (21.69 ± 0.4) cm3. The piston skirt is barrel-shaped in the longitudinal direction and oval in cross-section, and is provided with an anti-friction coating. Piston rings 3 on each piston: two compression and one oil scraper.
The engine connecting rod is forged steel. The connecting rod cover is processed as an assembly with the connecting rod, and therefore, when reassembling the motor, it is impossible to rearrange the covers from one connecting rod to another. The connecting rod cover is secured with bolts that are screwed into the connecting rod. A steel-bronze bushing is pressed into the piston head of the connecting rod. The crankshaft is forged steel, 5-bearing, with a crank radius of 47 mm, having 8 counterweights for better unloading of the supports. The wear resistance of the necks is provided by HDTV hardening or gas nitriding.
The crankshaft main bearing shells are steel-aluminum. Upper bearings with grooves and holes, lower bearings without both. Connecting rod bearing shells - steel-bronze, without grooves and holes. A flywheel is attached to the crankshaft flange at its rear end with eight bolts.
The right side of the engine: 1 - starter; 2 - fine fuel filter (FTOT) ( transport position); 3 – the traction relay of a starter; 4 - drive cover oil pump; 5 – a back arm of raising of the engine; 6 - receiver; 7 - high pressure fuel lines; 8 - high pressure fuel pump (TNVD); 9 - rear support injection pump; 10 - attachment point "-" of the KMSUD wire; 11 - coolant supply hose to the liquid-oil heat exchanger; 12 - fitting vacuum pump; 13 - generator; 14 - vacuum pump; 15 - cover of the lower hydraulic tensioner; 16 - crankshaft position sensor; 17 - oil supply hose to the vacuum pump; 18 - oil pressure indicator sensor; 19 - oil filter; 20 - branch pipe of the liquid-oil heat exchanger of the coolant outlet; 21 - oil drain hose from the vacuum pump; 22 - oil sump; 23 - amplifier crankcase clutch
The camshafts are made of low carbon alloy steel, carburized to a depth of 1.3…1.8 mm and hardened. In engine 2 camshafts: to drive intake and exhaust valves. The cams of the shafts are multi-profile, asymmetrical with respect to the axes of the cams. Each shaft has 5 bearing journals. The shafts rotate in bearings, which are located in the aluminum cylinder head and are closed with covers. Camshaft drive chain, two-stage.
Lubrication system
Engine lubrication system - combined, multifunctional. Under pressure, the main and connecting rod bearings crankshaft, camshaft and intermediate shaft bearings, oil pump drive parts, valve lever bearings and chain tensioners, turbocharger bearings. The remaining parts of the motor are lubricated by splashing. The pistons are cooled by jets of oil. The oil pressure brings the hydraulic bearings and hydraulic tensioners into working position. The oil pump is installed between the cylinder block and the oil filter. It is gear, single-section.
Cross section of the engine: 1 - receiver; 2 – a head of cylinders; 3 - hydrosupport; 4 – camshaft of inlet valves; 5 – valve drive lever; 6 - inlet valve; 7 – exhaust valve camshaft; 8 - Exhaust valve; 9 - piston; 10 - exhaust manifold; eleven - piston pin; 12 - coolant drain cock; 13 - connecting rod; 14 - crankshaft; 15 - oil level indicator; 16 – oil pump; 17 - roller drive oil and vacuum pumps; 18 - piston cooling nozzle; 19 - cylinder block; 20 - bypass pipe of the heater tube; 21 – outlet branch pipe of the heater tube; 22 - inlet pipe
Cooling system - liquid, closed, with forced circulation, with coolant supply to the cylinder block thermostat type TS 108-01, with solid filler, single-valve cooling system pump Centrifugal, driven by a V-ribbed belt from the crankshaft pulley.
There are new diesel engines of this brand on the market, their cost is about three hundred thousand rubles, and starts at 270,000 rubles.
Despite the fact that the Ulyanovsk all-wheel drive vehicles with diesel engines proved to be noticeably better in terms of driving characteristics than gasoline ones, there were very few people who wanted to overpay for this with a little over 100 thousand. In addition, the engines of the 3M3-514 family have developed a bad reputation in terms of reliability and durability. This led to the curtailment by the Sollers company (which owns both ZMZ and UAZ) of the project under the conditional name "Diesel UAZs".
|
Rice. 5.14. ZMZ-514 engine (left view): 1 - pipe of the water pump for supplying coolant from the radiator; 2 - water pump; 3 – the pump of the hydraulic booster of a steering; 4 - coolant temperature sensor of the engine management system; 5 – the gauge of the index of temperature of a cooling liquid; 6 - thermostat housing; 7 - sensor signal lamp emergency drop in oil pressure; 8 - cover oil filler neck; 9 - front bracket for lifting the engine; 10 - the handle of the oil level indicator; 11 - ventilation hose; 12 - recirculation valve; 13 - exhaust pipe of the turbocharger; 14 - exhaust manifold; 15 - heat-insulating screen; 16 - turbocharger; 17 - heater tube; 18 - clutch housing; 19 - hole plug for the crankshaft locating pin; 20 - plug of the drain hole of the oil crankcase; 21 - oil drain hose from the turbocharger; 22 - oil pressure pipe to the turbocharger; 23 - coolant drain valve; 24 - inlet pipe of the turbocharger |
|
Rice. 5.15. ZMZ-514 engine (right view): 1 - starter; 2 – fuel fine filter; 3 – the traction relay of a starter; 4 – a cover of a drive of the oil pump; 5 – a back arm of raising of the engine; 6 - receiver; 7 - high pressure fuel lines; 8 - high pressure fuel pump (TNVD); 9 - rear support of high pressure fuel pump; 10 - point of attachment of the "mass" wire of the controller of the engine management system; 11 - hose for supplying coolant to the liquid-oil heat exchanger; 12 - fitting of the vacuum pump; 13 - generator; 14 - vacuum pump; 15 - cover of the lower hydraulic tensioner; 16 - crankshaft position sensor; 17 - oil supply hose to the vacuum pump; 18 - oil pressure indicator sensor; 19 - oil filter; 20 - branch pipe of the liquid-oil heat exchanger for the removal of the cooling liquid; 21 - oil drain hose from the vacuum pump; 22 - oil sump; 23 - amplifier crankcase clutch |
The cylinder block is cast from special high-strength cast iron, which gives the engine structure rigidity and strength.
The channels for the coolant, forming cooling jacket, are made along the entire height of the block, this improves the cooling of the pistons and reduces the deformation of the block from overheating. The cooling jacket is open at the top towards the block head.
In the crankcase of the cylinder block, nozzles are installed for cooling the pistons with oil.
cylinder head cast from aluminum alloy. It has intake and exhaust valves. Each cylinder has four valves: two intake and two exhaust. intake valves located with right side heads, and graduation - on the left. The valves are driven by two camshafts through hydraulic pushers. The use of hydraulic pushers eliminates the need to adjust valve clearances, as they automatically compensate for the clearance between the camshaft cams and valve stems. The cylinder head has seats for injectors and glow plugs.
Camshafts Made from low carbon alloy steel. The camshaft cams are multi-profile, located asymmetrically relative to their axes. The rear ends of the shafts are stamped: intake shaft- "VP", on the exhaust shaft - "VYP".
Each shaft has five bearing journals. The shafts rotate in bearings located in the cylinder head and closed with covers bored in one piece with the head, so the covers of the camshaft bearings are not interchangeable.
The camshafts are kept from axial movements by thrust washers installed in the undercuts of the front bearing caps and protruding parts entering the grooves on the first camshaft bearing journals.
To accurately set the valve timing in the first camshaft journals, technological holes are made with a precisely specified angular arrangement relative to the profile of the cams.
When assembling the camshaft drive, their exact position is achieved thanks to the clamps installed in the technological holes on the first camshaft journals through the holes in the front cover.
Technological holes are also necessary to control the valve timing during engine operation.
The first camshaft journal has two wrench flats to hold the camshafts when installing sprockets.
Pistons also cast in aluminum alloy. On the bottom of the piston, a marking of the size group of the diameter of the piston skirt (letters "A", "B", "Y") is cast and an arrow is applied, which is necessary for the correct orientation of the piston when installed in the engine (the arrow must be directed towards the front end of the cylinder block). A recess is made at the bottom of the piston skirt, which ensures the divergence of the piston from the cooling nozzle. Three grooves are made in the piston head: compression rings are installed in the top two, and oil scraper in the bottom. The groove for the upper compression ring is made in a reinforcing insert made of ni-resistive cast iron. Three rings are installed on each piston: two compression and one oil scraper. The compression rings are cast iron.
What kind of "rogue" without a diesel engine? Misunderstanding. Crawling through mud or sand, making your way through the forest more often with a gasoline engine is awkward. The manufacturer has been looking for a decent UAZ for many years. power plant. But everything is somehow awkward. Another thing .
GRANT CHILDREN
First there was the Polish diesel supercharged "Andoria": 2.4 liters, 86 forces - remember? Not bad, based on an English motor, only expensive. They would buy it if there were spare parts for it. It was replaced in 2005 by our miracle - the diesel ZMZ-514. There are spare parts everywhere, and inexpensive generators, starters, clutch, power unit cushions, injectors, and also a developed network of stations. Great! Yes, that's the trouble, the diesel engine broke down in the hands of the "collective farmers".
Slightly overheated - and led away the head. Once a week I didn’t look under the bottom - I said goodbye to the supports of the power unit, held high revs- broke the belt, bent the valves ... God forbid pull the trailer and load it stronger: the diesel engine will crush the liners!
I don’t blaspheme the designers: they solved the task lowered from above to build a diesel engine from a ZMZ‑406 gasoline engine. And it is impossible to do it qualitatively. Say, to get the same characteristics as a gasoline engine, the crankshaft will have to be loaded one and a half times more. So, you need to increase the diameter and length of the necks, otherwise the liners will flatten. And it would also be nice to increase the crank radius, because a diesel engine is a torque motor. But where? The block is already there, the “knee” too. Get ZMZ-514 - a complete compromise.
This motor would fit. light car, for example, "Niva", but the guys from Togliatti are looking for a mate with a pedigree. Therefore, experienced jeepers who own the 514th treat it extremely gently. They even remove the iron roof and seats to make life easier for the Zavolzhsky diesel engine.
NEIGHBORHOOD
However, off-road people were not used to moaning and began to look for an alternative to diesel. The Ulyanovsk company "Dartech" sent messengers to neighboring China, where there is a large enterprise: it ships 500,000 licensed diesel engines to the foreign and domestic markets, including Isuzu, a year.
They ordered a sample - a 92-horsepower supercharged "four" F-Diesel 4JB1T. Dismantled, measured and found fit for mounting on UAZ. Adapted all engine sensors to work with control devices, adjusted the mountings of the power unit and handed over the drawings to the Chinese for the manufacture of an adapter plate for our gearbox and clutch.
Diesel passed the test confidently. They checked it both in everyday life and in very harsh conditions - “based on” trophy raids popular in the Ulyanovsk province, in which you have to go fast, but up to your ears in mud and with a winch. At the finish line, he showed time no worse than that of combat vehicles.
After "Dartech" he established a small series of UAZs - from "loaf" to "Patriot" - with such engines.
SLOWLY BUT SURELY
I tested the car on the go. The work history of a diesel hard worker cannot be hidden. The lever of the box must be wielded quickly, to feel the edge of the thrust at each step. But you get used to it right away. The pace in the city is at a level that will not yield to cars in the capital of the province. In fifth gear, I can move without anguish and at sixty, and accelerate, without squinting, up to one hundred and twenty. Pulling! The clutch is tight, but it works smoothly, you can forget about gassing. Therefore, maneuvering in a parking lot with this diesel engine is as easy as with an automatic transmission.
In the forest expanses UAZ - like elk. Breaks the thicket and goes where it's scary to step.
We got into the forest at the beginning of winter and ran into a rut that had not yet frozen. “Turn on the low one - and you don’t even have to step on the gas,” my companion, an engineer of the company, advised me. It's scary: if we tumble in without acceleration, we'll get up and drown. Climbing behind a winch cable into a dirty mud of snow and ice is an unpleasant prospect: on your feet are shoes with thin soles. Yes, there is nowhere to go - I plunge into the swamp. The heart stops, but quickly departs. The motor, sniffing juicy at two thousand, confidently pulls. The wheels break the ice, manage to get caught in the mud with something, and the car crawls along the track as if nothing had happened. The shoes remained clean ... With gasoline, this would not have worked.
IS IT WORTH?
Dartech produced more than two dozen cars with F-Diesel engines in a year. There were no complaints from the owners. They say that even in Japan, in Hokkaido, such a car rides and the owner is quite pleased with himself. The price of "UAZ-Hunter" with Chinese motor- 650 thousand rubles. Expensive? Perhaps. After all, the factory UAZ with gasoline engine costs only 400 thousand, with a diesel engine - 450 thousand. With a diesel fuel consumption of 8 liters per hundred, fuel savings will pay off an overpayment of 250 thousand rubles only to 90 thousand kilometers. But with petrol don't get those off-road qualities given by diesel.
CHINESE DIESEL - GOOD, BUT, UNFORTUNATELY, THE ONLY ALTERNATIVE TO DIESEL ZMZ-514. THE MAIN ADVANTAGE OF F-DIESEL IS HIGH RELIABILITY WITH SATISFACTORY CHARACTERISTICS.
