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 a 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. Therefore, the domestic auto industry began to produce UAZ Hunter diesel SUVs.
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 may not boast a prestigious design, but its technical characteristics ensure high sales.
Hunter with a diesel engine has incorporated all the best qualities of its 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 increase ground clearance, the footboard of the car was raised and the doorway narrowed. This slightly affected the overall comfort, as it became less convenient to climb into the cabin. The seats have become more anatomical, this has increased the spaciousness of the cabin. Now you can place additional seats at the back, and equip the luggage compartment 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. The 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 a family car for outdoor trips.
Numerous SUV reviews have confirmed that it has a 5-speed manual transmission from Hyundai Dymos. The gearbox of this manufacturer is of high quality, significantly superior to the characteristics of the domestic counterpart.
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 the combined cycle. The SUV has a top speed of 130 km/h.
The diesel Hunter is equipped with a 4-cylinder 16-valve ZMZ-514 engine with a capacity of 114 hp. With. and a volume of 2.2 liters. The average fuel consumption 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. At the same time, the maximum speed of the ZMZ-514 is slightly inferior to the speed of the ZMZ-409. The price of an 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.
The diesel engine ZMZ 514 is produced at the Zavolzhsky Motor Plant, and is the only representative of the diesel engine of the entire line of engines of this type. Initially, the power unit was intended for trucks manufactured by the GAZ group of companies, but UAZ buys the bulk of the engines for installation on their cars.
Specifications
Unlike gasoline counterparts, diesel has received increased technical characteristics, which has become popular among the people. So, the power unit of the Zavolzhsky plant received one of the best fuel systems manufactured by BOSCH. A poly V-belt with an auto-tensioner was also installed to drive the injection pump, pump and generator. An upgraded Common Rail fuel supply system was installed on the engine
Consider ZMZ 514 diesel and its technical characteristics:
The main part is installed on vehicles manufactured by the Ulyanovsk Automobile Plant, namely: UAZ Patriot (Diesel), Hunter, Pickup and Cargo.
Power unit maintenance
Maintenance of the 514th internal combustion engine is carried out in a typical way, as for all domestic diesel vehicles. The service interval is 12,000 km, but most experts and motorists agree that in order to preserve and increase the resource, this figure must be reduced to 10,000 km.
During maintenance, consumables and oil are changed. The first item includes - coarse and fine oil filters, as well as fuel filters. Depending on the operating conditions, it is also recommended to check the air filter, which can be clogged after 15-20 km.
Particular attention during maintenance, especially if it is done by hand, should be paid to the condition of the injectors, glow plugs, as well as the condition of the high pressure fuel pump.
Untimely repair of the latter can lead to a more serious breakdown of the plunger pair, which will entail additional investment.
Engine repair
Repairing a 514 series diesel engine is quite difficult at home. So, you can carry out minor repairs, but larger breakdowns are recommended to be repaired in a car service.
At home, you can repair the fuel pump, replace the glow plugs, change the valve cover gasket.
The main problem that motorists often face is the tripling of a diesel power unit. In this case, often the problem may lie in the clogging of the injectors or a malfunction of the high pressure fuel pump. Both parts require special equipment for repair, and therefore it is worth contacting a car service to fix the problem.
Cleaning and diagnostics of nozzles is carried out on a special stand, which will clearly identify the faulty element. As for the injection pump, it also requires special knowledge and skills that not every motorist possesses.
Often, elements of the cooling system fail, which are quite simple to change at home. These include a thermostat and a water pump. So, due to low-quality spare parts, the thermostat can quite often wedge, which leads to overheating of the engine or the constant operation of the electric fan. As for the water pump, it goes out of order - when the bearings are worn out.
The second option is the formation of a leak from under the shaft, which is easy to determine on your own. Changing the element is quite simple, it is necessary to dismantle the drive belt and unscrew a few mounting bolts.
Conclusion
The ZMZ 514 diesel engine has gained quite wide popularity in vehicles manufactured by the Ulyanovsk Automobile Plant. The simplicity of the design, characteristic of all motors produced by the Zavolzhsky Motor Plant, makes it quite simple and easy to repair the motor yourself. The power unit is serviced every 12,000 km.
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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 oil pressure drop; 8 - oil filler cap; 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 |
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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.
Coolant ducts forming a 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. The intake valves are on the right side of the head, and the exhaust valves are 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 branded: on the 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.
"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 on GA3 cars and commercial vehicles, but in the end they 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, the Ulyanovsk Automobile Plant has become a consumer of these power units: they “take 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 of Ulyanovsk SUVs turned out to be too small to be considered 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 engine efficiency ... The dynamics are such that it seems that the diesel “Patriot” has “lost” a couple of hundred kilograms compared to petrol. 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 engines are noticeably different for the better from gasoline ones.
However, despite all the alterations and improvements, the 3M3-514 remained an unreliable, capricious engine. Common, frequently occurring problems with the timing and high-pressure fuel pump drives, short oil pump life, gusts of the high-pressure fuel pump fuel line, cases of a sharp decrease in traction, the SROG valve plate getting into the engine cylinder, unscrewing the KV plug, and even such disgrace as those formed after 40 thousand kilometers cracks in the cylinder head (casting defect), according to the manufacturer, have been eliminated. But many "UAZovodov" had a different opinion on this matter.
After equipping the new version of the engine - "3M3-514Z2.10 CRS" - with Bosch Common Rail electronic injection control fuel equipment, the engine became less maintainable, and if maintainable, then only immediately with nodes that are not cheap, as well as more demanding on the quality of diesel fuel. To the problems mentioned earlier were added problems with direct injection, constant metamorphoses 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 the diesel UAZ Patriot was more than 100 thousand higher than the gasoline version of this model.
The 3M3-514 family dates 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, a small-sized, multi-nozzle fuel injector was developed and manufactured. 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, the archaic production equipment of the Zavolzhsky motor plant did not have enough capabilities to ensure the required quality of the metal and maintain the accuracy of processing 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 a number of small parts.
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 at low speeds. However, they were not widely used either.
The 4-stroke diesel engine has an in-line L-shaped arrangement of cylinders and pistons that rotate one common crankshaft and an overhead arrangement of 2 camshafts. The motor is equipped with a liquid cooling system of a closed type, with forced circulation. The lubrication system is combined - under pressure and splashing. The updated 3M3-514Z2 engine has four valves on each cylinder, and the intercooler performs cooling of the air entering the cylinders (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 a characteristic effect "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 - emergency oil pressure alarm sensor; 8 - oil filler cap; 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 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 are seats for injectors 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 to the top dead center (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 – fuel fine filter (FTOT) (transport position); 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 - attachment point "-" of the KMSUD wire; 11 - coolant supply hose 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 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. The engine has 2 camshafts: for driving the 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 crankshaft main and connecting rod bearings, camshaft and intermediate shaft bearings, oil pump drive parts, valve drive lever supports and chain tensioners, turbocharger bearings are lubricated. 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; 11 - 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 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".
About the book: Album. Edition 2007.
Book format: pdf file in zip archive
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Diesel engine ZMZ-514.10 and its modifications ZMZ-5143.10-50, ZMZ-5143.10-50. Design. Service. Repair.
The main task of this album is to provide the system - "developer-manufacturer-user of all forms" with technical information that allows everyone interested to get comprehensive answers to all questions related to ensuring the performance of the ZMZ-514.10 diesel engine and its modifications at different stages of operation.
- Technical data of the ZMZ-514 diesel engine and its systems.
- The device and design of the engine. Cross section.
- Maintenance. Types and content of works.
— Recommendations for maintenance.
— Assembly of the engine — step by step.
- Subassembly of units and assemblies.
- The location of the marks and holes for the pins to replace the injection pump drive belt. Scheme of the fuel supply and removal system on a UAZ-315148 car.
- Connection diagram of the engine control system.
- Dimensions, tolerances and fits of mating engine parts.
— Methodology for checking and adjusting the valve timing.
- Turbocharger.
- Tightening torques of the main threaded connections.
The diesel engine ZMZ-514.10 is high-speed, 4-cylinder, with VE-type fuel equipment with a mechanical regulator, with an adjustable turbocharging system and an exhaust gas recirculation system.
The ZMZ-5143.10 engine uses:
- 4-valve gas distribution mechanism with two screw inlet channels per cylinder;
- the central location of the nozzle and the combustion chamber in the cooled piston;
- steel cylinder head gasket;
- forged, alloy steel, nitrided crankshaft;
- anti-friction, wear-resistant coatings of the working surfaces of valves, pistons and piston rings.
Designed for installation on middle-class cars, light trucks, minibuses, SUVs with a total weight of up to 3.5 tons.
The frequency of the first and second maintenance of the ZMZ-514.10 diesel engine and its modifications ZMZ-5143.10-50, ZMZ-5143.10-50 is set depending on the categories of vehicle operating conditions.
