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Delivery
Our company offers the following delivery and collection options:
- Pickup: Moscow, warehouse m. Lyublino, st. Stavropolskaya, 84, building 1
- Transport companies to all regions of Russia. We work with Business Lines, PEK, KIT, and you can choose another transport company that is convenient for you. Delivery is at the expense of the buyer.
Units are delivered in rigid packaging, which guarantees their integrity and safety.
Payment
You can pay for your order:
- Cash in the office (Moscow, metro station Lyublino, Stavropolskaya st., 84, building 1)
- By money transfer to the card or account specified in the contract.
Payment terms for regions
Payment is made in two stages:
- At the conclusion of this agreement, an advance payment is made (usually 10% of the order value) as a guarantee of payment for the transportation costs of delivering the order from Moscow to the customer's city;
- the rest of the amount is paid in the same way as an advance payment, only upon the fact of the arrival of the order at the terminal of the transport company in your region.
The warranty for installation and testing is valid for 14-50 days (depending on the unit) and starts from the moment the client is notified of the arrival of the order at the supplier's warehouse or the terminal of the transport company in your region.
Warranty Terms
- Warranty covers on all internal parts and mechanisms of the engine (pistons, piston rings, piston pins of the crankshaft and bearings; connecting rods and connecting rod bearings of the camshaft; bearings, intake and exhaust valves, valve springs, seals, guides, oil pump, rods, rocker arms; on the engine block , cylinder walls and cylinder heads.Valid for cylinder head gaskets for 30 days.
- Warranty not covered for consumables (belt, chain, oil seals, gaskets, rubber seals, etc.).
- MOTORZAKAZ has the right to cancel the warranty when:
- damage to the unit due to the fault of the buyer;
- damage to the unit due to its incorrect installation;
- unit repair without agreement with MOTORZAKAZ.
- lack of special paint or seals in the attachment points
- Mandatory requirements:
- installation and maintenance of the unit is carried out only at specialized service stations;
- before installation, the cooling system must be checked, the toothed belt replaced;
- Strictly observe the tightening torque of the bolts recommended by the manufacturer.
The installation of the unit must be carried out at specialized technical stations. services, the masters of which have the appropriate experience and qualifications.
In Moscow, you can use the services of our partner, specialized car service located at the address: Moscow, m. Kozhukhovskaya st. Yuzhnoportovaya 15 building 19
Approximate prices for the replacement of a contract engine or gearbox:
Passenger car: Engine 15-20 thousand rubles. Manual transmission / automatic transmission 7-12 thousand rubles *
Commercial vehicle: Engine 20-30 thousand rubles. Manual transmission 10-15 thousand rubles *
* The cost of work is discussed individually, depending on the technical features of your car.
For many years of fruitful work, a database of “friends” car services has been formed throughout the Russian Federation (see the list of cities below), which have established themselves as professionals in their field.
Payment for the engine or gearbox is possible after installation, in a car service recommended by us. Learn more from our managers.
What is RPD?
In a classic four-stroke engine, the same cylinder is used for various operations - injection, compression, combustion and exhaust. In a rotary engine, each process is performed in a separate compartment of the chamber. The effect is not much different from dividing the cylinder into four compartments for each of the operations.
In a piston engine, the pressure generated by the combustion of the mixture causes the pistons to move back and forth in their cylinders. The connecting rods and crankshaft convert this pushing motion into the rotational motion needed to propel the vehicle.
In a rotary engine, there is no rectilinear motion that would have to be translated into rotational. Pressure builds up in one of the chamber compartments causing the rotor to rotate, which reduces vibration and increases the potential engine speed. The result is greater efficiency and smaller dimensions for the same power as a conventional piston engine.
How does RPD work?
The function of the piston in the RPD is performed by a three-vertex rotor, which converts the gas pressure force into the rotational movement of the eccentric shaft. The movement of the rotor relative to the stator (outer housing) is provided by a pair of gears, one of which is rigidly fixed on the rotor, and the second on the side cover of the stator. The gear itself is fixedly fixed to the motor housing. In engagement with it is the gear of the rotor, which with a gear wheel, as it were, rolls around it.
The shaft rotates in bearings placed on the body and has a cylindrical eccentric on which the rotor rotates. The interaction of these gears ensures the expedient movement of the rotor relative to the housing, as a result of which three separated chambers of variable volume are formed. The gear ratio of the gears is 2:3, so for one revolution of the eccentric shaft the rotor rotates 120 degrees, and for a full revolution of the rotor in each of the chambers a full four-stroke cycle is performed.
Gas exchange is controlled by the top of the rotor as it passes through the inlet and outlet ports. This design allows a 4-stroke cycle to be carried out without the use of a special gas distribution mechanism.
The sealing of the chambers is provided by radial and end sealing plates pressed against the cylinder by centrifugal forces, gas pressure and band springs. The torque is obtained as a result of the action of gas forces through the rotor on the shaft eccentric.
Advantages and disadvantages of RPD
All parts of a rotary engine constantly rotate in the same direction, which does not create the vibration associated with the variable direction of movement of the pistons inherent in conventional engines.
Along with undoubted advantages, the Wankel engine also has serious design flaws, which are extremely difficult to overcome.
The combustion chamber of a rotary engine has a sickle shape in plan. Therefore, with the same volume as the cylindrical chamber of a conventional motor, its surface area is much larger.
The consequence is a large heat load of the engine and a lower thermal efficiency.
In addition, the crescent shape does not allow organizing the vortex filling of the combustion chamber in order to achieve complete combustion of the air-fuel mixture.
Hence the worst, in comparison with piston engines, efficiency and problems with the emission of harmful substances.
The list of technological shortcomings is just as extensive. In the first place - the process of manufacturing a stator of complex shape with a wear-resistant working surface.
The difficulty is also that the stator must successfully withstand temperature deformations: unlike a conventional motor, where a heat-loaded combustion chamber is partially cooled in the intake and compression phase with a fresh working mixture, here the combustion process always occurs in one part of the engine, and the intake - in another .
Another problem is rotor seals. If in a piston motor the rings come into contact with the cylinder mirror with only one working edge and at a constant angle, then the seals on the tops of the rotor touch the stator at constantly changing angles, which leads to large loads on their faces.
In addition, these seals operate in conditions of limited lubrication and poor heat dissipation - for their lubrication, you have to additionally inject oil directly into the intake manifold. It is not difficult to guess that this does not improve the environmental performance of the motor either.
The history of the invention and the father of the engine
Felix Heinrich Wankel (German: Felix Heinrich Wankel, August 13, 1902, Lahr (Black Forest) - October 9, 1988, Heidelberg) was a German engine designer. Co-invented a rotary piston engine (the so-called Wankel engine), the design of which was shown in 1957, together with NSU engineer Walter Freude (W. Froude), who owned the idea of this engine design. Wankel spent his whole life working on the creation of another motor with a simple rotation of interacting rotors.
Together with Walter Freude and his group, he carried out extensive research on the mechanical seals of rotating valves (spools). They also formulated requirements for effective moving seals. In this area, the important role of the W. Benzinger group of Daimler-Benz should also be noted.
Biography of Wankel
Wankel's father died in World War I; left without a father, leaving the gymnasium, Felix Wankel could neither enter the university, nor even get a working specialty. Independently studying technical disciplines, Wankel already in 1924 came up with the idea of a rotary piston engine. In the 1920s, Wankel joined the NSDAP, but in 1933 he was among Hitler's opponents and spent half a year in prison. In 1936, a prototype of his rotary engine interested BMW; Wankel received funding, and in 1936 - his own workshop in Lindau for the development of experimental aircraft engines under the patronage of the Goering Ministry of Aviation.
In 1945 Wankel's equipment was taken to France under reparations;
In 1951, with the help of the Goetze firm, Wankel resumed research - first in his own home.
In 1954, he finally found the optimal configuration for the RPD combustion chamber;
In 1958, NSU released the first car with a simplified version of the RPD, but this implementation did not satisfy the designer himself.
Since 1960 Wankel has been working at the new research center in Lindau.
In 1964, NSU introduced an engine of the original Wankel Ro 80 design (in total, about 40,000 of these machines were produced).
In 1959-1970, the Wankel patent was acquired by all the largest automakers in the Western world, but in 2007-2008, cars with a rotary piston engine designed by Wankel and Freud were produced only under the Mazda brand.
In 1936 Wankel married Emma Kirn (1905-1975), they had no children. Wankel never had a driver's license, as he suffered from extreme myopia since childhood. He did not master the basics of higher mathematics, relying on his exceptional sense of space.
History of the VAZ rotor
Year 1974. By order of the General Director of the Volga Automobile Plant, a special design bureau for rotary piston engines was created.
The most ambitious plans are to create a rotary piston engine for VAZ vehicles, which will outperform the traditional piston engine in terms of performance.
The basis of the team was made up of university graduates and specialists from aviation enterprises of Samara. They had youth and enthusiasm in their arsenal. Deputy technical director Boris Sidorovich POSPELOV was appointed head of SKB RPD, Mikhail Alekseevich KORZHOV was appointed chief designer.
The development of the first VAZ RPDs went in parallel with the study of the designs of foreign samples and under the very modest technological capabilities of the experimental workshop, so some of the parts were used from imported engines. The first engines were not distinguished by either the elegance of the layout or their performance, and this is natural for starting work with such a complex product, but they made it possible to gain experience and identify the main problems of such a seemingly simple design. Several variants of the layout of the RPD in VAZ vehicles were made before a prototype appeared, which became the base engine and which was accepted for pre-production. This engine was a single-section RPD VAZ-311 with a power of 70 hp. with geometric parameters, like the Japanese 13V. Preparation for production was carried out according to unrealistic plans simultaneously with the refinement of the engine: there were more problems than solutions. Despite the lack of knowledge of the design, it was decided to release a pilot batch of VAZ-21018 cars with RPD. After the cars were sold, a scandal broke out, as massive defects in operation gave rise to a wave of complaints. The management of the plant was forced to replace rotary piston engines on serial piston engines on the cars sold. Organizational events followed: the number of SKB was halved, the construction of workshops and an office building was stopped. Many highly qualified specialists left. Thus ended the period of adventures and fantasies, it was necessary to seriously assess the state of affairs.
The situation in the SKB was critical. B.S. Pospelov was able to maintain his composure in this difficult situation and draw the right conclusions. An assessment of the areas of application of the RPD and their technical level showed that in order to fulfill all the requirements that apply to an automobile engine, a large amount of finishing work, the development of new materials and technologies, and long-term testing are necessary. The possibility of installing an engine with a capacity of 120 ... 140 hp in a VAZ car. interested in special services, the requirements for resource and fuel consumption were lower than those of a general purpose vehicle, and they allowed engine replacement during operation. On their part, qualified operation and the provision of information about defects were guaranteed. For SKB, this was an ideal option. This is how the special-purpose vehicle VAZ-21019 appeared with a two-section engine with a capacity of 120 hp.
The situation in SKB stabilized, a fruitful period of fine-tuning began, there was real progress towards improving engine performance. There were positive reviews about our car and its indispensability in the performance of operational work. It is symbolic that those who worked on cars with RPD called him "Arkan".
Proposals began to arrive from other enterprises on the development of RPDs for motorcycles, aircraft, amphibious vessels, and outboard motors. The work was carried out according to economic agreements and partially compensated for the costs of maintaining the Special Design Bureau.
By the end of the 80s, it became possible to return to the project of a general purpose vehicle with the implementation of all standards. Therefore, when SKB ordered an engine for the Tavria special-purpose vehicle, Pospelov set the task of designing an engine that, in addition to the ZAZ car, could be installed in a VAZ-2108 car without modifying the body and transmission. Which is what was done. The engine turned out to be extremely successful, the very first samples were tested without any problems in the composition of VAZ and ZAZ cars. The power of this engine is 105 hp. was sufficient for Tavria (maximum speed over 200 km / h) and low for front-wheel drive VAZ vehicles, so it was planned to develop a larger displacement engine for cars of the VAZ-2108 family. But this was not destined to happen. On January 16, 1987, Boris Sidorovich Pospelov died. A constructor, an energetic and fair leader, a worthy person. At the general meeting of the SKB RPD, Vladimir Andreevich SHNYAKIN was elected head.
The main strategic direction was the creation of engines for general aviation. The car engine becomes a secondary job, although the production of the outdated "classic" VAZ-21079 with a carburetor RPD VAZ-4132 continues. Work on the engine for front-wheel drive cars "VAZ" was stopped.
Undoubtedly, in Russia, with its vast territory, it is considered strange that there is no general aviation, i.e. small 2 ... 7-seater aircraft. The prospect is attractive - to be a monopolist in this still emerging market.
But behind this attractiveness lies a huge work to create an entire industry that does not yet exist in our state. Huge and technical problems associated with the implementation of specific aviation requirements that do not occur when creating an automobile engine.
The need to finance the services of third-party organizations does not allow completely abandoning the production of cars with RPD. This circumstance in 1994 forced the development of a 140 hp engine. for the VAZ-2108 family of cars. Work is being carried out in a hurry, as a result, the new VAZ-415 engine had many defects, which could only be eliminated by replacing the engine. With great difficulty, we managed to eliminate most of these defects, comply with Russian toxicity standards and obtain a certificate that allows you to sell a car with RPD. And yet it was and is the engine of the 80s, with a carburetor.
The operation of cars with RPD has shown the presence of a steady demand for a car with increased dynamic qualities. Acceleration of a car with RPD VAZ-415 up to 100 km / h is 9 seconds. and maximum speed - 190 km / h.
But today, to continue production, a serious modernization of the produced RPD VAZ-415 is required. First of all, this is the introduction of measures to comply with modern toxicity standards and the adaptation of the engine to the VAZ-2110 family of cars. And oddly enough, but, in addition to technical problems, there were other difficulties.
The experience of SKB work on automobile and aircraft engines at the same time showed the incompatibility of these works for most design solutions. In part, there may be a single technological and production base, and the developers of aircraft and automobile engines should be nearby, but separately. The requirements for automobile and aircraft engines are largely opposite. So, for example, the modes of operation of an automobile engine, which determine its efficiency and toxicity in the urban cycle, are not regulated at all for an aircraft engine. And vice versa: the main operating modes of an aircraft engine - "take-off" and "cruising" - are of little importance for an automobile engine. A particular problem is the materials. Materials generally accepted in the automotive industry cannot be used for an aircraft engine. Therefore, the work of designers at the same time on both aircraft and automobile engines is unproductive. It requires teamwork, when specific people are engaged in a specific business.
As for technology, modern technologies and electronic systems introduced in recent years make it possible to successfully solve all problems related to ecology, resource and fuel efficiency in a short time, which Mazda demonstrated. The obvious advantages of RPD make it possible to expand the power range of VAZ vehicles and offer the buyer, in addition to a mass-produced vehicle, a dynamic high-speed model, thus demonstrating that the plant is not alien to unique technologies. And this is an image and advertising. All this is real.
The rotary piston engine has enough potential to be competitive and equal among the best. In the meantime, the production of SKB RPD continues to produce cars of the VAZ-2108 family with a 140 hp rotary-piston carburetor engine.
Technical characteristics of the rotary piston engine (rpd) VAZ-4132 and VAZ-415
Options Number of sections The working volume of the engine chamber, cc Compression ratio Rated power, kW (hp) / min-1 Maximum torque, N*m(kgf*m)/min-1 The minimum speed of the eccentric shaft at idle, min-1 Engine weight, kg Overall dimensions, mm Minimum specific fuel consumption (according to VSH), g/kW*h (g/hp*h) Oil consumption in % of fuel consumption Engine resource before the first overhaul, thousand km Purpose VAZ-21059/21079 VAZ-2108/2109/21099/2115/2110 Produced models
RPD engine Acceleration time 0-100, sec Maximum speed, km\h FAQ Answer: The plant declared 125 thousand km. In reality, both 10 thousand and 200 thousand km can pass. It all depends on the quality of manufacture, operation and maintenance. 2. Question: What fuel does the RPD run on? Answer: Gasoline with an octane rating of at least 90 is recommended (i.e. AI-91, AI-92, AI-93, AI-95). AI-76 or AI-80 is not recommended, but it is possible. At the same time, detonation should not be allowed, which is possible when driving with a heavy load, in tightness and during sharp accelerations. The VAZ-411 engine consumes AI-76 and AI-92 gasoline, without alterations. 3. Question: What kind of oil is used in RPD? Answer: Oil in terms of performance properties according to API classification is not lower than SG (for forced gasoline engines). By viscosity 5W or 10W-30 - in winter and 15W-40 - in summer. An oil change is done after 10-12 thousand km. After winter operation, regardless of the mileage, it is necessary to change. 4. Question: What oil consumption can be considered the norm? Answer: A consumption of about 700 g/1000 km is considered normal, in fact 1-1.2 liters of oil per 1000 km. So far, unfortunately, so, although you can have 500 g / 1000 km. 5. Question Q: Can synthetic oils be used? Answer: There were experiments, some of the motors ran normally, some did not, because during the operation of the RPD, oil is supplied to the combustion chamber, and the use of synthetic oils can lead to coking of the oil slinger rings with further failure of the RPD. 6. Question: What candles are used in RPD? A26 (Russia); NGK BR8ET (Japan); BR8EQ (Japan). 7. Question: Where can I repair the RPD? Answer: In SKB RPD JSC "AVTOVAZ" (Tolyatti). Partial repairs can be made at a specialized service station in Moscow: AvtoVAZ-GUVD LLC on the territory of the 1st traffic police battalion, st. Zaozernaya 15-b, (metro station "Vykhino", Moscow Ring Road at the intersection with the highway "Veshnyaki-Kosino"). Tel. 700-55-00, 700-53-75. 8. Question: Where can I buy a car with RPD manufactured by SKB RPD JSC "AVTOVAZ"? Answer: In Moscow, at the moment, a similar car can be purchased at the salon of the official dealer of AVTOVAZ JSC - the Lada-Favorit company. 9. Question: I heard RPD - disposable? Answer: No! RPD is a fully maintainable engine. 10. Question: What cars come with RPD? Answer: At the moment, this is a family of front-wheel drive vehicles VAZ-2108-91, VAZ-2109-91, VAZ-21099-91, VAZ-2115-91 (RPD-415). Previously produced models: VAZ-21018 (RPD-311); VAZ-21019 (RPD-411); VAZ-21059 (RPD-411 and RPD-4132); VAZ-21079 (RPD-4132). GAZ-3102-8 (RPD-413) was produced by special order. Apart from single samples of cars, motorcycles, etc. Well, and, of course, Mazda RX-3, RX-7, Eunos Cosmo 800 and RX-8. 11. Question: I heard there are cars with RPD that consume 8 liters? Answer: I doubt it very much, the "horses" need to be fed, and that says it all! As for Mazda, the second and third generations of the RX-7 consume similar amounts of fuel, but only in extra-urban mode. 12. Question. What can be done with the ignition system? Question: In the specialized service "Veshnyaki-Kosino" it is possible to carry out chip tuning, remove the speed limiter, set more "interesting" parameters of the ignition system. 13. Question. Are the ignition control units the same for the rotary-piston "classic" and the front-wheel drive family? Answer: No. 14. Question. What can be done with a carburetor? Answer: Adjust! 15. Question. What can be done with the air filter? Answer: Replace with a zero resistance filter, there are three types: Instead of a regular filter element; From the injector (installed on the pipe of the air filter housing); Completely original body with a filter mounted on a carburetor. When installing the air filter, it should be noted that in this case the filter is selected for an engine size of 2.6 liters. The return can be about 6 hp, but there will be additional intake noise due to the use of zero resistance filters. 16. Question. What can be done with the exhaust system? Answer: Refinement of the exhaust system is one of the most important elements of RPD tuning. There are many ways to improve: Replacement of the end part of the muffler with a straight-through part, such as Remus; Replacing the resonator and muffler with direct-flow ones, such as Remus; Replacement of the entire exhaust system (thermoreactor, resonator, muffler) with a dual-parallel exhaust system. When finalizing the exhaust system, it should be remembered that the RPD is an unusual piston engine, and some features are inherent in it, namely, reverse suction (RPDs with mechanical intake do not have phase overlap and reverse suction, this is the case with radial intake engines that were made for sports ) exhaust gases when using heavily shortened exhaust systems. In principle, any reduction in resistance in the exhaust system will give an increase in power, because. it already "dies" about 20 hp. 17. Question. Do you need to flush the engine when changing the oil? Answer: Yes, I, for example, flush the engine at every oil change (5000 km). I used to wash with ordinary flushing oil, now with Fenom "five minutes". But there is one BUT ... some people believe that flushing the engine is not required, some believe that it is required. I think that washing in dirty water is IMPOSSIBLE! The choice is yours. 18. Question. What additives can be added to oil? Answer: I have personally tested metal conditioners ER and its Russian analogue Fenom. The purpose of these additives is to reduce the coefficient of friction of parts. This additive does not act on the stator-rotor pair due to the technological features of the Nikosil coating of the stator and rotor blades, but it is in its power to protect the rotor gears and bearings. 19. Question. Dual-channel switches are rare enough, what can be done? Answer: The ignition system can be converted to a four-channel one using four single-channel switches from the VAZ-2108. 20. Question. How does RPD start in the cold? Answer: Just like an ordinary piston engine. In rotary machines there is such a button - "backup ignition". So, if before starting the car in frost, turn the ignition key (not including the starter) and turn on the "reserve" for 10-20 seconds, the lower candles will burn out, which will make it easier to start the engine. Mazda has a "Sub-zero start" device that injects ethylene glycol into the intake manifold at startup to prevent fuel freezing. 21. Question. Is it possible to put air conditioning on the RPD? Answer: You can, but many owners of Mazda RX-7 dismantle the air conditioner to increase the power of the car. 22. Question. How do you know if it's time for an engine overhaul? Answer: Engine wear after which it is no longer a "tenant" and is subject to major repairs is determined by compression - less than 4 units. and leaks in chambers up to 50%. Unstable idling, poor cold start, poor self-cleaning of candles, very high oil consumption, fuel getting into the oil, strong smoke will complete the picture. 23. Question. I would like to know how a simple buyer can buy a car with RPD, as well as the pros and cons of this engine. Answer: How to buy - see above. The handling of the car is great! The noise level at rpm over 3000 is lower than on a piston engine. The car runs on AI-76 gasoline without modifications ("classic") and loss of power. The exoticism and rarity of the car (traffic police officers, examining the engine, forget why they stopped it). The original sonorous exhaust (not loud, but original, like a Harley). The developed speed is a moot point, since there is a serial box, but in fifth gear acceleration is the same as in second. Sometimes the engine "wedges" (the SKB RPD said that the problem was solved, and the engine has not "wedge" for a long time, but there have been precedents before) - before that, the consumption of oil and gasoline rises sharply. It is even more surprising that "the Soviets had their own pride", and what a rotary piston engine designed for passenger cars! Moreover, the "rotary theme" was overgrown with rumors, speculations and legends back in the early eighties, and even the appearance of VAZ cars with RPD on free sale in the crazy nineties did not dot the i's. Felix Wankel, a self-taught German engineer, began developing the rotary piston engine back in the twenties, but in the pre-war period he did not manage to bring prototype aircraft engines to perfection, despite the support of BMW and the Ministry of Aviation. After World War II, Wankel's equipment was dismantled and taken to France. Despite this, the design engineer did not stop working on his own RPD - now with the support of NSU. By the mid-fifties, Wankel completed the theoretical part and in 1957 produced a prototype, based on the results of testing of which the necessary changes were made to the design. Rotor's father - Felix Wankel Wankel's work was by no means of an "academic" nature: in 1963, the production of the first production NSU model, the Prince Spyder, began, and later the NSU Ro 80 business class sedan was also equipped with an innovative engine. 1
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/ 2 When Audi "inherited" the NSU brand and its developments, it even released a prototype of the Audi KKM based on the second-generation "weave". In the future, the topic of Wankel engines was not continued at Audi. However, rather quickly, the features of the RPD prevented him from winning a market victory over traditional piston ICEs with a crank mechanism. Nevertheless, during the years of mass production of Wankel engines, many large automakers acquired a patent for the right to produce such units, some of which began to develop the "rotor theme" in earnest and for a long time. Perhaps the most famous RPD manufacturer is the Japanese company Mazda, which created the Renesis engine. 1
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/ 3 How could the idea to start producing rotary piston engines come up at VAZ? Various alternative designs of piston engines were worked in the USSR in the middle of the 20th century - of course, not for the automotive industry, but for aviation. Potentially, such motors could provide a higher return, which was especially valuable in aircraft construction. Directly to the topic of RPD in the Soviet Union began in the "pre-VAZ" period - at the direction of the Minavtoprom and the Ministry of Agriculture, three research institutes (NAMI, NATI and VNIImotoprom) began research work on the creation of RPD. Therefore, the development of Wankel and its practical implementation on production cars in the Soviet Union did not go unnoticed. Moreover, a light and powerful engine could become in demand for some special-purpose vehicles - for example, the so-called "catch-ups" or sports cars. Traditionally, for the automobile industry of the USSR, a strong-willed decision could only be made "at the very top" - that is, at the level of the ministry. However, the rotor at VAZ was taken up by order of the General Director of the Volga Automobile Plant in 1973 - it would seem, at their own discretion. But not everything is so simple: before moving on to a new project - the construction of the Volga auto giant, back in 1965, Viktor Nikolayevich Polyakov served as Deputy Minister of the Automobile Industry of the USSR, and in 1975 he completely returned to the ministerial chair, heading the Minavtoprom THE USSR. Thus, it can be argued that the work on the rotor was approved "without two minutes" by the Minister of the Automotive Industry and his former deputy in one person. So, after the release of the corresponding order of the General Director, a special design bureau was created, whose task was not only to develop motors of its own design, but also to eliminate the "generic flaws" of the Wankel motor, which Soviet designers were already aware of. Unlike Western colleagues, in the USSR, "own design" really meant the development of one's own version, and not the purchase of a patent or a ready-made license. As in the case of an automatic transmission for, for lack of options, Soviet engineers were forced to make their own version of the single-section Wankel engine, having disassembled one Japanese RPD for this. However, beforehand for “field tests”, the engine, taken from a Mazda RX-2 specially purchased to work on the rotor, was installed on the Zhiguli of the third model. 1
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/ 4 Already in the early stages at VAZ, they were faced with the fact that, despite their compactness and high power-to-weight ratio, the light and powerful RPD was not very economical and environmentally friendly, and was also distinguished by frequent failure of seals. In fact, this problem has been fought for decades by everyone who took on Wankel engines, starting with the German engineer himself - the bearer of this surname. And, by the way, it was the low reliability of the seals that was the reason for the rapid failure of the engines on the NSU Ro-80, which forced the manufacturer to soon stop producing this car and “close the rotor theme”. The first prototype of the SKB RPD under the designation VAZ-301 was ready already in 1976, but it was too early to talk about any launch of the rotor in Tolyatti - the design turned out to be clearly "raw". The VAZ version of the rotary piston engine was even appreciated by ... Felix Wankel himself, who specially visited the Volga Automobile Plant for this. The "father of the rotor" approved the overall layout of the Togliatti RPD. Already in 1982, the VAZ-21018 was demonstrated - the usual VAZ-21011 with a VAZ-311 engine with a power of 70 hp. In order to identify design flaws in real-life conditions, a batch of 50 engines was produced, which were installed on five dozen Zhiguli, but just six months later, all engines, except for one (!), Had to be replaced with traditional ones. Seals and bearings quickly failed, and in addition, the motor turned out to be poorly balanced and quite voracious. After the first serious failure and the ensuing disciplinary punishments, VAZ did not stop working on rotors, but decided to finally switch from a single-section design to a two-section one. Such a motor was potentially not only more powerful, but also more reliable. By that time, the Soviet rotor potentially already had a quite tangible scope - for example, for installation on official vehicles of the special forces of the traffic police, the Ministry of Internal Affairs and the KGB. On departmental vehicles, shortcomings like not the best fuel economy faded into the background, and high dynamic performance was of decisive importance. It is very important that when operating on official vehicles, VAZ specialists could, in the form of standardized reports, obtain detailed information about the shortcomings and defects identified in practice, but in more or less the same conditions, which ensured a certain objectivity of the assessment. From time to time, the Soviet press reported sparsely about the motor of an unusual design. By 1983, two new two-section RPDs were developed - the VAZ-411 with a capacity of 110-120 horsepower and the 140-horsepower VAZ-413. It was assumed that the rotors would be installed not only on the "native" Zhiguli of various models for the plant, but also on other vehicles of law enforcement agencies - in particular, the Volga. Of course, the installation of such a power unit on a sedan of the Gorky Automobile Plant required a corresponding refinement of the mount and some transmission units. 1
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/ 3 At the same time, aviators also drew attention to the almost ready-to-use RPDs, who ordered the Togliatti Bureau to develop a variant for use on helicopters and light aircraft. However, many other enterprises became interested in the rotary-piston type of engine, which ordered the development of units for boats, amphibians and even motorcycles from Togliatti! The plant provided these services under contracts on the terms of self-support, which was widely used at that time, so the activities of the Special Design Bureau were not unprofitable for VAZ. Also, prototypes of aircraft engines VAZ-416 and VAZ-426 were developed already in the era of the functioning of the STC VAZ in the mid-nineties. Various types of RPD applications made it possible for designers to understand that the design solutions of automobile and aircraft engines cannot be completely identical due to a significant difference in the operating modes of engines in air and road transport. Therefore, the simultaneous development of a "single" rotor has no practical meaning - rather, the work can be combined according to the technological and production base, and not according to specific solutions. The question arises: what about front-wheel drive cars? Really VAZ did not pay attention to its own "eight"? Of course, he drew attention: work on the RPD for a fundamentally new family began when the VAZ-2108 was just being prepared for production - in 1979, but they returned to the topic of the “front-wheel drive rotor” more specifically at the beginning of perestroika, having concluded an agreement with the Zaporozhye Automobile Plant. And already by 1987, prototypes of the VAZ-414 were developed for front-wheel drive cars VAZ and ZAZ, and in Togliatti they created a version of their 40-horsepower RPD under the index 1185 even for ... Oka! But in the future, the leadership gave preference to the aviation direction, and work on automobile RPDs was suspended. Small-scale production of an unusual modification of the Zhiguli based on the "five" continued until the collapse of the USSR, although government purchases of such vehicles by law enforcement agencies were quite small, and cars with rotors under the hood were not sold "to the side". But soon the plant was not at all up to its own new developments - in the late eighties, state support for car factories was curtailed, and the factory workers had nothing to do - for example, the creation of a promising or. VAZ returned to the topic of rotary automobile engines only in the Russian period of the plant's activity, finding an opportunity to "get out of the cloth" an interesting development even in the difficult nineties. Indeed, in the world at that time there had long been "warmed up" modifications of ordinary urban hatchbacks, with which the VAZ RPD was quite comparable in terms of developed power. The presence of such a motor on cars of the 2108 family could "cheer up" consumer interest - at least in Togliatti they counted on it. Even in difficult conditions, the new RPD for Samara was mastered rather quickly - fortunately, the VAZ-415 engine did not need to be developed from scratch. Some sources claim that the finishing work during its transformation into a serial product was carried out quite hastily or not very successfully, as a result of which the motor still retained a number of shortcomings inherent in the rest of the VAZ RPDs. However, there is another opinion that this motor, on the contrary, has absorbed all the advantages of past developments - both a sufficient resource, known from the 413th motor, and the “dense” layout inherited from the VAZ-414. Almost simultaneously, the classics were also updated: in 1992, on the basis of the "seven", the production of a modification of the Zhiguli VAZ-21079 with a 140-horsepower VAZ-4132 engine began. 1
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/ 3 However, in 1997, the VAZ-415 finally received a certificate that allowed it to be installed on ordinary commodity cars, which soon appeared in car dealerships. “In civilian life”: having become accessible to mere mortals, RPD immediately appeared on the pages of Russian auto publications Of course, the price of the car increased by quite tangible at that time 2.2-2.5 thousand dollars, but the dynamics of the G8 improved by an order of magnitude. After all, 120-140 "rotary" horsepower made it possible to gain a hundred from a standstill in 8-9 seconds, and the real maximum speed came close to the cherished 200 km / h. Fuel consumption, of course, at the same time ranged from 8 to 14 liters. But the compact rotary motor spun up to a mind-blowing 8 thousand revolutions, providing the "pilot" with sensations incomparable with the acceleration of a conventional "chisel". RPD-415 under the hood of the VAZ-2108 looks quite organic. But at the same time, the motor is noticeably more compact than the native one. Photo: Alexander Podzolkov RPD has always been famous for its "hot character", so he needed an oil cooler like air. Or water. In general, for cooling. Photo: Alexander Podzolkov The bottom view hints that this is some kind of very difficult "eight". Photo: Alexander Podzolkov Microprocessor ignition could also be found on the VAZ-2108 with a conventional internal combustion engine. But very rarely. Photo: Alexander Podzolkov Alas, at the same time, the rotor, obscure to most, remained a “thing in itself” - ordinary minders did not know the technology for its repair, and spare parts were not sold in any store around the corner. In addition, by that time it was already gaining momentum on ordinary VAZ engines, and on the RPD, the archaic Solex carburetor was still in charge of power. The RPD mixture was prepared by the familiar Solex, but with its own adjustments. "Gas sector" had an additional lever to drive the dosing oil pump - lubricator. Photo: Alexander Podzolkov Top view of the VAZ-415 with a dismantled carburetor. Photo: Alexander Podzolkov And, despite the presence of a microprocessor ignition system (MPSZ), the rotor could not boast of the complaisance and (most importantly!) Durability of a conventional piston ICE. Indeed, with a declared resource of 125,000 km, many engines began to quickly “die” after 50,000 km, which was facilitated by the use of the “wrong” oil. As with Japanese Mazda cars with RPD, at the same time, the engine start deteriorated sharply and oil consumption increased for waste, and in the future the engine could completely fail. The tightness of the seals is a sore point of any RPD, not only the VAZ-415. Photo: Alexander Podzolkov Numerous tuning companies that appeared in Tolyatti and around it like mushrooms after the rain at that time offered tuning programs for conventional motors of various budgets and degrees of intervention, which made it possible to remove almost the same power as the rotor without a noticeable loss of resource. But RPD with a traditional power system was impossible to squeeze into the upcoming Euro 2 environmental standards, which the newly mastered VAZ injection corresponded to without problems. Due to the non-mass production in the future, neither the work nor the production of the RPD itself was very interesting for VAZ, since, as in the history of Mazda, they could only be dictated by image considerations. Which in the case of the Togliatti Automobile Plant was not a strong enough argument ... For a number of reasons listed, already at the beginning of the 2000s, the VAZ rotor began to sharply lose momentum. Yes, the VAZ-415 managed to try on even the “ten” and “tag” in modifications 2110-91 and 2115-91, respectively, but soon the production of rotary engines at VAZ was discontinued, and the SKB RPD itself, which developed its latest product in 2001, was re-registered. Almost four dozen developments over 26 years - the designers of SKB RPD have worked a lot on the rotary theme After 2004, the activities of the design bureau as part of work on RPD engines were finally terminated, and around 2007, the equipment was partially removed and disposed of. It seems that the final point was put on this in the history of the Soviet-Russian rotor. Do you regret that rotary VAZs did not work out? Each buyer receives the necessary package of documents at the central office of KARPLAZ. Shipping options for purchased 411MX11 engine You have a question what engine is on the Jeep 4 l. 190 l. With. ask our experts a question and you will learn about contract engine.
Today we will talk about our acquaintance with a new car equipped with a Wankel rotary piston engine. At the Moscow Motor Show, this car was presented in a police uniform. However, we will talk not only about it, but also about a new generation of rotary engines developed by a special design bureau of AvtoVAZ. But first, the most important thing: the new family of “rotors”, unlike the previous one, is now intended not only for “arming” cars of various special services, but also for “ordinary” motorists. NEW FAMILY OF ROTARY MOTORS So, a new family of rotary piston engines. Its basis is the VAZ-415 engine, which, unlike its predecessors, can be called universal. That is, its installation is possible on any VAZ car - front-wheel drive Samara, rear-wheel drive Zhiguli and all-wheel drive Niva. In addition, it can be used on AZLK vehicles, and in a three-section version - on the Volga. And also - on small aircraft ... This motor combines the advantages of two models produced earlier. Recall what kind of engines they were. Firstly, VAZ413 (for the Volga), the design of which was based on the concept of reliability. He "grew", in turn, from the first, still one-section, "rotor" BA3-311, which at one time was equipped with VAZ-21018 cars. Secondly, VAZ-414 (for front-wheel drive VAZs), where layout issues were the main tasks. The newcomer had to inherit a sufficient resource from the BA3-413 (its mileage on the Volga reached 300-320 thousand km without disassembly), and from the VAZ-414 engine - the ability to install on different car models. And the fundamental differences of the new design are as follows: Layout solutions that make it possible to assemble two- or three-section engines, both automotive and aviation, on the same technological basis; Optimization of the design by thermal state; Compatibility with fuel injection systems, which will allow meeting international requirements for costs and toxicity in the future. Note that the manufacture of parts for "rotors" is not directly related to the achievements of the military-industrial complex, but perhaps at the level of general engineering. At the same time, the cost of a rotary piston engine (RPD) is expected to be kept in the region of $ 2,500 - at the level of the well-known Volkswagen engine with a capacity of 150 hp. With. The new engines are designed for Russian fuels and lubricants, in particular, Zhiguli engine oil and AI-93 or A-92 gasoline. There is an option designed for A-76 gasoline, and even an engine where the octane number of gasoline will be selected by the position of a special switch in the car. Engines can be equipped with multiport fuel injection. The injection system is a hybrid of Bosch components and a domestic control unit. It is possible to equip the system with afterburning and neutralization of exhaust gases, taking into account European and American standards. Oil consumption "for waste" (0.4-0.5% of fuel consumption) is at the level of piston engines, and fuel consumption is 190-195 grams per horsepower per hour, which, in terms of the usual values, means an increase in operating costs within one liter per 100 km compared to a conventional engine of the same power. So, the basic two-section VAZ-415 engine. Maximum power - up to 150 liters. With. at 6000 rpm, and the maximum torque is 19-19.5 kgm at 4000 rpm. At the same time, it is possible to lay down various characteristics of the torque curve by adjusting the intake system. It all depends on the location of the inlet. So, the “radial” intake allows you to get sports and aircraft engines with a good “top”, and the “end” injection provides good high-torque “on the bottoms”. VAZ-416 is also a two-section engine, but already with increased power (over 150 hp), and it has a forced modification capable of delivering up to 240-250 hp. With. And finally, the VAZ-426 is a three-section engine for aviation with a power of up to 250 hp. With. Re-equipment of cars under the “rotors” of the new generation is simplified as much as possible. The fact is that the attachment points of these motors are prepared in several versions, so that they can be easily installed on the standard seats of both the VAZ2108 and the VAZ-2110. and Zhiguli, and Niva. The rotary engine is close in size to the "eighth" gearbox, and it is barely visible behind the air filter True, since such a dashing motor will allow the car to accelerate to 210-215 km / h (acceleration time to 100 km / h will be 8-8.5 seconds), then after installing it, a significant revision of the suspension and brakes will be required to ensure reliable control at high speeds and maximum resource of running gear units. First, work will be done with front-wheel drive cars, but soon this will be done with the “classics”, if, of course, the rear-wheel drive Zhiguli will last a few more years in production. For example, it is planned to install 14-inch wheels and ventilated 14-inch front brake discs (from VAZ-2112), gas-filled shock absorbers, etc. in Samara. The first stage of work will be devoted to special-purpose vehicles (popularly known as “KGB vehicles”). In 1997, it is planned to produce the first 500 cars. So far, such equipment will be equipped with serial transmission units. But the second stage is already general-purpose cars, they will be produced in 1998 at a rate of several thousand a year. LET'S SEE Our test was visited by the same "policeman" VAZ-2109-90, which was presented at the motor show. War paint, flashers. Everything is as it should be. And nothing hints that RPD is installed on this machine. We open the hood. Here it is! Two-section rotary engine VAZ-415. Power - 135 liters. e., moment - 18 kgm. In appearance, the engine itself is slightly larger than the “eighth” gearbox. It is equipped with a Solex carburetor, a dual ignition system: two switches, two coils, two candles on each section (main and afterburner). All attachments - generator, fuel pump, oil and water pumps - are grouped in the area of the right mudguard and are easily accessible for replacement. The car still has a serial (from the "eight") exhaust system and the chassis is also serial. So we will have to evaluate not a specially prepared “rotor” car, but an almost standard “nine” with an RPD installed on it. An additional fuel tank with a capacity of 60 liters appeared in the "nest" of the spare wheel of the car. We start the engine. And we immediately note two points. Unusual rattling-ringing "voice" of the exhaust system. This is talking partitions of serial mufflers. The fact is that the RPD has a high pressure of exhaust gases, and the “eighth” exhaust system provides them with decent resistance, “eating up” part of the power. A special muffler that will allow you to "remove" the maximum power from the VAZ-415 rotor. are already developing, and now you have to listen to this mosquito-bumblebee “buzzer”. By the way, it is heard until the engine picks up three or four thousand revolutions, and then this ringing turns into the noise of a regular exhaust. The second point is the absence of vibrations. The steering wheel and gearshift lever are completely “clean”, they don’t itch at all. And, keeping in mind the opinion that came from nowhere that, they say, the “rotor” has no “bottoms” at all, we get under way. First, in a calm manner. Starting off is quite easy, although harsh, about the same as with the serial "eighty-third" motor. Second, third gear. We get to the fourth, somewhere at sixty we turn on the fifth. According to impressions, under the hood is a completely ordinary motor. No, but there is still a difference. Engine braking is noticeably less effective than on a serial motor. Now let's try dynamic style. More gas, sharply throw the clutch. The car does not move, turning the wheels with a screech on dry pavement. In order for it to go, the gas has to be released a little. Now we need a jeweler's work with an accelerator so that the wheels, if they slip, then insignificantly. On the first, we easily gain 60 km / h and switch to the second. We switch rather out of habit, stereotypically, since it feels like the engine does not “request” this yet. Calm, even "pickup" on the second and easy, without strain, spin up to 120, 130, 135 ... Enough, turn on the third. On it, the car “draws” 180 on the speedometer without any problems and continues to accelerate. But after all, we have not yet used the fourth and fifth! Noteworthy is the smooth acceleration throughout the entire rev range. The impression is that the torque characteristic is almost horizontal - no obvious peaks. The car feels very much like an electric car. There is an unusually “long” gas here - it seems that you have already pressed it decently, and it has spun the motor great, but no, you can still press the pedal and the motor will spin up again and again. At the same time, as the experts explained, the engine spins easily up to 8000 rpm. True, it should not be abused. Now let's try to "pull" the motor. On the fourth, we reset the speed to forty. Rides! Up to thirty. Rides! And now let's drown the accelerator to the floor. No detonation, no dips. Only the sound emitted by the engine becomes like a dull grunt. Acceleration is not impressive. But as soon as the speedometer needle goes beyond the number 40, the grumbling subsides. By 50 km/h the sound of the engine already becomes normal, the acceleration is more intense. And further, if you keep the gas like that, you can drive the speedometer needle to the “second circle”. At the same time, the lightness and some kind of routine in the operation of the motor, the absence of even a hint of tension or strain, is striking. And if you try to start with the second? When you try to smoothly release the clutch at idle, the rotor clearly intends to stall. More gas! The wheels screech and the car literally jumps forward. And if after the second one you immediately turn on the fifth one? And it swallowed, rides without any problems. Yes, now we have also seen from our own experience that a number of gear ratios in a box for such an engine should be new. And the brakes need to be more efficient, and the car's suspension needs to be worked on. And now we just have to wait for next spring, when a real rotary car will be provided for ARTest, which will differ from the serial car not only in the engine. Then we will deal with this machine more seriously, first of all - the study of dynamic characteristics and controllability. Where "according to the state" it was supposed to be a "reserve", now installed How the Wankel engine works The VAZ411 rotary piston engine consists of two sections, each of which operates as follows (see diagram). In the internal cavity of the engine there is a trihedral rotor-piston 2, which during the working cycle performs a complex rotational movement simultaneously around two axes: its own longitudinal axis and the axis of the power take-off shaft - the rotor is mounted on it with eccentricity, and ball bearings provide the possibility of mutual rotation (in the figures, the eccentric shaft is not shown as located on the other side of the rotor). The dependence of rotations is as follows. For one revolution around its axis, the rotor makes three revolutions on the eccentric shaft, and the kinematic dependence of these rotations is set by a gear planetary pair: the gear (3) with external gearing is fixed on the engine housing 1, and the role of the mating part is performed by the internal ring gear 4 of the rotor. The areas of the rotor faces perceive the forces of gas pressure and transfer them to the eccentric shaft, causing it to rotate. When the rotor is in the position shown in position I, in volume 1, limited by the edge BC of the rotor, the mixture is burned and the gases expand, that is, a working stroke is performed. With further rotation of the rotor, its face SA overlaps the outlet and inlet channels, and the outlet ends in volume 2. In this case, the intake process begins in volume 3, and in volume 4, limited by the face AB, the mixture is compressed. Position II shows the position of the rotor, at which the expansion of the combustion products in the volume ends and the release begins. When the rotor passes the position shown in position III, its apex C is between the exhaust and inlet channels, and an electric spark jumping between the spark plug electrodes ignites the mixture compressed in the volume limited by the face BA. Position IV shows the position of the rotor corresponding to the beginning of the working stroke in the volume . Thus, in a rotary-piston engine with a triangular rotor, in each of its three working chambers, intake, compression, power stroke and exhaust occur in sequence. All these processes are performed in one revolution of the rotor. Gas distribution in the engine is carried out by blocking the exhaust and intake channels of each section of the engine with a rotor.
Forerunners: Felix Heinrich Wankel
Made in USSR
On earth and in heaven
RPD and front wheel drive
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