It was not in vain that the GAZ M20 passenger car was called “Victory” - it really was a victory in all respects. The Great Patriotic War was won, it became possible to raise the country's industry to a high level. And the new car became a symbol of that era.
This is how one of the first models of the GAZ-20 Pobeda car looks like
The creation of a new car model proved that there is a huge potential in the industry of the Soviet Union and the country can produce products that are not inferior in their characteristics to the goods of well-known Western manufacturers. Considering that the production of GAZ M 20 began almost immediately after the end of the war, then for our fatherland such an event can be considered a great achievement.
A new model of the GAZ passenger car began to be developed in the pre-war years. Then there were a lot of design ideas - at the same time, a new project was being conceived, the development of a 6-cylinder GAZ 11 engine was in full swing. But the designers began to design a middle-class passenger car in 1943.
The first modification of the Victory
It was at this time that the basic components and assemblies were determined, the forms of the future body were indicated. The model had its own characteristic differences from the previous brand:
- Lower floor level compared to its predecessor;
- Location of the engine above the front suspension beam;
- The presence of a hydraulic drive in the brake system;
- Improved independent front suspension;
- Engine with higher efficiency;
- Streamlined body with "licked" wings;
- Improved interior design.
At first, the new model was considered in two versions, depending on the engine, each of them was assigned its own index:
- With a 6-cylinder engine - M-25;
- With a 4-cylinder engine - M-20.
It looks like the M-20 engine in the context
Almost immediately after the end of the war, "Victory" was subjected to lengthy tests, and after their successful completion was submitted to the highest party government for consideration.
The project was approved, and it was decided to launch a more economical version, the M-20 brand, into mass production. In the future, this name was assigned to the car.
During the development phase of the car, the name "Motherland" was also considered. But Stalin did not approve of this option. When it came to selling a car, it turned out that they were selling the Motherland. The production of the GAZ Pobeda machine began at the end of June 1946. Despite successful tests, many different design flaws and shortcomings were revealed in the car. Therefore, over the next six months, only 23 cars rolled off the assembly line, and mass assembly at the Gorky Automobile Plant began only in the spring of 1947.
The interior of the car "Victory" GAZ 20
Already in February 1948, GAZ assembled 1,000 units of the new model, and by the beginning of autumn, another 700 Pobeda vehicles appeared.
Read also
History of the GAZ plant
Design flaws forced mass production to stop, and the pace of car production slowed down. But by November 1949, new production buildings were built at the car factory, and most of the main flaws in the model were eliminated. A heater was installed on the GAZ M20, new springs appeared. The production of the updated version resumed in full, and defective cars were returned to the workshops of the automobile plant to eliminate deficiencies. The government appreciated the efforts of the factory workers, the GAZ M 20 Pobeda brand was awarded the Stalin Prize in 1949.
In the summer of 1955, GAZ began production of an all-wheel drive model based on the M-20. From afar, the car was difficult to distinguish from the basic version, but upon closer inspection, a higher landing of the car was noticeable.
The original car Pobeda 1955 release
Such cars were made in 4677 units, and they had the following external differences:
- Increased ground clearance;
- Tires and wheels with a radius of R16 (6.50-16);
- Other rear mudguards.
At that time, there were few all-wheel drive cars, and the GAZ M 72 was considered one of the first cars in the world in this class. Despite the great external resemblance to the M-20, the M-72 model was not called Pobeda.
On the front badge of the GAZ M20 there was an emblem in the shape of the letter "M". This letter meant the name of the Gorky Automobile Plant in those days - the plant was named after People's Commissar Molotov. The name was retained until 1957, then Molotov was relieved of his post, and his name was removed from the abbreviation GAZ. The upper corners of the badge resembled the battlements of the Nizhny Novgorod Kremlin. It was so deliberately conceived - the badge confirmed that the car was created in the Gorky region.
Design features of the "Victory"
The prototype of the GAZ M 20 is to some extent the Opel Kapitan, at least many design decisions were taken from this car. But their own design solutions made Pobeda unique:
- The front and rear wings practically merged with the body, which was an innovation in those days;
- The hinges of all four doors were attached in front of the pillars and the doors opened in the direction of the car;
- There were no decorative steps.
Lipgart A.A. was the chief designer of the GAZ Pobeda project. The design team included engineers: Krieger, Kirsanov and Kirillov. The first of these was the deputy chief designer, the second led the group. Kirsanov was engaged in the development of the body. 
The unique appearance of the car was created thanks to the artist Samoilov, but Samoilov never saw his project in the form of a real car - the artist died tragically in 1944. The first sketches were created by the artist Brodsky in 1943.
For Pobeda, the body and body elements for the first time became parts of their own, domestic production. Prior to this, other car brands received parts from foreign firms, in particular, they ordered production from American manufacturers.
Engine
Since the 6-cylinder GAZ 11 engine did not go into series, the 4-cylinder GAZ 20 became the main engine on the GAZ M20. The new power unit had the following differences from the GAZ 11 engine:
The compression ratio in the cylinders was only 5.6, but such a low figure made it possible to work on low-octane 66th gasoline. In the post-war years, there were problems with fuel in the country, and the use of such a brand of gasoline made it possible to somehow get out of the situation. But the thrust of the engine was weak, and the engine could hardly cope with its duties even in a passenger car.
Gearbox and rear axle
The gearbox had three forward speeds and a reverse gear. It did not have synchronizers, the gearshift lever had a floor arrangement. This box was borrowed from the GAZ M1 model. In the early 50s of the last century, the gearbox lever was moved to the steering column, and the gearbox was taken from the ZIM car. It already provided synchronizers in second and third gear.
The rear axle was not borrowed from other car models; it was designed specifically for the GAZ M 20 brand.
It looks like a gearbox for Pobeda gas 20
The main gear had a pair of spiral-conical type. The inconvenience of the design is that in order to dismantle the axle shafts, it was necessary to completely disassemble the final drive housing.
Body and interior features
At times in the post-war years, the bodywork was considered to be of a high standard, which was repeatedly noted by foreign experts in the automotive business. The body had a thick layer of metal (from 1 to 2 mm). Thicker was the metal on the side members and in places where the body was reinforced. The body type was classified as a "cabriolet".
The salon had a modern layout for its time, it was attended by:
There were other useful little things, such as illumination of the luggage compartment and the engine compartment, or a cigarette lighter in the cabin console. In later versions of Pobeda, windshield heating was provided for in the heating system, and even later the car began to be equipped with a standard radio.
There were no separate seats, which are in modern cars, on Pobeda. In total, two sofas were installed in the car: front and rear. At that time, velor was not used, “seats” were sheathed with high-quality woolen fabric. The front seat was adjustable and could move back and forth. In cars designed for taxis, sofas were covered with leatherette.
Front and rear suspension, brake system
The schematic diagram of the front suspension was subsequently used on all Volga models. 
It was of the pivot type, independent, provided for the presence of threaded bushings. Some parts were borrowed from the Opel Kapitan model (shock absorbers, threaded bushings), but the pivot device had its own design. The hydraulic shock absorbers were of the lever type, that is, they simultaneously served as upper suspension arms. Exactly the same design was present in the rear suspension, the rear axle was mounted on springs.
The GAZ M 20 brake system was considered the most advanced in the middle of the twentieth century, for the first time it became hydraulic for the entire time of the Soviet automotive industry.
But there was only one circuit in the system, there was no question of any separation. That is, if any of the 4 working cylinders began to leak, the brakes disappeared altogether. In all Volga models with drum brakes, two working cylinders per wheel were installed.
Scheme of the design of drum brakes Pobeda
On Pobeda, both suspensions had one cylinder each, each cylinder bred two pads at the same time.
Electrical part
The electrical equipment of the Pobeda was also distinguished by its modernity, it used the most advanced technologies of the post-war years. Of the features of the electrical part can be noted:
The instrument cluster in the cabin had the entire necessary set of sensors that informed the driver about the state of the car and the speed of movement:
- Speedometer;
- Fuel level sensor;
- Oil pressure sensor;
- Water temperature gauge;
- Ammeter;
- Watch.
The panel also had two turn signal lamps. The instrument panel itself was made of steel and painted to match the body color, plastic lining decorated it and gave it elegance.
There will be no more gasoline less than AI-92. It is a fact.
And that the use of 92 in the M-20 is fraught with breakdowns - mostly myths that wander from mouth to mouth.
Let's analyze together again. And somehow we systematize experience and knowledge.
I. Let's start with breakdowns:
It is believed that 92 gasoline burns more slowly but at a higher temperature, and burning down during the power stroke, overheats the engine, valves and pistons.
So: it burns at the same speed and temperature. But more about that later.
1. Valve burnout (usually exhaust) also happens on 72 gasoline.
There are several reasons:
Crack in the socket ring. The nest is factory made of white cast iron. And it can crack from thermal stresses during hardening, crooked pressing, and so on. In case of overheating when emitting smoke with unburned fuel, or a dangling or poorly lapped valve.
Our trucks don't drive every day. It is now a seasonal car. For daily use, everyone, I think, has another passenger car. So ... during a long idle time, in one of the cylinders the valves remain open ... soot dries up on them, any kind of plaque and so on. (Particularly attentive drivers could notice at the first start the knock of an increased clearance in the valves, which soon disappears). So this garbage, having low thermal conductivity, does not allow transferring the temperature from the heated valve to the water-cooled block ... that's why a spot burnout is formed, which can develop into a significant one. This effect is enhanced by driving in forced modes at speed after starting ...
B a single (paradoxical as it may seem!!!) working mixture. Since the lean mixture burns about a third more slowly, and the residual oxygen from the air, breaking through the microslits with the flame, produces the effect of oxygen cutting.
2. Piston burnout:
Seizures on the piston that occurred for various reasons (we’ll talk about them separately a little later) tighten the grooves of the piston rings ... the rings lie down ... and when some minders have locks on the collector side (the piston is pressed there during the working stroke) ... we can get full coverage. The ring ceases to seal the cylinder and the same effect of an oxygen cutter occurs as with valves.
The occurrence of rings. The reasons are the same. Rare driving, untimely oil change, engine running without warming up, etc.
Dear readers, they themselves can name a few more causes of breakdowns.
And where is the fault of the 92nd gasoline. I do not see. It's like feeding a homeless man a servilate instead of a liver... the effect is the same, only more expensive.
II. Alteration of the engine under 92
1. What do we want to get by increasing the compression ratio? The compression ratio is increased to increase the combustion rate of the gas-air mixture (DHW). And this, in turn, will increase the maximum speed and engine power. Notice the power that increases due to revolutions. The torque does not change... after all, at the beginning of the working stroke, already in the first millimeters, the effect of a small combustion chamber has already leveled.
It is impossible to increase the maximum speed of the M20 by any alterations for the following reason - it is long-stroke. And with long strokes, other things being equal, the speed of the piston is already high. At 3600 rpm it is equal to 12 m/s. (Permissible speeds are 10 - 15 m/s and depend on the design features of the engine). When the critical speed of the piston is exceeded, the aluminum alloy of the piston melts ... and scuffing - burnouts.
Previously, oils were worse, you say?
Yes. Certainly. But ... earlier, they did not spare the addition of copper (the most extreme pressure component) to the composition of the pistons. Our current pistons do not have copper. (The alloy is sometimes written on the bottom of the piston on the reverse side. See for yourself.)
The burning speed of a lean mixture is 14 m / s, normal 21 m / s, rich - 15 m / s.
I think it's much more efficient not to mess with the cylinder head, but to work on the right carburetor, which provides the optimal mixture in each mode, including a lean mixture at medium speeds and light loads. (everyone notices how responsive the M20 is to replacing and adjusting carburetors ... here is power, traction, and economy.) It may make sense to use solenoid valves in different carburetor modes and two-chamber carburetors.
Reworking the camshaft and changing the valve timing also makes sense and the difference is noticeable only at high speeds. Proper mixing and it replaces.
You can try to install a single injection, but who will undertake to program the controller (of course, it will not work perfectly from any machine. Although it will work.).
2. Engine durability. On the page of one winner (I can’t find it already), it’s written about the groove in the connecting rod bearings ... I fully support him. They don't have enough oil.
Sodium valves are overkill. I don't remember the valves sticking. If the oil is not changed every 50 thousand km, the sodium will freeze.
Replacing the oil pump at a higher capacity is very desirable (everyone chooses the method for himself).
But the oil filters, and perhaps the very principle of the oil system (in terms of filtration and cooling), should be changed to a modern one, forgive me "museum keepers". But this is a separate issue.
Conclusion: The correct ignition angle, the correct carburetor, careful maintenance - that's all the alterations for 92 gasoline.
P.S. I wanted to write about the features of combustion and detonation of various gasolines, but changed my mind. Used women's right number 1.
I will add the disgusting quality (especially in October) of fuel and lubricants. an internal combustion engine forced to the commodity standard of gasoline receives fatal troubles when refueling with a "leftist". and finally to force it or not is a matter of religion and the skill of overcoming off-road ("pull-in" - deforce., "fool" - force.)
BMW M20 engine- a six-cylinder piston engine with a single overhead camshaft, which was produced from 1977 to 1993.
The BMW M20 engine is also known as M60 and has 12 valves, which are driven by the timing belt. It was originally released with a carburetor, and over time was equipped with a Bosch fuel injection system.
BMW M20B20 engine
The first model on which this engine was used was the E12 520/6. Fuel was supplied by a Solex carburetor, and since 1982 the Bosch L-Jetronic fuel injection system was used for the first time on the B20 engine. In 1987, the BMW M20 engine was again revised and a Bosch Motronic engine management system and a catalytic converter were added.
Problems and malfunctions of the M20 motor
- cracks in the cylinder head in the region of 4 and 5 cylinders near the coolant channel;
- valve damage: the cause is a broken timing belt, since the timing belt resource is 60,000 km .;
- severe wear of the transmission of the gas distribution mechanism: the reason is a violation of the angular tension roller;
M20 - a 6-cylinder 12-valve engine of a relatively small (for BMW) volume and a camshaft belt drive - was developed and began to be produced at BMW back in 1977 under the M60 marking.
Basically, the engine was intended for the new and first car of the 5th series, the E12, which appeared in 77. To create modern, economical and inexpensive versions of cars. In addition, a more powerful engine was also required for the 3-series cars, there was simply not enough space under the hood of BMW three-wheelers for M30 (M89) engines.
The new engine differed from its older brother M30 in a lighter design and a camshaft belt drive. But nevertheless, the engine retained a cast-iron cylinder block with an aluminum head. An important innovation in the M60 was the introduction of a camshaft belt drive, instead of the previously used chain.
In the year 82, the M60 engine was slightly upgraded and it received the M20 marking. Previous releases also began to be called M20, and the name M60 was assigned in 93 to a completely different engine.
The differences between the M20 and M60 were very minor.
On the M20, there is no fuel pump in the cylinder block, and the number of teeth on the timing belt has also changed - M60 - 111, M20 - 128, and since the 85th year - 127. Accordingly, the gears of the timing mechanism have also changed, as well as the belt tensioner roller.
Further development of the M20 brought a 2.5 liter 170-horsepower version and a high-torque derated 2.7 liter modification.
A feature of the 2.7-liter M20B27 engine was that the engine was heavily derated. He gave out only 125 hp. at 4800 rpm, but on the other hand, it had a very high torque - 241 Hm at 3250 rpm. For which he received the nickname "gasoline diesel".
Models equipped with such an engine were designated 325e, 525e, and in the US market 328e and 528e, respectively.
The M20 engine was installed on cars of the third and fifth series.
Fifth series:
E12- 520 - 2.0 liters - carburetor only.
E28- 520i - K or L(E)-Jectronic, 525e - 2.7 liters with Motronic 1.0 Basic injection system
E34- 520i, 525i - 2.5 liters with Motronic 1.0 injection system
BMW M20 engine block heads.
Several types of cylinder head were used on the M20, however, the differences between them were very minor. On the M60 carburetor engines and on the K-Jetronic M20, heads with reduced intake ducts were installed, more precisely, with the advent of the L-Jetronic injection system, the intake ducts were significantly expanded.
A smaller section of the intake channels was required for more correct mixture formation (features of the carburetor), as well as for better filling of the cylinders at low speeds.
For the M20 B25 engine, the block head was also significantly changed. Namely: oversized valves were installed - inlet 42, outlet - 36. Instead of 40 and 34 for other modifications.
However, the heads are partially interchangeable, although sometimes with some modifications.
For example, B20 and B23 are completely interchangeable, B25 is also completely interchangeable with B27 from 9/87, and with some alterations B20 / B23 and B27 (up to 12/86), and, of course, carburetors are interchangeable with injection ones.
Block head B27. One of the most interesting heads in use.
Brief performance characteristics:
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Cylinder arrangement |
L6 |
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Valves per cylinder |
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SOHC |
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Cyl. |
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Oil pressure XX (bar) |
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Oil pressure working (bar) |
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Turns on XX (rpm) |
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M20 B20, B23, B25 |
Bosch W8 LCR, clearance - 0.8 mm |
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Bosch WR9LS - gap 0.7 mm |
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Specifications
For all M20:
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Cylinder arrangement |
L6 |
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Valves per cylinder |
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Gas distribution mechanism |
SOHC |
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Cyl. |
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Oil pressure XX (bar) |
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Oil pressure working (bar) |
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Valve clearances (mm) Inlet/Outlet |
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Turns on XX (rpm) |
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M20 B20, B23, B25 |
Bosch W8 LCR, clearance - 0.8 mm |
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Bosch WR9LS - gap 0.7 mm |
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Year of issue |
Volume (cm3) |
Power (hp@rpm) |
Max cool. torque (Nm@rpm) |
Bore and Stroke |
Compression ratio |
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M20B20 (Carburetor) |
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M20B20 (L-Jetronic) |
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M20B20 (LE-Jetronic) |
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M20B20 (Motronic) |
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M20B20 (Unknown) |
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M20B23 (L-Jetronic) |
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M20B23 (LE-Jetronic) |
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M20B27eta |
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M60, M20 and M21 engine
Detailed technical information about the engine
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Main technical data |
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Type: |
petrol |
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Number and arrangement of cylinders |
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Number of valves |
2 per cylinder |
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Fuel system types |
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Carburetor |
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Carburetor? |
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K-Jetronic before 84 |
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K-Jetronic |
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DDE Diesel |
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Motronic 1.0 Basic |
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Motronic 1.0 Basic |
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Cylinder diameters |
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M60B20, M60B23 |
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piston stroke |
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Working volume, cm 3 |
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Piston group |
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Unique for each type |
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Same for all engine types |
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Crankshaft |
Unique for each type |
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Completely interchangeable. |
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Unique, with the exception of one of the B27 modifications. |
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Depending on the modifications, it is possible to modify it for interchangeability with B23 / B23, B25, and in one of the modifications it is completely interchangeable with B25. |
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For more information on cylinder head interchangeability, see page: M20B27 engine cylinder head comparison table |
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Cylinder head height |
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The maximum allowable reduction in the height of the cylinder head when grinding |
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Gasket thickness (not compressed), mm: |
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Valve seats. |
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Valve guides |
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The valve guides are made of cast iron and are pressed into the cylinder head. The dimensions of the guide sleeves for the intake and exhaust valves are the same. |
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Pressed into the cylinder head |
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Length |
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Outside diameter |
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Inner diameter |
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Repair dimensions: |
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increased by 0.1 |
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increased by 0.2 |
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Preload when pressing in guide bushings |
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Protrusion of the valve guides relative to the plane of the cylinder head |
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Heating temperature of the cylinder head when pressing in the valve guides, 0 С |
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valve |
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Steel valves, chrome-plated stems. The valves are arranged in a V-shape in the cylinder head. |
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valve springs |
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Valve springs are the same for intake and exhaust valves. The springs are installed with the color mark down and towards the cylinder head. |
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Spring diameter |
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M60, M20 until 09.85 |
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M21, M20B27 until 09.85 |
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M20 from 09.85 |
30.2mm |
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On the M20B27, the internal spring was not installed. |
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Cylinder block |
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The cylinder block is cast from gray cast iron and is one piece with the cylinders. Grinding of the plane of the cylinder block with the head is not allowed. |
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Taper and ovality of cylinder mirrors, not more than: |
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Permissible deviation of the center of the cylinder relative to the vertical axis: |
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Permissible clearance between piston and cylinder (during wear): |
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Flywheel |
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Heating temperature of the gear rim for pressing on the flywheel |
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Static imbalance, not more than g.cm: |
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Permissible runout of the flywheel when measured at a point on a diameter of 92mm, no more |
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When grinding, it is allowed to remove the maximum |
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The thickness of the flywheel surface under the clutch disc, not less than: |
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connecting rods |
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I-section connecting rods, forged, steel, with interchangeable tri-metal liners. A cap of the lower head of a connecting rod of direct section. The bushing of the upper head of the connecting rod is collapsible, bimetallic. |
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Maximum weight difference for one engine |
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Misalignment of the holes of the connecting rod heads when measured at a distance of 150 mm from the rod of the connecting rod, no more than, mm |
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Maximum allowable buckling |
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Engine |
Disassemble and assemble |
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Engine only |
Remove and install |
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Engine only (with automatic transmission installed) |
Remove and install |
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Engine. Unit replacement |
Remove and install |
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Engine repair. "Short" block |
Remove and install |
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Compression pressure |
Check |
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Valve cover and gasket |
Remove and install |
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Valves. gaps |
Check and adjust |
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Valves. stem seal |
Remove and install |
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cylinder head |
Disassemble and assemble |
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Cylinder head and gasket |
Remove and install |
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Camshaft |
Remove and install |
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Camshaft. Belt/chain drive |
Remove and install |
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Crankshaft. Rear oil seal |
Remove and install |
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Crankshaft. Rear oil seal (with power steering installed) |
Remove and install |
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Crankshaft. main bearings |
Remove and install |
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Crankshaft. Front oil seal |
Remove and install |
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Piston rings |
Remove and install |
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Connecting rods and pistons |
Remove and install |
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Oil pressure |
Check |
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oil pan |
Remove and install |
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oil cooler |
Remove and install |
M20B25 Installed on BMW E30 And BMW E34. This motor has a volume of 2.5 liters and a power of 170 hp. This motor is injection and has a cast iron block. This is a 12-valve inline-six with a cylinder bore of 84 mm and a piston stroke of 75 mm.
The maximum power of 170 hp is available at 5800 rpm, while the torque of 222 N/m will be available at 4300 rpm. The advantages of this motor and its disadvantages will be discussed here.
Of the main advantages of this motor, one can single out the fact that it has a good resource of about 300-400 thousand km or more. The main thing is what is important for those who want bmw it's a good dynamic. with such a motor, it is able to reach the first hundred in less than 8.5 seconds, and gaining a hundred in 9.5 seconds, which is also a good indicator.
This engine is also easily tuned. One of the easiest ways is to change the crankshaft to a crankshaft with a different stroke, as a result, the engine increases from 2.5 liters to 2.7 liters. More details about tuning this motor were written in the article Tuning the BMW E30.
Before buying a car with an M20B25 engine, in addition to basic procedures such as checking compression, checking dynamics, listening to how the engine works, you also need to check the cooling system and the health of its components.
Since this motor is prone to overheating and in the event of a malfunction it is easy to overheat, which can subsequently lead to microcracks in the cylinder head. Therefore, it is necessary to check the pump, thermostat, radiator, coolant reservoir for leaks and, in case of a malfunction, replace the defective parts in order to avoid overheating.
Another disadvantage of this motor is that very often you have to adjust the valves and change the camshaft about once every 10-20 thousand km.
The fuel consumption of this engine is approximately 12-13 liters in the city and 7-8 on the highway.
In general, the M20B25 motor can be called successful, apart from two drawbacks:
1) Failure of any elements of the cooling system, especially with mileage. Be sure to check it before.
2) The need to adjust the valves and change the camshaft in a short interval.
The main thing is that this motor has good dynamics and a long resource, which will provide you with the pleasure of driving a car, if you choose it correctly, of course.
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