The engine has a displacement of 1.2 liters. This is the minimum engine volume, it was installed on almost all VAZ cars. Some argue that Fiat engines were put on a penny. But we must not forget that the 2101 engine was really made on the basis of an Italian-made car engine. That's just the distance between the centers of the cylinders is much greater than that of Fiat. Due to this, VAZ engineers could, on the same basis, make an engine with a different volume. Actually, engines with a working volume of 1.5, 1.6, 1.3 went out of it, as well as for Niva cars.
Specifications
Characteristics of the VAZ 2101 engine
Years of release - (1970 - 1983)
Cylinder block material - cast iron
Power system - carburetor
Type - in-line
Number of cylinders - 4
Valves per cylinder - 2
Piston stroke - 66 mm
Cylinder diameter - 76 mm
Compression ratio - 8.5
The engine capacity of the VAZ 2101 is 1198 cm3.
Engine power vaz 2101 - 59 hp /5600 rpm
Torque - 89 Nm
Fuel - AI92
Fuel consumption - city 9.4 l. | track 6.9 l. | mixed 9.2 l/100 km
Oil consumption - 700 gr. per 1000 km
Engine weight vaz 2101 - 114kg
Overall dimensions of the VAZ 2101 engine (LxWxH), mm - 540x522x621
What kind of oil to pour into the VAZ 2101 engine:
5W-30
5W-40
10W-40
15W-40
How much oil is in the engine 2101: 3.75 liters.
When replacing, pour about 3.5 liters.
Engine resource vaz 2101 :
1. According to the plant - 125 thousand km
2. In practice - 200 thousand km
TUNING
Potential - 200 HP
Without loss of resource, about 70-75 hp.
Engine 2101 was installed on:
VAZ 2101
VAZ 2102
VAZ 21035
VAZ 21041
VAZ 21051
Positive aspects of the engine
A 4-cylinder in-line engine is installed on the “penny”, the camshaft is located in the upper part. The drive of the gas distribution mechanism on the "penny" is carried out using a chain. If you don’t tear the engine much, then its resource is about 200 thousand km. It is worth noting that several decades ago, tests were carried out on engines that were installed on cars that traveled throughout the Soviet Union. The tests involved cars that drove through deserts, steppes, in permafrost conditions. Moreover, the motors have traveled more than 200 thousand kilometers. And they have never been overhauled. As shown by the checks carried out, they could still serve for a very long time without repair. Their resource turned out to be quite high. At the same time, only the one recommended by the manufacturer was poured into the oil.
Engine maintenance, valve adjustment intervals.
True, the engine needs timely maintenance. In particular, it is demanding on the size of the valve clearance. About once every ten thousand kilometers it is necessary to carry out an adjustment. If this is not done, then a knock will appear, and after warming up the engine may simply stall. As for the penny engine injection system, it also needs adjustments and repairs. It is worth noting that the motor has a lot of shortcomings, if you look at it from the point of view of modern technology. About 700 grams of oil is consumed per thousand kilometers, if a motor with high mileage was eaten, then more. It is also quite common for the engine to overheat. And the reason for this may lie both in the thermostat and in the liquid pump. Much less often it lies in the breakdown of the fan. On some, you can still find a cooling system that uses a mechanically driven impeller. Sometimes a high temperature in the engine occurs after refueling with gasoline with a very high octane rating. On a VAZ 2101 car, engine power can be increased if some modernization is carried out. This will be discussed below.
An interesting article about biofuel produced from ordinary sawdust, more .
If there is smoke coming from the exhaust
If the engine began to smoke, then, most likely, the seals on the valves were destroyed. Or the guide bushings are completely worn out. Among the minor faults, one can single out, for example, the wrong setting of the carburetor, it creates too rich a mixture. And the saddest failure is the destruction of the rings on the pistons. On a VAZ 2101 car, the engine was originally equipped with a classic contact ignition system. She is very picky, requires constant care, cleaning contacts, adjusting gaps. Therefore, many motorists prefer to install a contactless ignition system. But what engine can be put on the VAZ 2101? There is only one answer to this - anyone! It all depends on how “golden” your hands are.
If the engine troit-reasons
Causes of the "triple" of the VAZ car engine
- Wrong ignition timing
- Spark plug failure
- Breakdown of a high-voltage wire. Capacitor failure
- Loss of tightness in the intake manifold area (intake manifold, carburetor)
- Burnout valve, piston
- Breakage of piston rings
- Incorrect valve adjustment
- Destruction wear of rockers (valve levers)
- Breakdown of the cylinder head gasket
- Wear, hardening, destruction of valve stem seals
- Very poor fuel quality
- Incorrect carburetor adjustment
- Wear of the distributor shaft, turntable bearing
- Loss of tightness of a membrane of a vacuum advance ignition
- Using spark plugs that are not suitable for the engine and other "malfunctions"
- Incorrect ignition timing. With this option, I personally know not tripling, but like a slamming of the engine (passes), which is accompanied by a “bouncing” of the entire engine. This is especially noticeable at idle, as the speed increases, the gaps disappear. Most likely, your ignition is set too early, this may also be indicated by jerky scrolling of the engine by the starter at startup.
- Spark plug failure- one of the most common reasons that the engine troit. There is nothing special to tell here, it is important to remember and replace the candles regularly, just the presence of a spark on an inverted candle at atmospheric pressure does not indicate its full performance, because ignition occurs under much more difficult conditions (Za Rulem magazine, back in Soviet times).
- Breakdown of a high-voltage wire and a capacitor on a contact ignition system. Breakdown of the wire can be determined by replacing all the wires, as well as the capacitor. You can also try to determine the breakdown of the wire by looking at them in complete darkness, if there is a breakdown somewhere, then you will see flashes.
- Loss of tightness in the collector area usually does not occur on its own. More often this happens due to incorrect assembly or bad gaskets.
- As a rule, when a piston or valve burns out, the cylinder stops working at all or does not work for a long time. You can only determine by measuring compression and opening the engine.
- Broken or stuck piston rings also a phenomenon not too frequent, because a number of conditions are necessary for its occurrence. You can check by measuring the compression, if it turns out to be low, then eliminate cylinder head malfunctions in a simple way - pour a little oil into the cylinder, if the compression rises, then there is a malfunction in the piston system.
- With incorrect valve adjustment, everything is already clear- any valve may either not open or close completely. Correct valve adjustment can cure this problem. Rocker wear can also cause a similar problem. The valve stops opening properly and the cylinder stops working.
- Trambler. Quite often, on not new machines, wear of both the shaft itself and the bushings in which it rotates, as a result of which it becomes impossible to establish an adequate gap between the contacts. The same thing happens if the turntable bearing is worn. Also, gaps can occur due to depressurization in the vacuum ignition timing advancer, where the membrane may fail.
Engine upgrade
Fortunately, you can improve the motor if you upgrade it. Of course, you will have to get rid of all the shortcomings that are described above. You will also need to acquire the necessary tools and materials, which entails certain financial waste. It would be much easier to install an engine from nine or twelfth, they are more high-speed and powerful. And most importantly - they fit perfectly on the mounts. Of course, you can bore the cylinders up to a diameter of 82 millimeters in order to subsequently install pistons from the Niva car. But pay attention to the fact that the bottom of the pistons is flat. It is best to take these elements from a VAZ 2112 car. Provided that the total stroke is 66 millimeters, the engine volume will increase to 1.4 liters. Consequently, the power characteristic of the VAZ 2101 engine will improve much.
tuning
But pay attention to what year the engine of your "penny" was manufactured. If earlier than 74 years, then such an option with Niva pistons can work. If later, then you can install pistons with a maximum diameter of 79 millimeters. In this case, it is desirable to install a crankshaft from a newer model 2103, it is advisable to take the connecting rods from it. But keep in mind that you should not install short connecting rods. They increase the force with which the pistons are pressed against the cylinder. Consequently, the reliability of the motor, as well as its resource, deteriorates many times over. And when the VAZ 2101 engine is being repaired with your own hands, consider all the nuances, try to comply with the requirements.
Increase in engine volume VAZ 2101
The most popular word that comes to mind when thinking about increasing the volume of the VAZ 2101 - 21063 engine is boring. But it should be understood that boring for the maximum repair size in the case of the VAZ 2101-21063 and other classic engines with a volume of 1.2, 1.3 liters - you will get only one hundred cubic centimeters of volume. The cylinder diameter of the VAZ 2101 engine is 76mm, you sharpen it to 79mm - this gives the hundred cubes mentioned above, but the walls between the cylinder itself and the cooling channels become much thinner, the motor is more prone to overheating. Maybe if you don’t drive much, high-quality work on such a bore makes sense, but if you drive 50,000 km a year, or maybe more, it should be understood that such a motor will no longer have the next bore, there is simply nowhere to sharpen it. What if a damaged piston scratches the cylinder wall? - with such a “limiting” bore, you will have to change the engine block. If you do the boring procedure on a 1.3 engine, with 79mm walls, you can bore it to a maximum of 82mm, with a piston stroke of 66mm (piston stroke on classic engines 2101-21063 1.2, 1.3l) you will also get an additional hundred cubes. It should be understood that such a method of increasing the volume will not give a significant increase in torque, or power, it makes sense to increase the volume in this way when all previous repair dimensions have already been passed.
An increase in the volume of the VAZ 2101 engine, due to an increase in the piston stroke.
This method is widely used by eminent tuning studios and factories when creating new cars. Thanks to the installation of a crankshaft with an increased stroke - 80mm, instead of 66, you can increase the engine displacement to 1.5 (engine 1.2), and up to 1.6 (engine 1.3 with 79mm walls). In order for the piston not to rest against the combustion chamber when starting the engine, because the piston stroke has increased by 7mm, you will need shorter, 129th connecting rods, or pistons with an offset pin. Both methods have their pros and cons, but as practice shows, using high-quality connecting rods is a more reliable option, since it is not uncommon for pistons with a displaced pin to burn out.
It is important to understand that piston burnout in most cases is the result of detonation. Not every master says (sometimes he simply doesn’t know it himself) that when the volume is increased by this method, the compression ratio increases, that is, the volume of the combustion chamber remains the same, but the piston stroke increases, so when the piston rises to the top point, it compresses the mixture stronger than on a standard VAZ engine. And this is good, because the compression ratio increases the power of the engine, sports car manufacturers often create engines with a high compression ratio, but the driver of the Zhiguli is used to driving on 92nd gasoline, and such an engine will work well on 95th. Detonation is very easy to determine, at a low speed, minimal, but which the car still pulls in fourth gear, you should drown the pedal to the floor, if you hear a ringing metallic sound from the engine - this is detonation, some call this phenomenon - the ringing of fingers, but in fact In fact, these are the sounds of improper combustion of fuel. It is believed that when the pedal is abruptly depressed from the minimum speed to the fourth, detonation in 2-3 seconds is considered the norm, but it is better to adjust the ignition so that there is no detonation at all, you can find out how to adjust the ignition in the article ignition adjustment on the VAZ 2101 - 2107.
If you decide to go further, in terms of power gain, or torque, the camshaft has a very positive effect. Many install a 213-camshaft, from a field with a 1.7 engine, it gives torque at low and medium speeds, in general, this is a good option for a comfortable ride. The driver who previously drove the VAZ 2101, who had to constantly unscrew the engine for a dynamic ride, will be surprised by the high-torque and the absence of an hysterical howl of such an engine. When installing this camshaft, you will need a split gear, or a gear from the 213th Niva, do not confuse it with a Niva with a 1.6 engine.
When assembling the motor, do not save on gaskets, it is better to take the highest quality possible - this will save you from observing the squeezed out oil. Components (crankshaft, connecting rods, liners, pistons, etc.) are also of various quality - do not save money, buy good spare parts - this will give you a guarantee that you are driving a new motor.
It is possible to increase the volume of the engine VAZ 2101, VAZ 21063 by replacing the block, but when installing the 213th block, which, with a crankshaft with a stroke of 80 mm, gives a volume of 1.7, you yourself need to buy it), but it is also advisable to enter it in the registration certificate, especially if you travel abroad. The 213-block can be fitted not only with a native crankshaft, but also with a crankshaft with an 84mm stroke, it costs $ 300 and gives another hundred cubes of volume, while you will need short, 129th connecting rods so that the piston does not rest against the combustion chamber.
The buzzword is engine tuning, although I prefer words, forcing the engine, or increasing the power of the VAZ 2101 engine, but the essence does not change from a change of words, whoever got here wants to make the 2101 engine more powerful and dynamic. I will explain how to make a VAZ 2101 engine yourself, an engine that will be even stronger than the VAZ 2103 engine. To do this, you will have to buy a VAZ 2103 crankshaft, and specially shortened connecting rods, before such shortened connecting rods were made by ourselves, by trimming and welding, and in other ways. But now they can be bought both in a store, or ordered through an online store, or at an online auction. It would just be a desire, but you can buy such connecting rods, but it’s better, of course, to buy tuning shortened connecting rods (lightweight), but they are more expensive.
But when buying a VAZ 2103 crankshaft, the main thing is not to buy a defective, or fake or raw crankshaft, they are fully sold both in bazaars and in stores. The first sign of a quality crankshaft, it is always in a cardboard box, smeared with lithol, and has a completely matte color with a slight shade of khaki. And those crankshafts that shine on the shelves of the store should always arouse suspicion, because we think that if it shines, it means quality. And a real crankshaft undergoes complete cementation (hardening), therefore even the crankshaft necks have a matte shade, they also carry out conservation at the factory, covering it with lithol for long-term storage, and put it with OTK paint. Now I think you will already understand when buying a crankshaft and do not buy a marriage, or a raw one, and engine tuning will be successful.
Photo. Factory crankshaft, marked "OTK"
Once you decide to boost the engine, then be sure to bore the block for repair pistons, if there is nowhere to bore, then be sure to sleeve the engine for new standard 76mm pistons. Engine blocks are bored and sleeved in special workshops, on a machine tool, do not try to bore the block yourself, just ruin everything. The main thing is to find out where in your area there is such a workshop, and be sure to bore the block under the mirror, otherwise now the fashion has gone to sharpen the block under the grid. After boring the block under the grid, the piston rings are quickly erased, and the cylinders still take the form of a mirror, but with a large output, the engine is damaged, it starts to eat oil, and there is no good traction.
Photo. On the left is a standard VAZ 2101 connecting rod, on the right is a shortened connecting rod.
We figured out the crankshaft and connecting rods, now we need to modify the pistons, because if they are left as they are, they will rest against the plumb line of the crankshaft with a skirt and break. Pistons are finished in different ways, someone cuts the piston skirt in a circle on a lathe, thereby shortening the piston. But I don’t like pistons with a short skirt, because even with a small wear of the piston and cylinder, it chatters a lot and a slight rumble appears in the engine, and the long skirt at the piston chatters the piston in the cylinder less and the engine runs softly.
Photo. On the left is a standard piston, on the right is a modified one. In the lower right corner, a cutter is shown which is easy to grind the piston.
I refine the pistons with a cutter from a milling machine, inserting it on a grindstone, instead of a grindstone (it can also be on a grindstone, but it takes a long time), but before processing new pistons on a cutter, practice on the old ones.
Photo. Checking the modified piston for the passage of the upper point of the plumb line of the crankshaft.
Also in the photo you see a drilled hole in the piston, it is 10mm, but it can be more than 15 millimeters, it is not necessary to drill it very accurately, if you drill a little higher or lower, or to the left or to the right, nothing bad will happen. This hole in the piston serves to better lubricate the piston skirt, and allows the piston to slide well in the cylinder, thereby increasing engine power.
Photo. Piston balancing.
After you finalize the pistons, take the connecting rod, insert a finger into the piston, and put the piston on the connecting rod by simply pushing your finger in with your hand, insert the liner onto the connecting rod and check, as shown in the photo, the piston passes and does not cling to the crankshaft plumb line. So check all the pistons, if it clings, then remove the excess metal until the piston passes at least with a millimeter gap.
You can also lighten the flywheel, remove it on a lathe from the inside from 3 to 5 mm. but it must then be balanced by drilling the heavy side with a drill, this can be done on a wheel balancing machine, but before that, find out if they will take up such work at a tire fitting shop. But I want to warn you right away, with a lightweight flywheel, the engine turns out to be very sharp (twitchy) and even when you press a small gas, it sharply pulls the car forward.
If you do everything right, and break in the engine, and the engine break-in should be at least 3,000 km. and all the power of the engine appears after 8,000 km. then you will have a powerful tuning engine VAZ 2101. But you also need to set the ignition correctly and set up the carburetor perfectly.
Is it possible to put the engine from the six for a penny and is it necessary to change the gearbox?
For a penny, you can put any engine from the classic VAZ 21011, 2103, 2106, 2113 Niva 1.7, but here it is advisable to replace the sump and oil pump, since in the Niva the sump is lower, thereby the probability that it will catch on a bump is greater, the oil pump differs in oil receiver, it is lower than in a penny. All engines are the same in terms of mountings, both the gearbox and the engine itself, it is not necessary to change the gearbox. But if you wish, you can put a five-speed box.
Gorobinsky S.V.
The model for the VAZ 2101 engine was the Fiat 124 engine, but the design was modified at the development stage. The camshaft has been relocated from below to the inside of the cylinder head, allowing owners to do some DIY tuning to further increase drive power.
Motor characteristics 2101
For its time, the engine layout was advanced; at present, it allows you to successfully overhaul and tune it on your own in the garage. The manufacturer's plant has created several generations of internal combustion engines, but there have never been problems with consumables and spare parts.
The technical characteristics of the 2101 engine look like this:
| Manufacturer | VAZ |
| ICE brand | VAZ-2101 |
| Years of production | 1970 – 1983 |
| Volume | 1198 cm 3 (1.2 l) |
| Power | 47.2 kW (64 HP) |
| Torque | 87.3 Nm (3400 rpm) |
| Weight | 114 kg |
| Compression ratio | 8,5 |
| Nutrition | carburetor DAAZ-2101 (vertical two-row, sequential throttle opening) |
| motor type | in-line |
| Number of cylinders | 4 |
| Location of the first cylinder | next to the timing chain |
| Number of valves per cylinder | 2 |
| Cylinder head material | aluminum alloy |
| Permissible Warpage | manifold gaskets (inlet / outlet) 0.08 mm cylinder head gasket 0.05mm |
| Valve seat | width 2 – 2.4 mm, angle 45° |
| camshaft | one top inside the cylinder head, phase width 232°, exhaust valve advance 42°, intake valve lag 40° |
| Camshaft oil seal | diameters - 40 mm, 56 mm, width 7 mm |
| Block material | cast iron |
| Cylinder diameter | class A - 76 - 76.01 mm class B - 76.01 - 76.02 mm class C - 76.02 - 76.03 mm class D - 76.03 - 76.04 mm class E - 76.04 - 76.05 mm |
| Pistons and rings | tin plated aluminum alloy piston cast iron rings, compression outside chrome-plated (upper) and faceted (lower) |
| Piston diameter | class A - 75.94 - 75.95 mm class C - 75.96 - 75.97 mm class E - 75.98 - 75.99 mm |
| gaps | piston/cylinder wall - 0.153 - 0.173 mm (standard) or 0.19 mm (maximum) piston rings - 110 mm relative to the cut plane |
| Upper compression ring | 1.535 - 1.555 mm |
| Lower compression ring | 3.957 - 3.977 mm |
| Oil scraper ring | 2.015 - 2.035 mm |
| Gap between piston groove and ring | 0.03 - 0.07 mm |
| Crankshaft | cast iron, casting |
| Number of main bearings | 5 |
| Gearbox neck diameter | 50.795 - 50.775 mm |
| Main journal clearance | 0.1 - 0.5 mm |
| Connecting rod bearings | shaft journal diameter - 47.814 mm liner thickness - 1.448 mm insert width - 28.025 - 28.975 mm |
| Crankshaft oil seals | front - diameters 42 mm, 60 mm, width 7 mm rear - diameters 85 mm, 105 mm, width 10 mm |
| piston stroke | 66 mm |
| Fuel | AI-92 (A-76 is allowed) |
| Environmental standards | Euro 2 |
| Fuel consumption | highway - 7.8 l / 100 km combined cycle 9.2 l/100 km city - 12 l / 100 km |
| Oil consumption | maximum 0.7 l/1000 km |
| Engine oil for 2101 | 5W-30 and 15W-40 |
| Engine oil volume | 3.75 l |
| Replacement frequency | every 5000 km |
| Operating temperature | 80° |
| Motor resource | claimed 200,000 km real 500,000 km |
| Adjustment of valves | nuts and feeler gauge |
| Cooling system | forced, antifreeze-A40 |
| Coolant quantity | 9.75 l |
| water pump | impeller polymer, fastening on the block |
| Ignition | coil B117A |
| Candles for 2101 | original - A17-DV, you can put any suitable size with two electrodes |
| Gap between spark plug electrodes | 0.5 - 0.6 mm |
| two-row roller, 114 links | |
| The order of operation of the cylinders | 1-3-4-2 |
| Air filter | dry with replaceable cardboard cartridge and pre-cleaner, seasonal temperature adjustment |
| Oil filter | recommended Mann W914/2 |
| Flywheel | 129 teeth, 0.62 kg inner hole diameter - 25.67 mm outer diameter - 27.75 mm number of mounting holes - 6 pieces no offsets |
| Flywheel mounting bolts | M10x1.25 mm, length 23.5 mm |
| Valve stem seals | manufacturers Horse or Corteco |
| Compression | pressure in cylinders from 10 - 14 bar, pressure difference in individual cylinders within 1 bar |
| Oil temperature | 80°C |
| Thermostat opening temperature | 80 - 84°С |
| Valve pressure inside the radiator cap | 0.7 - 1 bar |
| The content of harmful products in the exhaust | CH<200%, СО <0,5% |
| Turnover XX | 850 -1000 min -1 |
| Tightening torque for threaded connections | candle - 37.24 Nm flywheel - 83.3 Nm clutch bolt - 29.4 Nm bearing cap - 80.36 Nm (main) and 50.96 Nm (rod) cylinder head - two stages 39.2 Nm, 112.7 Nm |
The 2101 engine was created for low-octane fuel, therefore it was usually operated on A-76 gasoline, despite the fact that the manufacturer recommended the use of AI-92 - AI-93 gasoline. Initially, the cylinder diameter was 76 mm in diameter, in subsequent modifications it was increased, and again returned to this size repeatedly.
Design features
Initially, at the design stage, an overhead camshaft position became a feature for the engine:
- the piston stroke has decreased by 5.5 mm compared to the Fiat 124 reference;
- cylinder diameter increased by 3 mm.
This upgrade provided throttle response and a quick set of speeds. In addition, the 2101 engine had the following design nuances:
- timing chain transmission;
- unfinished models of carburetors;
- overhaul after 20,000 km of run.
Immediately after the release of the first internal combustion engine of this series, the manufacturer AvtoVAZ issued a manual in which it indicated which oil to fill in the engine and provided a description of the internal combustion engine parameters to increase the life of the engines. Thus, the owners of the next three generations of engines had no questions about which oil to pour, and in what quantity.
Advantages and disadvantages
In the first years of operation, the 2101 motor revealed the following shortcomings:
- noisy operation of the chain drive;
- increased consumption of gasoline in the engine due to defects in carburetors;
- frequent adjustment of the ignition;
- complex valve clearance adjustment.
However, a camshaft-refined cylinder head, an improved intake manifold, and a simpler exhaust manifold design compensated for these shortcomings. A little later, DAAZ Ozone carburetors were developed, the replacement of which made it possible to improve the characteristics of the internal combustion engine modes.
Modification 21011
To improve engine performance, AvtoVAZ management developed a modification of the 21011 engine after 4 years:
- working volumes increased to 1.3 liters;
- cylinder diameter increased by 3 mm;
- power increased by 3 liters. With.
At the same time, oil and fuel consumption became slightly higher; similar attachments were used in the design. This ICE was installed on the entire line of VAZ cars on a par with 2101 to 2006 inclusive.
Maintenance
| maintenance object | Time or mileage (whichever comes first) |
| replacement after 100,000 km | |
| battery | 1 year/20000 |
| Valve clearance | 2 years/20000 |
| crankcase ventilation | 2 years/20000 |
| Belts that power attachments | 2 years/20000 |
| Fuel line and tank cap | 2 years/40000 |
| Motor oil | 1 year/10000 |
| Oil filter | 1 year/10000 |
| Air filter | 1 – 2 years/40000 |
| Fuel filter | 4 years/40000 |
| Heating/cooling fittings and hoses | 2 years/40000 |
| Coolant liquid | 2 years/40000 |
| oxygen sensor | 100000 |
| Spark plug | 1 – 2 years/20000 |
| Exhaust manifold | 1 year |
With timely cleaning, the lubrication, cooling and fuel supply system is operated longer without major repairs.
Malfunctions: causes, elimination
Unlike motors with a timing belt drive, the 2101 bends the valve much less frequently. The main malfunctions of the internal combustion engine are:
| Breaking | Cause | elimination |
| bluish smoke | rupture of valve seals, cylinder head bushings and gaskets, wear of rings | replacement of consumables and seals |
| ICE overheating | fan or thermostat failure | attachment replacement |
| Oil consumption increases | valve cover leaks, piston/cylinder wear | replacement of gaskets, installation of the next repair size of pistons and rings |
| Knock | crank bearings, connecting rod bearings, increased valve clearance | replacement of consumables field of qualified diagnostics |
The speed limit of "penny" with engines 2101 was 145 km / h, and "up to a hundred" the car accelerated in 18 - 20 seconds in a straight line.
List of cars equipped with a 2101 engine
The 2101 engine was used as a power drive for the following VAZ models:
- 2101 - sedan;
- 2102 - station wagon;
- 21035 - sedan;
- 21041 - station wagon;
- 21051 - sedan.
On the first day of the launch of the conveyor, 6 kopeck cars left it, by the end of the year 21.5 thousand cars were produced. The peak year was 1973, when the annual volume exceeded 375,000 copies of the VAZ 2101.
tuning
Since the 2101 engine was the first and only one in the line, tuning became possible only after the release of the next modification with a larger cylinder and piston, respectively. At its core, forcing contains several traditional design solutions:
- reduction in the weight of parts of the crankshaft and piston group, flywheel;
- increase in engine displacement.
In the latter case, you can change the length of the crank, bore the cylinder to the next size of the serially produced piston. Since the 2101 is considered the weakest in the ICE lineup, a piston from any next generation engine will do.
After modernization, it is imperative to review the characteristics of the electrical system, brakes and clutch.
Thus, the ICE 2101 provided a powerful start for domestic small cars. Its characteristics initially surpassed those of the prototype of the Italian Fiat engine. The real resource is unknown, since some motors from the 70s are still in use.
If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.
ENGINE
The cars are equipped with four-cylinder four-stroke carburetor engines with different cylinder sizes.
The engine assembly with the clutch and gearbox forms a power unit and is mounted on the vehicle on three elastic supports. The supports perceive both the mass of the power unit and the loads that occur when the car starts off, accelerates and brakes. The suspension design of the power unit ensures minimal engine vibrations and eliminates the transmission of its vibrations to the body. With two front supports 37, the engine is attached to the cross member of the front suspension of the vehicle, and the rear support 38 to the cross member of the rear engine suspension.
Cylinder block
. The engine cylinders are combined with the upper part of the crankcase and represent a single casting - cylinder block 14. It is the basic part of the engine and serves to install and fasten mechanisms, apparatus and auxiliary units of the engine. The block is cast from special low-alloy cast iron. The coolant channels are made along the entire height of the cylinders, which improves the cooling of the pistons and piston rings and reduces block deformation from uneven heating.
The cylinders of the block are subdivided by diameter through 0.01 mm into five classes, denoted by the letters A, B, C, D, E. The cylinder diameters corresponding to these classes are as follows, mm:
|
Class |
Cylinder diameter |
Cylinder diameter |
|
engines 2101, 2103 |
Engines 21011 |
|
|
76,000-76,010 |
79,000-79,010 |
|
|
76,010-76,020 |
79,010-79,020 |
|
|
76,020-76,030 |
79,020-79,030 |
|
|
76,030-76,040 |
79,030-79,040 |
|
|
76,040-76,050 |
79,040-79,050 |
The cylinder class is indicated on the bottom plane of the block against each cylinder. The cylinder and the piston mating with it must be of the same class. During repair, the cylinders can be bored and honed for an increased piston diameter (by 0.4; 0.8 mm), taking into account the clearance between the piston and the cylinder of 0.05-0.07 mm.
For the repair of the crank mechanism, parts of repair dimensions are produced: pistons and piston rings, increased in diameter by 0.4 and 0.8 mm; liners of main and connecting rod bearings for crankshaft journals, reduced in diameter by 0.25; 0.5; 0.75 and 1.00 mm. In the lower part of the cylinder block there are five crankshaft main bearing supports with thin-walled steel-aluminum liners. Bearings have removable covers 2, which are attached to the block with self-locking bolts. The holes for the crankshaft bearings in the cylinder block are machined complete with covers. Therefore, bearing caps are not interchangeable and marks are made on their outer surface to distinguish them. Bearing supports and their corresponding covers are measured from the front end of the cylinder block.
In the rear support there are slots for installing thrust half rings 36 that hold the crankshaft from axial movements. The value of the axial clearance of the crankshaft during engine assembly is provided within 0.06-0.26 mm. If the gap in operation exceeds the maximum allowable (0.35 mm), it is necessary to replace the thrust half rings with new or repair ones, increased by 0.127 mm. It should be borne in mind that the grooves located on one side of the half rings must face the thrust surfaces of the crankshaft.
Since October 1981, a front steel-aluminum semi-ring has been installed on the engines, and a metal-ceramic (yellow) semi-ring impregnated with oil has been installed on the rear.
In front of the cylinder block there is a cavity for driving the gas distribution mechanism. This cavity is closed by cover 8. On the rear side, a holder 35 of the rear oil seal is attached to the cylinder block. The cover 8 and the holder 35 are equipped with self-clamping seals.
On the left side of the block there is a roller 12 for driving the oil pump, the ignition distributor and the fuel pump. Collapsed steel-aluminum bushings 48 are pressed into the holes for the roller bearings. Their joint processing in the block ensures the necessary alignment of the bearings. When checking the technical condition of the block and repairing, it is necessary to monitor the coincidence of the lubrication hole in the front bushing with the channel in the cylinder block.
cylinder head 15 common for four cylinders, cast from aluminum alloy, has a wedge-shaped combustion chamber. On the left side in the front and rear of the cylinder head there are channels for draining oil into the oil sump. Valve seats made of special cast iron are pressed into the head to provide high impact strength. The intake valve seat is larger than the exhaust valve seat. Seat chamfers are machined after pressing into the cylinder head assembly to ensure exact alignment of the chamfers with the holes in the valve guides. The valve guides are also made of cast iron and are pressed into the cylinder heads with an interference fit. In the holes of the guide bushings, helical grooves are cut for lubrication. The inlet valve bushings are grooved up to half the length of the hole, and the exhaust valve bushings are grooved along the entire length of the hole. To reduce the penetration of oil into the combustion chamber through the gaps between the sleeve and the valve stem, oil deflector caps made of oil-resistant rubber are used.
Between the head and the cylinder block there is a gasket made of asbestos material on a metal frame and impregnated with graphite. On the edges of the holes for the cylinders, the gasket has a mild steel edging. The opening of the oil supply channel to the camshaft is edged with copper tape. To prevent the gasket from sticking to the block and cylinder head, it is recommended to rub it with graphite before assembly.
The cylinder head is attached to the cylinder block with eleven bolts. For a uniform and tight fit of the head to the cylinder block and to prevent warping, the bolts must be tightened on a cold engine in two steps using a torque wrench and in a strictly defined sequence (from the center to the periphery to the left and right alternately). In the first reception, the tightening is carried out in advance - the tightening torque is approximately 39.2 N-m (4 kgf-m). In the second step, the final tightening is performed with a torque of 112.7 N-m (11.5 kgf-m) for the main ten bolts and a torque of 37.24 N-m (3.8 kgf-m) for the bolt at high tide near the ignition distributor.
The cylinder head bolts should be tightened after the first 2000-3000 km run, and later after the removal of the cylinder head or when there are signs of gas breakthrough or coolant flow between the block and the cylinder head.
Pistons 20 are made of aluminum alloy and plated with a layer of tin for improved run-in. The piston skirt is oval in cross section, and the major axis of the oval is perpendicular to the axis of the piston pin. The piston has a conical shape in height: the diameter is smaller at the top than at the bottom. In addition, steel thermo-regulating plates are poured into the piston bosses. All this is done to compensate for the uneven thermal deformation of the piston during operation in the engine cylinders, which occurs due to the uneven distribution of the metal mass inside the piston skirt.
The piston bosses have holes for the passage of oil to the piston pin. The hole for the piston pin is offset from the axis of symmetry by 2 mm to the right side of the engine. This reduces the possibility of piston knocking when going through the c. m. t. For the correct installation of the piston in the cylinder, there is a mark "P" near the hole for the piston pin. The piston must be installed in the cylinder with the mark facing the front of the engine.
Pistons, as well as cylinders, are subdivided into five classes according to the outer diameter through 0.01 mm and are individually selected for each cylinder. According to the diameter of the hole for the piston pin, the pistons are divided through 0.004 mm into three categories, indicated by the numbers 1, 2, 3. The piston class (letter) and the category of the hole for the piston pin (number) are stamped on the piston bottom. Pistons by weight in the same engine are selected with a maximum allowable deviation of ± 2.5 g.
piston pin- steel, cemented, tubular section, pressed into the upper head of the connecting rod with an interference fit and freely rotates in the piston bosses. Piston pins, like the holes in the piston bosses, are divided into three categories according to the outer diameter through 0.004 mm. The category of the finger is marked on its end with the corresponding color: blue - the first category, green - the second, red - the third. The pin and piston to be assembled must belong to the same category.
Piston rings 19, 21 and 22, which provide the necessary sealing of the cylinder, are made of cast iron. The piston has two compression (sealing) rings that seal the gap between the piston and the cylinder and remove heat from the piston, and one oil scraper that prevents oil from entering the combustion chamber. The rings are pressed against the cylinder wall by their own elasticity and gas pressure. The upper compression ring 22 operates under conditions of high temperature, aggressive effects of combustion products and insufficient lubrication, therefore, to increase wear resistance, its outer surface is chrome-plated and has a barrel-shaped generatrix to improve running-in.
The lower compression ring 21 is of the scraper type (has a groove on the outer surface), phosphated, and also performs the additional function of an oil throwing ring. The ring must be installed with the groove down, otherwise oil consumption and carbon formation in the combustion chamber increase.
The oil scraper ring 19 has slots for the oil removed from the cylinder and an internal twisted spring - an expander that provides additional pressing of the ring against the cylinder wall.
connecting rods 46 - steel, forged with an I-section rod. The lower head of the connecting rod is detachable; it contains the connecting rod bearing shells. The lower head cover is secured with two bolts and self-locking nuts. The connecting rod is processed together with the cover, and therefore, when assembling, the numbers on the connecting rod and the cover must be the same and be on the same side. Until 1990, the connecting rods had a hole, at the point where the lower head of the connecting rod passes into the rod, to supply oil to the cylinder walls.
Crankshaft 1 is cast from cast iron and is the main power part of the engine, which perceives the action of gas pressure and inertial forces. The shaft material works for fatigue. An increase in fatigue strength is achieved by a large overlap of the main and connecting rod journals, the presence of five bearings (full bearing), surface hardening of the journals with high-frequency currents to a depth of 2-3 mm, specially made smooth transitions between the journals and cheeks, and careful processing of stressed areas. Lubrication from the main bearings to the connecting rods is supplied through drilled channels, which are closed with cap plugs. The front and rear ends of the crankshaft are sealed with self-clamping rubber seals. At the rear end of the crankshaft there is a socket for the front bearing of the gearbox input shaft. Flywheel 34 is cast iron and has a pressed steel gear rim for starting the engine with a starter. The flywheel is attached to the rear end of the crankshaft with six bolts, under which a common steel washer is installed. The flywheel is centered on the outer diameter of the gearbox input shaft bearing.
The flywheel is mounted on the crankshaft so that the mark (a cone-shaped hole near the gear rim of the flywheel) and the axis of the connecting rod journal of the first cylinder are in the same plane and on one side of the crankshaft axis.
Inserts main and connecting rod bearings - thin-walled, bimetallic, steel-aluminum. The shells of each main or connecting rod bearing consist of two halves. The bushings are kept from turning by a protrusion that enters the groove of the connecting rod or main bearing. All connecting rod bearings are identical and interchangeable. The shells of the first, second, fourth and fifth main bearings are the same and interchangeable, have a groove on the inner surface (since 1987, the lower shells of these bearings have been installed without a groove). The bushing of the third (central) main bearing differs from the others in its greater width and the absence of a groove on the inner surface.
Fig.1
Fig.1 Engine (longitudinal section)
1 . Crankshaft; 2 . Cover of the first main bearing; 3 . crankshaft sprocket; 4 . crankshaft pulley; 5 . Pulley key and crankshaft sprocket; 6 . Ratchet; 7 . Front crankshaft oil seal; 8 . Timing mechanism drive cover; 9 . Generator pulley; 10 11 . Fan drive belt, coolant pump and alternator; 12 13 . Engine cooling fan; 14 . Cylinder block; 15 . cylinder head; 16 . Timing mechanism drive chain; 17 . Cylinder head cover gasket; 18 19 . Oil scraper ring; 20 . Piston; 21 . Lower - its compression ring; 22 . Top compression ring; 23 24 . Exhaust valve; 25 . Inlet valve; 26 . Camshaft bearing housing; 27 . Camshaft; 28 . Valve drive lever; 29 . Oil filler neck of the cylinder head cover; 30 . Cylinder head cover; 31 . Coolant temperature indicator sensor; 32 . Spark plug; 33 . piston pin; 34 . Flywheel with a gear rim assy; 35 . The holder of a back epiploon of a cranked shaft; 36 . Thrust half ring of the crankshaft; 37 . Front engine mount; 38 . Rear engine mount; 39 . Front clutch housing cover; 40 . Oil sump; 41 . Bracket front support; 42 . Front support spring; 43 . Buffer cushion front support; 44 . Rubber pad front support; 45 . Oil level gauge; 46 . Connecting rod with cover assembly; 47 . Oil sump drain plug; 48 . Bushings for the oil pump drive shaft, fuel pump and ignition distributor.
Gas distribution mechanism ensures the filling of the engine cylinders with a fresh charge of the combustible mixture and the release of exhaust gases in accordance with the cylinder operation order and valve timing adopted for the engine.
The parts of the gas distribution mechanism include: camshaft, valves and guide bushings, springs with fastening parts, valve drive levers. The gas distribution mechanism is driven from the drive sprocket 49 of the crankshaft by a double-row roller chain 46.
Camshaft, which controls the opening and closing of the valves, is cast iron, cast, with hardened high-frequency currents by rubbing surfaces of the cams. From 1982 to 1984, along with the production of levers 15 from 40X steel, the camshafts were nitrided for increased wear resistance instead of hardening with high frequency currents. As a result of saturation of the metal surface with nitrogen and partially with carbon, a hardened layer is obtained that provides increased corrosion resistance, wear resistance, and high resistance to alternating loads. The hardened layer consists of a zone of chemical compounds of the Fe2N type up to 20 μm thick and a diffusion zone of a solid solution of nitrogen and carbon in a-Fe up to 0.5 mm deep.
Since 1985, camshafts with camshafts have been installed. These shafts have a distinctive hex collar between the 3rd and 4th jaws. The bleaching process consists in electric arc melting of the surfaces, as a result of which a layer of so-called "white cast iron" is formed, which has a high hardness.
A driven sprocket 43 is attached to the front end of the camshaft with a central bolt. The camshaft rotates on five bearings in a special housing 26 (see Fig. 3), mounted on the cylinder head at nine points.
From axial movements, the camshaft is held by a thrust flange placed in the groove of the front bearing journal of the shaft. The thrust flange is attached to the camshaft bearing housing with two studs and nuts. Lubrication to the rubbing surfaces of the camshaft is supplied from the oil line through a groove on the central bearing journal, through drilling along the shaft axis and holes on the cams and bearing journals.
valves(inlet and outlet), which serve to periodically open and close the openings of the inlet and outlet channels, are located in the cylinder head obliquely in one row. The intake valve head has a larger diameter for better cylinder filling, and the exhaust valve face, which operates at high temperatures in an aggressive exhaust gas environment, has a heat-resistant alloy overlay. In addition, the exhaust valve is made of composite: the stem is made of chromium-nickel-molybdenum steel with better wear resistance to friction and thermal conductivity to remove heat from the valve head to its guide sleeve, and the head is made of heat-resistant chromium-nickel-kel-manganese steel. The inlet valve is made of chromium-nickel-molybdenum steel. Springs (outer 10 and inner 11) press the valve against the seat and do not allow it to break away from the actuator lever. The lower ends of the springs rest on two support washers. The upper support plate 13 of the springs is held on the valve stem by two crackers 12, which have the shape of a truncated cone when folded.
Levers 15 steel, transmit force from the camshaft cam to the valve. The lever at one end rests on the spherical head of the adjusting bolt 17, and the other end, which has a special groove to hold the lever on the valve, rests on its end. The adjusting bolt 17 is screwed into the sleeve 21, which, in turn, is screwed into the cylinder head. The adjusting bolt is locked with a lock nut 18.
Auxiliary drive. Auxiliary units of the engine, as well as the valve mechanism, are driven from the crankshaft using a chain drive, which is located in the front cavity of the cylinder block and is closed by a cover.
The chain drive consists of a two-row sleeve-roller chain 46, a drive sprocket 49 mounted on the crankshaft, a driven sprocket 45 of the auxiliary drive, a driven sprocket 43 of the camshaft, a chain damper 44 and a tensioner 61 with a shoe 60. The tensioner shoe and the chain damper are made of steel carcass with vulcanized rubber layer.
When the fixing nut 55 is unscrewed, the chain is tensioned by shoe 60, on which springs 52 and 57 act through plunger 59. The tensioner shoe rotates around the fastening bolt. After tightening the nut 55, the rod 53 is clamped by the collets of the cracker 54, as a result of which the spring 52 of the chain tensioner is blocked. When the engine is running, only the internal spring 57 acts on the plunger 59, which, due to a gap of 0.2-0.5 mm in the tensioner mechanism, compensates for the oscillation of the chain. The damper 44 of the chain dampens vibrations of the leading branch of the chain.
When the engine is running, the chain stretches. It is considered operational if the tensioner provides its tension, i.e. if the chain is extended no more than 4 mm. The length of the chain is checked on a device that has two rollers with a diameter of 31.72 ± 0.01 mm, on which the chain is put on. Applying a force of 150 N (15 kgf) to one of the rollers, measure the distance between the axes of the rollers. The chain is replaced if this distance is 490 mm for engines 2101 and 21011 or 499.5 mm for engines 2103.
The shaft 26 of the oil pump drive, the ignition distributor and the fuel pump is installed along the engine and has two support journals, a helical gear and an eccentric 25, which drives the fuel pump through the pusher.
The roller is cast iron, the surface of the eccentric is hardened by high-frequency currents to a depth of 2 + 0.5 mm. Along the axis of the roller there is a hole for supplying oil from its front support to the rear. The gaps between the bushings and the bearing journals of the oil pump drive shaft and the ignition distributor must correspond to the front support - 0.046-0.091 mm, for the rear - 0.040-0.080 mm; the maximum allowable clearance for both supports is 0.15 mm.
Roller helical gear 26 meshes with gear 27 which drives the ignition distributor and oil pump. Gear 27 is installed vertically, rotates in a ceramic-metal bushing pressed into the cylinder block. The gear has a slotted hole, which includes the splined ends of the rollers of the ignition distributor and the oil pump.
The ignition distributor housing is mounted on the upper plane of the cylinder block and is attached to it with a steel plate. The oil pump is bolted to the bottom plane of the cylinder block.
Fig.2
Fig.2 Engine (cross section)
1 . Connecting rod cover; 2 . Connecting rod bushing; 3 . connecting rod; 4 . Starter; 5 . Heat insulating shield starter; 6 . An exhaust manifold; 7 . intake pipe; 8 . Inlet pipe drain tube; 9 . Pipe fitting for draining coolant; 10 . External valve spring; 11 . Internal valve spring; 12 . valve cracker; 13 . Plate of springs; 14 . Oil deflector cap; 15 . Valve drive lever; 16 . Valve lever spring; 17 . Valve adjusting bolt; 18 . Adjusting bolt locknut; 19 . Distributor; 20 . Valve lever spring retainer plate; 21 . Bushing adjusting bolt; 22 . valve guide; 23 . Valve seat; 24 . Piston; 25 . Eccentric for fuel pump drive; 26 . Oil pump drive shaft, fuel pump and ignition distributor; 27 . Oil pump drive gear and ignition distributor; 28 . Fuel pump; 29 . Oil filter mounting fitting; 30 . Oil filter; 31 . Pad; 32 . Oil pump roller; 33 . Axle of the driven gear of the oil pump; 34 . Oil pump housing; 35 . Oil pump drive gear; 36 . Reducing valve spring; 37 . Oil pump pressure reducing valve; 38 . Oil pump cover; 39 . Oil pump driven gear; 40 . Oil pump inlet pipe; 41 . Mounting lug on the camshaft bearing housing; 42 . Mounting mark on the camshaft sprocket; 43 . Camshaft sprocket; 44 . Chain damper; 45 . Asterisk drive oil pump, fuel pump and ignition distributor; 46 . Camshaft drive chain; 47 . Mounting mark on the cylinder block; 48 . Mounting mark on the crankshaft sprocket; 49 . Crankshaft sprocket; 50 . Restrictive finger; 51 . Chain tensioner housing; 52 . Chain tensioner spring; 53 . Tensioner rod; 54 . Clamping cracker rod; 55 . cap nut; 56 . snap ring; 57 . plunger spring; 58 . Plunger retaining ring; 59 . Tensioner plunger; 60 . Tensioner shoe; 61 . Tensioner; 62 . W.m.t. mark on the crankshaft pulley; 63 . Ignition advance label by 0°; 64 . Ignition advance label by 5°; 65 . 10° spark advance mark.
Engine operation.
In one working cycle, four cycles occur in the engine cylinder - the intake of a combustible mixture, compression, power stroke and exhaust gases. These cycles are carried out in two revolutions of the crankshaft, i.e. each stroke occurs in half a revolution (180°) of the crankshaft.
The inlet valve starts to open ahead of time, i.e. before the piston approaches the top dead center (TDC) at a distance corresponding to 12 ° of crankshaft rotation to c. m. t. This is necessary so that the valve is fully open when the piston goes down, and as much fresh combustible mixture as possible enters through the fully open inlet.
The inlet valve closes with a delay, that is, after the piston has passed the bottom dead center (n. m. T.) at a distance corresponding to 40 ° of the crankshaft after n. m. t. Due to the inertial pressure of the jet of the combustible mixture being sucked in, it continues to flow into the cylinder when the piston has already begun to move upward, and thus the best filling of the cylinder is ensured. Thus, the intake practically occurs during the rotation of the crankshaft by 232 °.
The exhaust valve begins to open even before the full end of the working stroke, before the piston approaches n. m. t. at a distance corresponding to 42 ° of rotation of the crankshaft BC. m. t. At this moment, the pressure in the cylinder is still quite high, and the gases begin to intensively flow out of the cylinder, as a result of which their pressure and temperature drop rapidly. This significantly reduces engine work during exhaust and prevents the engine from overheating.
The release continues after the piston has passed through. m.t., i.e. when the crankshaft rotates 10° after c. m. t. Thus, the duration of the release is 232 °.
There is such a moment (22 ° of rotation of the crankshaft about V. m. T.J) when both valves - intake and exhaust are open at the same time. This position is called valve overlap Due to the short time interval, valve overlap does not lead to the penetration of exhaust gases into the intake pipe on the contrary, the inertia of the exhaust gas flow causes the combustible mixture to be sucked into the cylinder and thereby improves its filling.The valve timing described takes place with a gap of 0.30 mm between the camshaft cam and the valve drive lever on a cold engine.
To ensure that the opening and closing moments of the valves correspond to the angles of rotation of the crankshaft (i.e. to ensure the correct installation of the valve timing), there are marks on the crankshaft and camshaft sprockets 48 and 42 and also 47 on the cylinder block and 41 (protrusion) on the camshaft bearing housing shaft. If the valve timing is set correctly, then when the piston of the fourth cylinder is in c. m.t. at the end of the compression stroke, mark 41 on the camshaft bearing housing must match mark 42 on the camshaft sprocket, and mark 48 on the crankshaft sprocket with mark 47 on the cylinder block.
When the camshaft drive cavity is closed with a cover, the position of the crankshaft can be determined by the marks on the crankshaft pulley and the camshaft drive cover. With the piston position of the fourth cylinder in c. m.t. mark 62 on the pulley must match mark 63 on the camshaft drive cover. The mismatch of the marks on one or two links of the chain leads to the impact of the valves on the piston and engine failure. To ensure normal engine operation, the clearances between the cams and valve actuator levers are set to 0.15 mm on a cold engine. These gaps are necessary in order to ensure the correct operation of the gas distribution mechanism during the thermal expansion of parts on a running engine. The deviation of the gaps for various valves on one engine should not exceed 0.02-0.03 mm.
If the gaps differ from the specified value, then the valve timing is distorted: with an increased gap, the valves open with a delay and close ahead, and with an insufficient gap, they open ahead and close with a delay. If there is no gap, then the valves remain slightly ajar all the time, which drastically reduces the life of the valves and seats.
The gaps between the cams and the valve drive levers are set as follows: by turning the crankshaft clockwise until mark 42 on the camshaft sprocket coincides with mark 41 on the bearing housing, which corresponds to the end of the compression stroke in the fourth cylinder, set the gap at the exhaust valve of the fourth cylinder (eighth cam) and intake valve of the third cylinder (sixth cam). Then, sequentially turning the crankshaft 180 °, set the clearances for the valves of the remaining cylinders in the order indicated in table 1. To set the required clearance, you should: holding the adjusting bolt 17 of the lever with a wrench, loosen the lock nut of the bolt with another wrench, insert between the lever and the distribution cam 0.15 mm thick probe shaft and use a wrench to wrap or unscrew the adjusting bolt 17, followed by tightening the lock nut until the probe enters with a slight pinch when the lock nut is tightened.
| Engine | 1.2l, 8-cl. | 1.2l, 8-cl. | 1.3l, 8-cl. |
|---|---|---|---|
| Length, mm | 4073 | 4043 | 4043 |
| Width, mm | 1611 | 1611 | 1611 |
| Height, mm | 1440 | 1440 | 1440 |
| Wheel base, mm | 2424 | 2424 | 2424 |
| Front track, mm | 1349 | 1349 | 1349 |
| Rear track, mm | 1305 | 1305 | 1305 |
| Clearance, mm | 170 | 170 | 170 |
| Trunk volume minimum, l | 325 | 325 | 325 |
| Body type / number of doors | Sedan/4 | ||
| Engine location | front, lengthwise | ||
| Engine volume, cm 3 | 1198 | 1198 | 1300 |
| Cylinder type | inline | ||
| Number of cylinders | 4 | 4 | 4 |
| Piston stroke, mm | 66 | 66 | 66 |
| Cylinder diameter, mm | 76 | 76 | 79 |
| Compression ratio | 8,5 | 8,5 | 8,5 |
| Number of valves per cylinder | 2 | 2 | 2 |
| Supply system | Carburetor | ||
| Power, hp / rev. min. | 64/5600 | 64/5600 | 70/5600 |
| Torque | 89/3400 | 89/3400 | 96/3400 |
| Fuel type | AI-92 | AI-92 | AI-92 |
| Drive unit | Rear | Rear | Rear |
| Type of gearbox / number of gears | MT/4 | MT/4 | MT/4 |
| Gear ratio of the main pair | 4,3 | 4,1 | 4,1 |
| Front suspension type | double wishbone | ||
| Rear suspension type | helical spring | ||
| steering type | Worm gear | ||
| Fuel tank volume, l | 39 | 39 | 39 |
| Maximum speed, km/h | 140 | 142 | 145 |
| Curb weight of the car, kg | 955 | 955 | 955 |
| Permissible gross weight, kg | 1355 | 1355 | 1355 |
| Tires | 155SR13 | 165/70SR13 | 155SR13 |
| Acceleration time (0-100 km/h), s | 22 | 20 | 18 |
| Fuel consumption in the urban cycle, l | 9,4 | 9,4 | 11 |
| Fuel consumption in extra-urban cycle, l | 6,9 | 6,9 | 8 |
| Fuel consumption in the combined cycle, l | 9,2 | 9,2 | - |
Brief description and history
It is the VAZ 2101 that is the oldest model of the Volga Automobile Plant, with which the history of the domestic automobile industry began. On April 19, 1970, the first subcompact came off the assembly line of the plant. The model was based on the 1966 Fiat 124 model year. In fact, the first "penny" were almost Italian cars, because. the technical characteristics of the vaz 2101 and fait 124 differed little from each other: a 1.2-liter engine and entry-level trim. There was practically no difference between the cars.
In the future, domestic auto designers have significantly improved the design of the car under the operating conditions in our country. Ground clearance has been increased, tk. the quality of the road surface did not always allow moving with convenience and comfort. The body and suspension were significantly strengthened, thereby improving the technical characteristics of the VAZ 2101. The rear disc brakes from fiat were replaced with drum ones. This was due to their durability and resistance to dust and dirt, which was always enough.
Almost everything has undergone changes, including the design of the engine. The distance between the cylinders was increased (this made it possible to bore the diameter of the cylinders), the camshaft was moved to the cylinder head. In addition to the engine, the clutch, gearbox, rear suspension have undergone changes. As a result, the weight of the car increased by 90 kg. In total, there were more than 800 changes and differences in the design of the VAZ 2101.
From 1970 to 1986, about three million VAZ 2101 cars were assembled at the plant. 19 years after the car left the assembly line, the first commercial copy took pride of place in the AvtoVAZ museum.
