The Chevrolet 1.6 F16D3 engine was installed on Chevrolet Cruze, Chevrolet Lacetti, Chevrolet Aveo, Chevrolet Lanos, and Daewoo Nexia. The engine appeared in 2004 and is still in production.
Peculiarities. Chevrolet 1.6 F16D3 is built on the basis of the engine, which in turn is a copy of the Opel X14XE engine. Many parts of these engines can be installed on both motors. The 1.6 engine is no different in design from the 1.4: a timing belt drive, a twin-shaft head, hydraulic compensators are installed, and an EGR exhaust gas recirculation system. The faults are the same as those of the F14D3 engine: hanging valves, harmful fuel injectors, an unreliable thermostat, oil leaks from under the valve covers. Many car owners turn off the USR valve, because due to low-quality gasoline, this system fails and the engine refuses to work as it should.
In 2008, the engine was improved, its name is. For those who need a more powerful motor, there is a 121 hp engine.
The resource of the Chevrolet 1.6 F16D3 engine is about 250 thousand km.
Engine characteristics Chevrolet 1.6 F16D3 Cruz, Lacetti, Aveo
| Parameter | Meaning |
|---|---|
| Configuration | L |
| Number of cylinders | 4 |
| Volume, l | 1,598 |
| Cylinder diameter, mm | 79,0 |
| Piston stroke, mm | 81,5 |
| Compression ratio | 9,5 |
| Number of valves per cylinder | 4 (2-inlet; 2-outlet) |
| Gas distribution mechanism | DOHC |
| The order of operation of the cylinders | 1-3-4-2 |
| Rated engine power / at engine speed | 78 kW - (106 hp) / 6000 rpm |
| Maximum torque / at revs | 142 Nm / 4000 rpm |
| Supply system | Electronically controlled multipoint injection (Siemens or Kemsco) |
| Recommended minimum octane number of gasoline | 95 |
| Environmental regulations | Euro 4, Euro 5 |
| Weight, kg | 114 |
Design
Four-stroke four-cylinder petrol with electronic fuel injection and ignition control, in-line arrangement of cylinders and pistons rotating one common crankshaft, with two overhead camshafts. The engine has a closed-type liquid cooling system with forced circulation. Lubrication system - combined.
Cylinder block
The cylinder block is made of ductile iron. The cylinders are bored directly into the body of the block.
Crankshaft
Crankshaft forged from special steel.
| Parameter | Meaning |
|---|---|
| Diameter of main journals, mm | 55,00 |
| Diameter of connecting rod journals, mm | 43,00 |
Piston
Piston diameter 78.97 mm. Piston pins steel, tubular section. The fingers are pressed into the connecting rod heads, in the piston bosses - with a gap. The outer diameter of the finger is 18.0 mm and its length is 50 mm.
cylinder head
The cylinder head is cast from aluminum alloy according to the transverse cylinder scavenging pattern.
Inlet and outlet valves
The intake and exhaust valves have one spring each. The diameter of the intake valve plate is 28.5 mm, the exhaust valve is 27.3 mm. The diameter of the inlet and outlet valve stem is 6.0 mm. The length of the intake valve is 101.6 mm, and the exhaust valve is 101.3 mm. The valves are the same as on the 1.4 F14D3 engine, so they are interchangeable.
Service
Changing the oil in a Chevrolet 1.6 F16D3 engine. An oil change on Chevrolet Lacetti, Aveo, Cruz, Lanos and Daewoo Nexia cars with a 1.6 liter F16D3 engine is carried out every 15 thousand km or 12 months (whichever comes first). Pour oil into the engine to pour 3.75 liters with filter replacement, without filter replacement - 3.4 liters. GM recommends 5W-30 (low temperatures) and 10W-30 grade GM-LL-A-025 (Dexos2 engine oil).
Chevrolet Timing Belt Replacement 1.6 F16D3 together with the rollers, it is necessary every 60 thousand km (if the timing belt breaks, the valve will bend).
According to the regulations, candles must be replaced every 45-60 thousand kilometers. The catalog number is 96130723.
Air filter Chevrolet 1.6. The filter is replaced every 25-30 thousand km. At each regular maintenance, the condition (degree of contamination) of the filter should be checked.
Change coolant in 1.6 F14D3 required every 2 years. The cooling system contains 7.2 liters of coolant (a mixture of Dex-cool antifreeze concentrate with distilled water).
One of the main units of the car is the engine. On the Chevrolet Lacetti, 3 varieties were installed. Without exception, all gasoline engines, volume: 1.4 1.6 1.8 liters.
Engine factory specifications 1.6 index F16D3:
Factory characteristics of the engine 1.8 index F18D3:
How engines live
All engines are generally quite reliable, no critical remarks to the designs were noticed. It is very problematic to “stagger” the engine on the Lacetti. On the forums you can find information that engines without major repairs nursed at least 300,000 km. At such a run, many already have a pronounced oil consumption, which in most cases is eliminated by replacing the valve stem seals. All this, of course, subject to the timely replacement of engine oil, once every 15,000 km. The same information applies to engines equipped with LPG. They are in no way inferior to the "regular" gasoline engine. Also in the “red book” of Lachetka is a figure of 500,000 km for the entire car ...
It seems that the most popular 1.6-liter engine is not in vain. migrated to the Chevrolet Cruze.
Base gasoline engine
The volume of 1.4 liters, has a capacity of 94 horsepower. The engine is frankly weak and goes nowhere not "driving", in addition to this, an automatic transmission did not dock with it in principle. Although, we think you understand why. However, its advantages include the fact that the transport tax will be a modest amount.
most popular engine
1.6 has a capacity of 109 horsepower. Well, the most successful and coveted for Lacetto drivers is a 1.8-liter engine with a capacity of 122 horsepower, which very rare. In the days of its former popularity, for cars with this engine, and even in the station wagon, a lot of money came out on the secondary market! Even more than for a new car, which had to wait a long time.
For the 1.6 liter and 1.8 liter engine, a 4-speed automatic was offered. aisin for the 1.6 liter engine. ZF for 1.8 l engine.
Motors 1.4 and 1.6 are structurally identical. Therefore, the repair and maintenance of these engines are similar. In general, these engines are devoid of any design innovations and are quite easy to maintain, and are affordable for most car owners. In fact, all the work comes down to the fact that you need to change the oil on time - once every 10,000 km. Monitor the condition of the spark plugs and change the timing belt every 60,000 km.
Engines have internal designations 1.4 - F14D3, 1.6 - F16D3, 1.8 - F18D3 / 18SED
The most common disadvantages:
Also, for all engines, a common problem, with a run of approximately 50,000 km, is oil leakage through the cylinder head cover gasket. It is noted that oil seeps both from the outside of the engine and into the candle wells. There is only one way out - gasket replacement.
Also to the disadvantages of the 1.6 liter engine. include the formation of soot on the valves. The harbingers of this problem are the “triple” of the engine and the deterioration of dynamic characteristics.
>Chevrolet Lacetti engine
Chevrolet Lacetti Engine
Engine (front view along the vehicle): 1 - catalytic converter of exhaust gases; 2 - air conditioning compressor; 3 - bracket for mounted units; 4 - tensioner of the auxiliary drive belt; 5 - drive belt for auxiliary units; 6 - power steering pump; 7 - rear cover of the timing drive; 8 - bracket for the right support of the power unit; 9 - upper front cover of the timing drive; 10 - thermostat cover; 11 — a cover of a head of the block of cylinders; 12 - cylinder head; 13 - oil filler cap; 14 - oil level indicator (oil dipstick); 15 - ignition coil; 16 - eye; 17 - exhaust manifold; 18 - inlet pipe of the coolant pump; 19 - heat-shielding casing of the exhaust manifold; 20 - control oxygen concentration sensor; 21 - oil filter; 22 - flywheel; 23 - crankshaft position sensor; 24 - cylinder block; 25 - oil pan.
Engine (left view along the car): 1 - flywheel; 2 - oil pan; 3 - cylinder block; 4 - catalytic converter of exhaust gases; 5 - exhaust manifold; 6 - oil level indicator; 7 - oil filler cap; 8 - ignition coil; 9 - cylinder head; 10 - exhaust gas recirculation valve; 11 - nozzle; 12 - fuel rail; 13 - the actuator of the system for changing the length of the intake tract; 14 - inlet pipeline; 15 - intake air temperature sensor; 16 - tube for supplying fuel vapor from the adsorber purge valve to the inlet pipeline; 17 - generator; 18 - adsorber purge valve; 19 - intake manifold bracket; 20 - starter; 21 - inlet pipe of the coolant pump.
Engine (view on the right in the course of the car): 1 - oil pan; 2 - auxiliary drive pulley; 3 - oil pressure sensor; 4 - generator bracket; 5 - generator; 6 - adsorber purge valve; 7 - block throttle position sensor and idle speed controller; 8 - throttle assembly; 9 - hose for supplying coolant to the throttle assembly; 10 - upper front cover of the timing drive; 11 - bracket for the cylinder block for fastening the right support of the power unit; 12 - thermostat cover; 13 - lower front cover of the timing drive; 14 - power steering pump pulley; 15 - drive belt for auxiliary units; 16 - roller of the automatic tensioner of the auxiliary drive belt; 17 - air conditioning compressor pulley; 18 — an arm of auxiliary units; 19 - oil pump.
Engine (rear view along the vehicle): 1 - oil drain plug; 2 - oil pan; 3 - flywheel; 4 - cylinder block; 5 - starter; 6 - inlet pipe of the coolant pump; 7 - cylinder head; 8 - exhaust gas recirculation valve; 9 - fuel rail; 10 - actuator for changing the length of the intake tract; 11 - branch pipe for supplying coolant to the stove radiator; 12 - inlet pipeline; 13 - coolant temperature sensor; 14 - tube for supplying exhaust gases to the intake pipeline; 15 - block throttle position sensor and idle speed controller; 16 - throttle assembly; 17 - generator; 18 - drive belt for auxiliary units; 19 - generator bracket; 20 - low oil pressure sensor; 21 - adsorber purge valve; 22 - intake manifold bracket; 23 - knock sensor.
The engine is gasoline, four-stroke, four-cylinder, in-line, sixteen-valve, with an overhead arrangement of two camshafts. The location in the engine compartment is transverse. The order of operation of the cylinders: 1-3-4-2, counting - from the auxiliary drive pulley. The power system is a phased distributed fuel injection.
An engine with a gearbox and clutch form a power unit - a single unit mounted in the engine compartment on three elastic rubber-metal supports. The right support through the bracket is attached to the cylinder block, and the left and rear - to the gearbox housing.
On the right side of the engine (in the direction of travel of the vehicle) are located: the drive of the gas distribution mechanism and the coolant pump (toothed belt); drive of auxiliary units - generator, air conditioning compressor and power steering pump (poly V-belt with automatic tensioner); oil pump.
On the left are: the ignition coils and the exhaust gas recirculation valve.
Front: exhaust manifold; exhaust gas catalytic converter; oil filter; oil level indicator; crankshaft position sensor; power steering pump (top right); A/C compressor (lower right).
Rear: intake manifold with throttle assembly, absolute pressure and intake air temperature sensors, mechanism for changing the length of the intake tract, fuel rail with injectors; generator (top right); starter (lower left), low oil pressure sensor; adsorber purge valve; knock sensor; coolant pump inlet pipe; coolant temperature gauge sensor.
Top: spark plugs, phase sensor.
The cylinder block is cast iron, the cylinders are bored directly in the block. The engine cooling jacket and oil channels are made in the body of the cylinder block.
In the lower part of the cylinder block there are five crankshaft main bearing supports with removable covers, which are attached to the block with special bolts. The holes in the cylinder block for bearings are machined with covers installed, so the covers are not interchangeable and are marked on the outer surface with numbers (account from the timing pulley).
The crankshaft is made of ductile iron, with five main and four connecting rod journals.
The shaft is equipped with eight counterweights cast integrally with it. Inserts of main and connecting rod bearings of the crankshaft are steel, thin-walled, with an anti-friction coating.
The main and connecting rod journals of the crankshaft connect the channels located in the shaft body. The axial movement of the crankshaft is limited by two liners with thrust collars of the third main bearing.
At the front end (toe) of the crankshaft are installed: a timing gear drive pulley (timing) and an auxiliary drive pulley.
A flywheel is attached to the crankshaft flange with six bolts. It is cast iron and has a pressed steel ring gear for starting the engine with a starter.
Connecting rods - forged steel, I-section. With their lower (split) heads, the connecting rods are connected through liners to the connecting rod journals of the crankshaft, and the upper heads, with the help of piston pins, are connected to the pistons.
Pistons are made of aluminum alloy. The hole for the piston pin is offset relative to the axis of symmetry of the piston by a small amount to the rear wall of the cylinder block. Three grooves for piston rings are machined in the upper part of the piston. The two upper piston rings are compression, and the lower one is a composite oil scraper (two discs and an expander). Piston pins steel, tubular section.
In the holes of the pistons, the fingers are installed with a gap, and in the upper heads of the connecting rods - with an interference fit (pressed).
Cylinder head assembly: 1 - intake camshaft; 2 - exhaust camshaft.
The cylinder head is cast from aluminum alloy, common to all four cylinders.
The head is centered on the block with two bushings and fastened with ten bolts. A gasket is installed between the block and the cylinder head. On opposite sides of the cylinder head are the intake and exhaust ports. Spark plugs are installed in the center of each combustion chamber.
Camshaft: 1 - groove and hole for supplying oil inside the shaft; 2 - holes for supplying oil to the bearings.
At the top of the cylinder head are two camshafts made of cast iron. One shaft drives the intake valves of the gas distribution mechanism, and the other drives the exhaust valves. Eight cams are made on the shaft - an adjacent pair of cams simultaneously controls two valves (inlet or exhaust) of each cylinder. The supports (bearings) of the camshafts (five supports for each shaft) are made detachable. The holes in the supports are machined complete with covers.
Timing gear drive: 1 - mark on the back cover of the timing drive; 2 - mark on the gear pulley of the crankshaft; 3 — a pulley of the pump of a cooling liquid; 4 - belt tensioner roller; 5 — a pulley of a camshaft of inlet valves; 6 - marks on the camshaft pulleys; 7 — a pulley of a camshaft of final valves; 8 - belt support roller; 9 - belt.
Camshaft drive - toothed belt from the crankshaft pulley. The semi-automatic tensioner ensures the required belt tension during operation.
The valves in the cylinder head are arranged in two rows, in a V-shape, with two intake and two exhaust valves for each cylinder. Steel valves, outlet valves with heat-resistant steel plate and welded chamfer.
The intake valve has a larger diameter than the exhaust valve. Seats and valve guides are pressed into the cylinder head. On top of the valve guide bushings, oil-slinger caps made of oil-resistant rubber are put on.
The valve closes under the action of one spring. Its lower end rests on a washer, and its upper end rests on a plate held by two crackers. The crackers folded together have the shape of a truncated cone, and on their inner surface there are beads that enter the grooves on the valve stem.
The valves are actuated by camshaft cams through hydraulic pushers.
Hydraulic pusher: 1 - groove for supplying oil; 2 - plunger pair.
For the operation of hydraulic pushers, channels are made in the cylinder head that supply engine oil to them. When the engine is running, oil under pressure fills the internal cavity of the hydraulic pusher and moves its plunger pair, compensating for the thermal gap in the valve drive. Thus, constant contact between the pusher and the camshaft cam is ensured.
Engine lubrication - combined. Under pressure, oil is supplied to the crankshaft main and connecting rod bearings, camshaft bearing-neck pairs and hydraulic pushers.
The pressure in the system is created by an oil pump with internal gears and a pressure reducing valve. The oil pump is attached to the cylinder block on the right.
The pump drive gear is mounted on the toe of the crankshaft. The pump takes oil from the oil pan through the oil receiver and delivers it through the oil filter to the main oil line of the cylinder block, from which oil channels depart to the crankshaft main bearings and the oil supply channel to the cylinder head.
To lubricate the camshaft bearings, oil is supplied through the channels in the cylinder head to the first (from the timing drive side) shaft bearings.
Through the groove and drilling made on the first neck, the oil enters the shaft and then through the holes in the necks to other shaft bearings.
The oil filter is full-flow, non-separable, equipped with bypass and anti-drainage valves. By spraying, oil is supplied to the pistons, cylinder walls and camshaft lobes. Excess oil flows through the channels of the cylinder head into the oil pan.
Hydraulic pushers are very sensitive to the quality of the oil and its purity. In the presence of mechanical impurities in the oil, a quick failure of the plunger pair of the hydraulic pusher is possible, which is accompanied by increased noise in the gas distribution mechanism and intensive wear of the shaft cams. A defective hydraulic pusher cannot be repaired - it should be replaced.
The crankcase ventilation system is forced, closed type.
Through channels in the cylinder head, gases from the crankcase enter under the cylinder head cover. After passing through the oil separator (located in the cylinder head cover), the gases are cleaned of oil particles and, under the action of vacuum, enter the engine intake tract through the hoses of two circuits: the main and the idle circuit and then into the cylinders. Through the hose of the main circuit, crankcase gases are supplied to the throttle assembly at partial and full engine loads.
Through the hose of the idle circuit, gases are discharged into the space behind the throttle valve, both in partial and full load modes, and in idling mode. Engine management, power supply, cooling and exhaust systems are described in the relevant chapters.
Engine Chevrolet Lacetti 1.6 liters with a capacity of 109 hp turned out to be the most demanded in the Russian market. The naturally aspirated gasoline engine has the factory designation F16D3 and belongs to the E-TEC II family. Structurally, the motor is actually a twin brother of the Opel Z16XE engine. The same motor can be found on the Opel Astra. Today we will talk in detail about the device and technical characteristics of this power unit. 
- View of the Chevrolet Lacetti engine with attachments
1 - oil pan;
2 - auxiliary drive pulley;
3 - oil pressure sensor;
4 - generator bracket;
5 - generator;
6 - adsorber purge valve;
7 - block throttle position sensor and idle speed controller;
8 - throttle assembly;
9 - hose for supplying coolant to the throttle assembly;
10 - upper front cover of the timing drive;
11 - bracket for the cylinder block for fastening the right support of the power unit;
12 - thermostat cover;
13 - lower front cover of the timing drive;
14 - power steering pump pulley;
15 - auxiliary drive belt;
16 - roller of the automatic tensioner of the auxiliary drive belt;
17 - air conditioning compressor pulley;
18 - bracket for auxiliary units;
19 - oil pump.
Chevrolet Lacetti 1.6 engine device
The Chevrolet Lacetti 1.6 liter engine is an in-line 4-cylinder, 16-valve, gasoline aspirated engine with a cast-iron cylinder block and a timing belt. Power system - distributed injection with electronic control.
The technical problems of the motor and its design flaws are well known. Since there are quite a lot of models with this engine in our country. A typical difficulty is the EGR valve freezes, requiring immediate flushing. But an even more serious difficulty is associated with hanging valves (often exhaust), due to a miscalculation in the design (the gap between the valve stem and the guide is small). Russian gasoline is saturated with resins, which clog the gaps between the valves and their guides. They grab the valves in the guides, sometimes so tightly that the camshaft cams are destroyed! At the same time, the engine management system does not notice the first signs of misfiring and does not notify about this with the Check Engine signal! But if the motor is clearly “troit” after starting, and after warming up, it barely pulls. So the problem is with the valves. If the problem is not dealt with, then an expensive catalyst clogs up quite quickly. However, on engines after 2008, this defect was eliminated. The manufacturer's engineers reduced the diameter of the stem and slightly changed the angle of the valve face.
Cylinder head of Chevrolet Lacetti 1.6 engine
The cylinder head of the Chevrolet Lacetti 1.6 is made of aluminum alloy. There are 4 valves per cylinder, this is a typical DOHC with two camshafts. The design does not cause any particular problems, because the manufacturer provides for the installation of hydraulic compensators, so there is no need to adjust the thermal clearance of the valves. A fairly common problem with the ever-leaking valve cover gasket can be noted. Unfortunately, the rather unfortunate design of the valve cover itself is conducive to this.
Timing drive engine Chevrolet Lacetti 1.6
- Timing scheme Lacetti 1.6
1 - mark on the back cover of the timing drive
2 - mark on the gear pulley of the crankshaft
3 - coolant pump pulley
4 - belt tensioner roller
5 - intake camshaft pulley
6 - marks on the camshaft pulleys
7 - exhaust camshaft pulley
8 - belt support roller
9 - timing belt
Timing belt drive. The diagram is a little higher in the picture. The belt is replaced every 60 thousand kilometers. Due to the fact that the pump rotates thanks to the belt, it is changed along with the timing drive, but once every 120 thousand kilometers, that is, every other time. And now the main question is, what will happen if the timing belt on the Chevrolet Lacetti breaks? The answer is unequivocal on the Lacetti 1.6 engine, the valves bend! What follows is an expensive repair with the replacement of valves, guides, the entire timing drive and other parts.
Technical characteristics of the Chevrolet Lacetti 1.6 engine
- Working volume - 1598 cm3
- Number of cylinders - 4
- Number of valves - 16
- Cylinder diameter - 79 mm
- Stroke - 81.5 mm
- Timing drive - belt
- HP power (kW) - 109 (80) at 5800 rpm in min.
- Torque - 150 Nm at 4000 rpm. in min.
- Maximum speed - 187 km / h
- Acceleration to the first hundred - 10.7 seconds
- Fuel type - gasoline AI-95
- Fuel consumption in the city - 9.1 liters
- Combined fuel consumption - 7.5 liters
- Fuel consumption on the highway - 6 liters
Together with the Lacetti 1.6 engine, not only a 5-speed manual was installed, but also a 4-band automatic transmission. Naturally, with a machine gun, the car has a higher fuel consumption and accelerates a little worse.
The motor is being finalized not for racing but for everyday driving.
Increase in engine capacity to 1900 cm3, cylinder head revision, new camshafts, split pulleys, full exhaust on pipe 63, January 5.1 installation.
And so we have: Chevrolet L car acetti with an engine capacity of 1600 cm3.
The cylinder block is bored out to 81.5 mm. We consider the volume of the motor.
81.5 x 81.5 x 3.14:4 x 88.2 x 4 \u003d 1839557.853 cm3, rounding up 1850 cm3.
Lightened up the crankshaft a bit. There is a lot of controversy and questions about this, but is it worth it?
From practice I will say that it is worth it. Advantages A little lightweight crankshaft:
Inertial masses are reduced, which negatively affect the main
crankshaft journals, increasing their wear, the motor spins up easier and faster.
Cons of Relief: Incorrect or excessive knee relief may result in poor idle performance and, under heavy loads, the crankshaft may burst.
We install the flywheel from the Daewoo Nexia. It is lighter than the Lacetti flywheel by 5 kilograms.
A sachs clutch will be installed on the motor.
They made light, T-shaped forged pistons. A photo of the weight of the ShPG will be a little later, after not much refinement. Let me remind you that the weight of a standard ShPG was 878 grams.
Lightweight piston pins.
Piston rings from audi.
The inlet channels of the cylinder head have been modified a little and the plane of the head has been corrected. removed
0.05 mm. They did not grind the channels to a purity of 4-5 classes and do not need to do this.
When moving in the channels, part of the fuel settles on their walls in the form of a thin film and,
if the roughness is very low (polishing), then the fuel continues to move further
into the cylinder. In this case, it will already be redundant, violating the optimal ratio
"gasoline-air" in the mixture charge heading into the combustion chamber.
Accordingly, fuel consumption will increase and exhaust toxicity will worsen.
As a result, it turns out that a lot of effort was wasted, and all the talk about
that "polish the collector - you will get the result" lead to the result
the exact opposite.
The saddles were corrected, the internal section was increased by 2mm. The whole thing got screwed up.
According to the catalog, we selected increased inlet valves by 2 mm.
Camshafts were installed, inlet 9.8 mm-265 gr, outlet 9.5 mm-262 gr.
ECU installation January 5.1. How to install it all correctly is described here.
http://rotorman.nm.ru/j5-sport/j5ino.htm We will need to transfer the reference disk from
cylinder block.
We take the reference disk from Daewoo Nexia, or Daewoo Lanos, position sensor bracket
crankshaft from Daewoo Lanos.
Daewoo Nexia ignition module or basin.
We installed an intake throttle from Nexia 1.5, you can also put it from Nexia 1.6 16V.
Made a transition braid.
Today, the installation of January is no longer required, which significantly reduces
project cost. Made The GMToolsRT hardware and software complex is designed
for diagnostic work on various types of ECUs and
reprogramming of various control units. With an engineering
block, the complex allows you to configure the calibration of control systems in
real time.
1. Creation of individual, customized firmware for a specific car.
2. Setting up non-standard hardware on engines with
Sirius ECU D3-D52, IEFI, MR-140/HV240, Lacetti, Nexia, Lanos, Rezzo, Matiz, Spark, etc. (distribution shafts, receivers with modified diffuser length and volume,
a lot of throttle intake systems, customized exhaust systems on
atmospheric engines. In project turbo settings.
Actually what we have after all the improvements.
The budget of this motor is 150,000 rubles. The motor was the first, hence the price.
To date, it has been reduced by 70,000-100,000 rubles. depending on the configuration.
phase 296 gr. Estimated power 180l \ s.
