Diesel ZMZ-514 under the hood of UAZ. The first 100 thousand km: Chronicle of the complete disassembly of the motor

"The Earth Life Passing Up to Half, I found himself in a gloomy forest," as follows, after Dante Aligiery could write this in their diaries ... diesel engine. If, of course, it was able to write and conducted diaries. But he doesn't know how to do anything. We will be also prosaic. So, on the 104th thousand mileage, I had to take out a diesel engine from my UAZ, which served faithfully for more than five years. The reason was absolutely ridiculous: neither from this suddenly broke a piece of the head of the block. And since I had to shoot it, then professional interest made me disassemble the unit entirely to assess the degree of its wear. On the one hand, a hundred thousand is not the age for turboodiesel, but on the other - a decent time for any domestic motor. And, as very soon it became clear, I climbed into the engine absolutely not in vain. At least food for reflection appeared more than enough ...

A complaint has arisen to the resource of the Valzhsky Diesel throughout its history. Start with the fact that when designing the 514th motor, the plant's management put the constructors to the best as possible to unify it with just launched in the production of gasoline ZMZ406. Moreover, the objections that the spark motor by definition cannot be converted to a good diesel, "Upstairs" no one wanted to listen. And then the first experienced option appeared. With power, efficiency and ecology, everything turned out at the level of world standards. That's just a resource barely reached ... 40 thousand km. I had to redo everything. Fully changed the block, head, pistons and something else on the little things. After the tests that took place in the spring of 2002, it was decided to form a motor to the conveyor, and its resource was declared in 250 thousand. In the meantime, the point is the case, the first commercial batch of ZMZ514.10 was manually assembled in the factory KB of diesel engines. It was from her who was the most rushing engine. Judging by the number on the block, in this series he walked the fifth.

Soon, the conveyor assembly of diesel engines have established a conveyor assembly of diesel engines and have already gathered to begin deliveries to the primary package of UAZ and Gaza. But mass production rested in a sharp drop in the quality of new motors. The old manufacturing equipment of the plant simply lacked opportunities to maintain the proper quality of metal and compliance with the accuracy of the processing of parts. And diesel, unlike petrol aggregates, did not forgive it. Plus, the suppliers of components made their contribution to an increase in non-thoughtation flow. It was not possible to establish stable mass production, because of which the auto plants continued to abandon ZMZ514. And the instability of quality began to scare both private buyers, initially vaguely chopped new turbo diesel engines to replace carburetor engines. As a result, by the beginning of 2004, diesel production on ZMZ was practically minimized.

Nevertheless, the engine tapping continued. Designers adapted the motor to existing technologies and production conditions, simultaneously eliminating their own miscalculations. The design of the head and block changed, as a result of which their rigidity increased. For better compaction of the gas joint, instead of a domestic flexible gasket, the GBC began to apply imported multilayer metal. The refinement and manufacture of pistons were entrusted by the German company MAHLE. Raising reliability and resource change also touched the rods, timing chains and a number of small details. As a result, in November 2005, the production of diesel engines under the ZMZ-5143 index of the ZMZ-5143 again began, and since 2006, these motors have become serially installed on the UAZ Hunter. In 2007, the 514th was adapted for installation on the Freight Family of Ulyanovsk "Babe".

Short course history

I must say that the engine I got frankly successful. Against the background of frightening stories about the early series, he behaved almost perfectly. "Almost", because with enviable regularity reminded of its existence, unreliable and inconvenient in service, the system of tension and calm of the belts of the TNVD and the generator. For five years, the components of her rollers were collapsed with me eight times, then apart, then together (once it led to the cliff of the fuel pump strap right on the go). In addition, according to a completely inexplicable reason, on average, once a year broke into two parts of the finger of the generator fastening (apparently, in the initially somewhere there was inconsistency). As for the rest of the details, after 60 thousand had to change the nozzles sealing rings and all the gum of the valve cover, and after 80 thousand - compensate for the hood of the pump chains by adjusting the injection ahead.

Electrical equipment, taking into account the trophy-expeditionary life, the car was worn to be honest, and all his refusals were logical. So, twice due to the insertion of the wounded water, the electronic blocks of control of the engine (after the second time, a year ago, it was necessary to refuse from this block by moving the entire electrician to "manual control"). The generator was twice, once - a starter (from both it was unwriting on a shrinking peat). By the way, both aggregates on this engine are Bosch. Attempting to replace the German starter by Russian from gasoline ZMZ409 (worthy of cheaper the bulkheads of the original) ended in failure. The "budget alternative" was incomparably weaker and burned in a few months.

Reason for changing the head

The first ringing of the upcoming motor analysis was the sudden opening of the high pressure fuel tube of the fourth cylinder. The detail burst at the injector itself - it seemed to cut it with a knife. It was a matter of five minutes to replace it, and I did not give it a serious meaning. The tubes on the motor were standing from the very birth, and, deciding that they came to be time, I morally prepared to replace the rest. But instead of this week, in two, it turned around the fourth again. This alerted. The second indirect attribute pointing to the "causal place" was a suddenly weakened TNVD belt. I picked up from side to the side of the fuel pump, felt an unpleasant backlash and climbed to understand. Did the pump died in itself? Reality turned out to be even worse. He pulled away! It turned out to be broken lower bolt mounting bracket, the landing place of the upper bolt was thoroughly broken, and in the place of attachment of the rear point from the block head, a figured tide was completely broken. The latter was most unpleasant, as it promised a bladder prospect of replacing the entire head of the block: the tide is very loaded and works for stretching and on the break at the same time, so it is useless to cook it. That is, try, of course, it is possible, but after what time he will break again, none of the theoretics and practitioners of argon welding did not take.

On the ZMZ on a broken tide "comforted" me, that such a case is far from the first, and he manifested itself and with much smaller runs. But, fortunately, the problem is not only known for a long time, but has already been successfully eliminated. On the heads of 5143, this tide was strengthened by additional ribbed ribs, after which the news of his "spontaneous separation" came to the plant were stopped. So, with the replacement of one engine detail we decided. And in what condition is the rest?

Opening will show

I must say, about the general state of the motor, I had no special concern. Hand held by hand under the arid design gaze, the motors of the very first commercial party were surprisingly by the survivities. For example, Sabol-Barguzin, which remained at the disposal of the factory department of adaptation of diesel engines, passed on a diesel engine from the same "party" more than 300 thousand. True, he ran exclusively on asphalt. On my UAZ load on the motor, of course, was much higher, but still no reasons were observed. The engine did not smoke and practically did not spend oil while the turbine "hungry", starting with a twentieth thousand kilometers. The latter, however, indicated not about its wear, but about a constructive miscalculation: oil does not have time for large revs.

Such diesel health indicators, like power, thrust and ability to start in the frost, according to subjective sensations, also did not deteriorate. The most unpleasant moment was the gradual drop in the oil pressure, the first signs of which appeared after 75 thousand. However, this process developed so slowly that until the very last moment I did not consider it a sufficient reason to open the motor. But since the life threw another reason, I still pulled out the engine from UAZ, took it to a friend-Motorist, found a place on the workshop for a notebook and a camera, and we began to disassemble the unit, fixing the state of details in detail.

The first external observations: the clutch disc requires replacement, because one of the springs burst on it. It should be noted, this is the second disk (of three), who ends up in this way. At the same time, a basket and flywheel in perfect order. In addition, the fastening of the cooling system tube, enveling the block under the outlet manifold, cracked the heat insulating screen over this collector, and began to leak both crankshaft seals. Everything else is fine. Disassemble!

So, I tell us in the order of removal ... Light wear is discovered on plastic clutters of chains and stubborn flanges of camshafts. However, it would be strange if it were not at all. The camshafts themselves are visually normal. The measurements of the micrometer revealed wear of the reference necks within 0.06 - 0.07 mm with a factory tolerance of 0.1 mm. Hydrocomathers, rockers, valves and other parts of the head are also almost like new. Water channels are free from deposits. Oil deposits have also been detected anywhere. The thermostat is normal, only oxidized solder on the nut. Pomp "Live", but it already is noticeable with a small transverse backlash, - in preventive purposes it will have to be replaced. Both stars of tension of chains are slightly suited, while one for some reason bent the axis. The upper chain stretched noticeably, while Lower - as if only from the store. Strange. It usually happens on the contrary. Intake and exhaust manifolds are fullede. And what will happen to them?! It was pleasant to surprise the copper nuts of the phantom collector, who were allowed to unwind everything without difficulty. Usually on domestic motors, this connection zakshes so that you can only roll over with a pipe. Combustion chambers clean, nets on pistons and valves are minimal. Drive of fuel (low pressure) and oil pumps normally. Minor generation is noticeable only by the fuel pump. For an incomprehensible reason, the oil operator was cracked in the pallet. However, it is not critical.

Now about the main thing

And here is the first serious "sore": two of the four crankshaft stoppers are unscrewed more than half! Obviously, they were poorly bored when assembling a motor ... In this, it seems that the cause of the oil pressure has fallen. Worst of all that, in this case, it led to the local oil starvation of two connecting shells, which accelerated their wear, and in addition, it was fraught with a jam, jamming and complete output of the engine. Concerned confirmed. The connecting rod inserts were crap there, and the cervices themselves, especially the second, had traces of overheating. At the same time, the visual wear of the third and fourth connecting skeins was minimal, and all the indigenous and were at all in perfect condition. In general, it seems, we have disassembled the engine on time, and to serious loans the case has not yet come. The wear of the connecting sheek was only 0.02 - 0.05 mm (ovality 0.01 - 0.02 mm). Wearing of the native shek - 0.04 - 0.06 (ovality up to 0.01 mm). And all this is despite the fact that the first repair size of the liners compensates 0.25 mm generation. In general, the crankshaft decided to leave as it is.

After driving the pistons, I am up even more. And, I must say, I was unpleasant. Three of them had cracks in the skirt! It says either about the heavy overheating of the motor, or about a serious design error. Meanwhile, this engine, despite all his difficult labor biography, did not reach the boil. It means that problems with the cooling of the pistons and everything they pull over them are absolutely at all ZMZ-514.10. Most likely, they led to the fact that on the "postwall" ZMZ-5143 motors, the pistons are already the other and by the manufacturer (MAHLE), and in design. Well, let's hope, German engineers managed to solve the problem of their cooling. Against this background, the degree of wear of the piston seemed to me the detail insignificant. I did not even be distracted by the traces of the location between the compression rings on one of the pistons. But the condition of the cylinders we studied with all thoroughness, but did not find any "crime". The walls were smooth, without scoring. The longitudinal wear was 0.01 mm, and the transverse - from 0.02 mm at the bottom to 0.04 mm at the top. In general, the block "almost like new".

As for the question "Why did the pistons cracked?" "He soon transformed into the question" Why was it cracked only three? " Maybe the TNVD gives less fuel to the fourth cylinder than the rest? To check the pump, it was given to the profile laboratory. We are thoroughly checked on an AVL injection analyzer. But the reason was not in it. "Boshevsky" the unit was in perfect condition, and the nozzles also did not feel the cargo of the past hundred thousand kilometers.

Assembly

Turning the engine in neatly decomposed on the workbench set of details, we ended up in a dilemma. On the one hand, do not slam down a piece from the head of the block, the motor seems to have not needed repair and wielded more than a dozen thousand kilometers, until ... the pistons would not fall apart or the crankshaft traffic jams would not be turned out. What internal destruction these events would entail for themselves, it's hard to say. On the other hand, since the motor was completely disassembled, not to collect it back on worn spare parts?! As a result, the timing of the timing, the candles of incandescent, gaskets, the glands and all sorts of other small things were decided to replace.

It must be said that the situation with spare parts for the Zavolzhsky diesel in Moscow has recently improved radically. With adequacy, you can find almost any item. In extreme cases, order it with delivery within a week. But for this you will have to go around the whole city, collecting "on the grain" (none of the stores there is not enough assortment). The second question is Moscow prices. Compare them with the prices in Zavolzhye, I considered that, given the number of Items you need, it will be cheaper to go to Nizhny Novgorod region. However, about 50 thousand rubles came to the circle.

On the Volga Motor Plant, meanwhile, there were regular changes meaning a new stage in the history of our engine. In the shop of small series, where on the suspension conveyor, the last two years collected ZMZ-514, all the equipment was dismantled, going to carry the production of this motor to the main conveyor. And on the liberated areas intended to place the Iveco production line. In addition, in February, the factory center for the adaptation of diesel engines was disbanded, engaged in the use of "experimental" motors and served as a bridge between consumers and designers.

P.S. By downloading spare parts in the trunk, I drew attention to the new head of the block and found that its casting is different from the one that stood on my engine initially, and from those that were serially a year and a half ago. In addition to the fact that the mounting area of \u200b\u200bthe TNVD bracket here is reinforced with additional ribs, there are other differences on the head, obviously increasing its rigidity. However, when assembling the engine in its place, it got easily and easy. But one slip designers still allowed. So, now, after increasing the thickness of the front wall of the head in the area of \u200b\u200bthe timing chains, the upper caller of the chain is put in his place with difficulty. And simply speaking, it requires a refinement to a file in the literal sense of the word. In all the rest, the engine assembly did not give up difficulties, and he walked safely. Now it remains for installing the intercooler. But this is a completely different story and, most likely, the topic for a separate material.

text and Pictures: Evgeny Konstantinov

Sergey Atineevsky, Head of the Laboratory of Engine Details We

We must install the intercooler

The engine is good, cleaning fuel, oil and air produced as it should. Cylinders and crankshafts are practically in denomination, the camshafts are also within the tolerance. Bearing liners have a slight wear, but require replacement. The overall condition of the unit as a whole can be considered good. Cracks in pistons are the result of high thermal tensions. ZMZ-514 is considered a highly functional turbodiesel, and therefore it requires the use of charge air cooling, especially since it is provided by designers. But the fact is that the installation of heat exchangers per car should produce not a motor, and the automotive plant, and here, apparently, there were some difficulties. On the other hand, you did not measure the cracked pistons. When assembly could put pistons with a high gap, which is why the engine has a cylinder piston strikes occurring, taking place before the outlet of the motor to the operating temperature. As for the bummer of the bracket on the head of the block, it seems to me that in this situation a matter of marriage casting, but in any case this place requires strengthening.

The Diesel engine ZMZ 514 is produced on the Savolzhsky Motor Plant, and is the only representative of the Diesel of the entire line of the engines of this type. Initially, the power unit was intended for trucks manufactured by a gas group of companies, but the main mass of motors is bought by UAZ, for installation on its cars.

Specifications

Diesel ZMZ 514, first developed specifically for cars of gas, but later became preferable for cars of the Ulyanovsk automotive plant. In the process of refinement, the motor has become more reliable and increased the power characteristics.

Consider, ZMZ 514 diesel and its technical characteristics:

The main part is established on the vehicles manufactured by the Ulyanovsky automotive factory, namely: UAZ Patriot (diesel), Hunter, pickup and cargo.

Modifications of power plant

Motor ZMZ 514 got a fairly widespread and rich number of modifications. This is done to adapt the power unit to the vehicle. Family of ZMZ-514.10 engines This is 4-cylinder 16-valve diesel engines with a working volume of 2.24l

Engine designation by KD	VDS-descriptive part of the marking	Characteristic features of the completeness and execution of the engine	Applicability by car
High Pressure High Pressure Fuel Supply VE 4 / 11F 2100RV
514.1000400	51400	Basic completeness in a single version with high-pressure fuel pump VE 4 / 11F 2100RV, without a power steering and fan drive.
514.1000400-10	51400А.	Basic completeness in a single version with a clutch crankcase, torn, gur, without fan	cars of OJSC GAZ
514.1000400-20	51400B.	The basic completeness in a single version with high-pressure fuel pump VE 4 / 11F 2100RV, with a steering power engine and a fan drive, an oil crankcase of the ZMZ-5141 engine, with a oil filter of reduced dimensions.
5141.1000400	514100	Completeness in a single version with high-pressure fuel pump VE 4 / 11F 2100RV, power steering, air conditioning, without a fan.
5143.1000400	514300	Basic completeness in a single version with high-pressure fuel pump VE 4 / 11F 2100RV, power steering power.
5143.1000400-10	51430A.	Completeness in a single version with high pressure fuel pump VE 4 / 11F 2100RV, power steering, air conditioning.
5143.1000400-20	51430V.	Completeness in a single version with high-pressure fuel pump VE 4 / 11F 2100RV, fan drive and power steering pump brackets.
5143.1000400-30	51430C.	Completeness in a single version with a high-pressure fuel pump VE 4 / 11F 2100RV, a fan drive and a steering hydraulic tower brackets, with applying fuel lines modified, compared with the basic package, length.
5143.1000400-40	51430d.	Completeness in a single version with a fan drive, a vacuum pump combined with a generator, clutch crankcase, scorch, gur	UAZ-315148 "Hunter"
5143.1000400-41	51430G.	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, torn, gur, without clutch crankcase	UAZ-315148 "Hunter"
5143.1000400-42	51430H.	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, wing, nozzle for connecting an autonomous heater heater, GUR, without clutch crankcase	UAZ-296608.
5143.1000400-50	51430E.	Completeness in a single version with a high-pressure fuel pump VE 4 / 11F 2100RV, a fan drive and a steering hydraulic pump brackets, without a fuel pumping pump, with a bypass valve on a fine fuel purification filter.
5143.1000400-80	51430L	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, wing, cooler of recycled exhaust, gur, without clutch crankcase
5143.1000400-81	51430m	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, wing, cooler recycled exhaust, nozzle for connecting an autonomous heater heater, gur, without clutch crankcase	UAZ-315148 "Hunter" Environmental Class 3
5143.1000400-43	51430R	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, a pipe for connecting an autonomous heater heater, GUR, without clutch crankcase, without brand	UAZ-315108 "Hunter" for MO)
5143.1000400-60	51430s.	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, a pipe for connecting an autonomous heater heater, a clutch crankcase, a small oil filter, GUR, without brand	UAZ-396218 ("loaf" - a sanitary rod of increased passability, for MO)
Completenment of ZMZ-51432 diesel engines for UAZ environmental class 4 (Euro4)
51432.1000400	51432A.	Without clutch crankcase under the checkpoint Dymos; Air conditioner compressor Sanden; Pump GUR Delphi; Generator 120A.
51432.1000400-01	51432b.	Without clutch crankcase under the checkpoint Dymos; Air conditioner compressor Sanden; Pump GUR Delphi; Generator 120a; Nozzle 40624.1148010 for connecting an autonomous heater.	UAZ-31638 "Patriot", UAZ-31648 "Patriot Sport", UAZ-23638 "Pickup", UAZ-23608 "CARGO"
51432.1000400-10	51432c.	Without clutch crankcase under the checkpoint Dymos; Pump GUR Delphi; Generator 80 A or 90 A.	UAZ-31638 "Patriot", UAZ-31648 "Patriot Sport", UAZ-23638 "Pickup", UAZ-23608 "CARGO"
51432.1000400-20	51432d.	Without clutch crankcase under the checkpoint Dymos; Pump GUR; Generator 80 A or 90 A.	UAZ-315148 "Hunter"
51432.1000400-21	51432E.	Without clutch crankcase under the CAT Dymos; pump GUR; Generator 80 A or 90 A; Nozzle 40624.1148010 for connecting an autonomous heater.	UAZ-315148 "Hunter"
51432.1000400-22	51432F.	with a clutch crankcase under 5 speed PPC AFS; pump GUR; Generator 80 A or 90 A.	UAZ-315148 "Hunter"
51432.1000400-23	51432G.	with a clutch crankcase under 5 speed PPC AFS; pump GUR; Generator 80 A or 90 A; Nozzle 40624.1148010 for connecting an autonomous heater	UAZ-315148 "Hunter"

Maintenance of power aggregate

Service of the 514th FEA is characterized as for all domestic diesel devices. The intersavine interval is 12,000 km of run, but most experts and motorists converge to the fact that it is necessary to reduce this figure to 10,000 km to preserve and increase the resource.

During maintenance, consumables and oil are changing. To the first point refers - filter coarse and fine oil purification, as well as fuel filters. Depending on the operating conditions, it is also recommended to check the air filter, which after 15-20 km washes to be scored.

Special attention during maintenance, especially if it is carried out with your own hands, it is worth paying for nozzles to the state of nozzles, and the state of high pressure fuel pump.

The late repair of the latter can lead to a more serious breakage of the plunger pair, which will entail additional investments.

Output

Diesel engine ZMZ 514 was widely popular on vehicles produced by the Ulyanovsky automotive factory. The simplicity of construction, characteristic of all motors produced by the engineering engine, allows you to simply simply and easily repair the motor yourself. Maintenance of the power unit is carried out every 12,000 km of run.

ZMZ-514 engines are designed to be installed on UAZ cars with wheel formula 4x4 and a total weight of up to 3,500 kg and operation at ambient air temperatures from minus 45 ° C to plus 40 ° C, relative air humidity up to 75% at a temperature plus 15 ° C , air dusting up to 1 g / m 3, as well as in areas planted at an altitude of up to 4,000 m above sea level.

At the moment (2016) in the line of diesel engines ZMZ there are two models: ZMZ-5143.10 with mechanical TNVD and ZMZ-51432.10 CRS COMMON RAIL fuel supply system

Exterior engine ZMZ-5143.10:

Exterior engine ZMZ-51432.10 CRS

Engine creating history

The history of the diesel engine at the ZMZ began since 1978, when the plant gas issued a ZMZ task for the design of a new Motor family E403.10 for promising Volga. The program was a 2,3-liter turbodiesel with a cast-iron cylinder block. Calculated power - 80-90 liters. from. But the Diesel then did not reach the case.

402.10.
In 1982 - 1984 Works were carried out on the creation of a diesel engine for a passenger car "Volga" with a working capacity of 2.45 DM3, the maximum capacity of 50 kW (68 hp) at the rotational speed of 4500 min-1 with a minimum specific flow rate of 251.6 g / kWh (185 g / ls-h). The engine was designed with an aluminum block of cylinders, cast in Kokil. To obtain a "soft" workflow, a rigged combustion process was used; To ensure the reliability of the cylinder-piston group, anchor studs, tightening cylinder head, cylinder block and crankshaft support in a single package were used. Piston - from aluminum alloy with special specialist and barrel-shaped skirt profile. Engine compression ratio - 20.5, fuel pump drive - from the gear of the camshaft. In the engine design, the inkjet cooling of the pistons was envisaged, the oil filter clogging signaling device, the preheat candle.
The prototype of the engine was laboratory and road tests, including on the auto-polygon us as part of the car GAZ-24 Volga.
However, in connection with the Ministry of the Automobile Industry adopted at the time, the decision on the reorientation of the Ulyanovsk Motor Plant into organizing the production of low-fat diesel engines with the simultaneous development of diesel fuel equipment. Further work on the ZMZ was discontinued.

Diesel engine based on ZMZ406.10.
In 1992, the plant mastered the new gasoline engine ZMZ-406.10. Simultaneously with the production of gasoline engines, Turbodizel began to create on their basis.

Based on the preliminary study and the desire to have a maximum unification with the base engine ZMZ-406.10, it was decided to reduce the diameter of the cylinder to 86 mm. This was achieved by installing a dry thin-walled sleeve into a cast iron monoblock; It was possible to maintain the size of the indigenous and connecting rod bearings of the base engine and, accordingly, have almost complete unification of the processing of the cylinder block and the crankshaft.
Provided the use of turbocharging and cooling of empower air

In November 1995, the first sample of a 105-strong diesel engine 406D 10 was made and assembled.

Experienced diesel engine ZMZ-406D.10 In the experimental workshop. December 1995:

When designing, the following engine indicators were adopted:

In the Yaroslavl plant of diesel equipment (Yazda) for the technical requirements of ZMZ, a small-sized multi-fuel fuel nozzle was developed and manufactured, which made it possible to solve questions about the workflow refinement only with domestic manufacturers.

Diesel engine ZMZ-406D.10 in the experimental workshop UGK:

Testing ZMZ-406D.10. April 1998:

Cross section of the engine ZMZ-406D.10

Appearance ZMZ-406D.10

Exterior of the first ZMZ-406D.10:

For further finishing, the new engine was sent to England to Ricardo specialists.
The British advised to change the design of the cylinder head, which was with V-shaped valves. The head was reinstalled: changed the shape of the combustion chamber, the valves put vertically.

In 2002, the engine was demonstrated in Moscow at the Moscow Motor Show:

But due to the unstable quality of components and the technological complexity of the processing of parts at the factory itself, the serial production by the beginning of 2004 was cooler.

However, the work on bringing the new engine continued. The design of the head and block changed, as a result of which their rigidity increased. For better compaction of the gas joint, instead of a domestic flexible gasket, the GBC began to apply imported multilayer metal. The refinement and manufacture of pistons were entrusted by the German company MAHLE. Raising reliability and resource change also touched the rods, timing chains and a number of small details. As a result, in November 2005, the production of diesel engines under the index began the production of diesel engines in the workshop of the small series of the Volzhsky Motor Plant ZMZ-5143..

Design ZMZ-5143. Such is.
The cylinder head is made of aluminum alloy. Vertical valves are driven from two camshafts through typal levers with rollers on needle bearings. Valve mechanism with German hydroofroofs INA.

The drive of the camshaft - chain, two-stage, similar to ZMZ-406. However, the length of the chains is different, and for tensioning instead of plastic levers, an asterisk was applied, which in the order of reverse unification was introduced on gasoline engines. Chain tensioners are hydraulic.

Cylinder block from special cast iron. Casting is unobed with a gasoline ZMZ-406 block. The diameter of the cylinder is 87 mm, the stroke of the piston is 94 mm (at the gasoline "406th" motor - 92x86 mm). In the crankcase of the block there are special nozzles through which the oil coming from the central highway cools the pistons.

The crankshaft is the original, forged steel with a radius of a crystrike 47 mm - forging makes KAMAZ. The shaft is hardened with high frequency currents or nitrogenation of the outer surface.

The piston with the combustion chamber in the bottom is made of aluminum alloy with a rowed insert under the compression ring; The skirt is processed by the antifriction composition of "Molycot". Piston rings - the firms "Gotze".

Fuel apparatus "Bosch". TNLD with a mechanical regulator. Especially for ZMZ-514 "Bosch" finalized its VE type distribution pump, which is now developing the maximum pressure of 1,100 bar and has accurate correctors and to warm the engine in winter. The pump is driven by the crankshaft with a gear strap type VAZ 2112, a closed protective casing.

The injectors of the company "Bosch" - two-year, allow a preliminary fuel injection. Filter of fine fuel purification with manual pump, heater, water separator - Boshevsky, high pressure fifumers - Guido.

Turbocompressor - Czech, Foundation "Chz-Staraconeta AU", also adapted by "Garrett", which has higher efficiency.

Since 2006, these motors have become serially installed on the UAZ Hunter.

In 2007, ZMZ-514 was adapted for installation on Commercial Cars UAZ.

In 2012, the release of ZMZ-51432.10 CRS was mastered with a Common Rail fuel supply system that meets the ecological requirements of Euro-4. These engines are installed on passenger and cargo-passenger cars UAZ Patriot, Hunter, Pickup and Cargo

Engine marking

Family of ZMZ-514.10 engines This is 4-cylinder 16-valve diesel engines with a working volume of 2.24l

Engine designation by KD	VDS-descriptive part of the marking	Characteristic features of the manifection and engine performance	Applicability by car
High Pressure High Pressure Fuel Supply VE 4 / 11F 2100RV
514.1000400	51400	Basic completeness in a single version with high-pressure fuel pump VE 4 / 11F 2100RV, without a power steering and fan drive.
514.1000400-10	51400А.	Basic completeness in a single version with a clutch crankcase, torn, gur, without fan	cars of OJSC GAZ
514.1000400-20	51400B.	The basic completeness in a single version with high-pressure fuel pump VE 4 / 11F 2100RV, with a steering power engine and a fan drive, an oil crankcase of the ZMZ-5141 engine, with a oil filter of reduced dimensions.
5141.1000400	514100	Completeness in a single version with high-pressure fuel pump VE 4 / 11F 2100RV, power steering, air conditioning, without a fan.
5143.1000400	514300	Basic completeness in a single version with high-pressure fuel pump VE 4 / 11F 2100RV, power steering power.
5143.1000400-10	51430A.	Completeness in a single version with high pressure fuel pump VE 4 / 11F 2100RV, power steering, air conditioning.
5143.1000400-20	51430V.	Completeness in a single version with high-pressure fuel pump VE 4 / 11F 2100RV, fan drive and power steering pump brackets.
5143.1000400-30	51430C.	Completeness in a single version with a high-pressure fuel pump VE 4 / 11F 2100RV, a fan drive and a steering hydraulic tower brackets, with applying fuel lines modified, compared with the basic package, length.
5143.1000400-40	51430d.	Completeness in a single version with a fan drive, a vacuum pump combined with a generator, clutch crankcase, scorch, gur	UAZ-315148 "Hunter"
5143.1000400-41	51430G.	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, torn, gur, without clutch crankcase	UAZ-315148 "Hunter"
5143.1000400-42	51430H.	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, wing, nozzle for connecting an autonomous heater heater, GUR, without clutch crankcase	UAZ-296608.
5143.1000400-50	51430E.	Completeness in a single version with a high-pressure fuel pump VE 4 / 11F 2100RV, a fan drive and a steering hydraulic pump brackets, without a fuel pumping pump, with a bypass valve on a fine fuel purification filter.
5143.1000400-80	51430L	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, wing, cooler of recycled exhaust, gur, without clutch crankcase
5143.1000400-81	51430m	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, wing, cooler recycled exhaust, nozzle for connecting an autonomous heater heater, gur, without clutch crankcase	UAZ-315148 "Hunter" Environmental Class 3
5143.1000400-43	51430R	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, a pipe for connecting an autonomous heater heater, GUR, without clutch crankcase, without brand	UAZ-315108 "Hunter" for MO)
5143.1000400-60	51430s.	Completeness in a single version with a fan drive, a vacuum pump on the cylinder block, a pipe for connecting an autonomous heater heater, a clutch crankcase, a small oil filter, GUR, without brand	UAZ-396218 ("loaf" - a sanitary rod of increased passability, for MO)
Completenment of ZMZ-51432 diesel engines for UAZ environmental class 4 (Euro4)
51432.1000400	51432A.	Without clutch crankcase under the checkpoint Dymos; Air conditioner compressor Sanden; Pump GUR Delphi; Generator 120A.
51432.1000400-01	51432b.	Without clutch crankcase under the checkpoint Dymos; Air conditioner compressor Sanden; Pump GUR Delphi; Generator 120a; Nozzle 40624.1148010 for connecting an autonomous heater.	UAZ-31638 "Patriot", UAZ-31648 "Patriot Sport", UAZ-23638 "Pickup", UAZ-23608 "CARGO"
51432.1000400-10	51432c.	Without clutch crankcase under the checkpoint Dymos; Pump GUR Delphi; Generator 80 A or 90 A.	UAZ-31638 "Patriot", UAZ-31648 "Patriot Sport", UAZ-23638 "Pickup", UAZ-23608 "CARGO"
51432.1000400-20	51432d.	Without clutch crankcase under the checkpoint Dymos; Pump GUR; Generator 80 A or 90 A.	UAZ-315148 "Hunter"
51432.1000400-21	51432E.	Without clutch crankcase under the CAT Dymos; pump GUR; Generator 80 A or 90 A; Nozzle 40624.1148010 for connecting an autonomous heater.	UAZ-315148 "Hunter"
51432.1000400-22	51432F.	with a clutch crankcase under 5 speed PPC AFS; pump GUR; Generator 80 A or 90 A.	UAZ-315148 "Hunter"
51432.1000400-23	51432G.	with a clutch crankcase under 5 speed PPC AFS; pump GUR; Generator 80 A or 90 A; Nozzle 40624.1148010 for connecting an autonomous heater	UAZ-315148 "Hunter"

Again the review about the Diesel ZMZ 514. Pros. It goes very well, and eats something in comparison with a 409 engine at all! It works quiet enough, so sometimes the noise of the broken bearing of the primary shaft interrupts it. He does not work, as on the tractor, do not entee. If it works like MTZ - it's time to put it in order, clean the nozzles, move the pump. The sound of the turbine is pleasant and pleased with the hearing. And in general, the diesel dyeskota for the second week of ride becomes very familiar, and you stop understanding how I used to go to gasoline UAZ. Yes, undoubtedly, this is exactly what UAZ is needed. It does not need to pay for 100+ horses, which two-tank tank barely accelerate. We have on the euro of the 3 forces of only 90, although the moment is still a lot. And there are a lot where it is needed.

The simplicity of euro diesel equipment 3 is above all silence. Remove the block from the brain, the ejection of the USR (the exhaust recycling system) - and the equipment becomes absolutely reliable! ONLD will survive any such engine, and only a few reasons to prevent the equipment - the diesel fuel ended, the diesel car was frozen, the TNVD drive belt (it is 514 ohms from the 16th valve vase engine) last, although it happens, is eliminated using the toolset and which That mother - the benefit of the belt from the 16-valve tens is on every corner. I did not find the EUROME IS MOTE on E3. Fuel supply nozzles for some reason do not break and boschka do not burst. The rest of the 514 motor - long ago, the 406 motor studied. Chains and so on - everything seems to be fixed.

That's it. Sweet nectar ended. Minuses. In terms of reliability, only the fuel equipment is full of horror. A vacuum pump in any performance (except the pump on the generator) is able to apply irreparable harm! The engine on the SPG in my opinion is absolutely unrepretentious. There are no repair pistons, and replacing the money block is equivalent to replacing the engine to human. Attempts to halted by its sleeves from Om-six hundred studies have given one way or another to replacing the engine on OM or TD27 ... By the way, I will be honest. And this can be attributed to the pros. Problems with a turbine if they are, corrected. A worker Ford drinks oil with litters with a murdered to death of the turbine, and the new one costs from 70k. What is before UAZ - on the site of turbotechnics, the price tag TKR 50.01.03 \u003d 13 thousand rubles. A total of 13 deposits - and the next 50 thousand oil can be poured only during replacement, and the motor will respond with excellent operation. Conclusions. ZMZ514 - some miracle on which I myself am very pleased to ride, but it would not recommend it to anyone. Very few people on the sound of the engine and instrument indicators can evaluate the correctness of its operation ... And for 514 engines, the driver definition speed is crucial. After all, from the moment when you embed a vacuum pump before replacing the engine can be a few seconds! Also, with suddenly faced a shovel chain tensioner. A few minutes, break the chain and what's next? On ZMZ 409, it would have to replace the bent valves. At 514, the engine is the death of the engine with a huge probability) will tell only an example - I climbed the engine, removing the pallet. I felt that somewhere is a jamb. And he

was - unscrewed plug from the knee. Unsunning the second - and everything, the death of the engine with a 100% warranty. By the way, the turbine is due and died. Only a mighty oil pump 514 of the engine saved from the misfortune of the crankshaft - he, fortunately, was enough oil. You scatter me, they say how could I not notice the low oil pressure? And it was not low. Unit at idle I considered normal for this engine. This error would have cost a less experienced driver? That's right, engine replacement. I repeat. Good engine. But for anyone, I will definitely definitely gasoline, healthy sleep with ZMZ514 does not happen ...

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Fig. 5.14. . ZMZ-514 engine (on the left): 1 - water pump pipe supply of coolant from the radiator; 2 - water pump; 3 - steering hydraulic power pump; 4 - coolant temperature sensor engine control system; 5 is the coolant temperature pointer sensor; 6 - thermostat housing; 7 - Sensor of the emergency lighting lamp of oil pressure; 8 - cover of the oil-colored neck; 9 - front bracket for lifting engine; 10 - the army of the oil level pointer; 11 - ventilation hose; 12 - recycling valve; 13 - exhaust pipe of the turbocharger; 14 - exhaust manifold; 15 - heat insulating screen; 16 - turbocharger; 17 - heater tube; 18 - Carter clutch; 19 - plug holes for the mounting pin of the crankshaft; 20 - Cork plug hole oil crankcase; 21 - oil drain hose from the turbocharger; 22 - discharge tube of oil to turbochargers; 23 - Crane of the drain of the coolant; 24 - Burbocompressor intake nozzle

Fig. 5.15. ZMZ-514 engine (right view): 1 - starter; 2 - Filter of fine fuel purification; 3 - traction starter relay; 4 - oil pump drive cover; 5 - Rear Motor Lifting Bracket; 6 - receiver; 7 - high pressure fuel lines; 8 - high pressure fuel pump (TNVD); 9 - rear support of TNVD; 10 - point of fastening the "mass" wire controller of the engine control system; 11 is the coolant supply hose to the liquid-oil heat exchanger; 12 - the fitting of the vacuum pump; 13 - generator; 14 - vacuum pump; 15 - the lid of the lower hydraulicer; 16 - Crankshaft position sensor; 17 - oil supply hose to the vacuum pump; 18 - oil pressure indicator sensor; 19 - Oil filter; 20 - nozzle of the liquid-oil heat exchanger of the cooling fluid removal; 21 - Sliding hose oil from vacuum pump; 22 - Oil Carter; 23 - Clutch Carter Amplifier

The cylinder block is cast from special high-strength cast iron, which gives the engine design rigidity and strength.

The cooling fluid ducts forming the cooling jacket are made throughout the block height, it improves the cooling of the pistons and reduces the deformation of the block from overheating. The cooling shirt is open at the top toward the block head.

In the cylinder crank cartridge, nozzles are installed, designed for cooling with oil pistons.

Head block cylindermold from aluminum alloy. It has intake and exhaust valves. Each cylinder accounts for four valves: two intake and two graduation. The inlet valves are located on the right side of the head, and the graduation - with the left. Valve drive is carried out by two camshafts through the hydrotherapists. The use of hydrotherapists eliminates the need to adjust the gaps in the valve drive, as they automatically compensate for the gap between camshafts and valve rods. The head of the cylinder block has seats under nozzles and incandescent candles.

Distributional shaftsmade of low carbon doped steel. The camshaft camshafts diffilly, are located asymmetrically relative to their axes. On the rear ends of the shafts are marked with branding: on the inlet shaft - "VP", on the graduation shaft - "Ime".

Each shaft has five support necks. The shafts rotate in supports located in the head of the cylinder block and closed with covers crushed in one as a whole with the head, therefore the cover of the distributional shafts supports are unfair.

From axial movements, camshafts are held by persistent hemispastes installed in the pumping of the front support covers and incoming protruding parts in the protrusion on the first support cervixes of the camshaft.

For the accurate installation of the phases of gas distribution in the first necks of the camshafts, technological holes are made with precisely specified angular location relative to the cam profile.

When assembling the camshaft drive, the exact position is achieved due to the retainers installed in the technological holes on the first cervixes of the camshaft through the holes in the front lid.

The technological holes are necessary for monitoring the phases of gas distribution during the operation of the engine.

On the first transition neck of the camshafts there are two turns turns to hold the camshaft when setting asterlers.

Pistonsalso cast from aluminum alloy. On the bottom of the piston mark the dimension of the piston skirt diameter group (the letters "A", "B", "Y") and the arrow is applied to the correct orientation of the piston when installing into the engine (the arrow should be directed towards the front end of the cylinder block). At the bottom of the piston skirt, an exhaust is made, which ensures the discrepancy of the piston with the cooling nozzle. Three grooves are performed in the head of the piston: compression rings are installed in the two tops, in the bottom - oil slimming. The groove under the upper compression ring is made in the hardening insert from the loop cast iron. At each piston, three rings are installed: two compression and one oil slimming. Compression rings are cast from cast iron.