Is it possible to install a turbine on a 406 motor. Choosing a turbocharger for the UAZ patriot. Weight distribution of ShPG

Has anyone ever put such a KIT to himself?

The factory-fitted UAZ Patriot is equipped with a standard ZMZ 409 engine. Its essential difference from earlier UAZ engines is the injection type of fuel supply to the engine. This is a gasoline engine with a volume of 2.7 liters and a maximum power of 128 hp. However, many motorists believe that such an engine is weak for their UAZ Patriot car and therefore they tune it in every possible way. The most common type of tuning is the replacement of the standard ZMZ 409, with engines from other cars, mainly foreign SUVs and, moreover, diesel ones. However, such tuning is not cheap, but if we compare the cost of a foreign SUV, even a used one, and the cost of purchasing a UAZ Patriot and replacing an engine, the difference is significant (naturally towards the UAZ Patriot).

Tuning of the ZMZ 409 engine on the UAZ Patriot. The second option for engine tuning is engine chip tuning. Since on the ZMZ 409 engine, an engine control system with a MIKAS 7.2 or MIKAS 11 control unit is designed. Modern technologies allow you to change the system settings in the most optimal way for your car's operation. This tuning allows you to reduce fuel consumption and increase technical parameters. In addition to chip tuning, you can additionally install a turbo compressor. By installing a turbocharger, you will get a significant boost in engine power. Installing such a unit will allow you to develop engine power up to 170 hp and increase the maximum torque to 290 Nm. In general, the engine power will increase by up to 30%. Such an engine will be most suitable for off-road driving and in difficult conditions. But besides this, one should not forget the precautions when operating an engine of even a ZMZ 409 or any other when operating in difficult conditions. Therefore, specialists who prepare cars of this class for off-road conditions recommend that, in parallel with tuning, work related to the output of breathers to the air filter and air intakes to a higher level be performed. Such tuning will allow you to wade water obstacles without any problems. Similar operations can be performed when tuning the UAZ Hunter engine.

Turbocharger for UAZ Patriot

For a full modernization of the UAZ Patriot, the ZMZ 409 engine is best suited. However, the installation of a turbine will not be limited. To improve the performance and maintain the performance of the power unit, additional modernization should be carried out. So, when installing a turbine on a UAZ Patriot, you will additionally need to do the following:

First of all, we look at the pistons. If the turbocharger on the UAZ produces 0.8 - 1, then you can leave your own pistons, but if the pressure exceeds 1, then MAMI forged pistons, which are made to order, are best suited (however, I found ready-made ones in one of the online stores) ... If you want to get a big "boost", it is best to mount an additional insert between the crankcase and the block to strengthen the engine block. As for the camshafts, in principle, you can leave the standard ones, but you can put "wide" ones (here it all depends on your goals and financial capabilities). The crankshaft on the UAZ Patriot does not require tuning, unless the time has come to repair it. But what will have to be changed for sure is the liners: instead of the "native" ones, it is recommended to put the connecting rod and root liners of Turbo ZMZ. Turbocharger for UAZ Patriot Turbocharger for UAZ Patriot

As for the installation of the collectors, it is recommended to have an exhaust EURO 2. But the standard intake manifold should be slightly modernized, eliminating all internal drops and installing an additional zero resistance filter and an intercooler. In the block, additional oil nozzles should be installed (we need them to cool the bottom of the pistons).

No matter how many horses there are under the hood of a car, there are always not enough of them. Although the power of the ZMZ 406 injection engine according to the technical passport is 145 liters. with., this is not enough for all car owners.

Today we will tell you about increasing the power of the ZMZ 406 engine with an injector.

Cars that have a 406 engine are usually heavy and therefore need a suitable powertrain to provide good driving dynamics.

What are the ways to increase the power of the ZMZ-406 injector?

Maximum cylinder bore, you can only harm the power unit and reduce its resource.

In general, a complete overhaul of the engine and the installation of pistons with less weight and a lightweight crankshaft is an expensive pleasure. Of course, the best option is to install a turbine on the motor.

Compared to other methods of increasing power, the turbine does less damage to the powertrain.

When used on the ZMZ-406, it will be possible to increase the engine power up to 200 hp. In addition, today there are different types of turbochargers that are easy to install and do not need special attention from car owners.

Mechanical pressurization ZMZ-406

Increasing the power of the ZMZ 406 engine by mechanical supercharging.

All types of compressors can be roughly divided into 2 large groups: mechanically supercharged and turbocharged. Both of these types have their own pros and cons, and they also have their fans and opponents.

What type of compressor is best used for the ZMZ-406 engine? And in general, what is mechanical pressurization?

The principle of operation of mechanical pressurization is quite simple. Its design resembles an oil pump. It consists of two axles on which gears are located with meshing teeth.

By analogy with the ZMZ-406 oil pump, which creates pressure in the lubrication system, the compressor creates air pressure. The compressor is driven by the engine crankshaft.

Mechanical supercharging has several disadvantages. The most important is the significant decrease in efficiency due to the use of the crankshaft to drive the compressor, which leads to an increase in the load on the engine.

Due to the high pressure downstream of the compressor, there is an increased likelihood of air seepage back. To prevent this from happening, a multistage air supply is used with several pumps installed one after the other. However, this leads to a more complex and expensive design.

Turbocharging ZMZ-406

Increasing the power of the ZMZ 406 engine by turbocharging. The best performance for the ZMZ-406 injector is shown by turbocharging.

It does not have any belt drive from the crankshaft, and its design is much more reliable, cheaper and more unpretentious.

The principle of operation of turbocharging is extremely simple: inside the exhaust manifold there is an impeller driven by exhaust gases, and the number of turbine revolutions can exceed 200 thousand.

The turbine and air blower are located on the same axis together with the impeller, inside the exhaust manifold.

That is, the injection engine does not need to spend energy on spinning up the compressor, due to which its efficiency does not decrease, but, on the contrary, increases.

However, turbocharging also has several drawbacks, although they are not so significant.

The first is low efficiency at low revs. This can be explained by the fact that at low revs, less exhaust gases are emitted. The compressor starts to work at full capacity at high engine speed.
The second disadvantage that should be noted is the so-called "turbo lag" effect. A certain period of time passes between pressing the gas and the start of the full-fledged operation of the compressor, but the designers are constantly striving to reduce this time by reducing the weight of the turbine units.

We talked about increasing the power of the ZMZ 406 engine with an injector, good luck on the road!

Mikas 7.1 control unit,
Shaft knee position sensor,
4pcs nozzles,

To install this device on the UAZ, we need:

Mikas 7.1 control unit,
Harness for Mikasa (depending on the filament or film mass air flow sensor)
Temperature sensor 2pcs for 406 engine,
Mass air flow sensor (thread or film),
Throttle valve with position sensor.,
Shaft knee position sensor,
Ignition coil from Oka 2pcs. ,
High-voltage wires 4pcs - cut from scrap materials,
Secondary air regulator again with 406 engines,
4pcs nozzles,
The ramp of the sockets from the VAZ 2111 is empty with a pressure regulator,
An electric pump for outdoor gasoline, so as not to conjure up a filter with a tank.

With this minimum set, the engine will run tolerably well. You still need to add small things (gaskets, fasteners, sealant).

For turbo inflation, let's add a couple more points:

Turbine from a bull,
Inflation pressure regulator from used Audi Price-500r.
Desirable air cooling radiator from the same Audi with analysis,
beer,
hands and tool set.

To install the turbine, the engine needs 76 gasoline, it is labeled like 402.1, but after assembling this device, you need to use 92, or better 95 or 98 gasoline. When the engine is inflated by 0.6 excess points, the compression ratio should be 6-7 points so that the engine does not collapse from detonation. On the websites of engine manufacturers there are engines such as 420 and 4213 injection engines, but I could not find an exotic spare part for them such as a crankshaft pulley. Everything else: a collector, a front cover is in almost any store and the price simply surprises them. It was decided to make the collector by ourselves from improvised means and components, but if you wish, you can leave your own collectors. In the course of designing, the idea of a turbine with an intercooler came into my head and it was decided to bring it to life. But enough about pleasant things. Having read about the manufacture and calculations of the intake and exhaust manifolds, about the phases with resonances and everything like that in my head, it all did not fit in the best way.

If you don't care where the turbine is located under the manifold or from the top, then the inlet and outlet manifolds can be left at the factory when installing the turbine under the manifold, having made only adapters for the turbine and the inlet manifold to be modified to fit the injectors. I could not find the crankshaft pulley in the stores. I had to conjure and cross the pulley from the 402 and 406 engines, we got what we wanted.

The crankshaft pulley turned out like this:

But I wanted to mount the turbine on top. Trying to adhere to approximate calculations, a collector was made. The collector is made of an ordinary water pipe, welded by "gas" and electric welding at the joints of the pipes with the main flange, so that it is not "led" strongly. Bushings for injectors are machined from a steel hexagon by 19 and welded to the intake manifold at an angle of ~ 20 degrees.

(you can see it on the photos).

Photo of the ramp below

It was decided to place the turbine above the collector as on a "bull-calf" to solve a problem such as suddenly a deep puddle, and you are with a red-hot turbine at the bridge. The turbine pressure bypass valve was taken from an AUDI 200 with a KG engine like. It is needed to adjust the inflation pressure within 0.5-0.6 atm. If you do not install it, then I am afraid that the engine will not last long, since the inflation pressure will rise to transcendental 2 or more atm., And this requires an engine that is much better and more reliable than the UAZ one.

The photo shows an overpressure valve from the German automotive industry and its installation at a UAZ. ...

According to the schedules, it was decided to install TKR6 for the turbines, it will start working from about 2500 rpm. and will finish at 5500 rpm. , which, in principle, does not quite suit, but did not meet TKR5 in stores. TKR5 will work almost from idle, which is more desirable for an UAZ, but if on the Volga, then 6 is quite suitable. But this is all so far only by calculations. At commissioning, everything will be clear where the calculations were justified and where they were not. The issue with the vacuum brake booster in my head was not resolved, but left for later. I took the oil supply for the turbine to the left of the generator from the factory insert into the oil line for the oil pressure sensor. Having unscrewed the pressure sensor, screwed in the tee and the sensor and the oil supply hose to the turbine are already in it. First I wanted to send the return flow to the engine crankcase by welding the nipple, but decided to send it to the valve cover by welding the nipple into it. Engine oil pressure has not dropped. The pressure sensor is on the parsing of the turbine and, observing the pressure readings before and after connecting the turbine, it has not changed. It is imperative to cut the return line below the turbine. To supply oil to the turbine, I used a copper fuel pipe with fittings. Return line rubber hose with a larger diameter.

Well, roughly I hooked up all the wires to the sensors, the key to START and ... I put a film sensor, and the brains are stitched under a thread one, but this is not a problem for a test run.

It felt like the engine's operation became softer and smoother at idle, and when you pressed the throttle, the engine began, so to speak, to instantly gain momentum without failures, sneezes and puffs, compared to the carburetor. After trial runs, the main problem of the whole structure came to light - it is heat, hot, in short, the boiler under the hood from which the wires melt, the gas cable braid and the worst thing is that gasoline boils in the rail. The most interesting thing I watched when it started to rain and the drops on the hood began to hiss and soar. The boiling point of gasoline is due to my incorrect design of the ramp, he said loudly, because the inlet and the return valve are on the same side and the gasoline going to the return does not cool the ramp. Glitch occurs when the engine is idling. To deal with this opportunity, it was decided to remove everything and make protective covers for heat dissipation. After taking it off, a crack on the turbine blade caught my eye (photo), the turbine on the car ran 500 km. By the way, the car started to run well only in the third and fourth gears, the first and second ones are already very short on the UAZ. It's a pleasure on the highway - to overtake even uphill, even from a hill and always in fourth, even on long ascents, you can safely accelerate quite quickly. The vacuum brake booster works flawlessly and did not require the installation of a separate pump, the most important thing is to put a normal check valve in the vacuum tank. After configuring the firmware, I will write about the measurements. This is how it looks assembled in my performance.

Two months of using the car showed that it is necessary to radically change the gear ratios of the gearbox and conjure with gear axles, with their main pair. The engine has become high-speed and to obtain a pleasant acceleration it must be rotated up to 6000 rpm and in third gear it presses into the seat. The turbo lag ends at about 2700 rpm, and at 3500 rpm the overpressure valve starts to open and up to 7000 rpm the engine rotates without complaints, but in order to ensure the engine resource, the rpm was limited to 6000. No problems with the vacuum brake booster were identified It was. I expected more from an engine with a turbine, especially at the bottom, but it turned out to be a burner. This alteration will suit the owners of the Volga and Gazelles, but for the UAZ you need a little more moment at the bottom. In short: Now I have it, but this one is abandoned.

All photos can be viewed.

The domestic engine "ZMZ-406 Turbo" is the successor of the classic analogue, known under the index 402. The new engine is somewhat reminiscent of the Swedish "Saab", the body of the unit is made of cast iron, the camshafts are overhead. The power plant includes 16 valves, hydraulic expansion joints. This design allows the owner to get rid of frequent valve adjustments. The timing drive is equipped with a chain, the nominal service life of which is at least 100 thousand kilometers. Despite the simplicity of the design, the considered installation is much more "advanced" than its predecessor. Let's study the features of the device and user reviews about it.

"ZMZ-406 Turbo": characteristics

Below are the parameters of the motor in question:

Years of release - 1997-2008.
The feed part is an injector / carburetor.
The arrangement of the cylinders is in-line type.
The number of cylinders and valves on each element is 4/4.
Piston movement - 86 mm.
Compression - 9.3.
The volume of the "engine" is 2286 cubic meters. cm.
The power indicator is 145 horsepower at 5200 rpm.
The environmental standard is Euro-3.
Weight - 187 kg.
Fuel consumption in mixed mode is 13.5 liters per 100 km.
The rated working life of the unit is 150 thousand kilometers.
Installation - "Volga" 3102/31029/3110, (Gazelle, Sable).

Modifications

Several models of the ZMZ-406 Turbo engine were put into operation:

Carburetor modification 406. 1. 10. Used on Gazelles, consumes AI-76 gasoline.
Version 406. 2. 10. Injection motor, installed on "Gazelles" and "Volga".
Model 406. 3. 10. Applied on "Gazelles" (AI-92).

Major malfunctions

The ZMZ-406 Turbo engine is most often subject to the following malfunctions:

Hydraulic tensioners lend themselves to jamming. In this regard, there is extraneous noise, no vibrations, further deformation of the shoe, up to the destruction of the entire chain. In this regard, the advantage of the engine in question is that the valves do not bend on it.
Overheating of the power plant. This problem is also not uncommon. As a rule, such a breakdown occurs due to a clogged radiator or a failure of the thermostat. Initially, it is recommended to check the coolant level and the presence of air pockets in the system.
Increased oil consumption. Most often, the ZMZ-406 Turbo KIT engine experiences this problem due to wear of the oil seals and oil scraper valves on the valves. Also, a malfunction sometimes occurs due to the fact that a gap forms between the plate and the valve cover, through which oil leaks. To fix the problem, it is enough to remove the cover and treat the surface with a sealant.

Forcing

One of the options for the unit is the atmospheric method with the installation of additional shafts. At the inlet, a cold air intake is mounted, a receiver with an increased diameter. Then the cylinder head is sawn, the combustion compartments are refined, the size of the channels is increased. At the next stage of the improvement of the ZMZ-406 Turbo engine, lightweight T-valves, type 21083 springs and new shafts, for example, from OKB 38/38, are installed.

It makes no sense to use a standard tractor piston group. A new type, lightweight crankshaft is acquired. Balancing the node. Direct-flow exhaust is adjusted on a pipe with a diameter of 63 mm. As a result, the power will be about 200 horsepower, and the characteristics of the power plant will have a pronounced sporty configuration.

"ZMZ-406 Turbo": tuning

The second way to improve the engine under consideration is to install the supercharger. In order for the device to tolerate high pressure normally, a reinforced piston unit must be installed. The rest of the structure is identical to the transformations carried out during the atmospheric modernization.

A Garrett 28 turbine with a corresponding manifold, piping, intercooler, 630 cc injectors, 76 mm exhaust system, MAP + DTV is installed. The output power will result in at least 300 "horses". If desired, you can change the nozzles to the 800 cc configuration, which will further increase the engine power, however, such a system will lead to rapid wear of the unit. A new compressor will be required, such as the Eaton M90. Then you need to fine-tune it. As practice shows, such an upgrade allows you to get a motor without failures, the thrust of which is felt already from the bottom.

Intake system configuration

This operation with the use of a new set of timing belt "ZMZ-406 Euro-2 Turbo" is one of the most important points affecting the parameters of the power plant. In the system under consideration, wave processes occur that are tuned to a specific speed range. In the standard version, the unit has ambiguous characteristics.

The pluses include a short intake tract, designed for high revs. On the other hand, the inlets on the filter have a fairly small cross-section. The filter element itself is characterized by high performance and does not require replacement with a zero version, which is difficult to maintain and does not have high efficiency.

To improve performance and cylinder filling at high rpm, experts recommend removing the standard atmospheric filter housing. The solution to this problem is manifested in the installation of the "cold intake" system. At the place of installation of the air filter element, a closed volume is equipped in such a way that the air flow enters exclusively from the outside. An additional partition will help in this.

Alternatively, you can not fence off anything under the hood, but bring the air intake under the bumper. However, in this case, there is a risk of getting a slight decrease in motor power.

Finalization of the cylinder head

This operation is reduced to grinding the channels, smoothing out all sharp residues in the combustion chamber and on the bottom of the piston. For the engines in question, it is recommended to install the cylinder head gasket from the 405.22 unit (Euro-3). It is made of solid metal and is more reliable and thinner. As a result, this allows for increased compression and engine efficiency.

The next step is to install the camshafts with increased valve travel. For regular operation of the power plant in urban conditions, experts advise using a pair of shafts of the 30/34 type.

Other ways to upgrade

The engine can also be improved by installing a timing kit "ZMZ-406 Euro2 Turbo". In addition, the crankshaft is mounted with an increased stroke of the crank assembly. This will make it possible to increase the working volume up to 2.5 liters. Additionally, with the new crankshaft, pistons with a pin offset by 4 millimeters are used. It should not go out of the plane of the block and hit the cylinder head.

A good option for the power units of the model in question is the use of pistons with thin rings. They will reduce dynamic losses, which is especially important for resourceful engines. Alternatively, you can tackle the lightening of the piston and connecting rod group, but this will not have much effect on motors with a speed of up to 7 thousand revolutions per minute. A decrease in the mass of the flywheel on such samples leads to intermittent operation, a quick set of revolutions and the same intensive dropping. This is not very convenient, especially when moving around the city.

A car for people who do not like to be constrained by the road surface and at the same time prefer the comfort of movement. However, no matter how the designers strive to create a car that is quite comfortable and reliable as foreign analogues of SUVs, the UAZ Patriot cars still have a lot of significant drawbacks. One of which is a weak engine.

Specifications ZMZ-40911.10

Number of cylinders	4
Working volume, l	2,693
Compression ratio	9
Maximum power (gross) at a crankshaft speed of -1, kW (hp)	92 (125) 4250 ± 100
Maximum torque (gross) at crankshaft rotation speed, Nm (kgcm)	219.5 (22.4) 3000 ± 200
Minimum specific fuel consumption g / kW (g / hph)	279 (205)
Cylinder diameter and piston stroke, mm	95,5x94
Weight, kg	190
engine's type	Internal combustion engine with positive ignition, external mixture formation and injection of fuel into the intake ports of the cylinder head
Fuel	Gasoline Regular Euro - 92

Therefore, UAZ Patriot owners often carry out car tuning. We will not dwell on all types of tuning in more detail, let's try to deal with engine tuning. A standard gasoline engine ZMZ 40911.10 Euro 4 is installed on the UAZ Patriot as standard. Its essential difference from the UAZ engines of earlier versions is the injection type of fuel supply to the engine. It is a 2.7-liter gasoline engine with a maximum power and torque of 128 hp. and 218 N / m, respectively, which also significantly decrease in the region of low and medium speeds. Is such a "power" unit to match the two-ton "Patriot"? The company's engineers set the task of curing this product of the domestic engine industry from its inherent weakness with the help of turbo tuning, increasing the engine torque in the low and medium speed range. The resulting improvement in the traction and elasticity of engines in these modes is obliged to radically improve the off-road qualities and active safety of cars. Additional conditions for the task were: a minimum of changes in the engine design and modifications in the engine compartment, as well as the cost of turbo tuning that is acceptable for a wide range of car owners. As a result of the analysis of possible solutions, the choice was made in favor of a low-pressure turbocharging system. World experience in engine building shows that the so-called "soft" supercharging at an overpressure of up to 0.4 bar increases the torque mainly in the area of low and medium engine speeds. At the same time, such moderate forcing allows avoiding detonation without engine “expansion”, intercooling the air or switching to high-octane gasoline, using standard elements of the fuel system and control system (flow meter, injectors, etc.) and preserving the resource of the engine and transmission.

A manifold with a turbine installed on the ZMZ 409 UAZ Patriot engine

Until recently, the turbo system for UAZ cars with a ZMZ 409 engine (Patriot, Pickup, Hunter) existed in the form of experimental design samples, the number of which was in dozens. They were not intended for free sale and were installed by service workers. This situation was partly due to less interest from potential buyers, as well as objective difficulties in choosing a turbocharger that is acceptable not only in terms of technical characteristics and design, but also in terms of cost. The fact is that for a long time foreign engine builders have not produced gasoline turbo engines that are in any way comparable to the Zavolzhsky unit in terms of displacement and gluttony. Therefore, it was not easy to find an inexpensive serial gasoline turbine of the required standard size. Several candidates auditioned for this role, including the GT-17 and several Mitsubishi turbine models (MHI). Some raised the torque well at the "bottom", but limited it "at the top", while others, on the contrary, were included in the work with a long delay. In the end, the best option was found. It turned out to be a turbine Garrett TB-25- the model, to put it mildly, is not new, but the turbine fully meets all the requirements of the developers. From the point of view of ideology and design, the UAZ pressurization system is identical to that mounted on the Chevy. There are some differences in performance. In particular, the docking of the turbine with the exhaust manifold was solved differently. If a cast adapter unit is used for this in the VAZ-2123 engine, then in the ZMZ-409 engine, the standard exhaust manifold is replaced with the collector of the ZMZ-514 diesel engine. It is significantly more compact and has a standard 4-stud docking flange. Small problems arise due to the fact that the cars arriving for turbo tuning are equipped with motors of various modifications. They have different crankcase ventilation systems, idle speed, throttle assembly, etc. All this complicates the task of creating a universal turbo kit - most likely, it will also be produced in several versions. The start of mass production of turbo kits for free sale is a matter of the very near future. In the meantime, everyone who wants to "charge" their personal or client UAZ, make it more responsive and comfortable in driving, can contact the company "Diaz-Turbo". Everything you need for the Patriots turbo tuning is there, and the service specialists will help you install and configure the turbocharging system.