Which inline six diesel engine is better. In-line and V-shaped sixes: pros and cons. The reason for specifying this particular engine

Many leading Japanese automobile manufacturers traditionally produce and install diesel engines of their own design in their cars. The exception is Honda, Subaru and Suzuki, which produce only gasoline engines.

In general, diesels Japanese made very diverse in design and interesting in technical and technological solutions. You could even say that Japanese technology has its own “style” that distinguishes it from its competitors from Europe. In one of the articles we noted. for example, smaller safety margins of individual parts of Japanese diesel engines. But “smaller” does not mean “insufficient”. It’s just that Japanese diesel engines are technically more advanced, designed more rationally and demonstrate high reliability and motor resource. True, when they fall into the wrong hands, they often quickly fail. But, as you know, unskillful hands are evil even for their owner.

At the same time, strange as it may seem, Japanese engineers in terms of design solutions diesel engines quite conservative. For example, some diesel models have been produced for 15 or more years without major changes, and latest news in diesel engineering. such as electronic fuel management, are sometimes introduced several years later than in Europe. And we should not forget that fuel equipment for Japanese diesel engines is produced by three companies - Diesel Kiki Nippon Densel and Zexel under license from Bosch. True, while maintaining a number of common components and parts, it is still noticeably different from the German “original”. For example, nozzles and sprayers of Japanese engines are usually one and a half times smaller than their European counterparts.

Variety of diesel engines Japanese cars does not allow us to consider certain features of all motors within the framework of one article. Therefore, we will focus only on the most common ones in Russia, excluding, for example, rare copies of Toyota (diesels 12Н, В, 1KZ) and Daihatsu, as well as diesel engines from Isuzu, which we have already talked about earlier. Let us not forget that, unlike European ones, Japanese diesel engines, like cars, have different modifications for domestic market and for export.

Toyota diesel engines

Engines of models 1C (1.8 l) naturally aspirated and 2C (2.0 l) naturally aspirated and turbocharged were installed on small class models Corsa, Corolla, Carina, Sprinter and minibuses Lite Ace, Town Ace. These engines are overhead engines with direct valve drive through pushers with a gap adjustable by washers (this design is most often found in diesel engines of all Japanese companies).

The gas distribution mechanism and fuel injection pump for engines 1C and 2C are driven by a toothed belt. Diesel Kiki fuel equipment. From interesting features fuel system Not only their engines, but also all Japanese cars in general, one can note the unusual design of the injectors. They do not have fittings for connecting rubber hoses for the return drainage of excess fuel (in mechanics' jargon - “return”), but are connected to each other by a single metal tube, sealed with aluminum rings and attached to the injectors with nuts. With proper and timely maintenance, such a system is more airtight and reliable than the traditional “European” one, and the nozzle itself is much simpler and cheaper to produce. However, if the metal “return” tube has not been removed for a long time, then it will almost certainly be broken during dismantling due to “sticking” to the nozzle.

From operational features engines 1C and 2C, one can note the rather high reliability of the gas distribution mechanism - cases of toothed belt destruction are rare and are usually associated with a gross violation of the timing of its replacement. The result is sad: the valves bend, the camshaft almost always breaks. and the valve guides get cracked.

Engines 2L (2.4 l) naturally aspirated, 2LT (2.4 l) turbodiesel and 3L (2.8 l) naturally aspirated and turbodiesel are some of the most common. These motors are installed on Hi-Ace, Hi-Lux, Camn, 4-Runner cars. Landcruiser.

By the way, well-known small-scale samples Russian UAZ, GAZ-31092. 3110 with a 3L engine, which is installed on them by one of the Nizhny Novgorod companies.

The engines of this series, like the previous one, are also overhead vortex chamber engines with direct valve drive by cylindrical pushers with clearance adjustment by washers. Let us also note the simplicity of their design, reliability, absence of design defects, accessibility for maintenance and repair by specialists even not of very high qualifications. Perhaps this is true optimal choice For Russian cars, especially atmospheric modifications.

Landcruiser vehicles are also equipped with in-line six-cylinder diesel engines with a volume of 4.2 liters. Such motors have several fundamental different modifications, among which the simplest and most reliable is the 1HZ swirl chamber diesel engine without turbocharger.

To increase the rigidity of the cylinder block, the main crankshaft bearing caps of the 1HZ diesel engine are made in the form of a single “plate”, which represents the lower part of the block. Another feature of 1HZ engines is that the standard bearings have several size groups (5 for connecting rod bearings and 5 for main bearings). When replacing standard bearings, new ones of the same group must be installed in order to accurately maintain the optimal clearance in the bearings.

The 1HD-T and 1HD-FT engines are similar in cylinder block design to the 1HZ engine, but have direct injection fuel, and the 1HD-FT engine also has four valve timing. Both engines are turbocharged, the fuel pumps are conventional, with mechanical feed control.

Engines are very demanding on the quality of fuel and oil: despite great resource, there are often cases of engines of this series with low mileage ending up in major repairs due to scuffing in piston group, This is characteristic of 1HZ atmospheric vortex chamber engines to a much lesser extent.

Nissan diesel engines

This company, like Toyota, produces a full range of engines - from 1.7 liters to 4.2 liter inline sixes (there are also larger ones, but this is no longer for passenger cars).

Diesels CD77 and CD20 with a volume of 1.7 l and 2.0 l, respectively, are used in small class cars Sunny, Altera, Primera. The CD17 Q engine is not currently available. Both engines are overhead vortex chamber engines with direct valve drive and shim-adjustable valve clearances. The timing belt is driven by a toothed belt, and the injection pump is driven by a separate toothed belt.

This is what the fuel injection pump from Diesel Kiki (Nissan TD27T) looks like; hard environmental requirements led to the “fouling” of the unit with various additional devices.

Motors of this series do not have any pronounced design features or disadvantages. Their average resource is about 200 thousand km. The CD20 engine of different years of production has differences in the cylinder head, which bring big problems at
search necessary spare parts. This especially applies to head gaskets; they can easily be confused and even installed the wrong one.

The LD20 engine is a rather “ancient” unit, installed in different years on Bluebird cars and Vanette minibuses. This is an overhead vortex chamber engine with a belt drive of the camshaft and fuel injection pump. Some engines use a camshaft drive with a double-row chain, and an injection pump drive with a toothed belt. This design is more expensive, but more reliable.

A supercharged version was also installed on Bluebird models,
Among the adjustment features of Nissan diesel engines, the following should be noted. For engines with a single fuel injection pump and timing belt, the marks on the pulleys correspond to marks not on the housing parts, but on the toothed belt. On the old belt, these marks are naturally erased, so without using a new belt, carry out correct installation Valve timing and injection can only be done by a very experienced mechanic. The cost of an error is high - most often it will be a damaged block head.

Miniaturization “Japanese style”: most Japanese diesel engines have smaller nozzles (right) than those of “European” ones (left).

The LD28 diesel is an in-line six, similar in design to the LD20. but with a timing chain drive and a fuel injection pump belt drive. This engine is available both with and without turbocharging. A special feature of the engine is an in-line injection pump from Nippon Denso. not usually used by the Japanese on passenger cars. And this one was installed
diesel mainly for Laurel and Cedric cars.

The TD23, TD25 and TD27T engine family includes engines that are similar in design, but differ in volume (2.3, 2.5 and 2.7 liters, respectively). These diesel engines were installed on Urvan minibuses, Terrano jeeps,
Terrano II, Pathfinder. The engines of this series are vortex chamber engines, with a cast iron cylinder head, an overhead camshaft (OHV) and valve drive by rods and rocker arms. The camshaft and injection pump drive are gears.
The engines are quite reliable, although heavy and noisy. On the latest modifications of Terrano II, the mechanical fuel injection pump has been replaced with an electronic one. At the same time, the control of the turbocharger and the recirculation valve (EGR) also became electronic.

The RD28T engine is a 2.8-liter in-line six-cylinder swirl chamber, installed mainly on the Patrol. In most cases, it was produced with turbocharging; naturally aspirated modifications are very rare.
Top-mounted engine (OHS). with direct valve drive through hydraulic pushers. The injection pump and camshaft are driven by a toothed belt.

In general, this is a well-balanced “quiet” motor. The Zexel fuel pump was mechanical until 1997, and since 1997 - with electronically controlled. The fuel injection pump and timing marks are applied similarly to the LD20 engine on the timing belt.
The main problems of this diesel engine are usually associated with the cylinder head, which is not reliable. In operation, there are even cases where, due to severe wear of the valve chamfers and subsequent seating of the hydraulic pusher plungers, the valves “stuck” and a sharp drop in compression occurred. However, it should be noted that head damage is often caused by malfunctions of the fuel system, cooling or untimely maintenance,

The SD33T engine is a 3.3-liter swirl-chamber turbodiesel, installed on old Patrol jeeps until 1989. Naturally aspirated modifications of this engine are less common. The diesel engine of this series is overhead (OHV) with drive
camshaft and injection pump gears. .In-line fuel injection pump Diesel Kiki is used. Overall, the SD33T is reliable and unpretentious power unit, which has no obvious shortcomings.

Only some diesel engines (Nissan RD28T, SD33T, etc.) use “standard European” injectors (on the right). They are noticeably larger than the Japanese ones (on the left).

A further development of the model is the TD42 - an in-line six-cylinder swirl chamber naturally aspirated engine volume 4.2 l. It is similar in design: gear drive timing and injection pump, lower camshaft (OHV), injection pump Diesel Kiki distribution type. The TD42 diesel engine has been installed on the Patrol since 1987.

Mitsubishi diesel engines

Lancer, Galant, Space Wagon, Delica cars are equipped with a 1.8 liter 4D65 naturally aspirated and turbodiesel. This engine is top-mounted, with fuel injection pump and timing belt driven by a toothed belt, and the valves are driven by rocker arms.
To increase balance and reduce vibrations, it, like other Mitsubishi engines (including gasoline ones), uses two balancer shafts driven by a separate toothed belt. Despite the very complex design, it is difficult to note their advantages in terms of noise and vibration load compared to, for example, Toyota engines or Nissan of similar size.

Metal “return”, installed on all Japanese engines, requires care during installation and especially dismantling.

Diesels 4D55, 4D56 - engines with a volume of 2.3 liters and 2.5 turbodiesels and naturally aspirated ones. Installed on minibuses L200, L300 and Pajero jeeps, and under license - for Korean Hyundai. In design they are similar to 4D65, but, of course, significantly large sizes. This is perhaps our most common Mitsubishi engine, which, with proper and timely maintenance, is quite reliable and durable. Its main malfunctions are timing belt breakage due to untimely replacement or destruction of the bearing tension roller. “Breaking” valve drive rocker arms do not protect the valves themselves from damage. Frequent malfunction This motor is caused by jamming of one of the balancer shafts (usually the upper one) due to lack of lubrication. True, this usually manifests itself after poor-quality repairs. In general, replacing the balancer shaft bushings and checking them seats required for major repairs. Cracks and burnouts of the prechambers are often found in these diesel engines due to violations of the fuel equipment adjustments (fuel equipment from Nippon Denso with a distribution-type fuel injection pump and mechanical control is used).

WITH balancer shafts Mitsubishi has many problems in operation and repair.

One of latest developments Mitsubishi - 2.9 liter 4M40 turbodiesel, installed on Pajero minibuses and jeeps since 1993. This is a vortex chamber top-shaft engine that has a gear drive of the fuel injection pump and a camshaft drive by a chain from the fuel injection pump. Fuel equipment from Zexel, distribution type fuel injection pump with mechanical control.

Head Mitsubishi engine The 4D56, with its valves driven by rocker arms, is reminiscent of the head of many Japanese gasoline engines of the early 80s.

In terms of reliability, the 4M40 diesel engine is superior to the 4D56. and has no obvious shortcomings.

Mazda diesels

The smallest of them has the PN cipher. This 1.7 liter atmospheric swirl chamber diesel engine was installed on Mazda 323 passenger cars. The engine has an overhead camshaft, timing belt and injection pump drive by a toothed belt, valve drive directly through pushrods with adjustable gap. Distribution type Diesel Kiki fuel pump.

Middle-class Mazda 626 cars were equipped with a 2.0 liter RF-vortex chamber diesel engine. This is also an overhead engine with direct valve drive and clearances adjustable by washers. The fuel injection pump and timing belt are driven by a toothed belt, and until 1987 the injection pump was driven by a separate belt, after which it was driven by a common belt.

An interesting feature of these engines, however, for models on the Japanese domestic market, is the use of a boost compressor with a forced belt drive. This solution is not found anywhere else on diesel engines,

Another naturally aspirated diesel is the R2 models. has a volume of 2.2 liters and is one of the most common, although not on Mazda cars, but on Korean ones, where it was installed under license. In general, it was installed on Mazda E2200 and Kia Besta minibuses, Kia Sportrage and Asia Rocsta jeeps. R2, like RF, is a swirl-chamber diesel with an overhead camshaft, direct valve drive and clearance adjustment with washers. The timing belt and injection pump are driven by a toothed belt, the Diesel Kiki fuel pump is a distribution type with mechanical control, although some Kia Sportrages were equipped with electronically controlled injection pumps. Overall this reliable motor, although a little noisy.

In conclusion, let’s talk about some common features of diesel operation for all “Japanese”. We noted above that the metal “returns” of all Japanese engines are often damaged during removal. If they are unsuccessfully soldered (which is done at some service stations), then the flow area of the fuel line may become unacceptably narrowed. In this case, the engine stops working normally, the speed begins to fluctuate, the thrust disappears, and smoke appears. This malfunction It is not easy to detect, although it occurs frequently. The same consequences result from the reuse of aluminum sealing washers for the “return” if they are unacceptably deformed.

Another malfunction, also typical for all “Japanese”, is air leaks through the manual fuel pump - the “frog”. You should not try to repair it - you must immediately change it. When replacing nozzles, you cannot use nozzle numbers that do not correspond to the catalog ones - Japanese engines very sensitive to correct adjustment fuel supply systems. And, of course, you should follow all recommendations regarding timing of replacement of the timing belt and oil, which are valid for any engine. This is the only way to count on high reliability and service life of a Japanese diesel engine.

Reproduction is permitted only with the permission of the author and subject to a link to the source.

Buying a prestige car of average or more high class with a 2-liter turbodiesel, it's like licking candy through a piece of paper. Low consumption fuel is important, only for fleet managers. True connoisseurs prefer large volumes, power and high torque.

Fortunately, some manufacturers (in particular German ones) understood this very well and have been offering 5 and 6-cylinder diesel engines since the 70s. Initially, they were not in great demand, since in many respects they were inferior to gasoline engines. But in the late 90s, German engineers proved that a diesel engine can be fast, economical and will not rattle like a tractor.

Today, almost 20 years have passed since the debut of the two diesel units, which once excited the imagination of fans of German cars: 3.0 R6 (M 57) BMW and 2.5 V 6 TDI (VW). Further evolution of these engines led to the appearance of the 3.0 R6 N57 (since 2008) and 2.7 / 3.0 TDI (since 2003 / 2004). Let's try to figure it out - whose engine is better?

A used car with a large diesel engine is usually attractive due to its low price. But a worn-out copy (and there are plenty of them) most often leads to a waste of money, time and nerves. Once again we remind you that in Europe (the vast majority of cars with the engines in question are from there) large diesels buy in order to travel a lot. It is safe to assume that the minimum annual mileage of such cars is about 25,000 km. And used vehicles with a diesel engine under the hood cross the border when the meter already shows figures of about 200,000 km. Therefore, when choosing similar cars it is necessary to focus, first of all, on technical condition and searching for traces of large body repair in past. Don't give too much importance to mileage.

Be careful. Some VW engines turned out to be real time bombs. We are talking about the 2.5 TDI V6 version, offered from 1997 to 2001. The more modern 2.7 and 3.0 TDI, equipped with an injection system, performed much better, although not ideally. Common Rail and timing chain drive.

If even higher strength is important, then you should show interest in BMW engines. Both blocks (M 57 and N 57) have practically no design flaws and are considered one of the best in their class. But that doesn't mean they don't break. Any diesel with high mileage can unexpectedly surprise an unpleasant surprise. Much depends on operating conditions.

BMW M57

M57 appeared in 1998, replacing M51. The newcomer borrowed some of the solutions from its predecessor. Among the innovations are the Common Rail injection system and turbine variable geometry with vacuum blade control. From the very beginning, BMW turbodiesels had chain drive Timing belt The M57 used two single row chains.

As part of the first modernization in 2002, the M 57N (M 57TU) received a variable-length intake manifold, a new generation common rail injection system and two turbines (272 hp version only). The next modernization took place at the turn of 2004-2005 - M57N 2 (M 57TU 2). The top version features piezo injectors and a DPF filter. The 286-horsepower version has 2 turbines. Based on the M57, a 2.5-liter M57D25 (M57D25TU) unit was created.

One of the main problems of the M 57N is defective dampers intake manifold. Often it came to their breaking point. As a result, debris fell into the engine and damaged it. This happens less often in the M57N2 - the mounting design has been revised. At high mileage, problems occur with the crankcase ventilation system, EGR valve, injectors and glow plugs.

The timing chain turned out to be quite strong, and its stretching is the result of brutal use. In the N57 version, the chain was moved to the side of the box. So, if something happens to the drive (for example, the tensioner fails), then the repair costs will cause horror even for the most stress-resistant.

VW 2.5 TDI V6

Difficult access to the timing drive ( toothed belt) also has the Volkswagen 2.5 V6 TDI. The 2.5-liter turbodiesel appeared in VW's inventory back in the 90s. Then it was an in-line “five”, with mediocre characteristics and an archaic, by today’s standards, design. The engine was used, in particular, in the Audi 100, Volkswagen Touareg and Transporter T 4, Volvo 850 and S80 of the first generation.

In the fall of 1997, the 2.5-liter V6 was introduced. It was absolutely new engine, equipped with almost all the latest Volkswagen technologies (with the exception of injectors). Thus, there are two banks of cylinders spaced 90 degrees apart (well balanced), an electronically controlled high-pressure fuel pump, an aluminum cylinder head with four valves per cylinder and a balance shaft in the oil pan. During production, power increased from 150 to 180 hp.

The version most prone to failure is the 2.5 TDI V6, offered from 1997 to 2001. In turbodiesels of that period (the first letter in the designation “A”) the cams wore out prematurely camshaft and the injection pump failed. Over time, the scale of the problems decreased, but cases of camshaft destruction were recorded later, for example, in Skoda Superb 2006 model year. The fuel injection pump resource has increased almost 2 times - from 200 to 400 thousand km. But one more problem remained unresolved: a malfunction of the drive chain oil pump may cause the engine to seize. In addition, over time, the inflation system, EGR and flow meter fail.

BMW N57

The BMW N57 engine (since 2008) is a true masterpiece of engineering. The engine, depending on the version, is equipped with one, two or even three turbines and the most modern equipment. N57 is the direct successor to the M57. Each aluminum-block engine features a forged crankshaft, particulate filter and CR injection system with piezo-electric injectors operating at high pressures of up to 2,200 bar.

Unfortunately, the new engine received a timing chain on the gearbox side, just like the 2-liter N47. Fortunately, chain problems occur less frequently in the 3-liter unit than in the 2.0d.

In 2011, an improved version of the 3.0d engine (N 57N, N 57TU) was introduced to the market. The manufacturer again returned to Bosch CRI 2.5 and 2.6 electromagnetic injectors, and also installed a more powerful fuel pump and more efficient glow plugs (1300 instead of 1000 C). Flagship N57S with 381 hp. boasts three turbines and 740 Nm of torque.

Among the problems worth noting is the low resource of the belt pulley attachments and the exhaust gas recirculation (EGR) valve. The previously used expensive piezoelectric injectors are very sensitive to fuel quality, and the cleaning system exhaust gases does not tolerate frequent trips over short distances.

VW 2.7/3.0TDIV 6

The Volkswagen 2.7 TDI / 3.0 TDI engine (since 2003) is head and shoulders above its predecessor in terms of durability! Both units have a similar design, and both were developed by Audi engineers. The 3.0 TDI was the first to enter the market, and a year later (in 2004) the 2.7 TDI. The engines have 6 cylinders arranged in a V-shape, Common Rail injection system with piezo injectors, particulate filter, forged crankshaft, a complex timing chain drive and an intake manifold with swirl flaps.

In 2010, a new generation of the 3.0 TDI engine was born. The swirl flaps, variable displacement fuel pump were redesigned, and the timing structure was simplified (instead of 4 chains, 2 were installed). In addition, some versions received an exhaust gas purification system running on AdBlue.

The 2.7 TDI was discontinued in 2012. Its place was taken by the weakest modification, the 3.0 TDI. At the same time, double-supercharged versions with 313, 320 and 326 hp came under the Audi hood.

The main problem of the first generation 2.7 / 3.0 TDI engine (2003-2010) is the timing chain. They stretch. You will have to spend up to 60,000 rubles for work along with spare parts. Fortunately, the design does not require engine removal.

In addition, owners often report problems with the intake manifold flaps. Symptoms: Loss of power and check engine light illuminated. It is recommended to replace the intake manifold assembly; repairs do not last long.

Cars with engineBMW M57 3.0

M57: period 1998-2003; power 184 and 193 hp; Models: 3 Series (E46), 5 Series (E39), 7 Series (E38), X5 (E53).

M57TU: period 2002-2007; power 204, 218 and 272 hp; Models: 3 Series (E46), 5 Series (E60), 7 Series (E65), X3 (E83), X5 (E53).

M57TU2: period 2004-2010; Model index: 35d - 231, 235 and 286 hp; 25d - 197 hp (E60 after facelift, like 325d and 525d); Models: 3 Series (E90), 5 Series (E60), 6 Series (E63), 7 Series (E65), X3 (E83), X5 (E70), X6 (E71).

Version 3.0 / 177 hp in 2002-06 Range Rover Vogue.

2.5-liter M57 engine in 2000-2003 Opel Omega (150 hp) and BMW 5 Series (E39; 163 hp). In 2003-07 525d / 177 hp. (E60).

Cars with engineBMW N57 3.0

N57: 2008-13, power 204 hp (only like 325d or 525d), 211, 245, 300, 306 hp; Models: 3 Series (E90), 5 Series (F10), 5 Series GT (F07), 7 Series (F01), X5 (E70) and X6 (E71).

N57TU: since 2011, Power 258 or 313 hp; Models: 3 Series (F30), 3 Series GT (F34), 4 Series (F32), 5 Series (F10), 5 Series GT (F07), 6 Series (F12), 7- th series (F01), X3 (F25), X4 (F26), X5 (F15), X6 (F16).

N57S: since 2012;. power 381 hp; Models: M550d (F10), X5 M50d (in 2013 with E70, then F15), X6 M50d (in 2014 with E71, then F16) and 750D (F01). The engine is equipped with three turbochargers.

Cars with engineVW 2.5TDI V6

The 2.5 V6 TDI engine had many designations (for example, AFB), but let's look only at production years and power.

Audi A4 B5 (1998-2001) - 150 l. s., B6 and B7 (2000-07) - 155, 163, 180 l. s., A6 C5 (1997-2004) - 155 and 180 l. s., A6 Allroad (2000-05) - 180 l. With. A8 D2 (1997-2002) - 150 and 180 liters. With.

Skoda Superb I: 155 l. With. (2001-03) and 163 l. With. (2003-08).

Volkswagen Passat B5 (1998-2005): 150, 163 and 180 l. With.

Cars with enginesVW 2.7/3.0TDIV 6

Audi A4 B7 (2004-08) - 2.7 / 180 l. s., 3.0 / 204 and 233 l. With.;

A4 B8 (2008-15): 2.7 / 190 l. With. (2012), 3.0 / 204, 240, 245 l. With.;

A5: 2.7 / 190 l. s., 3.0 / 204, 240 and 245 l. With.;

A6 C 6 and Allroad (2004-11): 2.7 / 180 and 190 hp, 3.0 / 224, 233 and 240 hp;

A 6 C 7 and Allroad (since 2011) 3.0 / 204, 218, 245, 272, 313, 320, 326 hp;

A7 (since 2010): 3.0 / 190-326 hp;

A8 D3 (2004-10): 3.0 / 233 hp;

A8 D4: 3.0 / 204-262 hp;

Q5 (since 2008): 3.0 / 240, 245, 258 hp;

SQ5 (since 2012): 313, 326 and 340 hp;

Q7 (2005--15): 3.0 / 204-245 hp;

Q7 (since 2015): 3.0 / 218 and 272 hp, and hybrid.

The 3.0 TDI was also used in the VW Touareg I and II, Phaeton; Porsche Cayenne and Macan.

I'm glad: --Mercedes---Benz is bringing back the inline six. Do you know why? “Whoever bothers us will help us”: long live the environment! Or rather, new WLTP cycles.

Sh Mercedes-Benz all-cylinder in-line engines are classics, they trace their history back to Mercedes models 24/100/140 of the mid-20s and ending with the M104 engine of the 1989 model. Which in 1997 was replaced by the M112 family in a V-shaped design.

Why? After all, the Mercedes inline sixes were good: perfectly balanced, quiet, reliable and relatively easy to repair. However, they are long and thereby complicate the layout of the car. That is, the switch to the V-shaped design of Daimler-Benz was primarily prompted by the trivial desire of engineers to make their lives easier.

So what now made Stuttgart remember again about rowliness? Mainly ecology! More precisely, in September 2017, the European Commission plans to introduce, instead of the previous certification cycles for assessing fuel consumption and emissions, more realistic WLTP procedures (Worldwide harmonized Light vehicles Test Procedures), about which.

To comply with stricter economic regulations in real life, you definitely need to get as close as possible catalytic converter to the combustion chamber: this way it will reach faster operating temperature. What does the engine layout have to do with it? Yes despite the fact that in-line engines V-shaped ones are much better suited for “close hanging” of neutralizers! It’s not the length, but the width of the engine that plays a role here: there simply wasn’t any around the current three-liter V6 of the M276 series free space both for supercharging units and for neutralizers.

New “six” M256 with a volume of 2999 cm³: note the built-in starter-generator and the fact that the converter is located close to the engine

In addition, the turbocharged M256 inline six, which next year For the debut on the new S-class, they will begin to be produced at the plant in Untertürkheim near Stuttgart, in the likeness of diesel engines they will also be equipped with a particulate filter - this technology has been tested on the current S 500 for a couple of years.

The starter-generator operates at a voltage of 48 V, which implies the presence of a corresponding additional battery

And most importantly, electrification was built into the design of the M256 from the very beginning! To the "tail" crankshaft a 48-volt starter-generator ISG (Integrated Starter Generator) is installed, which is responsible for not only starting the engine and recovering energy during braking, but also an additional 20 hp. motor assistance.

The BorgWarner auxiliary electric compressor has low inertia: up to 70,000 rpm spins up in 300 milliseconds

The supercharging is also half electric: to assist the conventional turbine at low speeds (1000-3000 rpm), an eZV (electric auxiliary compressor) operates, powered by the same additional 48-volt battery as the ISG starter-generator. A similar “electronic supercharging”, by the way, has been installed as standard on the Audi SQ7 with a 4.0 diesel engine since this year.

But what about the structurally inconvenient length of inline sixes? The same electrification helps! Indeed, thanks to ISG, the motor is devoid of a belt drive on the front cover, and the electric pump and air conditioning compressor are attached to the sides. And most importantly, the engineers narrowed the distance between the cylinder axes to the limit: to 90 mm from 106 mm for the V6, and this alone saved about 8 cm in length. As a result, the “six” came out surprisingly compact and quite capable of fitting in the same place as the V6.

The highlight of diesel engines (the first slide is the four-cylinder OM 654, the second slide is the six-cylinder OM 656) is the combination of aluminum blocks with steel pistons: together with an increase in the safety margin, this, as the Germans assure, reduces friction losses by half - of course, with the support of proprietary technology (Nanoslide), plasma spraying of iron onto cylinder walls

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It is curious that the number 90 when measuring the distance between the cylinders is now the magic number for any Mercedes engine. For example, from 500 cc “blocks” at the plants in Untertürkheim and Kolleda in Thuringia, diesel engines are now “stacked”: the two-liter OM 654 has already replaced the previous 2.1 (OM 651) and is familiar to us from the Mercedes E-Class (AR No. 6, 2006 ). And next year, the V-shaped three-liter diesel six OM 642 will be replaced by the in-line OM 656, primarily intended for the S-class and GLE and GLS crossovers.

The additional filter for gasoline engines is designed in the same way as for diesel engines. Soot is trapped in a labyrinth of ceramic honeycombs, and the filter is “burned” in motion to clean it

Both diesel engines, by the way, are quite conservative: no starter generators or electric charging. But if the two-liter OM 654 with a maximum power of up to 195 hp. most notable except for its unusual combination aluminum block cylinders and steel pistons, then on the “older” OM 656 (up to 313 hp) for the first time on Mercedes diesels a proprietary Camtronic variable valve timing system is used - and very high pressure fuel up to 2500 bar. Like gasoline engines, the neutralizers of both diesel engines are located on short exhaust manifold pipes, urea injection is provided, and the EGR recirculation systems are multi-channel, taking exhaust gases from several points. In general, Mercedes engineers have insured themselves as best they could and are confident that their diesel engines will not fail in terms of toxicity with new, more realistic conditions for measuring emissions according to the European RDE (Real Driving Emissions) project on the roads common use, which is planned to launch in 2017.

And the most surprising thing is how short-lived the age of gasoline “fours” of the M270/M274 series, which appeared only in 2011, turned out to be. They are victims of unification! Remember about the sacred 90 mm between the cylinders? And the M270/M274 has “non-format” 97 mm.

The two-liter turbo-four M264 has a relatively low temperature control point: 97 degrees (for comparison, BMW engines it reaches 115 degrees), which, with a sump volume of 6.5 liters, should have a positive effect on the service life of both the oil and the engine itself. Under the turbocharging unit is a Magna electric pump

Due to the change in direction of rotation in the starter-generator drive, the belt tensioner has two rollers. The belt itself is wide, seven-stranded - and, according to engineers, does not require replacement during its entire service life

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The new M264 engine (with a power of up to 250 hp) is a child of uniformity and cheaper production: after all, “fours” can now be launched along the same technological chain with “sixes”. Moreover, they are simpler than six-cylinder ones: the only frills are particulate filter. Hybridization with a 48-volt starter-generator (here it adds 14 hp), however, is provided - but it is mounted and with a belt drive. The turbocharger is conventional, but with a double scroll. And most importantly, there is no plasma miracle spraying of steel onto aluminum cylinder walls, which Mercedes calls Nanoslide, although the entire new line of Swabian engines, including diesels, has this. Instead, harsh cast iron sleeves, in addition implying boring to the repair size. And if we take into account the fact that the M264 involves both longitudinal and transverse installation, as well as deformed versions... This is a new base engine Mercedes!

We have a new M176 index and a system for shutting off half of the cylinders at low loads - in the range from 900 to 3250 rpm

However, for the same A-class, two initial liters are too much. So, since Mercedes, like BMW, will henceforth build its engines from cube-modules, in the future we will also have an engine from three “ideal” Swabian cylinders?

Nein, Mercedes engineers are waving their hands! We, they say, will go a different way. There will be small-displacement gasoline engines, but based on the M264 block, only with a smaller cylinder diameter (so that’s why they remembered the cast iron liners!). But only a smart car, not a Mercedes, has the right to be a three-cylinder car. And it pleases.

What diesel option is available for VAZ? 2106

Engine for VAZ 2105 | Topic author: Tasanee

People, tell me!
Here they gave me a hint that the VAZ 2105 has a Fiat engine! What does it do, bolt to bolt. And the box fits without modifications. These engines are this moment very difficult to find. The question arose, what other engines can be installed on the VAZ 2105, without significant modifications. In other words, so as not to overcook the fasteners and all that. Maybe someone has experience. Write. I would be very grateful.

Serega (Janson) 2106 will become
you can immediately 5. mortar

Alexey (Gajanand) Seryoga, if you are for me, then well, my mortar costs 5 mortars.

Alexey (Gajanand) My car is 2004, if that’s the case. Engine 2103. In August I will install a Toyota Corsa engine (right-hand drive)

Konstantin (Lovinia) you won’t find spare parts for the Fiat engine later

Andrey (Florentius) 2110 16v fits perfectly)))

Potarova (Ashira) http://www.avito.ru/items/aelektrostal_avtomobili_s_p.

Sergey (Ropata) people, I was removing the head on the 5 while unscrewing the bolts and dropped the washer into the slot where the chain comes from, visually you don’t see it anywhere, I think it fell on the crankcase, tell me what to do)

Sergey (Ropata) Andrey, what’s serious?

VAZ 2106 diesel

VAZ 2106 diesel from Golf 3.5, consumption 4l/100km, rear disc brakes.

Diesel VW. 1.6\1.9 with VAZ gearbox (classic) Part-1.

Conversion to diesel engine , mail: [email protected].
.

Pavel (Ginny) Artem, you can’t space it out by 2.4 mm. Such an engine here won’t last even 10 thousand, because it will fail and you’ll have to take the block. What remains for our client to do? The blocks undergo high-frequency hardening. If such a layer is removed, that’s it, there will be a khan. Of course repair dimensions that cannot be exceeded!

Pavel (Ginny) Alexander, tuning is different. taste, release. The boring is less than 3.5 mm and the savings are even less. You need to know exactly these dimensions, what remains for our client to do is make repairs if you want him to spend more than 50 thousand at least. Larisa, don’t even think about installing a 1700 engine from 21213. The traffic police won’t let it through. tested. install the ones installed by the factory or consult the MREO on this topic

Starting a Volzaagen 1.6 diesel engine mated to a Zhiguli gearbox using a Zhiguli starter!

Is it allowed to put engine 2106 Andrey on a VAZ 21013? and what problems there might be. | Topic author: Oleg

Yaroslav Better 1700 from Niva.

Lena in technical version There are no problems regarding the admissibility of its installation either - only documentation needs to be done

Dima Why not? The VAZ2106 was equipped with the 1200 engine. Just re-registration of documents.

Natalia without effort

Victor There are no problems. The model has been discontinued, although a foreign-made diesel engine can be installed.

Faith The next step is a five-step box!

The intake is a sports carb, a Weber with increased jets, a camshaft with increased phases, and a receiver. the exhaust is a full exhaust route with an increased diameter of 51 mm. stock is 46. and spider 4.2.1.Anatoly (Aglaja) Sergey,))))) In the top five, it’s actually a belt and not a chain. Pavel (Ginny) Anatoly, with a belt this is unique. for some reason they are not praised. And there’s practically a chain everywhere