The online auto parts store "site" offers to buy new spare parts for ZMZ-514 engines for UAZ cars in Moscow. We have really affordable prices and low cost.
Engines ZMZ 514 are not complicated structurally, are conveniently maintained and are considered very economical. The development of the ZMZ 514 engine on diesel fuel began in 2002 at the Zavolzhsky plant in the Nizhny Novgorod region with the involvement of specialists from the UK.
The diesel engine ZMZ 514 has excellent characteristics. It has a reliable cooling system and an oil change interval of 15,000 kilometers. The pistons are made of aluminum alloy. The total engine resource is about 250,000 kilometers.
Spare parts ZMZ-514 for UAZ inexpensively
In the online store "zp495.ru" you can profitably purchase spare parts for ZMZ-514 engines for UAZ vehicles:
- Hunter
- Pickup
- Patriot
- Cargo, "Loaf", Simbir
- UAZ 3151, 3962, 3909, 3153
- UAZ 3160, 3162, 3303, 3741, 3159.
Cost of auto parts for ZMZ-514 engines for UAZ cars prices
The online auto parts store "site" offers a range of spare parts for ZMZ-514 engines for UAZ, including:
- camshaft
- turbocharger air duct
- camshaft sprocket
- oil sump
- clutch housing
- lower casing
- exhaust manifold
- gasket set
- power steering pump bracket
- cylinder head cover
- valve cover
- vacuum pump
- water pump
- oil pump
- receiver
- sedative roller
- high pressure fuel line
- recirculation tube
- fuel filter
- fuel pump pulley.
In the online store "site" you can buy any necessary new spare parts for the ZMZ-514 engine for UAZ cars!
The domestic diesel ZMZ-514, reviews of which we will consider further, is a family of four-cylinder engines with 16 valves and a four-stroke operating mode. The volume of the power unit is 2.24 liters. Initially, the engines were planned to be mounted on light and commercial vehicles produced by GAZ, but they were widely used on UAZ vehicles. Consider its characteristics, features and feedback from the owners.
History of creation
As the reviews confirm, the ZMZ-514 diesel engine began to be developed in the early 80s of the last century. The designers created a new engine based on a standard carburetor analogue for the Volga. The prototype was built in 1984, after which it underwent technical and field testing. The specified modification received a volume of 2.4 liters, the compression level was 20.5 units.
The design includes an aluminum cylinder block, pistons made of a corresponding alloy with a special relief, barrel-shaped skirts, an oil filter contamination indicator, a pre-heating plug, jet cooling of the piston group. The specified model did not go into a wide series.
Already in the early 90s, the designers of the Zavolzhsky Combine returned to the development of a new generation diesel engine. The main task assigned to the engineers is to create not just a motor based on a carburetor analog, but to manufacture a unit as unified as possible with the basic prototype.
Peculiarities
Taking into account the errors in the initial developments and the desire to guarantee unification to the maximum with the variation 406.10, the diameter was limited to 86 millimeters on the ZMZ-514 "engine" (diesel). A dry thin-walled sleeve in a cast-iron monolithic block was introduced into the design. At the same time, the dimensions of the bearings, both main and connecting rod, have not changed. As a result, the designers achieved maximum unification in terms of the crankshaft and cylinder block. The presence of a turbocharged engine with cooling air streams was originally planned.
The pilot sample under the index 406.10 was released at the end of 1995. A special small-sized nozzle for this "engine" was made to order at the Yaroslavl plant YAZDA. In addition, they decided to make the cylinder head from aluminum, not cast iron.
At the end of 1999, an experimental batch of ZMZ-514 diesel engines was released. UAZ is not the first car on which it appeared. At first, the motors were tested on Gazelles. Unfortunately, after a year of operation it turned out that the units are not competitive and are difficult to maintain.
According to experts, the plant's equipment at that time simply did not have enough technical capabilities to produce a motor with high quality characteristics. In addition, the components were also a source of distrust as they came from different manufacturers. As a result, the serial production was curtailed, in fact, without starting it.
Modernization
Despite the difficulties, the refinement and improvement of the ZMZ-514 diesel engine continued. Modified the configuration of the BC and the cylinder head, with a simultaneous increase in their rigidity. To ensure a decent sealing of the gas seam, a foreign-made multi-level metal gasket was installed. The piston group was brought to mind by the specialists of the German company Mahle. Also, the timing chains, connecting rods and many minor details have undergone modifications.
As a result, the serial production of the updated diesel engines ZMZ-514 began. UAZ "Hunter" is the first car on which these motors have been installed in large quantities since 2006. Since 2007, modifications have appeared with elements from Bosch and Common Rail. Upgraded copies consumed ten percent less diesel fuel and showed better throttle response at low revs.
About the design of the ZMZ-514 diesel engine
"Hunter" received a four-stroke engine with an in-line L-shaped arrangement of cylinders and a piston group. With the upper arrangement of a pair of camshafts, rotation was provided by one crankshaft. The power unit was equipped with a closed liquid cooling circuit with compulsion. The parts were lubricated using a combined method (supply under pressure and spray). In the updated engine, four valves were installed on each cylinder, while the air was cooled through an intercooler. The turbine is not ideal, but it is practical and easy to maintain.
"Bosch" injectors are made in a two-spring design, make it possible to provide a preliminary supply of fuel. Among other details:
Crank assembly
Reviews of the ZMZ-514 diesel engine indicate that the cylinder block is made of special cast iron in the form of a monolithic structure. The crankcase is lowered below the crankshaft axis. For the refrigerant, there are flow ports between the cylinders. Below are five main bearing supports. The crankcase has nozzles for oil cooling of the pistons.
The cylinder head is made of cast aluminum alloy. At the top of the cylinder head there is a corresponding mechanism consisting of drive levers, camshafts, hydraulic supports, intake and exhaust valves. Also in this part are flanges for connecting the intake pipe and manifold, a thermostat, a cover, glow plugs, cooling and lubrication elements.
Pistons and Liners
The pistons are made of a special aluminum alloy, with a combustion chamber built into the head. The barrel-shaped skirt is equipped with an anti-friction coating. Each element has a pair of compression rings and one oil scraper analog.
The steel connecting rod is made by forging, its cover is machined assembled, so it is not allowed to replace them with each other. The damper is bolted to the piston head with a bush made of a mixture of steel and bronze pressed into the piston head. The crankshaft is forged steel, has five bearings and eight counterweights. The journals are protected from wear by gas nitriding or HFC-hardening.
The bearing shells are made of an alloy of steel and aluminum, channels and holes are provided on the upper elements, the lower counterparts are smooth, without any recesses. A flywheel is attached to the rear of the crankshaft flange with eight bolts.
Lubrication and Cooling
In the reviews of the ZMZ-514 diesel engine at the UAZ Hunter, it is noted that the engine lubrication system is combined and multifunctional. All bearings, drive parts, linkages, tensioners are pressure lubricated. Other rubbing parts of the engine are sprayed. The pistons are oil-jet cooled. Hydraulic supports and tensioners are operated by pressurized oil supply. A single-section gear pump is mounted between the BC and the filter.
Cooling - liquid closed type with forced circulation. The refrigerant is fed into the cylinder block, processed in a solid filling type thermostat. The system has a centrifugal pump with one valve, a V-belt that serves to transfer energy from the crankshaft pulley.
Timing
The camshafts (shafts) are made of low carbon alloy steel. They are submerged stably to a depth of 1.3-1.8 millimeters, pre-hardened. The system has a pair of camshafts (designed to drive the intake and exhaust valves). Cams of different profiles are located asymmetrically about their axis. Each shaft is equipped with five bearing journals and rotates in bearings located in an aluminum head. Parts are covered with special covers. The camshafts are driven by a two-stage chain drive.
Characteristics in numbers
Before examining the reviews about the ZMZ-514 diesel engine, consider its main technical parameters:
- working volume (l) - 2.23;
- rated power (hp) - 114;
- speed (rpm) - 3500;
- limiting torque (Nm) - 216;
- cylinder in diameter (mm) - 87;
- piston movement (mm) - 94;
- compression - 19.5;
- valve arrangement - a pair of inlet and two outlet elements;
- the distance between the axes of adjacent cylinders (mm) - 106;
- diameter of connecting rod / main journals (mm) - 56/62;
- engine weight (kg) - 220.
The diesel engine ZMZ 514 is produced at the Zavolzhsky Motor Plant, and is the only diesel engine representative of the entire line of engines of this type. Initially, the power unit was intended for trucks produced by the GAZ group of companies, but the bulk of the engines are bought by UAZ for installation on their cars.
Specifications
Unlike gasoline counterparts, the diesel has received improved technical characteristics, which has become popular with the people. Thus, the power unit of the Zavolzhsky plant received one of the best fuel systems produced by BOSCH. A poly V-belt with an auto-tensioner was also installed to drive the injection pump, pump and generator into operation. An upgraded Common Rail fuel supply system was installed on the engine.
Consider a ZMZ 514 diesel and its technical characteristics:
The main part is installed on vehicles manufactured by the Ulyanovsk Automobile Plant, namely: UAZ Patriot (Diesel), Hunter, Pickup and Cargo.
Powertrain service
The maintenance of the 514th internal combustion engine is carried out in a typical way, as for all domestic diesel vehicles. The service interval is 12,000 km, but most experts and motorists agree that in order to preserve and increase the resource, it is necessary to reduce this figure to 10,000 km.
During maintenance, consumables and oil are changed. The first point includes filters for 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 can be clogged after 15-20 km.
When carrying out maintenance, especially if it is done by hand, it is worth paying special attention to the condition of the injectors, glow plugs, as well as the condition of the high pressure fuel pump.
Untimely repair of the latter can lead to more serious damage to the plunger pair, which will entail additional investment.
Engine repair
Repairing a 514 series diesel engine is quite difficult at home. So, you can carry out minor repairs, but larger breakdowns are recommended to be repaired in a car service.
At home, you can repair the fuel pump, replace the glow plugs, change the valve cover gasket.
The main problem that motorists often face is the tripping of a diesel power unit. In this case, often the problem can be hidden in clogged nozzles or a malfunction of the high pressure fuel pump. Both parts require special equipment for repair, and therefore it is worth contacting a car service to fix the malfunction.
Cleaning and diagnostics of injectors is carried out on a special stand, which will allow you to clearly identify the faulty element. As for the injection pump, it also requires special knowledge and skills that not every motorist possesses.
Often, the elements of the cooling system fail, which are easy enough to change at home. These include the thermostat and water pump. So, due to low-quality spare parts, the thermostat can often wedge, which leads to overheating of the engine or constant operation of the electric fan. As for the water pump, it breaks down - when the formation is formed on bearings.
The second option is the formation of a leak from under the shaft, which is easy to determine on your own. Changing the element is quite simple, you need to dismantle the drive belt and unscrew a few fastening bolts.
Conclusion
The diesel engine ZMZ 514 has gained widespread popularity on vehicles produced by the Ulyanovsk Automobile Plant. The simplicity of the design, which is typical for all motors produced by the Zavolzhsky Motor Plant, makes it quite simple and easy to repair the motor yourself. The power unit is serviced every 12,000 km.
The ZMZ-514 engine and its modifications are intended for installation on UAZ Patriot, Hunter, Pickup and Cargo cars and utility vehicles. A common rail fuel supply system of the "BOSCH" company was used, a cooled exhaust gas recirculation system with a throttle pipe, which is also used for soft engine shutdown. To drive the injection pump, water pump and generator, a poly V-belt with an automatic tension mechanism is used.
Diesel engine ZMZ 51432.10 euro 4
Engine characteristics ZMZ-51432.10
| Parameter | Meaning |
|---|---|
| Configuration | L |
| Number of cylinders | 4 |
| Volume, l | 2,235 |
| Cylinder diameter, mm | 87 |
| Piston stroke, mm | 94 |
| Compression ratio | 19 |
| Number of valves per cylinder | 4 (2-inlet; 2-outlet) |
| Gas distribution mechanism | DOHC |
| The order of the cylinders | 1-3-4-2 |
| Engine rated power / at engine speed | 83.5 kW - (113.5 HP) / 3500 rpm |
| Maximum torque / at engine speed | 270 N m / 1300-2800 rpm |
| Supply system | with direct injection, turbocharging and charge air cooling |
| Environmental standards | Euro 4 |
| Weight, kg | 220 |
Engine design
A four-stroke engine with an electronically controlled Common Rail fuel system, in-line cylinders and pistons rotating one common crankshaft, with two overhead camshafts. The engine has a closed-type forced circulation liquid cooling system. Combined lubrication system: pressure and spray. Cylinder block The ZMZ-514 cylinder block is made of special cast iron as a monoblock with a crankcase part lowered below the crankshaft axis. Crankshaft The ZMZ-514 crankshaft is forged steel, five-bearing, has eight counterweights for better unloading of the supports.| Parameter | Meaning |
|---|---|
| Diameter of the main journals, mm | 62,00 |
| Diameter of connecting rod journals, mm | 56,00 |
Diesel engine modifications ZMZ 514
ZMZ 5143
ZMZ 514.10 euro 2 with mechanical injection pump Bosch VE. Without intercooler and alternator vacuum pump. They put on the UAZ Hunter and Patriot. Power 98 HP
Engine problems
Early versions of the ZMZ-514 engine suffered from factory miscalculations that "got out" during operation. Forum users collected and classified the failures of the ZMZ-514 diesel engine: 1. Cracked cylinder head. It was noted on engines until 2008. Signs: coolant leaving the engine crankcase, gas breakthrough, emulsion on the dipstick. The reason is casting defect, airing of the cooling system, violation of broaching technology. Since 2008, the cylinder head installed on the conveyor has not been defect. Repair: replacement of the cylinder head with a modern casting. Prevention for the cylinder head from the "risk zone": 1) changing the coolant compensation for a system with valves in the expansion tank plug with its rise above the radiator level. 2) Selection of engine operating modes without long-term loads over 3000 rpm. (If it seems small to anyone, then, for example, on 245/75 tires in 5th gear of daimos at a speed of 110 km / h, rpm 2900). 3) Checking the cylinder head broach on engines 7-8 years of production. links: secret letter from ZMZ to service station Expansion tank, alteration 2. Jump / break of the timing chain. Possible on all motors. Signs: Abrupt stop of the engine. The engine will not start. Timing marks misalignment. Reason: the outdated design of the hydraulic tensioner does not provide reliability. Poor quality third-party part. Repair: Replacing broken valve levers. Correction of timing marks. In the event of an open circuit, troubleshooting and replacement of the failed drive parts. Prevention: 1) control of the condition of the chain tension through the oil filler neck. 2) replacement of hydraulic tensioners with a design that ensures reliability. Links: about hydraulic tensioners replacement of hydraulic tensioners On EURO4 engines: the design has not changed. 3. Failure of the oil pump drive. Typical on Euro3 engines with a vacuum pump on the engine block. Since the end of the 10th year has not been observed. Signs: drop in oil pressure to 0. Cause: poor quality gear material. Increased drive load due to jamming of the vacuum pump. Repair: replacement of oil pump drive gears with revision of oil pump and vacuum pump. In the case of engine operation without oil pressure, detailed troubleshooting and, if necessary, more complex repairs. Prevention: oil pressure control. Check the oil supply hose to the vacuum pump for kinks. Checking the vacuum pump for wedging. If necessary, elimination of found defects. On EURO4 engines: a modified vacuum pump is located on the front cylinder head cover. Vacuum pump drive directly from the top chain. Structurally, there is no additional load on the oil pump drive. 4. Entry of the SROG valve disc into the engine cylinder. Signs: Black smoke, blow / bumps in the engine area, triplet, not starting. Reason: not a high-quality part of a third-party manufacturer, burning of the SROG valve disc from the stem, the passage of the disc through the intake pipe into the engine cylinder. Repair: Replacement of failed parts, depending on the degree of damage: piston, valve, cylinder head. Prevention: Shutdown of the SROG valve with shutdown of the system. On EURO4 motors: a srog valve made in germanium with electronic position control with a set resource to replace 80,000 km. 5. Unscrewing the plug KV. Signs: a decrease in oil pressure, depending on the situation, the breakdown of the block. Reason: KV plugs are not locked or not properly locked. Repair: installation and locking of plugs, depending on the consequences, repair or replacement of the engine block. Prevention: Oil pressure control. Removing the engine sump with monitoring the condition of the plugs, if necessary, broaching and locking by punching. On EURO4 motors: It is not known about the change in the quality control of work on the conveyor for the better. 6.1 Jumping of the injection pump drive belt. Signs: reduced smoke draft, up to jamming and non-start. Reason: getting dirt on the KV pulley, loosening the belt tension. Repair: setting the belt according to the marks. Prevention: compliance with the regulation of belt tension control and replacement requirements. On EURO4 motors: injection pump drive by poly-V-belt with automatic tensioner. 6.2 Lateral wear of the injection pump drive belt, belt breakage at extreme wear. Marked on Euro2 motors. Signs: Tendency for the belt to slip off the high-pressure pump pulley, wear of the sidewall by the tension roller, grazing the belt over the casing. In the event of a break, spontaneous engine shutdown. Reason: tilting of the roller due to unreliable construction and wear on the roller mounting axis. Repair: replacement of the belt and tension roller, reversal of the roller axis. Replacing the roller with a fixed design. Prevention: at the time of regulation, the replacement of the roller with a fixed structure. On EURO3 motors: modified design tensioner with eccentric tension. On EURO4 motors: poly-V-belt with automatic tensioner. 7. Breakage of the high pressure pipeline from the injection pump to the nozzle. It was noted on engines EURO2 2006-partly 2007. Most often on a 4 cylinder. Sign: sudden tripping of the engine, smell of diesel fuel. Reason: Incorrect choice of tube bending angles when designing non-compensating loads. Incorrect installation in an interference fit. Solution: replacement of tubes with a new sample produced since 2007. Prophylaxis for old pipes (it will not interfere with new ones): when removing and installing pipes, do not allow tightening into an interference fit. First, we press the tube against the nozzle seat, then screw on the nut and stretch it out. Do not allow the pipelines to touch each other. Correctly select the central position of the injection pump before mounting and adjusting the injection. Fuel from the right fuel tank 12 through a coarse fuel filter 11 is supplied by an electric fuel pump 10 under pressure to a fine fuel filter 8 (FTOT). When the pressure of the fuel supplied by the electric pump is more than 60-80 KPa (0.6-0.8 kgf / cm2), the bypass valve 17 opens, diverting excess fuel into the drain line 16. The cleaned fuel from FTOT enters the high-pressure fuel pump (HPP) 5. Further, the fuel is supplied using the high pressure fuel pump distributor plunger in accordance with the order of operation of the cylinders through the high pressure fuel lines 3 to the injectors 2, with the help of which fuel is injected into the diesel combustion chamber. Excess fuel, as well as air that has entered the system, are discharged from the injectors, high-pressure fuel pump and bypass valve through the fuel lines to drain the fuel into the tanks
Diagram of the power supply system of the ZMZ-514.10 and 5143.10 diesel engine on UAZ vehicles with an electric fuel pump:
1 - engine; 2 - nozzles; 3 - high pressure fuel lines of the engine; 4 - hose for removing cutoff fuel from injectors to high pressure fuel pump; 5 - injection pump; 6 - fuel supply hose from FTOT to high pressure fuel pump; 7 - fuel drain hose from the injection pump to the FTOT fitting; 8 - FTOT; 9 - fuel line for taking fuel from the tanks; 10 - electric fuel pump; 11 - coarse fuel filter; 12 - right fuel tank; 13 - left fuel tank; 14 - fuel tank valve; 15 - jet pump; 16 - fuel line for draining fuel into tanks; 17 - bypass valve. High pressure fuel pump (TNVD) ZMZ-514.10 and 5143.10 distribution type with built-in fuel priming pump, boost corrector and solenoid valve for fuel shut-off. The injection pump is equipped with a two-mode mechanical crankshaft speed controller. The main function of the pump is the supply of fuel to the engine cylinders under high pressure, metered according to the engine load at a certain point in time, depending on the crankshaft speed.
Fuel pump of high pressure BOSCH type VE.
1 - solenoid valve for stopping the engine; 2 - screw for adjusting the maximum idle speed; 3 - adjusting screw for maximum fuel supply (sealed and not adjustable during operation); 4 - fitting of the air boost corrector; 5 - air boost corrector; 6 - screw for adjusting the minimum idle speed; 7 - unions of high pressure fuel lines; 8 - high pressure fuel pump mounting bracket; 9 - high pressure fuel pump mounting flange; 10 - opening of the injection pump housing for installing the centralizer pin; 11 - groove in the hub for the centralizer pin of the injection pump; 12 - high-pressure fuel pump pulley hub; 13 - fuel inlet union; 14 - fuel supply lever; 15 - fuel supply lever position sensor; 16 - sensor connector; 17 - connection for supplying cut-off fuel from injectors; 18 - nozzle for fuel outlet to the drain line; 19 - nut for fastening the hub on the injection pump shaft Nozzle closed, with two-stage fuel supply. Injection pressure: - first stage (stage) - 19.7 MPa (197 kgf / cm 2) - second stage (stage) - 30.9 MPa (309 kgf / cm 2) Fine filter fuel (FTOT) is essential for the normal and trouble-free operation of the injection pump and injectors. Since the plunger, bushing, delivery valve and injector elements are precision parts, the fuel filter must retain the smallest abrasive particles 3 ... 5 µm in size. An important function of the filter is also the retention and separation of water contained in the fuel. The ingress of moisture into the inner space of the injection pump can lead to the failure of the latter due to the formation of corrosion and wear of the plunger pair. The water trapped by the filter is collected in the filter sump, from where it must be periodically removed through the drain plug. Drain sediment from FTOT every 5,000 km of vehicle mileage. Bypass valve ball type is screwed into the fitting, which is installed on the fine fuel filter. The bypass valve is designed to bypass excess fuel supplied by the electric fuel pump to the fuel drain line to the tanks. The design of the ZMZ-514 engine
crank mechanism
Cylinder block made of special cast iron in a monoblock with a crankcase part lowered below the crankshaft axis. There are coolant passages between the cylinders. In the lower part of the block, there are five main bearing supports. The bearing caps are machined with the cylinder block and are therefore not interchangeable. In the crankcase part of the cylinder block, nozzles are installed to cool the pistons with oil. Cylinder head cast from an aluminum alloy. In the upper part of the cylinder head there is a gas distribution mechanism: camshafts, valve drive levers, hydraulic supports, intake and exhaust valves. The cylinder head has two intake ports and two exhaust ports, flanges for connecting the intake pipe, exhaust manifold, thermostat, covers, seats for injectors and glow plugs, built-in elements of cooling and lubrication systems. Piston cast from a special aluminum alloy, with a combustion chamber made in the piston head. Combustion chamber volume (21.69 ± 0.4) cm3. The piston skirt is barrel-shaped in the longitudinal direction and oval in cross-section, has an anti-friction coating. The major axis of the oval is located in a plane perpendicular to the axis of the piston pin. The largest diameter of the piston skirt in longitudinal section is located at a distance of 13 mm from the lower edge of the piston. A recess is made at the bottom of the skirt, which allows the piston to diverge from the cooling nozzle. Piston rings installed on three on each piston: two compression and one oil scraper. The upper compression ring is made of ductile iron and has an equilateral trapezoidal shape and a wear-resistant anti-friction coating on the surface facing the cylinder bore. The lower compression ring is made of gray cast iron, rectangular profile, with a minute bevel, with a wear-resistant anti-friction coating of the surface facing the cylinder mirror. The oil scraper ring is made of gray cast iron, box-type, with a spring expander, with a wear-resistant anti-friction coating of the working belts of the surface facing the cylinder mirror. Connecting rod- steel forged. The connecting rod cover is machined together with the connecting rod, and therefore, when the engine is overhauled, the covers cannot be rearranged from one connecting rod to another. The connecting rod cover is secured with bolts that are screwed into the connecting rod. A steel-bronze bushing is pressed into the piston head of the connecting rod. Crankshaft- forged steel, five-bearing, has eight counterweights for better unloading of the supports. The wear resistance of the necks is ensured by HFC hardening or gas nitriding. The threaded plugs covering the channel cavities in the connecting rod journals are placed on the sealant and are coined against self-unscrewing. The shaft is dynamically balanced, the permissible unbalance at each end of the shaft is not more than 18 g · cm. Earbuds main bearings of the crankshaft - steel-aluminum. Upper bushings with grooves and holes, lower ones without grooves and holes. The connecting rod bearing shells are steel-bronze, without grooves and holes. Pulley damper consists of two pulleys: toothed 2 - to drive the injection pump and poly-V 3 - to drive the water pump and generator, as well as rotor 4 of the crankshaft position sensor and damper disc 5. The damper serves to damp torsional vibrations of the crankshaft, thereby ensuring the uniformity of the injection pump , the operating conditions of the camshaft chain drive are improved and the timing noise is reduced. The damper disk 5 is vulkonized to the pulley 2. There is a round mark on the surface of the sensor rotor for determining the TDC of the first cylinder. The operation of the crankshaft position sensor consists in the formation and transmission of pulses to the electronic control unit from the grooves located on the outer surface of the rotor. The front end of the crankshaft is sealed with a rubber cuff 7 pressed into the chain cover 6.
Gas distribution mechanism
Camshafts made of low-carbon alloy steel, cemented to a depth of 1.3 ... 1.8 mm and hardened to a hardness of working surfaces of 59 ... 65 HRCE. The engine has two camshafts: to drive the intake and exhaust valves. Shaft cams are multi-profile, asymmetric relative to the cam axis. At the rear ends, the camshafts are marked with branding: inlet - "VP", outlet - "VEP". Each shaft has five bearing journals. The shafts rotate in bearings located in the aluminum cylinder head and covered with covers bored 22 together with the head. For this reason, the camshaft bearing caps are not interchangeable. Each camshaft is held against axial movements by a thrust washer, which is installed in the groove of the front support cover and as a protruding part enters the groove on the first bearing journal of the camshaft. The front end of the camshafts has a tapered surface for the drive sprocket. To accurately set the valve timing, a technological hole is made in the first journal of each camshaft with a precisely defined angular position relative to the cam profile. When assembling the camshaft drive, their exact position is ensured by clips that are installed through the holes in the front cover into the technological holes on the first camshaft journals. Technological holes are also used to control the angular position of the cams (valve timing) during engine operation. The first transition journal of the camshaft has two flats with a wrench size to hold the camshaft when attaching the sprocket. Camshaft drive chain, two-stage. The first stage is from the crankshaft to the intermediate shaft, the second stage is from the intermediate shaft to the camshafts. The drive provides a camshaft speed that is half the speed of the crankshaft. The drive chain of the first stage (lower) has 72 links, the second stage (upper) has 82 links. Bush chain, double row with a pitch of 9.525 mm. At the front end of the crankshaft, a sprocket 1 made of nodular cast iron with 23 teeth is mounted on a key. A driven sprocket 5 of the first stage also made of ductile iron with 38 teeth and a driving steel sprocket 6 of the second stage with 19 teeth are simultaneously fixed on the intermediate shaft with two bolts. Camshaft sprockets 9 and 12 made of nodular cast iron with 23 teeth
Lubrication system
The lubrication system is combined, multifunctional: pressure and spray. It is used to cool the pistons and bearings of the turbocharger, the oil under pressure brings the hydraulic bearings and hydraulic tensioners into working condition.
Crankcase ventilation system
Crankcase ventilation system- closed type, acting due to the vacuum in the intake system. Oil baffle 4 is located in the oil separator cover 3.
Cooling system
Cooling system- liquid, closed, with forced circulation of the coolant. The system includes water jackets in the cylinder block and in the cylinder head, water pump, thermostat, radiator, liquid-oil heat exchanger, expansion tank with a special plug, fan with clutch, coolant drain valves on the cylinder block and radiator, sensors: coolant temperature (control system), coolant temperature gauge, coolant overheat indicator. The most advantageous temperature regime of the coolant lies in the range of 80 ... 90 ° C. The indicated temperature is maintained by an automatic thermostat. Maintaining the correct temperature in the cooling system by the thermostat has a decisive effect on the wear of engine parts and the economy of its operation. To control the temperature of the coolant in the instrument cluster of the car there is a temperature gauge, the sensor of which is screwed into the thermostat housing. In addition, there is an emergency temperature indicator in the instrument cluster of the car, which lights up in red when the liquid temperature rises above + 102 ... 109 ° С. Water pump centrifugal type is located and fixed on the chain cover. Water pump drive and the generator is carried out by a 6PK 1220 poly V-belt. The belt is tensioned by changing the position of the tension roller / Power steering fan and pump drive it is carried out by a poly-V-belt 6RK 925. The belt is tensioned by changing the position of the power steering pump pulley.
Air intake and exhaust system
The ZMZ-5143.10 engines use a four-valve gas distribution system for one cylinder, which significantly improves the filling and cleaning of cylinders in comparison with a two-valve one, as well as, in conjunction with the screw shape of the inlet channels, to provide a vortex movement of the air charge for better mixture formation. Air intake system includes: air filter, hose, turbocharger inlet pipe, turbocharger 5, turbocharger outlet (discharge) pipe 4, air duct 3, receiver 2, inlet pipe 1, cylinder head inlets, intake valves. The air is supplied at engine start-up by means of a vacuum generated by the pistons and then by a turbocharger with variable charging.
Exhaust Gas Recirculation System (SROG)
The exhaust gas recirculation system is used to reduce the emission of toxic substances (NOx) with the exhaust gases by supplying part of the exhaust gases (exhaust gas) from the exhaust manifold to the engine cylinders. The recirculation of exhaust gases on the engine begins after the coolant has warmed up to a temperature of 20 ... 23 ° C and is carried out in the entire range of partial loads. When the engine is running at full load, the EGR is deactivated.
Engine Management System
The engine control system is designed to start the engine, control it while the vehicle is moving and stop. Main functions of the engine management system ➤ The main functions of this system are:- Glow plug control - to ensure a cold start of the engine and its warming up; - Exhaust gas recirculation control - to reduce the content of nitrogen oxides (NOx) in the exhaust gases; - control of the operation of the electric booster pump (ESP) - to improve the fuel supply; - generating a signal to the car's tachometer - to provide information about the speed of rotation of the engine crankshaft.
Cylinder block The ZMZ 514 engine is cast from special high-strength cast iron, which gives the engine structure rigidity and strength.
Coolant passages forming a cooling jacket are made along the entire height of the block, which improves piston cooling and reduces block deformation from overheating. The cooling jacket is open at the top towards the block head.
In the crankcase of the ZMZ 514 cylinder block, nozzles are installed, designed to cool the pistons with oil.
Cylinder head cast from an aluminum alloy. It has intake and exhaust valves. There are four valves per cylinder: two inlet and two outlet. The intake valves are located on the right side of the head, and the exhaust valves are located on the left. The cylinder head has seats for injectors and glow plugs.
Camshaft made of low carbon alloy steel. The camshaft cams are of different profiles, located asymmetrically about their axes. The rear ends of the shafts are marked with branding: on the inlet shaft - "VP" exhaust shaft - "Vyp"... In the engine, each shaft has five supporting ones. Located in the cylinder head and covered with covers, bored in one piece with the head, therefore, the camshaft bearing covers are not interchangeable.
Each shaft has bearing journals again. The shafts rotate in the support shafts, located in the cylinder head and closed with covers, bored in one piece with the head, therefore, the camshaft support covers are non-replaceable.
The camshafts are held against axial movements by thrust washers installed in the grooves of the front bearing caps and by protruding protruding parts entering the grooves on the first bearing journals of the camshafts.
Pistons cast from an aluminum alloy. On the piston crown, the marking of the size group of the diameter of the piston skirt (letters "A", "B", "Y") is cast and an arrow is marked, necessary for the correct orientation of the piston when installed in the engine (the arrow should be directed towards the front end of the cylinder block). A recess is made at the bottom of the piston skirt, which allows the piston to diverge from the cooling nozzle. There are three grooves in the piston head: compression rings are installed in the upper two, and an oil scraper in the lower one. The groove for the upper compression ring is made in a reinforcing insert made of ni-resist cast iron. Each piston has three rings: two compression rings and one oil scraper. Compression rings are cast iron.
The axis of the hole for the piston pin is displaced by 0.5 mm to the right (in the direction of vehicle movement) from the middle plane of the piston.
Crankshaft cast from ductile iron. The shaft has eight counterweights. It is kept from axial movement by persistent half washers installed on the middle neck. A flywheel is attached to the rear end of the crankshaft. A spacer sleeve and bearing toe of the input shaft of the gearbox are inserted into the flywheel hole.
