Design features of the ZMZ-406 engine

Engines ZMZ-4061, ZMZ-4063 are carburetor, four-cylinder, in-line engines with a microprocessor ignition control system. Cross-section of the engine is shown in fig.

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The main design features of the engine are the upper (in the cylinder head) arrangement of two camshafts with the installation of four valves per cylinder (two intake and two exhaust), increasing the compression ratio to 9.3 due to the combustion chamber with the central position of the spark plug. These technical solutions have increased maximum power and maximum torque, reduced fuel consumption and reduced emissions.

To increase reliability, a cast-iron cylinder block without plug-in liners was used on the engine, which has high rigidity and more stable clearances in friction pairs, the piston stroke was reduced to 86 mm, the mass of the piston and piston pin was reduced, better materials were used for the crankshaft, connecting rods, connecting rod bolts , piston pins, etc.

Camshaft drive - chain, two-stage, with automatic hydraulic chain tensioners; the use of hydraulic pushers of the valve mechanism eliminates the need to adjust the clearances.

The use of hydraulic devices and engine boosting require high quality oil purification, therefore the engine is equipped with a full-flow oil filter of increased efficiency (“superfilter”) of single use. An additional filter element of the filter prevents the ingress of crude oil into the engine when starting a cold engine and clogging of the main filter element.

The auxiliary units (water pump and generator) are driven by a flat poly V-belt.

The engine is equipped with a diaphragm clutch with ellipse-wound clutch plates of the driven disc, which have high durability.

Cylinder block

It is cast from gray cast iron and is integral with the cylinders and with the upper part of the crankcase. There are coolant passages between the cylinders.

On the upper plane of the block there are ten M14X1.5 threaded holes for attaching the cylinder head. In the lower part of the block, there are five main bearings of the crankshaft. Main bearing caps are made of ductile iron; each cover is fixed to the block with two M 12x1.25 screws. The ends of the third cover are machined together with a block for installing thrust bearing washers. Bearing caps are bored assembled with the block, and therefore must be reinstalled during repairs. For ease of installation on all covers, except for the third, their serial numbers are stamped ("1", "2", "4", "5")

To the front end of the block, through paronite gaskets (left and right), a camshaft drive chain cover cast from an aluminum alloy with a rubber gland for sealing the toe of the crankshaft is attached.

Attached to the rear end of the block are: with six MB bolts a cover with a rubber gland for sealing the rear end of the crankshaft.

Cylinder head

Cast from aluminum alloy (common to all cylinders). The inlet and outlet channels are made separately for each of the sixteen valves and are located: inlet - on the right, outlet - on the left side of the head.

The valve seats are located in two rows relative to the longitudinal axis of the engine. Each cylinder has two intake and two exhaust valves. The valve stems are inclined to the longitudinal vertical plane of the cylinder head: intake -17 °, exhaust - 18 °.

All valve seats and guides are plug-in. The seats are made of high-temperature cast iron, the guide bushings are made of gray cast iron. Due to the high interference when the seat is seated in the seat and the guide sleeve into the head bore, they are securely seated.

The cylinder head is attached to the block with ten M14X1.5 bolts. Flat steel heat-strengthened washers are placed under the bolt heads. Between the head and the block, assembled with a chain cover, a gasket made of asbestos cloth reinforced with a metal frame and covered with graphite is installed. The windows in the gasket for the combustion chambers and the oil channel opening are edged with tin. Compressed gasket thickness 1.5 mm.

In the upper part of the cylinder head there are two rows of supports for the camshaft journals - intake and exhaust, in each row there are five supports. The bearings are formed by a cylinder head and removable aluminum covers. The front cover is common to the front supports of the intake and exhaust camshafts, is attached to the head with four, the rest of the covers - with two M8 bolts. The correct position of the front cover is ensured by two locating pins-bushings pressed into the cylinder head.

The caps of the supports are bored together with the head, and therefore, during repairs, they must be installed in their places.

crank mechanism

The pistons are cast from high silicon aluminum alloy and heat treated. The piston head is cylindrical. The bottom of the piston is flat with four counter bores for the valves, which prevent the valve discs from touching (striking) the piston bottom when the valve timing is incorrect, caused, for example, by an open camshaft drive chain.

In the upper part of the cylindrical surface of the pistons, three grooves are machined: compression rings are installed in the upper two, and an oil scraper in the lower one.

Piston rings. Compression rings are cast iron. The upper ring has a barrel-shaped working surface to improve the running-in and is covered with a layer of porous chromium; the working surface of the lower ring is covered with a layer of tin with a thickness of 0.006-0.012 mm or has a phosphate coating, which is applied to the entire surface, with a thickness of 0.002-0.006 mm. There is a groove on the inner surface of the lower compression ring. This ring should be installed on the piston with the groove facing up towards the piston crown. Violation of this condition causes a sharp increase in oil consumption and engine smoke.

The oil scraper ring is assembled, three-piece, consists of two steel annular discs and one dual-function expander, which acts as a radial and axial expander. The working surface of the annular discs is chrome-plated.

The connecting rods are steel, forged with an I-beam. A thin-walled tin bronze bushing is pressed into the piston head of the connecting rod. The crank head is separable.

The crank cover is attached to the connecting rod with two bolts with a ground seat. Cap bolts and connecting rod bolt nuts are made of alloy steel and heat treated. The connecting rod bolt nuts have a self-locking thread and therefore do not additionally lock.

The connecting rod caps must not be swapped from one connecting rod to another. To prevent a possible error on the connecting rod and on the cover (on the boss for the bolt), the serial numbers of the cylinders are stamped. They should be on one side. In addition, the grooves for the retaining lugs of the bushings in the connecting rod and the cover must also be on the same side.

Liners. The main and connecting rod bearings of the crankshaft consist of thin-walled bushings made of a low-carbon steel strip, cast in a thin layer of antifriction high-tin aluminum alloy. for connecting rod bearings.

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1 - crankshaft sprocket; 2 - hydraulic tensioner of the lower chain; 3 - soundproof rubber washer; 4 - plug; 5 - shoe of the lower chain hydraulic tensioner; 6 - lower chain; 7 - driven sprocket of the intermediate shaft: - driving sprocket of the intermediate shaft; 9 - upper chain hydraulic tensioner shoe; 10 - hydraulic tensioner of the upper chain; 11 - top chain; 12 - alignment mark on an asterisk; 13 - locating pin; 14 - asterisk of the intake camshaft; 15 - upper chain damper; 16 - an asterisk of the exhaust camshaft; 17 - the upper plane of the cylinder head; 18 - medium chain damper; 19 lower chain damper; 20 - chain cover; M1 and M2 are alignment marks on the cylinder block.

A fitting is screwed into the exhaust gas pipeline to supply part of the exhaust gases to the recirculation valve.

The camshafts are cast iron. The engine has two camshafts for intake and exhaust valves. The camshaft cam profiles are the same. To achieve high wear resistance, the running surface of the cams is bleached to high hardness during the casting of the camshaft.

Each shaft has five bearing journals. The first neck has a diameter of 42 mm, the rest - 35 mm. The shafts rotate in bearings formed by an aluminum head and aluminum covers, bored in assembly.

The cams are offset in width by 1 mm relative to the axis of the hydraulic pushers, which, when the engine is running, gives the pusher a rotational movement. As a result, the wear of the end of the pusher and the hole for the pusher is reduced and makes it uniform.

From axial movements, each camshaft is held by a thrust heat-strengthened steel or plastic flange, which enters the groove of the front support cover into the groove on the front camshaft journal

The camshaft drive (fig) is 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 chain of the first stage (lower) has 70 links, the second stage (upper) has 90 links. Bush chain, double row with a pitch of 525 mm. On the crankshaft there is a sprocket made of ductile iron with 23 teeth. On the intermediate shaft there is a driven first stage sprocket, also made of ductile iron with 38 teeth, and a driving steel second stage sprocket with 19 teeth. The camshafts are equipped with sprockets 14 and 16z of high-strength cast iron with 23 teeth. The camshaft sprocket is mounted on the front flange and the dowel pin is secured with a central bolt M 12x1.25. The camshafts rotate twice as slow as the crankshaft. On the ends of the crankshaft sprocket of the driven intermediate shaft sprocket and sprockets; camshafts there are timing marks that serve to correctly install the camshafts and ensure the specified valve timing. Each chain (lower 6 and upper1) is tensioned automatically by hydraulic tensioners 2 and 10. The hydraulic tensioners are installed in bore holes: the lower one - in the chain cover 20, the lower one - in the cylinder head - and are closed with aluminum covers fixed on the chain cover and to the cylinder head two bolts M 8 through paronite gaskets. The body of the hydraulic tensioner, through the sound-insulating rubber washer 3, abuts against the cover, and the plunger through the shoe acts on the non-working branch of the chain.

The working branches of the chains pass through the dampers 15, 18 and 19, made of plastic and purchased with two M8 bolts each: the lower 19 at the front end of the cylinder block, the upper 15 middle 18 at the front end of the cylinder head.

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1 - valve assembly; 2 - locking ring; 3 - plunger; 4 - body; 5 - spring; 6 - retaining ring.

The hydraulic pusher is installed on the engine in a "charged" state, when the plunger 3 is held in the housing 4 by the retaining ring 6.

In working condition, the hydraulic tensioner is "discharged" when the retaining ring 6 is removed from the groove in the housing and does not hold the plunger.

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1 - bolt; 2 - locking plate; 3 - leading sprocket; 4 - driven sprocket; 5 - front shaft sleeve; 6 - intermediate shaft; 7 - intermediate shaft pipe; 8 - driven gear wheel of the oil pump drive; 9 - nut; 1C - drive gear of the oil pump drive; 11 - rear shaft sleeve; 12 - cylinder block; 13 - intermediate shaft flange; 14 pin.

The intermediate shaft (Fig.) - steel, two-bearing, installed in the tides of the cylinder block, on the right. The outer surface of the shaft is carbon-nitrided to a depth of 0.2-0.7 mm and heat-treated.

The intermediate shaft rotates in bushings pressed into the bore holes in the cylinder block. Front 5 and rear 10 steel-aluminum bushings.

From axial movements, the intermediate shaft is held by a steel flange 13, which is located between the end of the front shaft journal and the hub of the driven sprocket 4 with a clearance of 0.05-0.2 mm and is fixed with two M8 bolts to the front end of the cylinder block.

The axial clearance is provided by the dimensional difference between the length of the shoulder on the shaft and the thickness of the flange. To increase wear resistance, the flange is hardened, and to improve running-in, the end surfaces of the flange are ground and phosphated.

A driven sprocket is installed on the front cylindrical protrusion of the shaft 4. The driving sprocket 3 is installed with a cylindrical protrusion in the hole of the driven sprocket 4, and its angular position is fixed by a pin 14 pressed into the hub of the driven sprocket 4. Both sprockets are "pass-through" fastened with two bolts 1 (M8) to intermediate shaft. The bolts are counterbalanced by a bend on their edge of the corners of the lock plate 2.

On the shank of the intermediate shaft by means of a key and a nut 9, the leading helical gear 10 of the oil pump drive is fixed.

The free surface of the intermediate shaft (between the bearing journals) is hermetically sealed by a thin-walled steel pipe 7, pressed into the tides of the cylinder block.

The valves are driven from the camshafts directly through hydraulic pushers 8 (Fig), for which guide holes are made in the cylinder head.

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1 - inlet valve; 2 - cylinder head; 3 - intake camshaft; 4 - valve spring plate; 5 - slinger cap; 6 outer valve spring; 7 - exhaust camshaft; 8 - hydraulic pusher; 9 - valve cracker; 10 - exhaust valve; 11 - internal valve spring; 12 - support washer of valve springs.

The valve drive is closed from above by a cover made of aluminum alloy, with a labyrinth oil deflector fixed on the inside with three oil-diverting rubber tubes. The valve cover is attached to the cylinder head with eight bolts with a diameter of 8 mm through a rubber gasket and rubber seals for the spark plug wells.

On top of the valve cover, an oil filler cap and two ignition coils are installed.

The valves are made of heat-resistant steels: the inlet valve is made of chromium-silicon, the outlet is made of chromium-nickel-manganese steel and is nitrided. A heat-resistant chromium-nickel alloy is additionally deposited on the working chamfer of the exhaust valve.

The diameter of the valve stem is 8 mm. The intake valve disc has a diameter of 37 mm and the exhaust valve 31.5 mm. The angle of the working chamfer of both valves is 45-30 ". At the end of the valve stem, grooves are made for crackers 9 (see Fig. 4.3.10) of the valve spring plate 4. The valve spring bowls and crackers are made of mild steel and subjected to surface nitrocarburizing.

Two springs are installed on each valve: outer 6 with right winding and inner 11 with left winding. The springs are made of heat-treated high-strength wire 1, shot-blasted. A supporting steel washer 12 is installed under the springs. Valves 1 and 10 operate in guide bushings made of gray cast iron. The inner bore of the bushings is finally processed: after they are pressed into the head. The valve bushings are equipped with retaining rings that prevent spontaneous movement of the bushings during cooking.

To reduce the amount of oil sucked through the gaps between the bushing and the valve stem, oil deflector caps 5 made of oil-resistant rubber are pressed onto the upper ends of all bushings.

Valve mechanism parts: valves, springs, plates, crackers, support washers and slinger caps are interchangeable with similar parts of the VAZ-21083 car engine.

The hydraulic pusher is steel, its body is made in the form of a cylindrical glass, inside which there is a compensator with a check ball valve. On the outer surface of the body there is a groove and a hole for supplying oil to the inside of the pusher from the cylinder head line. To increase wear resistance, the outer surface and end face of the pusher body are nitro-cemented.

Hydraulic pushers are installed in 35 mm holes bored in the cylinder head between valve ends and camshaft cams.

The compensator is located in a guide sleeve installed and welded inside the body of the hydraulic pusher, and is held by a retaining ring. The compensator consists of a piston resting from the inside on the bottom of the hydraulic pusher body, a body that rests on the valve end. A spring is installed between the piston and the compensator housing, which expands them and thereby selects the resulting gap. At the same time, the spring presses the cap of the check ball valve located in the piston. The non-return ball valve passes oil from the cavity of the hydraulic pusher body into the cavity of the compensator and locks this cavity when the cam of the camshaft is pressed against the body of the hydraulic pusher.

Hydraulic pushers automatically provide clearance-free contact of the camshaft cams with the valves, compensating for the wear of the mating parts: cams, ends of the hydraulic pusher body, compensator body, valve, seat chamfers and valve plates.

Engine lubrication system

Engine lubrication system (fig.) - combined: pressure and spray. The lubrication system includes: oil sump 2, oil pump 3 with a suction pipe with a mesh and a pressure reducing valve, oil pump drive, oil channels in the block, cylinder head and in the crankshaft, full-flow oil filter 4, oil level rod indicator 6, oil filler cap 5 , oil pressure sensors 7 and 8.

Rice. 4.3.12.

1 - plug of the oil sump drain hole; 2 - oil sump; 3 - oil pump; 4 - oil filter; 5 - oil filler cap; 6 - rod oil level indicator; 7 - oil pressure gauge sensor; 8 - oil pressure alarm sensor; I - to the hydraulic tensioner of the camshaft drive chain.

The gear type oil pump is installed inside the oil sump. The pump is attached to the cylinder block with two bolts and a holder to the third main bearing cover. Accuracy of installation of the pump is ensured by fitting the body into the hole of the block. The body 2 (Fig.) Of the pump is cast from an aluminum alloy, gears 7 and 5 have straight teeth, made of cermet (sintered metal powder). The pinion gear 1 is fixed to the roller 3 with a pin. A hexagonal hole is made at the upper end of the roller, into which the hexagonal roller of the oil pump drive enters. The driven gear 5 rotates freely on the axis 4, pressed into the pump housing.

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1 - driving gear; 2 - case; 3 - roller; 4 - axis; 5 - driven gear; 6 - partition; 7 - inlet with mesh.

The baffle 6 of the pump is made of gray cast iron and, together with the inlet 7, is attached to the pump with four bolts. The inlet pipe is cast from an aluminum alloy with a pressure reducing valve. On the receiving part of the branch pipe, a mesh is rolled up.

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1 - oil pump drive roller; 2 - roller; 3 -: home gear; 4 - gasket; 5 - bushing; 6 - cover; 7 - key; 8 - driving gear; 9 - intermediate shaft.

On the intermediate shaft with the help of a key 7, a drive gear 8 is installed and secured with a flange nut. The driven gear 3 is pressed onto the roller 2 rotating in the bores of the cylinder block. Bushing 5 is pressed into the upper part of the driven gear, which has an internal hexagonal hole. A hexagonal shaft 1 is inserted into the hole in the bushing, the lower end of which enters the hexagonal hole of the oil pump shaft.

The drive and driven helical gears are made of ductile iron and nitrided.

From above, the drive of the oil pump is closed by a roof 6, secured through a gasket 4 with four bolts.

Oil purification filter. The engine is equipped with a non-separable oil filter 2101C-1012005-NK-2 (Fig.) Produced by PNTP "KOLAN" (Superfilter).

When using these filters, a high quality of oil purification is achieved, therefore, the use of oil filters of other brands, including foreign ones, is not provided.

The main differences in the design of the ZMZ-406 engine from the ZMZ-402 engine

All the main differences, for ease of comparison, will be included in the table

Body parts
Cylinder block	Cast iron	Aluminum with camshaft
Cylinder head	Sixteen-valve with camshafts for intake and exhaust valves	Eight-valve
Gas distribution mechanism	Chain drive, double row, valves are driven directly from the camshaft via hydraulic tappets	Camshaft gear drive, valves are driven via rods
Engine lubrication system		Combined - under pressure and spray
	Gear type	Gear type
	Carried out by a pair of helical gears from the intermediate shaft	A pair of helical gears from the camshaft

Any internal combustion engine needs lubrication of rubbing parts, and engines of the ZMZ family are no exception in this regard. Without constant lubrication, such an engine will work for a maximum of an hour, after which it will simply jam. Its cylinders and valves will be seriously damaged, and it will be extremely difficult to repair such damage. Therefore, the oil pressure in the ZMZ engine is the most important indicator that the car owner must carefully monitor. But on domestic cars with ZMZ engines, the oil pressure very often disappears. Let's try to figure out for what reasons this happens and how it can be eliminated.

About ZMZ engines

Before talking about oil pressure, it is worth introducing the reader to the engine itself. ZMZ engines are produced by the Zavolzhsky Motor Plant. They have 4 cylinders and 16 valves.

ZMZ engines are produced by the Zavolzhsky Motor Plant

These motors are installed on Volga, UAZ, GAZelle, Sobol vehicles. The family includes motors ZMZ-402, 405, 406, 409, 515 and a number of their special modifications. ZMZ engines have their advantages:

• good maintainability;
• simplicity of the device;
• low demands on the quality of fuel.

But there are also disadvantages:

• the timing drive is very cumbersome;
• the reliability of the chain tensioner in the timing drive leaves much to be desired;
• piston rings have an archaic design. As a result, large lubricant losses and power drops are observed;
• the overall quality of casting and heat treatment of individual engine parts is getting worse every year.

Oil pressure rate in ZMZ engines

The pressure in the lubrication system is measured only when the engine is warm and idling. The crankshaft rotation speed at the time of measurement should not exceed 900 rpm. Here are the ideal oil pressure rates:

• for motors ZMZ 406 and 409, a pressure of 1 kgf / cm² is considered ideal;
• for motors ZMZ 402, 405 and 515, the ideal pressure is 0.8 kgf / cm².

It should be noted here that the highest pressure in the lubrication system of the ZMZ engine can theoretically reach 6.2 kgf / cm², but in practice this almost never happens. As soon as the oil pressure reaches 5 kgf / cm², the pressure reducing valve in the motor opens and the excess oil goes back to the oil pump. So the oil can reach the critical point only in one case: if the pressure reducing valve is stuck in the closed position, and this happens extremely rarely.

Checking the oil pressure

The oil pressure is displayed on the car dashboard. The problem is that it is far from always possible to trust these numbers, since the devices can also fail and begin to give incorrect readings. It often happens that the oil pressure is normal, but the instruments show that there is no pressure at all. For this reason, it is advisable to simply inspect the vehicle. Here's how to do it:

If all of the above measures did not work, and the cause of the low pressure was not identified, the last way remains: use an additional pressure gauge.

Signs of a drop in oil pressure

If the oil pressure in the engine drops sharply, it is impossible not to notice it. Here are the main signs that something is wrong with the engine lubrication system:

• the motor began to overheat quickly. At the same time, the exhaust gas becomes larger, and the exhaust has a black color, which is especially noticeable when the car picks up speed;
• bearings and other parts subject to intense friction began to wear out very quickly;
• the engine began to pound and vibrate. The explanation is simple: there is little lubrication in the motor, the rubbing parts gradually wear out and the gaps between them increase. In the end, the details become loose, begin to knock and vibrate;
• the smell of burning in the cabin. If the oil pressure is lowered, it begins to oxidize at a faster rate and burns out. And the driver smells the combustion products.

Reasons for lowering oil pressure and their elimination

First of all, it should be noted that a drop in oil pressure is a malfunction, which is a common "disease" of all engines of the ZMZ family, regardless of their model. There are no special nuances associated with this malfunction and characteristic of any particular engine from the ZMZ family. For this reason, below we will consider the reasons for the drop in oil pressure in the ZMZ-409 engine, which is currently the most popular in our country. Here it should be said that the most common reason for a drop in oil pressure is an incorrect viscosity index, aka SAE. Due to this driver error, the engine oil can become too thin in hot weather. Or vice versa, in severe frost, it can quickly thicken. Therefore, before looking for a problem in the engine, the car owner should ask himself a simple question: did I fill in the oil?

A sharp drop in engine oil

If the oil pressure in the ZMZ engine drops sharply, then this can happen for two reasons:

It should be noted here that the above breakdowns are quite rare. For this to happen, the driver must absolutely "start" the engine and not change the oil in it for years, or use a lubricant that is not suitable in terms of viscosity for a long time.

Gradual drop in oil pressure

This problem is very common in all engines of the ZMZ family, without exception. It can arise due to many factors: these are design errors, which were mentioned above, and improper maintenance, and natural wear of parts, and much more. Here are the most common causes of a gradual drop in oil pressure:

• oil filter wear. Gazelle drivers strongly recommend changing these filters every 5-6 thousand km, and changing the oil every 10 thousand km. If this is not done, a dirty sludge forms in the oil, no matter how good it is, which gradually clogs the oil filter. And the driver at this moment observes the above signs of a drop in oil pressure;

  Oil filters on ZMZ engines should be changed as often as possible

• general engine wear. First of all, this applies to the intermediate shaft, on which the main pressure losses take place. This is due to wear on the shaft support sleeves. The hydraulic chain tensioner can also wear out, which also does not differ in durability. In addition, the cylinder head itself and the camshafts are often worn out. At the slightest wear in this system, the pressure begins to drop, and the oil consumption gradually increases. A worn-out oil pump, which is simply not able to supply a sufficient amount of lubricant to the motor, can also cause a pressure drop. And finally, hydraulic lifters on the valves can fail, which also reduces the lubricant pressure. There is only one solution to all of the above problems: engine overhaul;
• wear of the pressure reducing valve. There is a spring in the pressure reducing valve that can weaken over time. As a result, part of the oil goes back to the oil pump, which leads to a decrease in oil pressure. Some motorists solve the problem simply: they put a couple of small washers under the spring in the valve. But this, as you might guess, is only a temporary measure. And the only correct solution is to replace the pressure reducing valve with a new one (it will not work to purchase a new spring for the valve - they are not sold separately);

  The spring is the main component of the pressure reducing valve in the ZMZ motor

• oil cooler leak. Radiators, in which the oil is cooled, are on many cars with ZMZ engines. However, these radiators are used extremely rarely, as their quality leaves much to be desired. Of particular note is the oil cooler tap. This tap is constantly leaking. Solution: refuse to use an oil cooler, because with the correct selection of oil, the need for this device simply disappears. Or the second option: put a high-quality valve on the radiator (preferably a ball valve, made in Germany, but by no means Chinese).

Video: looking for the cause of the drop in oil pressure in the ZMZ engine

So, there are many reasons causing a drop in oil pressure in engines of the ZMZ family. Some of them are the result of "congenital diseases" of this motor. Others are the result of the driver's own carelessness, and still others are the result of banal mechanical wear and tear. Most of these problems can be eliminated on their own, but the overhaul of the motor will have to be entrusted to a qualified specialist.

Lubrication system (Fig. 1.18) - combined, with the supply of oil to the rubbing surfaces under pressure and spraying and automatic control of the oil temperature by a thermal valve. Hydraulic valve lifters and chain tensioners are lubricated and operated under oil pressure.

The lubrication system includes: oil sump, oil pump with suction pipe and pressure reducing valve, oil pump drive, oil channels in the cylinder block, cylinder head and crankshaft, full-flow oil filter, oil dipstick, thermal valve, oil filler cap, oil drain plug , emergency oil pressure sensor and oil cooler.

Oil circulation is as follows. Pump 1 sucks in oil from the crankcase 2 and supplies it to the thermal valve 4 through the channel of the cylinder block.

At an oil pressure of 4.6 kgf / cm2 the pressure relief valve 3 of the oil pump opens and the oil is bypassed back to the pump suction zone, thereby reducing the pressure increase in the lubrication system.

Maximum oil pressure in the lubrication system - 6.0 kgf / cm2 .

At oil pressure above 0.7-0.9 kgf / cm2 and temperatures above 79-83 ° C, the thermal valve begins to open the passage for the oil flow into the radiator, which is discharged

through fitting 9. Temperature of full opening of the thermal valve channel - 104-114 ° С. Cooled oil from the radiator returns to the oil sump through hole 22. After the thermal valve, the oil flows to the full-flow oil filter 6.

The purified oil from the filter enters the central oil line 5 of the cylinder block, from where it is fed through channels 18 to the main bearings of the crankshaft, through channels 8 - to the intermediate shaft bearings, through channel 7 - to the upper bearing of the oil pump drive shaft and is also supplied to the lower hydraulic tensioner camshaft drive chains.

From the main bearings, oil through the internal channels 19 of the crankshaft 20 is supplied to the connecting rod bearings and from them through the channels 17 in the connecting rods it is supplied to lubricate the piston pins. To cool the piston, oil is sprayed onto the piston crown through a hole in the upper connecting rod head.

From the upper bearing of the drive shaft of the oil pump, oil is supplied through the cross bores and the inner cavity of the roller to lubricate the lower bearing of the roller and the bearing surface of the driven gear of the drive (see Fig. 1.21). The oil pump drive gears are lubricated by a jet of oil sprayed through a hole in the central oil line.

Rice. 1.18. Lubrication system diagram: 1 - oil pump; 2 - oil sump;

3 - reducing valve of the oil pump; 4 - thermal valve; 5 - central oil line; 6 - oil filter; 7, 8, 10, 11, 12, 14, 17, 18, 19 - oil supply channels; 9 - fitting of the thermal valve to drain the oil into the radiator; 13 - cover of the oil filler pipe; 15 - handle of the oil level indicator; 16 - oil pressure alarm sensor; 20 - crankshaft; 21 - rod oil level indicator; 22 - hole for connecting the fitting of the hose for supplying oil from the radiator; 23 - oil drain plug

From the central oil line, oil through channel 10 of the cylinder block enters the cylinder head, where it is fed through channels 12 to the camshaft supports, through channels 14 to the hydraulic pushers, and through channel 11 to the hydraulic tensioner of the upper camshaft drive chain.

Leaking out of the clearances and flowing into the oil sump at the front of the cylinder head, oil enters the chains, tensioner arms and camshaft sprockets.

At the rear of the cylinder head, oil flows into the oil sump through a hole in the head through a hole in the tide of the cylinder block.

Filling of oil into the engine is carried out through the oil filler pipe of the valve cover, which is closed by a cover 13 with a sealing rubber gasket. The oil level is controlled by the marks on the oil level indicator 21: the upper level - "MAX" and the lower - "MIN". The oil is drained through a hole in the oil crankcase, closed by a drain plug 23 with a gasket.

Oil cleaning is carried out by a mesh installed on the intake manifold of the oil pump, by filtering elements of a full-flow oil filter, as well as by centrifugation in the crankshaft channels.

Oil pressure control is carried out by the emergency oil pressure indicator (indicator lamp on the instrument panel), the sensor 16 of which is installed in the cylinder head. The oil pressure alarm indicator lights up when the oil pressure drops below 40-80 kPa (0.4-0.8 kgf / cm2 ).

Oil pump (Fig. 1.19) - gear type, installed inside the oil sump, fastened with a gasket with two bolts to the cylinder block and a holder to the cover of the third main bearing.

The driving gear 1 is fixedly fixed on the roller 3 by means of a pin, and the driven gear 5 rotates freely on the axis 4, pressed into the pump housing 2. At the upper end of the roller 3, a hexagonal hole is made, into which the hexagonal roller of the oil pump drive enters.

The centering of the pump drive shaft is achieved by seating the cylindrical protrusion of the pump housing in the cylinder block bore.

The pump body is cast from aluminum alloy, baffle 6 and gears are made of cermet. An inlet pipe 7 with a mesh, in which a pressure reducing valve is installed, is fastened to the body with three screws.

Rice. 1.19. Oil pump: 1 - driving gear; 2 - case; 3 - roller; 4 - axis; 5 - driven gear; 6 - partition; 7 - inlet pipe with mesh and pressure reducing valve.

Pressure reducing valve (fig. 1.20)- plunger type, located in the inlet pipe of the oil pump. The valve plug is made of steel; to increase the hardness and wear resistance of the outer working surface, it is subjected to nitrocarburizing.

The pressure reducing valve is adjusted at the factory by selecting washers 3 of a certain thickness. It is not recommended to change the valve adjustment during operation.

Rice. 1.20. Pressure reducing valve: 1 - plunger; 2 - spring; 3 - washer; 4 - cotter pin

Oil pump drive(Fig. 1.21) - carried out by a pair of helical gears from the intermediate shaft 1 of the camshaft drive.

On the intermediate shaft with the help of a segmented key 3, a drive gear 2 is installed and secured with a flange nut. The driven gear 7 is pressed onto a roller 8 rotating in the bores of the cylinder block. A steel sleeve 6 is pressed into the upper part of the driven gear, having

internal hex hole. A hexagonal shaft 9 is inserted into the hole of the bushing, the lower end of which enters the hexagonal hole of the oil pump shaft.

From above, the drive of the oil pump is closed by a cover 4, secured through a gasket 5 with four bolts. The driven gear when rotating by its upper end surface is pressed against the drive cover.

Rice. 1.21. Oil pump drive: 1 - intermediate shaft; 2 - driving gear;

3 - key; 4 - cover; 5 - gasket; 6 - bushing; 7 - driven gear; 8 - roller: 9 - hexagonal roller of the oil pump drive

The drive and driven helical gears are made of ductile iron and nitrided to improve their wear resistance. The hexagonal roller is made of alloy steel and carbon nitrated. Drive roller

8 steel, with local hardening of the supporting surfaces by high-frequency currents.

Oil filter (fig. 1.22). The engine is equipped with full-flow single-use oil filters of non-separable design 2101S-1012005-NK-2, f. "KOLAN", Ukraine, 406.1012005-01

f. "Avtoagregat", Livny or 406.1012005-02 f. "BIG-filter", St. Petersburg.

For installation on the engine, use only specified oil filters, which provide high quality oil filtration.

Filters 2101C-1012005-NK-2 and 406.1012005-02 are equipped with a bypass valve filter element, which reduces the likelihood of crude oil entering the lubrication system when starting a cold engine and maximum contamination of the main filter element.

Rice. 1.22. Oil filter: 1 - spring; 2 - case; 3 - filter element of the bypass valve; 4 - bypass valve; 5 - the main filter element; 6 - anti-drain valve; 7 - cover; 8 - gasket

Oil purification filters 2101C-1012005-NK-2 and 406.1012005-02 work as follows: oil is supplied through the holes in the cover 7 under pressure into the cavity between the outer surface of the main filter element 5 and the body 2, passes through the filter curtain of element 5, is cleaned and enters through the central hole of the cover 7 into the central oil line.

In case of extreme contamination of the main filter element or cold start, when the oil is very thick and hardly passes through the main filter element, the bypass valve 4 opens and the oil flows into the engine, being cleaned by the filter element 3 of the bypass valve.

The anti-drain valve 6 prevents oil from leaking out of the filter when the car is parked and subsequent "oil starvation" at start-up.

The filter 406.1012005-01 is designed similarly to the oil filters presented above, but does not contain the filter element 3 of the bypass valve.

The oil filter must be replaced at TO-1 (every 10,000 km of run) simultaneously with the oil change.

WARNING

The manufacturer installs a reduced volume oil filter on the engines, which must be replaced during maintenance after running the first 1000 km to one of the above filters.

Thermal valve designed for automatic regulation of oil supply to the oil cooler depending on the temperature of the oil and its

pressure. On the engine, a thermal valve is installed between the cylinder block and the oil filter.

The thermal valve consists of a body 3, cast from an aluminum alloy, two valves: a safety valve, consisting of a ball 4 and a spring 5, and a bypass valve, consisting of a plunger 1 controlled by a thermal power sensor 2 and a spring 10; threaded plugs 7 and 8 with gaskets 6 and 9. The oil supply hose to the radiator is connected to the fitting 11.

Rice. 1.23. Thermal valve: 1 - plunger; 2 - thermopower sensor; 3 - thermal valve body; 4 - ball; 5 - ball valve spring; 6 - gasket; 7, 8 - cork; 9 - gasket; 10 - plunger spring; 11 - fitting

From the oil pump, oil is supplied under pressure to cavity A of the thermal valve. At oil pressure above 0.7-0.9 kgf / cm2 the ball valve opens and oil flows into channel B of the thermal valve body B to plunger 1. When the oil temperature reaches 79-83 ° C, the piston of the thermal power element 2, washed by a stream of hot oil, begins to move plunger 10, opening the way for the oil flow from channel B to the oil cooler ...

The ball valve protects the rubbing engine parts from an excessive drop in oil pressure in the lubrication system.

Oil radiatoris a coil made of aluminum tube and serves for additional cooling of the oil. The oil cooler is connected to the engine oil line with a rubber hose through a thermal valve that operates automatically. The oil from the radiator is drained through a hose into the oil sump.

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Pressure reducing valve- plunger type, located in the inlet pipe of the oil pump. The valve plug is made of steel; to increase the hardness and wear resistance of the outer working surface, it is subjected to nitrocarburizing.

The pressure reducing valve is adjusted at the factory by selecting washers 3 of a certain thickness. It is not recommended to change the valve adjustment during operation.

Oil pump drive- carried out by a pair of helical gears from the intermediate shaft 1 of the camshaft drive.

On the intermediate shaft using a segmented key 3, a drive gear 2 is installed and secured with a flange nut.

A steel sleeve 6, which has an internal hexagonal hole, is pressed into the upper part of the driven gear.

A hexagonal shaft 9 is inserted into the hole of the bushing, the lower end of which enters the hexagonal hole of the oil pump shaft.

From above, the drive of the oil pump is closed by a cover 4, secured through a gasket 5 with four bolts.

The driven gear when rotating by its upper end surface is pressed against the drive cover.

The drive and driven helical gears are made of ductile iron and nitrided to improve their wear resistance.

The hexagonal roller is made of alloy steel and carbon nitrated. The drive roller 8 is steel, with local hardening of the supporting surfaces by high-frequency currents.

Oil filter- full-flow single-use oil filters of non-separable design are installed on the engine.

Filters 2101C-1012005-NK-2 and 406.1012005-02 are equipped with a bypass valve filter element, which reduces the likelihood of crude oil entering the lubrication system when starting a cold engine and maximum contamination of the main filter element.

Oil purification filters 2101C-1012005-NK-2 and 406.1012005-02 work as follows: oil through the holes in the cover 7 under pressure is fed into the cavity between the outer surface of the main filter element 5 and the body 2, passes through the filter curtain of element 5, is cleaned and enters through the central hole of the cover 7 into the central oil line.

With extreme contamination of the main filter element or cold start, when the oil is very thick and hardly passes through the main filter element, the bypass valve 4 opens and the oil flows into the engine, being cleaned by the filter element 3 of the bypass valve.

The anti-drain valve 6 prevents oil from leaking out of the filter when the car is parked and subsequent "oil starvation" at start-up.

The filter 406.1012005-01 is designed similarly to the oil filters presented above, but does not contain the filter element 3 of the bypass valve.

The oil filter must be replaced at TO-1 (every 10,000 km of run) simultaneously with the oil change.

Thermal valve- designed for automatic feed control

oil into the oil cooler depending on the oil temperature and its pressure. On the engine, a thermal valve is installed between the cylinder block and the oil filter.

The thermal valve consists of a body 3, cast from an aluminum alloy, two valves: a safety valve, consisting of a ball 4 and a spring 5, and a bypass valve, consisting of a plunger 1 controlled by a thermal power sensor 2 and a spring 10; threaded plugs 7 and 8 with gaskets 6 and 9. The oil supply hose to the radiator is connected to the fitting 11.

From the oil pump, oil is supplied under pressure to the cavity of the thermal valve A. When the oil pressure is above 0.7 ... 0.9 kgf / cm, the ball valve opens and the oil enters the channel of the thermal valve body B to plunger 1.

When the oil temperature reaches 81 ± 2 ° C, the piston of the thermal power element 2, washed by a stream of hot oil, begins to move the plunger 10, opening the way for the oil flow from channel B to the oil cooler.

The ball valve protects the rubbing engine parts from an excessive drop in oil pressure in the lubrication system.

Four-cylinder in-line engine, equipped with an integrated microprocessor
fuel injection and ignition control system (KMSUD).

Engine type mod. 4062 on the left side:

1 - drain plug;
2 - oil sump;
3 - exhaust manifold;
4 - engine support bracket;
5 - valve for draining the coolant;
6 - water pump;
7 - coolant overheat lamp sensor
liquids;
8 - the sensor of the gauge of temperature of the cooling
liquids;
9 - tempera sensor;
10 - thermostat;
11 - emergency lamp sensor
oil pressure;
12 - pressure gauge sensor
oils;
13 - crankcase ventilation hose;
14 - oil level indicator (dipstick);
15 - ignition coil;
16 - phase sensor;
17 - heat-insulating screen
The cylinder block is cast from gray cast iron. There are channels between the cylinders for
coolant. The cylinders are designed without insert sleeves. At the bottom of the block
there are five bearings of the crankshaft main bearings. Indigenous caps
The bearings are made of ductile iron and are attached to the block with two bolts. Lids
bearings are bored with the block, so they cannot be swapped.
On all covers, except for the third bearing cover, their serial numbers are stamped.
The cover of the third bearing together with the block is machined at the ends for installation
thrust bearing half washers. The chain cover is bolted to the ends of the block and
stuffing box with crankshaft cuffs. An oil sump is attached to the bottom of the block.
On top of the block is a cylinder head, cast from aluminum
alloy. It has intake and exhaust valves. For each cylinder
installed four valves, two inlet and two outlet. Inlet valves
located on the right side of the head, and the outlet on the left. Valve drive
is carried out by two camshafts through hydraulic tappets.
The use of hydraulic pushers eliminates the need to adjust the clearances in the drive
valves, as they automatically compensate for the gap between the cams
camshafts and valve stems. Outside on the body of the hydraulic pusher
there is a groove and a hole for supplying oil inside the hydraulic pusher from oil
highways.

Engine type mod. 4062 on the right side:

1 - synchronization disk;
2 - sensor of rotation frequency and synchronization;
3 - oil filter;
4 - starter;
5 - knock sensor;
6 - pipe for draining the coolant;
7 - air temperature sensor;
8 - inlet pipe;
9 - receiver;
10 - ignition coil;
11 - idle speed regulator;
12 - throttle;
13 - hydraulic chain tensioner;
14 - generator
The hydraulic pusher has a steel body, inside which a guide is welded
sleeve. An expansion joint with a piston is installed in the sleeve. The compensator is held in
sleeve with a retaining ring. An expansion joint is installed between the expansion joint and the piston.
spring. The piston rests against the bottom of the hydraulic pusher housing. Simultaneously
the spring presses the ball check valve body. When the cam
the camshaft does not press on the hydraulic pusher, the spring presses through
the piston the body of the hydraulic pusher to the cylindrical part of the camshaft cam
shaft, and the compensator - to the valve stem, while choosing the clearances in the drive
valves. The ball valve is open in this position and oil flows into the
hydraulic pusher. As soon as the camshaft cam rotates and presses on
pusher body, the body will drop down and the ball valve will close. Butter,
located between the piston and the compensator begins to work as a solid.
The hydraulic tappet moves downward under the action of the camshaft cam and opens the valve.
When the cam, turning, stops pressing on the body of the hydraulic pusher, it is under
the action of the spring moves upward, opening the ball valve, and the entire cycle
repeats again.

Cross section of the engine mod. 4062

1 - oil sump;
2 - oil pump receiver;
3 - oil pump;
4 - oil pump drive;
5 - gear wheel of the intermediate shaft;
6 - cylinder block;
7 - inlet pipe;
8 - receiver;
9 - intake camshaft
valves;
10 - inlet valve;
11 - valve cover;
12 - exhaust camshaft
valves;
13 - oil level indicator;
14 - hydraulic valve pusher;
15 - external valve spring;
16 - valve guide sleeve;
17 - exhaust valve;
18 - cylinder head;
19 - exhaust manifold;
20 - piston;
21 - piston pin;
22 - connecting rod;
23 - crankshaft;
24 - connecting rod cover;
25 - main bearing cover;
26 - drain plug;
27 - pusher body;
28 - guide sleeve;
29 - compensator body;
30 - retaining ring;
31 - compensator piston;
32 - ball valve;
33 - ball valve spring;
34 - ball valve body;
35 - expanding spring
Seats and guide bushings are installed in the block head with a high interference
valves. In the lower part of the block head there are combustion chambers, in the upper part -
the camshaft supports are located. The supports are equipped with aluminum
cover. The front cover is common to the inlet and outlet supports.
camshafts. This cover contains plastic stop
flanges that fit into the grooves on the camshaft journals. Lids
are bored together with the block head, so they cannot be swapped. On
all covers, except for the front one, have serial numbers stamped.

Camshaft cover installation diagram

The camshafts are cast iron. Intake and exhaust cam profiles
the shafts are the same. The cams are offset by 1.0 mm relative to the axis of the hydraulic pushers, which
makes them rotate when the engine is running. This reduces surface wear
hydraulic pusher and makes it uniform. The top of the block is closed with a lid on top,
cast from aluminum alloy. The pistons are also cast from an aluminum alloy. On
the bottom of the piston has four valve recesses, which prevent
strokes of the piston on the valves in case of violation of the valve timing. For the correct
installation of the piston into the cylinder on the side wall near the boss under the piston pin is cast
inscription: "Before". The piston is installed in the cylinder so that this inscription is
facing the front of the engine.
Each piston has two compression rings and one oil scraper ring.
Compression rings are cast iron. Barrel-shaped work surface of the upper
the ring is covered with a layer of porous chromium, which improves the running-in of the ring. Working
the surface of the lower ring is coated with a layer of tin. On the inner surface of the bottom
the ring has a groove. The ring must be installed on the piston with this groove.
up to the bottom of the piston. The oil scraper ring consists of three elements: two
steel discs and expander. The piston is attached to the connecting rod using a piston
"floating type" finger, i. e. the pin is not secured in either the piston or the connecting rod. From
the movement of the pin is held by two snap rings, which
installed in the grooves of the piston bosses. Forged steel connecting rods, with a rod
I-section. A bronze bushing is pressed into the upper head of the connecting rod.
The lower connecting rod head with a cover that is fastened with two bolts. Connecting rod nuts
the bolts have a self-locking thread and therefore do not additionally lock.
The connecting rod caps are processed together with the connecting rod, and therefore they cannot
rearrange from one connecting rod to another. Numbers are stamped on connecting rods and connecting rod caps
cylinders. For cooling the piston crown with oil in the connecting rod and upper head
holes are made. The mass of pistons assembled with connecting rods must not differ
more than 10g for different cylinders. The lower head of the connecting rod is installed
thin-walled connecting rod bearings. The crankshaft is cast from ductile iron.
The shaft has eight counterweights. It is held against axial movement by persistent
half washers installed on the middle neck. To the rear end of the crankshaft
flywheel attached. A spacer sleeve and bearing are inserted into the flywheel bore
input shaft of the gearbox.
Cylinder numbers are stamped on the connecting rods and connecting rod caps. For cooling the bottom
the piston with oil in the rod of the connecting rod and the upper head are holes. Weight
pistons assembled with connecting rods should not differ by more than 10 g for different
cylinders. Thin-walled connecting rods are installed in the lower head of the connecting rod
liners. The crankshaft is cast from ductile iron. The shaft has eight
counterweights. It is kept from axial movement by persistent half washers,
installed on the middle neck. Attached to the rear end of the crankshaft
flywheel. A spacer sleeve and a primary bearing are inserted into the flywheel hole.
shaft of the gearbox.