The UAZ 469 car was developed for the Soviet army and was used mainly for servicing and transporting command personnel. In the post-Soviet space, this vehicle is quite common, and in the army of the CIS countries this car is still actively used, despite its age.
Specifications
The 451MI engine was installed on UAZ 469 vehicles, which was in many ways similar to the Volgovsky ZMZ 402. The UAZ 469 engine replaced the outdated GAZ-69 as a modernized vehicle. During the development, many design features were taken from the GAZ-21 and GAZ-24.
In parallel with this, a civilian version of the car was produced with the marking 469B, which was renamed in 1985 and it received the marking - UAZ 31512.
Consider the main technical characteristics that the UAZ 469 engine has, as well as the device:
UAZ-451MI
UAZ-4178
ZMZ-4021.10
Service
Maintenance of the power unit on the UAZ 469 is carried out according to the standard scheme. Thus, the service interval is 15,000 km before the first overhaul. After the restoration of the engine, it is recommended to carry out maintenance every 10-12 thousand km in order to save the resource of the engine.
During maintenance, the engine oil and oil filter are changed. So, basically, motorists like to pour mineral or cheap semi-synthetic oil into the engine. Moreover, if you take mineral water, then it does not get the best quality into the power unit.
Every second for the UAZ engine is a comprehensive replacement of consumables. In it, the vehicle owner must perform the following technical work:
- Change of oil and filter element.
- Replacing the fuel filter.
- Cleaning the carburetor.
- Replacing the air filter element.
- Checking spark plugs.
- Valve train adjustment.
- Checking gaskets for breakdown.
Tuning
Tuning of the UAZ 469 engine with a volume of 2.5 liters is carried out by analogy with the engine produced by ZMZ 402. Since the designs are similar, it is quite easy to tune the power unit.
To increase the power characteristics, it is necessary to bore the cylinder block to a size of 95 mm. In this case, lightweight pistons and a crankshaft are placed in the engine. To ensure maximum effect, it is recommended to replace the block head with an injection head and, accordingly, install an electronic fuel injection system.
Do not forget that lightweight valves and guide bushings should be installed in the new block head. All this will make the motor lighter by several tens of kilograms.
To prevent the power unit from overheating during operation, a kit-set of the cooling system is installed, which includes a sports pump and silicone pipes of the engine cooling system.
Instead of a native copper radiator, a lightweight three-row aluminum radiator is required. Also, you will have to change the high-voltage wires and the ignition system. A separate item is the installation of a new clutch kit, as well as changing the ignition box.
Output
UAZ engines are considered one of the most reliable and quite common, both in the military industry and in civilian practice. Maintenance and repair of the power unit is carried out quite easily and simply with your own hands, thanks to the simple design. Recently, it has become fashionable to carry out tuning of old Soviet vehicles. This moment was not bypassed by the motor for the UAZ 469.
The engine with the UMP 421 index is produced at the production facilities of the Ulyanovsk Motor Plant (UMP). This enterprise has been producing automobile engines since 1970.
Prerequisites for creation
The first products of the plant were the four-cylinder carburetor engines GAZ 21 and ZMZ 451 (both with the same cylinder displacement of 2445 cc). The production of these engines was transferred to Ulyanovsk from the Zavolzhsky Motor Plant. During production, the engines underwent several upgrades, but by 1990-91 they had almost no further prospects for improving the design, increasing power characteristics and simultaneously reducing fuel consumption. By the same time, the need to increase the competitiveness of serial UAZ vehicles in a market economy led to the need to create engines with high torque and maximum power.
Description
By 1996, a new model engine with a cylinder volume of 2890 cc was developed and introduced into serial production, which met the new requirements. The project was named UMP 421. In fact, UMP 421 became the last version of the GAZ 21 engine, which went into production in 1957. Thanks to the increased displacement, enlarged exhaust valves (the diameter increased by 3 mm - up to 39 mm) and a number of other improvements, it was possible to increase the torque to 22.6 kgf / m and the power to 125 hp. (previous models had a torque of no more than 17 kgf / m and a power of no more than 80-90 hp).
Within the framework of the UMP 421 project, there were several dozen engines that differed from each other in the compression ratio, power system, attachments, type of attachment drive and other units. The lubrication system of all motors is combined, from a gear pump. Replacement requires about 6 liters of oil, semi-synthetic oil is recommended with tolerances from 5W-30, 10W-40, 5W-40 or 20W-40. The engine cooling system is liquid, with forced circulation of liquid from the pump.
New cylinder block
A notable difference to the new engine is the newly designed aluminum cylinder block. UMP 421 received dry thin-walled cast iron liners poured into the body of the block (all predecessors were wet). Thanks to this solution, the designers managed to obtain increased rigidity and strength of the block, as well as to increase the cylinder diameter by 8 mm (from 92 mm on the old block to 100 mm on the new one). The inter-cylinder distance has not changed and is 116 mm.
This solution allowed not only to preserve the interchangeability of engine parts of different generations, but also to significantly reduce the cost of new equipment for processing blocks. In addition, the overall and landing dimensions of the engine remained unchanged, which allows the UMP 421 to be used on machines of previous years of production.
Piston group and crankshaft
Due to the increased rigidity of the block, it was possible to somewhat reduce the uneven wear of the cylinder mirrors, which increased the resource of the cylinder-piston group. The mass of the piston has been reduced in order to reduce the forces on the side of the piston. This was achieved by reducing the distance from the piston pin axis to the piston crown by 7.5 mm. To compensate for this distance, the connecting rod length is increased by 7 mm. Die-cast pistons in high silicon aluminum. Part of the combustion chamber is located in the piston crown (frustoconical recess).
Cast iron crankshaft. The main journals have a diameter of 64 mm, the connecting rod - 58 mm. A flywheel is fixed on the back of the shaft, on the front there is a cast-iron camshaft drive gear and a pulley hub. In order to prevent axial play of the shaft, two washers are installed on the front main bearing. Instead of the outdated packing, the rear of the UMZ 421 crankshaft is sealed with a self-tightening rubber gland. This solution allowed us to get rid of the long-standing problem hereditary from ZMZ - oil leakage through the packing.
Cylinder head
Thanks to the preservation of the inter-cylinder distance, it was possible to unify the cylinder head on 2445 cc engines. cm and 2890 cc. UMP 421 cylinder head is made of aluminum alloy and equipped with insert valve seats made of heat-resistant cast iron. The unification of the cylinder head led to the preservation of the old scheme of the gas distribution mechanism - the camshaft in the cylinder block (in the lower part) and the valve drive by rods, pushers and rocker arms.
Valves UMZ 421 do not have hydraulic clearance compensators (with the exception of some engine modifications produced after 2010) and require adjustment after 10-15 thousand km. In 2010, the engine camshaft was changed, the profile of which increased in height. This event allowed to improve the idling mode and achieve Euro-3 emission standards.
Major versions
The base carburetor model UMZ 421 had a tuned exhaust system. The system consisted of an exhaust manifold, a muffler, a muffler front pipe and a resonator. However, such a gas exhaust system caused difficulties with the installation of such engines on some serial UAZ vehicles, especially with a wagon-type body ("loaf"). These complexities have resulted in modifications to the unconfigured release system.
In 1998 UMP entered a new sales market for itself - supplies of engines of the UMP 4215 model for low-tonnage trucks of OAO GAZ began. At the same time, the growing requirements for the toxicity of exhaust gases led to the equipping of UMP engines with fuel injection systems with fuel supply control and ignition parameters using electronic control units. The first engines with such systems were shipped to customers in 1999-2000 - a motor with the UMP 4213 index was installed on UAZ-3160 vehicles.
For the complete set of UAZ cars, 98-horsepower 4218.10 (with a degree of 7.0 for A80 gasoline) or 103-horsepower 4218.10-10 (with a degree of 8.2 for A92 gasoline) were supplied. Accordingly, the motors could be with different exhaust systems. Also, for the needs of UAZ, a 117-strong 4213.10-40 with a fuel injection system was produced. For GAZ cars, motors 4213.10-50, 4215.10-10, 4215.10-30 and 123-horsepower injection 4216.10 were produced.
Pros and cons of the engine
The new block of cylinders did not always have high quality casting, which led to the ingress of oil into the cooling system. Sometimes this problem arose after the first 10 thousand kilometers. The thin-walled block was found to be prone to deformation when overheated, resulting in costly repairs with replacement of the block head. Low fuel efficiency of carburetor versions. However, this disadvantage is partly offset by the transition to injection systems. In the first years of production, the owners complained about the insufficient strength of the intake manifold, but this defect was eliminated.
Despite all the problems, large unification with motors of previous years of production has become one of the significant advantages of the UMP 421 family. The price and prevalence of spare parts also play a significant role. The motor is quite simple to repair and maintain. With proper care, the plant promises a resource of at least 250 thousand km.
UMP 421 - more than 20 years in production
At present, UMP continues to produce engines of the 421 family. For the products of the GAZ plant, a gas version of the engine is produced, which can be equipped with an air conditioning compressor and hydraulic compensators in the valve drive. On request, the engine is equipped with a modern drive unit with a poly V-belt. The engines are equipped with a fuel injection system, electronic ignition and develop from 100 to 125 forces, subject to Euro-3 or 4. In addition, the 96-horsepower carburetor version 4215 remained in the series. All engines are designed for gasoline A92 and higher, since the production of low-octane A80 discontinued.
GAZ-21A (GAZ-21, GAZ-22) - 1957-1970
Crankshaft and camshaft GAZ-21 - main bearings and bushings of different lengths, aluminum main bearing caps, packing. Early engines had a wider rear crankshaft journal than others.
Compression ratio 6.6 / 6.73 (for 70/72 gasoline). Export options with a compression ratio of 7.15-7.3 and 7.4-7.65 (according to various sources) for A-76 and A-80 (not AI-80 !!!)
Combustion chamber flat oval
Paper by-pass oil filter
Trambler drive "screwdriver"
Head pump
Valve inlet 44, outlet 36 mm
Manifold with rectangular ducts and right-angle bends
Steel Babbit Liners
Single chamber carburetor (K-22, K-105, K-124)
Cylinder head studs 11 mm
Power 70-72 HP, then (after increasing the compression ratio and replacing the camshaft) - 75 HP. Export options for A-76 and A-80 - 80 and 85 hp. respectively (GAZ-21AE)
Rubber rings under the sleeves
Flywheel weight 12.5 kg
Crankshaft and camshaft GAZ-21, packing, aluminum main bearing caps, the back cover is molded together with the rear oil seal housing
Camshaft ZMZ-21
The main difference (externally, the UMZ-451 is one to one GAZ-21A, it gives only this): a full-flow ("Zhiguli") oil filter. It was attached to the right in front of the engine, strictly horizontally, to a special aluminum part called a "guitar". At the same time, the lubrication scheme had a peculiarity - the oil went past the filter to the oil cooler
Head pump
Valve inlet 44 outlet 36mm
Single chamber carburetor (K-129)
The crankshaft and camshaft are needed from the Volga 24, i.e. all main bearings are completely the same
For military UAZ vehicles. What is the difference is unknown. UMZ-451MIE - with a shielded ignition system.
UMP-414 (UAZ-469)
GAZ-24 crankshaft and camshaft, packing; presumably cast iron main bearing caps as well as a packing holder separate from the last main bearing cap (allows you to replace all main bearings without removing the crankshaft and without touching the packing
Camshaft ZMZ-24
Compression ratio 6.7
Pear-shaped combustion chamber
Zhigulevsky filter
The lubrication scheme has also changed - now oil also enters the oil cooler through a filter, directly from the main bearing lubrication channel.
Head pump
Valve inlet 44 outlet 36 mm
Manifold with round ducts and smooth bends
Single chamber carburetor (K-129V, K-131)
Oil bath air filter
Stiffening block
UMP-417 (UAZ-3151)
Crankshaft GAZ-24, packing
Compression ratio 7.0
Camshaft UMZ-417 cast iron
Zhiguli filter is attached directly to the block without a "guitar" with a slight upward slope
Head pump
Manifold for two-chamber carburetor
Dry paper air filter
UMZ-421 crankshaft, oil seal 2108 instead of packing. Accordingly, farewell to the GAZ-24 crankshaft. The crankshaft in such a block is also needed under the oil seal, and not under the packing. Well, a special flywheel for this crankshaft should be
Compression ratio 7.0
Zhigulevsky filter
Valve inlet 47, outlet 36 mm
Without a water distribution pipe (if the pump is on the head, a water distribution pipe is a must. But since 2000 at 417 the pump has also moved to the block. Therefore, it is used on all UMZ-421 cylinder head engines. And there is no water distribution pipe in it)
All engines above have 92mm stroke and 92mm bore (except 410), wet liners. The cylinder blocks of all engines are aluminum. The heads on engines from GAZ-21 to UMZ-417 are interchangeable, except for ZMZ-402, on GAZ-21 the right row of studs is shorter. The camshaft, pistons, rings, pushers and rods are the same; the connecting rods are not the same but are interchangeable. The difference between UMP and ZMZ is in the sleeves (only the shape for landing in the block; by the way, the UMZ CPG is identical to the GAZ-21A), in the flywheel (in the ZMZ-402 it is smaller in diameter, and accordingly the bell is also smaller and the grip - in ZMZ the area of the linings is smaller ( it's worse)). Installation of packing: for ZMZ it is laid in a groove in the block and crankshaft cover, and for GAZ-21A and UMP it is screwed and crimped with stamped steel plates, which in themselves unreliably hold the packing. ZMZ is better in packing installation. At ZMZ, the pump supplies coolant to the unit and is taken from the head, at UMP, the pump supplies liquid to the head and takes it from the head. The first option is better, so, in fact, at GAZ they achieved uniform cooling of all cylinders. (As for the constant overheating of these engines on Gazelles and Volga, this is only because of the stupidity of GAZ engineers - installing one- and two-row radiators is like death. In general, overheating is excluded with a UAZ three-row radiator). (C)
The ZMZ-21 engine was installed on the main part of the Volga M-21 and GAZ-21 produced.
It was an all-aluminum overhead valve bottom-shaft engine with a working volume of 2.445 liters. Since it is structurally similar in many respects to the engines of the ZMZ-402.10 type ("Volga", "GAZelle") widely known in our time, it is easiest to describe the features of its design by contrasting with this particular family.
The GAZ-21 engine was adapted to the use of lubricants with an extremely low quality level available at that time in the USSR - the instruction recommended using "industrial oil-50, SU engine oil, M8B automobile oil or AS-9.5 autotractor oil", which was profitable difference from foreign models. At the same time, the use of low-quality lubricants led to a decrease in the service interval (oil change every 3000 km with a significant decrease under difficult operating conditions) and a decrease in engine durability. Gasoline was also used of a very low grade by European standards - with a motor octane rating of at least 70 (in the version for the domestic market).
At the same time, in terms of durability, the Volga engine was at least not inferior to foreign engines of similar displacement - the plant's guaranteed resource before the first overhaul was 200 thousand km, but in practice, with a gramont and careful operation, the engine could “retreat” and 500 thousand. For comparison, in the USA, for much larger passenger engines, a mileage to overhaul of 140 thousand miles (~ 250 thousand km) was considered a good indicator, and for a heavy-duty truck with a diesel engine, an excellent indicator was 400 thousand km. High maintainability, which allows overhaul of the engine in artisanal conditions, without requiring complex equipment boring of the cylinder walls, in fact, made the Volgovskiy motor practically "eternal".
The main features of the ZMZ-21 in comparison with the "402" family are: a cylinder head with valves of a smaller diameter and a different arrangement of the water pump (the pump was lubricated not with antifreeze, but with a grease gun through a lithol grease nipple); compression ratio for gasoline grades A-72 or A-80 (the latter should not be confused with modern AI-80 / A-76; depending on the modification - normal or for export); two-stage oil purification system (two partial-flow filters - coarse and fine); intake manifold of rectangular cross-section with fastening for a single-chamber carburetor; contact ignition system. It is essential that there is an upper plane on the cylinder block that fixes the liners (on the ZMZ-402, the liners are placed in an open block). There were other, less noticeable differences. From the above it follows that, in general, the differences between engines of the ZMZ-21 and ZMZ-402 families are insignificant. Volg carburetor engines of all families (-21, -24, -31xx) and GAZelles, except for engines of the 406th family, are, in principle, interchangeable in assembly, but taking into account some minor modifications of the crankcase, transmission and attachments. The possibilities of detailed interchangeability are much narrower. The situation with UMP engines is much better in both respects.
The block was aluminum cast in a chill mold. Liners - wet, replaceable, made of gray cast iron, fitted into a block with an interference fit. The cylinder head is cast, aluminum, with plug-in cast iron valve seats. The candles were screwed into it from the left. On the right side of the engine were an intake manifold with a single-chamber carburetor and an exhaust manifold, a DC generator, a coarse oil filter and a drain cock. On the left were the starter, interrupter-distributor, oil dipstick and fuel pump. Pistons - tin-plated aluminum, with three piston rings - two compression rings and one oil scraper. The piston pin is shifted 1.5 mm to the right to reduce engine noise. The crankshaft is five-bearing, cast from cast iron, thin-walled bimetallic (steel-babbit) liners. Valve diameters: inlet - 44 mm, outlet - 36 mm.
The carburetors K-22I (on all cars of the first and second series and on part of the third series up to the end of the 1960s), K-105 (on a small part of the early third series - 1962-1965) and K-124 (on the later third series), all single-chamber type. After the end of the production of the GAZ-21, the K-129 was produced as a spare part for it, very slightly different from the K-124. All four carburetor models are completely interchangeable assembled, and K-124 and K-129 are also interchangeable for most parts.
Power ranged from 70 hp. and 80 hp. (early modifications, standard and export configurations) up to 75 hp and 85 hp. (later modifications) at ~ 4000 rpm. The increase in power on export modifications was achieved by reducing the height of the cylinder head, subject to the use of higher-octane fuel available abroad. The torque was 166.7 Nm on the base modification and was reached in the region of ~ 2200 rpm. Thus, in terms of its characteristics, the engine is close to modern light diesel engines, and not gasoline engines.
BRIEF TECHNICAL CHARACTERISTICS:
Engine type: Four-stroke, carburetor, gasoline, overhead valve, four-cylinder
Arrangement of cylinders: Vertical, in a row
Diameter of the cylinder and piston stroke in mm: 92Х92
Displacement in liters: 2,445
The order of the cylinders: 1-2-4-3
Compression ratio: 6.7
Fuel: Gasoline А-72 (А-76, А-80)
Maximum power at 4000 rpm in hp from .: 75 (80, 85)
Maximum torque at 2000 rpm in kgm: 17 (18, 19)
Weight of the engine complete with gearbox, central brake and all equipment (without oil and water) in kg: 20
1 - lever for manual pumping of gasoline
2 - oil level indicator
3 - fuel pump
4 - exhaust pipe for crankcase ventilation
5 - inlet pipe of the water pump
4 - fine fuel filter
7 - ignition distributor
8 - adjusting nuts of the octane-corrector of the ignition distributor
9 - starter
10 - coarse oil filter
11 - drain cock of the water jacket of the cylinder block
12 - cock of the radiator of the body heater
13 - inlet pipe
14 - exhaust manifold
15 - carburetor
16 - air filter
17 - carburetor safety guard
18 - generator mounting strip
19 - generator
20 - oil pressure sensor
The ZMZ-21A engine was used on RAF minibuses and YerAZ vans; the latter were produced back in the 1980s. On its basis, the Ulyanovsk Engine Building Plant created its own version of the UMZ-451 engine, which was installed on UAZ cars for a long time. Differences between UMZ-451 and ZMZ-21A are minimal, especially in the first releases: at first glance, this is the same engine.
classmates
The UMZ 414 engine was used for UAZ-469 and UAZ-452 vehicles. Serial production began in 1978, while the production of the UMZ-451M engine continued. Since 1986, the UMP-4146 has been produced. Peculiarities. The UMZ 414 motor was a further development of the UMZ-451 motor. The 414th motor has no significant differences from the 21st in terms of basic parameters. Its main difference from the GAZ-21 engine is in the new design of the cylinder block with increased rigidity.
In addition, the front crankshaft oil seal has been designed externally. Oil filter from Zhiguli of the first model. The lubrication system itself differs from the 451st motor - oil enters the oil cooling radiator through a filter directly from the main bearing lubrication channel. The engine is equipped with an oil catcher for the crankcase ventilation system. We can say that the 414 engine is a transitional model between the 451 and 417 engines. Compression ratio on the motor 6.7: 1. The power system uses a single-chamber carburetor K-131. The water pump is attached to the cylinder head. The service life of this engine was raised from 120 to 150 thousand km. UMP 414 later served as the basis for UMP 417, having received a different cylinder head (similar to the GAZ-24) and a compression ratio of 7.0: 1. This motor develops 92 hp.
Characteristics of the UMZ 414 engine
| Parameter | Meaning |
|---|---|
| Configuration | L |
| Number of cylinders | 4 |
| Volume, l | 2,445 |
| Cylinder diameter, mm | 92,0 |
| Piston stroke, mm | 92,0 |
| Compression ratio | 6,7 |
| Number of valves per cylinder | 2 (1-inlet; 1-outlet) |
| Gas distribution mechanism | OHV |
| The order of the cylinders | 1-2-4-3 |
| Engine rated power / at engine speed | 56.6 kW - (77 hp) / 4000 rpm |
| Maximum torque / at engine speed | 172 N m / 2200 rpm |
| Supply system | Carburetor K-129V, K-131, K-131A |
| Recommended minimum octane number of gasoline | 76 |
| Environmental standards | Euro 0 |
| Weight, kg | 165 |
Design
Four-stroke four-cylinder gasoline carburetor with a contact ignition distributor, with in-line cylinders and pistons rotating one common crankshaft, with a single lower camshaft. The engine has a closed-type forced circulation liquid cooling system. Lubrication system - under pressure and spray. The cylinder block is aluminum with wet cast iron liners. Crankshaft and camshaft from the GAZ-24 engine. Packing is also used at the rear with a packing holder separate from the last main bearing cap. The inlet valve has a diameter of 44mm, the outlet valve is 36mm. The manifold with round channels and smooth bends for a single-chamber carburetor. It is worth noting that, depending on the carburetor model and the release mood, the engine developed power in the range of 77-80 hp.
1 - flywheel; 2 - mounting lug; 3 - heater tap; 4 - cylinder head cover; 5 - inlet pipeline; 6 - nuts of the cylinder head mounting studs; 7 - valve rocker; 8 - the axis of the rocker arms; 9 - crankcase ventilation pipe; 10 - cylinder head; 11 - valve springs; 12 - slinger cap; 13 - valve sleeve; 14 - oil filler cap; 15 - valve; 16 - cylinder head gasket; 17 - coolant pump; 18 - barbell; 19 - pusher; 20 - fan pulley; 21 - a camshaft; 22 - driven gear wheel of the camshaft drive; 23 - torsional vibration damper; 24 - pulley hub; 25 - pulley; 26 - pulley bolt; 27 - cuff; 28 - the driving gear of the camshaft drive; 29 - crankshaft; 30 - oil pan; 31 - cylinder liner; 32 - piston; 33 - oil drain plug; 34 - connecting rod; 35 - oil intake; 36 - oil pump; 37 - cylinder block; 38 - exhaust manifold; 39 - clutch housing.
