Engine zmz 514 diesel do-it-yourself repair

The book briefly introduces the design features of the ZMZ-51432 diesel engine installed on UAZ vehicles of environmental class 4 (Euro 4). The book contains the main technical data and characteristics of the engine and its units, recommendations for their maintenance and repair are given.
Devices used in repairing and checking the performance of individual units are described. Possible engine malfunctions, their causes and remedies are indicated.
Due to the constant improvement of the design of UAZ vehicles and ZMZ diesel engines, individual parts and assemblies of your engine may differ from those given in this book.
The book is intended for specialists of service stations, auto repair and motor transport enterprises, and can also be useful to owners of UAZ vehicles, students and people studying the design of diesel engines.
The book on the arrangement, operation, maintenance and repair of diesel engines of the ZMZ-51432 model for UAZ vehicles of ecological class 4 has been prepared for publication by the Office of the Chief Designer of the Technical Department of ZMZ OJSC.

Installation and repair of the ZMZ-514 diesel engine, repair of the ZMZ-514 timing chain, replacement of the intermediate shaft bushing in ZMZ-514 in UAZ Hunter 31519

And once again we got a surprise from the ZMZ-514 diesel engine. Once again he showed us that the best is the enemy of the good.
It all started with chain tensioners. We read on the internet that mechanical chain tensioners are better than hydraulic chain tensioners. Like with them, there will be more oil pressure (there is a problem with pressure on this miracle of Russian diesel engineering) and everything will be in order with the chain tension. We changed the standard hydromechanical tensioners for purely mechanical ones from the “Russian Bogatyr”. And… we got a surprise - a chain jump. They began to understand and here it is the reason. The top tensioner made a long life:

Hana mechanical tensioner

But the surprises did not end there. On closer examination of the timing mechanism, a bump of the scrubber sprockets was found. After another disassembly of the front of the engine, it turned out that the sprocket bolts had again been cut off.
And again, these are not all surprises. The shaft dangled decently. After removal, it turned out that the front bushing of the scrubber was "over":

In general, we arrived. Then we ourselves could not do anything. Special equipment required. We found a company nearby that is professionally engaged in boring crankshafts and other shafts. We are familiar with the problem of prompts in our engines firsthand. They said: bring the block - we'll do it.
Block! The same engine must be removed and disassembled. And we decided to try it ourselves.
We bought a garage crane for 2 tons and started. Here they attached a crane to the UAZ:

It turned out that it was not that difficult to uncouple the engine. The gearbox does not need to be removed. As expected, the boom lift was enough, even the stock remained:

Lowered the diesel engine onto the pallet:

Then they moved the boom to a shorter distance, hung it back on the crane and rolled it right on the crane into the gazebo. These photos simply do not exist. They rested and rolled the entire structure. Then, in the gazebo, the diesel engine was washed of dirt, disassembled and immersed in the cylinder block in the second UAZ - Patrick. And the tap packaging came in handy :).
In this photo, you can already see the disassembled stand for assembling the engine:

The assembly stand is a simple device that will help us put the diesel back together.
In the meantime, this block will go to the specialists for repressing the bushings and adjusting the washer.

And we are rewarded with invaluable experience in disassembling the engine

In short, it gouged the front intermediate shaft bushing. Completely gouged:

Slotted front flush hub.

For repairs, a kit was purchased in the form of a new blast shaft and a set of blast shaft bushings. Everything cost about 2'000 rubles in the Planet of Zhelezyaka. Then the diesel was removed from the car using a garage crane (more details in the 13th part of the link above), disassembled to a “clean block of cylinders” and the block was taken to the Mechanics company, which is engaged in boring and adjusting the shafts. For 1'140 rubles, they repressed the bushings, unrolled and sanded the rim shaft to fit. This is what the new bushing looks like:

New front flange hub.

The prom shaft sits tightly without backlash.

Then it was the turn to show themselves to the engine assembly stand.
We bought a stand last weekend. And, in general, they did not regret it. The stand cost us 2'250 rubles, but the convenience of working with it covers all these costs. We don't have a garage, so we do everything either right on the street or in a gazebo.
Here is a cylinder block with a crankshaft already installed on the stand:

And then, with a “slight movement of the hand,” we turn the block over and insert the pistons with connecting rods:

In the background, an engine extraction crane is visible. When assembled, it takes up almost no space.

Sometimes, during heated discussions between the pilot and the navigator, in the process of assembling a diesel engine, the laptop turned into a tablet and approached the assembly object 🙂:

Generally? the assembly process with such preparation turned out to be not very complicated and pleasant.

Yes! Important. The tools must have a torque wrench. We did not have. I had to buy. The price of the issue is 1'150 rubles. At the same time, we decided to update some of the timing parts. We put new sprockets on the ramshaft, chains and hydraulic tensioners. During the day, taking into account the trip to the forest for raspberries, they assembled the engine and set the alignment of the crankshaft and camshaft marks. Here on this Saturday and stopped:

In the manual for assembling ZMZ-514, we found a new term for us - “to pick up”. Pick up the connecting rods, pick up the head, etc. That's what we decided, before putting the great diesel ZMZ-514 on Zyobrik, to “pick up” it and try to start it.

All that could be picked up at the stand (see the previous 14th entry in the BZ). But you can't put a flywheel on the stand, for example. This means that you cannot set the high-pressure fuel pump for sure.
In general, we began to sculpt a stand for winding up from scrap materials. We took as a basis a sheet of 18-mm plywood that served us well and trimmed various wooden products:

We sculpt a stand for starting the engine

Then they rolled the assembly stand under the crane:

We hung the engine on a crane and removed the load on the assembly stand:

They unhooked the assembly stand, rolled it out of the tap, set up a self-made stand for starting up and lowered the diesel engine onto it:

They put it down on the booth for the start-up.

Then they screwed the engine mounts to the stand, assembled the engine to the minimum condition necessary for starting up, attached the power system from the old expansion tank and pumped the injection pump with injectors:

We connected the starter and the injection pump valve with hastily made wires to the battery and got ready for the moment of truth - the launch:

After installing new flushing valves with a bushing and an oil pump (and of course a new oil filler cap. Finally, normal pressure appeared, the engine runs smoothly - it was assembled with observance of all points and accurate labeling, and most importantly - with soul and for yourself. in the title - will live!

As it turned out, a diesel engine with and without a muffler rattles the same way, even if you hang a straight pipe.

This information resource is not a public offer. The availability and cost of goods please call. Manufacturers reserve the right to change the specifications and appearance of products without prior notice.

Work on the creation of the ZMZ 514 diesel engine was started back in 1978, but the first model was released only in 1999. Today this engine is popular among UAZ 4x4 vehicles with a mechanical injection pump, as well as Common Rail.

The company "Diesel-auto" carries out not only repairs of ZMZ 514, diesel, it is also possible to carry out chip tuning and other work to improve its functionality.

Many car owners mistakenly believe that they can repair the ZMZ 514 (diesel) on their own. However, in order to effectively restore the ZMZ 514 diesel engine, the repair of which should be trusted only by a certified car service, special equipment and the necessary skills are required. The auto repairman will undertake repairs on the day of the call, thanks to which the restoration of the functionality of the ZMZ 514 will occur quickly.

Additional bonus will become a warranty service in "Diesel auto».

Many motorists, after unsuccessful attempts to repair the ZMZ 514 engine, independently bring a diesel engine disassembled in parts and ask to repair it. This situation is quite commonplace, but costly for the customer's wallet, because would-be craftsmen only aggravate the situation and increase the volume of work performed.

At present, it is installed on such cars as UAZ Hunter, diesel ZMZ 514. Engine repair by the manufacturer was announced after a mileage of 250 thousand kilometers. Be that as it may, the restoration of the engine of such a modification requires certain skills and knowledge from the master.

Trust the professionals with your UAZ Hunter, diesel ZMZ 514. We promise to repair the engine efficiently and on time!

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 an aluminum cylinder head and covered with covers bored together with the head, for this reason, the camshaft bearing covers are not interchangeable.

From axial movements, each camshaft is held 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 retainers 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 (Figure 1) 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.

The camshafts are fitted with sprockets 9 and 12 made of nodular cast iron with 23 teeth.

The camshaft sprocket is mounted on the taper shaft end through a split bushing and is secured with a pinch bolt.

The split sleeve has an inner tapered surface in contact with the taper shank of the camshaft and an outer cylindrical surface in contact with the sprocket hole.

When the tightening bolt is screwed in, the bushing, under the influence of the washer, displaces on the cone, expands and creates an interference fit, which ensures the transmission of torque through the sprocket to the camshaft.

Each chain (lower 2 and upper 11) is tensioned by hydraulic tensioners 4 and 7 automatically.

Hydraulic tensioners are installed in the guide holes: - the lower one is in the chain cover, the upper one is in the cylinder head and is closed with covers.

The body of the hydraulic tensioner abuts against the cover, and the plunger through the lever 3 or 8 of the tensioner with an asterisk pulls the inoperative branch of the chain.

The cover has a hole with a tapered thread, closed with a stopper, through which the hydraulic tensioner, when pressed on the body, is brought into working condition.

The tensioner levers are mounted on cantilever axles screwed in:

- lower to the front end of the cylinder block, upper to the support fixed to the front end of the cylinder block.

The working branches of the chains pass through the dampers 13 and 14, made of special plastic and fixed with two bolts each: the lower one - at the front end of the cylinder block, the middle one - at the front end of the cylinder head.

During operation, a deviation of the valve timing is possible due to the stretching of the chain, as well as due to improperly performed repairs. At the same time, there is an increase in the smoke of the engine exhaust gases, a drop in power and, possibly, a meeting of the valves with the piston, which will lead to engine breakdown.

It is necessary to check the phases after running the first 60,000 km and then at each TO-1 (every 10,000 km). If both chains are replaced, the next check should be carried out after another 30,000 km.

To check the valve timing, you must do the following:

- turn the crankshaft clockwise until the mark on the rotor of the crankshaft position sensor coincides with the TDC indicator on the chain cover and fix its position using the technological locating pin ЗМ 7820-4582, placing it in the hole of the cylinder block, while the pin should go into the groove flywheel;

- make sure that the hole in the first journal of the intake camshaft matches the hole in the front camshaft cover (look through the oil filler neck of the valve cover).

If the holes do not match, remove the pin, turn the crankshaft another 360 ° until the holes coincide and fix this position with the pin, which will correspond to the position of the piston of the first cylinder at TDC of the compression stroke;

- evaluate visually the overlap of holes in the first journal of the intake camshaft and in the front camshaft cover.

If the holes are overlapped by more than 13%, it is necessary to accurately install the camshafts using the ZM 7820-4579 tool.

The procedure is as follows:

1. Disconnect and remove the high pressure pipes, cut fuel hoses, vent hose and valve cover.

2. Loosen the camshaft sprocket pinch bolts with a 19 mm box spanner.

Use a soft metal hammer to press the sprockets off the front camshaft cone.

3.Turn the camshafts with a wrench on the flats on the first intermediate journal and align the mounting holes on the first journal of the camshafts and on the front cover.

4. Fix the camshafts in this position using the tools for fixing the camshafts ZM 7820-45 79 and ZM 7820- 4580. Install the ZM 7820-4580 tool on the flats on the front intermediate journals of the camshafts.

5.By forcibly turning the intake camshaft sprocket with a ZM 7812-4791 wrench counterclockwise, tighten the working branch of the chain until the slack is eliminated and, without releasing the key, tighten the intake camshaft sprocket tightening bolt to a torque of 9.8 - 10.8 daNm (10 - 11 kgcm).

Then tighten the exhaust camshaft sprocket pinch bolt to 9.8 - 10.8 daNm (10 - 11 kgfm).

There should be no gap between the end face of the sprocket and the bearing surface of the camshaft.

6. Make sure the camshafts are correctly installed by removing the shafts fixing devices and the crankshaft dowel pin and turning the crankshaft two turns until the mark on the crankshaft sensor rotor coincides with the TDC indicator (pin) on the chain cover.

Check the position of the camshafts.

The mounting holes of the camshafts and the front cover must match and the fingers of the ZM 7820-4579 tool must freely enter and exit these holes.

7. Install the removed parts to the engine.

In addition to correcting the phases, it is necessary to set the degree of chain elongation. With increased stretching (wear) of the timing chains, a uniform noise is observed in the front of the engine, which intensifies at medium speeds and variable loads. There will also be a knock of the hydraulic tensioners, which is clearly audible at the rebase.

Increased chain tension can also be set using a hydraulic tensioner (see below). In this case, the chains must be replaced.

Hydraulic tensioner (Figure 2) consists of body 4 and 10 of plunger 3, selected at the factory.

On the inner surface of the body there are grooves of a special profile and a groove for the retaining ring 6, on the outer surface there are two flats for the key "19".

The plunger has the shape of a glass, inside of which a spring 5 is installed, which is compressed by a valve 1 screwed into the body.

On the outer surface of the plunger there are two grooves of a special profile, in which split spring rings are installed - a circlip 6 and a circlip 2.

The locking ring prevents the plunger from coming out of the body during transportation and installation of the hydraulic tensioner on the engine, the locking ring restricts the plunger back travel during operation.

In working condition, the plunger 3 with the locking ring 2 under the action of the spring 5 moves from the groove to the groove of the housing 4, moving out of it.

Backward movement of the plunger is prevented by a locking ring and a special profile of the body and plunger grooves.

You can grab your head from the list of "jambs" of the ZMZ-514 diesel engine: the owners of the cars on which this engine was installed noted "cracks in the block head", "valve hitting the cylinder", "a sharp decrease in thrust." And this motor is now installed on the UAZ Patriot. Maybe refuse to buy a diesel "Patriot"? Don't jump to conclusions. ZMZ engineers say that they worked on the errors and, with the help of Bosch experts, made a qualitatively new product.

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A diesel Patriot, equipped with "the same ZMZ-514", is driving, much better than a gasoline one. During a recent test of the updated SUV, we noted that a serious drawback of the car is a "lazy gasoline engine, 128" horses "of which is enough only to briskly accelerate the car to eighty, after which the acceleration instantly dies out. If you wait and forgive the "UAZ" ruinous fuel consumption, then the SUV will slowly pick up 120 km / h, but then the interior will be filled with the displeased roar of the engine, insistently demanding to include a nonexistent sixth gear. "

Diesel is another matter! It seems like Patriot has lost several hundred kilograms. And 114 diesel power for a three-ton SUV is quite enough - you can easily get under way from the second gear (you just need to spin the engine up to "petrol" 1500-2000 rpm), and having accelerated to 50 km / h boldly turn on the fifth gear and save expensive diesel fuel.Need overclocking? If you “drive” the arrow on the tachometer saucer between 2000 and 3000 rpm, then powerful acceleration is guaranteed - you simply do not expect such a strong kick from the Patriot.

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All cars produced in 2013 meet "environmental standards of the fourth class" (in other words - "Euro-4") - a cheap "solarium" drained from a tractor in the nearest village cannot be poured into a new "UAZ", but you can also be afraid that after refueling with fuel at a "non-brand" gas station, the engine will fail, it should not. At least that's the opinion of both the creators of the motor and Bosch, the supplier of the power system.

Only the transmission for a diesel engine is "short" (not from a gasoline car?). As soon as the speed reaches 120 km / h, the revs exceed 3000 rpm - too much for a diesel engine! In general, a "heavy fuel" SUV could use a sixth step in a box. As well as improved noise isolation. The engine rattles, the turbine whistles in a dashing way. But once you slow down and the cacophony stops - ZMZ-514 becomes quiet and pleasant to the ear. As if not this engine had recently turned off the driver with a turbo whistle.

So turning on the fifth gear and rolling at a speed of 60-80 km / h is doubly pleasant - it comes out quietly and economically. Probably, having come across the word "economically", the owners of the petrol "Patriots" will re-read this paragraph to make sure: have they imagined it? No, it wasn’t imagined: in a city crush, a diesel SUV “eats” no more than 12 liters of diesel fuel, and a neat driver will have no difficulty in moderating the appetite of a heavy car to quite passenger cars of 10 liters per 100 kilometers.

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This is how the external speed characteristic of the ZMZ-514 diesel engine looks like: red curve - torque, blue - rated power. Yes, the diesel engine loses in power to the gasoline engine (114 hp versus 128 hp), which is installed on the Patriots and Pickups, but it wins in terms of torque - as much as 270 Nm against the "petrol" 218 N m

But we do not recommend abusing the economy and trudging at idle, as many owners of diesel engines like it, - it is simply inconvenient to control the thrust on the "bottom". Take a look at the torque curve: at "thousand" on the tachometer, the driver has a modest 150 N ∙ m of torque! Therefore, if you need to accelerate, first you look at the tachometer: is it still a turbo lag or a 2.2-liter unit ready to give out the maximum 270 Newtons? The situation is similar when starting off - in order to confidently start moving without shameful jerking, you need to submerge the right pedal deeper.

Another satisfaction comes off-road. Here, a low gear in the transmission helps to bypass the turbo lag, and therefore it is a pleasure to drive a diesel engine on gullies. It is possible to dose the moment with jewelry, while the "crown number of UAZ drivers" - instant downshifting with double squeezing and rebasing - is no longer required: in most situations there is enough traction to move in the gear selected in advance. Conveniently!

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The price of both a Patriot diesel and a diesel Pickup, of course, bites (if we compare similar configurations, then the version of an SUV with a ZMZ-514 engine costs 90,000 rubles more than a gasoline one), but we recommend overpaying and choosing a “heavy fuel” engine - it is noticeably more economical and makes the Ulyanovsk four-wheel drive vehicles much more comfortable in terms of driving characteristics

It turns out that the fans of Ulyanovsk four-wheel drive vehicles were in vain to buy a Patriot with an Iveco engine (it was installed on UAZ cars until the end of 2011)? For the sake of interest, we arranged a short comparative test: we drove several kilometers on a rolled dirt road, first in a car equipped with a ZMZ-514 diesel engine, and then moved to a Patriot-Iveco.

The main advantage of the overseas unit is more torque at low revs. Where the "five hundred and fourteenth" demanded to switch to the gear down, the "Italian" let it be pulled out, but pulled out the car. For the rest, including noise accompaniment, it is parity.So representatives of ZMZ confirm that with the help of specialists from the German (!) Office of the Bosch company, they adjusted the characteristics of their motor to the "Ivek" indicators.

To understand why the ZMZ-514 was haunted by numerous problems, you need to know the history of the creation of this motor. Engineers of the Zavolzhsky Motor Plant began to design a diesel engine in the late nineties, moreover, the management of the enterprise set an impossible task for the designers: a motor with compression ignition must be created on the basis of a gasoline ZMZ-406! And the arguments about other loads and tensions did not work on the stubborn bosses - they had to do it.

It is not surprising that the first copies of the "five hundred and fourteenth" were, to put it mildly, unsuccessful. Yes, at first, new engines flew like hot cakes - they were bought by both car factories (GAZ and UAZ) and private traders who wanted to change their voracious gasoline engines. But the abundance of design errors and low resource (thanks to the suppliers of components) brought down the demand so much that the production of diesel engines had to be stopped. Over time, many miscalculations were corrected, suppliers-scrappers were "cut off" from the conveyor and the Zavolzhsky unit again began to complete "Hunters" and "loaves".

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Diesel equipment - "original German" Bosch. In the sense that the fuel supply system is both designed and manufactured in Europe, which guarantees high quality components. Perhaps, thanks to Boshev's stuffing, the “three famous letters” - ZMZ - will no longer be considered synonymous with design miscalculations and technical problems?

However, when the production of Fiat Ducato trucks was launched at the Sollers Yelabuga plant (this company also owns UAZ and ZMZ), it was decided to install the Ducat turbodiesel on UAZs. So, under the hoods of the Patriot and Hunter models, an expensive, but very reliable Iveco F1A engine appeared - for the sake of this, the engine even changed the firmware. Now, after the "divorce" of Fiat and Sollers, the Ulyanovsk residents abandoned the F1A engine and again switched to the ZMZ diesel engine. By nature, as we found out, "five hundred and fourteenth" is good. But have the reliability problems been resolved?

To answer this question, we did the following. After interviewing experienced UAZ drivers, we compiled a list of the five most important problems of the ZMZ-514 diesel engine, which tormented the UAZ owners until recently, and passed this list to ZMZ. And when they received the answers, they arranged a virtual, but quite objective "cross-examination" - they asked the aforementioned "uazovodov" to comment on the victorious reports of the factory workers. And here's what happened.

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This infographic lists the main differences between the current generation of the Trans-Volga diesel engines from their predecessors. The company that supplies turbochargers for ZMZ is Chinese, but German engineers from Bosch praise this manufacturer and say that the Volga residents chose F-Diesel not out of economy, but because this turbine is better than others for the engine of the "five hundred and fourteenth" series

ZMZ: “The reasons for the breaks in the drive chains at the initial stage of production were the low quality of the purchased components included in the timing drive.

To exclude this, the suppliers were replaced, incoming quality control was strengthened, and studies were carried out for each refusal.

When developing diesel engines of ecological class "Euro-4", in order to increase the wear resistance and bearing capacity of the chain, a timing chain with an increased bushing diameter was used. "

Uazovody: “On fresh machines, the chains do not really jump anymore, although the plant would have liked to have redesigned the hydraulic tensioner.”

ZMZ: “The reason for this defect has many factors: complex design, deviations in the production of parts, non-compliance with service requirements.

On Euro-4 engines, the oil pump drive is unloaded - the vacuum pump is located on the front cover of the cylinder head, which reduced the load on the gears of the oil pump drive ”.

Uazovody: “A problem that is typical only for Euro-3 engines, in which the vacuum pump was located on the engine block. For a couple of years now, the pump of the lubrication system has been working normally. "

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Pickup prices start at 648,000 rubles for the Classic version, which includes a radio, central locking and electric mirrors and front windows. The most affordable Patriot is more expensive - from 706,000 rubles - but it is also richer equipped: there is an air conditioner, alloy wheels, foglights, parking sensors. 2012 cars can be bought ten thousand cheaper

ZMZ: “As a rule, this problem is a consequence of an open circuit (in this case, the failure of the oil pump can also cause the destruction of part of the valves). In case of untimely stopping of the engine - after the control lamp comes on - the pistons quickly overheat, their jamming and destruction, while fragments of the destroyed piston can lead to the destruction of the valve.

The reason for the destruction of the valve can be the ingress of a foreign object (bolt, nut, washer) into the cylinder and its jamming between the valve disc and the seat. This case is possible when carrying out repairs or maintenance, that is, when removing one of the elements of the air supply system. "

Uazovody: “We were referring to the EGR valve. Now the engines of the Euro-4 class are equipped with a German valve with a resource of 80,000 km. "

ZMZ: “Firstly, this problem has been eliminated due to the introduction of:

- leverless belt tensioner;
- the use of sealed maintenance-free ball bearings with more effective lubrication;
- increasing the wear resistance of the rocker arm axis of the idler rollers due to the chemical-thermal treatment of the working surface.

Secondly, the "jump" of the belt, the possible turning of the high-pressure pump pulley hub on the shaft end and the belt breakage, as a rule, are the result of starting the engine on summer fuel with a sharp drop in the ambient temperature to minus values.

This can be avoided if, before the onset of cold weather, not only fill the fuel tank with winter fuel, but also after filling it up, use up the remainder of summer fuel in the high-pressure fuel pump and high-pressure fuel lines. "

Uazovody: “And the plant forgot about the introduction of a poly-V-belt! As soon as it appeared, the problem disappeared. "

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Those cars that are now on display at the brand's dealers flaunt the updated interior made of soft plastic, which we got acquainted with last fall.
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ZMZ:“To eliminate the causes of this defect, the following measures were taken on diesel engines with a mechanical pump:

- increased rigidity of the high pressure fuel pump attachment point;
- the shape and dimensions of stress compensators on fuel lines have been optimized;
- the location of the locks and shock absorbers connecting the fuel lines has been changed;
- technological processes of installation and assembly of fuel lines have been changed in order to reduce residual stresses after tightening them. "

Uazovody: “The mechanical injection pump has disappeared - the problem has disappeared. On diesels with Bosch fuel injection, such a malfunction is technically impossible. "

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Those cars that are now on display at the brand's dealers flaunt the updated interior made of soft plastic, which we got acquainted with last fall.

To summarize briefly, the conclusions of both the owners of the Patriots and the representatives of the plant agree: many design flaws were resolved long before the next return of the ZMZ-514 to the UAZ, and the problems in terms of fuel supply disappeared as soon as Bosch fuel equipment appeared on the engine (it happened in the middle of 2012) - now the engine consumes fuel using the Common rail system, due to which the Ulyanovsk SUVs on "heavy fuel" comply with "Euro-4".

P.S. If our readers want to voice other comments regarding the device or shortcomings of the domestic diesel engine, we are ready to refer these questions to the enterprise. So write comments!

Alexey Kovanov
Photo by the author and company Sollers

About the book : Management.2006 edition.
Book format : pdf file in zip archive
Pages : 164
Language : Russian
The size : 2 mb.
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This manual contains the main technical data of the ZMZ-5143.10 diesel engine and its systems, describes the device, features of operation, ways to eliminate possible malfunctions, maintenance and repair.

The manual is intended for employees of enterprises engaged in the operation and repair of ZMZ engines, trade organizations and individual owners.

The engines are manufactured by the plant in a complete set with equipment (fuel equipment, electrical equipment and clutch) installed and fixed on the engine, with the exception of the fine fuel filter, which is fixed on the engine in the transport position.

The engine is equipped with transport support brackets, which are replaced at the Ulyanovsk Automobile Plant. The air filter, water and oil coolers are not included in the engine, therefore, the Manual describes only those components and assemblies that are included in this complete set.

Engines ZMZ-5143.10 are intended for installation on UAZ vehicles with a wheel arrangement of 4x4 and a gross weight of up to 3500 kg., And operation at ambient temperatures from minus 45 degrees Celsius to plus 40 degrees Celsius, relative air humidity up to 75% at a temperature of plus 15 degrees Celsius, dust content up to 1 g / m3, as well as in areas located at an altitude of 4000 meters above sea level.

The cylinder block is made of special cast iron as 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.

The cylinder head is 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.

Due to the fact that the design of the engine is constantly being improved, individual units and parts may slightly differ from those described in this manual.

ZMZ 514 is an economical and unpretentious diesel engine installed on UAZ Patriot cars and a number of other car models from the UAZ automaker.

This power unit was developed in 2002 and is being produced today with minor changes.

The modification of the ZMZ 514 engine has the following characteristics:

The engine is installed on UAZ Patriot, Cargo, Hunter, Pickup and Gazelle.

The development of the ZMZ 514 diesel engine began at the Zavolzhsky Motor Plant in 2002, which is still being produced.

But back in 1978, it was planned to manufacture a diesel engine with a capacity of 90 horsepower, intended for installation on UAZ vehicles.

The development of the engine took 15 years, during which several prototypes were manufactured, which did not provide the required reliability and did not differ in acceptable indicators of fuel efficiency.

In 1993, a decision was made to intensify the development of a diesel engine, and a promising gasoline engine of the 406 family was taken as a basis. As a result, two years later, the first prototype was produced, which received the 406D.10 index. This two-liter 105 horsepower engine became the basis for creating a power unit of the ZMZ 514 family.

The design of the new power unit was carried out by ZMZ specialists with the involvement of English minders from the Ricardo company.The tests carried out in England showed the imperfection of the cylinder block, as a result, it was decided to use not cast iron for the manufacture of the cylinder head, but more durable and lighter aluminum. The cylinder block ZMZ 514 is made of cast iron using injection molding technology.

In 2002, the first batch of ZMZ 514 diesel engines was assembled, which were installed on the Gazelle. However, already in the first year of operation, it became clear that there were difficulties with servicing the engines of this series, and two years later, production was stopped.

ZMZ engineers started working on the motor, which lasted for a year and a half. As a result of the revision made, the design of the connecting rods, the cylinder block and the timing chain was changed.

• In November 2005, the production of the second generation of this power unit was resumed, which received the ZMZ 5143 index. This engine has proven itself from the best side. It was distinguished by its economy, ease of maintenance and reliability. The new engine is installed on UAZ Hunter cars.
• In 2012, the production of a modernized version of the power unit was launched, which received the ZMZ 51432.10 CRS index. This version of the engine was equipped with a Common Rail fuel supply system and fully met the stringent environmental requirements of the Euro-4 standard. The ZMZ 51432 series engine was installed on UAZ Patriot, Pickup, Hunter and Cargo vehicles.

The use of a direct fuel injection system at ZMZ 51432 Common Rail has significantly improved fuel efficiency. In comparison with the previous generation of this engine, the ZMZ 514 consumed 10 percent less diesel fuel and at the same time provided better engine throttle response at low speeds.

At the same time, it must be said that the use of this electronic direct fuel injection system has led to the complication of the design of the power unit ZMZ 514, and, consequently, the reliability has decreased.