DIY rmz 550 engine repair

In detail: do-it-yourself rmz 550 engine repair from a real master for the site my.housecope.com.

Removing the engine and installing

Always disconnect the BLACK negative battery cable first (on electric start models) before disconnecting any electrical wire in the starter system.

Disconnect or remove the following:

negative cable from the battery (on models with electric start)

centrifugal regulator using a suitable puller according to section 05-03 “Centrifugal regulator”

intake muffler and carburetor (s)

impulse line (air line) from the engine crankcase to the fuel pump

oil supply line from oil tank to oil pump (for engines with separate lubrication)

exhaust silencer and silencer cooling hose

Tie the recoil starter cord into a knot and remove the starter handle

Remove all gaskets. Use a seal removal tool and mating surface cleaner.

Wash (clean) all metal parts in a non-ferrous metal cleaner. Scrape away carbon deposits from the cylinder outlet, cylinder head and piston crown using a wooden spatula.

NOTE: The arrow on the piston crown should be visible after cleaning.

Clean the annular grooves of the piston with a piece of the rejected ring.

Remove the upper motor shroud, air intake couplings, lower shrouds and fan housing.

Remove the cylinder heads.

Place a rubber pad over the crankcase to prevent circlips 24 from entering the crankcase. Then, using a pointed tool inserted into the toothed lip of the piston, remove the annular lock from piston 26.

Video (click to play).

Use a piston pin remover to remove piston pin 25. Perform the operation in the following order:

screw in the puller handle completely

insert the end of the puller into the piston pin

screw on the extraction nut (left-hand thread)

Hold the puller firmly and rotate the puller handle counterclockwise to remove the gudgeon pin.

NOTE: The CVT-side LH cylinder and fan housing must be removed to allow access to the Magdino-side piston pin of the RH cylinder for the puller.

NOTE: If necessary, piston and rings with oversize 0.25 and 0.5 mm larger can be used.

Refer to Section 04-03 “Checking Motor Dimensions” for help.

Use a special centering tool to center the piston pin with the connecting rod bearing.

NOTE: The gudgeon pin circlip on the opposite side of the piston can be installed before the pin is inserted, the tool should be easily withdrawn.

To reduce the effect of alternating forces on the retaining ring, install each ring with its connector in the position shown in the illustration. Use a gudgeon pin retainer tool

Now in Novosibirsk is the chief designer of Russian Mechanics Valeev Rashit Saifievich
on a business trip, according to the claims of the local service center

talked to him, adequately perceives criticism

who have any complaints, questions, wishes, suggestions, post here.
I will print it out, hand it over personally, I will try to get an answer promptly.
this is with his permission, so to speak, to hear users directly

there will be a couple more days until December 21st

I heard a phrase about him, like “our motor production is of the highest quality”

Edited by Yrikos (Dec 18, 2012), edited 2 times in total

Andrey, greetings! we have a defect in kick-starters on two new motors, in the first case the spring is broken off, the cord did not return, the spring unwinds when it is returned and bites. a similar problem was on the second motor. Those. it's more of an assembly oversight but still a system. Then, is it possible for the air option to immediately install switches without restrictions. Although the carbs are simply equipped, in reality, several carbs have different fuel levels. The main question is - recently one rumor from a huckster with snowmobiles slipped through, there was a case of a break-off to / shaft, a case of a Chinese did not do a knee?

For the 250th, a really good motor, it works without forced cooling, it makes sense to develop it for our purposes, but immediately make a lightweight version or just components, namely, a crankcase for two bearings and not three and a crankshaft, everything else will fit from 500- Ki.

Subsection 03 (TIGHTNESS TEST AND ENGINE DIMENSIONAL CHECK)

EXAMINATION CRANKS SHAFT

Install a graduated indicator on the end of the crankshaft. Remove both spark plugs. Install the TDC (Top Dead Center) indicator in the spark plug hole of the left cylinder.

Move the left piston to top dead center.

Rotate the crankshaft graduated indicator (not the crankshaft) so that the 360 ° mark is aligned with the center of the crankshaft.

Place a mark on the crankshaft. Remove the TDC indicator and place it in the spark plug hole of the right cylinder.

Move the right piston to top dead center.

The cylinder spacing must be exactly 180 °. Any other reading reflects crankshaft twist.

SYSTEM IGNITION RMZ-500 ENGINE

Subsection 04 (IGNITION SYSTEM)

Wipe all metal parts with a general purpose cleaner.

Magdino base and flywheel cleaning
groan only clean cloth __

To access the base of the magdino, remove the following parts:

To remove the Magdino flywheel lock nut 18, place the crankshaft stop on the flywheel and secure with bolts. Remove the nut with a wrench, having first bend the lock washer 17 with a screwdriver. Slide the safety tip onto the crankshaft. Install the crankshaft stopper. Screw the flywheel puller into the crankshaft stopper (see drawing). While tightening the puller bolt, simultaneously tap the bolt head using a hammer. Repeat this procedure until you hear a distinct click. Then remove the flywheel from the fan housing.

To replace the base of the magdino:

- disconnect the base of the magdino 12 from the commutator 9 by unscrewing the screws on the commutator, releasing 3 tips

- disconnect the 4-pin connector 11 between the base of the magdino 12 and the main harness

- using a tool for removing electrical connectors, remove the wires with sockets from the connector block

- remove the rubber split sleeve from the engine crankcase

- unscrew the fastening screws of the Magdino base

- remove the base of the magdino and carefully pull out the wires.

When installing a new magdino base, align the marks on the basenii magdino and crankcase engine

Clean the cone and threads of the crankshaft from sealant residues. Apply medium force thread locker to the taper and threads of the crankshaft. Install the key, put the flywheel 16 tightly on the cone, then the lock washer 17, inserting the locking bar into the groove of the flywheel 16. Tighten the nut 18 with a torque of 70 N-m (7.0 kgf-m). Use the crankshaft stopper for the last operation. Bend the edge of the lock washer 17 and press it against one of the edges of the nut 18.

Carry out the check as described in section 06-02 “Ignition system of the RMZ-500 engine”.

I propose to discuss this engine here

application, configuration options, body kit, tuning, gearbox options.

Post has been edited by Edi: 09 October 2009 - 09:54

I haven’t used it, I don’t know. We worked with the RMZ-640 for quite a long time, with a normal attitude to the engine, you can walk on it, but when we switched to Rotaxes, we breathed a sigh of relief. They began to drive more than to repair. But this is about 640, and 500 - no, I don't know, but I want to hope for the best.
In the first photo, the motor is upside down - yes, the CG is lower, but the candles get clogged, there are more problems with starting up. Everyone knows this, and we checked it too. And it's harder to service.
Interesting half of this engine

Rotaxes are unreasonably expensive.

The Buranovsky engine is inferior to the RMZ 500 (taiga), and it has already been used with great success in the SLA

Half of Buran seems to be formed soon,

Half of Taiga RMZ-250 will also appear soon as well as RMZ 550. Expected to be on sale by Spring 2010.
Post has been edited by Edi: 09 October 2009 - 11:47

I propose to discuss this engine here

Such engines are installed on the Aerojip hovercraft.

in different modifications

Here's a photo from their website:

Cool gear

quote name = ’Edi’ date = ’9 Oct 2009, 13:52 ′ post =’ 564835 ′]
I propose to discuss this engine here
application, configuration options, body kit, tuning, gearbox options.

And who gives this option (head up, with a poly-V gear)? And how much?
I think it's a good option for DIYers. The resource, it can be assumed, will be small, but for experiments and short trips to ice fishing it is quite.

Ten years ago, in the Subpolar Urals, I wound 600 kilometers along mountain rivers on the RMZ-640. We went fishing for 250 km together without any support, satellite phones, etc. True, RMZ was a selective assembly (Buran-Avia) 36 hp.

But the resource and reliability of the 503rd Rotax is an order of magnitude greater. Until recently, my device was equipped with the 503rd Rotax, which we, together with Methodich, put on the device in 1998 (“Strelets ZM №18). After that, he worked for 10 years in the Ministry of Emergency Situations with one piston replacement. And there he was not spared. The total operating time is over 1000 hours.

I took it after the write-off, changed the cylinder-piston group and it worked for more than a year until this summer the crankshaft bearing collapsed.
So ROTAX is worth its money!

Nice reducer from Danilyuk:

... And who gives this option (head up, with a poly-V gear)? And how much?
I think it's a good option for DIYers. The resource, it can be assumed, will be small, but for experiments and short trips to ice fishing it is quite.

This variation is done in ParAavis: b55355d758ec9d4
Post has been edited by Edi: October 21, 2009 - 19:41

Looking for 3D models of engines RMZ 500, Rotax 503, UMPO-432 made in the Compass 3D environment

Edik, at what speed does the motor produce 50 hp? I want to buy and make it an injection injection, see what this engine is good for and where it can be applied.

I propose to discuss this engine here

application, configuration options, body kit, tuning, gearbox options.

Edik where and at what price can you buy an air-cooled RMZ 500 or an air-cooled RMZ 550?

Eduard has recently begun not regularly browsing our forum.
RMZ motors can be bought from the official dealers of the Russian Mechanics plant. Internet searches are at times.

While he asked the question, he found the Russian Mechanics himself and even called, they answered all right, but they said there were no motors now, supposedly there was some kind of program on snowmobiles where all the motors go. I read on the Internet and the reviews are contradictory, for whom they work for years, and for whom they immediately get covered. However, I will say the following, technically converting this motor for an injector is not a particularly difficult task, but as I understand it from the reviews, the hardware itself is rather weak. Maybe someone knows exactly what, they tried something, exploited, etc. And Eduard probably does not have time, he conjures over KIT kits. But in general, of course RMZ is a rather interesting engine for our goals and objectives, and in the near future, apart from them at such prices, it is unlikely that there will be anything else, but it still embarrasses that a lot has been written as a good one. operation and about bad and even a fly in the ointment that these motors are initially bad from the factory and not of high quality.

While he asked the question, he found the Russian Mechanics himself and even called, they answered all right, but they said there were no motors now, supposedly there was some kind of program on snowmobiles where all the motors go.I read on the Internet and the reviews are contradictory, for whom they work for years, and for whom they immediately get covered. However, I will say the following, technically converting this motor for an injector is not a particularly difficult task, but as I understand it from the reviews, the hardware itself is rather weak. Maybe someone knows exactly what, they tried something, exploited, etc. And Edward probably does not have time, he conjures over KIT kits. But in general, of course RMZ is a rather interesting engine for our goals and objectives, and in the near future, apart from them at such prices, it is unlikely that there will be anything else, but it still embarrasses that a lot has been written as a good one. operation and about bad and still fly in the ointment that these motors were initially bad and not of high quality from the factory.

And why does the RMZ motor have an injector.
Especially in a marine installation, for operation on a screw characteristic and in a steady state. In the best case, the injector can be adjusted so that it is no worse than the carburetor.
The marine engine has one main mode - nominal. In this mode, it must be configured for maximum efficiency, while not forgetting that the two-stroke engine also supplies oil along with gasoline. On partial modes, and on h.x. just enough to keep the motor running.

How long the motor will run depends on the mode. RMZ does not like maximum power, it overheats and dies quickly. If you do not twist it hard, it will last a long time.

Well, I’ll say right away that all motors are afraid of a violation of the thermal balance, but there are many ways to avoid this, a mixture of oil and fuel is not scary for injectors at all (for example, the same Hurt on neterics), but the fact that the nominal modes and hunting, whatever take out more power without significant losses in terms of resource and efficiency. The price of RMZ is painfully good compared to foreign counterparts, and Europe is buying snowmobiles with these motors in full, I even read somewhere that RMZ is also being assembled in the Czech Republic or Poland.

I read and looked about your adventures with the former Morozov SVP. All decisions and conclusions are correct, although I do not deal with SVP in any way, nevertheless this topic is interesting to me. Now the question is, what is the point of using RMZ engines for SVPs, when there are a lot of different general-purpose motors on the market, moreover, four-stroke ones, up to 40 forces that operate at comfortable rpm, usually 3600 rpm, for this is the nominal mode at which they can operate long time. And these are not only Chinese motors, by no means. Yes, they are a bit heavier, because a 40-horsepower engine has a liter volume, with all the advantages associated with this fact, it has forced air cooling. A gearbox is not needed, only a thrust bearing in order to relieve the crankshaft from an unusual load.

... Now the question is, what is the point of using RMZ engines for SVP, when there are a lot of different general-purpose motors on the market, moreover, four-stroke ones.

There is only one reason - weight, per unit of generated power. And the simplicity of the design, which allows you to get reliability, with the proper quality of components. When installing a homemade injection, there can no longer be any talk about simplicity and reliability.
Since I was not particularly chasing power, I switched to a four-stroke.

In the gearless version, the four-stroke only passes at very low power.According to my conservative estimates, for low speeds, even on a 6.5 hp motor, it is more profitable to put a gearbox, and get 33 kgf thrust on the foot, enough to get under way on a 300 kg hovercraft, or on a 150 kg aerosled.

In the gearless version, the four-stroke only passes at very low power. According to my conservative estimates, for low speeds, even on a 6.5 hp motor, it is more profitable to put a gearbox, and get 33 kgf thrust on the foot, enough to get under way on a 300 kg hovercraft, or on a 150 kg aerosled.

I did not talk about injection, although injection is more reliable than a carburetor, this is from personal practice. The carburetor KOHLER COMMAND PRO 1000 weighs 58kg and has 40hp at 3600rpm, it can twist even 4000, but this is already afterburner. It costs 95 sput in Moscow and is sold without fanaticism, i.e. without fashion and other markups, plus it is provided with a guarantee and spare parts. At the same time, in spite of the simple design, modern technologies and high-quality materials are used in its production.

We have now taken a couple of motors for our own, water-turbine purposes, and personally I really like the motor. The products of RMZ are definitely not worth their money. I would not buy it on principle. Better than the Chinese, how many industrial 4 tactical workers from the Middle Kingdom came to us in different ways, not one failed or broke, some have been plowing since 98.

I read and looked about your adventures with the former Morozov SVP. All decisions and conclusions are correct, although I do not deal with SVP in any way, nevertheless this topic is interesting to me. Now the question is, what is the point of using RMZ engines for SVPs, when there are a lot of different general-purpose motors on the market, moreover, four-stroke ones, up to 40 forces that operate at comfortable rpm, usually 3600 rpm, for this is the nominal mode at which they can operate long time. And these are not only Chinese motors, by no means. Yes, they are a little heavier, because a 40 horsepower engine has a liter volume, with all the advantages associated with this fact, it has forced air cooling. A gearbox is not needed, only a thrust bearing in order to relieve the crankshaft from an unusual load.

a similar motor is needed for small hovercraft for 1, 2 and 3 seats. There are analogs (we have ROTAX 582 UL), but a respected question is about cost. But it is possible that you will advise something as an alternative to commercial forces from 45 to 65, so that the weight does not exceed 45 kg. Thank you in advance, Akim.
Post has been edited by Akim: 04 November 2010 - 15:18

I reasonably suspect that there are no analogues at the price of RMZ motors for such power. I did not find, although I searched diligently.
From this, devices with the number of motors 2 or more are obtained. Although it may be for the best.

Read also: DIY pneumatic wrench repair

Dear Mr. Smirnov, do you think that 2 motors are better than 1?

In some cases, yes. And 3 is even better if you have a reason.

Time zone: UTC + 7 hours

Took the following
1. I made grooves in the pistons in the part of the groove for a specific thickness of the rings
2. Changed the geometry of the chamfers, now the protruding part locks the ring in the groove and when the chamfer presses it simply has nowhere to go
3.On the insistent advice of a member of the forum (Dad), I set the retaining rings upward with cuts, it is possible and downward, only supposedly not from the side. The logic seems to be seen on the basis of shock loads

These improvements will in no way go to a minus, only to a plus, and what a plus will winter show

Pistons "Almet" Czech
production is applied with rings
14-076-15-07
"Buzuluk" Czech production.
two-channel purge - gaskets under the cylinder 110500103
cylinders with four-channel purge (both) are installed on a universal crankcase with gaskets under the cylinder 110501192

The pistons fit any cylinder.

Domestic 2-cylinder engine RMZ 500 analog, or rather a complete copy of the "authoritative" ROTAX 503.

With the domestic quality of "reproduction" lost 2 HP of capacity, but otherwise quite affordable for the budget

and a completely reliable engine. RMZ 550 is an attempt (increased the working volume slightly) to get the lost power

when copying ROTAX. Otherwise, they are no different from the 500 th.

Technical characteristics of RMZ - 500

We send equipment to the regions by postal or transport company. It is also possible to rent paragliding and hang gliding equipment on our flights.

Attention! Structural elements used in the aircraft we produce cannot be used in aircraft of other manufacturers without appropriate adaptation modifications! Since each manufacturer has its own standards.

Published on 12 fox 2017

Repair of the RMZ-500 engine. Part II.
ATTENTION before pulling the cylinder heads, the exhaust manifold must be screwed into place to align the mating surfaces of the exhaust ports and the exhaust manifold flanges.

Auto and transport

Repair of the RMZ-500 engine. Part II. Destruction of the piston RMZ-500 Replacement of the CPG RMZ-500

There is an error in the assembly order. before tightening the cylinder heads, it is necessary to mount the exhaust manifold on the cylinders without gaskets so that the planes of the manifold and the cylinders are parallel, in order to avoid stress due to the skew of the manifold.

Alexander, everything is fine, I have already disassembled mine twice. ok :)), and the middle bearings had to be replaced .. g .. but. Not only did they make a noise, and ran out after unwinding with twitching as if the balls were already square. I had to give to unpress and replace all five bearings. there are 207. Now I have assembled adjusting the rarburetors. with the Kazan propeller 3L P5 1700 mm, the blade angles of 13 degrees on its standard ruler turned up to 5950 revolutions. heating of carbs is needed. I do it. Viber 9217213331

Yes, unfortunately there is such a jamb. Ideally, of course, this requirement should not be neglected, but in this case I was lucky. Then I applied both a ruler and a collector. The collector lay down without gaps and the holes matched normally. Here it is also worth noting such a moment, my exhaust system is mounted in such a way that I turned the exhaust manifold on the new engine 180 degrees and did not even change the gaskets. Nothing flew off for two seasons. Nowhere whipped.

Is a child growing up in your family? Naturally, the kid enjoys decorating the flowers on the wallpaper, tearing them off the wall. You have to periodically wash the wall covering, glue the wallpaper. When the child grows up, you can make repairs to the rmz 550 engine with your own hands, which will return the apartment to its original appearance. Modern materials make it possible to bring to life the most interesting solutions, to completely renovate the home.

Life goes by rapidly, one day is similar to another. Do you want variety, a change of scenery? The continuous work schedule provides for constant employment in the service, you have to be at home only in the evenings. The perfect solution would be to renovate the skating rink of the road du 64 apartment, allowing you to bring a new note of pleasure into your life. You can contact a specialized company that offers a turnkey service.

How to renovate your apartment or house if there is no time at all? At the moment, the opportunity to contact professionals who are ready to completely revitalize your premises is quite popular. Qualified designers develop projects, companies offer the opportunity to repair Kuchino laptops on a turnkey basis. You do not have to buy materials yourself, hire workers, control the process.

Hello, is it possible to remove a magneto without a current puller?

Hello. I bought a snowmobile with rotax. There used to be th. Replaced. I can’t start. There is no spark. All wiring has been redone. I watched your video. The most interesting thing about the ignition is missing. Two rectangular connectors come out from the stator along the wires. One to the coil, the other to the light. I did not find such an option in the net. How to check the coils in the stator and assemble the circuit correctly?

Hello, can you tell us more about the flywheel puller.

And the belt should be as long as it should be. ? What belt number. ?

The most hu snowmobile on my own I know

Thanks for your review! With the muffler removed, it would be more handy! ! Where did they not find out the fragments of the magnets?

RMZ-500. Assembling the engine crankcase.

Well, another machine is ready for my workshop and this time a grinding one. Also in the near future I will still make machines, write in the comments which one you want to see a homemade machine in my performance)

Many people argue whether there is drilling for Rotax 503 from the factory, here is a video of the opening of the Rotax 503 ICE manufactured in 1999.

Hello everyone. Vidos did not work out very well. Next time I'll make my camera taller!

Subscribe to the channel, new videos will be uploaded in the process as the repair process progresses

The RMZ-640 "Buran" engine produced by the Rybinsk Motor-Building Plant is widely used not only on the snowmobiles of the same name, but also on deltalets. However, if individual snowmobile owners are satisfied with its characteristics to some extent, then pilots - with rare exceptions. And many of those who have been dealing with RMZ for a long time are aware of the constant risk of cylinder overheating and piston burnout. Therefore, delta pilots are trying to replace the "six hundred and forty" engine with a better one, if possible with an imported one, or, at worst, improve it.

In general, they have few ways of improvement: either to improve the existing structure in detail, or to remodel it on a large scale. The most decisive go for a deep modernization, affecting the main systems of the Rybinsk motor. Regular readers of our magazine know examples of such modernization. The most famous one, dating back to the fall of 1996, is given in the publications “Beetle-42: Transport for Heaven and Earth” (“Modelist-Constructor” No. 8,9,11'96).

Anatoly Zhukov, the designer of the Zhuk deltaplane, increased the power of the 600th by equipping its cylinders with individual carburetors and mufflers. He solved the temperature problem radically by converting the engine from air to liquid cooling. However, the reserves of the standard RMZ-640 are far from being exhausted.

Many designers are engaged in the opening of these reserves: in Rybinsk, in the factory design bureau, and in other cities, in flying clubs, various laboratories and scientific and technical centers. Valery NOVOSELTSEV, an employee of the Moscow Scientific and Technical Center “Istok”, presents his version of improving the performance of the famous engine. The article describes the work on the modernization of the RMZ-640 "Buran".

The participants set themselves the task of improving the performance of a widely used engine. One of the main activities to accomplish this task was to refine the design of plate check valves. In our case, we used a serial engine with serial number 88410219, which had previously worked on a two-seat deltaplane for 46 hours. The declared power of this engine is 28 hp. at 5500 rpm.

It is equipped with a V-belt reducer with a gear ratio of 1: 2.15, a propeller with a diameter of 1.6 m and a pitch of 0.79 m, as well as standard A17DV candles and a K-62Zh carburetor with a diffuser diameter of 32 mm and a main jet with a diameter of 1.36 mm. The engine ran on fuel consisting of a mixture of AI-93 gasoline (specific gravity 0.74) and MGD-14M oil in a ratio of 1:30. Fuel was supplied by gravity from a supply tank installed at a height of 2.5 m relative to the carburetor. Before the tests, the valve timing was checked, the effective compression ratio was refined - it was Eef = 5.6.

A low value of the average effective pressure of the serial engine was noted - only 3.56 kg / cm2. All operations related to the removal of characteristics were carried out on a complex engine test bench made in the aviation department of the Scientific and Technical Center "Istok" and which made it possible to simultaneously register the values of torque, fuel consumption, speed and temperature of the cylinder heads.

The stand includes a balancing machine, a moulinette (wooden propeller with a diameter of 840 mm), a fuel flow meter (shtihprober) with hermetically sealed contacts (reed switches), a thermocouple with a dial indicator, and a fuel tank with a capacity of 10 liters. To change the moment of resistance, six pairs of replaceable brake plates were attached to the ends of the moulinette blades, which made it possible to obtain seven points for measuring the parameters of the external characteristic.

The measuring base of the gauge consisted of three volumes controlled by reed switches, a magnetic float and three-way valves. Electronic tachometer - contactless, with an induction sensor. Temperature meter - aviation, registering the temperature of the cylinder heads under the spark plug. To reduce frictional forces, all movable joints of the machine are equipped with rolling bearings.

The work was carried out in four stages:

1) taking the initial (control) characteristics of the serial engine;

3) taking the characteristics of the upgraded engine and checking it over on a hang-glider;

4) taking the characteristics of the upgraded engine without a blower and gearbox.

The first stage was carried out on a complex motor test bench. Test conditions: outside air temperature + 2 ° С; atmospheric pressure - 746 mm Hg; fuel - a mixture of AI-93 gasoline with MGD-14M oil (1:30); carburetor - К-62Ж (main jet diameter - 1.36 mm; effective compression ratio Eef = 5.6); candles - А17ДВ. The following results were obtained.

Propeller characteristic (external load - propeller with a diameter of 1.6 m and a pitch of 0.79 m): Ne = 25.8 HP at 5086 rpm, Ce = 0.433 kg / h HP External characteristic (external load — mulinette): Ne = 27.9 hp. at 5514 rpm, Ce = 0.416 kg / h HP Head temperature t ° C max = 212 ° C. The second stage is the actual modernization. The following modifications were made to the crankcase (displacers were installed in the corners of the crank chamber), cylinder heads (the bearing surfaces of the heads were cut by 1.8 mm to increase the effective compression ratio,

EEF increased to 7.2, the cylinders themselves (the intake and exhaust ports are bored), the crankshaft (displacers are installed in the cheek notches), the cuffs of the crankshaft main journals (cut by 1 mm). The carburetor diffuser was also bored to a diameter of 33.6 mm, the diameter of the main jet was increased to 2.12 mm, and the height of the nozzle was reduced by 0.76 mm.

The valve timing (intake and exhaust) is increased. Each cylinder has two additional bypass channels with phases equal to the phases of the main channels (the cylinder liner was not pressed out in this case). Remanufactured: pistons, valve box, box cover, plate check valves (plates, seats and stops), cuff clips. The pistons are forged from AK12D alloy. They have two purge ports each, which lowered the temperature of the upper rings and piston heads and excluded burnout.

Unlike the serial piston, the skirt of the new piston is barrel-shaped and elliptical in accordance with the temperature gradient. The geometry of the skirt was adjusted experimentally.Since this process is rather complicated, it is possible to leave the standard pistons as well, modifying them according to the attached drawings. The body and cover of the box of plate check valves are cast from АЛ1. However, it is possible to use any other cast heat-treatable aluminum alloy.

The valve seats are made by pressing from organite (or Kevlar, as this SVM is also called - ultra-high-strength material) on an epoxy binder heated to 80-85 ° C during the polymerization process. Saddle sizes with minor changes are taken from the book by V.M. Kondrashev and others (see Literature). The material of the valve plates is STEF-1 fiberglass, the stoppers are steel.

Since the placement of the valves and the bore of the cylinder windows increase the volume of the crankcase by 41 cm3 (which leads to a decrease in the purge pressure and, as a result, to a decrease in the maximum engine power), so-called displacers are installed in the grooves of the crankshaft cheeks and in the corners of the crankcase harmful volume.

On the crankshaft, they are made of glass fiber on an epoxy binder (for better adhesion of the winding to the cheeks with a drill with a diameter of 4 mm, holes with a depth of 0.5 mm are marked in them). In the crankcase, the displacers are aluminum half-rings of triangular cross-section, fastened with M4 screws. The sum of the displaced volume in the chamber together with the volume displaced by the cuff yoke is 79 cm3, which more than compensates for the increase in volume from valve placement and window boring, which ultimately improves blowdown.

However, the increase in pressure in the crankcase led to the fact that the standard cuffs began to be squeezed out of the clips. This was revealed during the first engine starts. I had to make new clips and install in them cuffs from the semi-axles of the VAZ-2101 car, cut by 1 mm and facing each other with the front side. To seal the clips, rubber rings from the ignition shaft from the engine of a VAZ-2108 car were used.

Before mounting the cuffs, the clips were heated to 200-250 ° C. Then, TsIATIM-201 grease with molybdenum disulfite was stuffed in the cuff cavity, after which the clips were mounted on the crankshaft. Their shoulders are tucked into the crankcase recesses, and the standard thrust rings are dismantled. In addition to these works, the usual two-stroke ICE procedures were carried out to refine the inner surfaces, that is, cleaning the casting in channels and windows and adjusting the mating lines of the crankcase and cylinders. More about this in the book by I.M. Grigoriev (see Literature).

Stage three. During repeated tests, the parameters of the external, screw, flow characteristics and the maximum temperature of the cylinder head under the spark plug were measured. The temperature and composition of the exhaust gases were not indicated. The power was brought back to normal conditions. The ignition system has not been changed or adjusted. Test conditions: outside air temperature - 8 ° С; atmospheric pressure - 748 mm Hg; fuel and external load are the same as before the upgrade; the carburetor diffuser is bored to a diameter of 33.6 mm; main jet - up to a diameter of 2.12 mm; Eef = 7.2. Results of tests of the upgraded engine.

Propeller characteristic: Ne = 31.7 hp at 5316 rpm, Ce = 0.321 kg / h hp; head temperature t ° C max = 204 ° C; increase in capacity - 22.8 percent, efficiency - 25.8 percent. External characteristic: Ne = 38.2 hp at 5778 rpm, Ce = 0.332 kg / h HP Head temperature - t ° Cmax = 208 ° C; increase in capacity - 36.9 percent, efficiency - 20.25 percent. And finally, the fourth stage. In the configuration without a gearbox and blower, the engine spun up to 6840 rpm, the recorded power was 19.6 hp, Ne = 42.2 hp. at 5978 rpm, Ce = 0.338 kg / h HP

For the characteristics of the modernized engine, a new propeller with a Wortman profile FX-63-137 with a diameter of 1.6 m and a pitch of 0.8 m for a flight speed of 72 km / h was designed and manufactured. With him on the mooring lines, a thrust of 152 kg was obtained. Prior to this, the thrust on the mooring serial engine with a standard propeller reached 112 kg, after modernization - 135 kg.The rate of climb of a two-seater hang-glider with a serial engine and a standard propeller was 1 m / s.

After modernization, with the same propeller, - 2.5-2.8 m / s; and with the newly manufactured - 3-3.2 m / s, while the hourly fuel consumption did not exceed 9 liters. The temperature of the head of the "hot" cylinder of the modernized engine during take-off and climb operation at an outside air temperature of + 28 ° C did not exceed 195 ° C.

Bottom line: after completing the listed stages of modernization, the engine's operation became smoother and smoother, starting was much easier. Almost all of its main characteristics have improved: power, efficiency, continuity and, most importantly, reliability. At the end of September 1999, the engine worked 32 hours in deltaplane flights without any remarks.

Rice. 1. Units and parts of the serial engine RMZ-640 "Burai", which were re-manufactured or modernized.

Rice. 2. Modified inlet (a) and outlet (b) cylinder windows (the cylinder surface is deployed in the plane of the drawing).

Rice. 3. Modified piston (the surface of the piston is deployed in the plane of the drawing).

Rice. 4. Displacers in the crankcase: 1 - crank chamber; 2 - displacers (AMg-6); 3 - screw M4 (20 pcs.).

Rice. 5. Displacers on the crankshaft: 1 - crankshaft; 2 - - displacers (glass fiber on epoxy binder); 3 - holes (drilling 04 to a depth of 0.5 mm, 20 pcs.).

Rice. 6. Block of cuffs: 1 - clip (anodized D16T); 2 - sealing ring, rubber (from VAZ-2108); 3 - cuff (from VAZ-2101, cut off).

Rice. 7. Box of valves: 1 - plate valve (2 pcs.); 2 - box body (AL1); 3 - cover (AL1); 4 - screw M5 (8 pcs.).

Video (click to play).

Rice. 8. Plate valve: 1 - valve seat (organit or Kevlar); 2 - bolt МЗ (4 pcs.); 3 - stop (steel, 2 pcs.); 4 valve plate (fiberglass STEF-1.2 pcs.).

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