DIY ud 1 engine repair

In detail: DIY ud 1 engine repair from a real master for the site my.housecope.com.

class but not that. I really can't attach such a structure to a walk-behind tractor ((((
but thanks, the idea is great !!
- Edited by Leksus (May 1, 2011 21:44:42)
  - Video (click to play).
    - And with a photo it would be more convenient! in the sense of seeing what is how, well, it would not hurt to voice the technical characteristics.
      - And I set the ignition correctly.
        
        I support, somewhere on the forum there is a book (and not one) on UD, there is a description of the ignition installation.
        
        Ignition as soon as I did not put it. and turned clockwise and counterclockwise, and the magneto rotor turned 180. There is nothing. The labels are all the same. The piston reaches TDC, the outlet closes and the inlet immediately opens. If I had confused the labels, the valves would open earlier or later. And the rotor for the magneto is the same too. Checked with ud2. Now I was trying to start it up again. Also shots into the carb.
        
        Edited by Shamil (Jun 7, 2011 12:26:30 pm)
        
        This is as it should be, then the fuel mixture is "drawn in" better.
        Once I got a big book on minitractors, I downloaded it to the master city, but I think it should be on this forum too, there is stripped down by engines, with an accurate description of the periods.
        I’ll look for it now.
        With the help of a tester and a barbell (or protractor), set it according to the book, and then look.
        
        Edited by Leksus (Jun 7, 2011 19:35:19)
        
        There is a spark.
        Edited by Shamil (Jun 7, 2011 12:55:17 PM)
        
        Stationary subcompact engines UD-15, UD-25 and their modifications are designed on the basis of the MEMZ-966 (965) engine of the Zaporozhets automobile. The UD-15 engine is single-cylinder, and the UD-25 is two-cylinder. Both UD models are made according to the same design scheme and are maximally unified.
        
        Listening to the engine UD 25 and UD 15 in order to diagnose malfunctions
        
        Listening to the engine during its operation allows you to determine the state of the main parts in the places of their connections (landings). The knock of the piston, which occurs when the pistons are heavily worn, is well audible on an unheated engine on the left side of the cylinder. The knock of the piston pin, which occurs when there is a large gap between the pin and the connecting rod or the pin and the piston, is heard in the upper part of the cylinder head, and, with a sharp increase in revolutions, the knock increases.
        
        The knock of the connecting rod, which occurs when there is a large clearance in the connecting rod bearing, is best heard at the top of the crankcase near the cylinder. The noise of rolling bearings, which occurs during their wear, is heard near their installation sites. Gear noise occurs when the meshing clearance is increased. The knock of the rocker arms, which occurs when the clearance between the valve and the rocker arm is increased, is heard in the upper part of the head.
        
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        Also on these motoblocks the SK 6 and SK 12 engines were used. Here is the user's manual for these engines.
        
        UD 15 engines were installed on the MTZ walk-behind tractor. Detailed information on MTZ 05, MTZ 06/12 walk-behind tractors is posted on the corresponding pages of the site.
        
        The K-16M (K45M) carburetor is installed on the UD-15, UD-25 engines. The carburetor device is shown in fig. 10, 1 1. Carburetor 3 (Fig. 10) is adapted to work with a centrifugal regulator: throttle valve 6 is controlled by a lever with a sphere, which is acted upon by the regulator lever 7. For manual control of the throttle, there is a leash in the upper part 2. Air damper 9 is operated manually.
        
        The carburetor provides the ability (if necessary) to adjust the engine at low idle speed. The adjustment is carried out by the stop adjusting screw 4 located on the throttle lever in the upper part.Low idle speed should not exceed 1600 rpm. Adjustment of the mixture quality at idle speed is made with screw 5.
        
        Fuel is supplied to the carburetor by a diaphragm fuel pump 10 from a separate gas tank not connected to the engine. The fuel pump is operated by a cam located on the camshaft. The design provides a lever for the manual drive of the fuel pump.
        
        Air enters the carburetor through an inertial oil filter 1. The fuel level in the float chamber is maintained constant (19 ± 2 mm) by means of a float 1 (Fig. 11) and a shut-off needle 2. With the float lowered, the channel through which fuel comes from the gasoline pump, open. The fuel, filling the float chamber, raises the float, which closes the fuel supply channel with a shut-off needle. There is a float sink in the float chamber cover. The carburetor float chamber is not balanced. The idle system is fed with fuel up to the main jet.
        
        CARBURETOR OPERATION
        
        Engine starting... The engine is started with a closed throttle valve so that the air between the valve and the wall of the mixing chamber flows at a speed sufficient to atomize the fuel. In this case, although the fuel is supplied through the main jet, it is mainly the idle system that works. Only a small part of the gasoline flowing from the main jet, mainly light fractions, will participate in the mixture formation.
        
        Idling... When the engine is running at minimum idle speed, the throttle valve is open 1-2 °. The fuel-air emulsion enters through a hole adjustable by screw 4 (Fig. 10) located behind the throttle valve. As the throttle valve is opened further, the second hole in the idle system also enters the space behind the throttle valve, and fuel begins to flow through both holes. When the engine is idling with a regulator (n = 3000 rpm, throttle opening - 5 -7 °), in addition to the idling system, fuel is supplied through the main nozzle-atomizer
        
        Medium loads. As the throttle valve opens, the vacuum in the diffuser increases, and the fuel supply through the main nozzle-atomizer increases. The role of the main dosing system is increasing. Thus, at medium loads, the fuel supply is ensured by the joint operation of the idle system and the main metering system.
        
        UD multifunctional medium-powered engines, produced by the Ulyanovsk Motor Plant (the abbreviation UD stands for "Ulyanovsk Engine") since 1952, were used in the drive of various means of small mechanization, as well as in gasoline-electric units of the AB type. In general, the UD engine is a classic four-stroke air-cooled gasoline engine. Initially (1952), the plant mastered serial production of three modifications with a lower valve arrangement:
        UD-1 is a single-cylinder power unit with a cylinder volume of 305 cubic meters. cm, developing a power of 4 liters. With.;
        
        UD-2 - 2-cylinder engine, the power of which was 8 liters. With. (volume of cylinders 610 cm3);
        
        UD-4 is a four-cylinder engine with a cylinder volume of 1220 cubic meters. see He developed a capacity of about 15 liters. With.
        
        Then (1967), more modern power units with an overhead valve arrangement were launched into the series:
        
        single-cylinder UD 15 (power 6 hp);
        
        two-cylinder UD 25 (power 12 hp).
        
        Depending on the purpose, the UD series motor was equipped with a variety of attachments, among which one could find:
        
        Electric starter.
        
        Reverse gear.
        
        Flange for connecting a gearbox, etc.
        
        During the Soviet era, UD 2 was the most popular power unit among craftsmen who were able to independently assemble a mini-tractor, motorboat, etc. Its operational and technical parameters are shown in the table.
        
        The engine was installed on:
        
        gasoline-electric units AB-4-O / 230, AB-4-T / 230, AB-4-T / 400, AB-4-P / 115, etc.;
        
        drives for small-scale mechanization (compressors, winches, etc.);
        
        beacon boats, fishing and small utility motor boats.
        
        The UD 2 motor is a 4-stroke power unit with a lower valve arrangement. The basic element of the motor is the crankcase, which consists of two body parts connected to each other. Inside it are the details of the crank mechanism, which converts the reciprocating movement of the pistons into the rotational movement of the solid-forged crankshaft.
        The connecting elements between the pistons and the crankshaft are one-piece forged connecting rods, which have an I-beam in cross-section. Each of them is connected to the corresponding piston by a special piston pin. The grooves are made on the walls of the pistons, in which one oil scraper and two compression rings are installed.
        
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        The critical parts of the mechanism were made from:
        
        ductile iron - cylinders, flywheel;
        
        aluminum alloy - pistons, cylinder heads.
        
        The heavy flywheel, mounted on the front shaft overhang, facilitates the removal of the connecting rod-piston group from the "dead spots" and, in addition, provides a supply of cooling air to the cylinder head and directly to the cylinders. For this, it is equipped with curly blades. The external drive coupling is installed on the back of the shaft.
        
        The carburetor, fuel tank and air filter are mounted on the outer surfaces of the crankcase. Gasoline enters the carburetor by gravity from the tank, and the air filter cleans the air that enters the cylinders from dust.
        The crankshaft speed is controlled by a centrifugal regulator that controls the carburetor throttle valve.
        
        UD engines, like any other internal combustion engines, need regular maintenance. In this case, a distinction is made between:
        
        Every shift is reduced to a check before each start of the power unit:
        
        engine oil level;
        
        no oil leaks;
        
        reliability of fastening of parts and assemblies.
        
        After starting the engine, you need to check the engine oil pressure and make sure there are no extraneous sounds and knocks inside the engine.
        At the end of the work, it is necessary to drain the contents of the fuel tank sump.
        
        The first maintenance is carried out after the first 50 hours of engine operation. In this case, it is necessary:
        
        change the air filter;
        
        change the filter element of the oil filter;
        
        replace the engine oil;
        
        wipe the timing valve;
        
        clean the combustion chambers and pistons from carbon deposits;
        
        check the timing of the timing valves;
        
        check the contact clearances in the spark plugs;
        
        clean the magneto contacts.
        
        In the future, these procedures (TO-2) are recommended to be carried out every hundred hours of operation. In addition, it is recommended to regularly clean the crankshaft from sediment accumulated in the connecting rod journals.
        
        UD power units are characterized by a number of typical defects (see table).
        
        You can ask questions only after registration. Login or register, please.
        
        who is familiar with this engine. he already got everyone with this setup. what to do?
        
        First of all, you need to adjust the ignition, then the valves and the carburetor)) if everything is done and the magneto does not give a spark, then you can try to start it with the help of the akamulator and then transfer it to the magneto))) And finally, why do you have a problem, you can describe everything in detail or ask questions I will answer)) You can download the book from the Internet))) I have somewhere)
        
        First of all, you need to adjust the ignition, then the valves and the carburetor)) if everything is done and the magneto does not give a spark, then you can try to start it with the help of the akamulator and then transfer it to the magneto))) And finally, why do you have a problem, you can describe everything in detail or ask questions I will answer)) You can download the book from the Internet))) I have somewhere)
        
        Andrey, I understand everything, but how is it possible to start the UD-2 on a battery? Is it possible to “collective farm” ignition with standard magneto contacts and “external” missing nodes (is it necessary?).
        The standard magneto is very reliable (not at all like on tractors))), the only thing that fails is the coil.
        I have a power plant based on the UD-2-magneto "opened" only for prevention (for 10 years, once).
        On the fire pump, the same magneto, from the neighborhood with water, I changed the coil (I barely found it)).
        
        First of all, you need to adjust the ignition, then the valves and the carburetor)) if everything is done and the magneto does not give a spark, then you can try to start it with the help of the akamulator and then transfer it to the magneto))) And finally, why do you have a problem, you can describe everything in detail or ask questions I will answer)) You can download the book from the Internet))) I have somewhere)
        
        Andrey, I understand everything, but how is it possible to start the UD-2 on a battery? Is it possible to “collective farm” ignition with standard magneto contacts and “external” missing nodes (is it necessary?).
        The standard magneto is very reliable (not at all like on tractors))), the only thing that fails is the coil.
        I have a power plant based on the UD-2-magneto "opened" only for prevention (for 10 years, once).
        On the fire pump, the same magneto, from the neighborhood with water, I changed the coil (I barely found it)).
        
        somehow they put a lawn coil.
        
        First of all, you need to adjust the ignition, then the valves and the carburetor)) if everything is done and the magneto does not give a spark, then you can try to start it with the help of the akamulator and then transfer it to the magneto))) And finally, why do you have a problem, you can describe everything in detail or ask questions I will answer)) You can download the book from the Internet))) I have somewhere)
        
        Andrey, I understand everything, but how is it possible to start the UD-2 on a battery? Is it possible to “collective farm” ignition with standard magneto contacts and “external” missing nodes (is it necessary?).
        The standard magneto is very reliable (not at all like on tractors))), the only thing that fails is the coil.
        I have a power plant based on the UD-2-magneto "opened" only for prevention (for 10 years, once).
        On the fire pump, the same magneto, from the neighborhood with water, I changed the coil (I barely found it)).
        
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        somehow they put a lawn coil.
        
        You can also have a lawn one, just look for a place where to attach))
        The coil body to ground and one of its terminals, connect the other coil terminal to the moving contact or to the “jamming” wire.
        
        First of all, you need to adjust the ignition, then the valves and the carburetor)) if everything is done and the magneto does not give a spark, then you can try to start it with the help of the akamulator and then transfer it to the magneto))) And finally, why do you have a problem, you can describe everything in detail or ask questions I will answer)) You can download the book from the Internet))) I have somewhere)
        
        Andrey, I understand everything, but how is it possible to start the UD-2 on a battery? Is it possible to “collective farm” ignition with standard magneto contacts and “external” missing nodes (is it necessary?).
        The standard magneto is very reliable (not at all like on tractors))), the only thing that fails is the coil.
        I have a power plant based on the UD-2-magneto "opened" only for prevention (for 10 years, once).
        On the fire pump, the same magneto, from the neighborhood with water, I changed the coil (I barely found it)).
        
        somehow they put a lawn coil.
        
        You can also have a lawn one, just look for a place where to attach))
        The coil body to ground and one of its terminals, connect the other coil terminal to the moving contact or to the “jamming” wire.
        
        and high-voltage? I just can't look at the magneto right now. engine in the village. they say that there are no problems with the coil with the winding at all.
        
        And what is high-voltage. let it stay, there is also a primary winding that will “feed” the lawn ”coil (its output goes to the moving contact). The high-voltage winding can be removed if it is closed, otherwise it will“ interfere ”.
        Try to connect the lawn coil “as is” without removing anything, if a decent spark can be left.
        As a child, for several years I drove a "hole" with a D-6 engine and a lawn coil connected to the standard ignition.
        
        With the coil, it is not necessary to twist it for half an hour, but half a turn, even if the moment that will be applied is small_)
        
        Good afternoon. I got a mini-tractor based on UD-2 from my father-in-law.They did not use it for 10 years, stood in a cold garage. I must say right away that in general a layman in the device of engines and cars. But I'm trying very hard to catch up.
        
        Post edited by Zipper: 12 September 2010 - 23:04
        
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        Zipper (July 16, 2009 - 22:27) wrote:
        He straightened the slab with a sledgehammer, trimmed it with a large file. Unbearable added new carb. the result is
        Attached image: DSC01382.JPG
        However, it starts up and for some reason works
        Vidyushka
        Theoretically, based on the characteristics of the gas distribution, at low revs the engine should beat off the heart rate, now it beats it off.
        
        Post modified: Zipper (16 July 2009 - 22:27)
        
        In "КиЯ" №140 in the rubric "Our consultations" it was indicated that the pistons and piston rings of the "UD2" engine are not interchangeable with the same parts of engines of other types. However, options are possible.
        
        1. I successfully use ∅72 mm compression rings from the IZH-Planet motorcycle - they have the same height and thickness as the rings from UD2. You can also use rings from the "PD" engine (tractor "launcher"). As oil scraper I use rings Ø 72 mm from the engine of the car "ZAZ" with a capacity of 30 liters. With. ("Zaporozhets").
        
        If the UD2 engine has compound rings, the piston has a deeper groove. If the rings are drainage, then there are two of them on the piston. In ZAZ engines (30 hp) there are two types of rings; the rings of a later release are compound. If there are two (drainage) rings on the UD2 pistons, but it is possible to get compound rings, you can (in extreme cases) make a groove on the piston under one ring near the compression rings, and do not install the second oil scraper.
        
        2. The pistons of the "UD2" engine can be replaced by the pistons of 072 mm of the "M-402" ("Moskvich") engine, which have repair dimensions. First, you need to slightly bore the cylinders, remove the step from the rings in the upper part.
        
        The piston "M-402" is lower than that of "UD2" by 0.8 mm (if measured from the axis of the piston pin to the bottom), but at a low compression ratio (equal to 5.0) this does not play a decisive role.
        
        It is better to make the clearance between the piston skirt and the cylinder when boring by 0.02-0.025 mm more than it should be, since the thermal cut of the piston is made in a different place.
        
        Valve guides can be replaced with machined on a lathe at centers up to ∅14 +0.07 _+0,08 by pressing them into the cylinders.
        
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        Not having drawings and precise data on the parts of the crank mechanism mentioned in the letter of S. Eremeev of the engines, we can provide the drawing data of the "UD" parts, which will help determine the suitability of the corresponding parts of other engines or fit them in size.
        
        Piston produced with grooves):
        
        two compression ring grooves have ∅65_—0,2 mm and width 2.45 +0.075 _+0,050 mm;
        
        the groove for the oil scraper ring has ∅63.3_—0,2 mm and a width of 4.18 +0.02 mm;
        
        the distance of the axis of the piston pin from the piston bottom is 45 ± 0.1 mm.
        
        Piston compression ring:
        
        ∅72 mm, gap in the lock 0.2—0.45 mm, free 10 +5.0, ring thickness 3_—0,2 mm, height 2.45_—0,2 mm.
        
        Piston with four flutes:
        
        two compression ring grooves have a width of 2.45 +0.075 _+0,050 mm (up to 1973 width 2.47 +0.100 _+0,075 mm);
        
        two grooves for oil scraper rings have ∅65_—0,2 mm and width 4 +0.050 _{+0.025 mm}.
        
        The oil scraper piston ring has ∅72 mm, thickness 3_—0,2 mm, height 4_—0,02 mm, the gap in the lock in the 72 mm caliber is 0.20-0.45 mm.
        
        The size of the groove for the oil scraper ring ∅A (Fig. 2): for a split ring 63.3 mm; for one-piece ring 65.2 mm.
        
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        Many home-builders, before starting to design a home-made mini tractor, usually think about what kind of engine to put on it. Earlier, in the era of the USSR, the UD 2 engine was the most popular homemade engine.
        
        Nowadays, it is considered already outdated, but nevertheless it has not lost its fans, and many novice home-builders prefer to install the UD 2 engine on their home-made tractors. UD is a brand of multipurpose stationary subcompact internal combustion engines produced by the Ulyanovsk Motor Plant. The letters UD in the name of the engine designate the Ulyanovsk Engine. All engines of the UD series were produced as four-stroke air-cooled engines. Since 1952, the Ulyanovsk plant has produced 3 models of UD series engines:
        
        UD1 is a single-cylinder engine with a volume of 305 cc and a power of 4 hp. with bottom valves;
        
        UD2 is a two-cylinder engine with a volume of 610 cc and a capacity of 8 hp. with bottom valves;
        
        UD4 is a four-cylinder engine with a volume of 1220cc, 15 hp. with bottom valves;
        
        The same engines were produced by other factories under the brands PD (Petropavlovsk), SK (Kazakhstan), SM (Serp and Molot plant, Kharkov). The UD2 engine belongs to medium-boosted carburetor engines with a specific gravity of about 9 kg / h.p., Which at one time was a normal indicator, although by today's standards this is already a bit too much for a stationary engine. The design of the UD2 engine is designed for continuous operation at rated output power in difficult operating conditions (low or high air temperatures). The engine resource before overhaul is about 3000 hours.
        
        Naturally, the UD 2 engines are not without their shortcomings, which many craftsmen have learned to successfully deal with by installing other carburetors, contactless ignition, etc.
        
        Here are some videos with the converted UD 2 engines: