Manual Motor Lada

8/3/2019 Manual Motor Lada

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.1

Pig. 2-2. Engine. Cross Section

TROUBLE SROOTIlfG Cont"d

Cause2. Air inleakage 2. Replace drain pipet hr ou gh d ama ge d dr ai npipe3. A ir i nl ea ka ge 3. R ep lac e d am ag ed h os ethrough damaged heseleading from intakemanifold to brakev ac uu m b oo st er4. A ir i nl ea ka ge 4. Tighten up nuts orthrough gaskets in replace gasketsj oi nts b etw ee n i nt ak em ani fo ld a nd c arb ur et -tor or cylinder head5. W ro ng c le ar an ce s 5. A dj us t c le ar an ce sb et wee n v al ve r ec ke rsand camshaft cams6. C ar bu re tt or f au lt y:

( a) c ar bu re tt or

1. Bo. fUel in car-burettor:(a) fuel pipes or

c ar bu re tt or a ndfuel pump filtersclogged(b) fUel pumpfaulty

2. I gn it io n s ys te minoperative3. C ar bu re t t or c ho kevalve remains closedwhen starting engine

Ramedy Cause Remedy

(a) wash and airblastfUel tank and pipes andfilters(b) examine fUel pump andreplace faulty parts2. S ee C ha pt er " Ig ni ti onsystem"3. Eliminate poor tight-ness of carburettor chokeme c h an 1 S1 1 1.

BDgine Runs Unnenll or Stalls when Idling1. Wrong idling 1. Adjust idling speedad~ustment

(a) airblast jets and8


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Cont'dse Remedyets or channelsb) water in car-

c) choke mecha-s m d ia ph ra gmt io n s ys te m

channels(b) remove water from car-b ur et to r, d ra in s ed im en tfrom fUel tank( c) r ep la ce d ia ph ra gm

7. Se e C ha pte r " Ign it io nSystem"

EDgine Lacks Power and Pickupu re tt or t hr ot tl e 1. Adjust throttle valveo pen in co mpl et el y co ntr ol li nk ag es

u re tt or f au lt y:a ) a c ce l er a ti o nm p d ef ec ti ve

(b) main jets(c) choke valve

e ns i nc om pl e-ely(d) wrong fuelevel in floatchamberng valve rocker-c le ar an ce sc omp re ss ion ,lIPa (10 kgf/cm2):

(a) defective (a) replace gasket

cleaner cloggedt io n sy st em

l pump faulty

c yl in de r h ea dgasket(b) burning ofp is to ns , b re ak in gor sticking ofpi st on r ing s(c) poor seatingo f v al ve s( d) e xc es si vewear of cylindersand piston rings

2. Replace cleaner ele-ment3. S ee u nde r "I gni ti onSystem"4. C he ck p um p p er fo rm an ceand replace damaged parts(a) check pump capacity,re pla ce fau lt y p ar ts(b) airblast jets(c) adjust choke valvelinkage( d) a dj us t c ar bu re tt orf lo at s et ti ng6 . Adj us t c le ar anc es

( b) d ec ar bo ni ze p is to ngrooves and rings,r ep lac e d ef ect iv e ri ng sa nd p is to ns( c) r ep lac e fau lt yva lv es, re fa ce se ats( d) r ep la ce p is to ns ,rebore and hone cylinders

C ra nk sh af t ) la in B ea ri ng K no ck sAs a rule this knocking is of a' dull metallic, detected when the throttle valve is .ly opened at idling speed. Grows with increaseankshaft speed. Bxcessive crankshaft end plays a sharper sound with uneven intervals mosticuous during gradual throttling up md down

Cont'dCause Remedy

1. Spark advance angletoo early2. Oil pressure toolow3. Loosening of fly-wheel bolts4. E xc es si ve c le ar an ceb et wee n m ai n jo ur na lsand their bearingshells5. E xc es si ve c le ar an cebetween thrust half-ri ngs an d cra nk sh aft

1. Adjust igni tion timing2. See "Oil Pressure TooLow at Idling Speed"3. Tighten up to specifiedtorque4. Grind journals andr ep la ce s he ll s

5. Replace thrust half-rings by new and thickerones

B ig -E nd B ear in g K nock sUsually knocking of big-end bearings is

sharper than that of the main bearings. It is heardat engine idling speed when the throttle valve issharply opened. The origin of knocking can beeasily identified by disconnecting spark plug wiresone after another.1. Insufficient oilpressure2. E xc es si ve c le ar an cebetween big-end jour-nals and shells

1. See "Oil Pressure TooLow at Idling Speed"2. Replace shells andg ri nd j ou rn al s

P is to n S la psAs a rule it is a dull knocking caused byslackness of piston in the cylinder. It is best

audible at a low engine speed and under a load.1 . E xc es si ve p is to n- to - 1 . Rep la ce p ist on s,-cylinder clearance rebore and hone cylinders2. Excessive piston ring 2. Replace rings or pis-side clearance tons with rings

V alv e K nock sExcessive clearances in valve gear cause

characteristic knocks, usually with regular inter-vals. Knocking frequency is lower than that of anyother engine knocks, since ~he valves are operatedby the camshaft which rotates at half the crank-sh aft spe ed .1 . Ex ces si ve va lv e-t o-- ro ck er c le ar an ce s2. Valve spring broken3 . Exc es si ve c le ar anc ebetween valve stem andguide4. Wear of camshaft cams

1 . Adj us t c le ar anc es2. Replace spring3. Replace worn parts

5 . Loosening of adjust-ing b ol t l ock nu t

4. Replace camshaft andv al ve r oc ke rs5 . Adjust valve rocker-to-- ca m c le ar an ce 8n~t ig ht en l oc kn ut

9

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CauseI RemedyCamshaft Drive Chain Noise

The camshaft drive Chain noise becomes noti-ceable against the background of general enginenoise in case of excessive clearances between thechain and sprockets and it is particularly loud atlow engine speed.1. Chain becomes slackthrough natural wear2. Chain tensioner shoeor damper brokenJ. Chain tensioner plun-ger rod jamming

1 . Tension chain'2. Replace tensioner shoeor damperJ . E li min at e j am mi ng

Oil Pressure Too Low at Idling Speedof Warm Engine

1. Foreign matter get-ting under reducingvalve of oil pump2. Oil pump gears wornJ . E xc es si ve c lea ra ncebetween crankshaft mainjournals and bearingshells

1. Clean valve of foreignmatter and burrs. washout oil pump2. Repair oil pumpJ. ,G ri nd j ou rn als a ndr ep la ce s he ll s

O il pump reducingv al ve j am mi ng

011 Pressure Too High in Warm EngineR ep lac e v alv e

1. Oil leaking pasten gi ne s ea ls

E xc es si ve O il C ons um pti on1. Tighten fastenings orreplace gaskets andglands2. Rebore cylinders andreplace pistons and rings

2. Wear of pistonrings. pistons orcylindersJ. Broken pistonrings4. Gummed slots in oil ~. Remove carbon depositscontrol rings or from slots and cutoutscutouts in piston

J. Replace rings

grooves5. V al ve o il -d ef le ct in g 5. R epl ac e c ap scaps worn or damaged6. 'Heavy wear of valvestems or guides 6. R ep la ce v al ve s. re pa irc yl in de r h ea d

E xc es si ve F ue l C on SU! ft io n1. Choke valve failst o o pe n co mp le te ly2. High resistance toc ar l Il ot io n3 . Wrong ignition tiJR-ing

1. Adjust choke valvelinkage2. Check and adjust tyrep re ss ur e. b rak e s ys te m.f ro nt w he el a li gn men t3. A dj us t i gni ti on t im in g

Cont'dCause Remedy

4 . - I gn it io n d is tr ib u-tor vacuum spark timerfaulty5. C ar bu re tt or f ue llevel too high:( a) c ar bu re tt or

n eed le vs .lv e o rits gasket leaky

(b) jamming orf ri ct io n i nt er fe r-ing wi th normalmotion of float;f lo at l ea ky

6. C arb ur ett or ai rje ts c lo gg ed

4.- Replace vacuum timer ori g ni t io n d i st r ib u to r

(a) look for foreignpa rt icl es b et we en v alv es eat an d n ee dl e;replace gasket or valve,i f n ec es sa ry(b) examine float andreplace it. if necessary

6. Clear up jetsE ng in e o ve rh ea ts

1. Slackening of pumpand alternator drivebelt2. Lack of coolant inc oo li ng s ys te m3. W ro ng i gn it io ntiming4. R ad ia to r h ea vi lysoiled on outside5. T he rm os ta t f au lt y6. Defective valve inradiator cap [openingp re ss ur e b el ow 0.05MPa (0.5 kgf/cm2~7. Co ol an t p um pfaulty

1. Adjust bel t tension

2. Add coolant into cool-ing systemJ. Adjust ignition timing4. Clean radiator wit~jet of water5. R ep la ce t he rm os ta t6. Replace cap

7. Check. replace orr ep ai r c oo l, a nt p um p

Rapid Drop of Coolant Level in Expansion!!:B!

1. R ad ia to r d am ag ed 1. Replace or repairradiator2. Replace damaged hoseso r g as ke tsJ. Replace cock

2. Damaged hoses orpipe joint gaskets3. C oo la nt l ea ki ngf ro m h ea te r, co ck4. Loosening of hose 4. ~ighten up clampsclamps5. C ool an t l eak s 5. R ep la ce g la ndthrough coolant pumpgland6. Radiator cap or its 6. Replace capg as ke t d am ag ed,7. Cylinder head gas-k et d am ag ed

7. Replace gasket

-Defects relating to the engines with carburettor2107-1107010-20.

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E NG INE R EMO VAL A ND I NST AL LAT IO Nlace the car on a lift or inspection pit.the hood. Take away the spare wheel andits supporting tube.

isconnect the wires from the storage batterym t he en gin e-m oun ted el ect ric al d evi ces .

rain the coolant from the radiator, cylin-ock and heater; for this purpose unscrew theon the L.H. side of the cylinder block andradiator bottom tank; shift the heaterl upper lever to the right (this lever

the heater cock) and take off the caps frompansion tank and the radiator.

Cautiono avoid damaging the radiator, unscrew theplug with one wrench and hold the plug unioned into the radiator with another. Preferab-a socket or box wrench not to mutilate the

a ces

_, mov e t he fa n s hr oud , f irs t d is con nec tin gves. Disconnect the coolant inlet and out-es from the engine and take off the radia-mplete with the thermostat and hoses.emove the air cleaner, first disconnectinges, removing the cover and the filter ele-

2

Unscrew the nuts which hold the muffler inletpipe to the exhaust manifold. Detach the inletpipe from the bracket on the gearbox and ease itdown.

Detach the throttle valve control rod andchoke valve cable from the engine.

Disconnect the fuel feed hose from the engineand detach the hoses laid to the heater andva cuu m b ra ke bo ost er.U si ng a rti cul ate d so cke t w re nch 0 2.78 12 .95 00 ,unscrew the bolts which hold the starter to theclutch housing. Unscrew the bolts which fasten theclutch housing cover to the lower part of thenousing. Using articulated socket wrench A.5 50 35 ,turn off the clutch housing-to-cylinder blockbolts.

Suspend cross beam TCO-3/379 from a liftingtackle and sling the engine by the shackle instal-led on the exhaust manifold front fastening studat thElR.H. _side and by the clutch housing fasten-ing hole at the L.H. side~

Tension the tackle chain a little, unscrewthe nuts whicl:rfasten engine front mount pads 3(Fig. 2-3) to the side brackets and unscrew thenuts and the bolt which fastens the front axlehousing to the engine brackets.

Take out the engine, first moving it upwardto withdraw the mount pad bolts from the bracketholes, then shift it forward so as to pull theend of the gearbox clutch shaft out of the bear-ing int he c ran ksh aft f la nge .

4

J .i ll g.- 3. E ng in e ) (o un ts :1 - R.B. mount bracket with pad; 2 - L.B. mountbracket; 3' - pad; 4 - engine rear mount croS8lllell-bar; 5 - engine rear mount bracket with support

II"

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Remoye the heat-insulating shield of thestarter, the starter proper and the hot air intakecomp1.ete with the inlet hose. Remove two side

.1brackets from the cylinder block complete with theeDgine :front mount pads.

Unscrew the clutch fastening bolts and removethe clut ch.

~o install the engine reverse the removal

operations. Pay particular attention to the con-nection of the engine with the gearbox: the clutchshaft should enter accurately into the splines ofthe clutch driven disc. Besides, for properalignment of the engine with the transfer case,the aligning washers of the engine front DIOuntpads must enter the corresponding holes in thes id e b ra ck et s.

E NG IN E D IS AS SE MB LYWash the eDgine on the washing stand, put it

on the disassembly bench and drain the oil sump.Disconnect the hoses and throttle valve

control rod from the carburet tor and remove thelatter.

Remove the fuel pump and ignition distribu-tor; unscrew the spark plugs and the coolant tem-per ature tran smit ter with wre nch 6 7. 781 2.95 14.-

!ake off the alternator and coolant pumpdrive belt. remove the alternator and its bracket.

Remove the coolant pump, disconnecting theheater pipe from the pump and exhaust manifold.Detach the coolant outlet pipe and the pipeconducting coolant to the heater and remove themfrom the cylinder head.

Using remover tool A.60)12 unscrew and takeoff the oil filter with the gasket (~ig. 2-4).

Unscrew the oil pressure and oil pressurewarning lamp transmitters and ramove their unions.Take off the crankcase breather cover, the oilwmp and the oil pump. Take off the retainer ofthe oil separator drain pipe and take out thec ra nk ca se b re at hi ng 011 separator.

Remove the crankshaft pulley securing theflywheel with fixing tool A.60330/R (Fig. 2-10)and unscrewing the crankshaft starting jaws wi t hw re nc h . 1. 50 12 1 (~ig.2-5).

Remove the cylinder head cover and the coverof the camshaft chain drive. Unscrew the bolts ofthe camshaft and oil pump drive shaft sprockets.

P1S 2-4. Removing Oil Pilter with Reaover Tool.1.60)12

~ig. 2-5 . Unscrewing Crankshaft starting Jaw withW re nc h . 1. 50 12 1

Fig. 2-6. Remo~ing Chain Tensioner and Damper:1 - tensioner cap nut; 2 - tensioner body;) _ tensioner fastening nut; 4 - t an si on er s ho e;5 - shoe bolt; 6 - camshaft drive (timing) chain;7 - oil pu.p drive shaft sprocket bolt; 8 - damperbolts

Loosen cap nut 1 (Fig. 2-6) of the chainten.1oner. lmscrew nuts 3 which hold it to thec1linder head, remove the tensioner and. lmsorewingbolt 5. take off chain tensioner shoe 4

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Re mo vi ng C am sh aft T hr us t Pl an ge:l st f la ng e; 2 - camshaft; 3 - b ea ri ng h ou s-thrust flange fastening stud

R em ovi ng O il Pump D ri ve S ha ft :ust flange; 2 - f la ng e b ol t; 3 - oil pump

4 - wrench

2-9. Removing Crankshaft Sprocket withr al -P ur po se R em ov er T oo l A .40 00 5/ 1/ 7

Pig. 2-10 . Removing Plywheel:1 - wrench; 2 -flywheel; 3 - flywheel bolt;4 - washer; 5 - fixing tool A.60330/R to preventturning o f flywheel; 6 - clutch housing front cover

Pig. 2-11. Pressing out Gearbox Shaft Bearing fromCrankshaft with Remover Tool A.400 06

unscrew the chain l1mi ting pin, take off thedrive sprockets of the oil pump and camshaft andtake out the chain.

Loosen the nuts of studs 4 (Pig. 2 - 7 ) . Takeoff the camshaft bearing housing. unscrew the nutsof studs 4, remove thrust flange 1 and take out thecamshaft taking care not to damage the surfaces ofth e b ea ri ng ho us ing su pp or ts.

Unscrew the cylinder head bolts and take offthe head complete with the exhaust and intakemanifolds.

Remove thrust flange 1 (Pig. 2-8) of the 011pump drive shaft and take the shaft out of thec yl in de r b lo ck .

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U si ng g en era l- pu rpo se re mo ve r to ol A. 40 00 5/ 1/ 7from s~1o A.40005 , remove the sprocket from thecranksha~ (~ig. 2-9).

Unscrew the connecting rod bolt nuts, takeoff the connecting rod caps and 11ft out the pis-tons with the connecting rods cautiously throught he c yl in de rs .

Note. When disassembling the engine, mark thepisto~onnecting :rod, main and big-end bearingshells so as to install them back where theyb el ong d uri ng sub se qu ent rea ss em bly .

Install fixing tool 5 (Pig. 2-10), unscrewbolts 3, take off washer 4 and pull the flywheelfrom the crankshaft. Remove the front cover of thec lu tc h h ou si ng .

Using remover tool A.40006, take out thegearbox clutch shaft bearing from its bore in thec ra nk sha ft ( Pi g. 2 -1 1) .

Remove the crankshaft gland holder.Unscrew the main bearing cap bolts, take outthe caps complete with the lower shells, remove

the crankshaft, the upper shells and the thrusthalf-rings on the rear support.

E NG IN E A SS EM BL YPut a washed and cleaned cylinder block on

the stand and screw in any missing studs.Insert shells without grooves into the bed

and cap of the middle bearing; install shells withgrooves into the remaining bearing beds and caps.-

!!2.!!. The engine cylinders, pistons andglands, bearing shells and thrust half-rings ofthe crankshaft should be lubricated with engineo il b ef or e i ns ta ll at io n.

Place the crankshaft on the main bearings andinsert two thrust half-rings into the sockets ofthe rear support (Pig. 2-12);. the balf-ringsshould be selected by thickness as instructedunder "Crankshaft and Flywheel". Install the mainbearing caps in accordance with their marks( Fi g. 2 -1 3) .

CautionInstall the main bearing caps into the cylin-

der block where they belong. For this purpose the

Pig. 2-12. Installing Thrust Half-Rings on RearSupport- Since 1986 lower shells of the main bearings

without grooves on the inner surface are used.

cylinder block and its bearing caps are markedwi th the same conventional number (Figs 2-13 and2-24).

Install the thrust half-rings with theirrecesses facing the thrust surfaces of the crank-shaft. The steel-aluminium half-ring should beplaced at the front side of the rear support andthe cerametallic (yellow) half-ring, at the rearside.

Put the gland holder gasket on the crankshaftflange and insert the clutch housing front coverbolts into the holder holes (Fig. 2-14). Slip theholder with the gland on mandrel 41.7853.4011,move it from the mandrel onto the crankshaftflange and fasten it to the cylinder block.

Install clutch housing front cover 6(P'ig. 2-10) with the aid of two aligning bushingS.Install the flywheel on the. crankshaft withthe mark (tapered hollow) near the rim facing theaxis of the big-end journal of No. 4 cylinder, lockthe flywheel with fixing tool A.60330/R and boltit up to the crankshaft flange.

Using an inserter bushing from set0 2.785 4.95 00, insert the pistons with connectingrods into the cylinders (Fig. 2-15). Set02.785 4.95 00 comprises an inserter bushing for thestandard-size pistons and bushings 'for the repair-size pistons (0.4 and 0.8 mm oversize). Therefore,select the inserter bushing corresponding to thesize of the piston being installed.

1 2 3

Pi g .2 -1 3. J la rk s o n J lai n B eari ng Cap s ( be ari ng sare counted from engine front) and Cylinder BlockC od e . um be r


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2-14. Crankshaft Rear Gland Holder. ArrowsLugs for Aligning Holder with Crankshaft

-15 . Installing Piston with Piston Rings intoer with Piston Inserter Bushing from Set

16. Sequence of Tightening Cylinder Head Bolt

Cautione hole for the pin in the piston is offset

therefore the pistons should be installed8" c ylinder .i t h the mark "II" facing thef ro nt .t the bearing shells into the connecting'd their caps. Join the connecting rods With

~ig. 2-17. Alignment of Timing Marks on CrankshaftSprocket and on Cylinder Block

9~ig. 2-18. Sequonce of Tightening Camshaft BearingHo us in g N ut s

the crankshaft journals, install the caps andtighten the connecting rod bolts.Install the sprocket on the crankshaft.

Install the oil pump drive shaft and fasten it byt he th rus t f la nge .Using two aligning bushings install the cylin-der head on the cylinder block compete with the

gasket, exhaust and intake manifolds. Tighten thefastening bolts in two steps in the sequence shownin Fig. 2-16:

- tighten bolts 1 through 10 preliminarilywith a torque of 33.3 - 41.16 N.m (3.4 _ 4.2kgf.m);- tighten bolts 1 through 10 finally With atorque of 95.94 - 118.38 N.m (9.79 - 12 kgf.m) andbolt 11 with a torque of 31.36 - 39.1 N.m(3.2 - 3.99 kgf.m).

Turn the flywheel so that the mark on thecrankshaft sprocket registers with the mark on thecylinder block (Fig. 2-1 7).

Install the sprocket on the camshaft assembl-ed wi th the bearing hOUSing and turn the shaftso that the mark on the sprocket faces the mark onthe bearing housing (Fig. 2-19). Remove thesprocket and, without changing the position. of the

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1

Pig. 2-19. Alignment of Timing Marks on CamshaftSprocket end on Bearing Housing:1 - mark on sprocket; 2 - mark on bearing housing

camshaft, install the bearing housing on thecylinder head end fasten it by tightening thenuts in the sequence Shown in Pig. 2-18.

Install the chain damper on the cylinderhead.

Install the camshaft drive chain as follows:- put the clJain on the camshaft sprocket and

move it into the drive space, seeing that the markon the sprocket lines up wi th the mark on thebearing housing (Fig. ?-19). Do not tighten thesprocket bolt all the way home;

- install the sprocket on the oil pump driveabaft, also Without tightening the fastening boltcompletely;

- install the tensioner Shoe and the ten-sioner proper, Without tightening the cap nut toallow the tensioner spring to press down theshoe; screw the chain limiting pin into the cylin-d er b lo ck ;

- turn the crankshaft two revolutions in itsregular direction thereby ensuring the requiredchain tenSion; check to see that the marks on thesprockets are aligned with the marks on the cylin-der block (Pig. 2-17) and on the bearing housing(Pig. 2-19);

- if the marks are in alignment, lock theflywheel with fixing tool A.60J30/R (Fig. 2-10),tighten up finally the sprocket bolts, the chaintensioner cap nut and lock the sprocket bolts bythe lock washers; if the marks fail to coincide,rep eat the c hain inst allation opera tions.

Adjust the va lve rocker-to-cam cl earances.Install the camshaft drive cover (Pig. 2-20)

with the gasket and gland on the cylinder blockwithout tightening the fastening bolts and nutsall the way. Using mandrel 41.7853.4010, align the

cover relative to the end of the Craltighten up its fastening bolts and m

I ns ta ll t he c ra nk sh af t p ul le y 8Is ta rt in g j aw s.

Install the oil filter, screwinecylinder block unio n bandtight. Instaseparat or of the c rankcase bre athingthe breather cover and secure the retoil separator drain pipe.

Install the oil pump and the oili ts g as ke t.

Install the c oolant pump, alt ernland alternator. Run the belt over theadjust its tensi on.

. Install the heater radiator inle1the outlet connection on the cylinderthe heater radiator outlet pipe to thepump and exhaust manifold.

I ns ta ll t he g au ge t ra ns mi tt er s.Install t he 011 pump en d ignition

drive gear. Install the ignition dist~adjust ignition timing. Screw in the s~a nd t ig ht en t he m w it h t or qu e- in di ca ti ne67.7812.9515.

Install the fuel pump as instructe" Fu el S ys te m" .

Install the carburettor and connechoses.

Install the cylinder head co~r wi'ket and fuel line bracket.

Install the air cleaner; for this Isecure the hoses on the air cleaner bod~cleaner body with the gasket on the cartinstall the supporting plate and fastenwith nuts. Put in the filter element andthe cleaner cover.

Fill the engine with oil through ththroat on the cylinder head cover.

Pig. 2-20. Camshaft Drive Coyer. Arrows Sh,for Aligning Co ver with Cl"BDlcshaftPull ey 1

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ENGINE STAND TESTSA repaired engine shall be subjected to stand(running-in) at no-load in accordance withl lo wi ng p ro gr am :

2 min at 850 - 900 rpm) min at 1000 rpm4 min at 1500 rpm, and5 min at 2000 rpm.While running-in a repaired engine do note it at maximum speed.Mount the engine on the stand, start it andf or:

- water and fuel leaks between the matingfrom the pipe joints and past the gaskets;

- oil pressure;- ignition timing;- idling speed;- a bn or ma l kn oc ki ng .In case of abnormal knocking or other defects,the engine, correct the defects and resume

If oil leaks are detected past the gasketbetween the cylinder head and cover or past thegaskets between the engine oil sump, cylinderblock and covers, tighten the corresponding boltswith the recommended torque. If leakage persists,check for correct installation of the gaskets andreplace them, if necessary.

A repaired engine is not yet run-in, thereforefriction of the working surfaces of new partsoffers a considerable resistance to rotation; con-sequently, a certain working-in period is required.

This applies particularly ~o the engineswhere pistons, big-end and main bearings werereplaced, the crankshaft journals were ground andthe cylinders honed. Therefore, the running-inprogram should always end on the car driven at thespeeds recommended for the early stages of caroperation.

ENGINE CHECKOVER ON CARAfter installing the engine on the car checkrefully for correct mounting.Run the engine for some time and check the- leaks of coolant and fuel at the pipes; tighten the joints, if necessary;- oil leaks;- see that the carburettor control linkagees complete clOSing and opening of thetle and choke valves and adjust the linkage,c es sa ry ;

- alternator drive belt tension; adjust, ifnecessary;

- see that the wire contacts of electricaleqUipment are in good condition;

- check to see that the warning lamps on theinstrument panel function as they should.

CautionDo not check the engine and the car on a

stand with running drums without additional rol-lers under the front wheels.

CY LIND ER BLO CKmain dimensions of the cylinder block arein Fig. 2-21. GENERAL CLEANING AND INSPECTIONWash the cylinder block thoroughly and clean

the oil channels. Airblast and dry the cylinderblock, particularly its oil channels.

Examine the cylinder block and replace it, ifcracked in the supports or elsewhere.

CYLINDER BLOCK TIGHTNESS CHECKIf there is a suspicion that the coolant

penetrates into the, c rankcase, the cylinder blockcan be checked for tightn~ss on a special stand.For this purpose plug the holes int he c oo li ngjacket and deliver water at a room temperatureunder a pressure of 0.) Ml'a (J kgf/cm2).

~ere should be no water leaks from thecylinder block in the course of 2 min.

If oil gets into the coolant, before proceed-ing to disassembling the engine check the cylinder

2-21 . Main Dimensions of Cylinder Block block for cracks inthe oil channel zones. For this~ , .


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purpose drain the coolant from the cooling system.ramoye the cylinder head. fill the cylinder blockcooling jacket with water and deliyer compressedair ihto the yertical oil channel int he c yl in de rblock. Ifoair bubbles appear in the water fillingthe cooling jacket. replace the cylinder block.

CylindersCheck the cylinders for wear which should

not exc eed 0.15 I 1 1 I I I (the maximum tolerable Y Blue).The cylinder bore is measured with an inter-nal gauge (Pig. 2-22) in four zones. both alongand across the engine (Pig. 2-23). Ring gauge67.8125.9501 is used to set the internal gauge tozero.

Pig. 2-22. Me asur ing Cyl inde rs wi th I nter .nal G auge :1 - i nt e: ma l g au ge ; 2 - zeroing internal gauge byc he ck g au ge

!2!!. The cylinders in the block are dividedinto fiye diameter classes A, B. C. D and E insteps of 0.01 mm. The class of the cylinder ismarked on the lower face of the block (Pig. 2-24).The same face and the main bearing caps bear aconYentional number of the cylinder block whichindicates that the bearing caps belong to thisp ar ti cu la r b lo ck .

In zone Bo. 1 the cylinders practically donot wear. so this zone may be used as a referenceone for deter.min1ng cylinder wear in o ther th reezones.

Pig. 2-23. C yl in de r . ea su re me nt D ia gr am :A and B - directions ot a ea s ur e me n t s ; 1, 2, 3, 4-z on e n um be rs

Pig. 2-24. Cylinder Block Marked with CylinderSize Group (White Arrows) and Cylinder Block Code) lU mb er ( Bl ac k A rr ow )

If the maximum wear exceeds 0.15 _. b~. thecylinders to match the nearest repair size ,-_thepiston (0.4 or 0.8 _ oversize) with an 0.03 mmallowance in diameter for honing. Then hone thecylinders to the diameter proyiding the designedclearance between the piston of the selecte~repair size and the cylinder equal to 0.06 - 0.08mm .

C YL IN DE R H EA D J OI NT IN G S UR FA CEThe upper face of the cylinder block may be

distort.ed. Therefore, check this surface with astraightedge and a set of feeler gauges. Place thestraightedge on the diagonals of the cylinder blockand in the middle, both lengthwise and crosswise.If the surface is out-of-true by more than 0.1 _,replace the cylinder block.

18


13/46

PISTONS AND CONNECTING RODSThe main dimensions of the connecting rod andn group are given in Fig. 2-25. by the diameter of the piston pin hole. The classof the piston (letter) and the category of the pis-

~ig. 2-25. Main Dimensions of Piston. Connecting Rod. Piston Pin and Piston Rings

PRESSING OUT PISTON PINThe piston pin should be removed on a press.dr iv er A . 6 0 J o a and a support with a cylin-hollow to receive the piston. Take care tothe piston rings before driving out thepin .

The removed parts can be reused if they areightly worn and undamaged. Therefore. markrts during disassembly so as to reassemblen the original sets.

CLEABINGemove carbon deposits from the piston crown

grooves and clean the lubricating channelspiston and connecting rod fram all deposits.xamine the parts thoroughly for probable. Cracks of any nature on the piston. pistonpin. connecting rod and its cap are imper-

and call for immediate replacement ofReplace the bearing shells if they aresc rat ch ed o r he avi ly w or n.P IS TO N- TO -C YL IN DE R M AT CH IN G

he designed clearance between the piston ander (for new parts) is 0 . 0 6 - o . o a mm. Thence is determined by measuring the cylinderstons and fitting the pistons and cylindersing to the same class. The maximum clearance

by wear) should not exceed 0.15 mm.te. The diameter of the piston is checked in

perpendicular to the piston pin at ace of 5 2~4 mill fram the piston crown2-25).he pistons are divided into five classes (A.D and B) by the outside diameter, in 0.01 milland into three categories, in 0.004 mill steps

ton pin hole (figure) are indented on the pistoncrown.If the clearance in a used engine exceeds

0.15 mill. select the pistons to the cylinders toprovide the clearance as close to the deSignedvalue as possible.

Delivered for spares are pistons of classes A.C and E. These classes permit matching the pistonto any cylinder as both the pistons and cylindersare divided into classes with a certain overlappingo f d im en si on s.

C H EC KIN G P I ST ON- T O- PI N .C LEA R AN C EThe piston pin is press-fitted into the small

end of the connecting rod wi.th an interference andis free to rotate in the piston bosses.

!2!!. With respect to the outside diameter thepiston pins are divided into three categories in

!Pig. 2-26. Piston Pin Should Go in Under TlwabPresaure

19 , .


14/46

_ __~ _ - I IIII 1111 I r ,

Pig. 2-27. Checking Piston Pin Pitsteps of 0.004 1DIIl. The category is marked by painton the end of the pin: blue for the 1st category,green for the 2nd one end red for the 3rd category.

The fit of the piston pin in the piston ischecked by coating the pin with engine oil andinserting it into the piston boss. The fit is con-sidered correct if the pin enters the hole underthumb pressure (Pig. ~-26) and does not fallout ofthe boss (Pig. 2-27) of the.piston held with thep~positioned vertically.

If the pin slides out of the boss, use areplacement pin of the next larger category. If,however, the pin belongs to the 3rd category,boththe piston and. the pin must be replaced.

C HE CK IN G PIS TO N-TO -R IN G C LE AR AN CEThe side clearance of the piston rings

shou;Ld be measured as shown in Pig, 2-28, instal-ling the ring into the corresponding groove.

The assembly clearance should be0.045 - 0.077 mm for the upper compression ring,0.025 - 0.057 mm for the 2nd compression ring

Pig. 2-28. Checking Piston Ring S1de Clearance:1 -piston ~; 2 - piston; 3 - set of feelersauge.

and 0.020 - 0.052 mm for the oil control ring.The wear limit is 0.15 mm.

The ring joint gap should be checked with aset of feeler gauges, inserting the rings into agauge whose inside diameter isequal to the nomi-nal diameter of the ring, tl"Ue t o .:!:O.OO:3m.

The gap should range from 0.25 to 0.45 mm forall rings. File off the jointing surfaces of thering if the gap 1s insufficient and replace thering, if it is too big.

C H ECKI NG B EAR ING SH EL L- TO -C RANKSHAP TCLEARANCES

The clearance between the bearing shells andthe crankshaft journals can be checked by calcula-tions (by measuring the parts) or with a piece ofcalibrated plastic wire in the following order:

- clean thoroughly the working surfaces ofthe shell and big-end journal and install the con-necting rod with the piston on the big-end journalin accordance with their numbers;- put a piece of calibrated plastic wire onthe b~g-end journal, install the connecting rodand its cap and tighten the nuts with a torque of5 0.96 N.m (5.2 kgf.m);

- remove the cap and deter.mine the flatteningof the wire (Pig. 2-29) against the scale on thewire packing, thus finding the clearance.

If the clearance is within the tolerance 11-mits (0.036 - 0.086 mm) or does not exceed the wearlimi t (0.10 mm). the shells may be used withoutchanging the diameter of the big-end journals.

If the clearance exceeds the 0.10 mm wearlimit, use replacement shells (Table 2-1) andgrind the big-end journals to the repair sizespe ci fi ed und er "C ra nks ha ft a nd F lyw he el ".

Pig. 2-29. Measuring Width of Plattened Calibrat-ed .ire Against Scale:1 - calibrated wire; 2 - shell; :3 - big-end bear-ing cap; 4 - scale

20


15/46

Table 2- 1c la l es s o f C onn ec ti ng Rod Bea ri ng

Shells, DUll

I 0.25 Oversize0.50 0.75 1.01.848 1.973 2.098 2.2231.855 1.980 2.105 2.230

Pigures 0.25, 0.50, etc. indicate the reduc-in the diameter of the big-end journalsg ri nd in g.

C HE CK ING PI ST ON MA SSThe pistons in the engine should be of themass, true to ~2.5 g.If a set of pistons belonging to the samegroup is not available, they can be adjustedass by removing some metal from the base ofston pin boss as shown by arrows in Fig.However, the metal must not be removed

r t ha n 4. 5 mm relative to the nominal heighte piston (59.40 mm) while the removal ofin width should be limited by a diameter of

mm.

70,52-30. Points (Shown by Arrows) Where Ketale Removed to Equalize Piston Weights

ASSEMBL ING CONNECTING ROD AND PISTONGROUP

To provide for an interference fit of then pin in the small end of the connecting rod,the latter to 24 0 c for expanding its smallPor this purpose place the connecting rodsan electric oven.If the oven has already been brought to aa tu re o f 24 0 C, hold the connecting rodsfor 15 Dun.

Por correct jointing of the pin with thecting ,rod, press in the pin as rapidly asble, since the oonnecting rod cools quicklywhich the position of the pin will bei bl e t o ch ang e.To prepare the piston pin for assembly put itaft 1 (Pig. 2-31) ot tool 02.7853.9500. Pi t3 on the end of this shaft and secure it

Pig. 2-31. Tool 02.7853.9500 f o r P r es s -P i tt i ngPiston Pin into Piston and Connecting Rod End:1 - tool shaft; 2 - piston pin; 3 - guide;4 - thrust screw

Pig. 2-32. Press-Pitting Piston Pin into Connect-ing Rod Small End:1 - tool 02.7853.9500; 2 - piston pin. The pistonshould rest on connecting rod end. as shown byarrow

with screw 4. Do not overtighten the screw to avoidseizure due to heat expansion of the pin caused bycontact with the hot connecting rod.

.Take the connecting rod out of the oven andclamp it .quickly in a vice. Put the piston on theconnecting rod, aligning the pin hole in the pistonwith the hole in the small end of the connectingrod. Using tool 02.7853~9500, push the piston pininto the piston boss and into the connecting rodsmall end (Fig. 2-32) until the shoulder of thetool comes in contact with the piston.

During this operation the piston boss shouldbe pressed against the small end of the connectingrod in the direction of the force applied forpress-fitting the pin (shown by arrow inP ig . 2- 32 ). In this way the piston pin will occupyt he c or re ct p os it io n.

CautionThe piston and connecting rod should be

jointed so that the mark "n " on the piston islocated at the side ot the oil outlet hole in theconnecting rod big end.

2I "


16/46


17/46

C RA NK S HA ]' T A ND P L YW HE ELe main dimensions of the crankshaft aren Pig. 2-35.

out-of-squareness of the flange end surfacerelative to the crankshaft axis; with the crank-

'-- --'_-147.8'141---'-------'4 1 6 3 4Pig. 2-35 . )(ain D imensions of Crankshaft lIain and Big-End Journals end J'1l1ets

C LE AN IN G L U BR IC AT IN G CHAJmELSemove the channel plugs. Run counterbore6/10 fitted on spindle A.94016 through thesockets. Wash the channels thoroughly withne and blow them with compressed air.Install new plugs with the aid of driver0 and lock-punch them at three points for

r el ia bi li ty .CRANKSHAFT lIAIN AN D B IG -E ND J OU RN AL SChecking. Put the crankshaft on two V-blocks2-36) and using a dial indicator, check:

_ runout of the main journals which shouldxceed 0.03 mm ;_ runout of the seating surfaces for theket and the gearbox clutch shaft bearing; theum permissible runout is 0.04 mm;_ displacement of the big-end journal axesive to the plane passing through the axes ofig-end and main journals; the ' maximum permis-displacement is zO.35 mm ;

D ' 3 m ~. 0 2 5 0 ' "o ..

. 2-36. Pezadss1ble Runout of C~Shaft BaBic

shaft rotated, the indicator' installed at theside, 34 mm from the shaft axis, should readrunout not exceeding 0.025 mm (Fig. 2-36).

There should be no cracks on the main andbig-end journals and webs of the crankshaft,ot he rw is e t he c ra nk sh af t, s ho ul d be r epl ac ed .

The surfaces of the crankshaft mating with theactive edges of the glands should be free fromscratches, scores and nicks.Measure the diameters of the main end big-endjournals. Grind the journals if their wear exceeds0.03 mm or out-of-roundness is greater than 0.03 mmand also if the journals are scored or notched.

Grinding. Grind the main and big-end journalsreducing their size by 0.25 m m to provide thediameters specified in Tables 2-2 and 2-3 andjournal fillet radii as shown in Fig. 2-35.

Table 2-2Diameter of Big-End Joumals, m m

Nominal47.06447.084

Undersize1.0.2546.81446.83447.81447.834

47.56447.584

47.31447.334

Atter grinding and finishing the jOurnals, washthe crankshaft thoroughly to remove the remainingabrasive particles. Wash the lubricating channels ,several times with gasoline under pressure 'first

23 "


18/46

" ~ , ' ' I _ I I ' : fIliI I :' ~,.f

Table 2-3Diameters of Main Journals, DU D

"

Nominal Undersize0.25 1.0

50.775 50.525 50.275 50.025 49.77550.795 50.545 50.295 50.045 49.795

removing the channel plugs. Mark No. 1 web of thecrankshaft with the figure showing the reduction ofthe journal size (1 4 0.25; BE 0.50).

The out-of-roundness and taper of the main andbig-end j,ournals after grinding should not be over0.007 DUD.

MAIN BEARING SHELLSThe shells must not be subjected to any fit-

t in g o pe ra ti on s. In case of scores,scratches andseparations, they should be replaced.

Check the shell-to-journal clearances asfollows:- put a piece of calibrated plastiC wire ont he j ou rn al ;- install the main bearing caps complete with

the shells and tighten the cap bolts with a torqueof 80.36 N.m (8.2 kgf.m);

- remove the caps, find the amount of flatten-ing of the calibrated wire against the scale provid-ed on its packing (Fig. 2-37), thus determining theclearance.

The clearance between the main journals andbearing shells can also be found by calculations,measuring the diemeters of the main journals andshell bede. and the thickness of the shells.

Pig. 2-37. Measuring Clearance with Scale:1 - scale; 2 - calibrated wire

The nominal designed clearance ie0.050 - 0.095 mm. If the clearance is less than themaximum permissible limit (0.15 mm), the shells maybe used again. If the clearance exceeds the maximumpermissible limit, replace the shells on thejournals with new ones. If the crankshaft journalsare worn and reground to a repair size, replace theshells with repair size ones (of increased thick-ness, see Table 2-4).

Unobstructed turning of the crankshaft is anindication of correct assembly and journal-to-shellmatching.

Table 2-4Thickness of Main Bearing Shells, mm

Nominal Oversize0.25 0.50 0.75 1.0

1.8241.831

2.1992.206

2.3242.331

1.9491.956

2.0742.081

The figures 0.25, 0.50, etc. denote the reduc-tion in the diemeter of the main journals aftergrinding.

FLYWHEELExamine the teeth o'f t he flywheel ring gear;

replace the flywheel if they are damaged.The flywheel surfaces mating with the crank-

shaft end the clutch driven disc should be perfectlyflat and free from scratches and scores.

If surface 3 (Fig. 2-38) of the flywheel mat-ing with the clutch driven disc is scratched, turnit on a lathe, cutting off not more than 1 mm ofmetal. Then machine surface 2 to provide a size of(0.5z0.1) D U D end parallelism of surfaces 2 and 3relative to surface 1. The permiSSible non-parallelism is not over 0.1 mm as measured at ex-treme points of surfaces 2 and 3.

Pig. 2-38. Plywheel:1 - flywheel-to-crankshaft flangefastening sur,faee; 2 - clutchm ou nt in g s ur fa ce ; 3 - c lu tc h d ri ve ndisc supporting surface, B - pointfor checking runout of surface 2;C - point for checking runout ofsurface 3

24


19/46

stall the flywheel on a mandrel, aligning itmounting hole until it bears against surface2-38) and check the runout of surfaces 3

The runout read by the indicator at points Bhould not exceed 0. 1 Mm.C HE CK IN G C RA NK SH AF T E ND C LE AR AN CE

e end play of the crankshaft is limited byust half-rings installed at both sides ofr main bearing. The half-ring at the frontthe bearing is of the steel-aluminium type,hat at the rear side is a cerametallic) one. The half-rings are available insiz e (2.310 - 2.360 m m th ick ) a nd o ve rs iz e

- 2.487 mm thick).he end clearance between the thrust half-nd the thrust surfaces of the crankshaft canured as follows:install an indicator on a magnetic support

ert the blades of two screwdrivers as shown2-39;shift the crankshaft with the screwtlrivers

e the indicator reading. It should be within0.26 Mm.

f the clearance exceeds the maximum permis-imit of 0.35 mm, replace the thrust half-y new ones 0.127 m m oversize.

Fig. 2-39. Ch ec kin g Cra nk sh aft E nd Cl ea ra nce

~. The end clearance of the crankshaft canalso be checked on the car-mounted engine usingtool 67.8701.9510. In this case axial displacementof the crankshaft is produced by pressing andr~leasing the clutch pedal, and the end clearanceis determined by measuring the displacement of thecrankshaft front end.

CYLIND ER HEAD AND VALVE GEARhe main dimensions of the cylinder head are

in Fig. 2-40.

4S0t5 '45"30'!5 ' 4S0

30'tS'2-40. Basic Dimensions of Cylinder Bead,

es and Valve Guides

MOVAL AND INSTALLATION ON CAR -MOUNTEDENGINE

he cylinder head should be removed from thented engine if its defects do not call foroval of the engine, also when the maintenanceconfined to decarbonization of the combus-

tion chamber and valves. To remove the cylinderhead, proceed as follows:

- remove the spare wheel;- drain the coolant from the radiator and

cylinder block and remove the air cleaner;- disconnect the wires from the storage

battery, spark plugs and from the coolant tempera-ture transmitter; disconnect the choke valve con-trol cable from the carburettor;

- using wrench 67.7812.9514 unscrew the sparkplugs and the coolant temperature transmitter;

- disconnect the throttle valve control rodsfrom the intermediate lever on the cylinder headcover and take off the cover;

- turn the crankshaft to align the mark onthe pulley with the longer mark on the valve gearcover (Fig. 7-19), and the mark on the camshaftsprocket with the mark on the camshaft bearinghousing (Fig. 2-19);

- disconnect the hose from the heater inletpipe and detach the heater outlet pipe bracket f~t he e xh aus t m an ifo ld ;

- disconnect the hoses fram the carburet tor ,intake manifold and from the cylinder head coolingjacket outlet pipe;

- disconnect the starter protective shieldand the muffler inlet pipe from the exhaust manifold;

25 '"

_. _- '" 1, ~~ , "'~ 'T,. ~ ,~t .' l ..- -


20/46

!2!!. It is good practice to leave the ex-haust and intake manifolds with the carburettor onthe eyl;inder head. They can be removed later, whendi sass emDl ing the cyli nde r h ead.

- loosen the cap nut of the chain tensioner,force off the tensioner rod with a tyre iron andfix it with the cap nut;

- remove the camshaft sprocket and the bear-ing housing complete with the camshaft;- turn off the cylinder head-to-block boltsand remove the cylinder head.

To reinstall the cylinder head, reverse theremoval operations, observing the followingrequirements:

- do not forget to install the gaskets of thecylinder head and its cover;

- tighten the cylinder head bolts in thesequence shown in Fig. 2-16 and the nuts of thecamshaft bearing housing studs, in the sequenceshown in Fig. 2-18.

Tighten the cylinder head bolts in two steps:1st step - tighten bolts No.1 through 10(Fig. 2-16) with a torque of 33.32 - 41.16 N.m

(3.4 - 4.2 kgf.m);- 2nd step - tighten bolts No.1 through 10

with a torque of 95 .94 - 118.38 N.m (9.79 - 12kgf.m) and bolt No. 11 with a torque of31.36 - 39.1 N.m (3.2 - 3.99 kgf.m).

When installing the cylinder head cover withits gasket, tighten the cover nuts with a torquenot over 8 N.m (0.8 kgf.m) to avoid fracturing thegasket at the fastening holes and wraping thecover. It is recommended that the cover gasketshould be replaced by a new one during engine re-pairs. Having installed the cylinder head checkand time the ignition.

D IS AS SE MB LY A ND A SS EM BL YPut the cylinder head on plate A.60335 .Disconnect the exhaust and intake manifolds

complete with the carburettor (simultaneously thehot air intake is removed).Disconnect the outlet pipe of the coolingjacket.Disconnect the pipe conducting the coolant tot he h ea te r.

Remove valve rockers 11 (Fig. 2-41) and takeoff their springs 12.Loosen locknuts 14, unscrew adjusting bolts 13

and their bushings 15.Install tool A.60311/R as shown in Fig. 2-42,

compress the valve springs and free the springlocks. Portable tool A.60311/R can be replaced bys ta ti on ar y j ig 0 2. 78 23 .9 50 5.

Remove the valve springs with retainers andseats. Turn over the cylinder head and take outthe valves from its underside.

1 1

1 3t;:14. . ,.1 5

~6\ .

Fig. 2-41. Valve Gear Parts:- valve; 2 - locking ring; 3 - valve guide;4 - oil-deflecting cap; 5 - outer spring seat;

6 - inner spring seat; 7 - inner spring; 8 - outerspring; 9 - spring retainer; 10 - rocker springlocks; 11 - valve rocker; 12 - lever spring;13 - adjusting bolt; 14 - adjusting bolt locknut;15 - adjusting bolt bushing; 16 - rocker springl oc ki ng p la te

Fig. 2-42. Removing Valve Springs:1 - tool A.60311/R; 2 - assembly plate A.60335

Remove the oil-deflecting caps from the valveguides.

Assemble the cylinder head by reversing thed i sa s se mb l y o pe r at i on s.

C LEAN ING CY LIND ER HEADInstall the cylinder head on support A.6035 3.Decarbonize the combustion cnambers and the

surfaces of exhaust channels with a wire brushclamped on an electric drill. Clean and examine the

26

, '.' I

~----- -- ---~--- - - - - - - -- -~ -- ---~- - - ----- - - -- -~---_)_ . - ------ .: --'~ - - _ ,


21/46

hannels and the oil channels leading to the

CHECKING AND GRINDING VALVE SEATShe shape of the valve seat faces is illus-in Pigs 2-43 and 2-44.he seat faces (in the zone of contact withves) should be free from pin-point pits,on and damage. M inor damage can be correctedding the seats. In so doing try to remove asmetal as possible. Grinding can be performedmanually or with a grinding machine.I( / )325-32,7 ]I

ig. 2-43. Inlet Valve Seat Contour:- new seat; II - refaced seat

Ir /J 2 7 , 5 - 2 7 , 7

ig. 2-44. Exhaust Valve Seat Contour:- new seat; II -refaced seat

rind the seats~s follows:put the cylinder head on support A.60J53,

spindle A.94059 into the valve guide andniz e the seat faces with counterbores, A.940 92 (exhaust valve seats) and A.940 03 ,(inlet valve seats). The counterbores

be secured on spindle A.94058 and aligned byi nd le A .9 40 59 ;Spindles A.94059 are available in two

nt diameters: A.940 59/ 1 for inlet valveand A.9405 9/2 for exhaust valve guides.put spring A.94069/5 on pilot spindie

, install tapered wheel A.94078 (for exhausteats) or wheel A.94100 (for inlet valveon spindle A.94069, secure the Spindle innding machine and reface the valve seat4 5) .

Pig. 2-45 . Valve Seat Refacing

Pig. 2-46. Chamfering Valve Seat Face with Counter-bore Installed on Spindle A.9405 8

At the moment of contact between the grindingwheel and the valve seat the machine should beturned off to avoid vibration which will distortthe seat face.

It is recommended that the grinding wheelshould be dressed frequently with diamond tools

Bring the width of the working face on theexhaust valve seats to the values specified inFig. 2-44, using 200 counterbore A.940 31 and coun-terbore A.94092 which removes cold-working on theinside diameter. The counterbores should be slippedon spindle A.94058 and, like during the grinding,aligned by spindle A.9405 9.

Bring the width of the working face of theinlet valve seats to the values specified inFig. 2-43, first. m achining the internal face withcounterbore A.94003 (Pig. 2-46) to obtain a diame-ter of 33 mm, then the 200 f ac e w it h c ou nt erb or eA.94101 until the width of the working face is1.9 - 2 mm.

,.27


22/46

__ ; "1' ~t l'. tt r ~

VALVESRemove carbon deposits from the valves. Check

to see that the valve stem is not distorted andthe valve head is not cracked; replace the valveif it is found to be damaged.

Look for excessive wear and damage of theworking face. When refacing the valve on thegrinding machine, ensure a fac_e ang1~ of 4503 0 '+ 5'and see that the cylindrical part of the valve -head is not thinner than0.5 mm a ft er g ri nd in g.Take care not to remove the hard alloy coatingfrom the face of the exhaust valUe.

V AL VE GUIDESCheck the clearance between the valve guides

and the valve stem, measuring the diameter of thestem and the hole in the valve guide.

The assembly clearance for new guides is0.022 - 0.055 mm (inlet valves) and 0.029 - 0.062mm (exhaust valves). The maximum wear limit is0.15 mm.

If the guide-to-va1ve clearance is too bigand cannot be eliminated by replacing the valve,replace the valve guides with the aid of mandrelA.60 15 3/ R (F ig. 2-47).

Fig. 2-47. Pussing Out Valve Guides:1 - mandrel A.60153/R

To replace two guides of the inlet and ex-ha us t v al ves incylinders No. 1 and No.4, unscrewtwo studs of the camshaft bearing housing sincethey interfere with the installation of themandrel.

Drive in the valve guides complete with thelocking ring until the latter comes to bear againstthe surface of the cylinder head.

Baving pressed-in the guides, ream out theirholes with reamers A.90310/1 (inlet valve guides)and A.90310/2 (exhaust valve guides). Then grindthe valve seat and bring the width of the workingface to the required dimensions specified above.

VALVE. GUIDE O IL -DEFL ECTING CAPSIn the oil-deflecting caps there should be no

separations of rubber from the metal,no cracks andheavy wear of the working edge.

During engine repairs it is recommended thatthe caps should always be replaced by new ones.

Replace the damaged oil-deflecting caps hav-ing removed the cylinder head not to bend thevalve stems. To press-fit a new cap use mandrel41.7853.4016.

V AL VE RO CK ER SExamine the active surfaces of the rocker

which are in contact with the valve stem, the cam-shaft cam and the spherical end of the adjustingscrew. Replace the rocker if these surfaces ares cor ed or no tch ed .

If the rocker adjusting screw or its buShingis distorted or damaged, replace the faulty part.

V AL VE SP RI NG SMake sure that the springs are not cracked

and have not lost their resilience. For this pur-pose check them for deformation under load (Figs2-48, 2-49, 2-5 0).Dimension A (Fig. 2-50) of the rocker springs(non-compressed) should be 3 5 mm a nd d im en si on Bunder a load of 51 - 73.5 N (5.2 - 7.5 kgf) shouldbe 43 mm.

Fig. 2-48. )(ain Data for Checking Valve Outer Sprin

F ig. 2-49. Main Data for Checking Valve Inner Sp~uFig. 2-50. Checking Valve Rocker Spring:J. - free length; B - length under a load

28


23/46

CY LINDE R HEAD G ASK EThe surfaces of the gasket should be freey signs of damage. They should be smooth,dents, cracks, swelling and fractures.

ion of the outer layers from the metal ishe edgings of the holes should have nob ur ns a nd s ep ar at io ns .

CHECKING VALVES FO R TIGHT SEATINGlean carefully the seats and valves andthe cylinder head on support A.60 35 35 1) .

-5 1. Checking V alves for Tight seating:lder A.60041/2; 2 - tester A.60148; 3 - sup-.60353; 4 - stopper .1.60018 for spark plug

Insert the valves into the correspondingand stop the wells for the spark plugs with

A.60018.Set tester A.60148 in the position shown in-51 and, pressing the lever hard, keep forc-the air with Ii rubber bulb until the pres-

auge reads 50 lcPa ( 0.5 kgf/cm2); there shouldpressure drop within 10 s.If the valve faces fail to be in tight con-ith the seats, air leakage will be indicated

by the pointer moving towards the zero division. Ifso, grind again the valve face and the seat in thecylinder head with due care.

Tight seating of the valves can also be check-ed by pouring kerosene into the inlet and exhaustchambers of the cylinder head. There should be nokerosene leaks through the valves in the course of3 min.

CYLINDER HEAD T IG HT NE SS T ES TTo check the cylinder head cooling jacket for

tightness by water proceed as follows:- install the parts of tester .1.60334 (Fig.

2-52) on the cylinder head;- keep forcing water under a pressure of

0.5 MFa (5 kgf/cm2) by the pump into the cylinderhead.

There shall be no water leaks from the cylin-der head within two min. A cracked cylinder headmust be replaced.

To check the cylinder head for tightness byc ompre seed a ir pr ocee d a s f ollow s:_ install the parts from the set of testerA.60J34 on the cylinder head;_ dip the cylinder head in water heate4 to60 _ 80 c and let the head warm up for 5 min;

_ deliver compressed air at a pressure of0.15 - 0.2 MFa (1.5 - 2 kgf/cm2) into the cylinderhead. There should be no air escape from the headduring 1 - 1.5 min.

~ig. 2-52. Checking Cylinder Head for Tightness onT es te r . 1. 60 3 34 :1, 2, 4 - blank plugs; 3 - tester plate; 5 - flangewith water inlet union

C A J4S H AP 'TA N D D R I VEThe main dimensions of the camshaft and cam-bearing housing are given in Fig. 2-53,~ig. 2-54 illustrates a section through the

der head and block across the inlet valve.ADJUSTIlfG CAJ(-TO-ROCKER CLBAlWfCB

Adjust the clearances on a cold engine. havingadjusted the timing chain tension. After

" " "-~, ":... " _" - " -~,_. ,- ' ! '! ' " , : , . . . ~ " ," - ':1tment the clearance should be 0.14


24/46

.1

F ig. 2-5 3. Jfa1n Dimensions of Camshaft and of BoresinC am sh af t B ea ri ng H ou si ng

Pig. 2-54. Cylinder Block and Head. Section ThroughI nl et V al ve :1 - c yl in de r h ea d; 2 - valve; 3 - spring; 4 - valvelever; 5 - b ea ri ng h ou si ng ; 6 - camshaft; 7 -a dj us ti ng b ol t; 8 - b ol t l oc kn utA - r oc k er -t o -c am c le a ra nc e

_ loosen the locknut of the rocker adjustingbolt; _ insert flat feeler gauge A.95111, 0.15 mmthick, between the rocker and the camshaft cam andtum the bolt in or out with a wrench,securing

Table 2-5Seq uence of V alve Cf eara nce Adju stme ntCrankshaft End of co mpre ssio n Number of adjust-rotation, stroke i n c yl in de r e d v al ve s

deg. No . (cams)0 4 8 and 6180 2 4 and 7360 1 1 and 35 40 3 5 and 2

P ig . 2 -5 5 . C he ck in g R oc ke r- to -C am C le ar an ce :1 - feeler gauge A.95111; 2 - adjusting bolt;3 - a dj us ti ng b ol t l oc kn ut

the bolt by the locknut until, with the locknuttightened, the feeler gauge goes in with a slightdrag (Pig. 2-5 5);

- having adjusted the clearance in the ex-haust valve of No. 4 cylinder and inlet valve ofNo . 3 cylinder, tum the crankshaft each timethrough 1 800 and adjust the clearances in theseq uence specified in Table 2-5 .

A DJ US TI NG C HA IN T EN SI ONLoosen tensioner nut 1 (Fig. 2-5 6). This will

f re e s pi nd le 3 and the chain will be tensioned byshoe 7 (Fig. 2-57) which is acted upon by spring 8( Fi g. 2 -5 6) .

Turn the crankshaft 1-1 .5 revolutions in thenormal direction. The tensioner spring whichactuates the shoe Will automatically set the prope:c ha in t en si on .

Tighten tensioner nut 1; as a result, spindle3 Will be clamped by the collets of retainer 9 so

30


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0 , 2 . - 0 , 5

- 56 . C ha in ~ en si on er . S ec ti on al iz ed :p nut; 2 - tensioner body; 3 - spindle;ring ring; 5 - plunger spring; 6 - washer;unger; 8 - spring; 9 - retainer; 10 - spring

2-5 7. Caashaft end Accessory Drive Di~:amshaft sprocket; 2 - chain; 3 - chain daaper;011 pump dri ve sprocket; 5 - crankshaftet; 6 - l:lJDiing pin; 7 - tensioner shoe;hain tensioner

n the running engine plunge:!;' will be loadeding 5 alone. ~is spring forces the plungere head of spindle 3 and the clearance betweeno is filled with 011 on the running engine,il functioning as a shock-absorbing mediumc ha in i mp ac ts .ue to a guaranteed clearance of 0.2 - 0.5 mmn spindle 3 and plunger 7, in case of strongimpacts spring 8 starts functioning too.

CHE CK IN G CAM S H AF ~Scor es, nick s, scra tche s and alu mini um g allin g

from the bearing housings are not tolerable on thec am s ha ft j o ur na l s.

Wear exceeding 0.5 mm on the working surfacesof the cams, and scores and faceting are nottolerable.

Put the camshaft with its extreme journals ontwo V-blocks placed on a surface plate and checkradial runout of the middle journals with an indi-6ator. ~e runout should not exceed 0.04 mm, other-wise the camshaft should be trued up on as tr a ig h te ni n g p re s s.

~. ~e cars turned out before 1982 werefurnished with camshafts whose cams were inductionhardened. Since April 1982 the camshafts withnitrided cams are installed. Since 1984 each shaftbears the mark of the year of its manufacture.Since 1985 some cars are furnished with the cam-shafts with chilled cams. ~hese camshafts are dis-tinguished by a hex belt between the No.3 and No.4cams.

CHE CK L.'l" G C AM S HA FT B EA RIN G H OU S IN GWash and clean the camshaft bearing housing

and the oil channels.Check the diameter of holes in the supports.

If the clearance between the camshaft journals andsupports exceeds the 0.2 mm wear limit, the bearinghou sing shoul d be repl aced .

~he internal supporting surfaces should besmooth and free of scores. Replace the housing ifthe se surf aces are dama ged.

Examine the housing for cracks and replace it,i f c ra ck ed .C HA IN T EN SI ON ER

Disassembly and assembly. ~o disassemble thechain tensioner remove cap nut 1 (Fig. 2-56),retainer 9 and spring ring 4, then take out plun-ger 7, spring 5 and spindle 3 complete withspring 8 and washer 6.

To rea ssem ble rev erse the dis asse mblyprocedure.

Inspection. See that retainers 9 andspindle 3 are not sc~ed and the mating surfacesof the shoe and plunger are free of deep notches.Replace any damaged parts.

Pig . 2-5 8. )lain Data for Checking Tenaioner Spring31

, ~ ." '~"'''' .'~ .. . ' "" ;- - - ~- - - ------ -- - ----- --- - --


26/46

_

The resilience of the tensioner springshould be within the limits indicated in Fig.2-58. Replace the spring if it is weak

1Inspect the shoe and damper for heavy wearand replace them, if necessary.

CAMSHAF T DRIV E CRAINWash the chain in kerosene and examine its

links. The rollers and sideplates should be freefrom chipping, cracks and other kinds of damage.The chain is apt to become stretched in ser-vice. It is considered serviceable if the tensioneris capable of ensuring its adequate tenSion, i.e.when the chain is stretched by not more than 4 II1II1.

Check the stretching of the chain on a deviceequipped with two rollers 1 (Fig. 2-59) for in-stalling the chain, Stretch the chain with a forceof 294 N (30 kgf) then slacken it to 147 N

Pig. 2-5 9. Chain Wear (stretching) Check Diagram:1 - rollers

(15 kgf), repeat both operations and measuredistance L between the roller axes.

For a new chain distance L between the rolleraxes is (495 .3 !g:~) mm. Replace the chain if it isstretc hed to 499.5 mm.

Before installing the chain on the enginecoat it with engine oil.

C OO LI NG S YS l' EMA diagram of the cooling system is shown in

F ig. 2-6 0.

Pig. 2 - 6 0 . C oo li ng S ys te m:- body heater radiator inlet and outlet hoses;

2 - outlet connection; ) - expansion tank;4 - radiator top tank; 5 - radiator cooling fins;6 - fan; 7 - radiator bottom tank; 8 - pump drivebelt; 9 - coolant pump; 10 ~ thermostat

C HEC KIN G C OO LAN T LEVEL A ND S PEC IF ICGRAVITY

The quantity of coolant in the cooling systemis checked by the liquid level in the expansiontank. On a cold engine (15 - 20 C) the levelshould be ) - 4 cm above the "MIN" mark on thee xp an si on t an k.

CautionIt is good practice to check the coolant level

on a cold engine since the volume of heated coolantincreases so that its level iria hot engine mayr is e c on si de ra bl y.

If necessary, check the specific gravity ofcoolant with a hydrometer. It should be 1.078 -1.085 glom) for TOeD] A-40M liquid used in the VAZcars.

5If the coolant level in the expansion tank is

lower than prescribed and its specific gravity istoo high, add some distilled water. If the speci-fic gravity is normal, add some coolant of thegrade contained in the system.

If the specific gravity of the coolant islower than prescribed for the cold season, takecare to replace it with a proper grade.

67

FILLING COOLING SYSTEMAs a rule, the cooling system is filled

either when the coolant has to be changed, or afterengine repairs. To fill the system:

- remove the radiator and expansion tank capsand open the heater cock;

32 -


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pour 10.7 1f coolant into the radiator;uring until the liquid starts flowing fromiator throat; then replace the radiator cap;pour the remaining coolant into the expan-nk and put in place its cap;run the engine idle for 1 - 2 min toany air pockets. 7low the engine to cool down and recheck thelevel. If it drops below the prescribed

d there are no leaks in the system, add up 6uired amount of coolant. 5 _""""N'_

ADJUSTING PUMP DRIVE BELT TENSIONe tension of the belt should be checked byng its deflection between the alternator andlleys or between those of the pump and crank-The tension is considered correct whenion A of the belt (Fig. 2-61) under a force(10 kgf) is within 10 - 15 mm and deflec-

is from 12 to 17 mm.tension the belt loosen the alternator

ng nuts, push the alternator away from theand retighten the nuts.

2-61. Checking Pump Drive Belt ~ension

C OO LA NT P UM PDisassembly

o disassemble the pump:detach the pump body from cover 2 (Fig.2-62);secure the cover in a vice using gaskets and

he impeller from the shaft with remover tool(Fig. 2-6);remove hub 2 (Fig. 2-64) of the fan pulley

he shaft with remover tool A.4000S/1/S;turn out lock screw 9 (Fig. 2-62) and takebearing with the pump shaft;

pull gland 11 out ot body cover 2.Inspection,

eck the end play of the bearing. This opera-s mandatory when the pumP. was very noisy inon. The clearance should not exceed 0.1) mm

4

84,4 to.lFig. 2-62. Coolant Pump. Longitudinal Section:

- body; 2 - cover; ) - fan shroud bracket;4 - fan; 5 - pulley hub; 6 - cover plate;7 - shaft; 8 - pulley; 9 - bearing lock screw;-10 --bearing; 11 - gland; 12 - impeller

Fig. 2-63. Removing Pump Iapeller:1 - remover tool; 2 - impeller

under a load of 49 N (5 kgf~. Replace the bearingif the clearance is larger It is good practice to replace the pump gland

and the pump-to-cylinder block gasket duringrepairs.

Examine the pump body and cover; there shouldbe no distortions and cracks.

AssemblyTo assemble the pump:- using a mandrel install the gland without

cocking into the body cover;33 "


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,_,: . : - ..~"

Pig. 2-64. Removing Pulley Bub:1 - pump body cover; 2 - pu ll ey h ub; 3 - removertool

Pig. 2-65 . Installing Impeller on Pump Sbaft withT oo l A .6 04 30 :1 - support; 2 - pump shaft; 3 - pump body cover;4 - sleeve; 5 - setting screw

- drive in the bearing with the shaft into thecover, seeing that the lock screw socket is in linewith the hole in the pump body cover;

- turn in the bearing lock screw and lock-punch the socket along the contour to prevent thescrew from working loose;

- using installation tool A.60430 (Pig .2-65)force the pulley hub on the shaft ensuring a dimen-sion (84.4Z0.1) mm. If the hub is made of ceramet,only a new hub should be pressed on;

- press-fit the impeller on the shaft withinstallation tool A.6 0430, ensuring a clearanceof 0.9 - 1.3 mm between the impeller blades andthe pump body;

- assemble the pump body with the cover, in-stalling the gasket in between.

THERMOSTATCheck the temperature at which the thermostat

main valve starts opening and measure the travelof the valve.

For this purpose place the thermostat on aEC-106-000 stand, immersing it into a tank with~ater or coolant. Touch the indicator r9d bracketagainst the bottom of main valve 9 (Fig. 2-66).

The initial temperature of the liquid in thetank should be 73 - 75 C. Raise the liquid tem-perature gradually at the rate of 1 c per minuteapproximately, stirring the liq uid constantly soas to obtain uniform temperature throughout itsvolume.

The temperature at which the valve startsopening is the temperature at which the travel ofthe main valve reaches 0.1 mm.

Replace the thermostat if the temperature ofthe beginning of opening of the main valve isoth er tha n (802)c [(8~2) c for the valve ofPP R production)], or the valve travel is shorterthan 6.0 m m .

The simplest check of the thermostat can bemade directly on the car. Baving started a coldengine, hand-feel the radiator; if the thermostatis in order, the bottom tank of the radiatorshould start getting warmer when the pointer ofthe coolant temperature gauge is about 3 - 4 m mfrom the red zone on the scale, which correspondsto 80 - 85 C.

H-Pig. 2-66. Thermostat:1 _ inlet connecUon (from engine); 2 - bypass'valve; 3 - bypass valve spring; 4 - sleeve;5 - rubber insert; 6 - outlet connection; 7 - mainvalve spring; 8 - main valve seat; 9 - m ai n va lv e;10 - holder; 11 - adjusting nut; 12 - piston;13 - inlet connection (from radiator); 14 - filler;15 - case; D - coolant froll engine; P - coolantfrom radiator; B - coolant to pump

34

& wE g ".zu


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RADIATORRemoval from Car

To remove the radiator from the car:- take away the spare wheel and remove itst in g t ub e;

- drain the radiator and the cylinder block byng the drain plugs from the radiator bottom

and the cylinder block; open the heater cockemove the radiator filler cap;

Cautiono avoid damaging the radia~or, unscrew theplug of the bottom tank with one wrench,ng another one to the plug union soldered intodiator. Unscrew the plug with a socket or boxto prevent mutilation of the plug faces.

- disconnect the coolant hoses from theradiator;

- remove the fan shroud, first separating itshalves;- unscrew the radiator-to-car body bolts and

take the radiator out of the engine compartment.T ig htn es s T es t

The radiator can be checked for tightness ina water bath.

Plug the radiator connections, feed in air ata pressure of 0.1 MFa (1 kgf/cm2) and dip the radia-tor into the water bath for at least )0 s. Thereshould be no air bubbles.

Minor leaks can be corrected by soft-solder-ing; a heavily damaged radiator should be replacedby a new one.

L UB RI CA TI NG S YS TE Mhe design of the lubricating system

.oW li i n F ig . 2 -6 7.

1 2

1 1

1 0

82-67. Lubrica't1Dg S78t8lll:

chaDnel to feed oil to maiD bear1Dg; 2 - chanDeleed oU froa .. in bee.r1Dg t o b ig -e nd b ea rin g;oil PUIIP b }' -p U8 v al T8 ; 4 - paper filter ele-

5 - 8 Dt id ra in v al ,. e; 6 - oil PUIIp; 7 - chaDneleed oil fro.PUIIP t o f il te r, 8 - bori.ontalDel in c71iDder block to feed oil fro. filter

1 6

to main oil line; 9 - chaDnelin c71inder block to feedoil to pump and ignitiond is tr ib ut or d riv e g ea r;

10 - chanDel to feed oil'to oil pump and igni-tion di8tributor drive shaft; 11 - oil pump andi gn it io n d is tr ib ut or d ri ,. e s ha ft ; 12 - chaDDel in

driven sprocket to feed oil to chain; 13 - caa-shatt; 14 - c ir cu la r g ro o . .. .o n m id dl e s up po rt in gjo w: na l of c 8l ll Sb a:f t;5 - chaDDel in caashaft caa;16 - channel in c am sh af t s up po rt in g j ou r. aa l;17 _ ,.ertical chaDnel in c711nder block to feed oilto valve gear; 18 - main 011 line; 19 - electricoU pre8sure tranaDitter and 011 pressure wamiDglamp traD.aa.itter

35 , .


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R EP IA CI NG O ILChange the oil while the engine is still hot.

Wait at least 10 min after opening the drainhole to provide for complete drainage of oil.

While replacing the oil be sure to replace theoil filter too. It can be removed with the aid ofremover A.60312 (Fig. 2-4).

Install the filter by screwing it in hand-tight.

Every 3 0 0 0 0 km of run wash the lubricating sys-tem with BH~~Hn-~~ oil in the following order;- stop the engine, drainthe used oil and.

without removing the oil filter, pour in the'deter-gent oil BH~~Hn-~~to the "MIN" mark on the oildipstick (2.9 1);

- start the engine and run ita t the minimumidle speed for 1 0 min;- drain all detergent oil and remove the old0 11 f il ter ;- install a new oil filter and pour in fresh

lubricating oil of the grade suited to the season.OIL PUM P

The main dimensions of the 011 pump and itsdrive are given in Fig. 2-68.

D is as se mb ly a nd A ss em bl yClamp the pump ina vice taking care not to

damage the body and do the following:- unscrew the bolts and remove the intake con-

nection complete with the oil reducing valve;- remove pump body cover 3 (Fig. 2-69) and

take the pump shaft with the drive gear, then thedriven gear, out of the body.

To assemble clamp the pump cautiously in avice and proceed as follows:- install the drive gear with the shaft intothe pump body and slip the driven gear on the axlein the body;

- install the body cover, the reducing valvewith the spring and fasten the intake connectionto the pump body.

!2!!. The gears in the assembled pump shouldrotate smoothly and without jamming when the driveshaft is being turned by hand.

Checking Pump PartsWash all parts of the disassembled pump inkerosene or gasoline and blow them with compressed

Fig. 2-68. lIasic Dimensions of Oil PuIlp a nd Drive

R em ov al a nd I ns ta ll at io nIf the 011 pump alone has to be repaired,

remove the engine from the car (see "EngineRemoval"), mourit it 'on a tumover stand, drain oilfrom the engine sump, tum over the engine andremove the 011 sump. Then unscrew the oil pumpfastening bolts and take off the pump completewith the intake connection.

To install the pump reverse the removal opera-tions.

air; then examine the pump body and cover; replaceany cracked parts.

Using a set of feeler gauges, check theclearances between the gear teeth, also between thegear tips (outside diameters of the gears) and thepump body walls (Fig. 2-70) which should be.respectively, 0.15 m m ( ma xi mu m p erm is si bl e 0.25 mm )and 0.11 - 0.18 m m ( ma xim um p er mi ss ib le 0.25 mm).If the clearances excee~ the permissible limits,replace the gears or, if necessary, the pump bodytoo.

36


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6 9. D is as se mb li ng O il Pu mp -:lducing valve; 2 - spring; 3 - cover; 4 - body;

2-70. Checking Radial Clearance in Oil PumpUsing a feeler gauge and a straightedge

. 2-71), check the clearance between the gears and the surface of the body; this clearanceld be 0.066 - 0.161 mm (maximum permissiblemm).If the clearance is larger than 0.2 mm,ace the gears or the pump body, depending onhev er is worn heav ier.Measure the parts to dete~ine the clearanceeen the driven gear and its axle. It should be7 - 0.057 mm (wear limit being 0.1 mm).des, measure the clearance between the pumpt and the bore in the body. This clearanceld be 0.016 - 0.055 mm (maximum pe~issiblemm). If the c~earances Exceed the limits,ace the worn parts.

Pig. 2- 71 . C hecki ng A xial Cle aran ce inOil Pump

C he ck in g R ed uc in g V al veWhen repairing the oil pump, take care to

examine the reducing valve. Pay attention to thecondition of the valve and body surfaces since dirtor deposits on the mating surfaces may caus~ jam-ming. The mating surfaces of the valve should befree from nicks and burrs which may decrease pres-sure in the system.

Check the valve spring for resilience againstthe data given in Fig. 2-72.

Fig. 2-72. Basic Data for Checking Reducing ValveSpring

OIL PUMP DRIVE SHAFT AND GEARSThe shaft journals and the active surface of

the eccentric should be free from dents and notches.The teeth of the oil pump and ignition distri-butor drive gears should not be chipped, otherwise

replace the defective shaft or the gear.OIL PUMP DRIVE SHAFT BUSHES

Check the inside diameter of the bushes, theirfit in the bores and alignment of the oil hole inthe front bush wi t h the channel in the cylinderblock (turning of the bush). The inside surface ofthe bushes should be smooth and free of scores.

Measure the diameters of the shaft and bushesand determine the clearances between the bushes andthe bearing surfaces of the shaft. If the clearance

"37


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Pig. 2-73. Removal and Installation of Oil PumpD rive Sha ft Bush es:1 - driver A.6033 3/1/2

exceeds the 0.15 m m wear limit, also if the bushesare damaged on the surface or loose in the bores,replace them by new ones.

Both installation and removal of the bushesshould be performed with driver A.6033 3/1/ 2 (F ig.2 -7 3) , o bs er vi ng t he f ol lo wi ng r eq ui re me nt s:

- the bushes must be press-fitted into theirbores so that the oil hole in the front bush islined up with the lubrication channel in the cylin-d er b lo ck ;

- after press-fitting the bushes must befinished to the exact inside diameter (for dimensionsse'eFig. 2-69). To ensure perfect axial alignment of

the shaft bushes, ream both of them jointly withthe aid f reamer A.90353.

OIL PUMP DRIVE GEAR BUSHCheck the bush for reliable press-fitting in

the bore. Replace the bush if its inside surfaceis rough and scored.

To force the bush in or out use driverA.6 03 26 /R ( Fig. 2-74) .After press-fitting ream out the bush to16.016 - 16.037 mm.

Fig. 2-74. Pressing out Oil Pump and Ignition Dis-tributor Drive G ear Bush:1 - driver A.60326/R

C RA NK CA SE B RE AT HI NG S YS TE MWASHING

To wash the system disconnect breathinghoses 4 and 8 (Fig. 2-75 ) from the connections,take flame arrester 5 out of hose 4, removebreather cover 3 and wash them with gasoline orkerosene.

It is also necessary to wash the carburet tor

F ig. 2-75 . Cra nkca se Breat hing Sy stem:A and B - operation of carburettor fume valve unitat low (A) and high (B) crankshaft speeds;1 - oil separator drain pipe; 2 - oil separator;3 - breather cover; 4 - gas drawout hose; 5 - flamearrester; 6 - drawout manifold; 7 - air cleanerf ilte ring elem ent; 8 - c rank case fume reci rcul ationhose; 9 - primary throttle valve shaft; 10 - fumeY alve; 11 - fume valve groove; 12 - calibratedorifice

7B

9

3 8


33/46

e valve and the air cleaner spaces and connec-ns which conduct the drawn-out gases.

S in ce 1 987, cr an kc ase fu me r ec irc ul at ionhose 8 is laid to reach oil separator 2.

F UEL S YST EM

A IR CLEA NERTo remove the air cleaner take off its cover,

t out the filter element, unscrew the fastenings (Fig. 2-77) and remove the cleaner body withgasket. Now disconnect the hoses.When installing the air cleaner take care to

ition its cover properly. In summer (at tem-t ur es a bo ve +15 C) put the cover so that

e mark A (F~g. 2-76) is in line with blackJ. In winter (at temperatures below +15 C)

the cover to align red mark B with the arrow.

FUEL PU MPThe design of the fuel pump appears in

Fig. 2-78.C hec ki ng Pum p

Insufficient supply of gasoline to the car-burettor may be caused by some fault of the fuelpump or by clogging or damage of the fuel lines.

To identify the cause of the trouble discon-nect the hose from discharge connection 1 and workhand-priming lever 8 to see whether the fuel is

:Pig. 2-77. Removing Air Cleaner. Arrows ShowCleaner-to-Car~ttor Pasten1Dg BUts

2 Pig. 2-76. Air Cleaner:1 - nut; 2 - cleaner cover; J - i nd ic at in g a rr ow ;4 - summer air intake; 5 - cleaner body; 6 - winterW&l'IIl air feed hose; A . - blue mark SUJDIER (JIETO);B - red mark WINTER ( S W A A )

supplied at all. If not, disconnect the hose fromsuction connection 4 and check for vacuum built upat the outlet of this connection. If vacuum iscreated, the trouble should be traced to a damagedline; if not, the pump is at fault.

Disassembly, Inspection and Checking of~

To disassemble the pump unscrew the bolt ofcover 5, remove the cove~ and filter 2. Then turnout the screws fastening the body to the lowercover, detach these parts from each other, take outthe diaphragm unit and the spring.

Wash all parts in gasoline and blow them withc om pr es se d a ir .

Check the condition of the pump springs.Look for probable jamming of the valves. Exa-

mine the diaphragms. They should be free fromc ra ck s a nd a ge -h ar de ni ng .

Atter inspection replace all worn or damagedparts by new ones. The pump gaskets must always be

39 "


34/46

.1

Pig. 2-78. Puel Pump:1 - discharge connection; 2 - filter; 3 - body;4 - suction connection; 5 - cover; 6 - suctionvalve; 7 - rod; 8 - hand-priming lever; 9 - spring;replaced by new ones; before installation, coat themwith a thin layer of lubricant.

I nsta llati on o f P umPCorrect installation of the fuel pump will be

ensured by using two of the following three gaskets:A - 0.27 - 0.33 mm thick;B - 0.70 - 0.80 mm thick;C - 1.10 - 1.30 mm thick.To install the pump, refer to Fig. 2-79 andp ro ce ed a s f ol lo ws .Install the heat-insulating spacer on the

cylinder block, putting gasket A in between, andplace gasket B on the spacer surface contacting the

A B

Pig. 2-79. Diagram for Checking and Adjusting.Travel of Pump Drive Pushrod:A - gasket 0.27 - 0.33 rom thick; B - gasket0.70 - 0.80 rom t hick; d - pushrod travel

1 1 1 010 - eccentric; 11 - recker; 12 - operating lever;13 - lower cover; 14 - inner spacer; 15 -outer spacer;16 - discharge va1vepump. Using fixture 67.7834.95 06 measure distance d(the minimum protrusion of the pump pushrod deter-mined by slowly turning the crankshaft). If distanced is within 0.8 - 1.3 mm, secure the pump on theengine; if it is smaller than 0.8 mm, replacegasket B by gasket A; if dis~ce d is larger than1.3 mm, replace gasket B by gasket C. Recheck dist-ance d and secure the pump on the engine. Rememberthat the cylinder block and the heat-insulatingspacer should always be separated by gasket A.

FU EL TANKR em ov al a nd I ns ta ll at io n

To remove the fuel tank from the car:- unscrew cap 6 (Fig. 2-80) of filler pipe 9

an d dra in gasol ine;- remove the rear seat, turn off the fastening

screws of the R.H. and L.H. linings of the wheelarches and remove the R.H. lining;

- turn off the fastening screws and remove thecover of the fuel tank compartment;

- remove the hoses which connect the fueltank with the filler pipe, disconnect the wiresand hose from the fuel level transmitter, unscrewthe fastening bolts and remove the tank.

To i nstal l r ever se th e r emov al ope ratio ns.Cl eanin g a nd Inspe ctio n .

Remove the fuel level transmitter, wash thetank with gasoline to remove sediments. Then washit with a stream of hot water and steam-treat itt o r em ov e r el lD la nt so f g as ol in e.

40


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2

80. Puel Tank a nd P ip in g:l tank; 2 ~ hose; 3 - fu el l eve l tr an smi tte r;i pipe; 5 - fu el p um p; 6 - cap; 7 - gasket;ler pipe seal; 9 - filler, pipe; 10- connec-

11 - v en t h os es; 12 - seal

mine the fuel tank closely along the jointsure there are no leaks and, if necessary,der the leaky point.

cautiondering is permitted only on a thoroughlyank containing no gasoline fumes which mayuring soldering.

CARl3URETTORto 1980 the VAZ-2121 cars had been equippedu re tt or s 2106-1107010. This number isthe lower flange of the carburettor body.nn ing fr om 1980 th e VAZ-2121 cars aret h ca rb ure tto rs 2107-1107010-20 jointlyignition distributor type 30.3706-02

which incorporates a vacuumimer. However, some of the cars may bed w it h c ar bu re tt or 2107-1107010-10 jointlyconventional ignition distributor (withoutum spark t1mer). on these carburettors theis given on the nameplate secured to thettor cover. \e c ar bu re tt or 2106-1107010 is of the emul-uble-barrel downdraft tiP~. It incorporatesed float chamber and a system for drawingnkcase gases into the after-throttle spacease fume reoirculation system) (Pig. 2-81).ing system has a heated zone of the

valves and an electromagnetic valve of the

3 4

122 . 3 4

1 6,1 5 1 4 13 12Fig. 2-81. C ar bu re tt or ) la in J le te rl ll g Sy st em a ndEconoatat (econostat atomizer is in carburettors ec on da ry b ar re l. Inthis diagram it is shown as Ub ei ng l oc at ed in p ri ma ry b ar re l) :1 - econostat emulsion jet-; 2 - e co no st at e mu ls io nchannel-; 3 - main metering system air jet.4 'econostat air jet ; 5 - econoatat fuel jet-;6 - n eed le va lve ; 7 - f lo at p iv ot; 8 - needle ball;9 - float; 10 - f lo at c ha mbe r; 11 - main fuel jet;12 - e mu lsi on w ell ; 13 - e .n ls1 on t ube ; 14 - primarythrottle valve shaft; 15 - ru.e Talve groove;16 - ru .e v al ve; 17 - l ar ge r v en tu ri ; 18 - aaallerventuri; 19 - a ta a1 r ot provided on carburettor 2 10 6- 11 070 10 '

"4I


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5 4 3 2-86. Idling System of Carburettors1 10 70 10 -1 0 a nd 2 10 7- 11 07 01 0 -2 0:hrottle valve housing; 2 - primary throttle; 3 - progression holes; 4 - screw-adjusted5 - air inlet channel; 6 - idle speed adjust-

crew; 7 - idle mixture adjusting screw;dling system aaulsion channel; 9 - additionaldjusting scre"; 10 - carburettor upper body;idling system air jet; 12 - shutoff valve;idling system fuel channel; 14 - emulsion wellt alled on sa me car buret tors

~g jet in the primary barrel (Fig. 2-82).tem of levers ensures the successive openinge throttle valves; the choke valve has ara gm-ty pe me chan ism for start ing a cold

(Fig. 2-83). A diaphragm-type mechanically-ted acceleration pump (Fig. 2-84) suppliesi nt o t he p ri ma ry ' b a rr el .The c arbur etto r 21 07-1 10 70 10 -1 0 is di stin -ed by different calibration data (see Tablepr oviSi on of an enri chmen t devic e (econ osta t),t ic al ly -o pe ra te d s ec on da ry t hr ot tl e v al ve2-85 ) and a modified idling system (Fig.

. There is no heating of the throttle valvei n t hese car buret tors . The ca rbur ettor1 10 70 10 -1 0 is ful ly inte rcha ngeab le with t he1107010 model and can be installed on the carsc tu re d b ef or e 1 98 0.The ca rbur ettor 21 07-1 10 70 10 -20 di ffer s f rom1 07- 11 070 10 -1 0 mo del by di ffer ent diam eter sme jets and a provision of a pipe for feed-acuum to the ignition distributor vacuum spark

This carburettor can be used instead of1 0701 0 carburettors on the cars turned out1980. However, in this case the conventional

1 1igni tion d istr ibuto r (wi thou t vacu um spark ti mer)must be replaced by the ignition distributor type3 0. 370 6- 02 V iit h s uc h t im er .

The calibration data of carburettors aret ab ul at ed b el ow .1 2

Adjustment of Engine Idle Speed1 3 The idle speed adjusting elements (Figs 2-87

and 2~88) include air-fuel ratio (idle mixture)adjusting screw 2 and mixture quantity (idle speed)1 4 adjusting screw 1.

To prevent the OWner from interfering withthe factory setting of the carburettor, screws 1and 2 of carburettors 2107-1107010-10 and21 07-11 0701 0-20 (only screw 2 of carburettor21 06 -1 10 70 10 ) a re prov ided with pre ssed -on limit ingplastic bushings which allow the screws to be turn-ed through half a revolution only. If the CO con-

Fig. 2-87. Idling System Adjusting Screws inC a rb ur e tt o rs 2 1 06 - 11 0 70 1 0 :1 - idle speed adjusting screw; 2 - idle mixturea dj us ti ng s cr ew

2~ig. 2-88. Idling System Adjusting Screws inC ar bu re t t or s 2 10 7- 11 07 01 0- 10 a nd 2 10 7- 11 07 01 0 -2 0:1 -.idl e speed adjusting screw; 2 - idle m1x~a dj us ti ng s cr ew

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_

.' Ca rb ur et tor Cal ib ra tio n D at aTable 2-6

2106-1107010 2107-1107010-10 2105-1107010-102107-1107010-20 2105-1107010-20Parameters 1st 2n d 1st I 2n d 1st I 2n dbarrel barrel barrel barrel barrel barrel"V en tu ri d ia me te r, DIll 23 24 22 25 21 25Mi xi ng ch amb er d ia met er , DIll 32 32 28 "36 28 32Mi xt ur e ato mi ze r ca li bra ti on nu mbe r 4 4 3.5 4. 5 3.5 4. 5Diameter of main futU. ;jet, DIll 1.30 1.40 1.12- 1.50 1.07 1.62Diameter of main air jet, DIll 1.50 1.50 1.50 1.50 1.70 1.70Em ul sio n tu be c al ib rat io n num be r I' 15 I' 15 I' 15 I' 15 I' 15 I' 15Di 8J aet er o f id li ng en d pro gr es sio n system fuel ;jet, DIll 0.45 0.60 0.50 0.60 0.50 0.60Di am et er of .i dl ing en d pro gr es sio n system air ;jet, DIll 1.70

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