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Shake The Old Days

2024

Video: Shake The Old Days

Video: Shake The Old Days
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Shake The Old Days
Shake The Old Days
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EQUIPMENT

/RESOURCE

SHAKE OLD

VAZ 2110 3 AFTER 125, 000 KM

TEXT / YURI OCHETOV

PHOTO / SERGEY MISHIN

For three and a half years she lived in the editorial office of the “Top Ten” with a sixteen-valve engine, breaking 125 thousand km. This is not to say that these kilometers were easy: there were more crowds of metropolitan traffic jams, salty winters, and long-distance runs. And also tests of tires, brakes, shock absorbers and other equipment - a peaceful private owner would have had a heart attack, looking at such violence against the car. In general, got the "top ten." It is just right to introduce a correction factor, as in forced tests on special roads of the landfill. However, we did not do this, but only gave the car a slight relief, having completed the tests a little earlier than the declared resource of the plant of 150 thousand km. Their final - a complete disassembly of the machine and troubleshooting parts. The gloomy term “autopsy” revolves in the language - we replace it with the euphonic “examination”. That's what it showed.

MOST EXPENSIVE

Of course, we will talk about the body. By the accuracy of fitting the elements, the size of the gaps between them, the coincidence of the panels of a domestic car, it is as far from the most affordable foreign cars as a pedestrian to the Moon. Drafts appear at speed - the seals are not able to ensure the tightness of the skewed doors and windows. Door hinges need periodic lubrication, otherwise they break off. Plastic in the cabin lives its own life, creaks and rattles on the go, from time to time losing fasteners and small fragments. The front of the body is very flimsy, noticeably warps on irregularities, and in its amorphous suppleness, reactions to steering wheel turns are mired. The recommended treatment is a spacer between the front cups.

The quality of the paint is not bad, but in some places the varnish on the bumpers peeled off. They say that this applies only to cars 1997-1998. release. I would like to believe. The paint coating has low mechanical strength - over time, the front of the “top ten” was covered with numerous chips that exposed a light gray primer. However, things didn’t go further, the soil turned out to be stable, and the cataphoretic treatment of the steel sheet insured against rust. Yes, there are practically no foci of corrosion on the body - and this is after four “cool salted” winters, without any additional processing! An exception is the places of direct contact of the hood with the front wings, where all the protective layers are simply wiped off to iron (by the way, about the accuracy of fitting the elements), and the sandblasted corners of the wheel arches - plastic mudguards break off over time. Lockers could help out here, and niches are so cramped that they can barely hold wheels. A few spots of rust were found on the flanges of the niches, on the gas tank flap and under the battery shelf. Silumin door handles were covered with ulcers, swollen useless "protective" coating. The factory anticorrosive on the bottom has survived and is holding well; only in places are the furrows left by road obstacles visible.

The windshield was covered with micro-chips and fairly wiped by the "wipers", especially in the area of contact with the leash deflector. The rear window, which lost its tightness from a young age (peeling from the opening in the upper part), calmed down, and the temporary patch became permanent. The trunk lid has to be slammed shut with force, moisture accumulates in the compartment pockets. The powerful aluminum engine protection we supplied also saved the lower part of the bumper - without protection, it is easy to damage, say, the curb.

In a word, the body has been preserved very well, but it needs to be corrected, which threatens to turn into serious problems over time.

UNSPENDED FORCES

Throughout the editorial life, “one hundred and third” pleased with high efficiency, excellent dynamics, a powerful engine, easily laying out indicators close to the passport. Fuel consumption was kept at about 6.0 l / 100 km in country trips, increasing in the city by a liter and a half. From childhood, the engine was distinguished by an increased, but stable oil appetite: in the intervals between TO, a liter and a half were added. With a mileage of 86 thousand km, a maximum speed of more than 180 km / h was shown. The measurements taken at the Bosch FLA-203 stand yielded the following results: immediately after the break-in, our VAZ 2112 engine developed 71.3 kW / 96.9 liters. with., and just before dismantling - 68.3 kW / 92.8 liters. with. Thus, over 125 thousand km the sixteen valve lost only 3% of its power - excellent!

However, I must say, we did not save on maintenance, oils and filters. The result is minimal engine wear, as evidenced by the table. On the cylinder walls even honing traces were preserved - microscopic diagonal grooves to hold the oil. Natsir found in places only on the skirts of the pistons and crankshaft liners. Due to the poor quality of the rubber, the o-rings of the candle wells, oil level sensor, and oil filter turned out to be “reformed” (in other words, crushed). When dismantling the power unit, it was found that the front support was worn and sagged. However, it is not difficult to replace it, which cannot be said about the two collapsed rubber-metal bearings of the intake manifold - as factory workers admitted, this is a common disease. The rubber tubes for supplying coolant to the throttle body were almost completely rotted - a leak was about to appear here. Locking nuts, turned in the plastic casing of the timing belt, were replaced at one time by not so beautiful, but reliable through bolts - this solution proved its worth.

The verdict of VAZ specialists: subject to mandatory replacement of seals, the engine is operational. Replacing pistons is desirable. Well, a sixteen-valve can put a solid "four", even with a plus.

BOX WITH PROBLEMS

The transmission, inherited almost without changes from the “tenth” family from the “eighth”, retained most of its qualities: the clutch takes care of 30–50 thousand km, the joints of equal angular speeds - 40–60 thousand km. The resources of the latter can be significantly reduced by short-lived anthers - during disassembly, we found a ring crack on the right anther, but after all it covered only 15 thousand km. A couple more hundred kilometers - and the hinge replacement is inevitable. Alas, the quality of domestic rubber products in recent years left much to be desired. Now, however, progress has been outlined for the better. Will they have an effect?

The main gear and differential are reliable components: there was no noticeable play or signs of wear on our car. I remember the fatigue fracture of the clutch fork on the 97th thousand km - looking at its fragile design, one only has to wonder how it did not happen before.

The most problematic transmission unit is the “tenth” gearbox, more precisely, its secondary shaft. Recall that it is made hollow and due to structural and technological flaws it broke under load in the groove zone under the circlip. Now this disease is defeated - in May 2000 the shaft was modernized. The editorial "ten" of 1998 avoided shaft breakage - they went over the box to the 72nd thousand km, replacing the secondary shaft, the fifth gear selector fork, the "backstage" and oil seals. The bulkhead was preceded by wedging of the box, a dynamic impact from which caused the destruction of the flimsy (poor-quality casting) engine mount brackets and the loss of the entire power unit "sediment" - to protect the crankcase.

Dismantling the gearbox after 125 thousand kilometers showed clean internal cavities, the normal "shaggy" of the magnet collecting sawdust, light oil. Recall that it is recommended to use transmission oil in the box, although motor oil is acceptable. The first creates a strong oil film with high bearing capacity - wear in friction pairs is minimal, however, synchronizers working just due to friction forces work more slowly. At the same time, fast gear shifting is often accompanied by a characteristic crack with a subsequent blow, and the synchronizer experiences increased loads and wears out more. After the bulkhead, we used a motor oil of viscosity class 15W40: it creates a moderately strong oil film that breaks faster on the braking cone of the synchronizer, causing intensive gear deceleration and a quick but smooth gear shift. In general, transmission oil will provide the maximum resource of the box for a quiet, leisurely driver, and engine oil, due to some acceleration in overall wear, will extend the life of synchronizers, which the “rider” would have to change like gloves.

Let's continue the disassembly. The 2nd gear synchronizer is very worn out (with a dynamic start and a sharp backing it gets the most for it), the tooth of its drive gear is broken off (and judging by its wear, a long time ago) - the synchronizer and drive shaft certainly require replacement. A broken tooth stuck in the switching mechanism - was this chip causing the box to jam? The backlash in the switching mechanism is large (0.6–0.7 mm against the normal 0.1 mm) - it could have worked more, but since the box was taken apart, it’s worth buying a new one. Traces of wear are noticeable on the fifth gear selector fork, which has passed, recall, 53 thousand km. Considering that the first, “native” fork departed 72 thousand km, we estimate the remainder of the resource and make a conclusion - change, without any doubt. The intermediate gear of the reverse gear is slightly lifted - you can leave it, but still it is better to replace the relatively weak link. On the locking plates of the bearings of the axle shafts ring natyra are noticeable - the outer cages are turned. Previously, the plates were fastened with bolts with ordinary hexagonal heads - as it turned out, they do not provide sufficient tightening force, so now hexagon bolts are used. Traces of fretting corrosion are noticeable on the shaft ends at the places where the V gears are fitted - this electrochemical process is typical for the parts mating with a small gap and a limited oil supply.

Bottom line: with a calm, neat ride, the gearbox would stretch another twenty thousand. Subject to the replacement of the above parts and assemblies, she could work out the resource completely.

"RUNNING" DID NOT FAIL

There are almost no complaints about these elements. Like on the machines of the “eighth” family, the first ones, at the level of 30–40 thousand km, are made known by knocking ball bearings. When replacing it usually turns out that it is time to change some rubber elements - their wear is not so noticeable from the driver's seat.

Suspension struts live a little longer, the “native” SAAZ runs 35-50 thousand km - a little less in front and a little more in back. Changing racks, many prefer imported, including gas-filled low-pressure, considering them more reliable and "advanced". Let us explain: the main difference and advantage of such racks is that the oil in them is under higher pressure and is not threatened with boiling. If you are not going to rush over the bumps for hours, you will not feel their main advantage. The disadvantage is an order of magnitude, that is, exactly ten times higher requirements for rod roughness (10 versus 100 microns) and the quality of the seals. Dust and dirt on Russian roads can depressurize the seal over 15–20 thousand km and turn a gas-filled shock absorber into a regular oil shock absorber.

To give the "top ten" sporting character, you can put more rigid shock absorbers. However, hardened steel washers should be worn on the rear rods - on our Koni machine, they just pierced the thin metal of the body cups in the next hole. I had to go back to SAAZ from behind - the hybrid turned out to be quite successful.

The ends of the steering rods, like the racks, live 40-50 thousand km, and the steering rack, if it is not broken by unbalanced wheels, is three times more. In any case, with us it honestly departed all 125 thousand km. An unusual and therefore remembered defect is a steering wheel covered with ulcers, the plastic from which began to fall off in pieces.

WHEN THE PEDAL SHAKES

A powerful sixteen-valve motor requires effective brakes - in front of the VAZ 2110 3 are ventilated discs of increased diameter. However, it is not enough to introduce a perfect design - without the proper quality of execution, its potential will remain unfulfilled. The imported analogs of “tens” with 100 km / h even without ABS stop at a distance of 45 m, and the best results are less than 40 m. Our “one hundred and third” needs about 50 m to stop - how many unnecessary accidents that happened “at the end” those very last 5-10 m, one could have avoided …

The front pads, which account for the main load, serve 30–40 thousand km, unless an outright fake is caught, the disks are twice as large. The latter, even without noticeable overheating, for some reason warp - then a trembling appears on the pedal. When replacing, you can put imported, albeit more expensive. The combination of domestic seals with domestic mud and salt quickly leads to the fact that the braking force regulator, in the vernacular “sorcerer,” tightens sourly in the upper position, ceasing to regulate anything and reducing the effectiveness of the rear brakes to almost zero. As a result, the resource of the rear pads increases, and the cylinders decrease, as a result, both require simultaneous replacement to 60–80 thousand km.

ELECTRICITY: REQUIRED DUBLERS

They say that in an electrician there are only two types of malfunctions: the lack of contact in the place where it should be, and the presence where it should not be. Despite such a meager choice, electrical problems provide the lion's share of troubles to the owners of the top ten. It is useless to list the nodes, blocks and circuits that managed to fail or burn out in three and a half years on our machine. It is easier to remember what worked without comment: perhaps only a ceiling in the cabin. With spontaneously disappearing and appearing contacts, I had to wage a long positional war.

However, Clausewitz also warned of warfare away from supply bases. Therefore, the first conclusion for the owner of the car is to carefully study the engine control circuit and buy ahead of time a backup set of devices that ensure its operability: controller, various sensors, relays. Then check their serviceability by alternately replacing the car, carefully pack and hide in a secluded corner of the trunk. If the engine fails somewhere far from the tow truck, change the blocks until they are completely victorious and then return to the base, that is, to the garage or service.

And here is the second conclusion, obvious, we hope, already for the plant: more complex and modern designs require higher quality workmanship. If the “classic” or carburetor “eight” is able to reanimate every second motorist, then for the diagnosis of the injection engine you will have to go to the service - well, if under its own power. You can blame suppliers of components and this will be true - starters and alternators, control units and sensors, relays and connectors are not made at the VAZ. However, the truth is also different - if not VAZ will conduct selection of suppliers, “educate” them, then who? Why in the same United States or Europe small firms literally fight for the most meager order of a large automobile plant. Maybe it’s all about fair competition, not covered by blat, patronage or “protective” duties?

The most significant foci of corrosion are in the corners of wheel arches sandblasted to bare metal.

The hood was covered with small chips of paint, varnish on the radiator trim and bumper in some places peeled off.

Destruction of the rubber mounts of the intake manifold is a common sixteen valve disease.

The surface of the cylinders is almost worn out, even traces of honing are visible.

The wear of the pistons is small, only places on skirts are noticeable on the ground.

Short-lived rubber seals are the cause of premature failure of many components.

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