CLUB OF CAR FANS
GETTING ADDICTED TO AN INJECTION
Six months ago, under the hood of one of the editorial cars, the most domestic one, Injection, the Great and the Terrible, settled.
In fact, he turned out to be a not very bad guy, as we found out, having left for six months on Moskvich with the Russian fuel injection system developed by EGA JSC. With details - Igor TVERDUNOV.
When the beloved “forty-first” was equipped with “brains”, sensors, nozzles, and other attributes of high technology, the author was depressed. There is no way to leave Moscow (suddenly something breaks down), repairs on our own are a big question, refueling “from the barrel” is canceled, in short, complications loomed in the future. Has such a skepticism about injection changed after 20 thousand kilometers? Yes, it has changed. Of course, you have to follow some precautions when operating, as we like to say, an “injector” engine, but the obvious advantages of injection are no longer in doubt. Let's try to put the impressions "on the shelves".
Glancing under the hood of the happy Moskvich injection, the editorial specialists combed their heads and sympathized sympathetically with the one who would "ride this". Wires, wires, fuses, relays … However, the car started up confidently - but at first the ride did not bring much joy. "Muscovite" sluggishly accelerated, twitched and "shot" at the muffler, scaring peaceful pedestrians. True, as soon as the speed exceeded 4000, the motor began to pull remarkably and the car showed an enviable agility. The streets of the capital, however, are not a race track - here you will not constantly keep the gas pedal “in the floor”.
“Forty-first” was sent for revision, where he was quickly “brained”: a new engine control program supported lower warming speeds, a modified ignition timing control algorithm calmed the car - it stopped shooting. With the new program, the motor confidently earned “below” - dips and jerks disappeared. Now you can ride, which we did for the entire 10 thousand km - but once the car suddenly became on the side of a suburban highway and “swept away” all attempts to revive it. With shame - in tow! - Returning to the garage, began to study the instructions again.
It turned out that the electronic unit - the "brains" of the engine - was most likely alive, because the control lamp did not give a signal about its malfunction. This means that the search for breakdown comes down to the usual dilemma: either there is no fuel, or the spark “escaped”. The absence of the latter was seen the day before, poking around with a stalled car on the side of the road. Further, the instruction prompted a list of possible malfunctions. Moving from simple to complex, it was possible to quickly calculate the faulty sensor, the replacement of which took only a couple of minutes. Fortunately, there was a spare in the trunk. True, the developers of the system argue that the failure of the induction sensor in Vladimir production is a rare case and is first encountered in their practice. Opening an unpretentious device showed that the fault was caused to the wiring inside the sensor housing, which was damaged during the assembly of the latter.
Wow - I repaired the injection myself! Although with electric circuits, frankly, “you”, and with electronics … And still, the possibilities of self-repairing the injection are very limited. By and large, the owner is able to check only the presence of fuel in the tank, the condition of the onboard power supply - and if everything is in order, but “it” still does not work, contact a professional repairman. Alas, such an idyll is unlikely in our conditions, therefore, the instruction for the Moskvich injection gives a list of the main malfunctions that you can try to fix yourself. You shouldn’t go further than what was said: after all, climbing into the electronic unit with a soldering iron is stupid, picking wire in the nozzle has gone, and opening a gas line under pressure is simply unsafe.
After that, the system threw another surprise. The symptoms are the same - the car got up and that's it. This time, the malfunction turned out to be literally on the surface: one of the wires connected to the ground broke. Fortunately, it is located in full view and was immediately erected in place. In general, the electrical circuit is quite complicated - the engine is literally wrapped in wires. The fact is that the injection is installed on a standard car and additional wiring had to be laid in addition to the standard one, trying not to violate its integrity. On cars where the wiring is designed for injection, there will be less “extra” wires.
On our car, an external, and not submersible, gasoline pump is installed, as on most serial cars with injection. Its location cannot be called successful: low and not far from the exhaust pipe. In addition, the pump is noisy. In the short term, installing the pump in its usual place - in the tank.
The fuel filter does its job perfectly. The first traveled 9, 000 km mainly in Moscow, the second half as much, but it passed exclusively “provincial” gasoline through itself. Both devices were opened for revision, which showed that the filter elements were preserved almost intact. True, refueling in dubious places, from the "barrels" was immediately taboo, and not in vain. They say that some “manage” to clog the filter in the shortest possible time and mileage until it is completely unavailable.
The operation of the first Muscovites equipped with an injection system revealed another feature, and not the most pleasant one. A nenovy engine (ours, for example) is slowly starting to drive oil through the crankcase ventilation. This oil gets on the executive mechanism of the idle system, and it, growing in dirt, stops working. In our case, the mechanism was preventively washed after 20 thousand km. He could still work, but was very dirty. The developers of the system will have to worry about cutting off the “runaway” oil.
The trouble with the two-liter engine is the exhaust system left to him from the predecessor of a smaller working volume. Creating significant back pressure at the outlet, it prevents the motor from breathing freely - hence the loss of power. If the inlet pipe parameters can be said to be optimized, then the issue has yet to be worked out.
Speaking of inlet. It is known that by changing the length of the intake manifold, you can very strongly change the nature of the motor. Without going into the jungle of gas dynamics, let's say very simplified: long pipes can increase torque at low speeds, that is, make the engine more high-torque; short, on the contrary, enliven the engine on the "top". For most serial engines, the geometry of the intake pipe is selected based on "both ours and yours." “Moskvich” is no exception, although some emphasis on speed modes is noticeable in the behavior of the car - at high speeds the motor works much better than in city traffic jams.
Now about some performance indicators. The engine starts easily at low temperatures, sharply moderate the appetite (on average from 13.5 to 10.5 l / 100 km). The dynamics have noticeably improved. How much is to be measured. Especially nice is the behavior of the car on the highway. “Forty-first” in any mode is unusually easy to respond to the gas pedal, which allows you to quickly and safely make overtaking.
Negative moments? Those are the two failures mentioned above. In both cases, they managed to cope without much loss, but still … No matter how firmly the Russian motorist sits in the habit of relying on himself in everything, the massive spread of fuel injection will certainly require qualified service. The carburetor is slowly losing ground in Russia, and the process will go much faster as soon as the harsh environmental restrictions that are talked about so much become the norm in Russia.
