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Samara With Injection (VAZ-21083-20)

2024

Video: Samara With Injection (VAZ-21083-20)

Video: Samara With Injection (VAZ-21083-20)
Video: Двигатели 21083 и 2111 | Отличия. Проблемы с переоформлением 2024, March
Samara With Injection (VAZ-21083-20)
Samara With Injection (VAZ-21083-20)
Anonim

OPERATING EXPERIENCE

SAMARA WITH INJECTION (VAZ 2108 3–20)

On the speedometer of our "eight" (ZR, 1995, No. 10; 1996, No. 4) - 50 thousand kilometers. The value is large to judge the reliability of components (when compared with domestic counterparts), and small to evaluate a car by modern foreign standards. We also have the right to the latter, since Samara is essentially our only brand (not counting the very small quantities of Lada and Niva), which is nevertheless sold in developed automobile countries. In addition, our G8 is equipped with an advanced engine power system - General Motors distributed injection. Here is our story about her.

Recall that in Samara, which the General Department of Development of VAZ handed over to the editorial office, the Russian version of the injection was installed. The car does not have a converter (catalyst) and an oxygen concentration sensor (lambda probe) that sends signals to the computer (electronic control unit - ECU) about the state of the fuel charge in the cylinders (rich, poor or normal mixture). But there is an additional element in the system - a potentiometer (variable resistance), which replaces the oxygen sensor. And most importantly, a different injection algorithm or, as it is called on a VAZ, calibration is laid in the computer. Leaded gasoline, motor oils with a high phosphorus content, sealants with which our mechanics seal all engine connections (they usually have a lot of silicone) are not afraid of the power system. Lead, phosphorus, silicone quickly disable the oxygen sensor and catalyst. Then the fuel supply system begins to act up. This should be remembered by the owners of "Samar" and "Lada" and, of course, modern foreign cars with injection, traveling around Russian cities and towns.

At first, our Samara was also a “high society” machine, programmed to fulfill the very stringent Euro-2 toxicity standards. But even before leaving the factory’s gates, they quickly “brought it to their senses” - removed the excess, and instead of a microcircuit that sets the computer’s operation according to European standards, they put another in the ECU (under the domestic standards) in the computer. They did it quickly and well. By the way, the owner of Samara, who drove it from abroad, can also perform such an operation - after all, you just need to unscrew the two screws on the magazine shelf, take out the computer, open the cover in it and change the microcircuit or reprogram it. But the latter, as far as we know, is being done only in Tolyatti, although we do not exclude the possibility that this will be possible in other cities where there are branded service stations of VAZ. And for starters, they should understand at the factory that the vast majority of domestic exported cars with injection have nevertheless returned to their homeland and they also need to be serviced, which means that they train station personnel and provide simple diagnostics equipment.

The first ten thousand kilometers, the system, except for enthusiasm, did not cause anything. A clear confident start in any weather in winter and summer.

Movement can be started as soon as the oil pressure lamp goes out. Usually we let the engine “warm up” for a minute or two - enough time to supply oil to all the parts.

Easy engine start, confident start of movement, smooth operation of the engine - even inexperienced drivers immediately noticed it. For all the time I did not have to use the purge mode of the cylinders, although such a system provides. It may be in demand when candles suddenly sprinkled with gasoline. The driver then opens the throttle fully and rotates the crankshaft with a starter. In this position, the fuel injectors are closed, the cylinders are actively blown with air and the candles are cleaned. The latter also did not disappoint, but for preventive reasons at the 15th thousand we checked and adjusted the gap (for injection machines, it is equal to one millimeter). And on the 30th, when changing the air filter, put a new set of candles A17DVRM with a copper electrode. For 20 thousand domestic products have been surprisingly reliable. But these candles, as experts advise, should be often turned out (about once every seven to eight thousand) and control the gap.

Yes, we supplied an air filter from Champion with an index of U-505. The area (and height) of the filter curtains is much larger than the standard, but the landing size is exactly the same. At the motor, this discrepancy has not yet been reflected. They say that the production of filters for “injected” “Samaras” was also established in Russia, but we did not meet them on sale.

After the 10th thousand, the power system suddenly began to mope. No, start-up, acceleration dynamics, maximum speed, fuel consumption, she did not change - everything remained at the same good level. Only small “dips” appeared when the throttle was suddenly opened, as is usually the case with cars with a carburetor on an unheated engine. We started to swim at minimum idle speed. Moving and moving at a very low speed have become the same as on conventional “Samaras,” that is, with “gas-feed” and clutch partially off. At first it was barely noticeable, then more and more tangible.

During the next trip to the VAZ, we complained to the engine engineers about the ailment that defeated our engine. Specialists put forward several versions and began to check them in detail. They connected a real computer, put it on the running drums, hung them with wires and sensors. The motor roared, the wheels spun, the screens lit up, the sensors squealed.

It seems that the brains, that is, the controller, are faulty. The Americans could not take into account all the specific operating conditions in Russia and, of course, did not put some parameters into their program. When they put our “head” - the controller with the catchy name “January-4” - everything worked as before and even better.

For example, fuel consumption in the city decreased from 7.5 to 7.0 l / 100 km; on the highway at 120 km / h - from 8.5 to 7.5 l / 100 km. However, the moment the nozzles turned on when the engine braked the car became noticeable, which was not the case with the American computer. The injection system shuts off the fuel supply when the car is moving in gear and the throttle is closed. If it slows down to 20 km / h, the nozzles start working again and the driver feels a slight jerk.

It seems that it is with this unit that they will start selling cars equipped with electronic fuel injection in Russia. January-4, in size and configuration exactly the same as GM, works according to a simplified and more accurate scheme. You can distinguish them by the control lamp "Check engine" (in Russian, "check the engine). With the old controller, it went out (if everything was working properly) with the start of the engine, and with the new one it flashes for a second at the moment the ignition is turned on and immediately fades.

In general, the American injection, controlled by a domestic controller, behaves with dignity. Measurements of the dynamics of acceleration, carried out by specialists of the Zarulevskaya laboratory, showed that Samara even added speed with the new controller.

Needless to say, the VAZ 2108 3–20 compares favorably with the carburetor option in both driving and performance. What is, for example, a V-ribbed belt generator. For 50 thousand it did not even need to be pulled up. There, by the way, there is a special mechanism that greatly simplifies this procedure. And so with almost every node, an injection part. Everything works surprisingly reliably and clearly.

Undoubtedly, in an ordinary car during this time, I would have to climb into the carburetor more than once and adjust the ignition timing. In the injected Samara, a computer monitors this. What’s wrong - it will interrogate all seven of its sensors, try to correct the position itself, it won’t work out - it will inform the owner of the car with a warning light: “Check the motor” and even indicate a faulty place. But this, fortunately, has not yet happened.

True, we sometimes looked under the hood and without the advice of a computer. Once discovered a defect. On the temperature sensor of the coolant lies in the corrugated shell the harness of the injection system wires. He ground two thin wires going to the sensor. A little more - and a cliff. Of course, nothing terrible will happen. The computer will turn on the test lamp (checked by disconnecting the block from the sensor - the electronic unit correctly indicated the malfunction), and you can safely take on the repair. But still, it was worth laying the harness during the assembly in a different way, which we ourselves did later.

In conclusion, we emphasize: over 50 thousand kilometers, the Samara power system has proven itself from the best side. Our fears that the gasoline pump, nozzles, any sensor or controller could fail would be in vain (although we sometimes took a spare computer and gasoline pump on a long journey). There is hope that our Samara will run 150, 000 kilometers (90, 000 miles) without hassle - until the prescribed time for checking the injection system.

Vyacheslav SUBBOTIN

The electronic control unit (ECU), it is a computer, it is a controller - the head of the entire injection system. Lurking on a magazine shelf (near the front passenger's feet). Fastens simply - from the bottom with two nuts.

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