Lubrication system. When the engine is running, many parts come into contact with each other, forming friction pairs (fractions). To reduce frictional wear, the engine is equipped with a lubrication system. The oil reservoir is located in the engine crankcase. The oil pump supplies oil through the oil filter to the moving parts. In engines internal combustion A combined type lubrication system is used: some parts are lubricated under pressure, some by splashing and dipping, and some by gravity. In addition to lubrication functions, oil can also perform cooling functions. The air flow passing under the bottom of a moving car blows through the engine crankcase, which is an oil reservoir. In addition, some cars and motorcycles have special oil coolers installed to cool the oil. This simultaneously protects the oil from breakdown at high temperatures. The lubrication system consists of the following main elements: oil pan, oil pump with intake, oil filter, pipes, channels and holes for oil supply (Fig.).

The oil pan, as already mentioned, stores oil. According to this feature, the engine lubrication system passenger cars called a wet sump lubrication system. The oil level in the crankcase is controlled using an oil measuring rod (dipstick). There are two marks on the dipstick, corresponding to the minimum and maximum oil levels. Your task is to periodically monitor the oil level, preventing it from falling below the minimum mark. To check, the car must be standing on a flat, horizontal platform; after stopping the engine, some time must pass for the oil circulating through the system to flow into the crankcase and cool slightly. The oil should be changed within the period specified by the manufacturer of your vehicle. These deadlines always coincide with the deadlines of the next Maintenance(THAT). However, if the maintenance period has not yet come, and while checking the oil level, you find that it is very dirty (perhaps the engine had to run for a long time in harsh conditions), then the oil must be changed ahead of schedule.

A gear-type oil pump creates the necessary oil pressure in the lubrication system and supplies it to the rubbing surfaces (Fig. 2.21).

The oil filter cleans the oil of contaminants and particles produced as a result of mechanical wear. The filter has a bypass valve. If the oil viscosity is increased or the filter is excessively dirty under the influence of increased pressure, the bypass valve opens and directs the oil past the filter (without cleaning). This allows you to maintain the required oil pressure in the system. The oil filter is usually replaced at the same time as the engine oil is changed. Crankcase ventilation is necessary to maintain normal pressure in it, as well as to remove gasoline vapors and gases escaping from the cylinders (Fig. 2.22).

What is all this for? The fact is that an increase in pressure in the crankcase can lead to failure of the seals and, as a result, oil leakage. And vapors of gasoline and gases, having accumulated in the crankcase, contaminate and dilute the oil, causing corrosion (destruction) of engine parts. Crankcase ventilation is performed by forced suction of these gases due to the vacuum that occurs during the intake stroke of each of the engine cylinders. As a result, these gases are drawn into intake manifold and are again sent to the cylinders. Now a little more about the operation of the lubrication system. As soon as you start the engine, oil from the crankcase is sucked through the oil intake screen by a gear pump and pumped through the filter into the main line located in the cylinder block. From there it is fed through channels in the block to the main bearings of the crankshaft and then through channels in the shaft cheeks to the connecting rod bearings. Excess oil is squeezed out through the connecting rod bearing clearances and turns into oil mist. With its help, cylinder walls, piston pins and other engine parts are lubricated. Oil is also supplied from the main line to the bearings camshaft, timing gears and to the hollow axes of the valve rocker arms. The oil then flows by gravity into the crankcase. Constant pressure in the lubrication system is maintained by the pressure reducing valve (see Fig. 2.21). When the pressure increases above the required level, it returns some of the oil to the suction line of the pump. Engines use special motor oils. A standard brand of domestic motor oil includes the letter “M” (i.e. motor), the number y or a fraction that determines the class of motor oil or classes (for all seasonal motor oils). motor oils) viscosity. In summer, a more viscous oil is used, in winter, a less viscous one. The higher the number in the marking, the more viscous the oil. For example, M-12G 1 is summer, M-8G 1 is winter. There are also all seasonal oils that can be used all year round. Further, in the marking of automobile motor oil there are one or two letters indicating the level of performance properties and the scope of application of the automobile motor oil. For example, M-bz/ 12G 1, where the letter "G" means that the oil is all seasonal, intended for high-speed engines, 1 - for gasoline engines. Compositions of domestic or imported additives are added to the composition of these automobile motor oils. This is indicated by the index after the first digit. In our case, the index “z” informs about the presence of thickening additives. Abroad, it is customary to classify oils by viscosity according to a system developed by the Society of Automotive Engineers (SAE). On the shelves of auto stores you will see cans of oils labeled 5W-40, 10W-40, etc. In this marking, the first number and the letter “W” (Winter) indicate that the oil belongs to the so-called winter, low-temperature viscosity class. The first number indicates how easily the oil will be pumped through the lubrication system, i.e. how quickly it reaches the working surfaces of the parts, and how much energy battery will be spent on the starter drive (viscosity at 40 °C). The lower the first number, the easier it is to start the engine in cold weather. In summer, the oil must be more viscous to maintain lubricity. The higher the second number, the higher the oil viscosity in summer. The number indicated after the dash is the summer (high-temperature) viscosity class, corresponding to the viscosity of the oil at the operating temperature of the engine (at 100 ° C). That is, this oil can be used both in winter and summer - it is all seasonal. The first digit informs about operational properties oils in winter period, second in summer. Oils car engines can be mineral, synthetic and semi-synthetic. You can't mix them. When switching from one type of oil to another, the lubrication system must be flushed with a special liquid.

Rice. UMZ-4216 engine lubrication system: 1 - oil pump; 2 - pressure reducing valve; 3 - emergency signal lamp sensor; oil pressure; 4 - oil pressure indicator sensor; 5 - oil radiator; 6 - full-flow oil purification filter

The engine lubrication system is combined: under pressure and splashing. The lubrication system includes an oil pump 1 with an oil receiver and a pressure reducing valve 2 (installed inside the oil pump), oil channels, an oil filter 6 with a bypass valve, a crankcase, an oil level indicator, an oil filler cap, an oil pressure indicator sensor 4, an emergency indicator sensor 4 oil pressure 3. The oil taken by the pump from the crankcase enters through the oil receiver through channels in the pump body and outer tube into the oil filter housing. Next, having passed through the filter element of the oil purification filter 6, the oil enters the cavity of the second partition of the cylinder block, from where, through a drilled channel, into the oil line - a longitudinal oil channel. From the longitudinal channel, oil is supplied through channels in the block partitions to the main bearings of the crankshaft and to the camshaft bearings. The oil flowing from the fifth camshaft support into the cavity of the block between the shaft and the plug is discharged into the crankcase through a transverse hole in the shaft journal.

Oil flows to the connecting rod journals through channels from the crankshaft main journals. Oil is supplied to the rocker axis from the rear camshaft support, which has an annular groove, which communicates through channels in the block, cylinder head and in the fourth main rack of the rocker axis with the cavity of the rocker axis. Through the holes in the rocker arm axle, oil flows to the rocker arm bushings and then through the channels in the rocker arms and adjusting screws to the upper tips of the pusher rods.

All other parts (valve - its stem and end, oil pump drive shaft, camshaft cams) are lubricated by oil flowing from the gaps in the bearings and sprayed by moving engine parts. Lubrication system capacity 5.8 l. Oil is poured into the engine through the oil filler neck located on the valve cover and closed with a lid with a rubber seal. The oil level is controlled by the “P” and “O” marks on the level indicator rod. The oil level should be maintained between the “P” and “O” marks.

Oil pump gear type is installed inside the oil sump. The drive gear 4 is secured to the roller 2 with a pin. At the upper end of the roller there is a groove into which the oil pump drive plate fits. Driven gear 5 rotates freely on an axis pressed into the pump housing. The pressure relief valve is not adjustable. The required pressure characteristic is provided by the characteristic of the spring: to compress the spring to a length of 24 mm, a force of 54 ± 2.45 N (5.5 ± 0.25 kgf) is required.

Rice. Reducing valve: 1 - guide sleeve; 2 - roller assembly; 3 - body; 4 - drive gear; 5 - driven gear; 6 - oil pump plate; 9 - locking plate; 10 - bolt; 11 - mesh with frame; 12 - bolt; 13 - pressure reducing valve; 14 - pressure reducing valve spring

Rice. Engine cooling system for GAZelle cars: 1 - heater radiator; 2 - heater tap; 3 - cylinder head...

For normal engine operation, the coolant temperature must be maintained within the range of plus 80°-90 °C. It is permissible to operate the engine for a short time at a coolant temperature of 105 °C. This mode can occur in the hot season when driving a car with a full load on long climbs or in urban driving conditions with frequent accelerations and stops.

Maintaining normal coolant temperature is carried out using a two-valve thermostat with solid filler TS-107-01 installed in the housing.

When the engine warms up, when the coolant temperature is below 80 °C, a small circle of coolant circulation operates. The upper thermostat valve is closed, the lower valve is open. The coolant is pumped into the cooling jacket of the cylinder block by a water pump, from where, through holes in the upper plate of the block and the lower plane of the cylinder head, the liquid enters the head cooling jacket, then into the thermostat housing and through the lower thermostat valve and connecting pipe to the inlet of the water pump. The radiator is disconnected from the main coolant flow. For more efficient operation of the interior heating system when circulating liquid in a small circle (this situation can be maintained for quite a long time at low negative ambient temperatures), there is a throttle hole with a diameter of 9 mm in the liquid outlet channel through the lower valve of the thermostat. Such throttling leads to an increase in the pressure drop at the inlet and outlet of the heating radiator and more intense circulation of liquid through this radiator. In addition, throttling the valve at the liquid outlet through the bottom valve of the thermostat reduces the likelihood of emergency overheating of the engine in the absence of a thermostat, because The shunting effect of the small circle of liquid circulation is significantly weakened, so a significant part of the liquid will flow through the cooling radiator. Additionally, to maintain normal operating temperature coolant in the cold season, UAZ vehicles have louvres in front of the radiator, with which you can regulate the amount of air passing through the radiator.

When the liquid temperature rises to 80 °C or more, the upper thermostat valve opens and the lower valve closes. The coolant circulates in a large circle.

For normal operation, the cooling system must be completely filled with liquid. When the engine warms up, the volume of liquid increases, its excess is pushed out due to increased pressure from the closed circulation volume into the expansion tank. When the fluid temperature decreases (for example, after stopping the engine), the fluid from expansion tank under the influence of the resulting vacuum it returns to a closed volume.

I have a Gazelle with UMZ-4216, at low speeds 1500 rpm. The oil pressure light is on, but the one above is off. What to do? (Sabir)

Good afternoon, Sabir. We will give you some recommendations to solve your problem.

[Hide]

Why is the oil pressure light on?

There may be several reasons for the problem:

1. The most common is the lack motor fluid in the pallet. If your vehicle is used constantly, you should periodically spend time monitoring the lubricant level in the system. In addition, the engine should be checked for the absence of oil stains, because if the lubricant leaves, then the leaks should be eliminated.
2. Operation of a low-quality oil filter. In practice, engine oil starvation and MM leakage into the crankcase are most often observed in vehicles, on which a low-quality filter element is installed.
3. Damage to the pressure sensor or broken wiring. If there is a break in the wires in the wiring system or a short circuit, this may cause the lamp itself to operate for no reason. If the sensor itself fails, the lamp will fire when there is a re-gas and a change in pressure in the system.
4. Reducing valve failure. When the pressure level in the system is reduced, the valve is in the closed position, but if this element is jammed, in the open position the pressure will be insufficient. This may cause the pressure sensor to turn on.
5. If the oil pump screen is clogged, the sensor will also inform the driver of a malfunction. Most often, the mesh becomes clogged as a result of dirt, dust and other clogging particles getting on it. You can get rid of this only by replacing the mesh, as well as flushing the engine and adding new engine fluid.
6. Oil pump failure. If this element fails, the regulator contacts may close. If the regulator itself is working, then it is necessary to diagnose the oil pump and then replace it if necessary.

When replacing consumables There are several requirements to consider. Firstly, the quality of the lubricant must meet the requirements of the engine into which it is poured. If any characteristics do not meet, subsequent operational problems may arise. In addition, the lubricant must be inexpensive and preferably of high quality in order to ensure reliable operation unit. Before filling it is necessary to carry out engine flushing to remove all deposits and dirt from it.

Video “Reasons for the light bulb to go off”

The main reasons why the MM pressure indicator may work are presented in the video (author - Avto-Blogger).

Now popular and widespread commercial vehicles GAZ brands are equipped UMZ engines, produced at the Ulyanovsk Motor Plant.

A little history

The Ulyanovsk Motor Plant dates back to 1944, and only in 1969 the company produced the first UMZ brand engine. Until 1969, the plant was engaged in the production of small-displacement engines UMZ-451 and their components.

Since the release of the first engine, they have served faithfully trucks, auto with cross-country ability, on small buses. In 1997, AvtoGAZ became the main consumer of engines, which equipped most models of the GAZelle line with UMZ units.

Design features

At the moment there is a wide range of internal combustion engines model range UMP, which is installed on different models cars “Sobol”, UAZ, “Gazelle”. The installed engines have a number of common features, but may differ in some details and operating principles:

• Carburetor and injection.
• Four-cylinder in-line.
• Power 89-120 l. With.
• Environmental standards “Euro-0”, “Euro-3”, “Euro-4”.

All engines are lightweight, small-sized and reliable. They are distinguished by their affordable prices.

One of the features of the engine is the original design of the cylinder block, cast from aluminum, with pressed liners made of gray cast iron. Crankshafts During manufacturing, motors of all modifications undergo hardening of the main and connecting rod journals with high-frequency currents. Self-clamping compacts back crankshaft

Modifications of the model range

UMZ engines have two lines of power units designed to equip various vehicles.

Cars of the GAZelle family are equipped with the following models: UMZ-4215; UMZ-4216; UMZ-42161; UMZ-42164 “Euro-4”; UMZ-421647 “Euro-4”; UMZ-42167.

The main part of the engines comes out in several variations, which differ in their configuration, power and economical indicators. At the moment, the production of units running on gasoline with an octane rating of 80 has ceased.

All engines are designed for 92 and 95 gasoline, as well as with the ability to run on gas.

This review is dedicated to the UMZ-4216 power plant; its characteristics and properties will be described in detail.

pros

The advantages of the motor rightfully include maximum torque at low speed, excellent specifications, as well as ease of maintenance of components and assemblies. Engine 4216 became the first domestic device that has guarantee period when installing gas equipment on it.

Modernization

The unit is equipped with a microprocessor injection control system fuel mixture and ignition systems. Detonation and oxygen sensors engine 4216 directly affect the operation of the integrated electronic control system and the unit as a whole. To change economic characteristics and increase competitiveness in power plant The following design additions were made:

• For increase operational indicators The compression ratio in the cylinders was increased.
• To reduce oil consumption, the crankcase gas exhaust system was modernized.
• The reliability of the motor is ensured through the use of improved parts and materials.

At the same time, the unit has not changed in terms of overall parameters and standard characteristics (working volume - 2.89 l, piston stroke, cylinder size).

For the first time, the GAZ-4216 engine began to be equipped with imported parts, which only increased the quality of work and durability in operation. Spark plugs were installed on the power unit and fuel injectors manufactured by Siemens, as well as a throttle position sensor made by German Bosch.

Main malfunctions of UMP

Previously most frequent breakdown the engine had damage to the intake manifold. According to the developers, a manifold made of fragile material was installed on the 4216 engine. But already in 2010, this shortcoming was corrected through the use of higher quality material.

A flaw was also discovered in the cooling system.

At medium engine speeds and when the car was moving at a speed of 60 km/h, the coolant temperature was normal, but as soon as you reduced the speed or got into traffic jam, as the 4216 engine rapidly gained temperature, until the coolant began to boil. The reason was that the forced cooling fan was turned on.

Technical specifications

The engine runs on AI with octane ratings of 92 and 95. Four-cylinder, in-line, eight-valve. The cylinders have the following operating order - 1243. Its diameter is one hundred millimeters, and the piston displacement is 92 millimeters. The engine capacity is 2.89 liters, it develops a power of 123 “horses” at four thousand revolutions. motor - 8.8. The maximum torque is 235.7 at 2000-2500 rpm.

"Gazelle" with the UMZ-4216 engine can develop maximum speed 140 kilometers per hour, which is a good indicator for this class of car. Fuel consumption depends on the vehicle load, driving style and road conditions, but in general it looks like this: at a speed of 90 kilometers per hour - 10.4 liters. When driving at a speed of 120 km/h - 14.9 liters.

Supply system

Consists of a fuel supply device and various fuel lines, injectors, fuel and air filters, air supply pipes and receiver, idle air regulator.

Fuel supply is controlled using a variety of sensors: charge air temperature element, crank position sensors and camshafts, detail of absolute pressure, throttle position.

The supply control system is also equipped with an oxygen indicator. The latter is installed in exhaust system in front of the neutralizer. Engine 4216 (injector) for greater reliability and durability should only run on quality gasoline subject to regular replacement fuel filters and periodic diagnostics fuel equipment. Motorists say that with proper operation, the total resource power unit can reach 500 thousand kilometers. Injection installations also have this feature (meaning ZMZ engines 405 and 406).

Gas distribution mechanism

In 2010 at gasoline engine underwent a process of modernization of the gas distribution mechanism. In general, this affected the change in the camshaft cam profile, which contributed to an increase in valve stroke by one millimeter. These innovations were necessary to improve the stable operation of the unit at Idling, as well as to achieve the norms and requirements of the Euro-3 standard.

The valve springs did not undergo any changes, and this led to the fact that the effective force on the springs crossed the norm and was now equal to 180 kgf. When installing a regular set of rods on new engine Before the engine reached a warm state, knocking noises from the hydraulic compensators were heard.

In order to prevent this problem, the spring force should be changed by removing the internal valve springs.

Advantages of booms with hydraulic compensators

The UMZ-4216 engine with hydraulic compensators does not require additional maintenance due to the absence of valve clearances throughout the entire period of operation. Due to this, the noise level is noticeably reduced. High speed engines are no longer critical, since the design of hydraulic compensators includes a factor for stabilizing the occurrence of critical loads. The degree of wear of the mating surfaces of the mechanism parts is significantly reduced. Due to optimization of gas distribution phases, harmful impurities in exhaust gases are consistently low throughout the entire period of operation.

Crankcase ventilation

The motor is equipped with a closed crankcase cavity ventilation system. Some of the gases passing through compression rings, is discharged into the intake manifold in a combined way. The system operates due to the pressure difference between the crankcase and the intake tract. When the 4216 engine operates under high loads, gases are vented through a special large branch.

Through the small branch, gases are removed when the installation is operating at and at minimal loads.

A ventilation system is installed in the front cover of the pusher block, which performs the function of separating microparticles of oil from gases and serves to prevent dust from entering the crankcase at the time of increasing draft in the intake system.

Oil

The engine lubrication system is of a combined type (splash and pressure). The oil that the oil pump draws from the sump passes through the oil passages into the oil filter housing. Then it enters the cavity of the second jumper of the block, and from there into the main line. The main journals of the crankshaft and camshaft receive oil from the oil line.

The connecting rod journals are lubricated by the flow of oil through the channels from the valve. This principle is used to lubricate the parts of the gas distribution mechanism.

The volume of oil poured into the engine crankcase is 5.8 liters.

Cooling system

The cooling system is closed, water. Consists of a water pump (pump), thermostat, water jacket in the cylinder block and head, cooling radiator, expansion tank, forced cooling fan, connecting pipes and interior heater radiator.

The GAZelle 4216 engine, depending on the modification, may have distinctive features according to the method of connecting the expansion tank and the heater radiator.

At this time, the cost of the engine will vary depending on the year of manufacture and its modification. For example, the first configuration with a generator and starter, with a diaphragm-type clutch, and flat support brackets for an updated frame will cost about 130 thousand rubles.

If you purchase a 4216 engine secondhand, the price will drop significantly (depending on the mileage of the car).

So, we found out what technical characteristics the unit of the Ulyanovsk plant UMZ-4216 has.

The diagram of the lubrication system is shown in Fig. 18.

1 - oil pump; 2 - plug drain hole crankcase; 3 - oil receiver; 4 - pressure reducing valve; 5 - hole for lubrication of timing gears; 6 - emergency oil pressure warning lamp sensor; 7 - oil pressure indicator sensor; 8 - oil radiator valve; 9 - oil radiator; 10 - full-flow oil purification filter

Oil pressure in the lubrication system of a warm engine at low crankshaft speed (550-650 rpm) - for engines of models 414, 417; 700-750 rpm - for engines model 4218) at idle with the oil radiator tap open, there should be at least 39 kPa (0.4 kgf/cm2); on cold engine pressure can reach 441-490 kPa (4.5-5.0 kgf/cm2); at a car speed of 45 km/h, the pressure should be 196-392 kPa (2.0-4.0 kgf/cm2), and in hot summer weather at least 147 kPa (1.5 kgf/cm2).

Pressure in the lubrication system less than the specified values ​​indicates a malfunction in the engine. In this case, engine operation must be stopped until the malfunction is eliminated.

To cool the oil, an oil cooler is installed in the lubrication system, which is turned on by opening the tap at air temperatures above 20 degrees. With more low temperatures The radiator must be turned off. However, regardless of the air temperature, when driving in difficult conditions (with a heavy load and high frequency rotation of the engine crankshaft) it is also necessary to open the oil cooler valve.

Maintain the oil level in the engine crankcase near the “P” mark on oil measuring rod 2 (see Fig. 10). Measure the oil level 2-3 minutes after stopping the warm engine. Do not pour oil above the “P” mark, as this will lead to increased oil splashing and, as a result, coking of the rings, carbon formation in the combustion chamber of the cylinder head and on the piston heads, oil leakage through the seals and gaskets. Dropping the oil level below the “0” mark can damage the engine bearings.

Change the oil in the engine crankcase according to the instructions in table. 2 or with an oil pressure difference of 58-73 kPa (0.6-0.7 kgf/cm2) before and after the filter. To replace the filter, remove it by rotating it counterclockwise. When installing a new filter, make sure that the sealing rubber is in the groove of the filter housing.

When operating the vehicle, monitor the operation of the oil pressure sensors. The emergency oil pressure sensor is triggered when the pressure in the system drops to 39-8 kPa (0.4-0.8 kgf/cm2).

When the ignition is turned on, the emergency oil pressure lamp lights up and goes out after the engine starts. Illumination of the lamp in operating modes indicates a malfunction of the sensor or engine lubrication system.

At increased consumption oil (and there are no leaks), check the serviceability of the crankcase ventilation system (Fig. 19) and the condition of the sealing caps, valves and cylinder-piston group.

1 - vacuum regulator; 2, 3 - pipelines

The engine lubrication system (Fig. 19) is combined, under pressure and splashing. The oil pressure in the lubrication system when the engine is running on M8B1 oil, the oil temperature in the oil sump is plus 80 °C and the copper radiator is turned off must be at least 343 kPa at a crankshaft speed of 2000 min-1 and at least 108 kPa at a speed of 600 min-1 -1.

Rice. 19 Engine lubrication system diagram
1 - oil radiator
2 - oil filler cap
3 - oil radiator valve
4 - oil pressure indicator sensor
5 - emergency pressure sensor
6 - oil purification filter
7 - oil pump
8 - drain plug
9 - oil receiver
10 - pressure reducing valve
11 - hole for lubrication of timing gears
To monitor oil pressure, two sensors are installed on the engine. One of them is connected to the oil pressure indicator, and the other is connected to the warning lamp for emergency oil pressure in the engine lubrication system. The emergency oil pressure sensor is triggered at a pressure of 39...78 kPa. At a minimum crankshaft speed in idle mode and the oil cooler is turned off, the emergency oil pressure indicator lamp should not light up. If the pump lights up, this indicates a malfunction in the lubrication system, which must be repaired immediately.

The engine lubrication system has two valves: a pressure reducer in the oil pump and a bypass valve in oil filter. Both valves do not require adjustment in operation. To cool the oil in the lubrication system there is an oil cooler. It is necessary to turn it on by opening the tap when the air temperature is above 20 ° C and when driving in difficult road conditions, regardless of the ambient temperature.

The oil sump is stamped steel. The interface between the oil sump and the block is sealed with cork gaskets. The gaskets sealing the front and rear parts of the oil sump are generously moistened with water before being reinstalled to prevent their breakage.

Rice. 20 Oil pump
1 - guide sleeve
2 - roller assembly
3 - housing assembly
4 - drive gear
5 - driven gear
6 - plate
7 - gasket
8 - oil pump cover
9 - locking plate
10 and 12 - bolts
11 - frame with mesh
13 - pressure reducing valve
14 - valve spring

Oil pump(Fig. 20) gear type, located inside the oil sump and attached to the fourth main bearing cover with two studs. The pump gears are spur-cut, metal-ceramic. Between the housing 3 and the pump plate 6 there is a paronite gasket 7 with a thickness of 0.3...0.4 mm. When repairing a pump, installing a thicker gasket is unacceptable, as this will reduce the performance of the pump and the pressure it creates. The pump is protected from the ingress of large particles (dirt, rags, etc.) by frame 11 with a mesh. Reducing valve 13 provides the necessary oil pressure in the line when the engine is operating in any mode, and also compensates for the oil flow through the bearings that increases with engine wear, since the oil pump has excess capacity. When the pressure in the lubrication system increases above the permissible level, the oil presses out the valve and excess oil is discharged into the cavity of the oil pump.


Rice. 21 Drive of the oil pump and ignition distributor.
1 - ignition distributor
2 - drive housing
3 - drive roller
4 - gasket
5 - cylinder block
6 - thrust washer
7 - camshaft gear
8 - oil pump drive gear
9 - pin
10 - plate
11 - bushing
12 - oil pump roller
Roller slot position:
A - on the drive installed on the engine;
B - on the drive before installing it on the engine;
C - on the oil pump shaft before installing the drive on the engine

The oil pump (Fig. 21) is driven from the camshaft by a pair of helical gears. The drive gear 7 is integral with the camshaft. The driven gear 8 is secured with a pin to a roller rotating in a cast iron housing 2. The upper end of the roller has a slot offset by 0.8 mm to one side, into which the drive shank of the ignition sensor-distributor fits.

If for some reason the oil pump drive was removed from the engine, then to ensure the correct position of the distributor sensor, install the drive on the block in the following order.