VAZ 2103 pistons sizes by groups

Passenger cars are equipped with different types of engines; power units may differ in volume, power, and design.

Depending on the manufacturer, each engine has its own specific resource - the most basic serious failures are considered to be failure of the crankshaft or piston group.

If oil consumption in an engine increases, the most common reason for this is worn or broken piston rings; replacing them is quite labor-intensive work, and also requires certain plumbing skills.

VAZ 2103 pistons sizes by groups

VAZ cylinder block dimensions: 2103, 2106, 21213, 21214, 2123, 2130.
Applicability - on engines: VAZ-2103, 21043, 21053, 21061, 2107.

What size piston rings for VAZ 2103:

How much does the VAZ 2106 engine block weigh? — Weight — 39,200 kg.

Applicability - on engines: VAZ 2106, 21067, 21074, 2121 Niva.

Applicability - on engines: VAZ 21213, 21073, 21214.

Applicability - on engines: VAZ 21214, 21073, 21213.

Applicability - on engines: VAZ 2123.

Applicability - on engines: VAZ 2130.

All of the above blocks are used on engines that belong to the line of “classical” design engines.

All these cylinder blocks share the same dimensions:

— the distance between the axes of adjacent cylinders, which is 95.00 mm;

— diameter of the bed for the crankshaft supports.

The table shows the main dimensions of VAZ cylinder blocks. (block repair dimensions)

* - discontinued by JSC AVTOVAZ

DC

— Cylinder diameter of the VAZ block;

H

— The distance between the upper plane of the block and the axis of the crankshaft (height of the VAZ block);

Lc

— Distance between the axes of adjacent cylinders of the block (inter-cylinder distance);

d

— The diameter of the boring of the crankshaft supports (for the main bearings).

Based on the results of final processing of the surface of the cylinders, depending on the diameter dimensions, a cylinder size class is assigned. There are five size groups defined for cylinders, which are designated by letters: A, B, C, D, E. Cylinder class

applied to the surface of the block, opposite each cylinder. For each nominal cylinder diameter, its own size classes are adopted.

For a cylinder with a certain class, a piston of the corresponding class is selected.

Control of the diameter and wear of the surface of the cylinders is carried out using a device - a bore gauge.

Measurements are taken at the level of several belts, in mutually perpendicular directions. In the upper part of the cylinder, at a distance of no more than 5 mm from the upper plane of the block, there is an area where there is no wear and the size corresponds to the nominal diameter of the cylinder. If in one of the other control sections of the cylinder, size deviations exceeding 0.15 mm from the nominal are detected, then it is necessary to bore the cylinders of the block, followed by honing them to the nearest repair size. Depending on the operating conditions of the engine and compliance with technical requirements, the need for cylinder boring may arise after 120 - 250 thousand km. vehicle mileage.

To increase the service life of the blocks, two repair sizes have been determined for each of the nominal cylinder diameters. Each repair size

differs from the previous size by 0.4 mm. The table shows the repair dimensions of the block cylinders, their intermediate dimensions for boring and honing.

Repair sizes of pistons of the corresponding class are selected for repair sizes of cylinders. As a result, a gap of 0.05-0.07 mm between the cylinder and the piston is achieved.

Source of the article: https://www.motors-vaz.ru/blok_vaz03_23r.html

Selection of piston for VAZ Zhiguli cylinder

• Repair manuals
• Repair manual for VAZ 2107 (Zhiguli) 1982+.
• Selection of piston to cylinder

The calculated gap between the piston and cylinder (for new parts) is 0.05–0.07 mm. It is determined by measuring the cylinders and pistons and is ensured by installing pistons of the same class as the cylinders . The maximum permissible gap (if parts are worn) is 0.15 mm.

NOTE
The piston diameter is measured in a plane perpendicular to the piston pin, at a distance of 52.4 mm from the piston crown (see
).
According to the outer diameter, the pistons are divided into five classes (A, B, C, D, E) every 0.01 mm, and according to the diameter of the piston pin hole - into three categories every 0.004 mm.
The piston class (letter) and the piston pin hole category (number) are stamped on the piston bottom .

If a used engine has a gap exceeding 0.15 mm, then it is necessary to re-select the pistons to the cylinders so that the gap is as close as possible to the calculated one.

Spare parts include pistons of classes A, C, E. These classes are sufficient to select a piston for any cylinder, since pistons and cylinders are divided into classes with some overlapping sizes.

↓ Comments ↓

1. Vehicle operation and maintenance

1.0 Operation and maintenance of the vehicle 1.1. Vehicle operation 1.2 Vehicle maintenance

2. General information

2.0 General data 2.1 Technical characteristics of vehicles 2.2 Controls and monitoring devices 2.3. Ventilation control and interior heating

3. Engine

3.0 Engine 3.1 Removal and installation of the engine 3.2 Disassembling the engine 3.3 Possible engine malfunctions, their causes and methods of elimination 3.4 Engine assembly 3.5 Bench tests of the engine 3.6 Checking the engine on a car 3.7. Cylinder block 3.8. Pistons and connecting rods 3.9. Crankshaft and flywheel 3.10. Cylinder head and valve mechanism 3.11. Camshaft and its drive 3.12. Cooling system 3.13. Lubrication system 3.14. Supply system

4. Transmission

4.0 Transmission 4.1. Clutch 4.2. Gearbox 4.3. Cardan transmission 4.4. Rear axle

5. Chassis

5.0 Chassis 5.1. Front suspension 5.2. Rear suspension 5.3. Shock absorbers

6. Steering

6.0 Steering 6.1. Inspection, check and adjustment of steering 6.2. Steering mechanism 6.3. Steering rods and ball joints 6.4. Swing arm bracket

7. Brakes

7.0 Brakes 7.1. Checking and adjusting the brakes 7.2 Possible malfunctions of the brakes, their causes and methods of elimination 7.3 Bracket for the clutch and brake pedals 7.4. Vacuum booster 7.5. Brake master cylinder 7.6. Front brakes 7.7. Rear brakes 7.8. Rear brake pressure regulator 7.9. Parking brake

8. Electrical equipment

8.0 Electrical equipment 8.1 Electrical equipment diagram 8.2. Battery 8.3. Generator 8.4. Starter 8.5. Ignition system 8.6. Lighting and light signaling 8.7. Sound signals 8.8. Windshield cleaner 8.9 Headlight cleaner 8.10. Heater electric motor 8.12. Control devices

9. Body

9.0 Body 9.1. Doors 9.2 Possible body malfunctions, their causes and methods of elimination 9.3. Hood, trunk lid, bumpers 9.4. Body glazing 9.5. Windshield and headlight glass washers 9.6. Instrument panel 9.7. Seats 9.8. Heater and ventilation of the body interior 9.9. Body frame repair 9.10. Paint and varnish coatings 9.11. Anti-corrosion protection of the body

10. Modification and equipment of VAZ-2107 cars

10.0 Modification and equipment of VAZ-2107 vehicles 10.1. Car VAZ-21072 10.2 Car VAZ-21074 10.3. Car VAZ-21073-40

11. Applications

11.0 Appendices 11.1 Appendix 1. Tightening torques for threaded connections* 11.2 Appendix 2. Tools for repair and maintenance* 11.3 Appendix 3. Used fuels and lubricants and operating fluids 11.4 Appendix 4. Basic data for adjustment and control 11.5 Scheme

VAZ 2103 pistons sizes by groups

The piston stroke of the VAZ 2103 car engine is 80 (mm), the compression ratio is 8.5 units.

The piston is the main part of the internal combustion engine, which performs the function of converting the energy of fuel combustion into the mechanical work of the engine.

The material used for the manufacture of pistons for this VAZ model is aluminum alloy coated with tin.

Dimensions of pistons for VAZ 2103 1.5 MT:

• Piston stroke: 80 (mm);
• Compression ratio: 8.5;
• Piston diameter: 76.00 - 76.05 (mm);
• Years of production: 1972 - 1983.

Important: some modifications of this model (VAZ 21033 and VAZ 21033) are equipped with a 66 (mm) stroke piston.

The 4-door sedan VAZ 2103 was exported under the names VAZ 2107, VAZ 1500, Lada Nova, Lada Riva, Lada Signet, Lada 1500.

Important: years of production of all modifications of the model: 1972-1984.

Caution: The above data are the official figures of the manufacturer, however, please note that the information is for reference only and is not guaranteed to be completely accurate.

Source of the article: https://razmery.info/tehnika/porshni/razmery-porshney-vaz-2103.html

VAZ 2103 piston sizes table

Useful information about piston rings

How not to make a mistake when choosing piston rings for VAZ cars?

The auto parts market today has everything - from the smallest part to the engine and body. It would seem that the problem, which was very acute ten to fifteen years ago, has finally been solved. But it was not there. It is not easy to select high-quality parts for replacement, especially for connecting rod and main bearing shells, elements of the cylinder-piston group - pistons, rings. It is the quality and reliability of these parts that dramatically affect the life of the engine after “treatment”.

A little history

The very first piston rings for VAZ were manufactured at a specialized plant in Michurinsk, but outdated technologies of the 50s did not meet VAZ requirements for product quality. The rejection of Michurin rings sometimes reached 75-80%, so the management of VAZ decided to organize this production in its own “house”. For this purpose, an agreement was concluded between VAZ and the Japanese company, which supplied equipment for the production of piston rings to Togliatti, which made it possible to reduce the number of defects to 25%. It would seem that this figure is large, but compared to other imported equipment, the quality advantage of Japanese equipment was undeniable.

Currently, VAZ produces piston rings of three nominal sizes (76, 79, 82 mm), each of which has two repair ones (0.4 and 0.8 mm). The material for the manufacture of rings is special high-strength or gray cast iron of the RIK-40 and RIK-20 brands, which has high anti-wear properties that are superior in quality to the materials of rings from other factories (in Michurinsk, Stavropol). Quality control is carried out after each technological transition throughout the entire production process.

Features of oil scraper rings

For the most part, oil scraper rings are produced in two types - chrome-plated and non-chrome-plated, but not so long ago steel rings with a spring element appeared, intended only for installation during engine repairs. Steel oil scraper rings are manufactured in nominal sizes only.

Chrome-plated rings have a cross-section with two symmetrical protrusions and are intended for installation in VAZ-2106, 2108, 21083, 2121, 1111 engines. And they appeared after the birth of VAZ engines for “eights” and “nines”. These engines have a higher compression ratio and more loaded operating conditions, so during operation, conventional oil scraper rings wore out much faster than the chrome-plated upper compression ring. To equalize their mileage, they began to coat the oil scraper rings of the above-mentioned engines with chrome, which made it possible to extend the life of the rings almost twice.

As for the non-chrome rings, their protrusions are asymmetrical, and they are installed on VAZ-2101, 21011, 2103, 2105 and 2106 engines for AZLK 2141. This is perhaps the only detail that allows you to distinguish a chrome ring from a regular one, since they are colored almost the same. Be careful not to “mistakenly” sell you “Michurin” rings that have “knocked” protrusions.

Expansion springs also have their own distinctive features: variable winding pitch, polished surface along the outer diameter and ends. The possibility of counterfeiting is unlikely. Such distinctive features can only be obtained by having special expensive equipment, which is currently only available at VAZ.

But there are cases when they try to sell rings that have already completed their “life journey”, which are thoroughly cleaned and washed beforehand. This is not difficult to detect, you just have to look at the profile and height of the protrusions. As a rule, they are either absent or appear barely noticeable. And it is almost impossible to completely clean the spring ring from oil and dirt.

Steel oil scraper rings have become widespread abroad. Their long service life, lower weight and cost, reliability and quality of work performed indicate the need for their implementation on all VAZ models. However, due to the lack of the required amount of material for their mass production (stainless steel for the spring element and carbon tape for the rings), their use is still limited and applies only to repair kits. The service life of steel rings is 150-200 thousand km, which undoubtedly confirms their advantage over cast iron ones.

The most important distinguishing feature of VAZ steel oil scraper rings is the chrome coating of the rings themselves and the expansion springs; Michurin and others do not have it. On the surface of the rings, chrome creates a specific matte tint, noticeable only if you look closely.

Compression rings

Compression rings, like oil scraper rings, have their own profile. The upper compression ring is the most loaded, it is made of high-strength gray cast iron, and the surface along the outer diameter is chrome-plated. The lower compression ring is less loaded, so it is not chrome-plated, and in order for it to partially perform the oil scraper function, the lower part is made in the form of a wedge to remove residual oil.

Like oil scraper rings, VAZ compression rings also have their own distinctive features. These rings have a chamfer on one side (and sometimes on both sides) along the outer diameter; rings of other origins do not have this chamfer. At first glance it is difficult to notice, but it can be determined by touch (control similar to checking a dollar).

Lightening the VAZ crankshaft

We have already written about how to lighten a flywheel, but a flywheel alone is of little use. In this article we will look at lightening the crankshaft and other parts of the crankshaft.

Lightening the VAZ crankshaft:

For a standard crankshaft, you can also make it lighter; it has a large margin of safety. But this must be done after weighing all the pros and cons.

So the advantages of crankshaft lightening:

• Inertial masses, which negatively affect the crankshaft journals, are reduced, increasing their wear
• The motor is lighter and revs faster

Disadvantages of relief:

• If the crankshaft is lightened incorrectly or excessively, idle performance may deteriorate, and under high loads the crankshaft may simply burst.
• Additional costs for tuning (well, how could we do without it?)

Lightening the crankshaft consists mainly of machining the cheeks and counterweights. There is no single scheme for lightening the crankshaft. Someone mills the sides of the cheeks, someone sharpens the counterweights, sometimes even very sharply, someone simply brings the cast surface to good cleanliness, removing casting defects, grinding and polishing the surface of the knee.

But it's not that simple. After any intervention in the design of the crankshaft, preferably even after grinding the journals, it is necessary to balance it.

Static balancing is not suitable here as for a flywheel; dynamic balancing is needed here, using special equipment.

True, there are masters who can balance you on their homemade stands, but mostly it’s all of poor quality.

It is not worthwhile to greatly lighten the crankshaft counterweights, since they are strongly interconnected with the weight of the journal and connecting rod, so that the counterweight will not be much lighter than the journal. Lightening the crankshaft by more than 1 kg is dangerous.

I remind you once again that after lightening the crankshaft, dynamic balancing is mandatory.

See how the crankshaft is lightened. The picture shows the Nadezhda crankshaft; for other VAZ models everything is similar.

I wish you success!

Engine piston rings

In an internal combustion engine (ICE), piston rings (PR) serve as a seal between the cylinder walls (liners) and the piston, due to which compression is created in the cylinders. If you forget to put the PC into the engine during assembly, the engine will not start, since the necessary compression of the working air-fuel mixture will not be ensured.

In passenger cars, three rings are standardly installed on each piston - two compression rings and one oil scraper ring, and oil scraper rings can be stacked, that is, consist of several elements. Compression piston rings (CPRs) are used to create compression in the cylinders and are always made of high-strength cast iron with various additives. The upper CPC has the greatest strength, since it operates in the most severe temperature conditions and experiences maximum loads.

Thermal clearance of piston rings

PCs are spring discs with one cut - when installed on the piston, they expand, and in the sleeve they are pressed tightly against its walls. In order to achieve maximum compression of the working mixture, the cylinder walls must be as smooth as possible (without defects), and the shape of the internal cavity must be perfectly round. On the piston, the PCs are placed in special grooves, moreover, they are not seated tightly, and on a cold piston they move freely in the grooves.

Piston rings have thermal clearances:

The clearances must be certain; if they are larger or smaller than the required value, the piston group will quickly fail. One should take into account the fact that when heated, the metal expands, and if the thermal gap of the PC is too small, the piston group will begin to overheat. With large gaps, tightness is not ensured and power losses occur.

For passenger cars, as a rule, the following clearances are established:

• between the grooves and the PDA - from 0.02 to 0.08 mm (for the upper ring the gap should be slightly larger);
• between grooves and MPC – from 0.05 to 0.06 mm;
• at the junction - from 0.25 to 0.5 mm.

As wear occurs, the gaps in the PC increase, and they should not exceed:

Pistons

Many domestic and imported cars use repair pistons manufactured at the production facilities of the Kostroma manufacturer of piston groups, Motordetal-Kostroma. This company produces pistons with a diameter from 76 to 150 mm. Today the following types of pistons are produced:

• solid cast;
• with thermostatic insert;
• with an insert for the upper compression ring;
• with oil cooling channel.

Pistons produced under the specified brand have their own designations. In this case, information (marking) can be applied in two ways - laser and micro-impact. First, let’s look at specific examples of markings made using laser engraving:

• EAL - compliance with the technical regulations of the customs union;
• Made in Russia - direct indication of the country of origin;
• 1 - group by mass;
• H1—diameter group;
• 20-0305A-1 - product number;
• K1 (in a circle) - sign of the technical control department (QCD);
• 05/15/2016 - a direct indication of the production date of the piston;
• Sp 0.2 - gap between the piston and cylinder (temperature).

Now let's look at the designations applied using the so-called micro-impact, using specific examples:

• 95.5 - overall diameter size;
• B - diameter group;
• III - group according to finger diameter;
• K (in a circle) - quality control (quality control) sign;
• 04/26/2017 - direct indication of the production date of the piston.

It is worth noting here that for the production of different pistons, different aluminum alloys with alloying additives are used. However, this information is not indicated directly on the piston body, but is recorded in its technical documentation.

VAZ engine

The piston is cast from aluminum alloy. The piston skirt is oval in cross section and has a conical shape in height: the upper part has a smaller diameter than the lower part. Therefore, it is necessary to measure the piston diameter only in a plane perpendicular to the piston pin and at a distance of 52.4 mm from the piston bottom.

The hole for the piston pin is shifted from the axis of symmetry by 2 mm to the right side of the engine. Therefore, for proper installation of the piston into the cylinder, there is a “P” mark near the hole for the piston pin, which should be facing towards the front of the engine.

Based on the outer diameter, the pistons are divided into five classes through 0.01 mm, and based on the diameter of the piston pin hole - into three categories through 0.004 mm. The piston class (letter) and piston pin hole category (number) are indicated on the piston crown.

Spare parts include pistons of classes A, C, E. These classes are sufficient to select a piston for any cylinder, since pistons and cylinders are divided into classes with some overlapping sizes. For example, a class C piston may be suitable for class B and D cylinders. In addition, when repairing engines, pistons are usually replaced from worn cylinders, so a class C piston may be suitable for a slightly worn cylinder that was class B. The main thing when selecting a piston is to ensure the necessary installation gap between the piston and cylinder (0.05-0.07 mm).

There are two types of pistons: pistons with a diameter of 76 mm without a bottom recess for engines 2103 and 2101 and pistons with a diameter of 79 mm for engines 21011 and 2106 with a recess at the bottom of a diameter of 55 mm and a depth of 1.9 mm.

Since 1986, repair size pistons for all engine models have been manufactured with an outer diameter increased by 0.4 and 0.8 mm. Until 1986, pistons of the following repair sizes were produced: for engines 2103 and 2101 - with an increase of 0.2; 0.4 and 0.6 mm; for 2106 and 21011 - with an increase of 0.4 and 0.7 mm.

Piston rings. The piston is equipped with two compression rings and one oil scraper ring. All of them are made of cast iron.

The outer surface of the upper compression ring is chrome plated and has a barrel shape. The lower compression ring is of the scraper type (with a groove along the outer surface), phosphated.

Piston pin. All engine models described in this manual are equipped with the same tubular steel piston pins 5. They are pressed into the upper head of the connecting rod 3 and rotate freely in the piston bosses. According to the outer diameter, the fingers are divided into three categories every 0.004 mm. The category of the finger is marked on its end with the appropriate color: 1st - blue, 2nd - green and 3rd - red.

Connecting rod. The lower head of the forged steel connecting rod is 3 detachable; connecting rod bearings 2 are installed in it. The connecting rod is processed together with the cap, so it is not interchangeable with the caps of other connecting rods. To avoid mixing up the connecting rod caps during assembly, the number of the cylinder in which they are installed is stamped on the connecting rod and its cap (on the side). When assembling, the numbers on the connecting rod and cap must be on the same side.

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VAZ piston rings

The Volzhsky Automobile Plant produces engines for front-wheel drive and rear-wheel drive cars; piston rings for VAZ engines were originally supplied by the Michurinsky plant. The Michurins produced a lot of defects in their products, and since 1986, their own production was established in Tolyatti. Currently, there are many different manufacturers that produce PCs for VAZ engines, in particular, these are:

• AVTOVAZ (Tolyatti);
• STK (Samara);
• GOETZE (Germany);
• MAHLE (Germany);
• NPR EUROPE (formerly SM, Japan).

Signs and causes of wear (breakage) of piston rings

On VAZ cars, the engine wears out during operation, and the PCs also fail. Rings can:

• break into two or more parts;
• wear out in thickness;
• have general wear and tear.

Parts often break down due to overheating of the internal combustion engine; in this case, compression in the cylinders decreases and the engine loses power. Signs of a faulty PC are:

• bluish smoke from the muffler pipe, especially often it appears after a long period of idling when the gas pedal is sharply pressed;
• increased engine oil consumption;
• drop in power, the motor stops pulling;
• coking of spark plugs.

If there are signs of a malfunction in the piston group, the piston rings are replaced first. But replacing a PC does not always give the desired effect; often after repair the engine continues to smoke and consume oil. The reason for this is simple - there is wear in the cylinders themselves. In the block, the liners usually wear out unevenly - they take on an oval shape; due to wear, the piston rings do not fit tightly to the cylinder walls and do not provide a tight seal.

Reliability, weaknesses, maintainability

Reliability

Almost all car owners consider the VAZ-2103 unpretentious and reliable. When exchanging opinions on forums, owners express a common opinion.

So Andrey writes: “... before the three-ruble note came to me, the engine went through three repairs. Despite the age, the traction is enough for the eyes...” Ruslan notes the easy start: “...starting in cold weather. For example, yesterday I easily started the engine at -30, despite not bringing the battery home. High-torque motor. At least in the range of 3000-4000 rpm there is enough traction, and the dynamics, in principle, are not bad, especially for such an ancient car...”

Another noteworthy review. Yurievich (Donetsk) shares his experience: “... I also noticed one feature, and not only me. By changing oil from mineral water to semi-synthetic, engine life increases. 195 thousand have already passed since the capital, and it’s like a clock, compression is 11, doesn’t eat oil, doesn’t smoke...”

Reliability can be judged by the service life of the motor. With proper care, a VAZ-2103 can easily last more than 300 thousand km without major repairs.

In addition, the engine has a large margin of safety. Tuning enthusiasts manage to extract 200 hp from it. With.

But reasonable caution must be exercised in this matter. Excessive boosting of the motor significantly reduces its service life.

The simplicity of the internal combustion engine design also has a positive effect on the reliability of the unit.

The only conclusion is that the VAZ-2103 is a simple, unpretentious and reliable engine.

Weak spots

There are few weak points in the engine, but they exist. A characteristic feature is their repetition of the basic model.

Engine overheating occurs for two reasons. In most cases, the problem should be found in the water pump.

Less commonly, the culprit is a faulty thermostat. In any case, the faulty unit must be detected in a timely manner and replaced with a working one.

Rapid camshaft wear. Here the blame falls entirely on the manufacturer. The cause of the malfunction is the absence of a timing chain tensioner. Timely tensioning of the chain will eliminate the problem.

Unstable or floating engine speed. As a rule, the cause of the malfunction is a clogged carburetor.

Untimely maintenance, filling with gasoline of poor quality - these are the components of clogged nozzles or filters. Additionally, you need to check the adjustment of the carburetor control drive.

Extraneous noise during engine operation occurs when the valves are not adjusted. The source can also be a stretched timing chain. Fix the problem yourself or at a service center.

Engine tripping. The most likely reason for this phenomenon lies in a malfunction of the ignition system.

A crack in the cover of the breaker or its carrier, damaged insulation of high-voltage wires, or a faulty spark plug will certainly cause tripping.

Other minor faults are associated with oil leaks through the valve cover seals or oil pan. They are not fatal, but require immediate elimination.

As you can see, a significant part of the malfunctions is not a weak point of the engine, but occurs only when the engine is handled negligently by the car owner.

Selection of spare parts

Before going to the store, you need to roll the car out to a bright place or use a flashlight for work. You need to open the engine compartment cover (hood), approach the car from the left front fender and carefully inspect the left vertical wall of the cylinder block. It is there, in the very center, that the capital Latin letter should be located, indicating the class of the motor.

If the letter is not visible, it means the engine is dirty. You need to clean the surface of the power unit from dirt using a sandblaster and look again. If after this the letter does not appear, it means that it was “eaten” by corrosion. In this case, before going to the auto store, you need to purchase a bore gauge and use this tool to measure the actual dimensions of each cylinder. It happens that some craftsmen do not bore all the cylinders during a major overhaul.

Class A engines that have not been overhauled or bored have cylinders with a diameter of 79 to 79.01 mm, class B - from 79.01 to 79.02, class C - from 79.02 to 79.03, class D - from 79 .03 to 79.04, class E - from 79.04 to 79.05 mm. The original pistons for these blocks have diameters of 78.93, 78.94, 78.95, 78.96 and 78.97 mm, respectively. These are approximate figures, since in reality there is a tolerance of 9 thousandths of a millimeter.

Table of dimensions and tolerances of VAZ classic engine parts

Spare parts stores supply cast pistons of classes A, C and D, intended for unbored engines. Forged pistons for the VAZ 2106 are made to order and come in any size. The main repair dimensions of the VAZ 2106 engine cylinders are 79.4 (first bore) and 79.8 mm (second bore). Piston diameters for the first boring depending on the class (in millimeters):

Piston diameters for the second boring:

It should be noted that pistons are also divided into 3 categories based on the diameter of the piston pin hole, so new pistons must be purchased complete with pins. It is very difficult for a non-professional to distinguish a bored block from an unbored one, so if you are doing major engine repairs yourself, you must definitely purchase a bore gauge, and if this is not possible, then at least take old parts with you and compare them with store-bought parts.

Pistons and connecting rods.VAZ-— DRIVE2

Pressing out the piston pin.

Selection of piston to cylinder.

The calculated gap between the piston and cylinder (for new parts) is 0.025-0.045 mm. It is determined by measuring the parts and is ensured by installing pistons of the same class as the cylinders. The maximum permissible gap (if parts are worn) is 0.15 mm. If a used engine has a gap exceeding 0.15 mm, then it is necessary to reselect the pistons so that the gap is as close as possible to the calculated one. Spare parts include pistons of classes A, C, E. This is enough to select a piston for any cylinder during engine repair, since pistons and cylinders are divided into classes with a slight overlap of sizes. For example, a class C piston may be suitable for class B and D cylinders. A class C piston may also be suitable for worn class A and B cylinders.

Disassembly.

Remove the piston rings. Place the piston in the support with a cylindrical recess and press out the pin using mandrel A.60308 (Fig. 2-32). If some parts of the connecting rod and piston group are not damaged and have little wear, they can be used again. Therefore, when disassembling, mark them in order to later assemble a group with the same parts and install them in the same cylinder. Assembly. Before assembly, fit the pin to the piston. For proper pairing, it is necessary that the piston pin, lubricated with engine oil, enters the piston hole by simply pressing it by hand (Fig. 2-33) and does not fall out if the piston is held as shown in Fig. 2-34. Replace the finger that falls out with another one of the next category. If the third category pin falls out of the piston hole, replace the piston and repeat the selection of the pin.

Since the pin is inserted into the upper head of the connecting rod with interference, it is necessary to heat the connecting rod to expand its head. To do this, place the connecting rods for 15 minutes in an electric oven heated to 240°C. Prepare the finger for assembly in advance by placing it on the shaft of device A.60325 with spacer ring 5 installed. The ring should have a thickness of 4 mm, an outer diameter of 22 mm and an inner diameter of 15 mm. At the end of the device, a guide 3 is installed, secured with a screw 4. Tighten the screw loosely so that jamming does not occur when the pin expands from contact with the heated connecting rod. To properly connect the pin to the connecting rod, press in the pin as soon as possible, since the connecting rod cools quickly and after cooling it will be impossible to change the position of the pin. The piston and connecting rod must be assembled so that the arrow on the piston bottom is directed towards the oil outlet hole (if equipped) on the lower end of the connecting rod (see Fig. 2-31). Quickly clamp the connecting rod removed from the oven in a vice. When putting the piston on the connecting rod, make sure that the hole for the pin coincides with the hole in the upper head of the connecting rod. Push the piston pin attached to the device into the piston hole and the upper head of the connecting rod (Fig. 2-36) until the shoulder of the device stops in the piston. During this operation, the piston must be pressed by the boss against the upper head of the connecting rod in the direction of pressing the pin (shown by the arrow in Fig. 2-36). Then the finger will take the correct position. After the connecting rod has cooled, lubricate the pin with engine oil through the holes in the piston bosses. Lubricate the piston grooves, piston rings and

Replacing piston rings

On VAZ cars, as well as on all other models of passenger cars, it is advisable to change only the piston rings only if:

• there is no exhaust in the cylinders;
• there are no signs of damage to their inner surface.

If the liners are significantly worn, they need to be bored, and if the last size was already used before, the cylinder block needs to be relined. You can replace the PC on any VAZ engine without removing the internal combustion engine; this will require removing the cylinder head and oil sump. PCs are replaced if the gap at the joints does not exceed 1 mm.

For example, let's consider replacing piston rings on a VAZ-2114 car with an 8-valve internal combustion engine; such work must be carried out on a pit or a car lift:

• turn off the ignition, put the gearbox in neutral, disconnect the negative terminal from the battery;
• drain the antifreeze, remove the air filter housing along with the pipe (injector corrugation);
• remove the valve cover, camshaft, loosen the timing belt and move it to the side;
• disconnect the wires and cooling system pipes from the cylinder head, unscrew the head bolts;
• unscrew the nuts of the exhaust pipe of the muffler;
• We completely free the cylinder head from all fasteners that prevent it from being removed, and we remove the cylinder head;

• if there is protection under the engine, remove it;
• place a container under the engine sump, unscrew the plug on the crankcase, drain the oil;
• remove the lower hatch of the gearbox housing (three bolts);
• Using a 10 mm wrench or a socket wrench, unscrew all the oil pan bolts;
  dismantle the pan, remove the oil receiver;

  Unscrew the connecting rod nuts, remove the lower connecting rod caps, and carefully knock the pistons and connecting rods upward. Pistons should be knocked out through a soft metal drift or through a wooden block. First, you need to carefully knock out the connecting rod bolt without damaging the threads on it, then place the drift on the end of the connecting rod - in no case should you hit the bearings or the seat underneath them;

• It is recommended to remove the connecting rods one at a time, and immediately attach the caps to them; the caps should not be confused with each other, they are placed back strictly in their places, and a lock to the lock is required;
• remove the PC from the pistons, use a piece of the old ring to clean the piston grooves to bare metal. Be sure to check the cleanliness of the groove all around; there should be no coke left in it;
• We install new rings in the grooves, start with the lower MPC, then install the middle compression PK, and lastly the upper one. For installation, you can use a special device, but it is still more convenient to install the rings by hand. If the MPCs are cast iron, they cannot be bent along their axis, they can only be carefully moved apart. Compression rings also need to be bent carefully, to a minimum;
• we install the piston in place using a special mandrel, hammer it in with a wooden hammer handle or a brass or bronze drift;
• We install one piston-rod at a time, and immediately attach a connecting rod cap to each one. The connecting rod nuts should be tightened with a torque wrench, force - from 4.5 to 5.5 kg;
• then we put everything in place - the oil receiver, the engine sump, the cylinder head. We fill the radiator with antifreeze, oil into the crankcase, and start the engine to check. After replacing the PC, the internal combustion engine may initially smoke and consume oil - the engine needs to be run in for approximately 2 thousand km. It happens that despite the seemingly normal condition of the liners, the internal combustion engine continues to smoke even after replacing the rings after break-in. In this case, you will have to bore the cylinders and install a repair piston group.

Replacing damaged parts without boring

Situations often occur when, due to knocking of connecting rods or stuck rings, people completely disassemble the engine and bore it, spending a lot of effort and money on this. However, if the cylinder has the correct round shape, has no scratches, burrs, cracks, and its actual wear does not exceed 0.15 mm, then boring and honing is not necessary.

In other cases, it is enough to simply replace worn parts. To do this, you don’t even need to remove the power unit from the car, just remove the cylinder head (cylinder head) and the oil sump. Typically, this method is used when replacing the piston rings of a VAZ 2106 is required. Work order:

1. First, the battery is removed, the wires from the sensors and spark plugs are disconnected, the spark plugs are unscrewed and the distributor cover is removed.
2. Then the antifreeze is drained, all coolant system hoses and all rods are unhooked from the cylinder head and carburetor.
3. The air filter and fuel pump are removed.
4. The cylinder head cover is removed and the marks on the camshaft pulley and bearing housing are aligned.
5. The camshaft pulley bolt and the chain tensioner nut are loosened, the shoe is pressed out with a screwdriver and the bolt securing the camshaft pulley is unscrewed.
6. The pulley is removed, and the upper part of the chain is attached with wire to the radiator.
7. The nuts are unscrewed and the cylinder head bearing housing is removed.
8. After this, the cylinder head bolts are unscrewed and the head is carefully removed to the side along with the gasket.
9. The exhaust pipe (pants) is unscrewed from the gearbox and disconnected from the manifold.
10. A strong board is placed on top across the engine compartment and the motor is attached to it.
11. The engine cushions are unscrewed and it rises 3 cm.
12. The engine oil is drained, the crankcase bolts are unscrewed and it is disconnected from the block.
13. Unscrew 2 bolts from below and remove the oil pump.
14. After this, the nuts of the connecting rod caps are unscrewed, the caps are removed and the pistons and connecting rods assembled are pushed upward with the handle of a hammer.

Assembly is carried out in reverse order. In this case, each piston should be inserted using a special mandrel. The “P” mark must face forward in the direction of travel. You can look up the sequence of tightening the cylinder head bolts and bearing housing nuts on the Internet. The pre-tightening torque of 10 cylinder head bolts is 3.4-4.2 kgf.m, the final tightening torque is 9.8-12 kgf.m. The 11th bolt is tightened to a torque of 3.5 kgf.m.

ENGINE VAZ 2106-1000260.

CHARACTERISTICS OF THE VAZ 2106 ENGINE.

The engine is four-stroke, carburetor, in-line, with an overhead camshaft. The engine cooling system is liquid, closed type, with forced circulation of liquid. The engine has a combined lubrication system: pressure and splash.

Engine Features.

Engine 2106-1000260 is installed on VAZ 2103, 2106, 2121, 21053, 2107.

The VAZ 2106 engine is a modified VAZ -2103 engine

The change in engine power was achieved due to the engine displacement by increasing the cylinder diameter to 79mm.

Cylinder block 2106-1002011 with a cylinder diameter of 79 mm.

Five classes of cylinders are defined: A, B, C, D, E. (The difference in size between classes is 0.01 mm (the designation of its class is applied on the lower plane of the cylinder block, next to each cylinder)

Block head 21011-1005011-10.

New head gasket.

The 2106 engine has pistons from the 21011 engine with a diameter of 79mm.

The model 21011 piston differs from the 2101 piston by the presence of a cylindrical hole on the bottom of the piston and has an increased diameter. During operation, different zones of the piston heat up unevenly. To compensate for thermal deformation, the shape of the piston differs from the shape of a regular cylinder. Also in the piston bosses are steel temperature control plates. To reduce dynamic loads on the piston, the hole for the piston pin is offset to the right from the central axis by 2 mm. To ensure correct assembly, next to the hole for the piston pin, there is a marking in the form of a “P” symbol. During assembly, all pistons are oriented so that the marks are directed towards the front of the block.

Five classes are defined for piston diameters, with a difference in size of 0.01 mm. Classes are designated in Latin letters, similar to the designation of classes for block cylinders.

Pistons, based on the hole for the piston pin, are divided into three size categories - every 0.004 mm (categories are designated “1”, “2”, “3”). At the bottom of the piston, the piston class and piston pin size category are stamped.

Since 1986, two repair sizes for pistons have been determined: with an increase of 0.4 and with an increase of 0.8 mm.

Piston ring set 2106-1000100-10.

A special feature of this kit is that the oil scraper ring is chrome plated (unlike kit 2101). Chrome plating is performed to increase the service life of the ring, which was required to be carried out under increased load associated with an increase in engine power.

Set of steel rings – 2106-1004029.

Steel connecting rod, forged model 2101.

A 2103 crankshaft is installed on the engine (it differs from the 2101 crankshaft in the crank radius increased by 7 mm). On crankshaft 2103, on the main journal cheek, the marking “2103” is applied. Instead of shaft 2103, it is recommended to install crankshaft 21213 , which has the appropriate mounting dimensions.

Crankshaft 21213 has improved dynamic characteristics due to additional counterweights.

Carburetor “Ozone” 2107-1107010-20

Ignition distributor with vacuum ignition timing regulator. Ignition distributor 30.3706.01

Ignition coil B-117A.

Generator G221 42A.

Starter 35.3708 with a power of 1.3 kW.

The remaining components correspond to the elements of the VAZ-2103 engine.

VAZ 2103 engine malfunctions

The most common defects found on the engine:

All these malfunctions are associated with various reasons, which will be discussed below.

The engine gets very hot

Experts call the main reason for overheating of the engine unit a lack of refrigerant in the system. According to the rules, before leaving the garage, the driver is required to check the level of all technical fluids each time. But not everyone does this, and then they are surprised to find themselves with a “boiling” internal combustion engine on the side of the road.

Antifreeze may leak from the system. In this case, there is a malfunction - a violation of the integrity of the cooling system. Antifreeze stains on the floor of the garage in which the car was parked directly indicate to the owner that there is a leak. It is important to eliminate it in a timely manner, otherwise there will not be a drop of liquid left in the tank and system.

Another reason for engine overheating is a non-working radiator fan. On a VAZ 2103, the quality of cooling by the engine blades is extremely important. The slightest sagging of the drive belt has a negative effect on it. But this is not the only reason for the element to be released.

Finally, overheating of the internal combustion engine can occur due to damage to the thermostat.

Engine knock

On a VAZ 2103, engine knock is detected without special equipment, by ear. A 1-meter wooden pole is taken and one end is applied to the motor in the part being tested. The other side of the pole should be clenched in your fist and brought to your ear. It turns out something like a stethoscope.

VAZ 2103 engine smokes

As a rule, at the same time as the smoke, the engine eats up oil. It may be gray in color and increase with increasing idle speed. The reason is related to the oil scraper rings that require replacement. It is also possible that one of the candles is not working.

In some cases, this happens due to a ruptured gasket or insufficient tightening of the head bolts. On older engines, there may be a crack in the block head.

Troubles the engine

The phrase “troubling engine” means that one or more cylinders are not working. The power plant is not capable of developing full power and does not have the required traction force - accordingly, fuel consumption increases.

The main causes of tripping are: faulty spark plugs, incorrectly set ignition timing, loss of tightness in the intake manifold area, etc.

Malfunctions and repairs of the VAZ 2103 engine

Engine VAZ 2103 1.5 l. carburetor in-line 4-cylinder with an overhead camshaft, the timing belt of the 2103 engine has a chain drive. The VAZ 2103 engine block is tall, more on that below. The service life of the 2103 engine, with careful operation and timely maintenance, exceeds the 125 thousand km established by the factory and reaches 180-200 thousand km. The main differences between the 2103 engine and the 2101 engine are the increased block height by 8.8 mm from 207.1 mm to 215.9 mm to allow the installation of a crankshaft with an increased piston stroke, thanks to which the engine volume has increased to 1.5 liters. As noted in previous articles, Lada engines have a problem with camshaft wear. Due to the fact that the chain drive does not have a tensioner, the chain needs to be tightened, the engine also needs constant (every 10 thousand km) adjustment of the valve clearances, this will be indicated by a loud knocking sound in the VAZ 2103 engine when the engine is idling, audible from a standstill driver with the hood closed. Many people have a question, why adjust the valves, the answer is simple - power will decrease, fuel consumption will increase, the valve will burn out and many other pleasures of life. Adjustment of the VAZ 2103 engine valves must be done either by a master or with his own hands. Among other problems, Weber and Ozone carburetors constantly require CO adjustment and cleaning. It often happens that the VAZ 2103 engine gets hot, look for the problem in the pump, 99% this is it. Often when the engine in a 2103 misfires, there can be a lot of reasons, most often a burnt-out valve; in any case, you need to measure the compression and show the car to a mechanic. Many VAZ 2103 engine malfunctions repeat the problems of the 2101, due to their close relationship. For a more complete picture and so as not to miss anything, read about the 2101 engine here. Nevertheless, according to popular opinion, the 2103 engine is the most reliable and unpretentious among the classic line of engines, and given the prices for spare parts for the VAZ 2103 engine, you don’t have to wonder why the classics are still driving along our streets.