GAZ 3110 Volga

The history of GAZ 3110 Volga. From the atmosphere to the turbo.
I think for the beginning of the history of tuning the Volga can accept the fact that the factory it came with a rare motor Zavolzhsky Engine Plant (JSC ZMZ), a designation which was ZMZ 40620F, whereas conventional motors were marked ZMZ 40620D. The story about bukovki F and G is rather complicated, some people are foaming at the mouth prove that this is only a symbol set (eg F - without WTP), others suggest that F - is the brand of CMS ZMZ (small shop build - build quality and components themselves markedly conveyor above), the plant itself intelligible can not answer. But the fact is a fact that F always gave a little engine power greater than D engine and do not notice and argue with it was useless. However, F motors have a fairly common and severe sore - this ellipse cylinder, resulting in 100% of the cases to increased oil consumption during engine operation at speeds above 4000 r / min.

For reference, the engine ZMZ 4062 is a 16 valve engine with 2 camshafts, volume 2281 cm3, the microprocessor system having the injection and ignition, permitting 180-200 nm of torque at 4000-4500 rev / min and 130-147 hp power at 5200-5500 r / min (a large scatter of the parameters determined by the quality of manufacturing the engine at the factory).

As expected, it still was not enough. In those years, 2003 about began to propagate the so-called "chip tuning", or as people call "chipovka," "flashing". So, on the Volga to do chip tuning was nowhere, but the WHA - time and again in Moscow. And then a clever idea crept into my head - why not do yourself! At that time, the ECU was Mikasa 1.5.4 firmware which was placed in a ROM chip 27S512. Finally - I found a programmer and IC DIP28 bought for little money hacked version of the editor calibrations Ship Tuning Pro (forgive me avtorJ), as firmware ready for my control unit, even commercial, major changes in the dynamics of the car did not make. And that's when it started and I have to configure the machine theme. I kept constantly pierced chip firmware with the new calibration, trying to find the optimal. One time I was lucky and able to assume the firmware with a Cross of the Volga, the firmware there was little change in terms of algorithms, so the motor can operate without glitches at speeds above 5500 r / min. During this time I made 2 flash and consolidated them into a 2-regime-switching on the fly, a standard has been Revamped, calculated on the economy, the second - which made the engine to give maximum impact. And I even sold them a certain number of sets, and the people praised the driver and me. (Now in our day, dual-mode flash (if it is not gas / petrol) indicates only a low level tuner).

Next, the guys helped me get volgovody new elements in tuning the car, and it reinforced the front stabilizer (from the car Seagull) - through which, the Volga stopped finally lurch into the turns, as well as Short-scenes at the checkpoint, allowing reduced time shifting.

By that time, the tuning market for Volga guys did a fashion company PASSIK inlet receiver, the volume of 4 l, and at the same time they have the same car was made in order to direct flow a new exhaust system made of stainless steel. Imbued with the theory by setting up production and conducting various experiments, newfangled cavity (such as "hopper» (C) Jetsamnaz) has found its place at the level of CAT shank, that is much closer to the installation site staff (chokes) of the resonator, so that was felt resonance - a small increase traction at 6000-6500 r / min. Intake tract before the receiver was too refined, was organized by a dynamic boost of cold air, which lay in the fact that the air filter was removed, "sewer" pipe 110 mm in front of the radiator, almost straight towards the oncoming flow. This design gave a significant effect on the speed of 100 km / h markedly improved throttle response.

Now it is possible for a little money to finalize the cylinder head - that is, to begin seriously to refine the engine directly. Cylinder head being finalized in Kostroma, as in Moscow for reasonable money was to find someone - or who would undertake, it is unrealistic. In the cylinder head were ground inlet and outlet channels of the combustion chamber cylinders brought to the same size, valve springs replaced with a more rigid engine from 2108 (incidentally, Inc. ZMZ was on the requirements of this CD are the springs and place, and in fact often put what then the left, softer), the valves have been alleviated and received other facets (more on this you can read in the Articles section).

The assembled engine was operated over a new control system based on block Mikasa 7.1. However, after assembly, contrary to all appearances, the motor was good to go. And set it up using standard tools did not work. It was clear - the matter is set up, most likely "left a mixture of" yes and no longer fit to POPs at some points. And then something began to emerge JCTechnologyso their first project for the automatic adjustment of the control unit Mikasa 7. This project represented the program for the PC that is connected to the control unit via RS232 (Com Port), is itself in real time to select the optimal parameters for fuel, POPs, Basic content. First, the program has been trained to work with serial VAZ oxygen sensors (they were 2 times cheaper than for gas), and then later have a wideband LC-1 / LM-1 production Innovate Motorsport. And then after detuning the engine finally went. Design capacity of the order of 170hp (Unfortunately not so measured and the Congress) and the measured mass flow rate of air the engine was 512 kg / h at 6300 rev / min.

In the meantime, ended in 2006 and plans have been implemented long-held dream - to build a 4-throttle intake. All this and went, had already developed a design, which could be sought for reasonable money to realize it. But then ... ... ..
.... But then it so happened that the funny money was awarded two rare ST15B turbochargers Toyota engine 1JZ-GTE (rare, because most common variant of Bi-Turbo engine for smaller turbines). And the new history of building a new engine. Looking ahead to say at once, the first version of the engine was not very successful, and after a while it was significantly altered. A detailed report on the construction of the motor can be found in the Articles section. It was decided to completely redo the engine, possibly replacing the various components to more durable.

As previously mentioned, F motor oil known for good zhorom I have when using the engine up to 7500 rev / min oil flow approaching 1 liter per 300 km! The company AMS service (Zelenograd) was ordered set of forged pistons 92.5mm and below them was a ported cylinder block. Cranks got jets cool the pistons with oil (know-how of one of the Tula master) for additional cooling. The crankshaft was abandoned factory cast-iron with a diameter of 86mm crank.
Building the engine, I always consulted with the guys from McAutoTuner, and through them, ordered a steel cylinder head gasket. GBC itself has not undergone any changes, but valves were replaced with the standard, and then suddenly thin progoryatJ. In the cylinder block was organized by the selection of oil (and the hole has been for him and just stifled - probably still in the old, the plant planned to install the turbine) to lubricate the turbine and discharge it into the pan. In the oil drain plug is cut a oil temperature gauge. The selection of the coolant has been taken as of the stub block cooling jacket, and plums - the backbone of the stove to the pump.

The exhaust manifold has been borrowed from the diesel engine ZMZ 514.3, which was secured through the adapter plate turbine. But this one had the collector outlet of 38mm, which is naturally not to affect the characteristics of the motor. To cool the intake air for the intercooler 500r was purchased from Toyota Caldina, which has found its place under the sink - well over the average air inlet in the bumper.

Well, the engine was assembled, all (as has forgotten to mention) was screwed into place, the first engine start was unsuccessful. Motor wound up with half a turn, but unbearably loud banging some hydraulic lifters timing. I had to dismantle, remove and change gidriki shafts. As it turned out, in addition, the camshafts themselves poiznosilis order, so I had to buy new ones. Then I do not imagine that the motor will turn in characteristics, so it was decided to collect on the standard camshafts and watch what happens.

Question on the engine management system has remained open. How to manage? Or standard factory software, built up appropriately, or move to a system in January 5.1. For it has been developed by various authors and systems management software to configure: J5LS + PAK "Matrix" of Maxi (RPD) and SPT0005 + J5OLT from A. Miheenkova. The first set of fully usable form to configure and control turbo engine has not been sold by the author, and the second set at the time still did not know how easy it is to turbo properly. So we decided to stay in the existing system with MAF and intelligently rebuild it with our complex Mikas Online Tuner (MOLT). To properly configure the fuel was purchased by an indispensable tool for any serious tuner - a set of wideband oxygen meter SDK LM-1 from Innovate Motorsports.

After running and rebuilding the engine draw the following picture. The engine started razduvtatsya about 1500 rev / min to 2500 and was just going to set 0.65-0.7 bar pressure, which is held to redline. However, after 4500 the engine began to lose much traction. Measurements showed the filling, the maximum cycle napolenie - 1200 mg / c at 4000 r / min, the peak mass flow rate - 690 kg / h at 5000 rev / min, which roughly indicates that the capacity of the motor is within the 220-230l.s. By the way, MAF meter can only see the air flow rate to 600 kg / h, which gave some trouble, though it was quite simply bypassed.

This motor Otezdil more than 10 000 km without damage, except that the tubes several times flew overhead lines under pressure. The motor of course went well ... .. but not as much as wanted from him ....

In late 2007, it was decided to alter motor and closer to the dream of 300hp By that time, were already known to all the shortcomings of the first version of the engine and was thought to address this problem. The main objectives that were set during the construction of a new engine configuration:
- Production of a normal exhaust manifold;
- Replace injectors 358 cc / min to more productive;
- Refinement of the combustion chamber as the engine, with 8.4:1 compression ratio in the order of 0.65-0.7 bar boost pressure on gasoline began to detonate the 95m at the height of the filling is already at about 17 POPs gr.p.kv.;
- Replacement of the camshaft to the wider;
- Transfer to another management system.

By defining goals, it was decided to begin work. Since the motor was in perfect health, and walk well not like that at first were bought and made all the necessary parts, then to go through as soon as the engine.

The main objective was - to make a normal exhaust manifold, but for reasonable money to find someone who would do so in Moscow was pretty difficult. Resigned to this situation and allocating it fairly no small sum, I began to look for those who would have been higher quality, as everywhere, and about the same amount has been announced. So I found myself in DTT Motorsport, where Dmitriy Elkin (Professor RAP) and put his hand on my motor. They were custom-made ravnodlinny exhaust manifold, stainless steel, fully developed new cylinder head. This time was slightly enlarged and polished intake and exhaust ports, combustion chambers have been completely flattened, propellants were cut, window headers and cylinder head are completely aligned. There, and was acquired by front-mount intercooler from Mitsubishi Lancer Evolution VIII.

Found new camshafts, which had a width of the phase and the rise of 10.6mm 270gr (252gr standard volgovskie were 9.0mm). The nozzles were replaced with 358cc/min more productive Siemens Deka 630cc/min, which I purchased at Actually there was purchased by the pressure relief valve - blow off RS.

The entire inlet payping was made from the exhaust pipe and / m Gazelle, so had all the twists and a diameter of 60mm. Strictly speaking, all the "iron" issues have been resolved, there was only engine management system. And the solution was found.

The new control system based still on the control unit Mikasa 7.1, however the software unit has been completely redesigned. Specially commissioned JCTechnology, A. Miheenkovym (SMS-Software) was written by a new software M7Sport, in which we were able to implement new ideas and algorithms for motor control. This software, in contrast to the standard, were converted almost completely kicked the extra algorithms are simplified basic algorithms. This software works with absolute pressure sensor (MAP Sensor), the new experimental mathematical model calculates the cyclic filling the air motor and adequately responds to changes in temperature that does not require constant regulation of the mixture of DCs in either full or low loads. It should also be noted that in the control program is implemented PWM control valve regulating the boost pressure, which allows you to specify the desired boost based on the current transmission speed and position of the accelerator pedal. This software is designed to control M7SPORT not only turbo, but the usual atmospheric engines. Respectively set to configure the ECU 7 MOLT Mikasa also has been redesigned exclusively for the new software.

The exhaust system has been completely redone by Artyom (McAutoTuner). Now 63mm diameter exhaust system all over, in the middle of the straight-through resonator mounted MG-Race and at the end of the muffler flaunts firm HKS. It should be noted that the exhaust system helped reduce the "turbolaga" of speed, so that at a given pressure turbine began to appear at 400 rpm earlier.

Now I think it's time to talk about what really turned the engine. A motor turned out pretty bad. Excessive pressure is beginning to appear about 1800-1900 rev / min, for a given 0.65 - 0.7 bar goes to the 3200-3400 rev / min and decreases to near redline. At the same time the motor starts to go with 3500ob/min and has a flat thrust almost up to 6500 rev / min. Characteristic can be fairly easy to fix tuning boost controller. Measurements showed the filling - the engine has a maximum cyclic filling 1350mg / c in the range 4500-5500 rev / min, peak air flow is 930 kg / h at 6500 rev / min, which suggests that the engine power is offset by a competent within 300 hP Most interesting is that at the same boost pressure and air flow capacity, respectively, increased by almost 40%.

Now the boost pressure raised to 1.0 bar.

To keep the engine in the engine compartment and reduce the engine displacement in the engine compartment has been designed and installed an additional 4th motor support the original design. Now the engine is a dead in any mode of operation, with additional vibration and any discomfort is felt.
The configuration engine ZMZ 40620F:
- The volume of 2314 cm3
- Geometry of 92.5 x 86 mm
- 158mm crank,
- Pistons forged AMS,
- Masloforsunki cooling the piston,
- Petrol injectors Siemens Deka 630cc/min
- The turbocharger Toyota CT15b,
- Nominal pressure 0.65-7 bar (now working 1.1)
- Revision cylinder head in DTT Motorsport
- Intrekuler from EVO8,
- Ravnodlinny exhaust manifold production DTT Motorsport
- Bustkontroller inside the engine control unit
- Separator Steyr
- Engine Management System Mikas 7 Sport
- Issue 63 mm on the elements of MG-Race and HKS.