170 THOUSAND ON VAZ 2121 3

In Moscow - on the Niva? Yes, only on it, and especially in winter. Having traveled on VAZ all-terrain vehicles for more than 10 years, I dare to say that this car is the best suited for the metropolis.



The happiness of buying the Niva was short-lived. For a second thousand kilometers, the transfer case vibrated. When disassembling, it was found that the cage of the rear bearing of the input shaft was completely destroyed, pitting appeared on the treadmills of other bearings. A used “razdatka” installed instead of a faulty one does not bother to this day.

The operating experience of the previous “Niva” showed that when the temperature is below minus 15 ° С, a car filled with TAD-17 oil simply refuses to drive until it warms up. Therefore, at the first MOT, 75W90 synthetic hypoid oil was poured into the transmission.

Yes, I almost forgot! The headlight cleaners are made so that, according to the law of communicating vessels, when the headlight washers are switched on for the first time, the liquid flows out of the tank itself in a thin stream. The problem was solved very simply: an electrovalve from VAZ 2108 crashed into a water supply system.



The first 60 thousand km in the engine splashed Shell oil from a yellow canister, then about 20 thousand I went to the Spectrol Turbo Wagon 10W40. After that, about 70 thousand I poured semisynthetic oil "Mannol Classic 10W40". The last 20 thousand km in the engine pour oil “Driving 5W40”. Oil consumption is stable - 2 l / 10 000 km.

I washed my native carburetor after an average of 20 thousand, after 150 replaced it - and felt the benefits immediately. “Dips and pecks” disappeared, single people stopped “swimming”. Gasoline consumption when driving on VLI-10 tires in a combined cycle at positive temperature - no more than 10 l / 100 km.

The ignition system never failed; The "native" Bulgarian-made switch and ignition coil are still standing. But the spark plugs have to be changed quite often. The quality of gasoline is to blame.

The constant operation of the cooling fan was very annoying. I decided to install an electric one. I purchased a fan assembly from the GAZ 3110 and fitted it in place. The inclusion sensor was installed in a pipe machined from steel according to a drawing that was once published in the magazine “At the wheel”.

The exhaust system was replaced after 100 thousand km.


Clutch slipped from the first kilometers. The reason is oil leakage from under the rear crankshaft oil seal. The oil seal was replaced by the Getz. Clutch disc delivered from VAZ 2106. Up to 50 thousand I forgot about the clutch. And then again I discovered a leak of oil from under the cuff. Then I installed an English gland, clutch assembly - from LuK. The force of pressure became uniform throughout the entire pedal stroke, the inclusion - smooth and clear, without jerking. In a word, I felt the difference.


The transmission worked without claims 150 thousand, then the noise in the neutral amplified. The bulkhead revealed worn secondary shaft bearings, synchronizers, one worn plug. At the same time, I had to change the crankshaft oil seal and clutch assembly for the third time. Replaced and the input shaft bearing mounted in the crankshaft.

After 80 thousand, a strong vibration reappeared - the elastic coupling of the intermediate shaft collapsed. Its repeated destruction occurred on the 170th thousand. Having examined the removed assembly, I found large backlash in the constant velocity joint, so I decided to replace the shaft assembly.

I changed the crosspiece only once, on the front “cardan”. With a run of about 150 thousand km, the splined connection of the front propeller shaft is jammed. I had to change it in the collection. The front axle reducer “howled” to 70 thousand. Having disassembled it, I found that the rear shank bearing is worn. He went through himself, replacing all the bearings. The gearbox retreated as much and sang again. It turned out that the shank nut simply turned away: it had to be replaced with a new one and the preload of the bearings was adjusted.

Hub bearings, front wheel drives are still native here. I changed the seals twice, the anthers of CV joints - three times (the quality of the rubber is disgusting). The item is cheap, but to replace it, you need to disassemble half of the front suspension. Lubrication in the hubs changed in accordance with the regulations after 20 thousand km. I explain the durability of the hub bearings, including the use of rims with a standard offset.


Replaced all reliance on Italian, which are operated without visible defects of almost 170 thousand! Immediately, on the new machine, all the steering tips were injected through grease fittings (specially drilled holes for them). Ball joints creaked for a second thousand kilometers. Grease in ball bearings and steering tips replenished with a frequency of approximately 50 thousand km. Therefore, the entire steering trapezoid is still dear.

The steering gear let it flow through the oil seal at a run of 130 thousand. Once a year I add oil to the crankcase - a little, 50–70 g. Shock absorbers worked out 130 thousand km.


The lower pistons in the front calipers began to wedge after the second winter - I had to change the cylinder blocks of the calipers. Attempts to stir up the installation, bulkhead with stripping the cylinder-piston pair and replacing the seals and anthers did not give any result. A second replacement followed in the 90th with the installation of new brake hoses and discs.

The rear wheel cylinders went to the trash after 80 thousand km along with the pads and the “acidified” parking brake cable. The rear pads and cylinders are also Italian, made by LPR. There is a separate discussion about the fittings of these cylinders: after the first winter, when trying to unscrew them with a special key, the hexagon simply crumbled. Branded units, in general still workers, gave way to a more modest one - Belarusian production.

The brake force regulator (“sorcerer”) had to be changed together with the drive lever after 90 thousand km due to corrosion of the rod and lever. To 120 thousand pedal vibration occurred during intensive braking at a speed of 60 km / h and above. Finding faults led to the rear drum, where he discovered the corrosion damage to the aluminum alloy at the point of contact with the steel bandage.


Serious malfunctions include a partial loss of contact in the ignition circuit relay. This defect spoiled the nerves for several months with a run of about 100 thousand km. The machine began to twitch during movement, and sometimes refused to move, the engine interrupted, lost power, although it worked normally at idle and when idle. This suggested that the spark energy is too low for the engine to work under load: somewhere in the circuit a resistance appeared. It was then that caught the eye of the relay under the "dash". An attempt to touch him with his hand led to a burn.

The next major malfunction was waiting for the 170th: I started to regularly blow the fuse No. 10 when I pressed the brake pedal. Without further ado, he decided to replace the entire wire from the limit switch to the rear lights: it helped!


There is no through corrosion due to regular processing by Tektil. The body tinted seasonally in the summer, preventing corrosion from spreading.

The windshield has updated on the 150th thousand. The reason for this was not only a crack that had spread from a stone blow, but also a general turbidity.

Collapsed to the 60th thousand front seats, or rather, the frames of their backs. He dismantled the backs, welded them with spot welding and strengthened the curved frames with ties from the strip and scarves. In general, the fixation of the back is bad: after a day you have to tighten the steering wheel, otherwise the seat will be unfolded by the end of the week.

For seven years, my “Niva” ran over 170 thousand and today is “ready for battle." Recommendations for extending the life of a car are simple.