Anonim

OPERATING EXPERIENCE

Fleet ZR

RESURRECTION OF YEREM

The Volga catching up with him did not slow down … The result is in the photo on the left,

details are in ZR, 1998, No. 12.

Vladimir ARBUZOV

Silence … Let us recall the experience of our Yerema for his short but vibrant life.

In the spring of 1998, we bought the Moskvich 2141, hoping to safely carry out lengthy operational tests. They managed to tell about something on the pages of the magazine (see ЗР, 1998, No. 5, 7, 10, 12; 1999, No. 4). But it was in that life. The 24th thousand became fatal. Nothing portended trouble until Moskvich found itself in the path of a very fast Volga in the predawn fog. So, by chance, our Erem became a half meter shorter and covered the last kilometers of his first life on a trailer. Mournful transport, to be sure.

And at the end of the road, the choice is: to sell it broken, change the body assembly or try to straighten it out, replacing only some elements. The first option was rejected right away - who will give the real price for a fresh but distorted Moskvich? On the strength of fifteen thousand. You can’t buy anything suitable for this money. Put on parts? And this is not an option. The new engine in the store costs 9 thousand rubles, and ours for the buyer - a cat in a bag, will not give much either. Wheels, aggregates, seats - times have passed when all this was in short supply. In a word - losses.

And if you repair it? We’ll count: a new painted body at that time cost about 26 thousand rubles, plus other parts that were damaged in the accident - about 3 thousand more, and for repairs, if done with the wrong hands, another 8–10. Almost 40 is a little expensive. However, the culprit of the accident should have paid the same amount, but, knowing the slowness of our courts and the ingenuity of the lawyers, they did not feel the full confidence that they could get the money from him. Litigation could take years, and the Moskvich, meanwhile, could rot away from old age.

So whether to restore the car yourself? Let it not be better than new - we will not participate in parades, but it will serve no worse. A preliminary calculation promised a high profitability of the event, and subject to payment of compensation to us, future expenses were more than covered.

To clarify the cost estimates, “stripped” the body to metal, installed horizontally on the wooden bars its front, surviving part, and proceeded to troubleshooting. The removed parts were laid out in boxes and inscribed - who will follow our example, do not neglect this trifle! When assembling great time saver. The fifth door, the bottom of the trunk, side members, rear panel, fenders, bumper - there is only one road: to the dump. But before the repair is completed, the cracked iron - consider our experience here too! - do not throw it away: there are still a lot of useful trifles on it. Brackets, hinges, stops, embedded elements are still quite suitable, and on new panels they are often not there.

We made a list of the necessary spare parts and went shopping. The Moskvich is not a Zhiguli, even in Moscow there is no iron for it everywhere. And what comes across is clearly at odds with GOSTs. For example, the right wing purchased in the South Port turned out to be 40 mm longer than the left from the store. And that’s probably why it’s “better, ” that is, more expensive.

Speaking of prices. In shops and in the market, they can vary two to three times (!), Although the counters are separated by minutes of walking. The quality of the hardware is also very heterogeneous. Spot welding of parts sometimes barely holds, therefore, before trying on a new thing to the place, carefully inspect it and, if necessary, boil it.

Of course, it is best to do such repairs in a workshop where you can find stocks, extensions, water stands, a semiautomatic welding machine and a spray booth. But not everyone has such conditions. And contacting a specialized workshop … - not every Moskvich is worth it. Therefore, we will get by with only the most necessary, what will be found in the garage of a rugged man.

So, after listening to the parting words of our colleagues that our idea is empty, unprofitable and generally not worth a damn, we get down to business.

We drill spot welding.

Cut off

"Grinder" …

… or chop off with a sharp chisel those parts that we will replace with new ones.

We cut wings …

… bottom and side members.

To straighten out deformed sills, we cut windows from inside with a cutting machine …

… and we fold the folds through them.

Straighten the folds on the roof and wheel arches. We restore the former geometry of the body with a jack and a manual winch …

… and fix it for the time being with wooden struts.

By electric welding (preferably semi-automatic in a carbon dioxide environment) we weld the spars …

… and cross members.

We “grab” the bottom and wings, once again check the body geometry and finally weld them (each side from the middle to the edges).

If there is a resistance welding machine, it is more convenient to carry out part of the work with it.

We install the back door and, having achieved uniformity of gaps along its perimeter, we weld the back panel.

A very important matter is to properly drill a hole in the transverse link bracket of the rear suspension. It’s not in the new part - you’ll do it not there, the car will cut four ruts instead of two. The suspension design is such that with vertical movement of the body, it moves to the side - along an arc whose radius is equal to the length of the transverse link. Minimum transverse vibrations correspond to the horizontal position of this rod. Therefore, we mark the hole for her finger with half-compressed shock absorbers.

To do this, install the rear axle, securing it to shock absorbers, half-compressed.

We expose it in the center of the car, mark out and drill a hole for the finger in the bracket of the transverse rod.

We straighten the dented doors. Painstaking work - for example, we had to drill and then weld the glass guide into place.

We clean the body, putty, primer and paint. We performed all painting work with the Mustang compressor. “Moskvich” is good because it is impossible to spoil it even with such a quality of coloring.

Our repair costs - of course, excluding our own work - amounted to 10 532 rubles (prices for December 1999, details of the prices for parts are in the table). We worked for two weeks, not counting the time to search and purchase spare parts.