Through the eyes of the owner


"Groshovy" can be not only "five"

(ЗР, 1999, No. 6), but also foreign cars, for example Japanese.


Finding myself without the wheels after the accident, I began to pick up a car. The task was complicated by the fact that for 1000 "green" it was necessary not only to buy a car, but also to bring it into working condition. The result of a long search was the purchase of an old "tortured" Toyota Corolla. The modest price outweighed the obvious cons: untidy appearance, engine crash and cobwebs under the hood.

Money paid, purchase arrived in tow to the garage. Having added oil and coolant, the engine was hardly allowed to start from the “native” battery, which stood with the machine for more than three months. The engine coughed and earned, emitting a characteristic "connecting rod" knock with an incomprehensible sound, spewing puffs of smoke and bleeding through the oil seals. The poor man was drowned and left for several days alone.

The case helped in the search for cheap parts. According to an ad in the newspaper “From Hand to Hand”, he found a cylinder block assembly, with a crankshaft and piston group, a carburetor and an intake manifold - exactly what was needed, and at a reasonable price ($ 160). Buying a set of “rubber bands” (oil seals and valve stem seals) pulled at $ 75–130 - a little expensive. In one of the stores they offered a repair kit for the 3E engine - it has everything you need plus a set of gaskets. I studied the catalog - everything fits my ailing motor 2E. For this pleasure - $ 45.


THE FIRST DAY. The engine along with the gearbox was removed from the car (this is exactly what the repair manual recommends). Having removed the alternator belt and the plastic timing belt cover, we found that the belt tensioner pulley has long been jammed. Dismantling the pan revealed the “secret” of knocking in the engine - the head cover of the fourth connecting rod rested on one nut, ready to be loosened, while the other bolt and nut had already “entered orbit” and made free flight along the crankcase while the engine was operating, publishing the very same strange sound. But the rest of the inserts were almost new. Apparently, they were recently changed, but on the principle of "tyap-blunder", which is why the poorly tightened connecting rod head "figured out". The dismantling of the head of the block also brought some satisfaction - the valves are not worn out slightly, the gasket is intact. Mirror of cylinders without burrs, rings are still alive. The crankshaft was replaced with "used", as well as a broken connecting rod with a piston. The assembly was quite easy, and after ten hours of operation, the headless engine was already in place.

SECOND DAY. It is time to tackle the head of the block - replace the valve stem seals and the camshaft seal. Using a conventional desiccant for the VAZ 2108, the valves were released and the old caps removed. We carefully examined the valves and their seats: no, lapping does not require. New caps were installed, again, using a VAZ mandrel. During assembly, the distributor o-ring was replaced. Since the engine already had a domestic carburetor, the intake manifold was redone for it by the previous owner. Replaced all this with a “native” one, putting a new gasket (again from the repair kit). Head repair took about four hours, additional assembly and refueling of the engine - another three. Finally it happened! The engine, however, from the third attempt, started up and, gaining 2500-3000 rpm, did not want to calm down to idle.

DAY THREE. The Japanese carburetor is similar to a part of a spaceship - it has a bunch of tubes, vacuum drives and adjusting screws. So far we have decided to return to Solex. It took half a day to install, adjust and test the undercarriage of the machine. Alas, the trial run showed that fuel consumption does not go into any gates - about 14 l / 100 km!

DAY FOUR. The right spherical support, the rear pads were replaced and the “acidified” parking brake cable from the left wheel side was “developed”. Lucky again - on occasion, literally for a penny, I bought a "native" Japanese air filter housing.

DAY FIFTH AND SIXTH. They managed to disassemble the carburetor to the screw: its device is still not so complicated. The internal cavities were clean, all gaskets were in perfect condition and did not require replacement. It was necessary to wash the carburetor from the outside, “stir” the adjusting screws and rocker of the accelerator pump. Solex without hesitation replaced the freshly washed Aisan. The car became much faster, and fuel consumption decreased to about 8 l / 100 km.

REHABILITATION. In the evenings from Monday to Thursday, Toyota and I prepared for a vehicle inspection: replaced the headlight glass, adjusted the light, ignition, and checked the CO level.

And with "trembling knees and hope in the eyes" arrived at one of Moscow PIKs. The only stumbling block was a crack on the windshield. The inspector, apparently out of sympathy for the age of the car, did not begin to find fault - the coveted inspection ticket was received.

Since then, the car has traveled more than 5, 000 km. It does not create any particular problems, but only the outdated design, minor cosmetic defects and oil consumption (about 0.5 liters per 5000 km) remind of age and high mileage.

“A Bad Example is Contagious”

My friend, still a young man who, however, had experience in operating and repairing the VAZ 2108 and Moskvich-2141, helped me choose and repair the car. As a result, he got sick with Toyota and decided to buy a similar one. She turned up soon - a white sedan with a 2E engine, terribly smoking, but well-riding.

The motor did not require any repair, except for the replacement of valve stem seals. They decided to make her a little blood - without removing the head. Using a thin, curved screwdriver to support the valves through the spark plug holes, a VAZ 2108 desiccant and a VAZ mandrel for installing the caps, two new parts were installed in two hours with a small couple.

Cracks ran up the windshield. Spent a week looking for a new one. Finally, the glass turned upside down for 60 "green".

Well, it seems like it's time for inspection, but it wasn’t there - the exhaust pipe burned out. They didn’t look for a new one - they took a piece of the receiving pipe from the Zhiguli, cut it along and wrapped the burnt area, scalded it at the nearest car service station for 200 rubles.

The first attempt to pass the inspection failed. The left rear wheel did not meet the requirements for braking force, both from hydraulic and from a manual drive, although this was not felt when driving. The reason is simple - strong and uneven wear of the rear brake pads. I had to go broke on new pads (took Korean). At the same time pumped the brakes. Now the yellow ticket is already showing off under the new windshield. The white Toyota ran about 2, 000 km with the new owner. In the future, the replacement of steering rods is coming: they began to tap on the bumps.


As if it’s not bad - but still, it’s not worth it to deceive yourself about the cheap "second-hand". The calculation of repair costs (see Tables 1 and 2) showed that a cheaper and older car, with almost twice as much mileage, “ate” its second price. Whereas the “young” one only needed about 20% of the price for which she went. There is no need to talk about labor costs: the first took about 100 man-hours of heroic efforts, the second only about 10. Buying cheap, obviously defective foreign cars is akin to playing roulette. The main reserve of savings is the rejection of the service. Here you need a lot of experience, as they say, a scent, skillful hands, a huge desire, a lot of luck and basic conditions (at least a garage with a pit, preferably warm). For an inexperienced motorist it is better to “practice on cats”: to revive an old “penny” or “Zaporozhets”.