POINT OVER I
Having dashed 128 thousand in the G8 in four years, we went to Togliatti in order to determine the condition of the used-up vehicle with the help of VAZ specialists.
Maxim Sachkov, Anton Chuykin. Photo by Sergey Mishin and Vladimir Trusov
The service life of “Samar”, established by the plant, is 8 years or 120 thousand kilometers. Therefore, the time has come to begin the last stage of the tests - complete disassembly of the car, assessment of wear of components and parts, forecasts for the future. Recall: Earlier, Yerema was subjected to a similar procedure - "Moskvich 2141 22" (ЗР, 1999, No. 4). Now it’s Cherry’s turn (as we called the “Eight” among ourselves - for color, good-natured and complaisant nature).
The operating conditions did not differ much from those to which the Cherry brothers and sisters are accustomed: overnight stays and daily work. Moscow roads accounted for about 60% of the run, the rest - suburban trips of different lengths. We never made discounts on an allegedly gentle power supply system (injection) and, if necessary, drove into the first gas station that came across, since the lack of a converter allowed us to refuel with leaded fuel. Despite the recommendations in the factory manuals to use only AI-95 for injection machines, we initially fed the Cherry "ninety-first." By the way, the VAZ is about to make changes to the instructions, allowing AI-91 … 95; this is official information, so you can safely follow our lead.
But we spoiled the engine with oil, every 15 thousand pouring fresh imported “synthetics” or “semi-synthetics” with viscosity grade 10W40 of SN quality grade according to API. The rest of the operating materials are ordinary domestic, maintenance - according to the service book.
Table 2 summarizes almost all the repairs previously required by Cherry. We excluded only bodywork and service after the brake pad test for the 85th thousand. So, having overcome the established resource, the G8 returned to the VAZ …
Engine management system. Injection, as the most interesting system of our "Samara", was devoted to almost all of the operation reports. We can only repeat - not a single serious failure for the entire run! At the 83rd thousandth system was updated by installing a new control unit (M 1.5.4), an air flow sensor (German "Bosch" HFM-5), a receiver, an air filter half-body, a wiring harness and a camshaft 2110. Old parts worked fine, but Then the VAZ switched to a modernized injection, and we were among the first testers. Now similar engines - VAZ 2111 - have become widespread. True, unlike ours, many components made in Russia are used in their systems. According to VAZ specialists, today the quality and reliability of domestic parts is not worse than imported ones. In this case - here is an example for them to follow. All 128 thousand on our machine worked perfectly for the components, the reliability of which caused a lack of confidence among conservatives: an electric gas pump, an ignition module, nozzles, sensors … The injection test showed its full performance, except that the nozzles are coked. This would not have affected the driving performance of the car for another 30–40 thousand. Then it would be enough to wash the nozzles at the stand - and forward, to the second or third circles of the speedometer!
So, the injection test withstood brilliantly. Now let's move on to the more familiar units.
Engine. About his condition eloquently speak data obtained at the landfill (table. 1). After fulfilling the installed resource, the motor retained enough strength to accelerate the Cherry to close to the nameplate speeds.
Having disassembled the engine, we were ready to regret what we had done. We will not bore you with a list of all systems, acceptable and real values of wear: according to factory mechanics, wear of engine parts does not exceed 30% of the maximum allowable. So, briefly about the main thing. Hon traces are still visible on the cylinder mirrors - boring will be required very soon. The connecting rod and piston group is in satisfactory condition: only on the side of the pistons are the plaques visible, probably appearing in the first hours of operation … but without damaging anything. The rings are still ready to work: the whole dozen are in perfect order. The main and connecting rod bearings are the same as the pistons, but during assembly for future use these parts would not have to be replaced.
On the side surface of the crankshaft flange is a track from the edge of the rear oil seal. If you assemble the motor and, as expected, change the cuff, you will have to put two gaskets under the holder so that the unworn part of the flange works.
Let's move on to the head. Valves, once the engine has been disassembled, it is advisable to grind to the saddles. The valve stem seals have not yet been snapped up and would have extended at least another 10-15 thousand.
"But" turned into a tree exhaust crankcase ventilation hose, the main culprit in oil losses. In just 1, 000 kilometers, he "painted" with streaks almost the entire wall of the block, washed on the eve of a trip to Tolyatti: he sweated before the death of a patient …
Oil leak is one of two chronic engine diseases that troubled us. The second is cooling problems. The injection engine is slightly hotter than the carburetor; accordingly, it is easier to “boil” in case of a fan failure (for example, due to a fuse box - see below). Several times this happened: fortunately, the consequences are not fearful, are reflected in Table. 2. By the way, we arrived at the VAZ with a cracked (already second!) Expansion tank. Be attentive to the temperature gauge!
Well, in general, we attribute the Cherry motor to the number of long-lived units that cross the mark of 200 thousand without major repairs.
Clutch. There was perhaps only one remark to his work. After replacing the driven disk with Italian, there was a slight tremor when starting at low speeds … with which, however, for 45 thousand we were completely used to it.
The condition of the parts is normal for their service life. A driven disk would go up to its 60–70 thousand; release bearing time to change - noticeable noise during rotation indicates drying of the grease and wear. On the petals of the diaphragm spring there is a deep “path”: it seems that a new “basket” would have to be bought at the same time as the driven disk.
Transmission. The sounds that the box marked the beginning of the second hundred thousand are familiar to many Samar owners who prefer an active driving style. To avoid a crunch, that is, a breakdown of the synchronizer when quickly switching from the first gear to the second, we between them lasted a second pause … or rather, tried to withstand.
We open the box … If you sort through the unit for further use, it is enough to replace five worn parts: two oil seals - the input shaft and the gear selector shaft, the locking ring and the second gear gear, and also the synchronizer clutch of I-II gears. By the way, the "eighth" couplings are no longer manufactured, but the current "ten" parts are completely interchangeable with them.
The general condition of the gearbox can be called very good. In principle, the unit could not be touched - the oil loss through the seals is negligible, the crunch of gears is easy to avoid. But the risk of missing the “transmission” and screwing up the vulnerable fifth gear still existed. What can you do, age …
Wheel drives throughout the entire life cycle were not satisfactory. A barely noticeable axial play appeared in the outer hinges. The protective covers on the right drive are cracked - it’s not far from the breaks.
SHRUSs withstood the resource tests perfectly. According to the instructions, the permissible wear of the working surfaces is 0.1 mm; separators, housings, and clips fit into this value. On the latter, by the way, characteristic holes are not noticeable at all. In general, if you manage to keep the covers intact or change them at the first sign of a leak, the wheel drives can work out up to 250 thousand. Our shafts had a chance to wind up such a run … if you put new anthers and add grease.
Suspension. To the last line Cherry drove up on the suspension, updated 45 thousand ago. And what did the examination show?
Having honestly worked out all 128 thousand, the rubber and rubber-metal joints of the front suspension have remained operational. The condition of the ball bearings is acceptable: to serve them another 20-30 thousand.
Over 45 thousand struts and shock absorbers came in about the same condition as the first set - over 80. After shaking at the stand, it was determined that the three vibration-damping elements still resemble, but not for long, a maximum of 10 thousand if the wear rate remains. The rear left shock absorber needs to be replaced immediately.
We disassemble … The front left pillar is in relative order, and the chrome coating is damaged on the right rod, in the upper part. Because of the shells, the stuffing box did not completely “remove” the shock absorber fluid from the rod at the end of the compression stroke - drips on the rack body. It seems that the compression buffer installed on the pipeline is to blame. To the 80 thousand, the "native" rack flowed, saturated it with oil, and on the new unit the bump stop was already working incorrectly, "squeezing" the rod and stripping the chrome from it. By the way, the left buffer, the same age as the right one, turned out to be completely broken - only one of its four segments remained intact. Moral: change buffers simultaneously with racks!
The right side, in general, got more - the axial play of the bearing of the shock absorber strut bearing is noticeable, the rubber element also requires replacement.
Let's go back. The left shock absorber lost almost all of the fluid due to a damaged coating in the middle of the stem - obviously a factory defect. The right one is still “alive”, but its rubber-metal hinge breathes incense. The hinge was damaged by the illiterate installation of shock absorbers - their lower fasteners were tightened when Cherry hung on a lift. At full load of the suspension, the sleeve clamped in the bracket of the beam broke away from the rubber cushion pressed into the eye of the shock absorber. Conclusion: tighten these joints when the machine is on wheels!
Steering almost did not cause trouble. All anthers are still intact, the rail and tips are silent.
For the first time in 128 thousand of the steering mechanism, a man’s hand touches … The gap between the rack support and the nut is 0.2 mm: for new cars, its value should not exceed 0.12 mm, for those who passed life tests - 0.32 mm. The moment of rotation of the gear is about 7 kg.cm, permissible - from 5 to 20 kg.cm.
Dismantling and a thorough inspection only confirmed the dry numbers: the condition of the steering mechanism is satisfactory. Select the play in gearing (second matter on the dismantled unit), and at least now send it to the conveyor! We came across a successful instance, in addition, good tires and regular wheel balancing played a role in its amazing longevity.
Ball joints of tips fit into the statistics - the first set was 83 thousand, the second for 45 was good and would have served, we think, another 15–20.
The brakes were first rated at the stand. Front - in order, the braking forces on the right and left wheels are exactly the same. But the rear ones were upset by the excessive spread - about 40%. Let's disassemble and understand.
The vacuum booster and brake master cylinder, having worked 128 thousand kilometers without complaints, would have served as well.
But the front brakes “… are unsuitable for further use” (we quote the technical information from the plant’s specialists), despite the positive test results at the stand. If we thought about driving further, we would have to urgently change the brake pads (the linings exfoliated from the frame), discs (thickness 9.5 and 9.8 mm with a permissible minimum of 10.8 mm), hoses (cracks in the bends), guide caliper fingers with protective covers, anthers of brake cylinders. The conclusion is all the more unfortunate because the disks, hoses, anthers worked for only a year and a half, 44 thousand!
The diagnosis of specialists regarding the rear brakes consoled: “efficient”. Over 45 thousand drums, pads, cylinder o-rings have been worn slightly, the parking brake cable moves freely in the shell, the brake hoses do not have external damage. The cause of the uneven braking forces on the rear axle was a faulty pressure regulator.
A detailed disassembly of the braking system of our G8 convincingly showed: the main problems arose not so much due to wear of the units, but because of defective spare parts, which replaced the conveyor ones. But these are brakes! .. Typically, intervention in this system (not taking into account the replacement of pads and fluids) is required at 80-100 thousand kilometers. A further resource is determined mainly by the quality of spare parts.
Electrical equipment. The second in a row fuse box was capricious to 128 thousand. Repeating the fate of the first, he lost the battle with moisture. The reclamation system in the "pit" where the unit is installed does not work! The oxidized contacts introduced the game element into the operation of the devices: if it works, it won’t work.
If Cherry lived longer, besides this “black box”, they would change the rear light boards - to be sure that the right lamp lights up. We would also update the instrument lighting. In general, with such a run from the electricians, one can already expect any dirty tricks.
Body. “Thanks” to several accidents, there are not many places left with native paint on it. They are noticeable: pockets of corrosion appeared on the frame of the windshield, tailgate, sills and at the bottom of the sidewalls. Recall - anticorrosion treatment "Tektilom" Cherry passed only once, in childhood.
Who would have thought four and a half years ago that the seats would wear out faster than the engine? It seems that they didn’t really fidget about them … but there were absolutely no “traces of the hone”! On the upholstery of the hole, the foam (filler) is pressed through, the frame is deformed. You can still sit on this … but ashamed before strangers. In short, the seats - change, door fittings - sort out, interior panels - strengthen. Let's be fair - the current upholstery materials are more durable, and the 1995 fabrics were the worst, according to factory workers.
The rigidity of the body was measured on a special stand. Eliminating the possible influence of worn-out fittings, we got an excellent result - only 6% below the average performance of new machines. Tolerance - 10%. Well, at least “home” is all thanks to God!
To summarize. Unlike Yerema, who was prevented by the case, Cherry wasted all the resources prescribed by the plant. Some units would have served much longer, individual units did not come out even half … Perhaps, our "eight" is slightly different from most "Samar" peers. And for younger sisters can serve as an example …
VAZ 2111 engine
Diagnosis: almost healthy.
Forecast: up to a hundred years old, you will walk without old age!
Diagnosis: extraneous noise.
Forecast: with a new bearing, it would survive to 150 thousand.
Diagnosis: between the first and second there was a small breaker.
Forecast: after treatment, it will serve as much.
Diagnosis: aging rubber covers. Forecast: up to 200–250 thousand will remain able to work with new anthers.
Diagnosis: intermittent claudication. Surgery is required. Forecast: "rejuvenation" is enough for 50-60 thousand.
Diagnosis: suitable for drill.
Forecast: will survive at least 150 thousand.
Forecast: beware of marriage!
Diagnosis: in places - a red rash.
Forecast: in the spring it will require cosmetic surgery.