Classic VAZ models should be understood as cars from 2101 to 2107. Owners of such cars with a carburetor often resort to searching for more effective solutions to improve dynamic performance and / or reduce fuel consumption. Both acceleration and economy directly depend on the model of the carburetor under the hood and on the quality of its adjustment. If the owner decides to install a third-party carburetor, then you need to take into account a number of individual features when choosing.
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Standard carburetor models
Different models of carburetors are focused on ecology, consumption reduction or maximum vehicle dynamics. Carburettors were also created for engines of different sizes. Some models of carburetors from one power unit can be easily installed on another, and in some cases, alterations will be required.
Carburetor DAAZ/Weber
Carburettors DAAZ (Dmitrov Automotive Plant) 2101, 2103 and 2106 were products that were produced thanks to a license from Weber. For this reason, the models call both the DAAZ carburetor and the Weber carburetor, but understand the same device. These models of carburetors are characterized by maximum simplicity of design and provide excellent acceleration characteristics.
The disadvantages of these models rightly include high fuel consumption at around 10 to 14 liters per hundred kilometers. Another potential complication today is the almost complete absence of these models, even used ones in an acceptable working condition.
Carburetor Ozone
No less popular is the carburetor model DAAZ 21053, which is a licensed product of Solex. The carburetor has proven to be an economical and at the same time dynamic solution when installed on classic engines. The design of this model is very different from previous DAAZ carburetors. The Solex carburetor has a fuel return system (return). Thanks to this solution, excess gasoline gets back into the gas tank. The return line allows you to save about 400-800 grams of gasoline per hundred kilometers traveled.
Individual versions of this model may have a range of auxiliary electronic systems. The main solutions include an idling system with an electric valve control, an automatic cold start system, etc. Such innovations were found on export versions of the car. In the CIS, the Solex carburetor with an electric idle control valve has become widespread.
The system proved to be problematic. In this type of carburetor, the air and fuel passages are narrow and clog quickly. If the carburetor is not serviced in a timely manner, then the idle system was the first to fail. The Solex carburetor consumes from 6 to 10 liters of fuel in quiet mode. In terms of dynamics, it is second only to the early development of Weber.
All the carburetors mentioned above are installed on classic VAZ engines without modifications. The only nuance when choosing is the selection of a carburetor relative to the working volume of your engine. In the event that the existing carburetor is designed for a different volume, then selection and replacement of jets, as well as careful adjustment of the carburetor, will be required.
Installation of a non-standard carburetor
The owners of the "classics" in some cases resort to installing non-standard carburetor models on their cars. Such an installation will require certain alterations and subsequent configuration. We are talking about models of carburetors Solex 21073 and Solex 21083.
Model Solex 21073
This model was designed for a 1.7-liter engine and was installed as standard on power unit car Niva. The Solex 21073 carburetor differs from others in large channels and jets. Installing this model on other VAZ cars with a carburetor allows you to achieve an increase in dynamics, but fuel consumption rises to 9-12 liters per hundred.
Model Solex 21083
Solex 21083 was installed on the VAZ 2108-09. If you put it on the engines of the "classics", then improvements will be required. The gas distribution systems of engines 01-07 and 08-09 have a number of differences. Installing such a carburetor without alterations will lead to the fact that at a speed of about 4000 the speed of the supplied air can reach the sound speed, and the engine will not be able to spin further. To install this carburetor model, it is necessary to drill out the diffusers of the primary and secondary chambers to expand them. You also need to install large jets. The refinement process is laborious, but the result allows you to get gasoline consumption below the model 21053, and the dynamics will exceed the figures by 21073.
Summarize
Finally, we add that there are models of foreign-made carburetors. The disadvantages of this choice include high cost, difficulties in setting up and maintaining, as well as not always the best dynamics and economy compared to the models of DAAZ, Solex or Weber carburetors listed above.
Read also
Solex carburetor adjustment features. How to set the fuel level in the float chamber, adjust the idle speed, pick up jets, remove dips.
Audi 80 cars are loved for their simplicity, reliability, excellent corrosion resistance. Many motorists are still happy to operate Audi on the B3 and even B2 platforms. However, the headache of the owner of the 80s Audi models is the carburetor, which eventually becomes unusable. At first, car enthusiasts try to repair the original, but then they think about which carburetor can be used as a replacement. Our article will help you in minor repairs or in finding a suitable replacement.
Audi original carburetors
From the moment the Audi 80 was launched on the B1 platform until the launch of the B4, cars were equipped with carburetor engines. Initially, German Pierburg carburetors were installed, then Japanese Keihin were added with the launch of the B3 platform.
In 1991, a platform with the B4 index appeared, in which gasoline versions began to be equipped only with injection engines. From the moment the B1 platform was launched until the B4 appeared, the following were installed:
- Solex 35 PDSIT - only for early models of the Audi 80 platform B1;
- Pierburg 1B1, Pierburg 1B3 - simple single-chamber carburetors, installed on Audi B2 platform engines;
- Pierburg 2B2, Pierburg 2B5 - two-chamber carburetors, installed on Audi B2 platform engines;
- Pierburg 2E2 - for Audi B1 and B2 platform engines;
- Pierburg 2EE Ecotronic - carburetor with an electronic control unit, installed on Audi 80 engines of the B2 and B3 platform with a volume of 1.6 liters;
- Keihin 1 - for Audi B2 and B3 platform engines;
- Keihin 2 - for Audi engines only B3 platforms.
Typical malfunctions of Audi carburetors
Keihin and Pierburg carburetors are made up of many parts. During operation, moving parts wear out, internal fuel and air passages become dirty, which leads to a significant deterioration in engine performance. The main malfunctions are air leaks, the development of moving parts, cracks in the diaphragms.
Often the reason for the deterioration of the Audi 80 engine is a crack in the elastic cushion installed between the carburetor and the intake manifold. Additional air enters through the crack, which significantly depletes the air-fuel mixture. For diagnostics, it is enough to shake the carburetor with your hand while the engine is running. If the motor stalls, then the elastic cushion must be replaced. The pillow cannot be repaired. Both Keihins and Pierburghs are affected by the problem.
Over time, rubber hoses and seals lose elasticity and break. Through cracks in the hoses, additional air is sucked in, the mixture is depleted. Faulty hoses should be carefully inspected and replaced if necessary. To search for leaks, you can use a quick start aerosol can, carefully treating suspicious places with it. The change in speed will tell you the location of the damage.
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Even today, the carbureted Golf IIs have their fans who use these cars on a daily basis. Golf 2 1 6 carburetor requires some settings, so that the engine can drive more than one thousand kilometers.
Briefly about the model
The second generation Volkswagen Golf is one of the most popular cars of all time. Even today, on the streets of our and even European cities, you can meet this car, to which time is not a hindrance. Given the fact that the first Golf 2 rolled off the assembly line in 1983.
Over the entire history of the production of these cars, a huge number of engines were installed on them: from simple carburetor gasoline to turbodiesel and gasoline with a mechanical supercharger. One of the earliest Golf engines was a 1.6 liter petrol engine with a Pierburg/Solex2E2 carburetor.
Carburetor device GolfII 1.6
Thermal damper actuator
In Golf 2 1.6, the engine is located transversely, with this arrangement of the engine, a cylinder with a domed cover with a diameter of about 50 mm comes out of the carburetor on the right, from which one wire and two coolant hoses go down. This cylinder is the thermal actuator of the air damper. Inside it is divided into two cavities. On the left side there is a bimetallic spiral, which should turn the air damper. When the coil is cold, the damper is in the closed position. Also on the left side of the thermal actuator is a heating spring in the form of a nichrome thread.
The carburetor for Golf 2 1.6 is equipped with a bimetallic thread that constantly needs to be heated. When the ignition is turned on on a cold engine, voltage is applied to the heating spring, due to which the coil itself is heated. When the coolant temperature rises to 42 degrees, the voltage to the heating spring is turned off, and the bimetallic coil is heated by the coolant.
Coolant circulates in the right cavity of the thermal drive, which heats the bimetallic coil.
The thermal drive can be removed from the carburetor by unscrewing the three screws at its base. This opens access to the left side of the thermal drive with a bimetallic spiral and a heating spring. You can also disassemble right side actuator by unscrewing the M13 bolt in the center of the actuator cover.
Checking and adjusting the thermal actuator of the air damper for Golf 2 1.6
The carburetor for Golf 2 1.6 is equipped with an air damper, which is closed on a serviceable cold engine. If you lightly press on it with your finger, there should be a slight resistance. If the damper does not resist pressure, check the bimetallic spring and the connection between the spring and the damper.
To adjust the thermal actuator of the VZ carburetor for Golf 2 1.6, it is necessary to loosen the screws that connect the carburetor and the thermal actuator and rotate the actuator, adjusting the compression of the spring and, as a result, the force on the VZ. There are five marks on the edge of the cylinder that serve for adjustment. These marks must be aligned with one mark on the carburetor body. Thus, it will be possible to adjust the dependence of the position of the air damper on the coolant temperature.
If the damper opens quickly, the carburetor will lean the mixture, and dips will be noticeable in the engine; if slow, the mixture will be too rich and fuel consumption will increase. That is, if the engine does not work stably on a cold engine, it means that the air intake opens too early under the influence of the coolant. Therefore, it is necessary to close the air damper harder by moving the thermostat cylinder to the last mark.
Pneumatic air damper actuator and the principle of its operation on a Golf 2 1.6 carburetor
The damper actuator is located on the top of the carburetor on the right, closer to the radiator. On the Golf 2 1.6, it is a black plastic flat cylinder with a diameter of 30-40 mm, which includes two air hoses - one into the carburetor, or rather its lower part. The other goes through the tee to the pneumatic delay line (looks like a green pear) and through the one-way valve to the intake manifold. A rod comes out of the pneumatic drive housing, which controls the position of the air damper. Inside the actuator is a rubber diaphragm connected to the rod and a bypass valve that opens when the diaphragm is moved.
The pneumatic actuator ensures the correct formation of the mixture when the engine is started, so that there is no over-enrichment by slightly opening the air intake. Since on a cold engine the air damper is closed by a bimetallic spring. The membrane is set in motion due to a vacuum in the lower part of the carburetor, since the pneumatic actuator is connected by a tube to the carburetor. The membrane, in turn, drives the thrust and air intake. This happens until the bypass valve of the pneumatic actuator begins to open. At this moment, the cavity with the membrane is connected by a pneumatic delay line through the bypass valve, and with the intake manifold through a one-way one. The choke valve is in the slightly open position until the engine picks up speed.
When the engine starts to pick up speed and the vacuum in the intake manifold increases, the valve closes. After that, the pressure decreases on the pneumatic delay line, and as soon as it drops to a pressure value in the lower part of the carburetor 1.6, the air damper rod will open it to the maximum. As the engine warms up, the air intake opens completely due to the bimetallic spring.
Checking and adjusting the pneumatic actuator for Golf 2 1.6
The Golf 2 1.6 carburetor is also equipped with a pneumatic actuator. You can check its performance during the start of a cold engine: first, the air intake should open by 2.2 mm, and after a few seconds the gap should already be about 5 mm. If you try to close the damper with your finger, with a working pneumatic actuator, the damper should show strong resistance.
To adjust the pneumatic drive, you need to remove both tubes from it. Instead of a tube going to the 1.6 carburetor, it is necessary to connect a longer one and, sucking air through it with your mouth, lightly press your finger on the air damper until a noticeable resistance appears. The gap between the bottom of the air damper and the wall of the mixing chamber should be 2.2 mm. The gap is adjusted by rotating the front cover of the pneumatic actuator.
If the second tube is closed and air is sucked from the first, the specified gap should be 5.1 mm. The clearance is adjusted by a screw in the pneumatic actuator rod on its reverse side.
Thermal actuator throttle
In front of the 1.6 carburetor there is a cylinder from which two coolant hoses depart, one of which goes down, the other to the air damper thermal actuator. This device prevents the throttle valve from closing on a cold engine, substituting an emphasis under the DZ drive. However, when the temperature of the coolant rises, the stop moves and the damper closes.
According to the principle of operation of the thermal actuator thermostat: inside there is a ceresin chamber, which, when expanded, pushes out the stem. When the temperature drops, the spring of the DZ lever returns the stem back. The rod through the spacer and the lever system rotates the throttle stop.
Pneumatic carburetor throttle
The DZ pneumatic actuator consists of an electric and thermal valve and a three-position block.
The three-position block in this scheme plays a major role. It is a round piece with a diameter of 70-80 cm, from which a rod sticks out, which in turn rests on the adjusting screw on the DZ lever. Two air tubes come out of the TPB: to the solenoid valve and to the tee. And from the tee, the tube goes to the 1.6 carburetor, to the thermal valve in its lower part.
The solenoid valve is the black rectangular piece on the back of the carburetor. It looks like an ordinary electromagnet - it has a winding and a core. At one end of the valve there is a plastic tube holder bent at a 90 degree angle. One tube goes to the block, the other - from the solenoid valve goes to the tee and then to the carburetor, where it goes out into the atmosphere through the filter.
The thermal valve is located next to the TPB, slightly above and to the left of it. It is a flat round piece about a centimeter thick and about three in diameter. It is connected by pipes to the block, and through the tee it enters the carburetor, and from there into the atmosphere.
