Every now and then 30 years. These are mainly classic VAZ models. The owners of these old cars keep them alive in every possible way and pursue optimum performance. The owners of old "Zhiguli" want to increase the dynamics of the car and reduce fuel consumption. This can be done, but it all depends on the carburetor. Let's look at which carburetor is better to put on the VAZ-2106 in order to get the result. This task is quite feasible, while the driver can independently replace the device and adjust it. If you read the reviews of the drivers who replaced the standard carburetor, the effect is quite noticeable.
A brief history of carburetors for VAZ
On the first classic VAZ models, which were an improved Italian "Fiat", devices produced by the Dmitrov Automobile Unit Plant were installed in the power system in a pair to the motors. For the production of these carburetors, a license was acquired from the French company Weber. These mechanisms were assigned the DAAZ-2106 index for the VAZ "Six" model.
Until now, such carburetors are popularly called - "DAAZ" and "Weber". Many car owners still actively exploit them. The use of these mechanisms gives good dynamic characteristics. These carburettors are simple in design with no unnecessary design features. But "Weber" has one quite significant drawback - it's huge appetites. These models have not been produced for a long time, since, together with the VAZ-2105 model, all other Zhiguli were equipped with Ozone products. Below we will talk about it in more detail.
"Ozone"
The Ozone carburetor on the VAZ-2106 is a completely domestic development of the Dmitrov engineers. It differs significantly from the French mechanisms both in design and in performance. This name "Ozone" (carburetor) was given for a reason - at that time it was considered the most environmentally friendly. The owners speak positively about these devices. But with them sometimes various problems happen. For the VAZ-2106, its price is from four thousand rubles.
Ozone and its problems
Sometimes the pneumatic actuator of the damper on the secondary chamber refuses to work normally.
There are also troubles with a worn out diaphragm in the forced idle economizer system. If, for some reason, dirt has got into the mechanism or the adjustments are violated, then the second chamber may not open at all, or it may open, but with a serious delay. This leads to a significant decrease in dynamics. Power is lost, the maximum speed of the car decreases, the engine runs unstable at high and medium speeds. Despite all the DAAZ-1107010 "Ozone" produces good dynamic characteristics with a fuel consumption of about seven liters per 100 kilometers. Naturally, the device must be constantly monitored and serviced. To avoid contaminating the internal chambers, it is recommended to periodically clean them. Special use This chemical is sold in aerosol cans.
Solex
These mechanisms are equally popular. DAAZ-21053 is especially popular. It is also manufactured under license. This carburetor has good dynamic characteristics and is economical at the same time. This is a good solution if you need a Six-wheel carburetor. By its design, Solex is fundamentally different from all previous devices from the Dmitrovsky Automobile Unit Plant. Solex is equipped with a fuel return system.
With this solution, gasoline can flow back into the vehicle's gas tank. By using a fuel return system, it is possible to save up to 400-800 grams of fuel for every hundred kilometers. Some versions of Solex can be supplemented with auxiliary electronic systems. Among them - an idle system with the possibility of adjustments using an electric valve. Also met on export models. In the CIS countries, a model with an electric was widespread. In operation, this two-chamber carburetor turned out to be quite difficult.
The ducts are narrow and often clogged. If the device is not serviced, then the idle system began to fail first, and then all the other components. In terms of fuel consumption, "Solex" on the VAZ-2106 consumed from 6 to 10 liters when driving in a quiet mode. In terms of dynamic characteristics, the unit is second only to the early Weber. If preventive maintenance of the carburetor is done in a timely manner, Solex will not cause any special problems.
How to choose a carburetor and what to install on a VAZ-2106?
Those who like to make improvements to the classic models from AvtoVAZ and simply owners who want to improve the performance of the car most often choose Solex. The DAAZ-21083 models are used. Installing them on classic models is impossible without significant modifications.
Thinking about which carburetor is better to put on the VAZ-2106, it is necessary to take into account the volume of the engine. For 1.3-liter units, the DAAZ-2018 option is perfect. For engines with a volume of 1.6 liters, the best choice is DAAZ-21083. The differences between these two models are in the cross-sectional diameter of the diffusers, as well as in the dimensions of the fuel and air jets. If you install this carburetor as it is, then at speeds close to 4 thousand, the air discharge rate can reach supersonic, which is not acceptable. But this will not affect overclocking in any way. It is necessary to enlarge the diffusers on the first and second chambers, install other nozzles. After that, the fuel consumption will be as at 21053, and the dynamics will be better than at 21073. For VAZ-2106 cars, the price of such a carburetor will be about five thousand rubles.
Features of the DAAZ-2108, -21083 installation
To install any of these models on the "Classic", it is necessary to prepare a new set of gaskets, hoses for the carburetor heating system, a tee for connecting to the fuel system, a valve and rods for the accelerator. To get the maximum result from this procedure, it is advisable to replace the ignition. Better to install a more technological, electronic one. Contact ignition is the last century. The system is very unreliable and often causes operational problems. Installation of contactless electronic ignition is one of the most useful modifications for domestic VAZs, in particular for the "Six".
Solex-21053
This model has fewer problems and does not require serious tuning, since this carburetor is modernized for classic models.
These units work well with 1.5 and 1.6 liter engines. This is an excellent choice for those who would like to get more dynamics from the car.
Other options
But do not think that this is all that is suitable for "Classics". If you think about which carburetor is better to put on the VAZ-2106, then I also remember "Solex-21073". It is designed for 1.7 liter engines - from 21053 it differs in large channels and enlarged jets.
After its installation, you can get even more dynamics, and the fuel consumption will be 9-12 liters. And if the consumption and rare preventive maintenance of the Solex carburetor are not intimidating, then you can opt for it.
Outcome
Of course, these are far from all carburetor models that can be installed specifically on the VAZ-2106 and other classic Zhiguli. There are many Chinese devices, as well as devices from European and American manufacturers. Both single and double chamber models are available for sale. But they are distinguished by a high price and do not always guarantee high dynamic characteristics and efficiency. You only get one of the two. Therefore, the question of which carburetor is better to put on the VAZ-2106 can be answered like this: it is best to put a domestic device, one of the above. Reviews of motorists recommend putting "Ozone". He is one of those that, with low fuel consumption, gives the maximum dynamics for the car.
Audi 80 cars fell in love with their simplicity, reliability, excellent corrosion resistance. Many car enthusiasts still enjoy using Audi on B3 and even B2 platforms. However, the headache for the owner of the 80s Audi models is the carburetor, which eventually becomes unusable. 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 with minor repairs or finding a suitable replacement.
Original Audi carburettors
From the beginning of the production of the Audi 80 on the B1 platform and until the start of the B4, the cars were equipped with carburetor engines. Initially, German Pierburg carburetors were installed, then with the start of the B3 platform, Japanese Keihin were added.
In 1991, a platform with the B4 index appeared, in which gasoline versions were equipped only with injection engines. From the moment the platform B1 was launched until the appearance of B4, 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 engines;
- Pierburg 2B2, Pierburg 2B5 - two-chamber carburetors, installed on Audi B2 engines;
- Pierburg 2E2 - for Audi engines of B1 and B2 platforms;
- Pierburg 2EE Ecotronic - carburetor with an electronic control unit, installed on the Audi 80 platform B2 and B3 1.6 liter engines;
- Keihin 1 - for engines Audi B2 and B3 platforms;
- 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 will wear out, internal fuel and air passages become contaminated, which leads to a significant deterioration in engine performance. The main faults 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 the Keikhin and the Pirburgs are susceptible to the problem.
Over time, rubber hoses and gaskets lose their elasticity and break. Additional air is sucked in through the cracks in the hoses, the mixture becomes leaner. Defective 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 indicate the location of the damage.
The classic VAZ models should be understood as cars from 2101 to 2107. The owners of such cars with a carburetor often look for more effective solutions to improve dynamic performance and / or reduce fuel consumption. Both acceleration and economy directly depend on the carburetor model under the hood and on the quality of its adjustment. If the owner decides to install a third-party carburetor, then a number of individual characteristics must be taken into account when choosing.
Read in this article
Standard carburetor models
Various carburetor models are geared towards the environment, reducing consumption or maximizing vehicle dynamics. Carburetors have also been designed for different engine sizes. Some carburetor models from one power unit can be easily installed on another, and in some cases alterations will be required.
Carburetor DAAZ / Weber
Carburetors DAAZ (Dmitrovsky Avtoagregatny Plant) 2101, 2103 and 2106 were products that were produced thanks to a license from Weber. For this reason, the models are called both the DAAZ carburetor and the Weber carburetor, but they understand the same device. These carburetor models 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 difficulty today is the almost complete absence of these models, even used ones, in an acceptable working condition.
Carburetor Ozone
No less popular is the DAAZ 21053 carburetor model, which is a licensed product from 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, surplus gasoline goes back to 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 can have a variety of auxiliary electronic systems. The main solutions include an idle system with electric valve adjustment, an automatic cold start system, etc. Such innovations were found on export versions of the car. On the territory of the CIS, the Solex carburetor with an electric idle control valve has become widespread.
The system proved to be problematic in operation. In this type of carburetor, the air and fuel passages are narrow and quickly clog. If the carburetor is not serviced in a timely manner, then the idle system failed first. The Solex carburetor consumes from 6 to 10 liters of fuel in a 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 caveat when choosing is the selection of the carburetor relative to the displacement of your engine. In the event that the existing carburetor is designed for a different volume, then selection and replacement of jets will be required, as well as careful adjustment of the carburetor.
Installing a custom carburetor
Owners of "classics" in some cases resort to installing non-standard carburetor models on their cars. Such an installation will require certain alterations and subsequent adjustments. We are talking about Solex 21073 and Solex 21083 carburetor models.
Solex Model 21073
This model is designed for a 1.7-liter engine and was installed on a regular basis power unit car Niva. The Solex 21073 carburetor differs from others in its 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.
Solex Model 21083
Solex 21083 was installed on the VAZ 2108-09. If you put it on the "classic" engines, then some improvements will be required. The gas distribution systems of motors 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 model of carburetor, it is necessary to ream the diffusers of the primary and secondary chambers to expand them. You also need to install large jets. The revision process is laborious, but the result allows you to get gasoline consumption below the model 21053, and the dynamics will exceed the indicators by 21073.
Summarize
Finally, we add that there are models of foreign-made carburetors. The disadvantages of this choice include the high cost, difficulty in setting up and maintaining, as well as not always the best dynamics and efficiency in comparison with the above models of DAAZ, Solex or Weber carburetors.
Read also
Features of Solex carburetor adjustment. How to set the fuel level in the float chamber, adjust the idle speed, select jets, remove dips.
7 minutes to read.
Even today, carbureted Golf IIs have fans who use these cars on a daily basis. The golf carburetor 2 1 6 requires some adjustments, so that the engine will be able to travel more than one thousand kilometers.
Briefly about the model
The second generation Volkswagen Golf is one of the most popular cars in history. Even today, on the streets of our and even European cities, you can find this car, which is not a hindrance to time. Considering that the first Golf 2 rolled off the assembly line in 1983.
Throughout the history of the production of these cars, a huge number of engines have been installed on them: from simple carburetor gasoline to turbodiesel and gasoline with a mechanical supercharger. One of the earliest engines for the Golf was a 1.6 liter gasoline engine with a Pierburg / Solex2E2 carburetor.
Carburetor device GolfII 1.6
Thermal air damper
In Golf 2 1.6, the engine is located transversely, with this arrangement of the engine on the right, a cylinder with a domed cover with a diameter of about 50 mm comes out of the carburetor, 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 that should turn the air damper. When the coil is cold, the flap is in the closed position. Also on the left side of the thermal drive is a heating spring in the form of a nichrome thread.
The carburetor for Golf 2 1.6 is equipped with a bimetal thread that needs to be constantly heated. When the ignition is switched 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 on the heating spring is disconnected, and the bimetallic spiral is heated by the coolant.
Cooling fluid circulates in the right cavity of the thermal actuator, which heats the bimetallic spiral.
The thermal actuator can be removed from the carburetor by unscrewing the three screws at its base. This opens access to the left side of the thermal actuator with a bimetallic spiral and a heating spring. You can also disassemble the very right side of the drive by unscrewing the M13 bolt in the center of the drive cover.
Checking and adjusting the thermal actuator of the air damper on the 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 press lightly on it with your finger, there should be slight resistance. If the damper does not resist pressure, it is necessary to check the bimetallic spring and the connection between the spring and the damper.
To adjust the thermal drive of the carburetor on the Golf 2 1.6, it is necessary to loosen the screws that connect the carburetor and the thermal drive, and rotate the drive, adjusting the compression of the spring and, as a result, the force on the intake. 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 flap on the coolant temperature.
If the throttle opens quickly, the carburetor will deplete the mixture, and dips will be noticeable in the engine; if it is slow, there will be too rich mixture and increased fuel consumption. 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, you need to close the air damper harder by moving the thermostat cylinder to the last mark.
Pneumatic air damper drive and its principle of operation on the Golf 2 carburetor 1.6
The air damper is located on the upper right of the carburetor, closer to the radiator. On Golf 2 1.6 it is a black plastic flat cylinder with a diameter of 30-40 mm, which includes two air hoses - one in the carburetor, or rather its lower part. The other goes through a tee to the pneumatic delay line (looks like a green pear) and through a one-way valve to the intake manifold. A thrust comes out of the pneumatic actuator housing, which controls the position of the air damper. Inside the actuator there is a rubber diaphragm connected to a rod and a bypass valve that opens when the diaphragm moves.
The pneumatic drive ensures the correct formation of the mixture when starting the engine so that there is no over-enrichment, opening the air intake. Since on a cold engine, the air damper is closed by a bimetallic spring. The diaphragm is set in motion due to the 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 the 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 to the intake manifold through a one-way valve. The choke is kept slightly open until the engine revs up.
When the engine starts to gain 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 the pressure in the lower part of the carburetor 1.6, the choke thrust will open it as much as possible. As the engine warms up, the air intake opens completely thanks to the bimetallic spring.
Checking and adjusting the pneumatic actuator for Golf 2 1.6
The carburetor for Golf 2 1.6 is also equipped with a pneumatic drive. 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 drive, the damper should offer strong resistance.
To adjust the pneumatic actuator, 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 on the air damper with your finger 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 clearance is adjusted by rotating the front cover of the pneumatic actuator.
If you close the second tube and suck air from the first, the specified clearance should be 5.1 mm. The clearance is adjusted with a screw in the pneumatic actuator rod from its reverse side.
Thermal throttle valve
In front of the 1.6 carburetor there is a cylinder, from which two coolant hoses extend, one of which goes down, the other to the thermal actuator of the air damper. This device does not allow the throttle to close on a cold engine, substituting an emphasis under the DZ drive. However, when the coolant temperature rises, the stop moves away and the flap closes.
According to the principle of operation, a thermostat thermostat: inside there is a ceresin chamber, which, when expanded, pushes the stem. When the temperature drops, the spring of the DZ lever returns the rod back. The stem, through the spacer and the leverage system, turns the throttle stop.
Pneumatic throttle valve carburetor
The DZ pneumatic actuator consists of an electric and thermal valve and a three-position block.
The three-position block plays a major role in this scheme. It is a round piece with a diameter of 70-80 cm, from which a rod sticks out, which in turn rests against an 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 at its bottom.
The solenoid valve is a black rectangular piece on the back of the carburetor. It looks like an ordinary electromagnet - it has a winding and a core. One end of the valve has a plastic tubing holder bent at a 90 degree angle. One tube goes to the block, the other goes from the solenoid valve to the tee and then to the carburetor, where it exits into the atmosphere through a filter.
The thermal valve is located next to the TPB, slightly higher 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 a tee it enters the carburetor, and from there into the atmosphere.
