Manufacturer: YaMZ Type: diesel Volume: 11 150/14 866 cm3 Maximum power: 150 240 hp, at 1700 2100 rpm ... Wikipedia

YaMZ 530 is a family of in-line 4 and 6 cylinder diesel engines manufactured by JSC Avtodizel (Yaroslavl Motor Plant), which is part of the GAZ Group. Joint development with the Austrian engineering company AVL List GmbH. ... ... Wikipedia

YaMZ request is redirected here; see also other meanings. The request "Autodiesel" is redirected here; see also other meanings. Coordinates: 57 ° 38'50.92 ″ s. sh. 39 ° 50'13.3 ″ east etc / ... Wikipedia

Vitaly Alekseevich Doletsky General Director of the Yaroslavl Motor Plant (Avtodizel) 1982 1997 ... Wikipedia

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KrAZ 255B ... Wikipedia

For cars, thermal (internal combustion and steam) and electric motors can be used. The overwhelming majority of combustion engines are piston internal combustion engines (PDEs). According to the workflow, automobile PDSs ... ... Great Soviet Encyclopedia

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Books

• Book: Diesel engines YaMZ-240/2406 / 240H / 240P / 8423 | parts and assembly units catalog, Diesel engines YaMZ-240/2406 / 240H / 240P / 8423 | Catalog of parts and assembly units… Category: Engine Diesel Engines Publisher: Minsk,
• YaMZ-240, 240B, 240N, 240P, 8423 diesel. Catalog, Catalog contains a nomenclature of assembly units and parts for diesel engines YaMZ-240, YaMZ-240B, YaMZ-240N and YaMZ-240P. Each BOM is illustrated with figures showing the nodes ... Category:

Diesel YaMZ-240B (tractor K-701)

Diesel YaMZ-240B differs from the YaMZ-240 engine by derating its rotational speed (1900 instead of 2100 min-1). In addition, the front part of it is made taking into account the peculiarities of the cooling system, which is more developed and has a high-performance fan with a fluid coupling.

The YaMZ-240B engine is four-stroke, with cylinders arranged in two rows, made in one block together with the upper part of the crankcase. The direction of rotation of the crankshaft is right. The order of operation of the cylinders: 1-12-5-8-3-10-6-7-2-11-4-9. Bore 130 mm, stroke 140 mm, compression ratio 16.5. There are two valves per cylinder (one is inlet, the other is outlet). Gas distribution phases: opening of the inlet valve 20 ° to TDC, exhaust valve-56 ° to TDC; closing of the outlet valve 56 ° after TDC, inlet - 20 ° after TDC. Valve disc diameter: inlet - 61 mm, outlet - 48 mm; valve lift height 13.5 mm. Cold clearance between valve and rocker arm is 0.25-0.30 mm. The fuel injection advance angle is 19 ° ± 1 ° to TDC. The pressure of the beginning of the lift of the nozzle needle is 16.5 ± 0.5 MPa. The mass of the unfilled engine at the time of delivery is 1670 kg; its length is 1688 mm, width is 1014 mm and height is 1374 mm. The cross section of the engine is shown in Fig. 2.3. The figure shows that two connecting rods are installed on each crankshaft crankpin: one for the right row; the other is for the left. Therefore, the right bank of cylinders is offset from the left by 35 mm forward. The tunnel-type crankcase is cast from a special composition of low-alloyed gray cast iron. Cylinder liners "(wet type) with their collars enter the grooves on the upper shelf of the block, and from above are pressed by four cylinder heads (one and three cylinders).

Cylinders are numbered in the direction from the fan to the cabin on the right (1-6) and on the left (7-12). The cylinder head is a low alloy gray iron casting. It is attached to the block with 14 pins. The joint between the cylinder head and the block is sealed with a steel asbestos gasket. It houses valves with springs, rocker arms, rocker arms and nozzles. Exhaust valve seats are insertable. They are made of special heat-resistant cast iron and pressed into the seats with an interference fit of 0.004-0.105 mm. The cavity of the head with a valve mechanism and nozzles is closed by a lid attached to the head with thumbs. The joint between the lid and the head is sealed with a shaped rubber gasket. All four heads are interchangeable.

The forged steel crankshaft contains seven main and six connecting rod journals, hardened by high-frequency currents. The connecting rod journals have internal cavities closed with plugs, in which the oil is subjected to additional centrifugal cleaning. Six cranks of the shaft are located at an angle of 120 ° to one another in three planes. At the front end of the crankshaft is installed

a liquid damper of torsional vibrations, and on the rear (conical) - a flywheel hub. The main bearings of the crankshaft are roller bearings, the outer rings of which are pressed into the bores of the crankcase part of the block. From axial

their movements are limited by retaining rings. Roller bearings do not have inner rings. The rollers move directly along the treadmills made on the crankshaft bearing journals. When the treadmills on the bearing journals are worn out, it is allowed to regrind them to repair dimensions with a corresponding replacement of the roller bearings. The diameters of the treadmills and bearing numbers are given in table. 2.1.

Fig. 2.3. Cross section of the YaMZ-240B engine

2.1. Crankshaft bearing journals diameters and bearing numbers

The crankshaft is held against axial movements by two bronze rings installed in the groove of the housing, riveted to the front end of the block. The flywheel is cast from gray iron and bolted to a special hub. Its ring gear is used to start the engine with a starter. When manually turning the crankshaft, a special gear wheel of the turning mechanism is introduced into engagement with the gear rim. The latter is mounted on the flywheel housing on the right side of the engine. From the front end of the shaft, the cooling fan, generator and compressor rotate.

Steel connecting rod, forged; its rod has an I-section. A channel is drilled along the entire rod for supplying grease to the bearing of the upper connecting rod head. The lower head is equipped with a connector located at an angle of 55 ° to the axis of the rod, which allows you to install and remove the set of piston with connecting rod through the cylinder. The connecting rod caps are interchangeable. On one of the joints there are marks in the form of the same two-digit number for both parts and risks covering both parts of the connecting rod. The bearing of the lower connecting rod head is equipped with replaceable bushings, and the upper bearing is equipped with a pressed-in bronze bushing. Bushings of the lower connecting rod head are thin-walled, replaceable. Upper and lower bushings are interchangeable. There are six overhaul sizes of liners. A stamp with a repair size number and a reduced value of the diameter of the shaft journals are applied to the back of the liner near the joint. The dimensions of the crankshaft connecting rod journals and liners are given in table. 2.2.

The engine pistons are cast from a special high-silicon aluminum alloy. They have grooves for three compression rings and two oil scraper rings. The section of the compression rings is trapezoidal, and the oil scraper rings are box-shaped with expanders. The upper compression ring on the outer surface is coated with a layer of porous chromium. The piston is connected to the connecting rod by a floating pin; axial movement of the pin in the piston is limited

The YaMZ-240 diesel engine has several modifications and is installed on mining dump trucks with a carrying capacity of 30-40 tons. These are Belazes of various modifications, working in the mining, oil-extracting industry, and specialized agricultural machinery.

Characteristics of the YaMZ 240 M 2 engine.
Power h.p. kW. 360 "265".
Rotates at a frequency of 2100.
Torque, maximum 1275 Nm. 130 kgf-m.
Rotation frequency at maximum cr / m. 1600.
Fuel consumption is minimum 214 g / kW-h, 157 g / hp-h.
Number of cylinders 12.
Number of valves 24. order of operation first, fifth, third, sixth, second, fourth, seventh, eleventh. Ninth, twelfth, eighth, tenth.
Block material cast iron.
Cylinder head made of cast iron.
Cylinders arrangement V.
The piston stroke is 140 mm.
Working volume 22.3 liters.
Dimensions 1580 * 1015 * 1190 mm. Fuel pump. High. Pressured. 90.8-20.
Generator 6301.3701.
Weight 1670 kg.
YaMZ-240-PM2 engine.
The power is 309 kW. or 420 hp
Rotates with a frequency of 2100 rpm.
Torque maximum 1491 N.m, 152 kgf. - m.
Rotational speed at a maximum torque of 1600 rpm. Minimum fuel consumption 211 g / kWh 155 g / h.p.-h.
Cylinders 12.
Configuration V.
Number of valves 24 pcs.
Has a piston stroke of 140 mm. The diameter of the cylinders is 130 millimeters.
Power supply of the high pressure fuel pump and the LP fuel priming pump.
Cooling liquid.
Block material cast iron.
The tact is four-stroke. Weight is 1790 kilograms.
YaMZ 240 NM2.
The power is 368 kilowatts or 500 hp.
Rotates at a frequency of 2100.
Torque maximum 1815 Nm. 185 kgc. - m.
Rotational speed at a maximum torque of 1600 rpm.
Fuel consumption, at least 208 g / kWh, 153 g / hp-h.
Configuration V.
Block material cast iron.
Liquid cooling.
The tact is four-stroke.
Power supply for HP fuel pump and LP fuel pump.
OHV valve mechanism.
Weight 1790 kilograms.

The Yamz-240 motor is the most powerful of all the engines that are produced by the Yaroslavl Motor Plant; this engine corresponds to EURO-0 in terms of its technical parameters. It is a twelve-cylinder, four-stroke diesel engine. Liquid cooled, direct fuel injection and compression ignition.

Yamz-240 engines are distinguished by a fairly quiet operation, the noise level they produce is 2-3 decibels, which complies with all international and, in particular, European norms and requirements and standards. This allows this engine to be used in a wide variety of conditions without discomfort to consumers. In terms of emissions of harmful substances, this engine is also at a height, the amount of exhaust gases emitted into the atmosphere is about 25% lower than that of diesel engines of the same power and class. In addition, this engine has great reliability, and is quite simple to repair and operate. These motors are one of the most reliable diesel engines in their segment.

Diesel engines for trucks and tractors. Spare parts, adjustments and repairs.

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Diesel engine YaMZ-240

Diesel YaMZ-240 (modifications NM-2, M2, BM-2, PM-2) - twelve-cylinder, naturally aspirated, liquid-cooled with automatic thermal regulation, develops an operating power of 198 kW, a nominal speed of 1900 min-1 and maximum torque 1240 Nm.

The main parts of the YaMZ-240 diesel engine: body, crank and gas distribution mechanisms.

Housing

The body of the YaMZ-240 diesel engine (modifications NM-2, M2, BM-2, PM-2) consists of a block crankcase, four cylinder heads and their four covers, a front cover of the block, an end plate, a flywheel housing and a drive unit, a pallet.

The crankcase of the cylinders is a tunnel type, with a V-shaped arrangement of cylinders at a camber angle of 75 °. In its partitions, there are seven supports for the axles of the pushers, the crankshaft and the camshaft, and in the block crankcase itself there are twelve bores for the cylinder liners.

The cylinder block is classified as a tunnel type because the supports in the transverse partitions are solid, the outer rings of the roller bearings are pressed into the bores of the lower supports.
bearings, and the crankshaft is installed in the crankcase in series, bypassing one support after another, that is, as if moving along the tunnel.

In the camber of the crankcase, there are tides with holes for fixing the high-pressure fuel pump and breather for connecting the oil supply pipes to the pneumatic compressor and drainage fuel to the tank.

On the left side surface of the cylinder block of the YaMZ-240 engine, there are flanges and bosses with holes for installing and connecting an oil injection pump,
a branch pipe for draining oil from the housing of the hydraulic clutch of the fan drive, pipes for supplying coolant to the pneumatic compressor and removing it from the heating boiler, as well as the pipe for the water pump.

On the right side surface of it there are flanges and beds for a coarse oil filter, a starter and a housing with an oil dipstick.

At the front end of the crankcase there is a cover, filters for centrifugal oil cleaning
and coarse fuel cleaning, as well as the housing-bracket of the fan drive fluid coupling, which simultaneously serves as the basis for mounting the generator and compressor.

An end sheet and a flywheel housing are attached to the rear end of the crankcase, four cylinder heads are attached to its upper part, and a pallet is attached to the bottom.

The cylinder head of the YaMZ-240 diesel engine (modifications NM-2, M2, BM-2, PM-2) is a group head, common for three cylinders. The cylinder heads are interchangeable, they are installed on studs screwed into the crankcase and secured with nuts.

The joint between the crankcase and the cylinder heads is sealed with a steel asbestos gasket. Carefully machined valve seats made of special cast iron and valve guides made of powder materials are pressed into the cylinder head seats.

Valves with springs, rocker arms, rocker arms, injectors are attached to the cylinder heads inside; outside on the side surfaces - the exhaust manifold (opposite the camber), the water pipe and the intake manifold (from the camber side), and on the end surface - the eyebolt. The cylinder head cavity is closed with a cover, the joint is sealed with a rubber gasket.

In the front cover of the crankcase there is a torsional vibration damper, a bearing device for driving a V-belt drive pulley and two fuel priming pumps.

On the right side surface of the cover there is a hatch for access to the dial on the torsional vibration damper body and for setting the crank mechanism to the required positions when adjusting the fuel injection advance angle and
thermal clearances in the valves of the gas distribution mechanism.

A traverse is put on the trunnion of the front cover, designed for installation
the engine to the frame.

The flywheel housing of the YaMZ-240 diesel engine contains a crankshaft shank, on which a flywheel with a crown is installed, and the drives of the gas distribution mechanism,
high pressure fuel pump, water and oil pumps, manual cranking mechanism.

There is a bore on the crankcase for fixing the starter in it; studs for installing the rear engine-to-frame brackets and two hatch covers.

Since access to the flywheel housing hatch covers is difficult, therefore, when adjusting the thermal clearances in the gas distribution mechanism and the fuel injection advance angle, the graduations applied to the torsional vibration damper are used.

On the end surface of the flywheel housing there are holes for mounting the pump drive gearbox.

Two partitions are made in the body pan to increase its rigidity and prevent oil from splashing out when driving; threaded holes (one at the bottom for draining the oil, and the other at the back for installing the oil temperature sensor) and 40 holes for attaching the sump to the crankcase.

Maintenance of the case

During the shift maintenance (ETO) during the external inspection, it is revealed: whether oil, coolant and fuel are leaking; do not gases break through the joints of the pallet and cylinder heads with the crankcase.

During the first maintenance (TO-1) YaMZ-240 (modifications NM-2, M2, BM-2, PM-2), the tightening of the nuts and bolts of the assembly units is checked.

After one TO-2 (after 480 m / h), using a torque wrench, control the tightening of the cylinder head fastening nuts. The nuts are tightened in several steps by no more than 1-2 faces
in the sequence shown in Figure 3.

If necessary, but at least after 2000 hours, the cylinder heads are removed for cleaning from carbon deposits and lapping the valves.

Removing the cylinder head is done in the following sequence:

Open and secure the bonnet cover of the cladding.

Unscrew the filler caps of the cooling system. The taps on the water pipe of the diesel engine and on the heating boiler are opened, the coolant is drained.

Remove the breather caps (the breather is located in the collapse of the crankcase), unscrew the plug from the sump and drain the oil from the lubrication system.

Remove the cylinder head cover, and then the high and low pressure pipelines connecting, respectively, the high pressure fuel pump with the injectors and the injectors with the right fuel tank (or tank). The openings of the fuel lines are wrapped with a clean cloth and tied (or covered with insulating tape).

The fastening brackets and injectors are removed from the YaMZ-240 diesel engine.

Disconnect the exhaust manifold from the cylinder head and remove it.

From the hydraulic clutch switch (located on the right front head), disconnect the oil lines and remove the water pipe.

Disconnect the fuel lines and remove the fine filter.

The intake manifold is disconnected from the air cleaning system, the radiator tie is disconnected from the (front) cylinder heads.

Having unscrewed the nuts securing the axles of the rocker arms, remove them together with the rocker arms and remove the rods.

Unscrewing the fastening nuts, remove the cylinder head and close the cylinder holes with special covers or paronite sheets to prevent dust and dirt from entering them.

Hull repair

During operation, it is possible that the case may malfunction, the elimination of which is associated with its disassembly.

Cracks on cast iron parts (block crankcase, cylinder head, exhaust manifolds) are cut at an angle of 60, drilled at the ends and welded with a Ts4-A or 0.34-11 electrode.

When welding with a Ts4-A electrode (diameter 3 mm), the current is direct, direct polarity or alternating with a force of 60-90 A. When welding with an electrode 034-11 (diameter 3 mm), a direct current, reverse polarity, with a force of 90-120 A. Length of the weld should be 30-50 mm.

If the wall thickness of the part is more than 6 mm, a multilayer seam is applied. After the application of each weld, the deposited layer is forged to relieve internal stresses and reduce the porosity of the material, and then the weld spots are cooled to 100C.

To ensure tightness, the seam is soldered with soft solder or impregnated with epoxy glue or a composition based on ED-6 epoxy resin.

To prepare the epoxy composition, the ED-6 resin is heated to a temperature of 323-353K (50-80C), dibutyl phthalate is added and mixed thoroughly for 10-15 minutes.

After cooling to 288-298 K (15-25C), polyethylene-polyamine is introduced into the mixture and stirred for 5-6 minutes until a homogeneous creamy mass is obtained. At the same time, a significant amount of heat is released.

Then fillers in the form of powders are introduced and thoroughly mixed again until a homogeneous composition is obtained. Before applying the composition, the weld is degreased with acetone or gasoline.

Removing the pallet

The pallet is removed in the following sequence:

Drain the coolant from the cooling system and the oil from the lubrication system.

The electrical wires are disconnected from the terminals on the blower motor.

Unscrewing the union nut, disconnect the fuel line from the valve on the frame.

After loosening the tension of the tapes, remove the hoses from the outlet pipes.

A cart with a mobile platform is brought up and the latter is lifted up to the stop.

Having unscrewed four bolts from the extreme holes in the frame, the platform is lowered and the cart is removed.

The oil level indicator is removed from the crankcase and the bolts are unscrewed. Then remove the pallet.

YaMZ 240- versatile powerful engine worthy of special attention. Began to be produced by the Yaroslavl Motor Plant in the early 70s of the 20th century. The power of the first YaMZ240 engines did not exceed 360 hp, which was not at all a bad indicator for that time. By the way, if you believe the pedivikia, the power of different modifications of the YaMZ240 ranges from 360 hp to 800 hp. In general, in fact, it is a twin YMZ236, fitted for cars that need high-power engines.

The charm of this engine lies in its fairly high reliability and a large herd hidden in this engine. The high power of the YaMZ 240 is provided by 12 cylinders, each 13 cm in diameter and a 14 cm piston stroke. The rest of the puzomerki I think will write unnecessarily.
Since my experience with these motors consists in repairing those on the K-701, from this I will continue to write. So, I'll start with the advantages of the YaMZ-240:

• power - provided by 12 cylinders, since the engine is four-stroke, the cylinders are fired in three. Due to the large power reserve, the overall load on the engine parts is reduced.
• long service life - YaMZ240 used to go for 5-7 years on the K-701, this indicator depends largely on the driver, if he provides the engine with proper care, then the engine will repay it with a long service life. This care consists in very simple operations: timely replacement of oil and oil filters; control so that diesel fuel does not go into oil; timely replacement or cleaning of air filters to reduce wear on the CPG.
• main bearings of the crankshaft - roller! do not require replacement when repairing the engine, they are practically eternal.
• the cooling fan drive - a fluid coupling, undoubtedly, from the point of view of the designers, it was very objective to install the fluid coupling, which is driven through the splined shaft engaged with the crankshaft. Over the years, the grooves on the shaft grind down, and it requires replacement, but this happens after 20-25 years of operation. From the point of view of reliability, such a mechanism fits perfectly.
• cylinder head cracks are an exception rather than a rarity. I think many people know about the sore heads 236x and 238x - cracks from the nozzle hole to the valve socket. YaMZ240 does not suffer from such a disease.

The disadvantages I think include the following:

• the complexity of the repair - what is it worth to remove the rear flange of the crankshaft, to which the flywheel is screwed, for me and my puller every successful such operation is a real feat. But it's one thing to remove it, it's another thing to put it back to the end in order to press the oil-reflective washer and not fry the oil seal. Also, special skills are required to remove the crankshaft from the YaMZ240, and then clean it.
• lubrication system - a very sophisticated YaMZ240 lubrication system often becomes the reason for which the engine wedges or knocks. This happens because the lubricant is supplied to the crankshaft through the hole in the nose of the crankshaft, and is fed through the entire crankshaft to the very last journal. So, if for some reason the oil pressure in the system drops, then oil starvation will begin on the sixth neck of the crankshaft and there will be a risk of a knock or a wedge of the crankshaft.
• the number of spare parts required for the thorough repair of the engine, or rather their cost, which only the piston will cost ...
• possible sudden failure due to poor-quality repairs or poor-quality spare parts, engine runaway or fist of friendship. All this can lead to high costs for engine repairs, including replacing the block or crankshaft, or both at once, and they are not very cheap.
• there is a myth about the high fuel consumption of the YaMZ240 in comparison with the same YaMZ238, but here it is worth noting that the K701 on plowing is more confident and faster than the K700. So I think fuel consumption will be justified due to the time saved, but there will always be people who will prove the opposite, this is purely my point of view.

At all YaMZ240 engine worthy of respect, for it can hold out for quite a long time under the control of some ruthless asshole. There were so many cases, and without oil they drove without water, and with cranked liners and with torn off connecting rods and a hole in the block, in general they killed as best they could, how I felt sorry for them always ...
By the way, now I see such a tendency in my area, the old YaMZ238 ​​engines began to be replaced with the YaMZ240 reactivated from storage in the military units, which are recognized as obsolete in the armed forces and the generals uncle sell new engines that have only been factory run-in to carefree farmers or cunning resellers. Farmers, in turn, turn to me with a request to replace the piston rings, which have become hooked after 20 years of inactivity, and also to change the oil seals, which have become stiff during this time. Also, our collective farmers realized that the Soviet Kirovites are much more suitable for our fields than all kinds of Waltres, Challengers, etc. They are less whimsical and much cheaper to repair.