At the beginning of 2021, AVTOVAZ showed a new 1.8-liter engine with a power of 122 hp. with index VAZ-21179. At first this engine was installed on the Lada XRAY, and then it appeared under the hood of the Lada Vesta sedan. Let's consider its characteristics, features and reviews from the owners of this power unit.
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- Throttle valve - without mechanical drive.
- Additional oil channels are made in the cylinder head for the phase regulator. Lightweight valves are from Mahle.
- The catcollector is supplied by the Russian company Ecoalliance. The diameter of the input channels has been increased to 39 mm. The oxygen sensor bears the Bosch emblem.
- The crankshaft has an increased crank radius.
- The working volume of the cylinders has increased due to the larger piston stroke.
- A reliable high-performance water pump is purchased from the Korean company GMB.
- For the first time, a VAZ engine has an imported GMB oil pump with increased performance.
- A new automatic timing belt tensioner was used - with two rollers, from the German company INA.
- Lightweight connecting rod and piston group - manufactured by Federal Mogul.
- The fuel rail is from Continental. The injectors have increased productivity, the spray pattern is optimized for the working process of the new engine.
The 1.8 liter engine is not very different in appearance from the current VAZ sixteen-valve engines.
But this is a new motor, and of our own design. Main parameters:
- working volume - 1774 cm³
- power - 122 hp
- torque - 170 Nm at 3750 rpm.
The new motor is designed for Vesta, XRAY and Largus models. There is an additional area on the cylinder block for applying the serial number. It is clearly visible when the power unit is installed longitudinally in the engine compartment. Got the hint? There is no official information yet, but it is easy to guess that we are talking about Niva. The cylinder block is unified with that used on the current 1.6-liter VAZ-21126, -21127 and -21129 engines. Same height and same diameter of the cylinders. The differences are in the additional channels of the lubrication system, which ensure the operation of the phase regulator, and additional channels of the cooling system.
History of origin
Motor 21179 was already in the minds of the engineer much earlier than you can imagine. Even at the end of the USSR, developers began to think about the Lada C project and its power units. Even then, engineers “knew” this motor by its features and power characteristics. But the difficult economic situation of that time and the collapse of the USSR forced the engineers to completely forget the Lada-Ts project.
And now, after a long time, when Boo Anderson comes to the post of general manager of AvtoVAZ, the project is raised and developed again.
The main task was to create an engine with good low-end torque, which AvtoVAZ lacked for a confident, comfortable ride. “Tractor” 8-cl engines have long since become obsolete, but the new 16-cl engines had a more “sporty” character. The situation was corrected by the then 21127 engine, now 21129, which is installed on Vesta, Xray, and other AvtoVAZ models. Due to the intake receiver with variable geometry installed on it, the torque from the bottom began much earlier, unlike the Prioromotor (21126), and its shelf was much further, right up to the cutoff. But with the start of production of a sedan with a larger mass - the Vesta, and the Xray hatchback - the need for low-end engines reappeared.
The engine was run in and tested for a long time. As a result, during the testing process it turned out that the rings were already stuck at 4t.km., as a result, the heat zone was increased and the problem disappeared.
Nissan HR16DE engine with 110 hp power. It copes well with its task on front-wheel drive. But if you have all-wheel drive, it will strain, get hot, eat a lot and not drive.
Another factor in the creation of the 21179 motor is economics and politics. Because the Nissan engine, although it is assembled here, still belongs to Nissan. And in the event of an unfavorable economic situation, an increase in exchange rates, the cost of its production and sale may simply be unprofitable.
Start of production of motor 21179
Back in 2014, there were rumors about the possible production of a 1.8 liter engine with phase shifters. And yet it became a reality. Previously, OPP and its subsidiary Super-Auto were already engaged in the construction and installation of a 1.8 liter engine with index 21128, which was installed in Priora Sport. But that engine did not have a special resource.
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Throttle valve - without mechanical drive.
The motor meets Euro-5 requirements. Throttle valve - without mechanical drive. The motor meets Euro-5 requirements.
The working volume was increased by increasing the piston stroke from 75.6 to 84.0 mm. The crankshaft has an increased crank radius and other counterweights. To reduce friction losses, the diameters of the crankpin journals were reduced from 47.8 to 43 mm. The oil channels have become different - so-called neck-to-neck drilling reduces production costs, and fewer chips and dirt remain in the oil channels. At the end of the shaft there is a mark for the classes of the main and connecting rod journals for precise adjustment of the liners by diameter, that is, for selective assembly.
Does valve 21179 bend on a 1.8L engine?
Car owners often ask this question. The answer is YES , the 1.8L engine bends the valves, just like absolutely all modern cars.
With the exception of motor 21129. Since the end of 2018, the ICE 21129 has stopped bending valves when the timing belt breaks, due to the use of pistons with recesses.
Due to the lighter piston and increased compression ratio in order to squeeze out the maximum power of the car during civilian use, with a wedge of a roller or pump, and as a result of a broken timing belt, major repairs are inevitable on absolutely any modern car.
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Additional oil channels are made in the cylinder head for the phase regulator.
Lightweight valves are from Mahle. Additional oil channels are made in the cylinder head for the phase regulator. Lightweight valves are from Mahle.
The cylinder block and crankshaft are produced at AVTOVAZ. But the lightweight connecting rod and piston group is purchased from Federal Mogul - Vostok (Tolyatti). A graphite coating is applied to the piston skirt; the shape of the skirt is adjusted to increase the contact patch. The rings are the same as on other engines in the family, only the oil scraper rings are chrome plated. The height of the heat zone has been increased by 1.3 mm, and now the so-called compression height is 26.7 mm versus 25.4 mm for 1.6 liter engines. The price for increasing the piston stroke at the same block height is reducing the length of the connecting rod from 133 to 128 mm. The lower connecting rod head is made using the so-called breaking technology - like the current 1.6-liter engines.
Dynamic characteristics
ICE 21179 is available with both a manual transmission and a robot.
Acceleration to 100 km/h with engine 21179
- 12.1 s (Vesta sedan + robot)
- 10.5 s (Vesta sedan cross + manual transmission pair 4.2)
- 12.7 s (Vesta sedan cross + robot)
- 12.9 s (Vesta SW + robot)
- 13.3 s (Vesta SW Cross + robot amt)
- 11.2 s (Vesta SW Cross + manual gearbox with main gear 4.2 instead of standard 3.9)
- 10.4 s (Xray + manual transmission on pair 4.2)
- 12.3 s (Xray + robot)
- 10.9 s (Xray Cross + mechanics)
*The car shows factory dynamic characteristics
Maximum speed 21179
- 180 km/h (21179 + manual transmission with 4.2 pair)
- 186 km/h (21179 + robot)
Vesta test on a manual transmission on the track
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The crankshaft has an increased crank radius.
The working volume of the cylinders has increased due to the larger piston stroke. The crankshaft has an increased crank radius. The working volume of the cylinders has increased due to the larger piston stroke.
Adjusting the phases required upgrading the lubrication system. Main bearings with an oil distribution groove of variable cross-section are installed to reduce oil consumption. For the first time, a foreign-made oil pump appeared on a VAZ engine - the South Korean GMB. The productivity of domestic pumps is 34–38 l/min at an engine speed of 6000 rpm, and GMB produces 54–60 liters. The pump body is aluminum, not cast iron. The cross-section of the oil intake is, of course, increased. The aluminum engine sump has a flange to mate with the clutch housing, which increases the rigidity of the power unit. The oil sump volume is 4.4 liters versus 3.2 liters for the 1.6 engine.
The water pump is also Korean, with high-quality bearings and seals that guarantee reliability. It is better than the serial VAZ ones: among other things, higher performance. The plastic intake module is made by the Tolyatti company Motor-Super. The gas-dynamic characteristics of the intake tract are optimized for the new engine. The developed fins of the module made it possible to reduce noise. The engine control system does not work with mass air flow readings, but calculates parameters through temperature and pressure. Therefore, the intake module has a slot for the corresponding sensor.
Real fuel consumption
According to AvtoVAZ: Fuel consumption depends on the vehicle and transmission. But we immediately note that in some operating modes the 21179 engine turned out to be much more economical than all 1.6 liter engines. What is the real fuel consumption on the West?
Real fuel consumption : After talking with car owners, it becomes clear that fuel consumption is not quite as economical as the factory tells us:
Vesta sedan + robot
- mixed consumption - 7.3 l per 100 km
- city - 9.3 l
- track - 6 l
(with a loaded weight of 1230-1380 kg depending on the configuration)
Vesta sedan cross + manual transmission
- mixed consumption - 7.7 l per 100 km
- city - 9.9l
- highway - 6.4 l
Vesta sedan cross + robot
- mixed consumption - 7.5 l per 100 km
- city - 9.6l
- highway - 6.2 l
Vesta SW + robot
- mixed consumption - 7.6 l per 100 km
- city - 9.9l
- highway - 6.2 l
Vesta SW Cross + robot amt
- mixed consumption - 7.7 l per 100 km
- city - 10.1 l
- highway - 6.3 l
Vesta SW Cross + manual transmission
- mixed consumption - 7.9 l per 100 km
- city - 10.7 l
- highway - 6.4 l
Xray + manual transmission
- mixed consumption - 7.2 l per 100 km
- city - 9.7 l
- highway - 6.1 l
Xray + robot
- mixed consumption - 6.8 l per 100 km
- city - 9.0 l
- track - 6 l
Xray Cross + mechanics
- mixed consumption - 7.5 l per 100 km
- city - 9.7 l
- highway - 6.3 l
Based on the power characteristics, it becomes clear why Vesta 1.8 has a decent amount of fuel. The reason for this is high torque at low speeds. The power unit has high efficiency, “Locomotive traction” starts almost from 1500 rpm.
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Cylinder head.
The camshafts are made in Korea. The drive disk and phase sensor are clearly visible, allowing you to monitor the position of the intake shaft. Cylinder head. The camshafts are made in Korea. The drive disk and phase sensor are clearly visible, allowing you to monitor the position of the intake shaft.
The cylinder head is of domestic production. The casting has additional channels through which oil flows to the phase regulator, as well as sockets for the regulator control solenoid and phase sensor. A master disk is fixed on the intake camshaft to monitor its position. The water jacket has been significantly redesigned for better cooling of the combustion chamber. In addition, they reduced the resistance to pumping liquid. The gas channels were modified to better fill the cylinders and intensify the vortex movement of the fuel-air charge.
South Korean camshafts are supplied by Toyota Tsusho. They are hollow inside and the cams are made using powder metallurgy. This camshaft is significantly lighter than the previous cast iron one. Mahle valves are also lightweight, with stems with a diameter of 5 mm. Rusks, guides, valve stem seals are of the appropriate size. The purpose of lightening is to reduce the inertia of the system, which makes it possible to open the valve with greater acceleration.
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The camshafts are made in Korea.
The drive disk and phase sensor are clearly visible, allowing you to monitor the position of the intake shaft. The camshafts are made in Korea. The drive disk and phase sensor are clearly visible, allowing you to monitor the position of the intake shaft.
A hydraulic-type phase control mechanism is installed on the intake camshaft. Its design is traditional, but its dimensions are suitable for our motor. The supplier is the German company INA. The shafts are driven by a toothed belt manufactured by Continental. According to factory specialists, it will last 180,000 km.
The new motor weighs 99.3 kg. When tested on a bench, it demonstrated high fuel efficiency. In some modes - even a record holder among VAZ engines! The resource is 220,000 km, but with careful treatment it can last up to 400 thousand. Another joy for future buyers: the engine can be filled with AI-92 gasoline. Of course, on the 95th the power indicators will be higher, but it’s up to the owner to choose whether to save money or burn it out.
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Phase adjuster (INA) and regulator control solenoid.
Phase adjuster (INA) and regulator control solenoid.
It seems that not only the phases in the gas distribution mechanism have shifted, but also the attitude towards the consumer. By the way, the potential of the new engine has not been exhausted. Prospect - the second phase regulator, now on the exhaust valve shaft. And I’m sure the development of this engine will not end there.
We disassemble the new 1.8-liter VAZ-21179 engine
