The UMZ 417 engine was developed based on the 402 series internal combustion engine of another engine manufacturer - ZMZ. It was created for specific UAZ vehicles - buses, SUVs and trucks. Initially it was flawed, but this point was partially corrected in several modifications of the series - 4175.10, 4178.10, 4178.10-01, 4178.10-03, 4178.10-10, 4178.10-52, 4179.10-10, 4179.10-05 and 4179.10-25.
It has a very low cost, simple design, high reliability and performance characteristics acceptable for heavy trucks, SUVs and minibuses, therefore it is still produced to serve the gigantic fleet of UAZ 3151 and modifications of the UAZ 3741.
Design Features
In principle, the UMZ 417 engine is copied from the ZMZ 402 engine, but differences still exist:
- seating of the sleeves in the block with rubber rings instead of copper gaskets;
- the flywheel is larger in diameter;
- no fins at the beginning of release, then 4 stiffening ribs appeared;
- removable oil filter instead of a glass one;
- the cooling system diagram is reversed - both supply and intake of coolant from the cylinder head;
- weak fiber pump seal instead of the seal from the VAZ engine;
- The diameter of the valve plates has been reduced.
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And the most important reason for the decrease in power of the UMZ 417 in comparison with the ZMZ 402 is the combined, non-bifurcated exhaust manifold.
Design features are:
- in-line engine layout and its longitudinal location relative to the vehicle’s trajectory;
- combustion chamber is small in size, dome configuration;
- improved cleaning of lubricant (full-flow circuit with replaceable filter);
- high service life from 150,000 km;
- short piston stroke and overhead valve arrangement.
To carry out major repairs, you do not need to visit a service station; all operations can be carried out on your own in the garage. For this purpose, the user manual contains both a description of the parameters and step-by-step photos.
Even in the absence of hydraulic lifters, the manufacturer recommends pouring high-quality oil and antifreeze to cool the engine with a very modest finning of the cylinder block.
The manufacturer also provides the possibility of modernizing the intake/exhaust tract, cylinder head and ShPG.
List of internal combustion engine modifications
For various tasks, several modifications of UMP motors come out of the factory:
- 417.10 - considered the basic version, compression ratio 7, runs on A-76 gasoline, meets Euro-1 standards, characteristics 172 Nm and 92 hp. With.;
- 4175.10 - adapted for GAZ Gazelle clutch, compression ratio 8.2, therefore AI-92 fuel is used, complies with Euro-3, characteristics 182.5 Nm and 98 hp. With.;
- 4178.10-03 – installation of engines only on the old UAZ model range, compression ratio 7, Euro-1, characteristics 171 Nm and 92 hp. s., power steering;
- 4178.10-01 - only for the old UAZ model range, compression ratio 7, Euro-1, performance 171 Nm and 92 hp. pp., 254 mm lever clutch;
- 4178.10-52 - exclusively for early UAZ models, compression ratio 8.2, Euro-1, performance 180 Nm and 98 hp. pp., 240 mm diaphragm clutch;
- 4178.10-10 - after the release of the UMZ 421 version, the cylinder head from this engine is used, in which the valve diameter is increased to 39 mm, the pump is shifted to the block, and instead of a packing it has a normal oil seal;
- 4179.10 - recommended for special vehicles of the Ministry of Defense, Euro-1, compression ratio 7.0, characteristics 171.6 Nm and 92 hp. pp., starting heater, diaphragm or lever clutch.
The last two versions use additional and improved attachments, and the latest model for military UAZs uses an original factory-boosted cylinder head.
Advantages and disadvantages
The disadvantages include the attachments - the complex design of a two-chamber carburetor and the low resource of the pump impeller made of polymer material. Due to the use of an asbestos cylinder head gasket, antifreeze often penetrates into the cylinders. Due to strong vibrations, the cylinder head nuts and covers spontaneously unscrew and oil leaks occur.
That is why the manual contains maintenance operations for periodically tightening the nuts and adjusting the valve clearance with your own hands.
On the other hand, the advantages of the design of the ICE 417 and all its modifications are:
- reliable, albeit obsolete, gas distribution system;
- high reliability and service life;
- reduction of owner costs when using low octane gasoline;
- independent overhaul and mechanical boost.
Unfortunately, tuning can add power within 30 hp. With. without installing a turbine.
List of car models in which it was installed
The UMZ 417 engine was designed specifically for the Ulyanovsk Automobile Plant, therefore it was used in UAZ cars:
- 3151 – SUV;
- 3303 – all-wheel drive truck;
- 3741 – all-metal 4x4 van;
- 2206 – 8 – 11 seat minibus;
- 3962 – ambulance and resuscitation vehicle;
- 3909 – Carriage type farmer;
- 39094 – Farmer truck;
- DISA-1912 Zaslon - an armored vehicle for collectors.
The motor was created a little later than the renaming of UAZ 469 to 3151, and UAZ 452 to 3741, so it is only available in the modernized “Bobiki” and “Tabletki” - “Loaves”. The characteristics of the engine made it possible to use it as a power drive for all UAZ models produced at that time.
Maintenance regulations for UMP 417
Due to design flaws and obsolescence, the UMZ 417 engine has to be serviced between major overhauls and consumables must be replaced within the following periods:
- oil and oil filter - 7.5 - 10 thousand mileage;
- valve clearance adjustment - 15 thousand km;
- air filter - after about 2 years;
- exhaust manifold - 2 years;
- fuel filter - 30 thousand mileage;
- spark plugs and battery - 60 thousand km;
- crankcase ventilation – 3 years;
- coolant - 40 thousand mileage.
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Since the camshaft is located at the bottom, the timing drive is carried out by a gear wheel. Such an internal combustion engine device is more reliable in comparison with belt and chain drives, but is already obsolete at the time of development.
About the restoration of UMP 417
It’s one thing to repair an imported engine, where almost all the spare parts have to be ordered from abroad, which turns out to be quite expensive and cumbersome. As for the 417, it is much easier to repair. This is a domestic motor of a simple design, which is known to almost all specialists. Although many people don’t bother, but simply take and install a new power unit on the UAZ, in some cases it makes sense to deal with the old one.
If you do the work yourself, it will cost you about 20,000 rubles for spare parts. In case of repairs at a service station, we add about the same amount for the work. But even with this approach, it is not that expensive, compared to some foreign cars, where internal combustion engine repairs cost hundreds of thousands.
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Review of faults and methods for repairing them
The morally outdated UMZ 417 engine does not bend the valve, but causes several other troubles:
| Oil consumption | maximum 0.6 l/1000 km |
| What kind of oil to pour into the engine by viscosity | 5W30, 5W40, 0W30, 0W40 |
| Which engine oil is best by manufacturer | Liqui Moly, LukOil, Rosneft |
| Oil for UMZ 417 composition | synthetic in winter, semi-synthetic in summer, mineral |
| Engine oil volume | 6 l |
| Operating temperature | 90° |
| ICE resource | stated 150,000 km |
| Adjustment of valves | adjusting screws |
| Cooling system | forced, antifreeze |
| Coolant volume | 10.7 l |
| water pump | with plastic impeller |
| Spark plugs for UMZ 417 | BCPR6ES from NGK or domestic AU17DVRM |
| Spark plug gap | 0.8 mm |
| Timing drive | gear wheel |
| Cylinder operating order | 1-3-4-2 |
| Air filter | Nitto, Knecht, Fram, WIX, Hengst |
| Oil filter | with check valve |
| Flywheel | universal for ADS oil seal, lever and petal clutch |
| Flywheel mounting bolts | M12x1.25 mm, length 26 mm |
| Valve stem seals | manufacturer Goetze, light intake |
| Compression | from 13 bar, difference in adjacent cylinders maximum 1 bar |
| XX speed | 750 – 800 min-1 |
| Tightening force of threaded connections | spark plug – 31 – 39 Nm |
| Water in cylinders | cylinder head gasket torn | gasket replacement |
| Oil leak | cylinder head tightening loose | tightening the nuts periodically |
| Oil loss, increased pressure in the crankcase | loss of tightness of the rear crankshaft seal | replacing the packing of a cord impregnated with graphite lubricant |
The rear crankshaft oil seal is generally a weak point, so after the 421 engine comes out, a rubber oil seal is used in this unit, rather than an impregnated rope cord. This modernization increases the service life, since replacement is carried out much less frequently.
Engine tuning options
Since the UMZ 417 carburetor engine has a heavy piston system, tuning is carried out according to the following scheme:
- boring of exhaust seats up to 39 mm and use of valves from 412 internal combustion engines;
- installation of a 51 mm exhaust pipe;
- Replacing the stock camshaft with a city camshaft to increase torque at low speeds.
An important feature of this power drive is that it is limited to 100 hp. With. potential, so even if you replace the carburetor with an injector, tuning will not bring the expected increase in power. Experts recommend a swap for the UMZ 417, that is, replacing the entire internal combustion engine.
Thus, the UMZ 417 motor was copied from the 402 power drive of the Zavolzhsky Motor Plant with minor changes. Even with existing shortcomings, the internal combustion engine serves regularly in UAZ all-wheel drive buses, trucks and SUVs, that is, in very difficult operating conditions.
The UMZ-417 engine is another step in the evolution of the GAZ-21 engine, replacing the UMZ-414 engine, from which it differs in an increased compression ratio from 6.7 to 7, a different camshaft, enlarged intake valves to 47 mm (was 44 mm), old exhaust valves 36 mm, a two-chamber carburetor and another air filter are installed. In later modifications, a crankshaft from UMZ-421 without packing was used.
By its type, the engine is a four-stroke unit with a carburetor forced fuel supply system. The cooling of the UMZ-417 engine is also organized traditionally for internal combustion engines and is a closed circuit filled with liquid, the circulation of which is ensured by a special pump. Engine oil is supplied to the unit components under pressure, with further splashing.
Specifications
90
| Production | UMP |
| Engine make | UMZ-417 |
| Years of manufacture | 1989-present |
| Cylinder block material | aluminum |
| Supply system | carburetor |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 2 |
| Piston stroke, mm | 92 |
| Cylinder diameter, mm | 92 |
| Compression ratio | 7 |
| Engine capacity, cc | 2445 |
| Engine power, hp/rpm | 92/4000 |
| Torque, Nm/rpm | 172/2200 |
| Fuel | 76 |
| Environmental standards | Euro 1 |
| Engine weight, kg | 166 |
| Fuel consumption, l/100 km - city - highway - mixed. | 14.5 8.4 10.6 |
| Oil consumption, g/1000 km | up to 100 |
| Engine oil | 5W-30 / 5W-40 / 10W-30 / 10W-40 / 15W-30 / 15W-40 / 20W-30 / 20W-40 |
| How much oil is in the engine | 5.8 |
| When replacing, pour, l | 5 |
| Oil change carried out, km | 10000 |
| Engine operating temperature, degrees. | |
| Engine life, thousand km - according to the plant - in practice | n.d.Modifications of UMZ-417
Maintenance and repair of the 417th engineIn order for the engine to work as expected, it is necessary to perform timely maintenance. Replacement of consumables and technical work is carried out within the following time frames:
|
Characteristics of the UMZ-417 engine
90
| Engine make | UMZ-417 |
| Years of manufacture | 1989-present |
| Cylinder block material | aluminum |
| Supply system | carburetor |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 2 |
| Piston stroke, mm | 92 |
| Cylinder diameter, mm | 92 |
| Compression ratio | 7 8.2* |
| Engine capacity, cc | 2445 |
| Engine power, hp/rpm | 92/4000 |
| Torque, Nm/rpm | 172/2200 |
| Fuel | 76 |
| Environmental standards | Euro 1 |
| Engine weight, kg | 166 |
| Fuel consumption, l/100 km - city - highway - mixed. | 14.5 8.4 10.6 |
| Oil consumption, g/1000 km | up to 100 |
| Engine oil | 5W-30 5W-40 10W-30 10W-40 15W-30 15W-40 20W-30 20W-40 |
| How much oil is in the engine | 5.8 |
| When replacing, pour, l | 5 |
| Oil change carried out, km | 10000 |
| Engine operating temperature, degrees. | |
| Engine life, thousand km - according to the plant - in practice | n.d. 150 |
| Tuning - potential - without loss of resource | n.d. n.d. |
| The engine was installed | UAZ Bukhanka UAZ 469 Bobik |
Malfunctions and repairs
The UMZ-417 engine is another step in the evolution of the GAZ-21 engine, replacing the UMZ-414 engine, from which it differs by an increased compression ratio from 6.7 to 7, a different camshaft, enlarged intake valves to 47mm (was 44mm), old exhaust valves of 36mm, a two-chamber carburetor installed , another air filter. In later modifications, a crankshaft from UMZ-421 without packing was used. Comparing our motor with the 402 engine from ZMZ, it becomes clear that these are absolutely identical motors and their differences are very cosmetic: on the first 417 blocks there are no stiffeners, the liners do not sit so rigidly, the flywheel is larger than on the 402, the principle of operation of the system cooling is turned upside down. The differences in power are caused by a different exhaust manifold and exhaust valves of smaller diameter (36mm, versus 39mm); in the latest version of the engine, 39mm valves are used. This is where the more or less important differences end.
Modifications of the UMZ 417 engine
1. UMZ 417.10
— main engine, compression ratio 7 under 76 gasoline.
Power 92 hp Compliance with environmental requirements Euro-1. Designed for UAZ vehicles. 2. UMZ 4175.10
- analogue of UMZ 417.10.
Compression ratio 8.2 for 92 gasoline. Power 98 hp Used on Gazelle cars. 3. UMZ 4178.10
- analogue of UMZ 417.10, manifold for a two-chamber carburetor.
Used on UAZ vehicles. 4. UMZ 4178.10-10
- analogue of UMZ 4178.10, cylinder head from UMZ-421 with enlarged exhaust valves up to 39 mm. An oil seal is used instead of a packing. Pump on the block. The motor is used in UAZ vehicles.
Malfunctions of UMZ 417 engines
In terms of problems and malfunctions, the motor is 100% similar to the ZMZ-402. Vibrations, jerking, overheating, knocking, valve adjustments every 10,000 km and many other delights have not gone away and can’t wait for you. To summarize, the UMZ-417 is the same museum piece as all the other relatives of the 21st Volga engine, including the 417’s successor - the UMZ-421; there is no place for such engines in the 21st century.
Tuning the UMZ 417 engine
There are not many options for increasing the power of the UMZ-417 carburetor engine, but something can be done. First you need to balance the CPG and the crankshaft with the flywheel, we install the head from the 421 engine, or on the standard one we increase the compression ratio to 8.2 for 92 gasoline, milling the cylinder head to a height of 95 mm. Camshaft OKB Engine or similar, for a riding motor you need a shaft with a wider phase (it makes no sense to take a shaft that is too wide because the ShPG is too heavy for high speeds), we need low end, so we install a narrow phase one. We sharpen the exhaust channels to 39mm and install valves from UMZ-421. We install the exhaust manifold from the 421 engine, an exhaust pipe with a diameter of 51mm. As a result of all the transformations, we get a little more than 100 hp. To increase output to 110 or more hp, you need to port the cylinder head, grind the combustion chambers, sharpen the channels, lighten the heavy tractor piston, crankshaft, balance, mill the head to a height of 94 mm for 95 gasoline. There is nowhere to increase it further, the turbocharging will not fit into injection without conversion, the conversion is prohibitively expensive and it is cheaper to install the injection UMZ-421 from the beginning. It is unsafe to turbocharge the UMZ-417 with wet liners; the motor is too flimsy and will not survive the pressure. For supercharging, at a minimum, you need a 421 engine with pressed liners. Old UAZ Bukhanka and 469 cars had a 417 engine installed. This motor has won popular recognition due to its simplicity of design and good technical characteristics. There are no big differences from the 402nd ZMZ motor.
Short description
The UMZ 417 engine was intended for installation in Soviet off-road vehicles of the Ulyanovsk Automobile Plant, such as the UAZ 469 and UAZ 452 “Loaf”. Peculiarities. The UMZ 417 engine replaced the UMZ 414. The engine acquired a new cylinder head similar to the cylinder head of the GAZ-24 (ZMZ-402) car. The compression ratio increased from 6.7 to 7.0. The changes also affected the gas distribution mechanism - a different camshaft and new intake valves were installed (the diameter of the cap was increased to 47 mm). A cylinder head with round windows for a manifold; on early engines, a manifold for a single-chamber carburetor. Two-chamber carburetor on engines with index 4178. Engine problems have long been known - poor quality of parts and assembly, problematic cooling system (the engine is prone to overheating), oil leaks from everywhere, even through the block. The service life of the UMZ-417 engine is about 150 thousand km. The engine has a number of modifications (see below).
Technical characteristics of the 417 engine for UAZ
Naturally, the designers of the Ulyanovsk Motor Plant did not completely plagiarize the ZMZ-402, but combined some design features of their colleagues’ product with their previous creation, the UMZ-414, adding new solutions.
ICE series 402 Zavolzhsky plant
What remains from the past are:
- lower camshaft of the gas distribution mechanism;
- in-line arrangement of 4 cylinders;
- aluminum block impregnated with resin;
- the crankshaft oil seal packing also remained in place;
- The intake system uses a dry paper filter element (inherited from UMZ-414).
But there were:
- custom cast iron camshaft;
- the diameter of the exhaust valves was increased (from 44 to 47 mm);
- the exhaust manifold, the head of which has round windows, is an original part, albeit for a two-chamber carburetor;
- new starter (the previous one simply didn’t fit);
- The compression ratio increased to 7.0, providing an increase in power to 92 l/s (the 414 series had 80 l/s).
By the way, parts of 414 and 417 engines are 90% interchangeable.
So, let's move on to the brief technical characteristics of the UMZ-417 engine:
- power system unit - carburetor;
- volume - 2.5 l;
- 4 cylinders;
- power - 92 l/s;
- fuel used - A-76;
- maximum oil consumption per 1 thousand km - 0.6 l;
- The engine life according to the passport is 150 thousand km, the real one is 250 thousand km;
- forced cooling system;
- motor weight - 166 kg;
- environmental class - Euro 0/1.
Cooling system UMZ-417
The development and assembly of the UMZ-417 was carried out specifically for use on various UAZ models, so for a long time this engine was installed in the following cars:
- SUV series 3151;
- “Tadpoles”, or UAZ-3303;
- modifications of “Loaf” with index 3741;
- 8 or 11-seater minibus UAZ-2206;
- 3962, or “nurses”;
- 39094 “Farmer”;
- armored vehicle based on UAZ-3741 - DISA-1912 “Zaslon”.
On the basis of the 417 engine, the injection UMZ-420 was created, but it was not this that went into serial production, but the more conservative UMZ-421.
Engine characteristics UMZ 417 UAZ 469, 452 Bukhanka
| Parameter | Meaning |
| Configuration | L |
| Number of cylinders | 4 |
| Volume, l | 2,445 |
| Cylinder diameter, mm | 92,0 |
| Piston stroke, mm | 92,0 |
| Compression ratio | 7,0 |
| Number of valves per cylinder | 2 (1-inlet; 1-outlet) |
| Gas distribution mechanism | OHV |
| Cylinder operating order | 1-2-4-3 |
| Rated engine power / at engine speed | 66.9 kW - (92 hp) / 4000 rpm |
| Maximum torque/at engine speed | 177 N•m / 2200-2500 rpm |
| Supply system | Carburetor K-151V(G) |
| Recommended minimum octane number of gasoline | 76 |
| Environmental standards | Euro 0 |
| Weight, kg | 166 |
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Engine UMZ-417
from the book by E.N. Orlova and E.R. Varchenko "UAZ Cars" maintenance and repair
Cooling system.
Cooling system
(Fig. 25) liquid, closed, with forced circulation.
Rice. 25 Engine cooling system diagram 1 - heater radiator 2 - heater valve 3 - cylinder head 4 - water distribution pipe holes 5 - gasket 6 - water distribution pipe 7 - thermostat 8 - outlet pipe 9 - filler neck 10 - blinds 11 - plug 12 - mark minimum 13 - tank 14 - cooling system pump 15 - impeller 16 - pulley 17 - fan 18 - radiator 19 - radiator drain valve 20 - inlet pipe 21 - cylinder block 22 - cylinder block drain valve
Low-freezing antifreeze A-40 is used as a coolant. At ambient temperatures below minus 40 C, antifreeze A-65 is used. Water may be used.
For normal engine operation, the coolant temperature must be maintained between 80 and 90 C. This is achieved using an automatically operating thermostat and shutters controlled by the driver.
To monitor the coolant temperature, there is an electrical indicator in the instrument panel, the sensor of which is screwed into the cavity of the water pump bracket. In addition, overheating of the coolant is indicated by a warning lamp with a red filter installed on the instrument panel and connected by an electrical wire to a sensor screwed into the upper radiator tank. The control lamp lights up when the coolant reaches a temperature of 92.98 C. When the control lamp lights up, it is necessary to open the radiator shutters.
Rice. 26 Engine cooling pump 1 - nut 2 - shaft 3 - pump housing 4 - lubricant outlet inspection hole 5 - grease fitting 6 - spacer sleeve 7 - sealing washer 8 - rubber seal 9 - spring 10 - impeller 11 - impeller fastening bolt 12 — control hole for fluid outlet 13 — bearings 14 — fan shaft hub 15 — belt 16 — pulley 17 — fan 18 — bolt
Pump
(Figure 26) The centrifugal type cooling system is driven by a V-belt from the crankshaft pulley. The pump cavity is sealed using a rubber cuff 8, which is tightly pressed by a spring 9 to the washer 7 and the pump shaft 2. Continued >>
Source
Design
Four-stroke four-cylinder gasoline carburetor with a contact ignition distributor, with an in-line arrangement of cylinders and pistons rotating one common crankshaft, with a lower camshaft. The engine has a closed-type liquid cooling system with forced circulation. Lubrication system - under pressure and splashing.
Aluminum cylinder block with cast iron liners. In the UMZ-417, the sleeves are seated through rubber rings, unlike the ZMZ-402, which is seated through copper gaskets. Unfortunately, rubber rings reduce the strength of the 417 engine block. The block does not have stiffeners. Only on later engines did 3-4 ribs appear. The UMZ-417 block has a mount for an oil filter from a VAZ-2101. If we continue to talk about the similarities and differences between the UMZ-417 and ZMZ-402 engines, then we can say that the crankshaft, camshaft, connecting rods, pistons, rings, pushers and rods are the same. The sleeves are different due to the difference in the landing method. The flywheel of the 417 is larger in diameter and heavier, and accordingly the bell is also larger in size. At ZMZ, the packing is placed in a groove in the block and crankshaft cover, while at UMP it is screwed and crimped with stamped steel plates, which ultimately has a bad effect on the tightness of the structure. In the UMZ 417, coolant is taken and supplied to the cylinder head, resulting in uneven cooling of the engine. The ZMZ 402 pump is more reliable than the 417, it has an oil seal, not fiber. But this only applies to the old-style pump! Now new pumps for the 417 motor use a seal. It is important to mention that the exhaust manifold on the UMZ 417 has a 4-1 design, which crushes the engine at medium and high speeds.
UMZ-417 engine: owner reviews
If we analyze the reviews of the owners of UAZ vehicles on which the 417th engine is installed, then in general they note the unique reliability of the unit. The motor can remain operational even after severe overheating. Its actual working life significantly exceeds that declared by the factory, while the engine is unpretentious and can operate quite normally on both bad gasoline and low-quality oil.
But there are also disadvantages:
- If in a ZMZ engine the water pump pumps antifreeze into the cylinder block and takes it out of the cylinder head, then in the UMZ both supply and take-off occur from the head, as a result the engine cools unevenly and often overheats.
- Since the exhaust manifold is made according to the 4-1 scheme, the engine, as they say, “does not pull” at medium and high speeds.
- Gasoline consumption is too high for the stated power.
- Oil leakage through leaky connections, and even through the block itself (poor casting quality of the housing, leading to the creation of large pores, leads to the formation of microchannels through which oil can get both outside and into the coolant).
- Lack of quality spare parts.
- The need to adjust thermal clearances in valves.
