Carburetor Daaz 4178 High Fuel Consumption • Starting device

Carburetor 4178 (DAAZ) is an integral part of many cars. The UAZ is no exception, which is equipped with equipment from the Dimitrovgrad Automobile Plant. Such a complex unit operates in a wide variety of modes, and therefore constantly needs adjustment and configuration. Using the UAZ as an example, let's look at how the DAAZ 4178 carburetor is adjusted and configured, as well as the technical characteristics, what it consists of and how it works.

Design and adjustment of the DAAZ 4178 1107010 carburetor for UAZ

The DAAZ-4178-1107010 carburetor of the Dimitrovgrad Automobile Unit Plant is designed for UAZ-4718 car engines. An improvement in the dynamic characteristics of the car and a reduction in fuel consumption to 11 liters per 100 km are declared.

Installs without complex modifications. Requires a thick heat-insulating gasket from a 126 carburetor. Connection diagram. — It is necessary to use non-normally open, normally closed contacts for the relay (i.e. those that open when voltage is applied to the relay). [Dive] The correct circuit and the principle of its operation are described below

Setting goals

Of course, fuel consumption can depend on many things: even on the pressure in the wheels, high-quality or counterfeit oil poured into the engine compartment, and the serviceability of the engine itself. But the carburetor still has the most important impact on the data.

First of all, it (as well as its correct adjustment) will largely determine how voracious the machine’s appetite will be. And if you set yourself the task of reducing gasoline consumption, then changing the carburetor to a more advanced model will help you achieve it.

#1 serdgl

Arguments for some, but still savings, more efficient engine braking, a properly connected EPH system eliminates the effect of glow ignition and shots into the muffler. Using the quality screw, you find the maximum engine speed, and then using the quantity screw you need to return the position at which the speed will again become 850-950.

Replacement of nodes takes place in this order:

1. Removing the air filter.
2. Dismantling the standard K-151V carburetor.
3. Replacing the carburetor mounting studs with shorter ones.
4. Dismantling the EPHH valve.
5. Installation of an additional switching relay.
6. Installation of gaskets and carburetor DAAZ-4178.
7. Connecting the fittings of the ignition distributor and DAAZ-4178 using a hose.
8. Installation check.

The DAAZ-4178 carburetor on the UAZ requires the use of an additional switching relay, which uses normally closed contacts. To simplify the circuit, +12 V voltage can be supplied to the EPH valve directly from the ignition switch.

#4 serdgl Starter

First of all, it should be understood that, unlike an injection engine, which is controlled electronically, a carburetor engine is controlled by the driver. To adjust the mixture composition in different operating modes, a throttle valve control drive is provided, which is connected to an additional fuel supply system during driving.

Compatibility

But what about such an important indicator as compatibility, you ask? Almost all carburetors (two-chamber), both domestic and many foreign, can be interchangeable and coincide in many of their parameters and connection sizes. DAAZ-2107) can also function successfully on the Volga

), and gas (
K-151
and
156
), and azlkash. There will, of course, be a difference in performance, and the diameter of the jets will need to be adjusted. So, the VAZ unit has a smaller diffuser.

Carburetor adjustment 4178-1107010-30 • Installation of used carburetors

1. Warm up the engine. We completely unscrew the quality screw and then tighten it 2.5-3.5 turns.
2. Using the quantity screw, we bring the engine speed to 850-950.
3. The quality screw sets the maximum engine speed.
4. Use the quantity screw to return 850-950 rpm.
5. We repeat this process until, after turning the quality screw, the engine speed does not increase.
6. We stop tightening the quality screw at the moment when the engine speed begins to drop. It is at this mark that it needs to be installed.
7. It happens that when you sharply press and release the accelerator pedal, the engine does not normally transition from high speeds to idle. In this case, you need to unscrew the quality screw little by little.

The process of adjusting and tuning the DAAZ-4178 carburetor on the UAZ 469 • This model is chosen by many car enthusiasts.

Principle of operation

1. Float chamber - its structure is similar to the structure of a toilet tank. Fuel flows through the needle valve into the chamber until the float rises and shuts off the fuel supply. When the level decreases, the float lowers and gasoline flows back into the float chamber. Thus, a constant fuel level is maintained.
2. A mixing chamber with a diffuser - gasoline enters it through a sprayer, where it is mixed with air. The diffuser adds acceleration and turbulence to the air, resulting in a better mixture. The nozzle included in the sprayer is a plug with a calibrated hole and is designed for dosed supply of gasoline.
3. The throttle valve is needed to regulate the amount of fuel-air mixture entering the engine cylinders. The driver, pressing the gas pedal, opens the damper, and the harder he presses, the greater the angle of the damper and the more mixture enters the cylinder.

Carburetor design

These units are designed to prepare a high-quality combustible mixture. The unit then supplies it to the combustion chambers. The fuel mixture ratio is directly proportional to the amount of air that passes through the device.

The 4178 line is a two-chamber emulsion system. In general, the entire line, including the DAAZ-4178-1107010-30 carburetor, has the same device. These carburetors incorporate all the efficient and proven technologies. Here we can note the presence of a more balanced float chamber, a system of sequential opening of dampers and other technologies.

The device is assembled from standard components and assemblies and is practically no different from other designs. The carburetor consists of a main metering tank, an idle system, transition systems, a pump, an econostat and an EPH.

Economizer (EPHH)

To save fuel, EPHH is used, which in Solex carburetors acts as a solenoid valve. A special feature of the device is that when the speed drops below 1000 rpm, it starts working and prevents the engine from stopping, reducing the emission of toxic substances into the atmosphere. The economizer turns on the idle jet after the ignition is turned on. When removed from the power supply, the valve remains closed constantly. The valve is always open regardless of the engine operating characteristics. When working on the transition system, the fuel goes into the throttle space, and at this moment the XX jet closes.

EPHH - economizer

The DAAZ 4178 carburetor is a two-chamber carburetor with a balanced float chamber and has an air bleed system to adjust the operation of the octane corrector, which allows the use of gasoline with different octane numbers. Such technical characteristics are progressive.

Very often, a carburetor may come out under the name “Solex”, which is French. Russian designers bought a license to produce these carburetors when front-wheel drive VAZ cars began to appear on the assembly line. The Solex design is one of the most reliable and allows you to save a large amount of fuel.

Solex carburetors were used on cars:

GAS

Lada

UAZ

Characteristics of DAAZ-4178

EPHH ensures that the fuel supply through the idle system is turned off in forced idle mode during engine braking, when the throttle valves are closed and after stopping the engine with the ignition off. By the way, my carb was installed temporarily on Volzhana with 402, the owner himself yelled, the traction was super and they installed it for testing on 417 in the UAZ, the owner also liked the traction.

Some features

Since probably only a few people dream of racing cars like the Volga, it would be advisable and practical to think about installing a Zhiguli carburetor on the 402 engine. In the old days, some happy owners of old Volgas, which absolutely shamelessly consumed gasoline that had become more expensive in the post-Soviet space, installed eight Zhiguli carburetors, and were very pleased with the results obtained. This was done exclusively for economic purposes, although some problems arose during installation (for example, with the length of the studs or the choke).

On Solex ( DAAZ-21083

) the holes are slightly offset (by a millimeter inward).
For final finishing, you also need to make a jet correction. Solexes already modified specifically for the Volga also appeared in the offer (labeling DAAZ-3110
). This greatly simplifies the task of a car driver planning to carry out reconstruction. You only need to choose the unit (the kit also includes an adapter for old air filters), and the rest is a matter of technique. To install a new one in place of the old one, you will need to spend very little time and physical effort.

OZONE and SOLEX units • Carburetor installation

This sector can be replaced with another one available for sale, its shape is slightly different and allows you to increase the power of the spray jet, which is so necessary for UAZ 31514 engines of large displacement. 0 2.4 Fuel level mm 22-24 Name Unit of measurement 1 chamber 2 chamber Diameter of the mixing chamber mm 28 36 Diameter of the large diffuser mm 24 26 Small diffuser-atomizer Marking 4 4 Idle fuel jet Marking 41 3 Transition system fuel jet Marking 60 Main fuel nozzle Marking 115 122.5 Emulsion tube Marking A 125 ZC 125 Accelerator pump nozzle Marking 45 35 Needle valve Marking 2.1 Throttle starting gap mm 1.3-1.4 Choke starting gap mm 6.4-6.8 Level fuel.

Carburetor adjustment 4178-1107010 • Carburetor design

Setting up the carburetor of a 4-stroke scooter • Selection of jets on the Solex 21083 carburetor.

Some features

Since probably only a few people dream of racing cars like the Volga, it would be advisable and practical to think about installing a Zhiguli carburetor on the 402 engine. In the old days, some happy owners of old Volgas, which absolutely shamelessly consumed gasoline that had become more expensive in the post-Soviet space, installed eight Zhiguli carburetors, and were very pleased with the results obtained. This was done exclusively for economic purposes, although some problems arose during installation (for example, with the length of the studs or the choke).

On Solex ( DAAZ-21083

) the holes are slightly offset (by a millimeter inward).
For final finishing, you also need to make a jet correction. Solexes already modified specifically for the Volga also appeared in the offer (labeling DAAZ-3110
). This greatly simplifies the task of a car driver planning to carry out reconstruction. You only need to choose the unit (the kit also includes an adapter for old air filters), and the rest is a matter of technique. To install a new one in place of the old one, you will need to spend very little time and physical effort.

OZONE and SOLEX units

The installation of an OZONE carburetor or its predecessor WEBER differs in that the mounting holes of the unit, which have a diameter of 8 mm, do not coincide with the studs on the intake manifold. Therefore, the mounting holes must be carefully drilled to a diameter of 10 mm without disassembling the carburetor. It is also recommended to replace the accelerator pump nozzle on the DAAZ 2107 marked 40 with a nozzle marked 50, and remove the spring from the vacuum drive for opening the secondary chamber. These measures will improve the dynamic properties of the car after installing unit 2107.

The Solex 21073 or 2108 carburetor must be installed on the intake manifold through a thick heat-insulating spacer with holes with a diameter of 10 mm for the studs. This need is caused by the design features of the DAAZ carburetor, namely: the lower platform of the unit (sole) has a small thickness and, under the influence of high temperature, deforms over time.

The UAZ 31512 intake manifold itself will need to be modified (rounded) with a file or cutter, since part of it slightly overlaps the opening of the primary chamber. To increase the dynamics of the car, the following changes can be made to the Solex carburetor:

1. Instead of the standard accelerator pump sprayer with one spout on the DAAZ 21073, you can use a sprayer with two spouts from 2108, after bending the longer tube of the secondary chamber so that the spout is directed into the primary chamber. In this case, both jets from the nozzles should fall directly into the opening of the large diffuser, without touching its walls and the axis of the throttle valve and without intersecting.
2. The DAAZ 2108 carburetor already has a spray nozzle with two spouts; you only need to perform an operation with a bend in the secondary chamber tube.
3. On the axis of the throttle valve of the primary chamber there is a sector that presses the lever of the accelerator pump when the valve is opened and has a certain configuration that determines the intensity of the fuel stream and its duration when the accelerator pedal is sharply pressed. This sector can be replaced with another (commercially available), its shape is slightly different and allows you to increase the power of the spray jet, which is so necessary for UAZ 31514 engines of large displacement.

Setting goals

Of course, fuel consumption can depend on many things: even on the pressure in the wheels, high-quality or counterfeit oil poured into the engine compartment, and the serviceability of the engine itself. But the carburetor still has the most important impact on the data.

First of all, it (as well as its correct adjustment) will largely determine how voracious the machine’s appetite will be. And if you set yourself the task of reducing gasoline consumption, then changing the carburetor to a more advanced model will help you achieve it.

Option 1. • Installation of used carburetors

1. DAAZ 2101/02/03 WEBER. It is impossible not to mention this predecessor of OZON carburetors, which works wonderfully with UMZ engines with a displacement of 2.4 liters installed on the UAZ 31512. WEBER is not as economical as its newer Dimitrovgrad counterparts, but in terms of traction characteristics it produces excellent results. Fuel consumption is slightly lower compared to K 131 or K 126. The disadvantage of the unit is that it is difficult to find in working condition. Typically, you need to find two or three old Webers to assemble one working one.
2. DAAZ 2107 OZONE. A very suitable option for those who do not care about overclocking dynamics. Fuel consumption on the UAZ 31512 model after installing the 2107 carburetor is noticeably reduced. We deliberately ignore the second modification of OZONE - DAAZ 2105, which is designed for a much smaller engine displacement.
3. DAAZ 2140 OZONE is an analogue of 2107 with a different set of jets and a less successful idle system. Suitable for installation if you already have it in stock, but if not, it’s better to purchase 2107.
4. DAAZ 2108 SOLEX, DAAZ 21073 SOLEX. The first is designed for VAZ cars of the eighth and ninth families, the second is installed on the VAZ 21213 Niva. Solex carburetors are complex and high-tech products; their installation on the UAZ 31512 is completely justified, as it gives good results. Preference should be given to modification 21073, which has larger diffuser sizes. Both modifications are equipped with EPHH with electronics, so when installed on older machines, some modification will be required to connect it. In other cases, the electronic system is simply discarded, but this affects the efficiency of the car.
5. DAAZ 4178 SOLEX. Among the carburetors of the Dimitrovgrad plant, it is the most adapted for UAZ cars; it is perfect for both the UAZ 31512 and UAZ 3303 models. It can also be installed on older cars (before 1985). Reliable, economical, easy to install, and has the largest number of positive reviews from admirers of the brand.

Conclusion

We talked about how to set up a DAAZ-4178 carburetor on a UAZ. As you can see from the description, there is nothing complicated. Conduct setup and maintenance of the unit in a timely manner and the “good old” DAAZ-4178 will never let you down.

Perhaps you have experience installing and adjusting a carburetor on an UAZ? Share your knowledge with our readers in the comments. Any information would be very helpful.

Driver's tool set

Moreover, the “freezing” glitch began to progress in it. It manifested itself like this: in 3rd or 4th gear we sharply press the gas, the car “thinks” for a while and stalls wildly, and only then begins to accelerate. Adjusting the accelerator pump tongue and adjusting its drain needle softened but did not eliminate this defect. And one fine autumn day I decided to file for divorce from him. Because this couldn’t go on any longer, my patience ran out. But somehow it’s impossible to drive without a carburetor at all, so I had to look for a new one. NOT K-151V!! Combing the Internet and stores showed 3 real ways to develop this topic. These are K-126GU, DAAZ-4178 and Solex, adapted for GAZ-3302. The first carb is simple and reliable. Reviews about it are only positive. It is quite expensive, about 1700-1900 rubles. (hereinafter the prices are 2006), but, as I understand it, this money is justified. But, honestly, I didn’t want to get involved again with the products of Lenkar (now Pekar). Secondly, I don’t really like museum exhibits in real life. Agree - K-126 is already outdated. Yes, this piece of hardware with holes works, works, and works again. And yet I didn’t want him. That's why I put K-126 in last third place. If nothing else worked out, I would return to him. Second on my list was DAAZ-4178. The thing is rarer than the 126th. It is a modified carb from OKI, only with GTZh and GVZh greater throughput and the carb itself is adapted for UAZ. Several nuances immediately catch your eye: the float chamber needle is located in the carb cover, above the float. DAAZ also does not have a quantity screw. Its function is performed by the stop screw of the throttle valve of the first chamber. The diffuser of the first chamber itself is much smaller than that of the K-151V, but the diffuser of the second chamber, on the contrary, is larger in diameter than that of the K-151V. Two accelerator pump nozzles - in the first and second chambers. Why the second one is needed is not clear to me. Everyone usually turns it off. He still “pees” into the closed valve. The DAAZ-4178 costs about 1,700 rubles, which is quite affordable. There are few reviews, but they are positive. There are several disadvantages, such as complexity, few spare parts and in off-road problems with the locking needle, because the carb is sensitive to the position of the car. With strong rolls, the needle opens spontaneously. Well, the third was Solex. He was actively promoted on UAZBuk by a certain “Pavlik”. It was so advertised that I already mentally bought it. Simple, easy to find, rational design. Solex was purchased from the French when front-wheel drive VAZs were being prepared for production. The only negative is that the Solex needs to be adjusted to the UAZ. The version for M-2141 or VAZ-21213 is most suitable for this. But, in principle, you can use any. All cases are the same. In addition to adjusting the body (we go through the original holes with a 10 drill), it was necessary to select the jets. There are approximate sizes of new ones on the internet. But I didn't want to deal with fitting a new carb. I played enough with the K-151B until it was brutal. Therefore, I purposefully looked for a rare type - a Solex on a Gazelle. It is already selected specifically for 402 (or 410?) engines. And I found it! But when I saw the price, I realized that the Solex was not for me. 3000 rub. for bare carb. Cool! Alas, I don’t want to pay that kind of money for a Solex. That's why I bought it. DAAZ-4178. ABOUT! I can already hear 54mm adjustable wrenches, shovels and everything that was heavy at hand flying at me. But I’ll repeat once again - well, I DON’T WANT the classics of the K-126GU genre. Well, I don’t like him and that’s all! Why should we only go the traditional route? I decided to try something new. There were no problems installing the DAAZ. Everything is easy and not forced. I liked it even in the store - there are no burrs (anywhere!), very soft and jam-free operation of both throttle valves (my K-151V opened the second chamber with a creak and nothing helped). Well-thought-out suction mechanism. In general, it’s just a fairy tale. There are no words. True, after installation, I had to move the return spring higher on the gas pedal. The 4178 has a very soft native spring on the primary chamber damper, the pedal simply becomes weightless! The carb required almost no adjustments. I adjusted the XX a little and drove off. Everything else was normal. All screws and jets were tight and the fuel level was perfect. Let's go! Super! But I only drove about 10 km. There was no need for more. How I had a blast while driving! No failures at all! A little throttle and we took off. The engine has become very flexible. Noticeable pickup at all speeds. As a result, I sit and have fun!! Yes, ATE-2 with a more powerful spark also played a role here. But carb is good too! The only negative that I identified is that engine braking has become worse. With the gas released, the car rolls much further. It's good in summer, but in winter it will be a problem. You will have to press the brake more often. I think the smaller diffuser is the main culprit behind these changes. In it, the flow rate is higher, and there is a better displacement of gasoline vapors with air. As a result, the mixture is more even in composition. Which burns better. Like this! DAAZ-4178 is a good carb. I will test it further. 10km is not a long time. These were just first impressions.

Part 2 Well, I’ve already driven about 300 km on asphalt with a DAAZ carb. During this time, I have accumulated something, which I am sharing. As I already wrote, the first serious trouble that happened after installing the DAAZ was the formation of a large amount of carbon deposits on the spark plugs. When this began to appear (the carb had factory characteristics), I obviously tightened the quality screw, thinking that I was thereby leaning the mixture. I thought wrong! After my intervention, driving became completely impossible. The threads and the central electrode began to become covered with loose black soot. Okay, I figured out the quality screw - I released it, and the mixture returned to normal. To check, I screwed in one clean spark plug, started it and let it run for XX 40 minutes. Then I turned the candle out - it was clean, with a little light brown residue. This is fine. I wrapped up the cleaned old one and decided to do a short test drive. And then it began! The old song is that you press the gas sharply and the engine tries to stall. As it was on K-151, one to one! Then I enriched the mixture again - the glitch disappeared. But the candles began to work intermittently again. It's a vicious circle. In cases of failure when the throttles are opened sharply, the accelerator pump is to blame. On the K-151, the UN drive is initially unviable due to backlash, but in the DAAZ there is no such “bugs”. All parts of the UN are firmly planted there. I remove the carb cover, begin to open the valves, pulling the drive with my hand, while looking at the UN stream. The spray jet looking into chamber 2 is normal: thin, hits the center of the throttle valve, and does not touch the walls of the diffuser. But the stream from the sprayer of the 1st chamber was difficult to call a stream. When the first damper was sharply opened at stroke 13, a large drop of gasoline appeared at the tip of the nozzle. She, hanging a little on the spray tube, reluctantly fell down onto the damper. Hmmm, with such “pressure” the failures are obvious. In order to increase the pressure in the 1st chamber, I decided to turn off the sprayer of the 2nd chamber. Still, the shutter of the 2nd chamber is closed. By clogging the nozzle hole with pliers, I thereby slightly increased the pressure into the 1st chamber. I start it, accelerate it - no positive effect from my actions. BUT! Now the failure began to be observed when opening the 2nd chamber. And a sharp failure. In general, a sprayer in the second chamber of the DAAZ carburetor is simply a MUST! It complements the system of transition from 1st camera to both. I'm going to the store, or rather, trudge. Because I sharply press the gas, the car stalls. I am buying a DAAZ repair kit for OKI. I take the new atomizer out of the box, disassemble my carb right in the parking lot, and remove the original one. What I see is that on the original atomizer, the spout looking into the first chamber (which created the problems) ends with a hole with a diameter of about 0.7 mm. And while the spout of the purchased sprayer ends with a calibrated hole, into which even the tip of the needle does not fit. I install a new sprayer and sharply open the shutter of the 1st chamber by a third. As soon as I began to open the damper slightly, an even thin stream appeared from the sprayer, directed towards the center of the damper. I collect it and start it. I accelerate - and, lo and behold, NO FAILURES! Everything fell into place. Everything works as expected. Now I sit and think what it was. Manufacturing defects? More likely. The sprayer was initially defective and did not work. The second defective thing in my DAAZ was the EPHH valve. It initially did not work, there is tension, there is no tension - its needle remained motionless. This defect was not terrible, since the needle “stuck” in the “open” position and did not interfere with work. To begin with, I simply cut it off with side cutters, just in case. But then I got the idea to use this valve for its intended purpose, that is, to turn off the engine. To do this, I purchased a valve (she and Oka have the same valve) and powered it to the 3Z. More precisely, to the standard fuse, which is de-energized after the ignition is turned off. I start it up, remove the wire from the valve, and the engine stalls! The system works, the valve closes the XX fuel jet. Now when I turn off the ignition the engine immediately stops running. Previously, the engine could wobble for another 15 seconds after turning the key. Especially hot, the mixture spontaneously ignited from the hot electrode of the spark plug, such as glow ignition. And now this defect is gone!! Everything is clear - I turned the key, the engine stalled. And it doesn’t matter what the temperature is in the cylinders. I carry the old valve with me in case the new one suddenly fails. Well, my last intervention in the carb was a new shut-off needle for the float chamber. On UAZbuk they wrote that there are no UNIKAR locking needles on DAAZ type “OKA” (DAAZ-4178, DAAZ-1111). However, while looking at a store display dedicated to Oka, I came across a UNIKAR needle for DAAZ. Costs 35 rubles. Of course, I bought it. I came home and went to the UNICAR website to make sure that such a needle exists in nature. And indeed there is! I installed it and the fuel level is normal. Works fine. I didn’t have any questions about the standard needle, I just wanted to check the UNIKAR product. Like a super-duper correct new cone that provides a reliable seal, with this needle there is no need to adjust the fuel level during operation (this is definitely nonsense!), the technology is patented, etc. UNIKAR needles are available for all types of Russian carbs, incl. and for the 126th. In conclusion, I am very pleased with the DAAZ, apart from the 2 factory flaws listed above, there were no more problems. I’m still in awe of the new agility of my UAZ.