Description of engine design (VAZ-2112)

The car is equipped with a four-stroke, four-cylinder, in-line, liquid-cooled petrol engine.

Note: On the 2112 engine (1.5i 16V) the cylinder head has removable spark plug guides, the exhaust manifold is without a catalytic converter; instead of four ignition coils, an ignition module is installed; the intake manifold consists of two separate elements - the receiver and the manifold (see below for more details).

The cylinder block is cast iron, with machined cylinders. The internal cavities of the block for the coolant are formed during its casting, and the oil supply channels are made by drilling. In the lower part of the block, five supports of the crankshaft main bearings are bored. The main bearing caps are machined together with their supports and are therefore not interchangeable. In order not to mix up the caps during installation, they are marked with the bearing serial number, starting from the crankshaft pulley. In the second main bearing cap, two threaded holes are made for the oil intake mounting bolts. Steel-aluminum liners are installed in the supports and caps of the main bearings. On both sides of the support of the third main bearing, nests are made for installing thrust half rings that prevent axial movement of the crankshaft. The front half ring is steel-aluminum (yellow on one side, steel-colored on the other), rear - metal-ceramic (yellow on both sides).

The pistons are cast from an aluminum alloy with steel rings poured into them. The bottom of each piston has grooves for the valve plates. Each piston has one oil scraper ring and two compression rings.

Fingers - floating type (fixed in the piston holes on both sides with spring retaining rings). Some 2111 engines can be equipped with a 21083 engine connecting rod and piston group, where the pins are fixed in the upper heads of the connecting rods using the "hot fit" method.

Connecting rods - steel, forged, with removable caps. The connecting rod caps are not interchangeable and are installed on the connecting rods in only one position. The connecting rods and their caps are marked with the cylinder number.


The oil pan is attached to the cylinder block from below through a gasket.

The engine lubrication system is combined - under pressure and splash. The oil pump is a gear type with internal engagement and a drive from the front end of the crankshaft. Through the oil intake, the pump takes oil from the oil pan and pumps it under pressure into the channels of the engine lubrication system. To monitor the oil level in the pan, a dipstick and an electric oil level sensor are installed. The oil filter is full-flow, with a paper filter element and a check valve that prevents oil from leaking from the lubrication system channels into the oil pan after the engine is stopped.



The crankshaft body has drilled channels. When the engine is running, oil under pressure from the block, through holes and grooves in the main bearing shells and holes in the main journals, enters the crankshaft channels and through them goes to the connecting rod journals, lubricating them. The technological holes of the channels are closed with stamped steel plugs.

The flywheel is bolted to the crankshaft flange. The crankshaft is balanced together with the flywheel. To connect them in the required position, there is a mounting mark on the flywheel in the form of a drill, which should be opposite the connecting rod journal of the fourth cylinder.

On the left side of the block (when viewed from the crankshaft pulley side) a cavity for installing a coolant pump and a lug for installing an oil filter are made.

An aluminum head is installed on top of the cylinder block through a special gasket. It contains the gas distribution mechanism, closed from above by a cover with an oil filler neck. On some cars, a camshaft position sensor is installed in the plug of the cylinder head, and a pin is installed on the rear end of the shaft, designed to determine the position of the shaft by the sensor.

The timing mechanism and coolant pump are driven by a toothed belt from a toothed pulley mounted on the engine crankshaft. The belt tension and direction of its movement along the pulleys are provided by a tension roller. The generator is driven by a poly V-belt from the engine crankshaft pulley.

Features of the 2112 engine (1.5i 16V)

The engine is a 16-valve, 1.5-liter engine developed on the basis of the 2111 engine.

The cylinder block of the 2112 engine is the same as the 2111 engine, the cylinder head is original with two camshafts. It consists of the cylinder head itself, the bearing housing, four spark plug guide pipes and a cover.

To control the tension and condition of the belt, a window is made in its front cover, closed with a removable plug.

Warning! A timing belt break causes the piston to hit the valves. Therefore, it is necessary to regularly check the condition of the belt and replace it in a timely manner

The intake manifold and receiver are made of aluminum alloy and are connected to each other using rubber couplings. The ignition module is installed on the cylinder head cover. The exhaust manifold is cast iron, its connection with the cylinder head is sealed with a two-layer metal gasket.

Features of the 21124 engine (1.6i 16V)

The engine is 16-valve, 1.6 liters in volume, developed on the basis of the 2112 engine.

The 21124 engine has a 2.3 mm taller cylinder block and an original crankshaft. The piston crowns have deeper grooves, which slightly reduces the compression ratio but eliminates the possibility of the piston hitting the valves. The cylinder head has been modernized: the spark plug guide pipes are made directly in the cylinder head. The receiver and intake manifold are non-detachable, made of plastic as a single block. The exhaust manifold is steel, combined with a catalytic converter. Its connection with the head is sealed with a two-layer metal gasket. The ignition module has been replaced with four ignition coils installed in the spark plug wells. The front timing belt cover has no inspection window and is divided into two parts.

Features of the 2111 engine (1.5i 8V)

The engine is 8-valve, 1.5 liters in volume, with an overhead camshaft.

The cylinder head houses the camshaft, eight valves with guide bushings and seats, and eight valve tappets with adjusting washers. Two camshaft bearing housings are bolted to the upper plane of the cylinder head. The engine receiver is made of aluminum, and the exhaust manifold is made of cast iron.

Features of the 21114 engine (1.6i 8V)

The 21114 engine with a working volume of 1.6 liters, 8-valve, is based on the 2111 engine. It has a cylinder block increased in height by 2.3 mm and an original crankshaft. The cylinder diameter remains the same - 82 mm, the piston stroke is increased to 75.6 mm, as opposed to 71 mm in the base engine. Oil nozzles are installed in the main bearing supports. Oil from the nozzles is supplied to the inner surfaces of the pistons for their cooling. Some of the oil gets on the upper heads of the connecting rods and through the conical holes made in them gets to the piston pins, lubricating them.

The 21114 engine receiver is made of plastic. The engine is equipped with original fuel rail without pressure regulator and injectors, different from those used on the 2111 engine. The exhaust manifold is steel, combined with a catalytic converter. Its connection with the cylinder head is sealed with a four-layer metal gasket.

(The information is published on the website: VazBook)