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لادا LADA لادا الروسية LADA احدى شركات اوتوفاز AvtoVAZ الروسية بدات فى السبعينيات بتجميع سيارات فيات 124 واستمرت فى تقديمها بشكل اقتصادى لعشرات السنين تمشيا مع الفكر الشيوعى الروسى الا انها الان تسعى للمنافسة والتجديد بعد شراكتها مع مجموعة رينو - نيسان


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  #1  
قديم 08-12-2010, 02:09 PM
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منقول LADA BY ROTARY ENGINE !!!




In the late '70s and early '80s AvtoVaz produced a 115/140hp Wankel rotary engine that is very similar in format to the Mazda rotary. It was fitted to various VAZ and GAZ cars, but not the Niva




AUTOVAZ (Lada) rotary powered cars from Russia/USSR



LADA logo (actually the Vaz parent company logo)
Several years ago there was a short article eluding to the existence of Wankel Rotaries made by Lada published in Fast Fours and Rotaries magazine. Since reading this article I found additional information on the Internet and have sourced a few pictures and tables of various engines produced. See below.
AutoVaz (or often reduced to just Vaz) is the parent company of Lada, kind of like GM with Chevrolet or Opel.
The first rotary car was made in 1978 - a single rotor powered Lada sedan based on a licensed Fiat design.
I understand that at least 8 different models of Lada sedan have been converted to rotary power and around 20 different variants of engine produced of 1, 2, 3 and reportedly 4 rotors.
I speculate that some of the engines are surprisingly similar to the Mazda 13B family; with some of the 2 rotors engines being 1308cc and the same rotor housing width as the 13B. Perhaps AutoVaz used Mazda parts as a template for their own early experiments? (Note, this is only speculation. I have not seen nor heard anything that would confirm this).
Fast Fours and Rotaries article

Note - This article appeared in Fast Fours and Rotaries magazine, sent to me by the author; see acknowledgements. I believe that it is based on a letter sent to the magazine from a reader in the USSR. Text is unedited by me (Unless noted).
Russian Rotaries
Quick, think of all the car manufacturers in the world that have produced rotary engined cars, bet most of you thought of Mazda. Many of you would have thought of NSU/Audi, and the odd really keen enthusiast may be aware of the Comotor/Citroen unit but almost no one would have thought of Lada.
During the summer of 1980 the Volga auto works of Tagliatti (called Auto-Vaz) sold about 250 rotary equipped Lada cars to customers under the imaginative Vaz-21018 designation. In this case a single rotor Vaz 311 rotary engine was installed in a basic Vaz-21011 body.
The power plants geometrical data will look surprisingly familiar to Mazda enthusiasts:
Engine type Vaz 311 (Single rotor)
RE = 102 mm (Craig comment - rotor eccentricity/trochoid dimension.)
ECC= 15 mm (Craig comment - Eccentric shaft/Rotor journal offset from centreline)
Rotor width = 80 mm
70 bhp @6000 rpm
95 Nm @3500-4000 rpm
Comp = 9.5:1
The compression is very high by Eastern bloc early 80s standards considering the 'high octane' Russian petrol was only rated for 93 RON.
The vehicles electric’s were considered sensational for the time. A black box which analysed inputs from the load, speed & rotor position transducers triggers a thyristor (Craig comment - electronic ignition), which fired the ignition coils. The spark plug design featured twin side electrodes.
A most unusual feature of this car was it’s cold starting device, an anti-freeze injection system. This part of the world can be very cold & when trying to start the thing at minus 25 Celsius some of the liquid anti-freeze needed to be squirted in, hoping to stop the plug electrodes from icing. A manual which came with the car suggested that this be tried only twice; three times and you flood the system with anti-freeze.
A standard down draught carburettor was used but with altered jet sizes and a two stage air cleaner was employed as well. The apex seals got their share of oil through a lubricator, and the oil level in the sump was maintained automatically.
A belt driven fan was upgraded to an electric type for latter versions.
I personally had no experience in performing a 'low temperature start'. In warm weather the rotary fired instantly & after warming it a bit, settled to steady idle of about 950 rpm. This particular car was fitted with a tacho by the owner (a racing driver) as none of these 21018 model cars received one at the factory (big mistake) .
Performance of the rotary seemed as good, or perhaps better than any 1.3 lt. Lada, but keeping the revs up was a must and a tacho becomes invaluable for better driving. What I instantly noticed, was the almost insignificant engine braking available from this tiny power plant, so the brake pedal got an extra work out as a result. The revs matched the accelerator pedal inherently. No where near the inertia of a piston engine, you lift the accelerator and the revs disappeared instantly.
Required driving style changes apart, it was a pleasant experience, but according to the little statistics that became available, many rotaries didn’t last to the first 10000 km filter change. Maximum engine life up to 20000 km was seemingly as per normal. In many cases the rotary was thrown out and replaced with a conventional four cylinder 1.3 Lada/Fiat motor.
End of and era, you suppose? With model 311, yes, but not with Autovaz’s aspiration within the Wankel league. Then came a long flirt with 2 rotor models. In 1982 some where seen installed in rally cars and those were as fast as 1.6 Ladas. Fed through 2 twin throat Webers DCOE’s meant at least 150 bhp was available from those developed for racing. A long silence followed, but suddenly in 1988, several engines were put on display at an exhibition in Moscow. A twin rotor Vaz 411-01 which had an equivalent capacity of 2300 cc & the same 120 bhp on tap. The model Vaz 413 with fractionally larger dimensions was rated 20 hp higher. No torque figures were given but both had 9.4:1 compression and weighed in at 130-140 kg per engine.
Some 411 engines were seen in Ladas, indexed as Vaz 21019. The more powerful models became available for Latvian made RAF buses & Ambulances. The KGB got some Volga sedans fitted with the larger rotary as power was about 1.5 times the standard 2.5 lt engine. Also, a 3 rotor Vaz 513 was released (equivalent to 3900 cc) and rated at 280 hp for it’s 200 kg engine weight. Max power of all said engines was quoted between 5500-6000 rpm.
So who in the USSR needed that sort of power? Good question. The answer is people in uniforms, 280 hp from a 3 rotor and at least 350 from a 4 rotor engine (which did exist as well) in a light weight package was a real day time dream for designers of lightly armoured fighting vehicles. We can say that perhaps Vaz 21018, 21019 were spin offs of some military program. There was never an intention to let Mr & Mrs average Russian behind the wheel of a rotary engined car. The few hundred produced were just a lucky break.

The Lada/Vaz range of cars

The AutoVaz company is parent to many divisions, including Lada, UAZ, ZIL, GAZ, and Volga.
There is a research centre called the GENDR (Short for the full Russian name). A subdivision of GENDR is the SKBRPD (Rotary Research Division) - This name comes from SKB = Special Design Agency, RPD = Rotary Piston Engine. The Russians usually refer to rotaries as "RPDs".
They seem to make about 100 rotary engined cars per year.
Picture of CarInformation about the car

(300x185)
The VAZ-21108 Car (first made in 1978) was powered by a single rotor VAZ-311 engine.
The VAZ-21109 Car was a minor update to this body shape but powered by a two rotor VAZ-411 engine.
This car was licensed from Fiat (Fiat 124 sedan)

The base model 4 cylinder engine was the VAZ-21101 (picture 289x200)

(260x167)
The VAZ-21059 Car (first made in 1980) was powered by the two rotor VAZ-411M engine, and also the two rotor VAZ-4132 engine
Transmission was a 4 speed manual and the car had an optional extra fuel tank.
Again, this car was licensed from Fiat (based on the Fiat 131 sedan)
Price of car when new: Roubles 51,975 / $US 8316 / $AUS 13513

(259x196)
The VAZ-21079 Car (first made in 1982) was basically an updated version of the VAZ-21059 except it used the two rotor VAZ-411-01 engine, and the two rotor VAZ-4132 engine
Transmission was a 5 speed manual and the car had an optional extra fuel tank.
I believe the 4 Cylinder version of this model was made by Lada as a cheap car until as late as 1997!
Price of car when new: Roubles 57,870 / $US 9259 / $AUS 15046
Weight of Car: 1430 kg
Top Speed: 180 km/h, 0-100 km/h time: 9 Seconds
Fuel consumption, at 90 km/h: 9.5 litres per 100 km, and at 100 km/h: 12.5 litres per 100 km

(300x225)
The VAZ-2108-91 Car (first made in 1984) was powered by the two rotor VAZ-415 engine.
Transmission was a 5 speed manual.
This was the first Russian designed model, and was sold in several western markets as the Lada Samara.
The car in the photo seems to be some 1997 race champion.
Price of car when new: Roubles 56,300 / $US 9008 / $AUS 14638
Weight of Car: 1050 kg
Top Speed: 200 km/h, 0-100 km/h time: 8 Seconds
Fuel consumption, at 90 km/h: 7 litres per 100 km, and at 100 km/h: 10 litres per 100 km

(300x181)
The VAZ-2109-91 Car was an updated VAZ-2108-91 (same drive train)
The car in the photo was a normal police car (called the MUD, this is not the KGB)
Price of car when new: Roubles 58,100 / $US 9296 / $AUS 15106
The VAZ-21099-91 Car was an updated VAZ-2108-91 (same drive train)
Price of car when new: Roubles 62,300 / $US 9968 / $AUS 16198
(no large picture available)

(460x231)
The VAZ-2115-91 Car was an all new design and was powered by the two rotor VAZ-415 engine.
Transmission was a 5 speed manual.
Price of car when new: Roubles 75,700 / $US 12112 / $AUS 19682

(450x266)

(450x266)
The VAZ-2110 Car was supposedly powered by the two rotor VAZ-415 engine.
Unfortunately I can't find any more information on the rotary version. (Picture of crashed Racing Model)

(350x208)
The GAZ-3102 Car (First made in 1981) also known as the "Volga". Powered by the two rotor VAZ-411-01 engine (as used in the VAZ-21079 car above).
This car was also available with the 210hp 3 rotor VAZ-431 engine, supposedly used by the KGB.
Length 4960mm, Width 1800mm, Height 1422mm, Weight (4 Cyl version) 1850kg.
The 4 cylinder engines used were the ZMZ-406 (2.3l, 150hp, 170 km/h top speed)
or the ZMZ-402 (2.445l, 100hp, 147 km/h top speed)




























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  #2  
قديم 09-12-2010, 12:15 AM
الصورة الرمزية MmFFoR
MmFFoR MmFFoR غير متواجد حالياً
 
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افتراضي رد: LADA BY ROTARY ENGINE !!!

النكنولوجيا دي محتاجة دراسة اكبر و تطوير افضل لأنها بتتنتج قدرة هائلة من محركات صغيرة الحجم جدا بس استهلاك عالي للوقود! لو عرفنا نخفض استهلاكها للوقود حنوصل للمعادلة الصعبة! موتور المازدا الروتاري بسعة 1300 سي سي بقوة حصانية تصل ل 280 حصان!!!! في حين ان موتور ال TSI المعجزة 1400 سي سي وصلوا لاقصى قدرة له 160 حصان بتيربو
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  #3  
قديم 09-12-2010, 01:51 AM
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افتراضي رد: LADA BY ROTARY ENGINE !!!


المشاركة الأصلية كتبت بواسطة mmffor مشاهدة المشاركة

النكنولوجيا دي محتاجة دراسة اكبر و تطوير افضل لأنها بتتنتج قدرة هائلة من محركات صغيرة الحجم جدا بس استهلاك عالي للوقود! لو عرفنا نخفض استهلاكها للوقود حنوصل للمعادلة الصعبة! موتور المازدا الروتاري بسعة 1300 سي سي بقوة حصانية تصل ل 280 حصان!!!! في حين ان موتور ال TSI المعجزة 1400 سي سي وصلوا لاقصى قدرة له 160 حصان بتيربو
mmffor

i agree with you about every words you was say it !!!
and thank you alot for your comment !!



powered by a single rotor VAZ-311 engine LADA




LADA WITH TWO ROTOR ENGINE

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  #4  
قديم 12-12-2010, 03:21 AM
الصورة الرمزية hazem_khidr
hazem_khidr hazem_khidr غير متواجد حالياً

من انا؟: انا مهما كبرت صغير ..انا مهما عليت مش فوق !!!!
التخصص العملى: محاسب و صاحب مصنع ملابس
هواياتي: السيارت و شغف القياده
 
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افتراضي رد: LADA BY ROTARY ENGINE !!!

معروف ان المحرك الدوار بياخد 3 بوجيه للاسطوانه الواحده
اما المحرك دا 2 بوجيه فقط غريبه شويه
هو عموما المحرك دا ناجح مع مازدا من ايام ال rx7
ممكن مع التطوير يبقي افضل مع لادا
__________________

حـازم خـضـر




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  #5  
قديم 12-12-2010, 08:23 AM
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افتراضي رد: LADA BY ROTARY ENGINE !!!


المشاركة الأصلية كتبت بواسطة hazem_khidr مشاهدة المشاركة

معروف ان المحرك الدوار بياخد 3 بوجيه للاسطوانه الواحده
اما المحرك دا 2 بوجيه فقط غريبه شويه
هو عموما المحرك دا ناجح مع مازدا من ايام ال rx7
ممكن مع التطوير يبقي افضل مع لادا







NO MAN IT WAS ALWAS BY TWO SPARK PLUGS!!!!
NOT
3!!
ROTARY TECHNICAL INFORMATION

In the 1950s the German engineer Felix Wankel developed his concept of an internal-combustion engine of a radically new design, in which the piston and cylinder were replaced by a three-cornered rotor turning in a roughly oval chamber. Rotary engines remain a mechanical oddity in an industry that worships standardisation and volume.

The following appeared recently in New York's New York Times Newspaper:
"In the 1960's and 1970's, the rotary engine was viewed, for a time, as the next step in automotive evolution. It came closer to anything yet in displacing the industry's established technology. At the peak of rotary enthusiasm, companies produced rotary-powered motorcycles, outboard boat motors, airplane engines and even lawn mowers. General Motors and American Motors both had plans to use rotary engines in production models — plans never realised.

The engine's appeal lay in its elegant simplicity. The Wankel rotary, also known as the Wankel — after its German inventor, Felix Wankel — has only a handful of parts, compared with about 40 pieces in a four-cylinder piston engine.

Its central rotor, a triangular piece of metal that revolves in a chamber, does the work of multiple reciprocating pistons. In the four-stroke cycle of a piston engine, valves move up and down to bring air in and extract gases out. But the rotor of a Wankel engine allows the four-stroke process to occur simultaneously. As the rotor turns, it uncovers slots in the housing, admitting air and then letting exhaust out. As a consequence, the rotary engine is lighter and more powerful for its size than even the latest high-compression V-8's.

The rotary's main benefit was to take the same combustion process that works so well in a conventional engine and arrange it in a far more compact design. The rotary produces twice the power of a conventional engine of similar size. The rotary motion and the timing of the power pulses run with uncanny smoothness.

Today, with billions of dollars committed to research on electric cars, fuel cells and other futuristic technologies, the rotary engine offers a cautionary tale of how a can't-miss technology can fail to live up to expectations. Displacing established technology is never easy, but the Wankel came closer than anything else in the auto industry. By the late 1950's, when a German manufacturer, NSU, first took interest in the rotary engine.

The Wankel was introduced at an auspicious time. NSU's introduction in 1961 of the Prinz, the first production car to use the Wankel engine, captured the imagination of auto engineers worldwide, even though the car proved unreliable.
NSU built one more car with rotary power, the Ro80 sedan, before being folded into the fledgling Audi group in the late 1960's. By then, rotary development was under way on three continents under Wankel licenses.

The president of General Motors, Edward N. Cole, saw the Wankel design as delivering some of the benefits of gas turbine engines, which were a continuing research program at the company, in a relatively low-cost design. In Japan, Kenichi Yamamoto, president of Toyo Kogyo, which later became Mazda, also saw the rotary's potential and introduced it into several models, including the Cosmo Sport, 110 S. In 1969, Mercedes began experimenting with a series of C-111 sports car prototypes that could reach 180 m.p.h. with four-rotor engines; those cars were never brought to production.

But the oil crisis of the early 1970's brought rotary-engine development to a near standstill. The rotary had two serious drawbacks: relatively high emissions and poor fuel economy. During this time, G.M. canceled its production plans.

Among automakers, only Mazda persevered. The company's engineers improved the fuel economy, reliability and emission performance, and went on to develop a series of sedans and sports cars with rotary engines, winning races at Le Mans and gaining a loyal following. The new RX-8 rotary produces as much power as its predecessor without the use of turbochargers.

Recent research shows the shape of the combustion chamber in a rotary engine is well suited to using pure hydrogen as a fuel. Hydrogen is particularly clean, ending up mainly as water when burned. Mazda has been working for several years on the potential of a hydrogen-fueled rotary engine."

The fuel-air mixture is drawn in through an intake port and trapped between one face of the turning rotor and the wall of the oval chamber. The turning of the rotor compresses the mixture, which is ignited by a spark plug. The exhaust gases are then expelled through an exhaust port through the action of the turning rotor. The cycle takes place alternately at each face of the rotor, giving three power strokes for each turn of the rotor. The Wankel engine's compact size and consequent lesser weight as compared with the piston engine promised to give it increasing value and importance with the rise in petroleum prices during the 1970s and 1980s. In addition, it offers practically vibration-free operation, and its mechanical simplicity provides low manufacturing costs. Cooling requirements are low, and its low centre of gravity contributes to driving safety.

A rotary engine uses the same four engine cycles, intake, compression, expansion and exhaust, as a piston-engined car. But instead of using pistons which move up and down, a rotary engine features two or three rotors which spin around inside a chamber. There are no camshafts, no lifters, no pushrods, no rockers, no valves and no springs. Below is a picture of the 20B rotary engine.
Here you can clearly see the 3 rotors. Ports are used to allow air and fuel into the engine and let exhaust gases escape. 'Porting' a rotary involves making these ports bigger to therefore produce more power. For a list of the types of portings available for a rotary engine click here.
The rotary engine is known for its smoothness because of the fact that the rotors continually spin around in the same direction, unlike pistons which have a frantic stop/start/stop/start activity. The smoothness allows rotary engines to rev much higher and ported versions can be revved to around 8000rpm. Unfortunately, the early rotary engines were hampered by problems such as excessive fuel consumption and unreliability. But regular servicing and good care of the engine (such as warming up) will help towards achieving good mileage. A lot of people also don't realise that a rotary engine uses oil as part of it's cooling system, therefore increasing the amount of oil consumed by the engine, people's lack of familiarity with this knowledge can lead to the motor's destruction due to overheating and a lack of oil. The Internet is a great place to find out information about how to look after a maintain a rotary engine with a huge number of forums and sites offering tips. A point of interest is that Mazda won the American IMSA GTU Championship from 1980 through to 1987. Eight consecutive championships show that results like this take two things, POWER to be first and RELIABILITY to stay first. The Mazda rotary engines had both of these things.


General Information about the Rotary Engine Types


10A Rotary Engine
The Cosmo 110S Sport, Mazda's second rotary engine car, the R100, and the RX-3 were powered by the 10A engine. It had a capacity of 491cc x 2 and was available in naturally aspirated form only using a carburetor.

12A Rotary Engine
The 12A engine had displacement of 573cc x 2. It was first introduced in May 1970 in the RX-2. The size of the rotors were the same as the 10A, yet their width increased by 10mm as did the rotor housing to increase the engines capacity. It was also available in the RX-3, RX-4 and RX-7 as well as the Japanese model Cosmo. In Australia it was only available in naturally aspirated, carburetor form. There is a fuel injected, turbo charged version available though which was in the Japanese RX-7 and Cosmo.
Pictures: 12A Turbo, 12A Naturally Aspirated

13B Rotary Engine
The original 13B rotary engine was introduced in December 1973, mounted in the RX-4 (or Luce in Japan). The 13B engine displaces 654cc x 2, the width of the rotors and rotor housings are increased by a further 10mm over the 12A. The 13B was available in the RX-4, RX-5, second & third generation RX-7s, the JC Cosmo and the later model Luce (929). The last two models were only available in Japan. Originally only available in naturally aspirated and carburetor form, later versions were fuel injected and featured one turbocharger, twin sequential turbochargers or a six port induction system, similar to Honda's VTEC system. It is the most common and popular rotary engine to modify, with many EFI 13B Turbo's finding new homes inside older model RX's.
Picture: 13B Turbo

20B Rotary Engine
The 20B is currently Mazda's largest production rotary engine. With a displacement of 3 x 654cc, an extra rotor is added to the 13B engine to create the 20B, the rotor width remains the same as the 13B. The 20B is a much torquier unit, due to the extra rotor, and also does not need to be revved as hard to make as much power. This helps to make the 20B a very efficient and powerful engine. Only available in the JC Cosmo, it is a rare engine.

Name

Capacity

Rotor Information

Induction

10A
982cc (1 litre)
2 x 60mm wide rotors
Carbureted
12A
1146cc (1.2 litres)
2 x 70mm wide rotors
Carbureted/EFI
13B
1308cc (1.3 litres)
2 x 80mm wide rotors
Carbureted/EFI
20B
1962cc (2.0 litres)
3 x 80mm wide rotors
EFI
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