9.1.1 Basic principles of organizing permanent all-wheel drive
Basic principles of organizing permanent all-wheel drive
The torque developed by the engine is transmitted through the AT to a transfer case equipped with a center differential and from there, through cardan shafts, to the differentials of the front and rear axle assemblies.
On all models discussed in this Manual, all-wheel drive is non-disconnectable. The design of the two-stage transfer case includes a center differential locking mechanism. The transfer case gearbox is fully synchronized, so gear shifting can be done while driving. There are also mechanisms for forced locking of both cross-axle differentials.
Differential locking order
The differential locks are controlled using switches mounted in the central part of the vehicle’s instrument panel (see Section Controls and interior equipment ). Locking must be done strictly in a certain sequence: CENTER DIFFERENTIAL —› REAR AXLE —› FRONT AXLE. The differential locks should only be engaged in difficult terrain, when driving through water or on roads covered with snow, ice or mud.
Unlike cars with all-wheel drive, torque is constantly transmitted to both axles. The redistribution of power between the axles is ensured by the center differential. The rigid connection between the axles, necessary to achieve maximum traction, is ensured by locking this differential.
The advantages of permanent all-wheel drive include the stability of the car's handling characteristics, the ability to use the lower row of the transfer case without blocking, and therefore on any roads without restrictions on traction. In addition, such a car is always in a state of “high alert.” Forced differential locking can be used as an additional means of increasing cross-country ability in case of problems arising off-road. It should be noted that maximum traction in case of poor traction with the ground can only be obtained through forced locking, since any automatic system involves wheel slipping (if there is no slipping, then the locking does not work), which will certainly lead to losses in traction
Permanent all-wheel drive is not without its drawbacks. After all, such a car has to turn all the driveshafts and axle shafts. As a result, on asphalt its transmission is as noisy as an all-wheel drive with engaged wheel clutches, and also provides an “all-wheel drive” increase in fuel consumption.
Nevertheless, permanent all-wheel drive still provides more positive aspects than negative ones, especially for real SUVs.
Differential lock controls
a — Reservoir c — Pressure blocks for switching cross-axle differential locks of front and rear axle assemblies
| d — Actuating cylinders for switching cross-axle differential locks of the front and rear axle assemblies |
Functional diagram of the differential lock hydraulic drive
1 — Reservoir 2 — Pressure blocks for switching cross-axle differential locks of front and rear axles 3 — Actuating cylinders for switching cross-axle differential locks of front (VA) and rear (HA) axles
Design of hydropneumatic pressure block
1 — Air access 2 — To the hydraulic fluid reservoir
Layout of mechanical components for controlling cross-axle differential locks
a — Breather for axle crankcase ventilation
Layout of mechanical components for controlling the center differential lock
1 - Shift fork 2 - Actuator cylinder
Layout of pneumatic differential lock control components
M14/1 - Auxiliary vacuum pump (gasoline models) 67 - Vacuum pump (diesel models) a - Vacuum receiver (0.4 l)
Functional diagram of the pneumatic drive for locking differentials on DIESEL models (locking the center differential and cross-axle differential of the rear axle is included
a - Element activated b - Shift pressure c - Supply pressure d - Hydraulic pressure 1 - Transfer case (center differential) 2 - Center differential lock switch solenoid valve (Y68) 3 - Solenoid valve replacement filter 4 - To vacuum pump 5 - Control valve 6 — Solenoid valve (Y68/1) for switching the cross-axle differential lock on the rear axle 7 — Solenoid valve (Y68/2) switching the locking of the cross-axle differential at the front axle 8 — Vacuum reservoir of the brake system in the cross member of the frame: 4.4 l (auxiliary vacuum reservoir: 1.8 l )
Functional diagram of the pneumatic drive for locking differentials on PETROL models (locking the center differential and cross-axle differential of the rear axle is included
a - Element activated b - Shift pressure c - Supply pressure d - Hydraulic pressure 1 - Transfer case (center differential) 2 - Center differential lock switch solenoid valve (Y68) 3 - Solenoid valve replacement filter 4 - To intake manifold 5 - Control valve 6 — Solenoid valve (Y68/1) for switching the cross-axle differential lock on the rear axle 7 — Solenoid valve (Y68/2) switching the locking of the cross-axle differential at the front axle 8 — Vacuum reservoir of the brake system in the cross member of the frame: 4.4 l (auxiliary vacuum reservoir: 1.8 l )
Electrical Component Layout for Differential Lock Control (1 of 2)
1 — Interaxle differential lock switch 1.1 — Locking activation indicator lamp (yellow) 1.2 — Locking operation indicator lamp (red) 2 — Rear axle cross-axle differential lock switch 2.1 — Locking operation indicator lamp (yellow) 2.2 — Locking operation indicator lamp (red) 3 - Front axle differential lock switch 3.1 - Indicator lamp for locking (yellow)
Layout of electrical components for differential lock control (2 of 2)
3 — Relay (K36) for activation of the auxiliary electric vacuum pump (M14/1) on gasoline models 29, 30 — Fuses K1/1 = K1/2 (diesel models) K1/2 — Protection against electrical overloads (gasoline models) Y68 — Electromagnetic center differential lock switch valve
Source
"Ode": history
The Izh "Oda" 4x4 car became the last hatchback among the four mass models that were created in the last years of the USSR. The car has an unusual history. While most automobile factories (including VAZ, AZLK, ZAZ) tried to move away from archaic rear-wheel drive to front-wheel drive, Izhmash took the opposite route.
Initially, the experimental hatchback Izh-13 “Start” was created at the plant. This was in the mid-70s. The Ministry of Transport assessed the car with coldness. Perhaps front-wheel drive was not yet considered so promising, or certain people in the ministry simply lobbied AvtoVAZ so that no one could take away the front-wheel drive championship from the Volzhsky Plant.
Front-wheel drive is not a panacea
One way or another, the plant's designers began development anew and managed to discover an interesting thing - in the few years that have passed since the creation of Start, the automotive world has already overestimated all the advantages that front-wheel drive has. It turned out that lighter weight, economy and handling were not as great as thought. Most innovations had nothing to do with front-wheel drive at all. These are hatchback-type bodies, MacPherson strut suspension, and rack-and-pinion steering.
8.1.19 Transfer case of 4 x 4 drive system
8.1.19. Transfer case 4 x 4 drive system
Transfer case elements
| 1 – transfer case, 2 – upper bracket, 3 – sealing ring, 4 – sealing ring of the front right axle shaft, 5 – rear intermediate bearing, | 6, 7 – round sealing ring, 8 – sealing ring of the rear drive outlet, 9 – closing plate, 10 – rear drive connector, 11 – oil level indicator |
The transfer case is located in the axis of the front drive shafts, behind the engine. It provides distribution and control of drive torque to the rear wheels through a planetary center differential. This design solution distributes the torque in the following proportion: 53% to the front wheels and 47% to the rear. The front drive axle with a classic differential divides the torque between the two front wheels. Thanks to electromagnetic blocking, the intermediate planetary gear is rigidly connected. Box type: TK2A. Removing the transfer case
The transfer case is removed from the bottom of the car. Removal
| EXECUTION ORDER |
| Installation PERFORMANCE ORDER |
| Transfer case repair Only seals and O-rings must be replaced, as these are the only ones available as spare parts. |
Recommended for production
Five years later, after minor modifications, the Izh-2126 was approved for production. At first, the model received the temporary name “Orbit”. But later it was renamed “Oda”.
The advantage of this machine was the great unification of components and assemblies with other main manufacturers of the USSR. Thus, the car was unified with the VAZ-2106, AZLK-2141, M-412 and other models. This approach allowed Izhmash to significantly save on development costs, as well as improve maintainability. The appearance of the Oda was greatly spoiled by the front optics from the VAZ-2108.
When production was established, it turned out that this rear-wheel drive car had many fans, and the assembly proceeded more steadily. Having created the basic version, the factory decided to implement all the capabilities of rear-wheel drive. This is how a pickup truck based on Oda was born - “Version”.
"Oda": four-wheel drive and other modifications
And finally, we further produced the Izh “Oda” 4x4 car - this is a crossover, which is a descendant of the “Muscovites” and “Pobed” with all-wheel drive.
The transmission system was installed from Niva. In this version, the sound insulation of the cabin has been significantly improved. Several more cars were subsequently created on the basis of the Oda. Thus, the latest mass-produced car is the Izh “Oda Fabula” 4x4 station wagon with rear-wheel drive and all-wheel drive. A luxury version of the popular Nika hatchback was also produced.
Izh ode 4x4
IZH 2126 4×4 Oda is an all-wheel drive modification of the classic IZH 2126. The model appeared as a result of tuning the regular Oda. Back in 1995, Norma-Avto CJSC produced the first version of the IZH 2126-060 4x4 based on the 213 Niva units with independent rear suspension. The engine was installed on a subframe of our own production, welded from pipes (this is generally the original design of Norma-Auto, which later migrated to the factory Oda 4x4). The front arms were installed from the Niva with a transition piece for the VAZ 2108 ball joints. The steering knuckle was a VAZ 2108.
The main work on changing the design is taking place on this model. First, the front arms began to be made unified with the single-drive model, leaving the steering knuckles from the VAZ 2108. Shock absorber struts began to be made from single-drive ones by welding the steering bipod. Increasing the ground clearance was achieved by installing a spacer between the steering knuckle and the strut. The rear axle has a slightly modified design - spacers are welded on for the springs, shock absorbers and Panhard rod to increase the body height. A “cargo” differential is installed with a gear ratio of the main pair of 4.22. On the Russian market, all-wheel drive Oda is quite rare.
Brief technical specifications
Izh 2126 4 × 4 1.6 - 157 km/h 15 with 1568 cm³ 73 9.5 l IZH 2126 4 × 4 1.7 - 157 km/h 20 with 1700 cm³ 85 9.8 l IZH 2126 4 × 4 1.8 - 157 km/h 16 with 1816 with 1816 cm³ 85 10.0 l
IZH 2126 4×4 technical characteristics:
Body type All-metal "hatchback" of the supporting type, galvanized Dimensions 4053x1660x1450 mm Ground clearance 155 mm Trunk size 958 l Curb weight 1090 kg Maximum weight 1490 kg Wheelbase 2470 mm Engine type Gasoline , four-stroke, carburetor Fuel tank volume 45 l Gearbox Mech anic, five-speed Ignition system Contactless Transfer case Mechanical, single-stage, with center gear differential and forced locking mechanism; transfer case ratio - 1.0 Front suspension Independent, MacPherson type, spring with hydraulic telescopic shock absorbers and anti-roll bar Rear suspension Dependent, link type, spring with hydraulic telescopic shock absorbers Maximum speed 130 km/h Acceleration time up to 100 km/h h 20 s
Chassis
Since the IZH-2126 4×4 hatchback is an all-wheel drive model, engineers had to make some changes to the suspension design. Thus, unified levers with a rear-wheel drive model were installed at the front. MacPherson struts came with a welded steering bipod. The steering knuckles were from a VAZ-2108. A spacer was installed between the stand and the fist. In this simple way, engineers achieved a significant increase in ground clearance.
The rear was also not without modifications. Special spacers are welded under the springs from the factory. The Panhard rod has also been improved. The shock absorbers have more travel. The final drive has a ratio of 4.22, which is higher than that of the single-wheel drive version. And the front gearbox on the IZH-2126 4x4 was installed from the Niva.
Of the original developments, it is worth noting the transfer case. It was created by the IZh designers themselves. This box provided permanent all-wheel drive with mechanical forced differential locking. This gave the car incredible off-road performance. The instructions for the IZH-2126-070 4×4 say that to turn on the transfer case you need to move the small lever away from you, which is located in the area of your right foot. The second lever is responsible for blocking.
In the snow, on ice and in mud
This is the natural element for the domestic crossover. But as long as there is smooth and dry asphalt under the wheels, the car will not show any special abilities. The engines do not indulge owners with quick acceleration, the cabin is quite noisy, and the stiff suspension is also not very pleasing. Many people do not like the pedal assembly of the Izh “Oda” 4x4. But as soon as it starts snowing, the car turns into a leader on the road. While the surrounding cars travel at speeds of up to 40 km/h, Oda travels at the same high speed.
As long as the road is dry, the car will not be first in traffic light races. If you evaluate the fuel consumption of the IZH “Oda” 4x4 car and its technical characteristics, then you can forget about dynamic driving. But you just have to go beyond the asphalt, and the car’s potential will be fully revealed. Izh will pass where many ordinary cars begin to slip. Owners of all-wheel drive Oda are not worried about cross-country ability. Reviews say that the rigid suspension copes well with bumps, holes, and tram tracks. You don’t even have to carry a shovel with you – it’s not needed with all-wheel drive. It is almost impossible to park a car in urban conditions.
These are serious advantages for the Izh “Oda” 4x4 car. Reviews from the owners fully confirm this. The only negative, according to the owners, is high fuel consumption, especially in winter. But you can live with this - only expensive all-wheel drive jeeps have such capabilities. This is not available to everyone.
There was such a thing) For a long time a person asked to make a transfer case from the Niva into the all-wheel drive Oda. The original transfer cases are flying away, spare parts can no longer be found. And since the engine is VAZ, there is an option to change the gearbox and gearbox to a Niva box. I didn’t take a photo of the first car, somehow I got carried away and forgot, but I took a few photos of the second one. The difference between the first and second Oda is that the first had a rear axle, the second had an independent rear suspension. Beginning, rear view. Rear suspension, under the axle 35 cm
Front suspension, under the axle 26 cm.
The gearbox crossbar has new mounts, the old ones don’t fit, Oda has his own gearbox.
Overcooked floor tunnel, because The Nivskaya razdatka is larger than the Odovskaya one.
Additional spars for mounting the RK.
The “almost new” transfer case from disassembly turned out to be in the trash; the owner of the car installed another RC on the car himself. There were no problems installing the transfer case.
A small ambush came out with a standard rear subframe. The cardan in the version with the Niva RK moves to the side and clings to the subframe. The “fix” was simple: cut out the section with the bend, turn it the other way so that the bend was further from the center and the cardan became no problem.
Now Oda travels with the Niva Republic with all the consequences, lowered and blocked Republic,
Specifications
The engine compartment of this car is quite large, so different engines were installed here. The initial one was the VAZ engine 2106 with a volume of 1570 cubic centimeters. This carburetor engine developed 76 horsepower and 120 Nm of torque. Among the advantages of this unit, reviews note low fuel consumption. Even with all-wheel drive, the IZH-2126 070 4×4 consumed no more than ten liters of gasoline in the city. On the highway this figure was seven liters. But consumption largely depended on speed. So, the most economical mode for Izha is 90 kilometers per hour. At 120 the car was already spending 11-12 liters per hundred. And the maximum speed of this engine was 130 kilometers per hour.
Many IZH-2126 4x4 models came with the UZAM engine model 331. It was a 1.7-liter engine with 86 horsepower. The torque was not much different from the previous one - 129 Nm, but the consumption was a reason for criticism. UZAM is one of the most voracious engines, as reviews say. In the city, such a car consumed 12 liters of gasoline, and on the highway this figure did not drop below nine. At the same time, the power unit was not pleased with the dynamics. Acceleration to hundreds takes as much as 15 seconds. Among the advantages of both units, reviews highlight their unpretentiousness to fuel quality. You can refuel at any gas station without fear that the car will suddenly stop.
Modernization of the front suspension of Izh 2126 4x4
IZH 2126 4×4 Oda is an all-wheel drive modification of the classic IZH 2126. The model appeared as a result of tuning the regular Oda. Back in 1995, Norma-Avto CJSC produced the first version of the IZH 2126-060 4x4 based on the 213 Niva units with independent rear suspension. The engine was installed on a subframe of our own production, welded from pipes (this is generally the original design of Norma-Auto, which later migrated to the factory Oda 4x4). The front arms were installed from the Niva with a transition piece for the VAZ 2108 ball joints. The steering knuckle was a VAZ 2108.
The main work on changing the design is taking place on this model. First, the front arms began to be made unified with the single-drive model, leaving the steering knuckles from the VAZ 2108. Shock absorber struts began to be made from single-drive ones by welding the steering bipod. Increasing the ground clearance was achieved by installing a spacer between the steering knuckle and the strut. The rear axle has a slightly modified design - spacers are welded on for the springs, shock absorbers and Panhard rod to increase the body height. A “cargo” differential is installed with a gear ratio of the main pair of 4.22. On the Russian market, all-wheel drive Oda is quite rare.
Brief technical specifications
Izh 2126 4 × 4 1.6 - 157 km/h 15 with 1568 cm³ 73 9.5 l IZH 2126 4 × 4 1.7 - 157 km/h 20 with 1700 cm³ 85 9.8 l IZH 2126 4 × 4 1.8 - 157 km/h 16 with 1816 with 1816 cm³ 85 10.0 l
IZH 2126 4×4 technical characteristics:
Body type All-metal "hatchback" of the supporting type, galvanized Dimensions 4053x1660x1450 mm Ground clearance 155 mm Trunk size 958 l Curb weight 1090 kg Maximum weight 1490 kg Wheelbase 2470 mm Engine type Gasoline , four-stroke, carburetor Fuel tank volume 45 l Gearbox Mech anic, five-speed Ignition system Contactless Transfer case Mechanical, single-stage, with center gear differential and forced locking mechanism; transfer case ratio - 1.0 Front suspension Independent, MacPherson type, spring with hydraulic telescopic shock absorbers and anti-roll bar Rear suspension Dependent, link type, spring with hydraulic telescopic shock absorbers Maximum speed 130 km/h Acceleration time up to 100 km/h h 20 s
Front suspension Izh 2126-062.
Rice. 1. Front suspension: 1 - bolt; 2 - spring washer; 3 - bracket; 4 — rubber bushing; 5 — stabilizer bar; 6 — front cross member; 7- washer; 8- rubber bushing; 9- plastic bushing; 10 - nut; 11 — cotter pin; 12 — upper support of the rack; 13 — support cup; 14 — thrust bearing; 15 — strut spring; 16 — cover; 17 — shock absorber strut; 18 — subframe; 19 — lever.
The front suspension of the Izh 2126-062 (4x4) is a combination of the suspensions of the Izh-2126 and VAZ-2108 cars: a VAZ-2108 hub is installed on standard struts and levers. In addition, the rotary pattern has been changed: the original rotary arm is welded into the lower end of the rack. Also, to increase ground clearance, spacers are installed on the shock absorber rods.
Crossover for pennies: test drive and off-road tuning Izh Oda
The hero of this story is IZH-2126 Oda, produced in 2002. One of our readers bought this car as an auxiliary vehicle for driving to the country, fishing and hunting. It is not very comfortable for everyday travel, so its owner drives around the city in another car. However, on active weekends, the “cross-hedgehog”, as their owners lovingly call IZH, is certainly kicked out of the stall.
Outside
Describing the appearance of the “hedgehog”, on the one hand, is pointless, but on the other hand, there are not so many of them left alive, and not every car enthusiast 20-25 years old, ask him about the “hedgehog”, will immediately remember what it is generally for the make and model.
The appearance of the 2126 is traditional for hatchbacks and, in principle, even relatively harmonious. Although a person who is no stranger to automotive design and history will easily notice in its outlines a certain “ersatzness” characteristic of Soviet cars, to which the Udmurt enterprise belonged. This car, like the Tavria, was insultingly called “the beggar’s nine” throughout its production and sales... Actually, the car’s headlights were actually borrowed from the VAZ “nine”, but all the other body elements are their own, from others “ our marks" are not suitable. The dynamic appearance characteristic of many hatchbacks is greatly spoiled by Oda’s ridiculous “sagging” rear wheel arches, reminiscent of a similar solution on the Daewoo Nexia.
Inside
The inside of the car is “waist-deep wooden.” Not IZH-2126 in general, of course, but this particular copy.
Like many cars of the Soviet and early Russian era, Oda was guilty of a terrible design of the interior plastic of the dashboard and trim. At the time of its appearance, domestic designers did not yet know how to design large plastic arrays, and the dashboard, along with the floor tunnel and everything else in the cabin, rattled, creaked and crunched like your orchestra. All connections of plastic elements suffered from fragility, curvature, and a tendency to self-deformation over time, and there was no talk at all about anti-squeak sealing of the joints.
There was no desire to bring the initially poor design to fruition, so the owner simply removed the entire Izh dashboard, floor tunnels, door trim, rear arch trim from the trunk and other decorative plastic and took it to the trash in a couple of visits. Instead, a new “dashboard” was made from plywood, then covered with “cheerful fabric” - in the sense of a light-colored carpet. The same was done with the doors.
The ease and ease in handling the car hints that its owner was clearly close to the philosophy of not giving a fuck of the famous St. Petersburg art community Mitkov, adhering to which, he simply approached the car with a hatchet and, spitting out the cigarette, cut off everything unnecessary. As a result, thanks to the style of a kind of military minimalism, we managed to achieve the main thing - to get rid of the endless “noise concert” in the cabin.
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Serious “collective farming” also covers the back row of seats. In fact, both the seat itself and its back were also removed and thrown away. Instead, a flat plywood floor appeared - flush with the trunk floor. The car became actually a two-seater. The purpose of this compromise alteration was to create a full-fledged sleeping rookery, necessary for hunting and fishing trips.
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So that a person of above average height could sleep in the car, fully stretched out, we had to make an additional removable “table” with removable legs. After moving the front passenger seat all the way forward, the “table” was placed in place of the rear passenger’s legs. As a result, the resulting sleeping place allowed me to lie on a flat surface, comfortably stretching out to my full height.
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"Cross hatchback"
Buying a rear-wheel drive Oda for nominal money, its current owner purposefully looked for a tattered and shabby copy, which he would not mind tearing and scratching against bushes and trees in the future. But at the same time, the car had to have impeccably strong sills and bottom, so as not to have to deal with expensive and completely pointless tin painting work on such a cheap car. Actually, such a copy was found for 30,000 rubles. To transform the “hedgehog” into a “cross-hatchback”, three simple measures were planned.
Clearance
340 mm
The first is the installation of a self-locking differential in the rear axle, which allows the wheels of the rear axle to connect together when slipping and row powerfully through the mud. Despite the fact that many manufacturers make self-blocks for the VAZ “classic”, they are not suitable for Oda - the bridge of the “hedgehog”, although similar to the VAZ one, has its own original design. In other words, ready-made serial self-blocks for Oda did not exist in nature until the owner of the hero of this story became concerned about the issue. He began correspondence with all Russian manufacturers of self-locking differentials, and one of them unexpectedly agreed to develop a modification for IZH-2126! For this, however, a sample was required. On the website of free advertisements, the Odovsky bridge in Chelyabinsk, where the developer was located, was urgently found, the money was transferred to the seller of the bridge, after which representatives of the self-block manufacturing company came and took it away. As a result, after a few months, the initiator of this idea received the first free copy of a factory limited-slip differential for the IZH-2126, and even a purchased bridge, which was used as a sample.
The second event is a body lift. At the front, under the pillars there were homemade polypropylene spacers 45 mm thick, at the rear - rubber spacers 50 mm, reinforced springs from the VAZ-2104 and extended shock absorbers. The lift, of course, is nonsense according to truly off-road standards, and no matter how you lift it, the ground clearance is limited by the low-hanging gearbox of the rear axle... But still, after lifting, the clearance under the sills of the raised car became equal to 340 millimeters, which is quite good in the “cross-hatchback” format .
The elevator can also be attributed to the small “cutting” that the “hedgehog” underwent - the lower “lip” about 4-5 centimeters high was sawed off from the front bumper with a grinder, reducing the approach angle.
Third, the tires are meaner and taller. The extra-budget solution was the installation of toothy AI-168U tube tires on the original 13-inch stamped wheels.
This rubber, I must say, is unique... Both in a good and a bad sense. First of all, it is unique in that it was developed in the USSR in the 60s, but for some reason it is still produced to this day, although it is hard to believe. The Altai Tire Factory is “cursed” for its production, probably as God’s punishment to atone for some of its old sins before the Almighty.
AI-168U - tires with a very high profile. With them, even on the original 13-wheel drives, the wheels are so high that the rear is only a centimeter short of reaching the front edges of the arches! Well, the main thing is that this is actually the only 13-diameter rubber that can honestly be classified as an AT class - “all terrain”.
“AIshka” makes a terrible noise and howls on the asphalt, it doesn’t hold the road well, but in the mud these old-school tires work really well!
Iron
Izh-2126 is a machine that was initially not very cleverly designed and has a lot of inherent problems. The first thing the owner did was replace the “branded” buggy Omsk five-speed gearbox with a trouble-free, Kalashnikov-like, four-speed gearbox from a VAZ “classic”. In the engineering community, Omkis are famous for their massive tendency to sudden failure due to bursting and falling apart gear hubs, despite the fact that there are no spare parts for them at all. It wasn’t worth the risk of waiting for the box to jam several hundred kilometers from home.
Articles / History Overboard and out of time: why Izhevsk Oda never entered the orbit of success Having successfully mastered the rear-wheel drive liftback Izh-combi, which we recently talked about, Izhmash designers started thinking about more progressive designs. It was quickly gaining popularity in the world then... 45586 13 20 09.11.2016
To install the VAZ gearbox, I had to trim the driveshaft shank a couple of centimeters and redo the rear cross member and the gearbox cushion - these are standard procedures when changing the gearbox on Oda. Then the owner shook up the entire suspension and the entire braking system, converting it from diagonal to front/rear and replacing the sluggish Moskvich master cylinder, vacuum brake and rear wheel cylinders with VAZ ones. The steering rack was removed and rebuilt.
And then... then the owner of the car turned up for a ridiculous amount of money with an injection engine from a Lada Four, which was installed instead of the standard carburetor “bolt-on” assembly. True, the “bolt-on” only concerned the motor - we had to tinker with its periphery. Since the Itelm control unit, which came with the engine, required two lambda probes for operation, which were not cheap, and there was no desire to weld fasteners for them into the “carburetor” muffler, I had to turn to the “shamans”. In exchange for a standard ECU, with a small surcharge, we received a rebuilt “January” ECU with optimized firmware for the classic “vasomotor”, which does not require lambdas, a knock sensor, or an adsorber. The fuel pump was taken from Volgov, external type.
Actually, as part of the owner’s hobby love for tinkering with hardware with his own hands, almost everything in the car was rebuilt. She spent a lot of energy and money... And here the question reasonably arises - in fact, what is the cost of such a decision? Wouldn't it be cheaper to buy an old but lively Niva or UAZ?
The question is correct, but the answer is simple! For 30,000 rubles spent on the purchase of the car itself, the same Niva can only be bought at a ferrous metal collection point and in the form of that very ferrous metal. And the transformation of a stock Oda into a “cross-hatchback” included only a lift (free), a self-block (free + 3,000 rubles for the services of a transport company), and new wheels (5,500 rubles). All the other above-mentioned repair and maintenance work was done by the owner solely out of love for perfectionism and had no direct connection with the transformation of the car into a “cross-hatchback”. In principle, the car, even without all this fuss, was initially quite on the move... But this is not our method, Shurik! (With)
In move
As one would expect, the highly raised body of the cross-hatchback, whose chassis even in the stock version was very far from examples of driver refinement, led to an even more significant decrease in stability and controllability. The maximum comfortable speed of the Cross-Oda in a straight line is 80-85 km/h. However, this was obvious and predictable - everything was started for the sake of advantages, of which there are also many.
Maximum comfortable speed
80-85 km/h
Speed bumps go by without braking at all, and the vibration combs that warn the wheels about an approaching pedestrian crossing are completely inaudible in the cabin, despite the absence of any hint of sound insulation.
Well, and, in fact, the main thing is off-road driving, where the car demonstrates exactly what they wanted from it! The self-locking differential quickly picks up both wheels on the rear axle when moving forward, and when moving backward - instantly, giving a short slip even when leaving the garage in reverse. The main limiter is the axle gearbox, which, in general, is quite easy to place on a hillock, after which the self-blocking abilities are useless. For this reason, the driving style of a cross-hatchback is not similar to the driving style of a full-fledged SUV. You have to jump through difficult areas straight away and under tension, like on any city “puzoter”. However, the lift, toothy tires and self-blocking still allow you to move and not get stuck.
Yes, the “cross-hatchback” does not show the results of either a UAZ or even a Niva on good tires, but, nevertheless, it surpasses in cross-country ability almost any city all-wheel drive crossover, of which the owner of this “Hedgehog” has already had to go around, get stuck, and even help pull out.
Model history
The IZH-2126 hatchback was produced at the Udmurt plant from 1990 to 2005 inclusive. Until 2000, the model was called Orbita and was produced in negligibly small quantities due to financial and organizational troubles at the enterprise. Substantial serial production actually began only in 2000, after the change of owner to IZH-Auto and the relaunch of the model under the name Oda.
Izh-2126 '1990–99
The car had rear-wheel drive or all-wheel drive, a five-speed manual transmission, 1.7-2.0-liter UZAM engines and a 1.6-liter VAZ-2106. In recent years, Oda has been equipped with injection versions of engines and “digital” dashboards from the VAZ-2110.
In the station wagon, Oda was very ugly and was called Fabula; There were also rare versions of the "Hunter" in a pickup truck.
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Only a few thousand all-wheel drive variations of Oda and Fabula were produced - they were made both by the plant itself (in a simplified version) and by the Udmurt one. The 4x4 versions, distinguished by a proprietary plastic body kit, were equipped with a transfer case built into the gearbox, and instead of manually locking the center differential, they had a limited-slip differential of the “quif” type.
Izh-2126-060 Oda 4×4 '2002–05
It should be noted that in the early 2000s, Oda became famous for a large-scale advertising campaign with the participation of the well-known TV presenter Leonid Yakubovich on TV, in the press and on various kinds of posters and banners. The key advantage of the car was the galvanized body, which many people bought into. In fact, galvanization was very ambiguous, because the advertising did not specify its volume. And on the first machines it was very small, growing gradually and slowly. As a result, the Odas of 2002-2004 resisted corrosion quite well, but the earlier ones rotted miserably, like the VAZ “classic”.
Izh-2126 Oda '2002–2005
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Comments 13
What kind of dispenser is QUIF?
Please enlighten the people, I heard Oda 4x4s were assembled both at the factory and some kind of cooperative... So I’m wondering where they assembled them with independent rear suspension, and where with a conventional double axle?
It is you who need to contact the Oda-vodov community.
I encountered the same problem. I installed a transfer case from a Niva and a front axle from a Niva with a 41/10 VAZ2103 gearbox, after fixing the transfer case I had to lengthen the rear cardan by 10 cm (up to 110 cm can be selected from an UAZ) after installing the cardans, the axles began to argue and I couldn’t find which one on the Internet The front gearbox is on the Izh Oda, and as an experiment, I stuck the front gearbox from a VAZ 2106 43/11 and it perfectly matches the rear gearbox of the native Odovsky one, which is 39/10. (you never know who will encounter this problem)
