DaAZ 4178 carburetor - device, how to adjust, repair

You will learn how to adjust the carburetor 4178 on a UAZ in this article.

Many problems are associated with the malfunction of such a part as the carburetor; for example, high fuel consumption and difficulty in gaining speed; this problem occurs due to a malfunction or poorly configured carburetor. Which carburetor to choose, how to install it and what is required for this, we will tell and show you in this article. And in the end, we will give an example (review) of the result of replacing an old carburetor with a new 4178 on a UAZ, what effect a person achieved when he changed it.

Many UAZ owners are interested in choosing the right carburetor for their car. The DAAZ 4178 carburetor is the most popular choice, improving the dynamic characteristics of the car and reducing fuel consumption. It will be useful to know: Adjusting engine valves 4216

DESIGN AND PRINCIPLE OF OPERATION OF THE IDLE SYSTEM

The engine requires only a very small amount of mixture when idling at minimum speed. Under such conditions, a fully closed throttle valve is observed. But at the same time, the level of vacuum in the diffuser is not enough to start the GDS.

For this purpose, the DAAZ 4178-1107010-30 carburetor has an idle system in its design. Its task is to prepare a mixture that allows for stable operation of the engine with the throttle completely closed.

The idle system channels combine a special cavity behind the throttle bodies and the upper part of the chambers. When the engine is idling, a fairly high vacuum is created under the damper. When exposed to it, fuel flows from the emulsion channel into the idle system channel. The ratio of fuel to air in the mixture depends on the capabilities of the jets. Then the mixture enters behind the throttles, where it is then mixed with air, for which there is a technological gap between the damper and the walls of the chamber, which can be adjusted with a quantity screw installed on the damper lever in DAAZ 4178-1107010 carburetors.

The amount of mixture that passes through the channel into the throttle space can be adjusted using a special quality screw with a conical nozzle. If you twist it, the cross-section of the channel decreases. If the throttle valve opens more smoothly, then the amount of air increases significantly, but the volume of fuel remains the same as it was. The GDS still does not enter into this process due to lack of rarefaction. The result of this is a lean mixture and failure of the engine.

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.

TRANSITIONAL SYSTEM

For a smoother transition from idle to medium operating mode, the DAAZ 4178-1107010-40 carburetor is equipped with a special transition system. It connects with its channels to the channels responsible for idling. There is a special hole here, which is made in such a way that after opening the damper it falls into the zone of maximum vacuum. This channel also supplies some of the mixture to the chambers. Thanks to this, there is no sharp transition between engine operating modes. At idle, when the throttle is completely closed, air is added to the mixture. The composition is compensated by the presence of jets. If you tighten the screw responsible for the amount of mixture, then the damper will open. The gap between the damper and the chamber increases, and the amount of air decreases. At the same time, the crankshaft speed increases. If you unscrew the screw, the frequency will decrease.

Installation

Installing the unit is easy. Even a novice car enthusiast can handle it.

• We remove the standard device;
• We change the mounting studs in the manifold (shorter ones are required);
• We dismantle the energy-pneumatic valve (in its place we install a switching relay);
• We install gaskets (thin, then thick). If not installed, the pump drive may be damaged;
• We install DAAZ-4178;
• We connect the fittings of the unit and the ignition distributor with a hose;
• We lay out a new electrical circuit for economizer control (EPCH);

Even a novice car enthusiast can cope with installing the DAAZ-4178 on a UAZ

STARTER DEVICE

When the engine starts, the crankshaft rotates at low speeds. The vacuum in the intake chamber is quite low, and the fuel evaporates very poorly. Also, if the engine is cold, fuel vapors condense in the intake tract. To make the starting process more stable, it is necessary for the DAAZ 4178 carburetor to prepare a richer mixture. So, the air damper closes and the throttle opens. To make the engine easier to start, carburetors are equipped with a special starting device.

ECONOSTAT

designed to further enrich the mixture when operating at maximum loads. This is a sprayer that is installed at the very top of the mixing chamber. Fuel is supplied to the econostat through the channel where the fuel nozzle is installed.

ECONOMIZER OF POWER MODES

In order for the engine to produce maximum power, the mixture must be very rich. To prepare it, the DAAZ 4178-1107010 carburetor and all other models are equipped with a so-called economizer. This system allows for additional fuel to be supplied to the atomizer. But it does not pass through the main fuel jet. A special drive is used to turn on the economizer.

INSTALLATION OF CARBURETOR DAAZ 4178 – 1107010 ON UAZ

does not involve complex alterations.

It should be noted that a thick insulating gasket from the K126 carburetor on the UAZ will be required. Failure to install the gasket will result in damage to the accelerator pump drive.

Step-by-step instructions for installing the DAAZ 4178 - 1107010 carburetor on a UAZ involve the following steps:

— the air filter with the housing is dismantled and the standard carburetor is removed;

— the mounting studs are unscrewed from the manifold and replaced with new, shorter ones;

— the electro-pneumatic valve is dismantled, and an additional switching relay is attached in its place;

— a new carburetor DAAZ 4178-1107010 is installed (a thin gasket is installed first, and then a thick gasket from K 126. If you do not install a thick gasket, the accelerator pump foot will rest against the manifold);

— the fitting on the carburetor is connected to the fitting on the ignition distributor via a hose;

— the electrical control circuit of the forced idle economizer (EFS) is being reinstalled;

— the quality and quantity screws set the optimal speed and regulate the stable operation of the engine.

Installation

How to install a DAAZ-4178-1107010 carburetor on a UAZ car? First you need to remove the air filter and housing. Then the standard device is removed. To do this, you need to unscrew the studs from the manifold and replace them with new and shorter ones. Electric valves are removed, and switching relays are installed in their place. Next, a new carburetor is installed in place of the old one. Before this, it is necessary to lay two gaskets. Now the fitting needs to be connected to the distribution fitting using a hose. Then it’s time to move on to installing the EPHH control circuit.

And at the last stage, the DAAZ-4178-1107010 carburetor is adjusted. So, with the help of special screws you can achieve optimal engine performance.

ADJUSTING THE CARBURETOR DAAZ 4178 – 1107010 FOR UAZ

Using the quality and quantity screws, the idle operating mode of the UAZ engine is set. The idle mode is quite unstable, and without proper settings the car will be impossible to operate.

Adjusting the idle speed on a UAZ car comes down to the following steps:

1. The engine of the machine needs to be warmed up well; to do this, the quality screw is completely unscrewed and then tightened 2.5-3.5 turns.

2. Using the speed screw, the engine idle speed is brought to 850-950 rpm.

3. Using the quality screw, the maximum engine speed is found, and then using the quantity screw, the position is returned at which the speed will again become 850-950. The action must be repeated until turning the quality screw no longer leads to an increase in engine speed.

4. The transition from enrichment to combining the combustible mixture is found if the engine speed begins to fall. It is up to this moment that the quality screw should be tightened and set at this mark.

5. Carburetor adjustment on an UAZ can be considered complete if, when you sharply press and release the gas pedal, the transition from high speed to idle goes well. Otherwise, it is necessary to unscrew the quality screw little by little.

Setting up the mechanism

Next we adjust the DAAZ-4178 carburetor. The calibration process involves a few simple steps. First you need to warm up the power unit well. The screw responsible for the quality of the mixture on the carburetor must be unscrewed almost completely, and then tightened about 2.5 turns.

The screw responsible for the amount of fuel mixture is necessary in order to set the speed. To do this, you need to rotate the screw until the revolutions are about 850-950. Next, using the same quality screw, we will find the highest revolutions, then use another adjusting screw to return it to 900 revolutions again. These steps must be repeated until the rotation of the quality screw increases the crankshaft speed.

If the rpm starts to drop, then you have found the transition from richer to leaner. All that remains is to tighten the quality screw and leave it at this mark. Now you can no longer touch the DAAZ-4178 carburetor. Its adjustment is completed. But this is true if, when you press the accelerator sharply, the transition from maximum speed to idle goes well. If this is not the case, then you need to slowly turn the quality screw.

So, we found out what technical characteristics the DAAZ-4178 carburetor has.

MAIN FAULTS DAAZ 4178 – 1107010 ON UAZ

The most common malfunction is wear of the needle valve in the float chamber. With this malfunction, excess fuel impairs engine idle performance. The solution to the problem may be to replace the valve.

Various valves and holes tend to become clogged over time, which leads to a narrowing of the cross-sections of the channels and holes. To ensure that engine performance does not deteriorate, regular washing and cleaning of the carburetor is required. This procedure can only be done by completely disassembling the carburetor, otherwise you simply cannot get to all the valves and holes.

Maintenance tips and tricks

The main enemy of every mixer, regardless of brand and modification, is low-quality and dirty fuel with which the system is filled. Systematic clogging makes it difficult for gasoline to flow through the channels; the engine is forced to expend more effort and power to overcome the barrier and deliver fuel to its destination. Therefore, before uploading, make sure the quality of the content.

Do not fill the tank with various types of chemical additives to restore the octane number or increase properties. Supplements have never brought any benefit, only harm. Chemical reagents corrode pipes, contribute to incomplete combustion of the combustible mixture, the formation of soot, excessive sulfur content, metal oxides, and a rapid decrease in fuel level. All of the above leads to premature wear of parts, failure of units, and sudden overhaul of the engine.

Carburetor DAAZ-4178

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 (that is, those that open when voltage is applied to the relay). The correct circuit and principle of its operation is described below.

Instructions for installing the DAAZ-4178-1107010 carburetor and adapting the EPHH control system

1. Remove the air filter with housing.
2. dismantle the K-151V carburetor
3. Unscrew the carburetor mounting studs from the manifold and install other smaller ones.
4. dismantle the electro-pneumatic valve EPHH and attach the additional switching relay in place.
5. install the DAAZ-4178 carburetor in place by first installing a thin gasket, then a thick textolite gasket (as under the K-126) and another thin gasket. Failure to install the gasket will damage the accelerator pump drive.
6. Connect the fitting on the ignition distributor with the fitting on the DAAZ-4718 turboburetor (the fitting near the quality screw) with a hose.
7. Reinstall the EPHH control electrical circuit. a) disconnect the connector with two wires from the contact of the EPHH microswitch of the K-151V carburetor. Bite the connector off the wires and by adding a third wire 80 cm long, restore the connector. b) connect the three-wire connector to pin 86 of the additional relay. c) connect the free connector of the third wire to contact 30 of the relay. d) connect a single wire from the carburetor EPHH microswitch to contact 87 of the relay. e) reconnect the connector with two wires from the contact of the electro-pneumatic valve EPХХ to the contact of the electromagnetic valve EPХХ of the DAAD-4718 carburetor. f) prepare a wire of the required length, equip it with connectors and connect contact 85 of the relay with the contact of the DAAZ-4718 carburetor switch.
8. Use the mixture quality and quantity screws to set the engine speed and regulate stable operation.

A little history

In the wide open spaces of Russia, you can still often find Soviet SUVs of the UAZ 469, 469B and 469BG models (military, civilian and medical, respectively), the production of which began back in 1972. They are the predecessors of the current UAZ 31512 and 31514 models, which appeared as a result of modernization in 1985, which are still successfully serving today. In the same way, the onboard UAZ 452D in 1985 became the UAZ 3303.

The UAZ 469 model had a standard single-chamber K 131 carburetor, which is currently morally and physically outdated (it is practically impossible to find it in good condition). Subsequently, with the advent of newer engines, the K 126 carburetor appeared, and the UAZ 31512 and 31514 models received the new PeCar K 151, which is equipped with many other Russian-made cars (Volga, GAZelle, Sobol, and so on). All of the above carburetors were produced by the Leningrad Carburetor Plant. Our task is to consider the possibility of replacing them with units from another manufacturer (DAAZ).