21114 and 21124 Engines
ized fuel via hose 3 to filter 4, next through the fuel
This section of the document details specifics of
engine design, typical faults and repair recommen-
dations for mechanical systems including fuel
metering, EVAP and exhaust systems.
For fault descriptions and repair recommenda-
tions on the Engine Management System which also
includes fuel metering and ignition systems refer to
the Multipoint Fuel Injection Engine Management
System Service and Repair Manual.
Fuel Metering System
General Description
Fuel is delivered from fuel tank 15 (Fig. 1)
mounted to the vehicle underbody beneath the rear
seat. The steel tank consists of two stamped halves
welded together. The filler neck is attached to the
tank by a two-piece rubber hose fastened with
clamps. The fuel tank (15) may be protected with a
screen as an option.
In-tank Fuel pump module 16 includes an elec-
tric fuel pump, fuel filter, pick-up tube, fuel pressure
regulator, jet-pump and fuel level sensor. Fuel is
pumped at 3.8 bars (380 kPa) minimum. The fuel
pump is activated by the ECM via a relay (with igni-
tion ON). To disconnect the fuel tank electric har-
ness remove the access cover under the rear seat.
Fig. 1. Fuel metering system:
1 – fuel rail; 2 – pressure plate; 3 – fuel hose: fuel filter to fuel pipe; 4 – fuel filter; 5 – fuel filter clamp; 6 – fuel hose: supply to fuel filter;
7 – connection hose; 8 – filler neck; 9 – filler neck box; 10 – clamp; 11 – air hose; 12 – fuel tank strap; 13 – washer; 14 – bolt; 15 – fuel
tank; 16 – fuel pump; 17 – fuel supply line; 18 – fuel hose: supply to fuel rail
The in-tank fuel pump module supplies pressur-
pump connection and integrated fuel pressure reg-
ulator, through rubber hose 18 and steel pipe 17 to
fuel rail 1.
The fuel pump module cannot be repaired and
should be replaced as a complete assembly.
Fuel filter 4 is accommodated in a steel housing
which cannot be disassembled and has a paper fil-
tering element. The arrow on the fuel filter body
should point in the direction of fuel flow.
Fuel rail 1 supplies fuel to injectors. It is mount-
ed on the intake manifold. The fuel metering system
does not have a fuel return line. The fuel pressure
regulator located in the fuel pump module maintains
required pressure in the fuel rail. Injectors (Fig. 2)
are held to the fuel rail by retaining clips, the con-
nection is sealed with O-rings 3. The fuel injector is
a solenoid device which sprinkles fuel when ener-
gized and is locked by a spring when de-energized.
Fuel is dispersed and injected into the intake mani-
fold through the injector’s atomizer nozzle. Fuel
injectors are operated by the ECM. Injectors with an
open or short in the winding must be replaced.
Clogged injectors may be purged without disman-
tling using a special test-bench.
The Evaporative Emission (EVAP) Control
System integrated into the Fuel Metering System
consists of charcoal canister 3 (Fig. 3) located in
the engine compartment, separator 9, valves 4 and
7 and related piping. Fuel vapors from the fuel tank
Fig. 2. Fuel rail and injectors (21114 engine):
1 – fuel injector; 2 – injector retaining clip; 3 – O-ring; 4 – fuel pressure test fitting; 5 – fuel rail

Fig. 2a. Fuel rail and injectors (21124 engine):

1 – injector retaining clip; 2 – fuel injector; 3 – O-ring; 4 – fuel rail; 5 – fuel pressure test fitting cap; 6 – bolt; 7 – cylinder head

are partly condensed in separator 9; condensed fuel
is returned to the fuel tank. Uncondensed fuel vapor
passes through gravity valve 7 and fuel tank valve 4.
Gravity valve prevents fuel spills from the tank in
case of vehicle roll-over, while the fuel tank valve
controls pressure inside the tank. After passing
through the valves fuel vapors enter canister 3
where they are adsorbed by activated carbon (char-
coal). Two other ports of the canister are connected
to throttle 14 and ambient pressure. At engine start-
up the ECM operates the valve which connects the
canister to ambient to purge the charcoal: fuel
vapors are drawn through hose 13 and throttle valve
into plenum.
Air cleaner is mounted in the front right part of
the underhood on three rubber supports.

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Fig. 3. EVAP system:
1 – nut; 2 – EVAP canister mounting bracket; 3 – EVAP canister; 4 – fuel tank valve; 5 – fuel tank; 6 – clamp; 7 – gravity valve; 8 – sepa-
rator mounting bracket; 9 – separator; 10 – fuel vapor hose, to separator; 11 – fuel vapor tube, to separator; 12 – fuel vapor tube, to fuel
tank valve; 13 – fuel vapor hose, to throttle body; 14 – throttle body
The outside air is drawn through the snorkel into
air cleaner 1 (Fig. 4). The air then passes trough the
paper filter element, Mass Air Flow (MAF) sensor 2,
air intake pipe 10 and throttle body 3. After the throt-
tle body the air is directed into intake plenum 5,
intake manifold, cylinder head and into the cylin-
ders.
At low idle the throttle valve is closed and the air
bypasses the throttle valve through the Idle Air
Control (IAC) valve, which is an ECM operated sole-
noid. The IAC valve cannot be dismantled and
should be replaced as a complete unit in the event of
its failure.
Caution: It is necessary to relieve the fuel
system pressure before servicing fuel system
components.
Fuel pressure relief procedure:
- Place transmission in neutral and apply parking
brake;
- Disconnect the harness connector from fuel
pump 16 (see Fig. 1);
- Start the engine and allow it to idle until the
engine stops running for lack of fuel;
- Engage starter motor for three seconds to dis-
sipate fuel pressure in lines;
- After the fuel pressure is relieved and the sub-
sequent servicing is complete reconnect the fuel
pump harness connector.
Electric Fuel Pump Assembly
Fuel Pump Assembly Removal
- Fold rear seat forward;
- Remove the fuel tank access cover and discon-
nect the fuel pump harness connector;
- Relieve fuel system pressure (see above);
- Press the spring lock and disconnect lines 3
and 6 from fuel pump 16;
- Unscrew the retaining nuts and remove the fuel
pump assembly from fuel tank 15.
Fuel Pump Assembly Refitting
- Refit the fuel pump assembly to the fuel tank,
align marks on the fuel pump and the fuel tank and
fix the pump with retaining nuts;
- Reconnect the fuel lines to the fuel pump (insert
to hear the lock clicks);
- Reconnect the fuel pump harness connector;
- Replace the fuel pump access cover;
- Return the rear seat to normal position.
Fuel Filter Removal
- Place the vehicle over a pit or lift it on a hoist
and disconnect the battery negative cable;
- Relieve fuel system pressure (see above);
- Press the spring lock and disconnect the fuel
line from fuel filter;
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Fig. 4. Air intake system (21114 engine):
1 – air cleaner; 2 – MAF sensor; 3 – throttle body; 4 – IAC valve; 5 – plenum; 6 – coolant return union; 7 – retaining clamp; 8 – coolant
pump supply line; 9 – hoses, coolant supply to throttle; 10 – air intake pipe

Fig. 4a. Air intake system (21124 engine):

1 – MAF sensor; 2 – air cleaner; 3 – hoses, coolant supply to throttle; 4 – throttle body; 5 – intake module; 6 – IAC valve; 7 – coolant
return union; 8 – retaining clamp; 9 – coolant pump supply line; 10 – air intake pipe; 11 – air intake pipe retaining clamp

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 - Remove the fuel filter retaining clip.
Attention: Take special care to avoid dirt or
other foreign matter entering the fuel system
through the fuel filter connectors.
Fuel Filter Refitting
- Install the fuel filter. The arrow on the fuel filter
body should point in the direction of the fuel flow.
Secure the filter with the strap;
- Attach the fuel lines to the filter (insert to hear
the lock clicks).
Fuel Rail Removal
Attention: Take special care to avoid dirt or
other foreign matter entering the fuel system
through the fuel line connectors.
Disconnect the battery negative cable. Relieve
fuel system pressure (see above).
For 21124 engines: undo nuts 3 (Fig. 5a) and
remove valve train cover 1.
- Disconnect throttle linkage from the throttle
body and the bracket on the intake plenum;
- Remove the throttle linkage bracket;
- Disconnect the intake pipe from the throttle
body unit;
- Disconnect and remove the fuel supply line
from the fuel rail.
Attention: Always use another wrench to
hold the fuel line nut while disconnecting the
line from the fuel rail.
- Unscrew the retaining nuts, detach and remove
the plenum from the intake manifold.
For 21124 engines: undo nuts 11 and bolts 10
retaining intake module 7 and detach it from the
cylinder head.
Disconnect the injector harness connector and
remove the injector harness.
Unscrew two bolts retaining the fuel rail and
detach it complete with the fuel injectors.
Fuel Injector Removal
Remove the fuel rail (see above). Detach injector
retaining clips 2 (see Fig. 2) and remove injectors 1
from their seats in fuel rail 5.
Cut off both injector sealing O-rings 3 and dis-
card.
Warning: Be particularly careful while
removing the fuel injectors to prevent damage
to the fuel injector electrical connector pins or
the fuel injector nozzle. Precautions must be
taken to prevent engine oil from getting inside
the fuel injector.
Fuel Injector Testing
Check fuel injector electrical resistance (which
should measure within 11.4–12.6 Ohms) and the
amount of sprayed fuel.
Check the fuel cone and injector tightness.
If a fuel injector fails one of the above tests,
replace the faulty injector with a new one.
Fuel Injector Refitting
- Lubricate new injector O-rings 3 with engine oil
and refit on the injectors. Replace injector retaining
clips 2;
- Install injectors into the fuel rail injector sockets.
Push the injector into its socket far enough to
engage retainer clip with the groove on the rail;
- Refit the fuel rail assembly to the intake manifold
and tighten the two retaining bolts;
- Attach the fuel line to the rail and tighten to
20–34 N•m;
- Connect МДФ1 fuel gauge to the fuel pressure
test fitting, bleed air from the system through the
pressure gauge until the fuel can be seen;
Activate the fuel pump using DST-2 scan tool and
check if the fuel injector O-rings are leaking fuel.
Evaporative Emission
(EVAP) Control System
The Evaporative Emission (EVAP) Control System
(Fig. 3) consists of a charcoal canister (3) with a
purge solenoid, separator 9, gravity valve 7, fuel
tank valve 4 and related piping.
EVAP System Common Faults
Rough idle, stalling, high emissions and poor dri-
veability can be caused by:
- damaged canister;
- malfunctioning purge solenoid;
- overfilled canister;
- hoses/lines damaged and/or not connected
properly;
- restricted hoses/lines or valves.
Visually inspect connecting hoses/lines and the
EVAP canister. If the canister is cracked or dam-
aged, replace the EVAP canister.
If fuel leak is detected, check hose connections.
Check the EVAP purge solenoid for incorrect
installation. Make sure the vacuum lines are proper-
ly connected.
EVAP Canister Removal
- Disconnect the EVAP purge solenoid electrical
connector;
- Disconnect lines from the canister;
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Fig. 5. Plenum and intake manifold (21114 engine):
1 – plenum gasket; 2 – bracket; 3 – throttle cable bracket; 4 – gasket; 5 – plenum; 6 – intake/exhaust manifold gasket; 7 – intake mani-
fold; 8 – exhaust manifold shield; 9 – mounting bracket; 10 – retaining bracket

Fig. 5a. Plenum and intake manifold (21124 engine):

1 – valve train cover; 2 – valve train cover support; 3 – dome nut; 4 – serrated washer; 5 – support; 6 – throttle gasket; 7 – intake mod-
ule; 8 – seal; 9 – stud; 10 – bolt; 11 – nut

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 - Undo the attaching bolt, slacken the clamp
retaining the canister to bracket 2 and remove can-
ister 3.
EVAP Canister Refitting
- Fasten the canister using a clamp;
- Reconnect lines to the canister;
- Reconnect the purge valve electrical connector.
Fuel Vapor Separator Removal
Important! Drain fuel from the fuel tank
before removing the separator.
Undo the nuts retaining separator 9 to bracket 8,
slacken the clamps, disconnect hoses and remove
the separator.
Powertrain Dismantling and
Reassembly
Use the following procedure to dismantle the
powertrain:
- Detach the exhaust manifild with integrated cat-
alyst 1 (Fig. 8). Undo the nuts retaining the starter
motor to clutch bell housing and detach the starter
motor;
- Detach the brackets with the engine mounts.
Undo the retaining bolts and remove the clutch bell
housing bottom shield;
- Carefully disconnect transmission from the
engine. Do not rest the transmission input shaft on
the clutch diaphragm spring fingers;
- Remove the clutch bell housing top shield and
detach pressure plate from the flywheel.
Use the following procedure to reassemble
the powertrain:
- Locate the driven plate and the pressure plate
on the flywheel and fit them on the three locating
dowels, then bolt on;
- Place two centering spigots (if they were
removed) into the lower cylinder block lugs and
attach the top clutch housing shield;
- Use centralizing tool A.70081 to align the driven
plate. Tighten the pressure plate bolts to the speci-
fied torque (see Appendix 1). Apply a thin coat of
LITOL-24 grease on the splined end of the transmis-
sion input shaft and on the outside surface of the
clutch release guide sleeve;
- Refit transmission to the engine (do not support
the transmission input shaft on the clutch diaphragm
spring fingers. Secure transmission on the engine
with bolts and a nut;
- Refit the bottom shield of the clutch housing
and tighten the bolts;
- Oil the front bush of the starter armature shaft,
which is located in the clutch housing. Refit and
secure the starter motor;
- Refit and secure three brackets complete with
the engine rubber mountings;
- Refit and secure the exhaust manifold.
Engine Dismantling
(Specifics of Dismantling VAZ-21114
and VAZ-21124 Engines)
Mount a clean engine on a stand and drain oil
from the oil sump. Dismantle the engine as
described below.
Disconnect coolant supply/return hoses and the
hose for crankcase ventilation at idle from the throt-
tle body. Undo the nuts holding the throttle body to
the plenum, withdraw the throttle body and recover
the gasket.
Detach the fuel supply line from the fuel rail.
Detach the vacuum hose from the plenum.
Undo the nuts holding plenum 5 (Fig. 5) to intake
manifold 7. Remove the plenum and recover the
gasket.
For 21124 engines: undo nuts 3, remove valve
train cover 1. Undo nuts 11 and bolts 10 and remove
intake module 7 (Fig. 5a) with the gasket.
Disconnect the wiring from each of the injectors,
undo two bolts holding the fuel rail to the intake
manifold and remove the fuel rail.
Undo the securing nuts and bolts and remove
retaining 10 (Fig. 5) and mounting 9 brackets, fol-
lowed by intake manifold 7 with bracket 2 and shield
8.
Detach the maniverter (exhaust manifold with
integrated catalytic converter) and recover the gas-
ket.
Cylinder Block
Design Specifics
Refer to Fig. 6 for basic dimensions of the cylin-
der block.
The new engine displacement has been
increased with the greater cylinder height (197.0 -
197.1 mm, see Fig. 6), although the piston and con-
necting rod dimensions remain the same.
Cylinder bores are subdivided into 5 classes A, B,
C, D, and E with a step of 0.01 mm. The cylinder
class is stamped on the cylinder block bottom face.
Cylinders can be rebored to accommodate the
oversize pistons (+0.4 mm and +0.8 mm diameters).
The main bearing caps are machined together
with the cylinder block, they therefore are not inter-
changeable and have distinctive notches on the out-
side.
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Fig. 6. Cylinder block dimensions

Fig. 7. Crankshaft dimensions

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Fig. 8. Exhaust system:
1 – exhaust manifold with integrated catalyst (maniverter); 2 – oxygen sensor; 3 – exhaust system mounting pads; 4 – main muffler; 5 –
rear muffler mounting pad; 6 – clamp; 7 – auxiliary muffler; 8 – cone spring; 9 – bolt; 10 – spherical ring; 11 – downpipe; 12 – nut; 13 –
plate; 14 – shield; 15 – gasket
Crankshaft and Flywheel
Design Specifics
Refer to Fig. 7 for basic dimensions of the crank-
shaft.
The 1.6 L engine features a crankshaft with
increased crank radius (75.5–75.65 mm).
Crankshaft – cast iron, with five main bearings.
The crankshaft journals can be reground during the
engine overhaul, in which case the diameter may be
reduced by 0.25, 0.5, 0.75 or 1 mm.
The crankshaft endfloat is restricted by two
thrust washers. The thrust washers are fitted on both
sides of the central main bearing: a sintered washer
(yellow) on the side facing the flywheel, and a steel-
aluminum washer on the opposite side. The thrust
washers are of two sizes – standard and 0.127 mm
thicker.
Crankshaft bearing shells – thin-walled, alu-
minum with steel backing. The top bearing shells of
No 1, 2, 4, and 5 main bearings have inner oil
grooves, whilst the bottom bearing shells are plain
shells. The big-end bearing shells (both top and
bottom) are also plain.
Oversize bearing shells are thicker and are used
with the crankshaft journals reduced by 0.25, 0.5,
0.75 or 1 mm.
Flywheel – cast iron with a pressed-in steel ring
gear. The flywheel centering is ensured by a cylindri-
cal nose on the crankshaft flange.
A taper recess on the rear face of the flywheel
near the ring gear is provided as a positioning mark.
Always adjust it against No 4 cylinder crankpin.
Exhaust System
Exhaust gasses are discharged from the engine
through exhaust manifold 1 with integrated catalyst,
downpipe 11 with two flanges, auxiliary (front) muf-
fler 7 and main (rear) muffler 4.
Oxygen sensor 2 is fitted on the exhaust manifold
with integrated catalyst. Some systems may option-
ally be fitted with a second oxygen sensor.
The exhaust manyfold to cylinder head connec-
tion is sealed with a gasket.
Downpipe 11 is connected to the catalyst on one
side through a gasket and to auxiliary muffler 7 on
the other side through a flexible joint.
Heat shield 14 is fitted to the front flange of the
downpipe with retaining nut 12 and plate 13.
Spherical metal-graphite ring 10 is fitted
between the mating flanges. The downpipe flange
has a spherical seat to accommodate the ring.
The flared ends of muffler tubes are joined by
connecting clamp 6 with taper rings.
Exhaust manifold 1 with integrated catalyst is
secured with nuts on the cylinder head studs and
also to the cylinder block with a bracket.
Never reuse the retaining nuts.
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 Mufflers are attached to the underbody brackets
with three rubber mounting pads 3 and one rear
mounting pad 5 of the main muffler.
Both mufflers and their associated pipes are
made as single-piece units and therefore should be
renewed as single units in case of failure.
The air cleaner is mounted in the front right part
of the underhood on three rubber supports.
The outside air is drawn through the snorkel into
air cleaner 2 (Fig.4a). It then passes through the
paper filter, MAF sensor 1, intake pipe10 and throt-
tle body 4. After the throttle body the air is directed
into intake module 5, next into the cylinder head and
the cylinders.
At low idle the throttle valve is closed and the air
bypasses through the Idle Air Control (IAC) valve –
the ECM operated solenoid. IAC valve 6 cannot be
10
dismantled and should be replaced as a complete
unit in case of failure.
Important! Relieve fuel system pressure
before servicing or repairing fuel system com-
ponents.
Fuel Pressure Relief Procedure
- Place transmission in neutral and apply parking
brake;
- Disconnect the fuel pump (16 Fig. 1) harness
connector;
- Start the engine and allow it to idle until the
engine stops running for lack of fuel;
- Engage starter motor for three seconds to dis-
sipate fuel pressure in lines;
- After the fuel pressure is relieved reconnect the
fuel pump harness connector.