Why does the car jerk when driving Chery Tiggo. The Chinese used Chery Tiggo is not as bad as it seems. Diagnostics of the flywheel by the width of the gaps in its mates

Chinese crossover Chery Tiggo was originally copied from . These Chinese crossovers first appeared in Russia in 2005. Some cars were delivered disassembled and assembled at Avtotor in Kaliningrad.

Now these cars are already being sold at secondary market, and we will look in more detail at the advisability of purchasing this Chinese used car.

Tiggo's corrosion resistance is not at all high level, these cars rust over time in much the same way as our Ladas. The metal is not galvanized and where chips appear, the metal begins to bloom, which means that after about 6 years the rust can grow in full force. Therefore, it is vital for this machine to additionally apply an anti-corrosion coating.

The bumpers are made of cheap plastic that isn't particularly strong and can crack if it gets caught lightly on something. You also need to be more careful at the car wash, because a high-pressure washer can remove paint from mirrors and bumpers with water.

Salon

The salon is in full use simple hard plastic, it begins to creak very quickly, in addition, additional noise is created by the door locks, which quickly become loose. The seats also creak, the fabric of which is quite thin, so it tears easily, loses its shape, quickly wears out and gets dirty. So time is not in favor of the Tiggo interior; even the polyurethane foam inside the seats is wrinkled. But it’s good that new cars have already had time to dissipate the unpleasant phenolic smell.

The steering wheel also doesn’t look very nice over time, because the plastic peels off and wears off. The gear lever, especially a manual one, also quickly becomes bald and looks shabby.

The electronics in this car are simple, so there are no special problems with it, except perhaps the tape recorder may be acting up and window regulators fail over time. Replacing the tape recorder will cost $200, and restoring the power windows will cost $80. Also, over time, the stove fan may begin to make a loud noise - a new fan motor costs $100. The heater radiator also quickly becomes clogged with deposits; it must be washed periodically, but over time it will still have to be replaced with a new one, which costs $75, but in order for this radiator to become less clogged, it is necessary to fill it with higher quality antifreeze.

Motors

Chery Tiggo is equipped with Mitsubishi 4G6 engines, which are more than 30 years old. There are engines with a volume of 2 and 2.4 liters, they have the same diseases: weak bearings on the generator– already after 70,000 km. a hum appears, meaning that it is time to change these bearings.

If you fill in low-quality oil, and even late, then the valve lifters, whose service life does not exceed 100,000 km, will quickly fail. mileage if you change the oil on time and fill it with high-quality oil. Hydraulic lifters are inexpensive - $8 apiece, the main thing is not to let them jam, because then they will pull the valves, which means that you will have to install a new cylinder head, which costs $700.

But there are also more expensive developments due to the design features of these motors. But this applies more to inattentive owners. In these engines, the balancer shafts have bushing-bearings that operate without excess lubrication, so you need to make sure that the oil level in the crankcase is normal, otherwise the bearings without the required amount of oil will quickly wear out, after which the shafts will jam. And then there will be expensive repairs. By the way, in these engines, you must not forget to change the timing belt every 45,000 km, and you can also change the balancer shaft drive belt so that you do not have to overhaul the engine.

As with any car, you need to monitor the level of antifreeze in the cooling system; especially these engines may lose antifreeze at the pump connection point, or antifreeze may leak through the lower radiator hose. Spark plugs must also be of high quality and working.

Even Chery Tiggo needs to be filled high quality gasoline so that the fuel pump lasts longer. Moreover, in this fuel pump fine mesh filter, which can quickly clog if the gasoline is of poor quality.

In general, a fuel pump costs only $80, and if the mesh is clogged, then the entire pump needs to be replaced, but some owners simply remove the mesh, but there is a risk that dirt from the fuel can get into the injectors, which cost $70 each and they don’t like dirt. When they fail, a rattling sound will appear during idle and a slight vibration.

There are also all-wheel drive versions of the Tiggo, they have a gas tank divided into 2 halves by a driveshaft, and a pumping system is installed in the gas tank, which also has a quickly clogged filter. If such a mesh becomes clogged, then fuel will not be pumped and the power reserve will be reduced by half. Here you can also remove this mesh forever, so as not to change it regularly.

After 2006, Tiggo models began to be equipped with engines of their own production, which were designed by the Austrian company AVL. These are Acteco series engines with different volumes: 1.6, 1.8 and 2.0 liters. These motors are equipped electronically controlled throttle. The results turned out to be quite successful power units, definitely not worse than engines from Mitsubishi. They also require high-quality oil and antifreeze. There are cases that after 70 thousand km. The engine mounts fail, replacing them will cost $25.

Chery Tiggo's transmission

Front-wheel drive modifications are equipped automatic transmission transmission This 4-speed automatic was borrowed from the French, the model is called DPO or AL4. These boxes were installed on Renault, Peugeot and Citroen after about 1995. It is not known for its reliability. On Chery cars Tiggo, which are equipped with an Acteco engine, is equipped with this box, only its name is QR425. It has its own characteristics: it does not like to work until it warms up, the oil leaks slightly through the seals, and after 80,000 km. When shifting gears, shocks appear, which means that soon it will be necessary to change the pressure modulation hydraulic valves, the price of which is $100. There are also cases when the entire hydraulic unit will need to be replaced; its price is rather high - $500.

There are also manual transmission, For of this car- This is a 5-speed QR523 made in China; it has an insufficiently thought-out design of multi-cone synchronizers. Very soon they create sounds similar to crunching, and after 80,000 km. gears will shift poorly.

The clutch usually lasts less than 100,000 km. mileage, even the gearbox lever itself may stop obeying the driver due to the fact that the shell of the cable drives melts on the exhaust manifold in the summer, and in winter, on the contrary, when water gets inside the shell, the cables begin to freeze to the exhaust manifold. Therefore, you will have to replace the casing of the cable drives; it is inexpensive - about 15 dollars.

In addition, there is a design flaw in the all-wheel drive version - the car begins to tremble at speeds of 70 and 110 km/h. Despite dealer efforts to balance the driveshafts, the problem here was the BorgWarner ITM 3e multi-plate clutch that connects the rear wheels. So, the whole reason for the vibrations is that this coupling is rigidly attached to the bottom and at certain speeds of the driveshaft, it resonates with the body. By the way, the same clutch is also installed on famous crossovers from Hyundai and Kia.

To avoid vibrations, Chinese engineers installed rubber silent blocks in the places where the coupling is attached, but this did not help much. This problem could not be solved until 2010; they even stopped selling all-wheel drive equipment in 2008. But then the coupling was moved to rear gearbox, and in its place they put a support for the propeller shaft, after which the vibrations disappeared.

Pendant from Cherie Tiggo

The suspension is exactly the same as that of the 2nd generation Toyota RAV4, so there are almost no problems with the suspension. Toyota suspensions are distinguished by their reliability and durability, so the Chinese engineers made the right choice in choosing whom to copy. But still, the quality of the suspension parts is clearly not Toyota’s, so the durability of Tiggo’s suspension leaves much to be desired. But when the time comes to make repairs, you can install Japanese parts instead of Chinese ones, then the service life will increase by 2-3 times, although the price of Japanese parts is about one and a half times more expensive.

Already after 40 thousand km. It will be necessary to replace the stabilizer bushings, Chinese ones cost 8 dollars apiece, and Japanese ones - 12. Also, the struts will require replacement for this mileage, they cost about the same: 10 for China and 14 for Japan. After approximately 90 thousand kilometers it should replacing shock absorbers, Chinese ones cost: 65 dollars for the front ones, and 45 for the rear ones, Japanese ones will cost 120 and 90 dollars, respectively. Also to 100 thousand km. The silent blocks of the levers also need to be changed.

By the same mileage, the springs, especially the rear ones, may weaken, so the vehicle’s ground clearance will decrease by 3-4 cm. Replacing springs will cost 23 dollars for China and 35 for Japan.

Another unpleasant feature of Chery Tiggo is the brakes with guide pins: here rear calipers sour disc brakes . In addition, they begin to jam after 30,000 km. What is characteristic of these brakes is that the inner pads wear out very quickly, while the outer ones remain intact. In this situation, you can try cleaning the guide rods or replacing them. If the case is advanced, you will simply have to install new calipers, which cost $160.

Security at Cherie Tiggo's

As is known, chinese cars crash tests don't show the best best results, Chery Tiggo is no exception. This car has 2 front airbags and seat belt pretensioners. In 2011, a crash test was carried out using the ANCAP method, in which a version with a 2-liter Acteco 2.0 engine and a steering wheel on the right side took part. When the car crashed head-on into a wall at a speed of 64 km/h, the airbags worked late, and the dummy’s head hit the steering wheel; in addition, the pedals shifted strongly into the passenger compartment upon impact, and as a result, the dummy injured its head, chest and legs. In the event of such a collision, the passenger will also be left with some bruises. So, the result of this test is 2 points out of a possible 16.

When the Toyota RAV 4 was tested in 2002 using the ANCAP method, it easily received a solid 4, as it scored 27.1 points out of 34. Still, 4 airbags do their job. Of course, not everything was perfect with Toyota during the test - during a frontal impact, the steering wheel shifted slightly into the passenger compartment and the dummy in the driver's seat received a slight blow to the legs, and the dummy in the passenger seat suffered a slight bruise to the chest. But the airbags worked accurately and on time, precisely because of this - the bruises were insignificant.

The feeling of driving a Chery Tiggo

Driving a front-wheel drive Chery Tiggo with a 2.4-liter engine and manual transmission you feel pretty good the engine is quite playful, accelerates with approximately the same dynamics as the Toyota RAV4, there is, of course, a difference of one and a half seconds in favor of Toyota. When you press the gas to the floor, acceleration does not occur immediately, the car thinks for about half a second, and only then the revolutions increase. Gears change quickly and easily, and handling is also good.

If we compare the Tiggo and the RAV4, the Chinese’s ride is even better, the suspension behaves softer, smoothing out minor irregularities on the road, and when cornering, the roll is less than that of the Toyota. But in terms of noise, Toyota clearly wins: the engine is quieter, there is less aerodynamic whistle and the rustling of tires is almost inaudible. Also, the suspension of the Toyota RAV4 does not make unnecessary sounds, unlike Chery. And, of course, the brakes of the Chinese are clearly worse than those of the Japanese.

The first Cherry Tigos rolled off the assembly line in 2005. Crossovers for Russian market were produced in China and here in Russia - until 2008 at the Avtotor plant in Kaliningrad, and since 2010 at TagAZ under the name Vortex Tingo. The prototype was the second generation Toyota RAV4 SUV. Licensed Mitsubishi power units were placed under the hood.

Chery Tiggo, thanks to its low price, is in good demand in its class. How the crossover will behave in terms of reliability in the future certainly depends on operating conditions and literacy maintenance. But there is one thing... Among other things, chance also plays a significant role. In addition to “pedigree” diseases, there are also unforeseen ones - those that suddenly arise. As a result, under the same operating conditions, someone drives and knows no troubles, while others torture themselves by eliminating endlessly pop-up faults. Therefore, owners have mixed opinions about this car. It is also worth adding that the native Chinese assembly is of higher quality than the Russian one.

Engines

The Cherie Tigo crossover was completed gasoline engines working volume 2.4 l / 130 hp. and 1.8 l / 132 hp A little later, 1.6 l / 119 hp appeared. and 2.0 l / 136 hp

Some Tiggo owners with a 2.4L engine have encountered unpleasant cases of valve breakage and connecting rod destruction. The engine is prone to “wasting” coolant through the lower radiator hose, the junction of the pump with the thermostat tube, or through the tube itself. Sometimes the plugs in the cylinder block “leak”.

The 1.8 liter engine is characterized by difficulties with cold starting in severe frosts - below 15 degrees. The culprit is the coolant temperature sensor. Less commonly, the cause is “tired” ignition coils. Reduced traction and jerking at low speeds are often caused by a sensor malfunction mass flow air.

1.6 L and 2.0 L engines do not suffer from “nominal” sores. But they are not deprived common problems characteristic of Cherie Tigo.

Many people complain about the unsatisfactory quality of working fluids used in power unit. In particular, coolant in cars Russian assembly may form sediment over time, which often leads to the thermostat getting stuck in the open position.

Due to a malfunction of the fuel pump or fuel pressure regulator, the engine begins to stall and stops starting the first time, and then refuses to start at all when the fuel remaining in the tank is less than half or 1/3. So that trouble does not take you by surprise, especially savvy people carry with them “NZ” in a volume of 5 liters. After a small portion of fuel, the engine starts easily. This behavior can be observed closer to 100,000 km. The harbinger is a slow reaction of the speed arrow to pressing the gas pedal. The original fuel pressure regulator rarely lasts long and its reliability is very low. “Masters” advise installing a fuel pressure regulator from a Volga or Lanos. Car service workers do not recommend cleaning the fuel pump mesh, since in 90% of cases the RTD then fails.

Ignition coils and high-voltage wires can “die for a long time” after 30-50 thousand km. Drivers often notice a jerking sound when accelerating in 2nd gear. In search of a solution to the problem, one has to deal with replacement fuel filter, spark plugs, coils, high-voltage wires and even ECU firmware. But this does not always end in a positive outcome.

The fuel level sensor soon begins to “fib”, and then completely puts the indicator needle to zero. The reason is wear of the lamellas.

Transmission

The manual transmission is not highly reliable. Life cycle boxes is accompanied by noises, crunches and rumbles. Problems with switching appear at 40-80 thousand km. There are known cases of destruction of the suspension and secondary shafts.

On boxes with cable drive when switching on, the gear selector lever may “stick” due to the melting of the jacket of the cables located too close to the exhaust manifold. The problem occurs on Tigo with 1.8 and 2.0 liter engines. On a Tiggo with a 2.4 liter engine, problems with gear shifting may occur in winter - due to moisture getting into the cable jackets or under the corrugation of the gear shift mechanism.

The clutch often “runs out” after 70-90 thousand km, but there are also “lucky ones” who drove 150-160 thousand km before the first replacement. Dealers ask about 10 thousand rubles to replace the clutch; you will have to pay about 7-8 thousand rubles to a third-party service.

Not everything is going smoothly with the DP0 automatic transmission, which Tigo received as a gift from Renault. So, with a mileage of more than 30-40 thousand km per dashboard A gear with an exclamation mark is displayed. In this case, slight tremors may appear. The reason is pressure modulation valves. The valves will either have to be replaced, or you can get away with flushing the valve body. The cost of the valve is 2-2.5 thousand rubles, and replacement work is 4-6 thousand rubles. “Officials” ask for up to 80-90 thousand rubles for repairs.

On cars older than 3 years, the transmission may not switch to “P” (parking) mode due to the destruction of the fragile tip connecting the cable and the gear selector lever. Over time, corrosion appears on the contacts of the box connector comb.

All-wheel drive versions of the Chery Tigo, released before May 2008, were annoying with noticeable vibration in the speed range of 60-100 km/h. The reason is improper balancing of the driveshaft. The manufacturer managed to overcome vibration by moving the electric coupling to the rear gearbox and installing an outboard bearing in its place. CV joints, internal and external, often require replacement after a mileage of more than 70-90 thousand km.

Chassis

The crossover suspension has an average service life. Stabilizer struts and bushings lateral stability require replacement at 40-60 thousand km. Front and rear shock absorbers they begin to leak or knock after 60-100 thousand km. The silent blocks of the levers are also suitable at this time. With a mileage of more than 100 thousand km, the rear springs weaken.

Steering rods last more than 40-70 thousand km. Steering rack It may knock or leak after 60-90 thousand km. There are also problems with the power steering pump - it leaks in the area of the sensor.

After 60-90 thousand km, the rear brake caliper guides often become sour. Questions also arise about the ABS unit, which begins to “glitch”. A new unit costs about 30 thousand rubles, but its repair is not expensive. A glitch in the ABS unit can also be caused by moisture getting into the contact block on the module.

Conclusion

Many owners compare purchasing a Chery Tiggo to playing the lottery. You never know how your car will perform. It is also worth noting that the prices for original spare parts are significantly inflated, and they take much less time to maintain than those that were installed initially during assembly. The resource of analogues is no less than original spare parts.

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Chery Tiggo 2005. Diagnostics of malfunctions of the engine crank mechanism

The performance of the crank mechanism can be assessed by measuring oil pressure, determining the characteristics of knocks and measuring clearances in certain crankshaft joints.

Oil pressure measurement

Oil pressure is checked using a device consisting of a pressure gauge, a connecting hose with a union nut and nipple, and a damper that smoothes out oil pulsation during pressure measurement. To take pressure readings in the main line, the device is connected to the housing oil filter, having previously disconnected it from the standard pressure gauge tube. To check the pressure, follow the following steps in sequence:
connect a measuring device to the oil filter housing;
start and warm up the engine to standard thermal condition;
record the oil pressure in the main line at idling, at the moment of stable and nominally high-speed rotation of the crankshaft.

Listening for knocking noises in the crankshaft joints

Knocks in the KShM are listened to in certain conjunctions using an electronic autostethoscope. This method of diagnosing CVM requires injection of rarefied pressure into the space above the piston using a special compressor-vacuum installation. It is necessary to listen to the connections between the piston pin and the piston boss, also between connecting rod mechanism and the crankshaft journal, and then between the connecting rod upper end bushing and the piston pin.

In the case where low oil pressure and knocking noises in the crankshaft are detected, you will need to check the gaps in the above connections and replace the oil pressure sensor. If the oil pressure is low, but there are no knocks, then the drain valve of the lubrication system should be adjusted. If the actions taken do not lead to normalization of the pressure, then a diagnostic check of the lubrication system will be required at the stand.

Diagnostics of the flywheel by the width of the gaps in its mates

The condition of the crank mechanism is also determined by the size of the gaps in its connections. They are measured using a special device and according to the following scheme:
install the cylinder piston in a compressed state;
stall crankshaft;
instead of an injector, fix the device in the cylinder head, loosen the locking screw, and then lift the guide up;
turn on the device and bring the pressure to a discharged state;
achieve stable indicator readings using the method of two or three feed cycles;
record the gap in the connection between the upper head of the connecting rod and the piston pin, and then the total gap between the connecting rod bearing and the upper head of the connecting rod.
All clearances in the crankshaft are measured three times and take the arithmetic average. If the clearances of any one connecting rod are greater than the permissible values, engine repair is required.

Malfunctions of the crank mechanism include decreased compression in the cylinders and engine power, increased fuel and oil consumption, smoking, knocks and noises uncharacteristic of engine operation, oil and coolant leaks.

Compression in the cylinder is measured on a warm engine using a compression meter.

Before measuring compression, unscrew the spark plugs, insert the rubber tip of the device into the hole for the spark plug and turn the crankshaft with the starter with the throttle and air valves fully open for 5-6 seconds. At the compression gauge maximum pressure the end of the compression stroke in the cylinder is measured on a pressure gauge scale, and with a compressograph, the pressure value is recorded on a paper form. The measurements are repeated 2-3 times in each cylinder and the average value is determined. The pressure difference in the cylinders should not exceed 0.1 MPa.

A decrease in compression in individual cylinders can occur due to coking or breakage of the piston rings, damage to the cylinder head gasket, or violation of the clearance adjustment valve mechanism or burnt valves. Coking of the piston rings in the piston grooves contributes to intensive breakthrough of gases into the crankcase, which can lead to an increase in pressure crankcase gases and oil splashing out through the oil dipstick hole. In this case, 20-25 cm3 is poured into each cylinder motor oil and repeat the compression measurements. An increase in pressure indicates leaks in the cylinder-piston group.

A malfunction of the head gasket and a leak in the valve mechanism can be detected using a pneumatic tester by passing compressed air into the cylinder through the spark plug hole. Air leaking into an adjacent cylinder indicates a damaged head gasket or loose cylinder head nuts or bolts. A faulty cylinder head gasket can also be detected by coolant leaking into the sump. In this case, there will be a constant decrease in the coolant level in expansion tank or radiator and at the same time increasing the oil level in the sump. The oil acquires a color from gray to milky white. Air leakage through the carburetor indicates a malfunction of the intake valve, and air leakage through the muffler indicates a malfunction of the exhaust valve. Detected faults are eliminated.

The reason for the decrease in compression in the engine cylinders when the head gasket and valves are in good condition is wear of the cylinder-piston group. The degree of wear of the cylinder-piston group, and therefore its technical condition, determined without disassembling the engine using instruments and a pneumatic tester. The operating principle of the devices is based on measuring the leakage of air supplied to the engine cylinder. The check is performed on a warm engine. Remove the spark plugs and set the piston of the first cylinder to the top dead center of the end of the compression stroke. The crankshaft is prevented from turning by engaging the gear and placing the car in parking brake. Press the test tip of the device against the spark plug hole of the first cylinder, open the air supply valve and, according to the indications of the pressure gauge arrow on the device, determine the air leak. By turning the crankshaft, check the other cylinders in the same way in accordance with their operating order. Air leakage should not exceed 28% if the valves and head gasket are in good condition.

If knocks and noises uncharacteristic of engine operation occur, listen to the engine with a membrane or electronic stethoscope. The stethoscope rod is installed perpendicular to the surface of the engine in the place where knocks and noises are heard.

The condition of the piston and piston pin is determined during a sharp change in the crankshaft rotation speed by listening to the walls of the cylinder block along the line of movement of the piston in places corresponding to its extreme positions. The knock of the piston pin is distinct and sharp and disappears when the cylinder is turned off. When the mating is worn piston ring- a slight clicking knock is heard in the piston groove in the bottom dead center area at average crankshaft speed. Worn pistons produce a clicking, rattling, muffled sound when the engine is cold, which decreases as it warms up.

Wear of the main bearings and an increase in the gap between the crankshaft journals and the liners is accompanied by a dull, low-pitched metallic sound with a frequency that increases with increasing crankshaft rotation speed. A knock is heard in the lower part of the cylinder block along the axis of the crankshaft when the throttle valve is opened sharply. This knocking noise can also be caused by ignition being too early. Large axial clearance of the crankshaft contributes to the appearance of a knock of a sharper tone with uneven intervals, especially noticeable with a gradual increase and decrease in the crankshaft rotation speed. The tone of this sound changes depending on whether the clutch pedal is depressed or not. The amount of axial clearance is determined with the engine not running by the movement of the front end of the crankshaft when the clutch pedal is pressed and released and compared with the data from the table.

When connecting rod bearings wear out, they also create a knock in the area of the crankshaft axis, but lower or higher by the amount of the crank radius and when the piston is positioned at the top or bottom dead centers. In this case, a sharper and louder knock is heard, less powerful in relation to the knock of the main bearings. The knocking noise disappears in each cylinder when the corresponding spark plug is turned off.

A sign of wear on the main and connecting rod bearings is also a drop in oil pressure in the engine lubrication system below normal. The oil pressure is checked with a control pressure gauge with a division value of no more than 0.05 MPa.

Engines with the listed faults are sent for repair.