Why is there no traction in the car. Why the car does not pull: the reasons for the loss of engine power and how to fix the problem

Many have at least once had to deal with a situation when a motor that worked perfectly before is "blown away", the machine seems to grow an anchor from behind. The reasons why the engine does not pull and does not pick up speed are different, but it is not difficult to recognize the signs of most without the skills of an automobile diagnostician or minder.

Common causes for all engines

The characteristics of the motor indicated in the passport data of the car are provided under certain conditions. This is the normal filling of the cylinders with air, which is the working fluid in the internal combustion engine. This is the ability to heat it up to the desired temperature in time - to supply a certain amount of fuel of proper quality and ignite it on time (the pressure peak for maximum efficiency should occur at the moment the piston crosses top dead center).

ICE working cycle

The loss of engine power, regardless of its design, is the result of a number of general causes. Let's start with fuel: its quality remains lottery, while the engine is tuned to a certain grade. That is, the mixture prescribed in the injection maps or the mixture specified by the carburetor settings may deviate from the ideal, and the burning rate of the mixture changes. So, if problems appeared immediately after refueling, you yourself know which way to look.

The filling of the cylinders with air is rigidly connected with the valve timing. It is enough to leave the marks, as the strokes of the internal combustion engine will be displaced: a difference of 1 tooth can significantly reduce the engine power. Moreover, it is not necessary for the belt or chains to jump - more and more motors receive keyless pulleys, which require rigid fixation of the shafts with special devices during installation. If you do not reach the pulley, and one day it will move from a given position. And it's good if the engine simply loses traction, and does not hit the piston on the valves that did not close in time, driving them into the cylinder head.

For engines with variable valve timing, the camshafts (at least one) have the ability to shift so that, with sufficient throttle response at the bottom (small phase overlap), they do not lose at the top (the camshafts are shifted "towards each other", increasing the overlap phase, which increases power at high speeds ). Possible reasons why the car does not pick up speed are a failure of the VVTi control valve or problems with the phase shifter couplings. We have already dealt with this question, speaking of.

In addition, cylinder filling is tied to intake and exhaust resistance. To clog the air filter so that it loses its throughput - this must be contrived, but oil emissions through the crankcase ventilation system, especially if the piston filter is already worn out, and the oil trap is primitive, are not uncommon. On the VAZ-2106, it is not difficult to make the engine "sip on oil" through the crankcase ventilation, and even on fresh front-wheel drive cars (2109, 2110, 2114), such cases are possible. The resistance of an oily air filter rises sharply, hence the loss of engine thrust.

Release on carburetor cars and old diesel engines is simple, and it is enough to significantly reduce the cross-section so that the engine begins to "choke" with exhaust gases, perhaps with a powerful blow (when moving over irregularities, for example) or a canonical potato - but it is at least immediately noticeable.

If the engine with electronic injection does not pull, then the catalyst falls under suspicion in this case. Overheating, the ingress of fuel due to malfunctions in the power system can cause sintering of its honeycomb. Diesel engines with particulate filters soot becomes the main enemy: automatic filter burning on the go is ineffective, and at least you need to perform forced regeneration.

Problems with the release easily betray themselves: a muffled engine, upon a subsequent attempt to start, throws smoke into the intake, the sound of the engine changes, leaks immediately "crawl out" (the exhaust begins to "whip" to the damaged area).

The engine must not only get the right amount of air and fuel - it must ignite on time. On a gasoline engine, an appropriate ignition timing is needed, on a diesel engine - an injection timing. Since there is no separate ignition system on modern injection engines, problems with ignition advance are primarily characteristic of carburetor machines and old injection systems with a distributor (the Japanese used such systems right up to the early 2000s). Check the basic advance angle, set by the distributor, and the operation of the advance automatic devices in it (in case of malfunctions, the angle, normal at idle speed, will start to "go away" when accelerating).

A separate case is motors, where the distributor is driven by a separate pulley from the timing belt (old Audi and Volkswagens). Here, when replacing the belt, the distributor pulley is set "as necessary" (there are no marks on this pulley!), Forgetting that when replacing the belt, the distributor must be oriented with a cam according to the risk on the crankcase under it. After such a replacement, the car stops driving, since the ignition angles change. For diesel engines with a mechanical injection pump, the initial injection angle is set, in addition, the advance regulator works - they are checked according to the data from the repair and maintenance instructions.

On gasoline engines, we also add spark plugs to the suspects: even if the engine runs normally at idle, it is not a fact that the spark plugs will work well under load when the pressure in the cylinders at the end of the compression stroke rises and the conditions for sparking become worse. It is worth putting another kit for the test: without an oscilloscope, which allows you to take the voltage curves from a working ignition system, it is difficult to determine how the plug actually behaves under load. In the illustration below, look at the peak voltages corresponding to the moment of sparking: the gap in the third cylinder is excessively increased, the spark ignites at too high a voltage, and its duration decreases (the power accumulated in the ignition coil is not enough for normal spark combustion).

If we talk about compression, then under normal conditions it decreases with wear so slowly that the decrease in power is imperceptible for the driver. An exception is rapidly developing breakdowns (piston ring cracks, destruction of partitions between rings,). Simultaneously with the drop in power, the idling stability will sharply drop, the final diagnosis will be made unambiguously by the compressometer.

As for turbocharged engines, the state of the turbocharger is reflected well on their dynamics. An ideal centrifugal pump (turbocharger impeller) has a quadratic dependence of performance on rpm: as soon as rpm drops by half, the boost pressure drops by four. Rotor wedging due to destruction or coking of bearings, burning of a "hot" impeller is a likely reason why a turbocharged machine does not pull. Here, as with compression, a pressure gauge will help out.

Reasons for the loss of power in a carburetor motor

Here it is worth immediately checking the fuel level and the operation of the fuel pump: "underfilling" the fuel immediately betrays itself under load with a loss in dynamics, shots into the carburetor. Overfilling due to a faulty locking needle of the carburetor will likewise lead to a loss of power by the engine, here black smoke and firing from the muffler will already become a characteristic sign.

The dynamics of the car is perceived better during acceleration, so that a possible reason for the "dullness" of the car can be a defect in the accelerator pump. The fact is that all carburetor systems are designed to work in static modes, while the mixture is over-depleted when speeding up. To combat this overpopulation, an accelerating pump is used: when you press the gas pedal, the diaphragm pushes a dose of gasoline through the shut-off valve into the nozzles that go into the diffusers. If the diaphragm of the accelerating pump ruptures or the spray nozzles are clogged, the acceleration of the machine will immediately deteriorate so much that it is difficult not to notice. It is not difficult to check the accelerator pump - after removing the air filter or "turtle" from the carburetor, you need to sharply press the drive throttle: fingers will feel resistance (the diaphragm will create pressure in the accelerating pump), and trickles of gasoline should hit the inlet from the nozzles.

In operating modes, the composition of the air-fuel mixture is set statically by a set of fuel and air jets. It is worth blowing them out, and in case of noticeable deposits, rinse with a cleaner: even if this is not the problem, it will not be superfluous to maintain the health of the main dosing system.

Does not pull the injection engine

Why doesn't the car pull when the injection systems are equipped with feedback and can self-adjust in a “closed loop”? Alas, the possibilities for self-regulation are not as wide as we would like.

The first enemy of injection systems is insufficient fuel pressure. When the fuel consumption is minimal, the correction reserve is sufficient for idling. But as soon as the engine is loaded, the correction will jump to the maximum threshold, but the injectors will still "underfill".

The pressure in the fuel rail is set by three nodes: the fuel pump itself, the pressure regulator and a set of filters (coarse and fine cleaning). The performance of a serviceable fuel pump several times exceeds the needs of the engine at maximum flow - this is done so that pump wear is reflected as little as possible on the operation of the engine. Therefore, a fuel pressure regulator is used, which discharges "excess" fuel either immediately at the pump outlet, or from the fuel rail after the fine filter.

In the first case, the fuel rail is called drainless (16-valve VAZ engines, modern foreign cars), in the second - drain. The difference between these systems is in the location of the regulator and in its operation. On the drain ramps, the pressure regulators are controlled by the vacuum in the intake manifold, the pressure in the ramp changes depending on the load (at normal 3 bar for a VAZ at idle speed, it is 2.3-2.4 bar, take this into account when diagnosing!). On the drainless ones, the pressure is kept constant relative to the atmosphere and is, depending on the car model, 3.5-4 bar. An exception is direct injection systems, where the operating pressure ranges from 20 to 70 bar.

Something else useful for you:

The resistance of the fuel filters does not affect when measuring the fuel pressure "in the plug" (the pump is forcibly switched on on the muffled engine when there is no fuel flow in the rail) and is minimal at idle. But on the other hand, under load, an excessive increase in filter resistance reduces fuel supply to the rail, which will lead to a loss of speed. Therefore, measure the pressure at idle speed and under load (for example, hanging the drive axle and braking the wheels in a gear). In cases where idle speed is normal, and problems occur on the fly, it is meaningless to measure pressure only at idle speed (XX).

Checking exclusion stages:

1. Remove the coarse filter (mesh at the inlet). This is a known problem for a number of cars - for example, on the second generation of "Focuses".
2. Replace fine filter.
3. Measure pressure under load.
4. On engines with a drain ramp, pinch or otherwise muffle the return line to exclude the influence of the fuel pressure regulator. On motors with a drainless ramp, the RTD is installed in the fuel pump module, here it is easier to temporarily install a plug-washer made of polyethylene or other material that is not destroyed by gasoline under it.
5. Measure the pressure again: if it has increased, then the RTD needs to be replaced, otherwise, the pump must be replaced.

The second reason is "underfilling" -. Even with normal filter operation, the formation of deposits on the nozzles is inevitable over time. Only the shape of the spray torch can be assessed at home, by removing the ramp and turning the motor with a starter (Attention! This procedure is fire hazardous!). A clean nozzle should "dust" evenly, and not spurt or pour to the side. It is possible to evaluate the performance of injectors and compare it with the nominal one only at the stand.

The loss of dynamics is a consequence of the excessive enrichment of the mixture. The fuel pressure regulator cannot be blamed here (the pump performance, even when operating without an RTD, is not so high that the correction margin of the injection computer does not block the enrichment). It is much more likely that the injectors are leaking (again, it is checked at the stand) or the failure of the sensors on which the calculation of the injection time is tied.

Here the undisputed leader - the mass air flow sensor - is an accurate but sensitive device. As the mass air flow sensor becomes dirty and aging, the readings are overestimated, the car begins to consume significantly more fuel. As a result, the over-enrichment of the mixture can no longer be corrected by. But such a malfunction is immediately visible: the car will start to smoke, the candles will become overgrown with black carbon deposits. On motors with an absolute pressure sensor, the air temperature sensor is more likely to fail (here it is a separate unit, while in the mass air flow sensor it is built-in).

On cars with an electronic throttle, it is worth checking the operation of the servo by removing the nozzle from the throttle and letting it go through. The throttle should open evenly, without pauses and wedging, indicating problems with the drive gearbox or (the axle, overgrown with carbon deposits, wedges in the housing).

Video: Lost power. Loss of power

Seal

Sometimes the owners of products of the domestic auto industry are faced with a situation when the injection engine does not pull on the VAZ 2114. This problem is not uncommon, so we will try to thoroughly understand the reasons for the “weakness” of the engine and eliminate them ourselves.

List of possible causes of power drop

To quickly answer the question: why the engine thrust of the VAZ 2114 with 8 valves has disappeared from the first time, not everyone, even an experienced driver, can.

To do this, you need to consider all possible sources of damage:

• debris getting into the gasoline filter;
• blockage of the fuel pump diaphragm;
• malfunction of the sensor that controls the air flow;
• poor work of candles;
• a malfunction in the ECU (electronic engine control unit);
• dusty air filter;
• clogged nozzles;
• complete wear of the clutch disc;
• insufficient compression in the cylinders.

Analysis of the causes of poor engine traction and possible repairs

Dirty fuel filter

This may be due to low-quality gasoline (containing various small debris) or rare cleaning fuel tank... In this case, you will have to completely replace the entire filter system.

Gas pump diaphragm clogged

As a rule, the cause of the blockage is low-quality gasoline. To clean it, you just need to take out the diaphragm and rinse it thoroughly or blow it out with air.

Malfunction of the sensor that monitors the air flow

This is the most common reason why the VAZ 2114 does not pull.

Malfunction symptoms:

• too high or low engine idle speed;
• intermittent engine idling;
• disturbed dynamics of acceleration. The car becomes uncontrollable and often freezes.

It is worth checking the operating condition of the air flow meter periodically to avoid wasting time and money diagnosing the engine.

Dusty air filter

The more the filter is clogged with dust, the less air enters the engine, therefore, the thrust decreases. What can be done in this case? Ideally, the filter should be replaced with a new one, but if this is not possible, remove the filter, tap and blow to remove large debris (flies, dry leaves, insects).

Clogged nozzles

If the injector nozzles are clogged, you will have to go to a service station for ultrasonic cleaning, or purchase a special cleaning fluid.

Auto mechanics advise to purchase only high-quality injector cleaning products, for example, Wynn's (Vince), LIQUI MOLY, Carbon Clean.

The procedure itself is quite simple: the cleaning agent must be poured into the gas tank. But this method can only help if the fuel system is not heavily contaminated. An engine with a mileage of several hundred thousand kilometers is likely to require a complete replacement of the injectors.

Complete wear of the clutch disc

Disk wear can be determined by the following criteria:

• the pedal is easily "sunk", but does not come back;
• the clutch slips;
• when the clutch is engaged, a noticeable vibration occurs;
• it is impossible to disengage the clutch.

There is another way to check for wear: if you try to move away in fourth gear and the engine stalls, then there are no problems with the disc. If the engine continues to run, then the clutch disc will most likely have to be replaced.

Poor candlestick performance

There are several signs by which you can determine if a spark plug is faulty:

• the engine makes an unpleasant noise when idling;
• a sharp press on the gas causes dips in power;
• the engine runs unevenly;
• increased fuel consumption with a decrease in power;
• the candles are filled with gasoline.

Visual inspection of the spark plugs can also help identify the problem. If the candle is covered with dark oil, has a gloss or velvety carbon deposits, then this clearly indicates a problem.

Defective spark plugs must be replaced with new ones.

Insufficient compression in the cylinders

This defect appears due to high wear of the entire cylinder-piston system. As a result, the car owner notices that the oil consumption increases, the combustible mixture does not completely burn out, and the fuel enters the crankcase. This problem is serious and can be solved either by replacing the piston rings or by completely repairing the engine at a service station.

Malfunction of the electronic engine control unit (ECU)

There may be several signs of an ECU malfunction:

• various mechanical damage on it;
• lack of indicators from various sensors monitoring systems;
• lack of control signals for the fuel pump, the idle system of the machine and other mechanisms controlled by the ECU.

Unfortunately, this device cannot be repaired in most cases. Even service station specialists will offer to simply replace the ECU with a new one, after carrying out diagnostics.

Finally

The article lists all possible reasons for which the VAZ 2114 does not pull. To independently analyze them and figure out the reason for the poor engine thrust is within the power of every motorist. This will save you a significant amount of money compared to the cost of diagnostics at a service center.

In the life of motorists, a situation often arises when, when entering the road and trying to accelerate, it is noted that the engine does not pull.

That is, the dynamics of acceleration is very "sluggish", the car reluctantly picks up speed, and it seems that something is holding it.

This problem can arise with almost any car - domestic or foreign car, gasoline and diesel, with a carburetor power system and an injector.

Often, a drop in thrust is accompanied by additional symptoms - there are third-party sounds when the engine is running, the engine may stall in one of the modes (usually at idle speed), the crankshaft revolutions are not stable and “float”.

But this is not always the case, it happens that the unit behaves perfectly in all respects, but does not develop power.

Main reasons

There are a lot of reasons for this phenomenon, and in most cases they are associated with a malfunction of the systems and mechanisms of the power plant.

Some of them are trivial and very easy to fix, others require quite serious repairs.

The main problem with the fact that the engine does not pull is not related to troubleshooting, but to finding it.

In some cases, it is very difficult to identify what caused a decrease in tractive effort, and you have to sort out almost the entire motor.

Therefore, we will try to point out the main reasons why the car accelerates very “sluggishly”.

Since the engines are on different cars have their own design features, then we will consider it on specific models.

Power drop on the VAZ carburetor engine

To begin with, let's take VAZ cars with a carburetor power system and an 8-valve timing belt - VAZ-2109, VAZ-2110, VAZ-2114, VAZ-2115.

The same power plant is installed on these cars, therefore the reasons are identical.

Let's go through those components, due to a malfunction of which a drop in dynamics may occur.

In general, the main reason that the engine does not pull is a change in the processes in the combustion chambers - a mismatch in the proportions of the air-fuel mixture, the combustion process is disturbed, filling of the cylinders and the removal of exhaust gases does not occur as required.

Supply system

Very often, the drop in thrust is due to the power system. Structurally, the carburetor fuel system used on cars from VAZ-2109 to VAZ-2115 is very simple and is almost completely mechanical, so it is not particularly difficult to identify the cause.

A decrease in power can occur due to:

In addition to the elements responsible for the fuel supply, the power drop also occurs due to the strong contamination of the air filter element.

Ignition system

This system also takes part in the combustion of the mixture, which means that a failure in its operation can affect the power.

In carburetor engines VAZ-2110 and others, a decrease in thrust can occur due to:

• Malfunctioning spark plugs or changes in their thermal gap;
• Excessive wear of contacts and the central electrode of the distributor;
• Loss of voltage in high-voltage wires;
• Violations of the ignition timing.

Violations in the power supply and ignition systems most often become the reasons for a drop in power, so the check to identify the cause should begin with them.

If the operation of these systems is not suspicious, other components of the motor should be diagnosed.

Exhaust system, timing and KShM

Loss of traction can also occur due to the exhaust system, although problems with it rarely occur on carburetor engines.

The main reason for this is the reduction in throughput due to the large carbon deposits in the muffler. Because of this, the exhaust gases, not having time to be discharged from the cylinders, "choke" the engine.

The reasons for the drop in thrust are also often the gas distribution mechanism and the cylinder-piston group.

Here the power reduction is due to:

• Violations of the thermal clearance of the valves;
• Strong carbon deposits on the valve discs, seats, or their burning;
• The occurrence of rings;
• Limiting wear of the CPG;
• Breakdown of the cylinder head gasket.

In general, problems with the timing and CPG cause a drop in power in any engine - carburetor, injection, diesel. Therefore, we will not mention these mechanisms in the future.

VAZ injection engines

In VAZ-2110, 2112, 2114, 2115 injection engines, both 8-valve and 16-valve timing, it is more difficult to identify the cause of the power decrease due to the more complex design of the main systems.

Supply system

Any injector consists of a mechanical actuator and an electronic control, and both of them can cause problems that will lead to a drop in power.

Let's take a look at the mechanical part first. Here, traction can be influenced by:

• Severe clogging of the mesh filter on the gasoline pump;
• Drop in the performance of the fuel pump due to wear;
• Dirty filter of fine cleaning;
• Fuel rail pressure regulator malfunction;
• Clogged nozzles;
• Dirty fuel filter;
• Air leaks in the manifold.

In general, almost every element of the injector executive part can be the culprit for the decrease in dynamics.

The situation is approximately the same in the electronic component.

The operation of the motor with the injector is controlled by an electronic unit, which constantly monitors the parameters by means of sensors installed on different systems.

The number of these tracking elements is considerable and the breakdown of any of them leads to the fact that the ECU incorrectly estimates the indicators on the basis of which it controls the executive part.

Because of this, the readings of the DPKV are violated, as a result, the operation of the ignition system is disrupted, which leads to a drop in traction.

In injection engines, the exhaust gas evacuation system often creates this problem than on a carburetor car, and all because of use.

The cells of the element have a small cross-section, so they clog up rather quickly, which leads to the fact that the exhaust gases "crush" the engine.

The main reasons with the engines of other cars

So, on a Mitsubishi Lancer 9 car, most often the problem arises with the exhaust system. This car uses a double catalyst, which clogs up with carbon deposits relatively quickly.

Therefore, many owners of this car, with a drop in power, recommend first of all to pay attention to this particular system.

But in the ZMZ-406 and 405 engines, which are equipped with the GAZelle and Volga cars, the power drop is often due to:

• Ignition coils malfunctions;
• Losses in high voltage wires;
• Broken candles;
• Breakage of sensors (first of all - DPKV).

But do not forget about the other elements of the power supply systems, ignition, as well as the timing and CPGs mentioned above.

For Ford Focus cars, in general, problems with loss of traction arise due to malfunctions of sensors, as well as elements of the power system - especially the fuel module, which includes both a gas pump and a filter, combined into a single structure.

Roughly the same applies to a car like the Renault Megane. In this machine, a drop in power can occur due to:

• Wear of the distributor cover;
• Defective spark plugs and high voltage wires;
• Weak exhaust system capacity;
• A worn-out gasoline pump and dirty filter elements;
• Damaged injector sensors.

In general, first of all, one should look for the cause in the power supply and ignition systems, and only then proceed to the timing and CPG.

If the diesel does not pull

A decrease in thrust can also occur in diesel engines. If we consider old cars, whose power systems are completely mechanical, then the most common reason is the depressurization of the system.

For the engine to develop full power, the following conditions must be met:

1 - good compression of the engine;

2 - stable and abundant fuel supply;

3 - a lot of air.

If one of the above conditions is not met, then the efficiency of the motor will be low.

When thrust is lost under load, this means that the engine control unit has entered emergency mode. Emergency operation of the engine is provided on all modern machines. This mode is necessary so that the car does not quickly, but safely reach its destination.

To find the right reason it is necessary to carry out computer diagnostics of the engine.

According to the results computer diagnostics we will understand in which direction to move and where to dig in order to find out the true cause of the malfunction.

If diesel the engine runs out of fuel, then check the fuel equipment:.

If the diagnostics show that diesel fuel enough, and the turbine is under-blowing and there are no errors in other systems, then it is advisable to measure the engine compression.

Failure to properly compress the engine will result in the engine will not pull and develop its full power. If there is no compression of the piston, but there is a sufficient amount of air and fuel, then a strong explosion will not happen anyway, thus there will be no good exhaust, but as we know, the exhaust spins the turbine, so the turbine will not inflate the required volume of air. Lack of airflow will result in the car not pulling.

The most common the reason for the lack of air boost- problems in the operation of the turbine and the shutdown of the turbine itself.

Consider a variable geometry turbine engine (the most common).

Turbine shutdown usually occurs due to one of two problems: one is related to air, the other is due to mechanical failure the turbine itself (impeller wear, axle play).

There are variable geometry turbines that are controlled by a vacuum, and there are those that are controlled by an electronic actuator.

The machine is equipped with four sensors that completely influence the operation of the turbine.

1 - Boost pressure sensor. They measure the air pressure in the intake manifold.

2 - Boost pressure regulator. This is the valve that controls the geometry, i.e. turns the turbine on and off.

3 - Intake air temperature sensor. Shows the temperature of the air entering the motor.

4 - Atmospheric pressure sensor. Measures the atmospheric pressure where the vehicle is moving (normal atmospheric pressure relative to sea level).

Most often it happens that the tightness of the air intake system is broken in the car. Thus, the turbine drives all the air out (torn pipe, poor connection at the joints, cracked intercooler (air cooling radiator).

To identify such a problem, it is necessary to check the entire air intake system for leaks.

The next most common problem: Faulty geometry in the turbine.

To check the geometry on the car, you need to remove the vacuum hose from the actuator on the turbine itself. Put another hose on it and try to draw in air with your mouth or a special device. After this procedure, the rod that controls the geometry should change its position. If it does not change its position, then there may be 2 reasons either the diaphragm in the actuator has broken, or the geometry itself has jammed.

Failure of the boost pressure regulator and boost pressure sensordetected by the presence of errors on them in the results of computer diagnostics.

The boost pressure regulator can also be checked with a vacuum gauge.

We must remember to check the vacuum pump and vacuum tubes throughout the machine for leaks. This is done as follows, disconnect the branch pipe in some place, put your hand, air should be felt.

A turbine with an electronic actuator can only be checked using computer diagnostics!

Note that the loss of traction can also be affected by "vortex" flaps (not available in all vehicles).

We hope that this information will help you identify the reason why your car is not pulling or gaining full power, as well as gain enough knowledge to communicate with car service specialists.

According to statistics, each car owner, during a long service of the car, experiences problems with traction, depending on the reasons, the car either accelerated poorly, or could not even move at all. In other words, the engine simply does not have enough power to cope with all the loads - to gain speed and revs.

Dashboard

The most interesting thing is that the motor in such situations behaves like a completely "healthy". You will not hear from him any noise, no knocking, or other evidence of a malfunction. I would like to note right away that the list of possible causes of power loss is huge and it is very difficult to describe all the malfunctions. We will give a list of only the most common ones, as well as analyze in detail their nature and possible reasons for their appearance.

Top causes of power loss

If no other problems are found along the way, as soon as there is a loss of traction, then first of all it is worth paying attention to the quality. As the practice says, in 51% of cases, low-quality fuel is associated with the loss of power. The tank is filled with bad fuel or fuel that is not appropriate for this model. It is not uncommon that modern cars, especially foreign-made ones, do not tolerate 92 brands of gasoline. Sometimes it can be done quite simply, it is enough to dilute it with better quality fuel. Often, such manipulations help with unstable operation of the internal combustion engine, "" speed, and the like. Then along the way there is "" on the tidy.

Owners of gasoline engines can easily check the quality by looking at the candles. If the reason lies in combustion disorders, as well as the presence of impurities, this will be displayed on the candles, soot will appear, and the color will change.

For example, when the fuel is oversaturated with third-party metal-containing components, the skirt and contacts will be covered with a reddish tint. The formation of black carbon is indicative of inadequate combustion of the mixture. In any situation, in case of malfunctions in the combustion processes, the engine loses power.

Also, do not forget that when checking candles, you need to remember about the service life. They are not durable, especially if they were not of high quality initially. Now an interesting fact, if after replacing the entire set of spark plugs, "scale" forms just as quickly and the engine experiences the same problems, then the cause should be looked for in filters or cylinders.

Problems with valve timing arise due to incorrectly installed "marks" of the belt, timing chain. Belts stretch, chains jump, after which, because of ignorance of problems, the consequences can be much sadder.

Banal engine wear. Do not forget that used cars lose 10-15% of their power on average. If the power loss is much greater in your opinion, then it is wise to check the compression. Weak compression, and this is often less than 10 kg / m. indicates burnt-out cylinder walls, wear of rings, burnout of valves, and the like. Compression data for each model is different, but usually it is 12-14 kg / m2. More details about which one you have can be found in the service book.

The reasons are in the transmission. Worn clutch in manual transmission or automatic transmission slipping. It is better to entrust the check to experienced craftsmen, especially for automatic transmissions.