The 1.7 liter serial engine first appeared on the Niva in 1993. Since 2002, a modernized version with the index 21214 and a fuel injection system has been installed in the Chevrolet Niva. Today it is found under the hoods of the Lada Niva Travel and Lada Niva Legend models as well.
Yet owners of both fresh and well-traveled Nivas confront the same challenges.
Maintaining many parts of the VAZ-21214 engine inside the Niva’s engine compartment can be difficult.
2. Insufficient Power
With a displacement of 1690 cm², the engine delivers only 81 hp. Compare this to the well-known eight-valve AKL from a 1.6 liter class, like the Volkswagen group engine that powered the Skoda Octavia liftback, which produced about 100–101 horsepower in various versions. The gap of around 20 horsepower and 20 Nm of torque feels substantial for domestic SUVs. A weaker motor often means frequent revs to the limit and heavier loads, which shortens the engine’s life.
This lack of power is a common source of frustration for drivers who expect brisk acceleration and confident overtakes in daily use.
3. Tendency to Overheat
The VAZ-21214 engine can overheat for several reasons. The radiator relies on electric fans, and the reliability of both the fans and their circuits is not always solid, especially on cars older than eight years. Failures of cooling fan motors, resistors, or relays can push the engine into overheating.
A faulty thermostat stuck in the closed position is another frequent culprit. Its service life can be around 80 thousand kilometers. In addition, if the cooling system is poorly maintained, the impellers in the pump may fail, or the shaft may allow the impeller to spin without pumping antifreeze effectively.
The coolant pump has a reputation for unreliability and replacement can be a challenge. Issues with clogged radiators and pump failures worsen when owners neglect to change coolant per schedule or use low-quality antifreeze. External radiator blockages from mud or snow can also stop airflow and trigger overheating after fording deep puddles that leave a frozen crust on the radiator surface.
4. Oil Consumption
Oil use starts subtly and grows over time. Worn valve stem seals contribute to a steady rise in oil burn. A second factor is a high flow of crankcase gases that the simple oil separation system cannot fully manage. Third, as piston rings wear, oil can pass into the combustion chamber along the cylinder walls, increasing consumption further.
5. Oil Leakage
The rear crankshaft oil seal frequently loses tightness, and replacing it usually requires disassembling the gearbox, clutch, and flywheel. The Niva engine with hydraulic compensateers in the valve drive does not typically require opening the valve cover often, but leaks through the gasket can necessitate this step.
Hydraulic compensators introduce reliability challenges of their own, and some owners opt for older mechanical tensioners for easier servicing. The single-row timing chain, weaker than older designs, often shows limited life and may not exceed around 100 thousand kilometers in many configurations.
The hydraulic tensioner functions only with adequate oil pressure in the system. In addition, hydraulic bearings can suffer from manufacturing tolerances that lead to seizure or insufficient tension under load. When mounted with excessive torque, hydraulic bearings can deform. Some drivers have replaced them with traditional manual tensioning solutions. The newest engine variants used INA hydraulic bearings, which proved reliable, but thread changes prevented direct interchange with older blocks and heads.
6. High Noise Level
Large gaps in many working pairs contribute to a noticeable level of noise from the entire unit. The design of intake and exhaust paths did not focus on quiet operation. Auxiliary components also add to noise. Even in modern Nivas, cabin noise remains a common companion, with the engine not always the main source of sound.
7. Limited Engine Lifespan
A 21214 engine can run beyond 150,000 kilometers without major repairs in rare cases. That durability has long been typical of the older Zhiguli class engines. SUVs experience heavier use, and while highway driving can extend life, the engine commonly does not see the large gains in longevity. On long highway trips at steady speeds, some units may push toward 200 thousand kilometers or more.
For those who spend most of their time on highways at modest speeds, engine life can feel acceptable, but overall wear remains a constant consideration for SUV owners.
Why does it break?
Overall, there are no entirely failing design flaws in this engine. Yet around the 100 thousand kilometer mark, several symptoms can appear in different cars. The root causes have long been recognized: inconsistent finishes across the engine and its components. This consensus has persisted among owners and technicians alike.
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Photo: AVTOVAZ and Behind the Wheel