Cars and Tuning

(OTTO And DIESEL ENGINE)

- STUDY OF THE CONSTRUCTIVE ELEMENTS OF THE MOTOR OF FOUR TIMES.

At first we go has to study all and each one of the elements that as much constitute the motors of explosion (Otto) like those of combustion (Diesel). We go has to later study jointly the parts or common elements of these two types of motors and the elements that differentiate their constitution.

COMMON ELEMENTS:

Within the common elements to both types of motors we can classify them like fixed elements or movable or dynamic support and elements.

FIXED ELEMENTS:

- MOTOR BLOCK: It is the element that constitutes the structural support of all the motor. It is the most voluminous and heavy element of the motor in which they go lodged or connected the rest of the great part of elements that compose the motor.

Formed by a series of orifices which constitute the denominated cylinders in which the pistons lodged. Depending on the form, disposition and characteristics of the block thus we will be able to have motors with cylinders in line, opposite Horizontals and in “V”. The disposition in line is most classic and common it stops most of the present motors. Since they are motor of relatively medium-low piston displacements. They do not occupy too much space due to his small piston displacement. The problem considers when we tried to construct to motors of high piston displacements and an elevated number of cylinders. In these cases several problems, basically constructive consider to us; first it is that if we tried to construct a motor with a number of cylinders superior to 4 or 5, the motor block acquires great dimensions exaggerated, making difficult to his later assembly in the vehicle and the limitation as far as the design of the same one.

The second problem is in the construction of an excessively long crank which produces a diminution in the resistance of the material and the consequent increase of the breakage probabilities or deformation to us of the same one.

A so great crank in movement stores an excessive kinetic energy that could repel in the rest of elements of the motor.

In the figure we can observe a block with its corresponding shirts.

In order to avoid this type of disadvantages the motors in “V” are arranged. As its own name indicates the disposition of the cylinders is made in two halves had in uve distributing this way to the cylinders and the rest of the elements of the motor obtaining an optimization of the dimensions the same one.

Another type of motors according to the disposition of the cylinders is the horizontal-oppose motors; this type of motors is less used but it is characterized to have a disposition of the cylinders equal to the one of the motors in “V” but with a phase angle of 180º.

The motor block due to the cylinders and a series of cavities

internal, one practically is hollow. Around such cavities the water of the circuit of refrigeration circulates. Also it has another series of spiral orifices which are used for the fixation of the rest of elements that go connections to the block; and we do not have to forget that in the interior of the block is a circuit of lubrication that communicates with all the zones where they support movable elements for its perfect lubrication.

The material used for the construction of the block is the gray smelting alloyed with metals like nickel and chromium. This material provides to the block a high resistance to the heat and the wearing down as well as a splendid thermal conductivity to him.

Depending on the type of refrigeration used in the motor, we will be able to classify the blocks in; Blocks cooled by water
Blocks air cooled
BLOCKS AIR COOLED

This type of blocks is less used due to its low effectiveness at the time of cooling. Although it has the great advantage of being very economic.

This type of blocks is constituted by a series of laminae or nerves practiced in the outer part of the block which have a great faying surface with the air of the outside; which, when going the vehicle in march the airflow that settles down in the motor, cooling the walls of the block and therefore evacuates part of the generated heat.

This type of blocks is used basically in motors of two times.

BLOCKS COOLED BY WATER

Unlike the previous ones in this type of blocks; the heat generated in the combustion and due to the friction of the different elements; it is evacuated by a water obstacle that circulates around the interior of the block which goes connected to the circuit of refrigeration. This system is used due to its excellent effectiveness.

Sometimes the cylinders where they go lodged the pistons not practice directly on the same block but that are used linings or shirts which go inserted in the own block. This system raises the enormous advantage of which in the case of existing an excessive wearing down in the walls of the cylinder, the repair is less expensive, since we will have to only change the shirt and to replace it by another new one. In the case of being a block without shirts, the only way to resolve the problem is rectifying the cylinders and therefore varying the essential levels of the cylinders.

Within the use of shirts we will be able to distinguish two types;

DRY SHIRTS: This type of shirts mounts to pressure in the interior of the cylinder mechanized in the block. They are in perfect contact with the wall of the block, so that the internal heat can be transmitted to the circuit of refrigeration.

HUMID SHIRTS: The block in this case is totally hollow and is the detachable shirt the one that forms and closes the water box of the circuit of refrigeration, which is in direct bonding with the shirt

In the figure we can observe the different types from assemblies of shirts. Being the shirts To, B and C humid shirts and the D dry shirt.

BUTT: It is the piece that serves, among other things, of closing to the cylinders on the other hand superior. In her they go lodged, in most of the cases, the admission valves and escapes. Also it conforms the combustion chamber in those motors in which they do not have pistons with built-in camera. It serves like support and lodging, for the different elements from ignition or injection according to the type of motor that treats.

In motors with camshaft in head that is to say, with this tree located in the superior part of the butt, the butt has a series of supports to lodge the camshaft. IN case that the motor has lateral camshaft or block, in butt s it will lodge the axis of balance beams.

Like the block the butt has a series of orifices by which the water of the circuit of refrigeration circulates and that is communicated as well with the orifices of the block.

Due to the conditions of work that they support, they must to be resistant to the high temperatures and to be good conductors of the heat. For it they make of light alloy; formerly they made of the same material that the block to avoid difficulties in the subjection due to the coefficient of expansion of the materials.

In butts with combustion chamber, these can be of different forms according to the disposition and forms of the different elements; choosing the form that better adapts to the type of motor. Therefore we will be able to differentiate the following types:

- extended Camera: One is used in motors with lateral valves. It presents/displays a great inner surface with separated zones of the ignition point, forming corners that give rise to fine coal deposits that give rise to the pre-ignition. But they have the great advantage of being of economic construction.

- Camera of bathtub and in wedge formation: One is used in butts with lateral spark plugs. It has the great advantage of which the route of the spark is very short and limits the excess of turbulences in the gas.

- cylindrical Camera: One of the most used at the present time due to its simplicity of design and easy accomplishment.

- hemiesférica Camera: It is of all, the one that comes near more to the ideal form. The valves have one to each side the camera and spark plug in the center. It has the enormous disadvantage which it needs double system of distribution, a camshaft by each row of valves.

For diesel engines two types of cameras exist; which are classified according to the type of used injection (direct injection or indirect injection).

- Camera of indirect injection or combustion chamber: This type of cameras is divided in two parts; one that is the camera itself that it conforms the butt or in the own cylinder, and a pre-combustion chamber lodged in the same butt. These two cameras are communicated to each other by means of denominated orifices diffusing. When the admission valve is opened part of the inhaled air enters within the precamera which when the sufficient thing is compressed it opens the injector that due to the high temperature and pressure of the air, this one begins to combustionar, following this combustion until the main combustion chamber, where it finishes combustionar all the mixture completely.

This type of cameras has the advantage of being quieter and to obtain one more a smoother and progressive combustion punishing less to the elements like the piston. Although also it has the disadvantage of the cold start since the camera must reach a temperature of between 500 and 1000 ºC being able to combustionar the mixture. In order to avoid this problem electrical resistance denominated that at the time of putting the motor in march the precamera warms up, allowing an optimal starting are used “heating”. A series of variants exists, as far as types of cameras, whose operation and disposition are same that practically the mentioned one previously, like for example; Vortex chamber and Camera of air reserve.

Camera of direct injection: This type of cameras is the base of almost all the diesel engines that make in the present time. It consists of an only combustion chamber in which the fuel to high pressure by means of the injector is injected which, unlike the injectors used in the other type of injection, it has several orifices of exit of fuel. This system has the advantage to have a better cold start, and a smaller fuel consumption contributing for equal constructive characteristics a greater power. The disadvantage of this type of motors is its excessive noise. At the east present time type of motor thanks to the new technologies and the discovery of new more resistant and light materials, has been able to suppress part of their disadvantages; like for example the high noise, the response time (reprise), etc…

an east principle type of motors did not use heaters, but at the present time they are gotten up to improve the cold start, becoming this one almost perfect.

TOGETHER OF THE BUTT: As much the butt as the motor block goes to each other separated by means of a denominated meeting Together of the Butt which both allows to a perfect union between both elements and an almost perfect watertightness between the cavities of elements. Constructed with asbestos and metal that make it resistant to the temperature and the mechanical efforts.

COVER OF BALANCE BEAMS And CARTER: They are both elements that close to motor one by the part of above and the other by the part of down.

CARTER: It is the piece that closes to the motor by the later part. He fulfills several missions; one of them is the one to protect to the movable elements (crank), also it serves as container for the lubrication oil and accomplish a mission to cool this oil. He is constructed of inserted plate and in his lower part he takes practiced a drained orifice of of the lubrication oil. Models exist in which a series of ears or laminations practices to them that are used for the best refrigeration of the oil of the lubrication.

Together with the block by means of screws and a cork meeting to avoid oil flights.

COVER OF BALANCE BEAMS: Like the case this cover serves as closing the superior motor on the other hand. Constructed of inserted plate whose mission is the one to protect to the movable elements. Together with the butt by means of screws that they thread in practiced blind holes in the butt and a cork meeting that avoids losses of oil.

INDUCTION MANIFOLDS And ESCAPE:

INDUCTION MANIFOLD: It is the element in charge to make arrive best possible the mixture air-gasoline for Otto motors, and the air for diesel engines and gasoline of direct injection, to the interior of the cylinders. Usually he is constructed of aluminum since it is an element that is not put under great temperatures since the gases that enter are fresh gases. The number of orifices of the collector will depend on the number of cylinders of the motor, therefore if the motor has 4 cylinders, the collector will have four orifices.

EXHAUST MANIFOLD: He serves as way of exit of gases burned in the combustion towards the outside. They support great temperatures for that reason that make of iron fused with perlítica structure to give a good resistance to the high temperatures.

Several types of collectors like those of multiple tubes exist which are used in fast motors.

Sometimes the induction manifolds arrange themselves and saves interlaces to each other. This system does that the motor when is cold warms up admission gases to us and avoids an excessive condensation in the cold start.

Both collectors go united to the butt by means of a system of espárrago and nut. And in the middle of both he is placed a meeting of paper parafinado for the induction manifold and another one of asbestos for the one of escape.

MOTOR ELEMENTS MOVILES Or:

They are the elements in charge to transform the produced thermal energy into the combustion in mechanical energy, through a connecting rod system - crank that transforms the alternative movement of the piston into a revolving movement of the crank.

Between the main movable elements that constitute the motor of four times we will be able to speak of;

PISTON Or PISTON: It is the movable element that moves inside cylinder which directly takes on him the hit of the combustion of the mixture. It is divided in two fundamental parts; what head of the piston and the other call is denominated skirt of the piston.

Head of the piston: It is the superior part of the piston that is in direct bonding with the combustion chamber and that therefore is the part that is put under a greater mechanical punishment, thermal and chemical. It is this part of the piston are grooves or throats mechanized which serve from lodging the segments (elements that we will study later).

The head of the piston can get to have several forms depending on the type of motor, or is by its disposition or its principle of operation. Therefore pistons with the flat head exist, which are of frequent use in motors with combustion chamber in butt. Combustion chamber in piston; to this type of pistons a lodging with certain forms practices to them that serve as combustion chamber, which allows us to mount flat butts completely. Head with baffle plate; this type of pistons is used in motors of two times to lead gases.

Skirt of the piston: It is the low part of the piston and which has the mission to serve as guide in its alternative movement Is of dimensions slightly greater than those of the head of the piston which avoids its pitching and therefore a decompensated wearing down in the cylinder and the piston.

In this part a lodging for the bolt of union between the connecting rod and the piston is mechanized. Sometimes, in this part (the skirt), grooves in form of T or U practice, which serves as thermal compensators that avoid the increase of dimensions of the piston when it reaches discharges temperatures.

Due to the conditions of work which they are put under the pistons have to be constructed in such a way that they are; Robust, light, resistant to the high temperatures, resistant to the wearing down, under coefficient of expansion and great thermal conductivity. In order to obtain all these properties they are constructed of light alloy with aluminum - silicon with slight copper contents, magnesium and nickel.

SEGMENTS: Since we have mentioned when studying the piston, these elements go lodged in the pistons and they are made up by an elastic ring that is in contact with the walls of the cylinder. Its mission is the one hermetically to separate the volumetric enclosure generated by the piston in its displacement; to lubricate the pairs of the cylinder and to transmit the heat that communicates the piston to him to the walls of the cylinder.

The number of segments by piston varies according to the motors but they oscillate between 3 and 6.

To the first group of segments it is denominated to them; compression rings and are the ones in charge to make a hermetic closing with the superior part of the cylinder. To first of these segments it is denominated to him of fire.

Later we have the denominated segments of lubrication, which, as its own name indicates, serve to lubricate the walls of the cylinder. Usually they have orifices around which the oil circulates and that communicates with the interior of the piston.

Like the pistons and due to their conditions of operations must fulfill a series of mechanical and thermal conditions like for example; to be good thermal, resistant to the high temperatures and, mainly resistant conductor to the wearing down.

CONNECTING ROD: It is the element that serves as union between the piston and the crank and therefore, is the one that transmits all the effort of the piston to muñequillas of the crank.

The connecting rod is divided in; head, body and foot.

The head is the part of the connecting rod that goes connected to muñequilla of the crank. This union is made through a called element small hat which goes at the top united of the connecting rod by means of two spiral fixations. Between averages sockets are placed antifriction which serve to avoid the premature wearing down between the surfaces in contact. These elements denominate semi sockets of connecting rod or semi connecting rod bearings.

The body of the connecting rod is the part that the foot with the head unites and therefore the one that the effort transmits. Put under bending stress and compression it has a cross-sectional section that varies of forms but that usually they are in form of H which provides to the connecting rod the sufficient mechanical resistance to support such efforts.

The connecting rod foot the part that unites to the bolt and that does as well with the piston.

CRANK: It is the element that along with the connecting rod and the piston makes the transformation of the alternative movement in rotating movement. It also transmits the turn and driving force to the other organs of transmission.

Constituted by a crankshaft which has muñequillas of support or moyús that rests on the supports of the motor block. The crank goes fixed to its supports, like the connecting rod head, by small hats, denominated large stone bench small hats. Between averages denominated sockets are placed semi sockets of large stone bench or semi large stone bench bearings, as they have the mission to reduce to the maximum friction al and to avoid the premature wearing down between the pieces in contact. The number of supports of a crank usually is, the number of cylinders except one.

Also it has trunnions or muñequillas of connecting rod, on which the connecting rods by means of the connecting rod head are reconciled. Being I number of trunnions equal to the one of cylinders.

In the supports located in the ends of the motor, detents that avoid the losses of oil towards the outside, as much in the side of the distribution like in the side of the steering wheel mount.

It has orifices that communicate to each other and that serve as conduits for the circulation as the lubrication oil. These orifices are in the supports and the trunnions so that they lubricate the pieces that are put under greater wearing down.

INERTIA STEERING WHEEL: It is the element of great mass that is reconciled to the crank and that has the mission to store kinetic energy to regulate the turn of the crank and to transmit that energy in the deadlocks (of the cycle).

DISTRIBUTION: They include/understand the set of necessary auxiliary organizational elements for the perfect operation of the motors. It has as a function the one to open and to close the admission valves and saves at the moment adapted for the filling and perfect evacuee of admission gases and escapes.

The distribution is constituted by the following elements;

VALVE SET: They are a set of elements that open and close the entrance and exit from gases to the compression chamber.

VALVE: They are the main element of this set. Located inside the combustion chamber they are the ones in charge to open and to close the orifices of entrance and exit of gases.

Constituted by a valve head which makes the hermetic closing with the orifice of the butt. Usually they are mechanized with a rake to avoid flights and to allow a better closing. This part of the valve supports in the butt on a called element valve seat.

United at the top is the piston rod or body of valve whose mission is the one to serve as guide to the valve in its displacement. At the end of the piston rod it has cracks which serve to fix the rest of elements that go connections to the valve.

WHARVES OF THE VALVE: It is the element in charge to maintain the valve always closed. This type of wharves usually makes with elastic load of gradual tension, that is to say, that its constant of proportionality varies throughout its length; the objective of this type of construction is the one to avoid the bounce of the own wharf and therefore of the valve, due to the continuous alternative movement. Another form to avoid this effect is placing two wharves with different sense from winding in the turn of the wharf.

FIXATION ELEMENTS: With object to maintain the wharf together with the valve elements of fixation like cazoletas are used and the semicones. These elements are fixed to the valve thanks to the own pressure that the wharf makes on them.

VALVE GUIDE: It is the element on which the body of the valve slides and which is fixed in the butt. Its mission, as its own name indicates, is the one to guide and to make the movement smoother of the valve.

CAMSHAFT And ELEMENTS OF CONTROL: The camshaft is the element in charge to overcome the force that exerts the wharves on the valves through the control mechanisms to be able to open them and to close them at the suitable moment.

Constituted by a tree to which a series of eccentric elements denominated levies has been mechanized him, that are the ones in charge to send the push through the control elements towards the valves. Like the crank has a series of supports or moyús, which can go lodged or the block (camshaft in block), or in the butt (camshaft in head or butt), depending on the type of distribution that has the motor. Sometimes they take mechanized one or two dentated pinions which serve to give movement to the pump of oil and to the distributor or delco respectively. In motors with mechanical gasoline pump, an additional levy to the camshaft was mechanized which drove this pump. At the present time it is in disuse due to the use of electrical pumps.

The opening and closes of the valves must be perfectly synchronous with the position of the pistons. Due to this the camshaft receives the movement of the crank which must be perfectly synchronous in its movement with the one of the camshaft.

When the camshaft is in the block, the drive on the valves is made through elements of control constituted by;

DOZER BARILLA: It has the mission to transmit the push of the levy until the balance beam, being saved the distance that there is among them.

TAQUÉS: Depending on the type of distribution, taqués will go located or in the block or the butt.

Taqués in block: They go located between the levy and the dozer rod.

Taqués in butt: They are placed when the camshaft goes mounted on the butt and the drive on the valves is direct (it does not need dozer rod). This type is placed upon the same valve. At the present time, in this type of assembly, hydraulic engineers are used taqués who have the advantage to maintain at any moment the operation levels avoiding this way to make the call setting of taqués.

BALANCE BEAMS: It is the handle that it transmits direct or indirectly the movement of the levy to the valve. Two types of balance beams exist;

TILTED BALANCE BEAMS: Employees in motors that use dozer rods. By an end he receives the push and by the other he transmits it, tilting in the central part.

OSCILLATING BALANCE BEAMS: This type of balance beams is used in motors with arbol of levies in head. Unlike the previous one, in this case, the movement directly receives the balance beam in its central zone, tilting in an end and transmitting the movement in the other.

The balance beams have a mechanism of regulation constituted by espárrago spiral and a blocante nut, which serves so that a small comfort between the valve and the balance beam exists. This level is necessary so that in conditions of on-speed operation, when expanding the materials by the thermal effect, are not left these two pieces excessively together and cause in state of rest of the valve (closed) a slight opening of the same one. There is east phenomenon denominates stepped on valve to him.

The balance beams oscillate on a denominated axis axis of balance beams which is located in the butt. It has a series of inner orifices that serve to lubricate the zone of basculación of the balance beam.

TRANSMISSION ELEMENTS: The transmission of the movement between the crank and the camshaft can be made of three different forms;

. - BY GEAR: It consists of communicating the movement through pinions or gears. In principle one is reconciled a gear to the crank and another one to the camshaft which gears to each other transmitting the movement. In case of existing a considerable distance between both another gear is put in between averages. This system is in disuse due to the high noise that produces and to the great weight of the pinions that diminish the effectiveness of the motor.

-by CHAIN: It consists of making the transmission of the movement through a chain that gears in two pinions located in the crank and the camshaft. This system, the more used than previous one, also has been practically in disuse, since he is very noisy. Although it raises the advantage of not needing maintenance.

-BY DENTATED STRAP: Using at the present time is the system more since it considerably avoids the disadvantages of the other systems, reducing the noise and the excessive weight. It consists of an dentated strap which is in charge to transmit the movement. Constructed with rubber and polyamide with a metallic framework in its interior. It raises the disadvantage that there is to replace it a certain number of kilometers. Therefore the breakage risk is greater than in both previous cases.

AUXILIARY ORGANIZATIONAL ELEMENTS OF THE MOTORS:

All the motors are constituted basically by all the elements described until now, but other elements connected to the motor exist and that although do not affect directly to the fundamental cycle of operation without them it would be impossible the operation of the motor.

CIRCUIT OF LUBRICATION: He is the one in charge to maintain perfectly lubricated all and each one of the pieces that are in contact with others and that are put under movement. Their objectives are;

To reduce to the maximum the friction between the pieces in contact to avoid that they are warmed up and they been able to get to be fused causing the denominated gripaje.

To cool the pieces of the motor.

Constituted mainly by;

Oil pump

Oil filter

Circuit of lubrication

CIRCUIT OF REFRIGERATION: It has the mission to maintain the temperature of the motor within a suitable rank of temperatures for the perfect operation of the same one. It consists of the following elements;

Radiator

Thermostat

Circuit

Ventilator

Thermocontact

I base of expansion

CIRCUIT OF FEEDING: This circuit varies fundamentally depending on the type of motor. This way we can classify the circuit of feeding for a Otto motor and a circuit of feeding for a diesel engine. Due to the principle of operation of both motors completely different systems of feeding are used. Although at the present time and due to the enormous technological advance every time these systems are resembled more and more.

Its mission is the one to prepare the necessary air mixture - combustible for the later filling of the cylinders in each power setting.

MAIN DIFFERENCES CONTRUCTIVAS BETWEEN MOTORS DIESELY OTTO

Since we have been able to observe in the study of its theoretical cycles, the motors Diesel and Otto have elementary differences of operation, therefore, at the time of designing these motors remarkable constructive differences will exist.

The main differences consider from the point of view of the feeding of the motor.

CONSTITUTION OF MOTOR OTTO:

It has a circuit of ignition, which is in charge to generate the current electrical necessary to transmit it to it to the spark plug and that takes place in this one the necessary spark that gasoline makes inflame the mixture air -.

Different types from circuits of ignition exist;

Circuit of ignition by rúptor or platinum (first generation).

Circuit of transistorized ignition (second generation).

Circuit of electronic ignition (third generation).

at the the most used present time he is the one of third generation.

They consist basically of;

- Generating of impulses (it varies based on the type of ignition)

- Distributing or delco

- Coil of ignition

Cables of discharge

Spark plugs

This system consists of generating a variation electrical of low intensity (generating of impulses), that transmitted to a transformer (discharge coil), it induces a current to us of high intensity which transmitted to the spark plug at the suitable moment (distributing or delco), causes the spark jump to us that makes us explode the mixture.

GENERATOR OF IMPULSES: It is the element in charge to generate the variation of necessary current that it induces in the coil a high tension. Different types exist from generators of impulses;

Platinum: Used in the ignitions of first generation, constituted by a system completely mechanic. Formed by a ruptor or platinum which make an opening movement and it closes continuous that cause such variation of the electrical signal. Located in the distributor they receive the movement through a levy located in the axis of delco.

This system due to its mechanical composition, requires the installation of a condenser which has the mission to avoid that in the contacts of platinum voltaic arcs take place that in the long run would spoil these contacts to us.

Generator of effect Alternator: This system is more effective and modern than the previous one. It consists of incorporating in the distributor a small alternator. When the distributing tour, this alternator (analogical signal), sends this current to an electronic module which accomplishes the mission to treat that signal and acting on a power transistor, it sends the necessary variation to the discharge coil. As it is possible to be observed, this way any type of mechanical wearing down is eliminated.

Generator of effect Hall: System very similar to the previous one, but in this case in the distributor goes mounted a generator of effect impulses Hall, which emits a DS that it is received by an electronic module. In this case also we eliminated the mechanical wearing down of pieces.

Receiver of top dead center: The used system more at the present time is the one that incorporates the electronic ignitions of third generation or, that consists of an electromagnetic receiver who generates an electrical signal by induction. This induction is caused by a connected dentated crown to the steering wheel of inertia of the motor which at any moment informs into the position of the pistons and in that cycle are. This way the distribution of the spark becomes more exact and needs that in the rest systems.

DISTRIBUTOR Or DELCO: It is the element in charge to distribute the high tension that receives from the coil, towards the spark plugs at the precise moment.

Constituted by a central axis that receives the movement (generally) of the camshaft, which in its end has a finger that distributes the high tension towards the spark plugs.

Due to the theoretical cycle, whichever greater it is the number of revolutions, greater is the angle of advance to the ignition. For this reason one gets up in the distributor two systems of advance to the ignition (mechanics);

Centrifugal advance: It consists of counterbalances connected to the generator of impulses which when increasing the number of revolutions move by effect of the centrifugal force causing an advance in the signal of the generator and therefore an advance in the jump of the spark.

Advance by depression: It consists internally of a membrane divided in two halves and together with the base of the generator of impulses. One of halves communicates with the induction manifold in which a depression takes place which increases as increase the revolutions of the motor doing to vary the pressure between the two cameras of the membrane being arrived to move them. Obtaining the same effect that in previous case.

These two systems single are used in ignitions of first and second generation. In those of the third advances they are obtained of electronic way.

It also consists of a superior cover which serves as closing of the set and like element of union with discharge cables.

IGNITION COIL: It consists of an electrical transformer; which transforms the low tension generated by the generator of impulses into high tension that can cause the spark in the spark plug.

It consists of two arroyamientos or denominated coils primary and secondary which induce the one on the other current.

SPARK PLUGS And CABLES OF DISCHARGE: The discharge cables are in charge to transmit the current of high tension between the different elements like coil - delco - spark plug.

The spark plug the one in charge to make jump the spark inside the combustion chamber so that the mixture becomes inflamed.

Constituted by two electrodes on which the voltaic arc will form (tipsy). One of them is connected to mass through the spiral that connects to the spark plug in the butt of the motor and the other is isolated electrically and is the one that is connected to the cable of discharge coming from delco. The body of the spark plug is made of a ceramic material so that it can support the high temperatures which it is put under