Temel Motor Elemanlar ve

alma Prensipleri

Bala

4 Stroklu ten Yanmal Motor

Bileen?

Krank mili

Fonksiyonu
Sonraki

4 Stroklu ten Yanmal Motor

Bileen?

Piston
Fonksiyonu
Sonraki

4 Stroklu ten Yanmal Motor

Bileen?

Egzoz Kanal
Fonksiyonu
Sonraki

4 Stroklu ten Yanmal Motor

Bileen?

Kelebek
Fonksiyonu

Sonraki

4 Stroklu ten Yanmal Motor

Bileen?

Egzos Supab
Fonksiyonu

Sonraki

4 Stroklu ten Yanmal Motor

Emme Supab

Bileen?

Fonksiyonu

Sonraki

4 Stroklu ten Yanmal Motor

Su Ceketleri

Bileen?

Fonksiyonu

Sonraki

4 Stroklu ten Yanmal Motor

Bileen?

Biyel

Fonksiyonu

Sonraki

4 Stroklu ten Yanmal Motor

Zamanlama areti

Zamanlama areti

Fonksiyonu

Bileen?

Sonraki

4 Stroklu ten Yanmal Motor

Bu nedir?

Zamanlama areti

Fonksiyonu

Sonraki

4 Stroklu Motor
lk Devir
Emme

Sktrma

Bu nedir?

Hava/Yakt
Karm
Fonksiyonu

Sonraki

4 Stroklu Motor
lk Devir
Emme

Sktrma
Bu nedir?

Hava/Yakt
Sktrma
Fonksiyon

leri

4 Stroklu Motor
kinci Devir
Bu nedir?

Egzos

Hava/Yakt
Yanmas

Fonksiyonu

leri

4 Stroklu Motor
kinci Devir
G

Egzos
Bu nedir?

Egzos
gazlar
Fonksiyonu

ileri

4 Stroklu Motor

KAM ML
KAM ML
Fonksiyonu

leri

Motorlar
Bileen?
Fonksiyonu

Klbtr
KAM ML
KAM ML

leri

Motorlar
Bileent?
tici

KAM ML

Fonksiyonu

KAM ML

leri

lk Aama Normal Yanma

Bu nedir?

Ateleme
Fonksiyonu

leri

First Stage Normal

Combustion
Bu nedir?

Alev n
Fonksiyonu

leri

kinci Aama Normal Yanma

Alevin yaylmas

Bu nedir?

Fonksiyonu

leri

Son aama Normal Yanma

Tam Yanma

Bu nedir?

Function

Uniform basn pistonu aa iter

ileri

Abnormal Combustion
Bu nedir?
Scak karbon noktas

Fonksiyonu

Next

Abnormal Combustion
What Is This?

Advanced Ignition Timing

Function

Next

stten Kaml Motor

Fonksiyonu

ileri

stten Kaml Motor

Ya

Fonksiyonu

Yksek srtnme
nktalarna

ileri

Carburetor at Idle
What Is This?

Idle Air/Fuel mixture

Adjusting Screw
Function

CopyrightCIAT2009

ileri

Carburetor at Off Idle

Venturi Area
(Lower Pressure)

What Is This?

Function

CopyrightCIAT2009

Next

Feedback Carburetor
Function

Next

Fuel Injector
Function

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Next

Throttle Body Fuel

Injection

Function

CopyrightCIAT2009

Next

Multiport Fuel Injection

Function

CopyrightCIAT2009

Next

Contact Point Distributor

Ignition

Function

CopyrightCIAT2009

Next

Distributor Ignition
System(DI)

Function

CopyrightCIAT2009

Next

Waste Spark Ignition System

(EI)

Function

CopyrightCIAT2009

Next

Coil on Plug Ignition

Function

CopyrightCIAT2009

Next

Ignition Test
Voltage required
To get spark
plug to fire

Function

CopyrightCIAT2009

Next

Ignition Test
Voltage required
To maintain spark
Function

CopyrightCIAT2009

Next

Throttle Plate
The throttle plate controls the amount of air
allowed into the combustion chamber of the
engine. This in turn controls the speed and power
of the engine. The driver of the vehicle controls the
throttle plate. This is done by depressing the
accelerator pedal with their foot. By depressing the
accelerator pedal the throttle plate is rotated to
allow more air to enter the intake system and thus
the amount of air allowed into the combustion
chamber.
CopyrightCIAT2009

Return

Krank Mili
Pistonun aa- Yukar
hareketini kontrol eden Biyel
Muylular.
ekilde 4 Stroklu motorlarda kullanlan
Krank Mili Grlmektedir. Mavi eksen, dn
esnasnda tek eksende yeralan krank ana
muylularn gstermektedir.

Geri

Piston
Piston tac
st Kompresyon segman
Alt Kompresyon Segman

ekilde Biyele bal bir piston

grlmektedir. Biyel vastasyla ayrca
krank miline de balanlacaktr.

Ya kontrol kanal
Perno
Piston etei

segman

Biyel kolu

Yataklar
Biyel byk ba

Biyel cvatalar

Yanma odas ierisinde yanma

gerekletiinde, bunun sonucu olan
kuvvet piston st yzeyine etki eder.
Sonu olarak Biyel aa doru
hareket ettirilir. Krank mili dnmeye
balar.

Geri

Egzos Kanal
Egzos kanal egzos gazlarnn yanma
odasndan dar atlmasn salar. Bu
durum egzos strokunda pistonun yukar
hareketinde gerekleir. Bu esnada egzos
supab da alm olmaldr. Supap,
motorun dzgn almas asndan
doru zamanda alp kapanabilmelidir.

Geri

Kelebek
Grevi, yanma odasna giren hava
miktarn kontrol etmektir. Kelebek
aldka daha fazla miktarda hava ieri
alnr. Daha fazla hava ve Yakt motor
gcn ve hzn arttrr. Src motor
hzn, hava kelebeini kontrol ederek
ayarlar. Balant, gaz pedalna bal
kablo ile salanr.

Kelebek

Kelebek Kontrol

Geri

EGR Valve
The EGR valve is used to help prevent the
formation of NOx during the combustion
process.
The valve allows a measured amount of
exhaust gases to enter the combustion
chamber before the ignition of the air fuel
mixture. This lowers the peak
combustion temperature, preventing the
formation of NOx.
The EGR valve shown here is controlled
by vacuum. This vacuum is controlled in
various ways to allow the exhaust gases
into the combustion process at the
correct time and amount.
CopyrightCIAT2009

Return

Egzos Supab
Yanma odasn egzost kanalna kar kapatr. Supaplarn
alp kapanmasn kam mili kontrol eder.
4 strok boyunca, egzost strokunda piston ykselmeye
balayana kadar egzost supab kapal konumda kalr. Bu
esnada kam mili vastasyla alan supap yoluyla gazlar
egzos kanalna doru sprlr. Sonrasnda emme stroku
balar. Egzost supab kapanarak emme supab alr.
Uygun miktarda hava/yakt karm yanma odasna sevk
edilir. Bu esnada her iki supap da kapaldr ve sktrma
sreci balar.

Geri

Emme Supab
Emme strokunda alr.
Pistonun aa hareketi esnasnda yanma odasndaki
basn der. Dk basn, hava/yakt karmn ieri alr.
Piston en alt noktaya ulatnda supap kapanr. Piston
yukar harekete balarken silindir ii basn da artmaya
balar. Yanma odasndaki scaklk da artar.
Piston strokunun en st noktasna yakn ekilde ateleme
sistemi devreye girer ve yakt hava karm atelenir.

Geri

Soutma Sistemi
Soutma amal olarak silindir iinde
braklm kanallardr. Ayrca silindir kafa
konstrksiyonunda da bulunurlar. Soutucu
akkan bu ceketler ve radyatr boyunca
pompalanarak, snan svnn hava aracl ile
radyatr kanatklarnda soutulmas salanr

Geri

Biyel
Krank miline

Piston ve Krank miline birbirine balar. Dorusal

hareketin dnel harekete evrilmesinde ara
yardmc elemandr.

Pistona

Geri

Kam mili zamanlamas

Zamanlama aretleri

Kam milini krank miline gre ayarlamak son

derece nemlidir. Hem kam mili dilileri hem
de blok yapda braklm olan iaretler
mevcuttur ki bunlar uygunca denk
getirilmelidirler. Krank mili dilisi ayrca N
(st l nokta) iaretine de sahiptir.
Bu ayarlarda reticinin direktifleri nem tar.

Geri

Supap Tolerans
The clearance between the stem of the valve and
the rocker arm contact point is very important. If
this clearance is not adjusted properly it could
cause an engine running problem as well as an
engine noise and or an emissions problem.
Some of these clearances are not adjustable and
are controlled by hydraulics. In some cases there
is a tolerance of up to .060in. The manufactures
specifications should always be consulted with
these issues of valve clearance and or
adjustments.

CopyrightCIAT2009

Return

O2 Sensr Test

CopyrightCIAT2009

Next

Yava O2 Sensr
.080 second
Maximum to maximum

Too Slow For

Modern-day Vehicle
Maximum .060 second

Crossovers of .45V per second = 2

Minimum should = 3
CopyrightCIAT2009

Next

O2 Sensr Test 2

CopyrightCIAT2009

Next

Proper Functioning O2
Sensor
.045 Second
Maximum to Maximum

Crossovers of .45V per second = 4

Minimum should = 3
CopyrightCIAT2009

Satisfactory For
Modern-day Vehicle
Maximum .060 second

Air/Fuel Mixture
As the piston moves downward within
the cylinder, a low pressure is created. At
this point the intake valve opens, allowing
the air/fuel mixture to be forced into the
low pressure area of the combustion
chamber. The atmospheric pressure
forces the air/fuel mixture into the low
pressure area within the combustion
chamber during the intake stroke.
CopyrightCIAT2009

Return

Compressing Air/Fuel
Mixture
As the piston moves up, within the
cylinder, the air/fuel mixture is
compressed. This compression causes
the temperature of the mixture to increase.
As the piston reaches near its highest
point, the temperature is near the
combustion point. Next the ignition ignites
the air/fuel mixture by creating an arch
across the spark plug gap.
CopyrightCIAT2009

Return

Heat and Pressure

The combustion process produces high
pressure and temperature to the top of the
piston. As the piston is in its downward
stroke, it produces a pressure on the
crankshaft. This produces the torque that
is used to propel the vehicle down the
road. The greatest torque is produced at
about 12 degrees past top dead center,
during the power stroke.
CopyrightCIAT2009

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Exhaust Gases
As the piston moves up during the
exhaust stroke, The exhaust valve must
be open. The exhaust gases are what is
left of the Air/Fuel mixture after the
combustion process is completed. The
ideal exhaust gases would consist of H2O
vapor, CO2 and N2. However there is also
some CO (carbon monoxide) HC
(hydrocarbon) and Oxides on Nitrogen
(NOx).
Return
CopyrightCIAT2009

Valve Spring
The valve spring is used to properly seat
the valve to prevent leakage. The seal is
especially important during the
compression and power stroke of the
piston. If this spring is broken or is too
week, it can cause drivability and or
emissions problems. The proper seating
can be check by conducting a cylinder
leak down test.
CopyrightCIAT2009

Return

Rocker Arm
The rocker is used to open the valve at
the proper time and allowing it to stay
open for the proper length of time. In this
case the rocker is controlled by a push rod
which is controlled by the camshaft. Some
rocker arms are adjusted to a specific
clearance between the valve stem and the
contact of the rocker arm.
CopyrightCIAT2009

Return

Push Rod
The push rod is used to control the
opening and closing of the valve. The
push rod is controlled by the cam shaft. As
the rod is pushed up by the lob on the cam
shaft, the push rod forces the rocker arm
to open the valve into the combustion
chamber.
The push rod is used in engines where
the camshaft is located in the block of the
engine.
Return
CopyrightCIAT2009

Fuel Injector
Doru miktarda yakt , to create the
correct air/fuel ratio for the current
demands on engine speed and power.
The injector is turned on/off by the
onboard computer (PCM). The fuel is
broken up into a fine spray pattern by the
injector. This spray is then vaporized by
the low pressure in the combustion
chamber during the intake stroke.
Malfunctions

CopyrightCIAT2009

Return

Fuel Injector
Malfunction
If the fuel injector should malfunction, it can cause
driveabily as well as emissions problems. If the injector
should not seat properly, it could cause a rich running
condition (high CO). If the orifice should build up a
carbon deposit, the spray pattern will be distorted and
the results could be an incomplete vaporization of the
fuel. This in turn could cause an incomplete combustion
with a resulting high HC emission. Also, if the injector is
not opening, it would cause a misfire. However, since
there is no HC entering that combustion chamber, there
would not be an increase in HC.
CopyrightCIAT2009

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Ateleme Zamanlamas
Ateleme zamanlama iareti uygun olarak
ayarlandnda , 1 nolu piston st l
noktadadr. ekilde zamanlama zinciri
muhafazasndaki iaret ile krank mili
kasnandaki iaret bir hizaya getirilmitir.
Genellikle bu izgiler st l noktadan ok az
ndedirler.

Arzalar

Geri

Ignition Timing
Malfunction
If the ignition timing is too far advanced, It
can cause a pinging problem within the
engine. This can also produce an elevated
amount of both HC and NOx exhaust
gases. By igniting the air/fuel mixture too
early in the compression stroke, the result
will be a higher peak pressure and
temperature within the cylinder. This can
produce elevated HC and or NOx in the
exhaust gases.
Return
CopyrightCIAT2009

Push Rod
The push rod is the connection between
the camshaft and the valve rocker arm.
This push rod is used on the OHV
(overhead valve) engine. In this case the
camshaft is located within the engine
block. The push rod is moved up and
down as the camshaft lob comes in
contact with it. This in turn opens and
closes the corresponding valve, via the
valve rocker arm.
Return
CopyrightCIAT2009

Ignition Spark
Ignition spark is used to ignite the air/fuel
mixture within the combustion chamber. This is
done when the piston reaches a proper point in
its upward stroke. This position of the piston is
determined by engine speed and load. This is
termed as ignition timing. This was controlled
by vacuum and centrifugal weights within the
distributor in the older vehicles with
mechanical ignition distributors. In the modernday vehicle spark timing is controlled by the
PCM.
Return
CopyrightCIAT2009

Initial Flame Front

When the ignition spark ignites the air/fuel
mixture, a flame front is created in an area
surrounding the spark plug. If the
conditions for proper burning of the
air/fuel mixture is correct, the flame front
proceeds across the combustion chamber.
If the air/fuel mixture is rich, the flame front
will proceed faster. If the air/fuel mixture is
lean, the flame front will move slower.
CopyrightCIAT2009

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Second Stage Normal

Combustion
If the combustion process is functioning
normally, the flame front will proceed across
the combustion chamber. It should be noted
that the piston is still in its upward movement.
This produces a higher pressure within the
combustion chamber. Also, the burning of the
air fuel mixture creates more heat and
pressure. Thus the upward movement of the
piston and the burning of the air/fuel mixture is
creating a very high pressure, during the
compression stroke
of the piston.
Return
CopyrightCIAT2009

Complete Combustion
When the air/fuel mixture has burned to
completion, The maximum pressure is
produced within the combustion chamber. It
should be noted the piston is in its downward
movement at this point. The greatest torque
produced on the crankshaft is when the
piston is about 12 degrees past TDC. Now
the piston will move to its bottom most
position and then it will start moving up in the
exhaust stroke.
CopyrightCIAT2009

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Abnormal Combustion 1
At times an engine will ping or knock
during acceleration. One cause for this
condition is carbon buildup on top of the
piston or within the combustion chamber.
Carbon retains heat. So when the piston
moves up during the compression stroke, the
carbon hot spot can ignite the air/fuel
mixture. This will produce a second flame
front and when the two collide, the result will
be a ping or knock.
CopyrightCIAT2009

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Abnormal Combustion 2
If the ignition timing is advanced too far, the
results can be a pinging during acceleration.
This is caused by the high pressure during the
compression stroke. The flame front is
proceeding across the combustion chamber.
Meanwhile, the pressure is increasing causing
the temperature within the chamber to
increase. The air/fuel mixture will ignite at
another point and cause a second flame front
to be created. When these two flame fronts
collide, It causes aCopyrightCIAT2009
ping.
Return

Overhead Cam
The overhead cam engine has its camshaft
located within the head. This eliminates the
need for the pushrod which is used in the
overhead valve engine. This type of valve
function, at times, uses a rocker arm. However,
some OHC systems control the opening and
closing of the valves by directly positioning the
valve stems next to the lobes of the camshaft.
This eliminates the need for a rocker arm.
CopyrightCIAT2009

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Overhead Cam Engine

The camshaft on this type of engine is
located on the top portion of the
cylinder head. This eliminates the
need for a push rod to control the
opening and closing of the valves.
Nearly all modern-day vehicles have
this type of camshaft operation.
If there is only one camshaft per
head, there is still a need for the
rocker arm to control the opening and
closing of the valves. If the vehicle
has two camshafts per head, there is
no need for a rocker arm. In this case,
the camshaft lobes are in direct
contact with the valve stem. In this
case, there are some valve
adjustments done with shims.
CopyrightCIAT2009
Return

Overhead Valve Engine

Push Rod
Cam Follower

The camshaft, in an overhead valve

engine, is located in the engine
block. This requires a push rod to
control the opening and closing of
the valves at the correct time. The
push rods fit into a cam follower
which is in constant contact with the
camshaft. Some of these cam
followers were hydraulic controlled.
This eliminated and valve
adjustments. However, some were
not hydraulic and these needed the
proper valve clearance. Again, this
adjustment must be performed on a
warm engine for the proper
clearance to adjust to a normal
operating engine temperature.

CopyrightCIAT2009

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Idle Air/Fuel Adjustment

Idle Air/Fuel mixture

Adjustment Screw

The proper air/fuel mixture,

entering the engine at idle rpm,
can be adjusted. The engine must
be at the proper rpm and normal
operating temperature. The
mixture screw is turned clockwise
to restrict the flow of fuel.
With the engine running at proper
idle speed and at normal
operating temperature, the mixture
screw is turned clockwise until the
rpm starts to go down. The screw
is then turned counter clockwise
turn. This should control the
proper air/fuel mixture entering the
engine at idle rpm.

CopyrightCIAT2009

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Carburetor Venturi Area

Atmospheric
Pressure

Low Pressure
Area

The fuel is forced into the throat of the

carburetor be the higher atmospheric
pressure into the lower pressure within
the carburetor. This lower pressure is
created by the venturi within the throat
of the carburetor. The venturi is like the
shape of an airplane wing. In fact that is
what causes an airplane to fly. As the air
passes over the wing, a lower pressure is
created on top of the wing. Thus the
atmospheric pressure forces the wing up
thus causing the plane to fly. The same
thing happens within the venturi area of
the carburetor. The more air that passes
over the venturi, the lower the pressure.
The result is more fuel is forced into the
carburetor throat. Thus the mixture stays
balanced and the engine runs faster with
more power.

CopyrightCIAT2009

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Feedback Carburetor
The feedback carburetor is controlled
by the on-board computer (PCM). It
does so by controlling the mixture
control solenoid within the carburetor.
It either allows or disallows the fuel to
enter the main discharge nozzle or
the idle circuit. This controls the
air/fuel ratio under various operating
conditions. The technician can
monitor the controlling signal to the
discharge nozzle solenoid. This signal
should be 30 degrees dwell under
ideal air/fuel ratio. If the dwell reading
is higher, the PCM is leaning out a
rich mixture. The opposite is true, if
the dwell reading is lower than 30
degrees, the PCM is richening up a
lean running condition.
CopyrightCIAT2009

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Fuel Injector
The illustration on the left is of a
fuel injector. The electrical
terminals is when the injector is
electrically connected to the
PCM. The PCM controls the on
time of the injector by supplying
an electrical ground to the
injector solenoid coil. The fuel
in shown in the illustration is
where the fuel is supplied to the
injector at a constant pressure.
When the solenoid coil is
energized, the injector opens
and the fuel is injected into the
intake system.
CopyrightCIAT2009

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Throttle Body Fuel

Injection
This system of fuel injection is
mounted on the intake
manifold where the carburetor
used to be. It should be noted
the fuel pressure regulator
controls the fuel pressure. Any
fuel that is not required to
maintain the correct fuel
pressure is allowed to
returned to the fuel tank. The
idle speed is controlled by the
PCM. It does so by controlling
the amount of air allowed into
the intake system below the
throttle plate (idle air control
valve).
Return
CopyrightCIAT2009

Multiport Fuel Injection

The multiport fuel injection
system has one injector for
each cylinder. Each of these
injectors are controlled by the
PCM. Each injector is located
in the intake manifold next to
the intake valve for that
cylinder. The fuel pressure is
maintained at a specific level.
Any gasoline that is not
needed to maintain this
pressure is returned to the gas
tank. The fuel pump can be
located in the tank or any
where along the line to the
engine.
Return
CopyrightCIAT2009

Contact Point Distributor

Ignition
This type of ignition system uses
a distributor with contact points.
As these points close they
provide a complete circuit for the
coil primary circuit. As these
points open, the magnetic field
created by the current flow
through the primary windings,
collapse. This creates a very
high voltage in the secondary
windings of the coil. This is the
voltage that is used to jump the
sparkplug gap which begins the
combustion process within the
combustion chamber.
CopyrightCIAT2009

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Distributor Ignition System

(DI)
This ignition system uses a
distributor that creates an electronic
signal. This signal is sent to the
control unit. This unit then opens
and closes the coil primary circuit at
the proper time. When the primary
circuit is opened, the magnetic field
created by the current flow through
the primary windings, collapses and
the high voltage is created in the
secondary windings of the coil. This
high voltage is directed to the
cylinder sparkplug. This all happens
at the correct time for the ignition of
the air/fuel mixture within the
combustion chamber.
CopyrightCIAT2009

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Waste Spark Ignition System

(EI)
This ignition system fires two
sparkplugs at the same time. The
secondary wire is connected to the
cylinders that are on the opposite
stroke when the piston is in its
upward stroke. One plug fires on
the compression stroke while the
other fires on the exhaust stroke.
This is called a waste spark
system, as when the coil fires, on
sparkplug fires when there is no
compression of air/fuel mixture to
ignite. The opening and closing of
the coil primary windings is
controlled by the PCM.
CopyrightCIAT2009

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Coil On Plug Ignition System

(COP)
This type of ignition system uses
one coil per sparkplug. The
secondary of the coil is
connected directly to the
sparkplug. This system
eliminates the need for
sparkplug wires. This also
eliminates the magnetic fields
created by the sparkplug wires.
These fields can cause
computer control problems as it
creates radio signals which
can interfere with the computer
sensor signals needed to fine
tune the proper running of the
engine. This ignition system is
Return
CopyrightCIAT2009
controlled by the PCM.