Lets us Talk about Car Engine-Help me out

assalamualaikum...

Hello and 'salam sejahtera' to all respected eldest and fellow friends..

I created this topic coz i want and needzz your help to teach,give opinion and share what we got to others and especially 'me' who want to learn about engine more detail.

I am nothing here and i need you all to help 'me' become somebody.

A big apologize if i done something that make someone unhappy with this topic.

engine distributor:

-different engine come with different distributor?
-manufacturer place the dstributor on different section on each different engine rite?
-whats is the function?

slh post ko nie bro..spttnya kt section engine n performance..

thanks bro...

IN simple word...

Distributor is to timing the iginite of the spark plug depend on firing order of the engine.

There a several type of distributor, old car using distributor and there is a ignition coil and contact point. most of the new car using IIA, Integrate Iginiton Assembly which is no contact point and ignition coil been use such as kancil 850, iswara. Some distributorless such as kelisa, kenari and myvi which is NO DISTRIBUTOR, their 'distributor' at the plug wire.

How it work? jus as i say above, they r timed to iginite the spark, example 1st cylinder is power stroke, the distributor will ignite the spark at 1st cylinder. and the next cylinder to power stroke is 3rd piston, and the distributor will ignite the spark to 2nd cylinder... and so on...

Thats y, spark plug cable must install correctly.


how bout iginition timing? (by turning the distributor)
Ignition timing is to ignite the spark earlier or later, in other word advance or retard. To get a good timing, we must use timing light to see it.

DID u know? vehicle engine has a vacuum advancer, which is when the engine is higher speed, the vacuum is larger, and it will advance the ignition timing to get a better combustion.


BY Nieto, kalau salah betulkan~ hehe...

From Wikipedia, the free encyclopedia
A distributor is a device in the ignition system of an internal combustion engine that routes high voltage from the ignition coil to the spark plugs in the correct firing order. The first high-tension distributor was developed around 1904, independently by Napier, Bouton, and Winton.^[1]
It consists of a rotating arm or rotor inside the distributor cap, on top of the distributor shaft, but insulated from it and the body of the vehicle ("earth"). The distributor shaft is driven by a gear on the camshaft. (Usually the distributor shaft extends to also drive the oil pump.) The metal part of the rotor contacts the central high voltage cable from the coil via a spring loaded carbon.
The metal part of the rotor arm passes close to (but does not touch)
the output contacts which connect via high tension cables to the spark plug of each.
As the rotor spins within the distributor, electrical current is able
to jump the small gaps created between the rotor arm and the contacts due to the high voltage created by the ignition coil.
The distributor shaft has a cam that operates the contact breaker. Opening the points causes a high induction voltage in the system's ignition coil.
The distributor also houses the centrifugal advance unit: a set of hinged weights attached to the distributor shaft, that cause the breaker points mounting plate to slightly rotate and advance the spark timing with higher engine rpm. In addition, the distributor has a vacuum advance unit that advances the timing even further as a function of the vacuum in the inlet. Usually there is also a capacitor attached to the distributor. The capacitor is connected parallel to the breaker points, to suppress sparking and prevent wear of the points.
Around the 1970s the primary breaker points were largely replaced with Hall effect sensors. As this is a non-contacting device and the primary circuit is controlled by solid state electronics,
a great amount of maintenance in point adjustment and replacement was
eliminated. This also eliminates any problem with breaker follower or
cam wear, and by eliminating a side load extends distributor shaft life. The remaining secondary (high voltage) circuit was as described above, using a single coil and a rotary distributor.

Distributor cap. At the center is a spring loaded carbon button that bears upon the rotor. The number of distribution points (in this case 4) is determined by the number of cylinders in the engine Rotor. This rotates at the same speed as the camshaft, one half the speed of the crankshaft Breaker arm with contact points at the left. The pivot is on the right and the cam follower is in the middle of the breaker arm.

A distributor cap is used in an automobile's engine to cover the distributor and its internal rotor.
The distributor cap is a prime example of a component that
eventually succumbs to heat and vibration. It is a relatively easy and
inexpensive part to replace if its bakelite housing does not break or crack first. Carbon deposit accumulation or erosion of its metal terminals may also cause distributor-cap failure.
The distributor cap has one post for each cylinder, and in points ignition systems there is a central post for the coil voltage
coming into the distributor. In HEI (High Energy Ignition) systems,
there is not a central post, and the ignition coil sits on top of the
distributor. On the inside of the cap there is a terminal that
corresponds to each post, and the plug terminals are arranged around
the circumference of the cap according to the firing order in order to send the secondary voltage to the proper spark plug at the right time.
The "rotor" head is attached to the top of the distributor shaft which is driven by a gear on the engine's camshaft and thus synchronized to it. This rotor is pressed against a carbon on the center terminal of the distributor cap which connects to the ignition coil either through the top and wired directly to the coil in HEI systems, or via the center terminal in points ignition systems and remotely connected to the coil. The rotor is constructed such that the center tab is electrically connected to its outer edge so that voltage coming in to the center post travels through the carbon point to the outer edge of the rotor. As the camshaft rotates, the rotor spins and its outer edge passes each of the internal plug terminals to fire each spark plug.
Cars that use a mechanical distributor often fail if they run into deep
puddles because the water that leaks into the distributor shorts the
electric current that should go through the spark plug, rerouting it
directly to the body of the vehicle. This, in turn, causes the engine
to stop as the fuel is not ignited in the cylinders. This problem can
be fixed by opening the distributor's cap and wiping the cam and the
contacts dry with tissue paper or by blowing hot air on them.

Direct ignition
Modern engine designs have done away with the distributor and coil,
instead performing the distribution function in the primary circuit
electronically and applying the primary (low-voltage) pulse to
individual coils for each spark plug. In some cars, the coils are
mounted together in a 'coil pack'; others utilize a coil located very
near to or directly on top of each spark plug (Direct Ignition
or coil-on-plug). This avoids the need to switch very high voltages,
which is very often a source of trouble, especially in damp conditions.
These systems also allow finer levels of ignition control by the engine
computer, which assists in increasing power output, decreasing fuel
consumption and emissions, and implementing features such as Active Fuel Management.

Installation of distributor for Boxer(subaru) engine,