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- #21
hey man. can i also please ask you what i am looking at in the 1FZ FE dia de los muertos...
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1FZ-FE engine drawing description help? (1 Viewer)
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hey man. can i also please ask you what i am looking at in the 1FZ FE dia de los muertos...
Yes the fan is connected to the crankshaft with a fluid coupler. The fluid is one that as it heats up it gets thicker so it turns the fan faster to pull more air through the radiator.
There are 2 different camshafts one on the exhaust valves that open and close them and one on the intake valves that open and close them. There is a single timing chain that is in the front of the engine that goes over a gear on the intake cam and turns the exhaust cam.
You can see the intake cam on the Right and Exhaust cam on the left in this photo.
There are front and rear main seals and several other types of seals depending on what part of the engine you are talking about.
There are 2 different camshafts one on the exhaust valves that open and close them and one on the intake valves that open and close them. There is a single timing chain that is in the front of the engine that goes over a gear on the intake cam and turns the exhaust cam.
You can see the intake cam on the Right and Exhaust cam on the left in this photo.
There are front and rear main seals and several other types of seals depending on what part of the engine you are talking about.
I can only assume the "nose" is a cutaway of the spark plug tube and the area around the chin is just the casting shape of the cylinder head.
- Thread starter
- #24
Yes the fan is connected to the crankshaft with a fluid coupler. The fluid is one that as it heats up it gets thicker so it turns the fan faster to pull more air through the radiator.
There are 2 different camshafts one on the exhaust valves that open and close them and one on the intake valves that open and close them. There is a single timing chain that is in the front of the engine that goes over a gear on the intake cam and turns the exhaust cam.
You can see the intake cam on the Right and Exhaust cam on the left in this photo.
There are front and rear main seals and several other types of seals depending on what part of the engine you are talking about.
nice. THANKS.
so i am looking at the head gasket there? the tube looking things in the middle are what again please? also, there is a “valve lash” on these things where you check the spacing of the - er, something in relation to something related to the valve openings? i mean is there a term i can use to search for this in the forum?
- Thread starter
- #25
thanks a lot.
1. is the fuel injector?
4. is the throttle assembly? is there only one opening in that thing?
2, 3 and 5 i am curious about i guess...
This is a 4-stroke engine which means there are four "cycles" to engine operation.
Intake
Compression
Power
Exhaust
On the INTAKE stroke, the piston starts at the Top Dead Center (TDC) position, and the intake valve opens and air and fuel mixture is sucked into the cylinder as the piston moves DOWN.
Once the piston reaches the bottom, the second phase starts. This is the COMPRESSION phase, as both intake and exhaust valve are CLOSED and the piston pushes up and compresses the air/fuel mixture.
Near the top of the compression stroke (just before Top Dead Center (TDC)) the spark plug will fire and ignite the mixture to create an explosion. This begins the POWER phase.
The POWER phase is when the explosion pushes the piston DOWN again. Both sets of valves are still closed, and as gases burn, they expand and it is the pressure of the expanding gas that forces the piston down.
Once the piston reaches the bottom again (Bottom Dead Center (BDC)) it begins the next and final phase of the system, EXHAUST. As the piston comes up, the exhaust valves open and the burned (spent) mixture exhausts out the exhaust valves and out the exhaust pipe. When the piston reaches TDC again, the cycles starts all over.
The camshafts turn HALF the sped of the crankshaft.
The spark plug on a given cylinder only fires ONE time for every TWO revolutions of the crankshaft.
The distributor runs on a gear attached to the intake camshaft so that the distributor turns on time for every one turn of the camshaft and every two turns of the crankshaft.
Timing is everything.
Another fact not worth knowing for the day:
On a Top Fuel Dragster that runs at 12,000 RPM (Revolutions Per Minute) at 335 MPH (Miles Per Hour), the engine will turn less about 800 revolutions in its 3.64 second journey down the 1/4 mile.
Intake
Compression
Power
Exhaust
On the INTAKE stroke, the piston starts at the Top Dead Center (TDC) position, and the intake valve opens and air and fuel mixture is sucked into the cylinder as the piston moves DOWN.
Once the piston reaches the bottom, the second phase starts. This is the COMPRESSION phase, as both intake and exhaust valve are CLOSED and the piston pushes up and compresses the air/fuel mixture.
Near the top of the compression stroke (just before Top Dead Center (TDC)) the spark plug will fire and ignite the mixture to create an explosion. This begins the POWER phase.
The POWER phase is when the explosion pushes the piston DOWN again. Both sets of valves are still closed, and as gases burn, they expand and it is the pressure of the expanding gas that forces the piston down.
Once the piston reaches the bottom again (Bottom Dead Center (BDC)) it begins the next and final phase of the system, EXHAUST. As the piston comes up, the exhaust valves open and the burned (spent) mixture exhausts out the exhaust valves and out the exhaust pipe. When the piston reaches TDC again, the cycles starts all over.
The camshafts turn HALF the sped of the crankshaft.
The spark plug on a given cylinder only fires ONE time for every TWO revolutions of the crankshaft.
The distributor runs on a gear attached to the intake camshaft so that the distributor turns on time for every one turn of the camshaft and every two turns of the crankshaft.
Timing is everything.
Another fact not worth knowing for the day:
On a Top Fuel Dragster that runs at 12,000 RPM (Revolutions Per Minute) at 335 MPH (Miles Per Hour), the engine will turn less about 800 revolutions in its 3.64 second journey down the 1/4 mile.
