Home Transmission Carburetor K 135 Adjusting the quality of the mixture. Carburetors of mid-room trucks of the scheme, adjustment parameters and maintenance recommendations. Be careful to channel orientation.

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Carburetor K 135 Adjusting the quality of the mixture. Carburetors of mid-room trucks of the scheme, adjustment parameters and maintenance recommendations. Be careful to channel orientation.

Eight-cylinder gasoline engines ZMZ 53 (they are often called gas 53, although it is incorrectly) applied on a huge number of different techniques: cargo cars grooves and Kavz. Several versions of the engine continue to be released today.

Supply system

All ZMZ 53 engines have been equipped with a power system with a carburetor. In addition to this device, the system included a fuel pump, a tank or tank storage system for fuel reserves, filters and pipelines for communication of the system nodes. Below will be considered the general device of the main node of the power supply system - the vertical carburetor to 135.

general description

This model came in 1985 to change the model to 126. The emergence of a new device was associated with the modernization of the ZMZ engines family. The housing of the new carburetor has not changed, they actually changed only passing sections of the jecles.

Features of the upgraded engine

The carburetor to 135 (as well as to 126) has two cameras, each of which provides a working mixture of 4 cylinders. In the old versions of the engines stood an intake manifold with crossing channels at different levels. The first chamber was powered by cylinders 1, 4, 6 and 7, the second - 5, 2, 3 and 8. The carburetor compartments worked according to the order of outbreaks in the parts of the motor. An old type collector in the photo below.

On the upgraded motor, the collector was simplified, and each camera began to respond to the cylinders of its block. Such a solution has reduced the collector. But uneven pressure pulsations occur in the carburetor chambers to 135. Due to such pulsations, the scatter appears in the characteristics of the mixture in different cylinders and at different points in the engine operation. New collector can be seen in the photo.

But thanks to the new gyklers, it was still possible to improve the gas toxicity norms of the gas 53 engines. The carburetor K 135 ensured the preparation of more depleted work mixtures, which slightly smoothed the inhomogeneity of the mixture. A new collector and carburetor, together with new cylinder heads with an increased degree of compression and screw walls of intake channels, made it possible to improve the fuel efficiency of the engines by 6-7%. At the same time, the requirements for the octane number of gasoline have changed.

General device

The scheme of the carburetor to 135 is quite simple. In fact, it is two independent nodes collected in one case and combined with a common float chamber. Accordingly, there are two dosing systems. Their composition includes the main diffuser, in the narrowing of which the fuel sprayer is located. Below is a mixing chamber, the output of the mixture of which is controlled by the gas valve.

The dampers have a total axis than the almost the same amount of air passing through the carburetor cameras. The axis of the flap is associated with a car accelerator pedal.

The dosing system provides fuel in proportional to the fuel air. The key element of the system is the diffuser with a narrow canal. When air passes through it, reduced pressure is created, depending on the speed of the passing flow. Due to this phenomenon, fuel is taken through the main fuel jawer from the float chamber. Access to these gibeles is possible without disassembling the carburetor and is carried out through screw plugs in the float chamber case.

The fuel level is automatically adjusted by a needle valve and the population associated with it. On the old models of carburetors in the chamber wall there was a control window. To maintain the composition of the mixture, the carburetor K 135 is equipped with a compensation system with air braking of fuel.

With small revolutions, air flow is small and there is a lack of vacuum in the dosing unit. To ensure the engine operation in this mode, an idle system is used.

For the most complete implementation of the engine power and dynamic overclocking, the carburetor to 135 is equipped with an economizer and accelerating pump. From additional systems, it is worth noting a starting device and a motor revolution limiter.

Setting

This element of the car is quite simple in design and does not require much attention to the correct operation. The carburetor adjustment to 135 includes setting up the starting device, controlling the fuel level in the chamber and setting the idle system.

When adjusting the starter, it is necessary to close the air damper, which will transfer the gas flap to the start position through the traction. The gap between the gas valve and the chamber wall must be within 1.2 mm. Adjusting the device is to exhibit this parameter and is performed using the adjustment plank in the damper drive. Easy is possible only with the specified gap.

Another important stage 135 is to exhibit the fuel level in the float chamber. For this measure the distance between the float and the plane of the lid. It should be 40 mm. Measurement is performed on a lid removed in an inverted state. The distance adjustment is carried out bending the valve needle drive. At the same time, it should not have damage and dents. Final fuel control is made on the installed carburetor.

Repairs

The disassembly and repair of the carburetor to 135 is carried out in damage to parts or strong contamination of the device. However, do not abuse washing and cleaning. After all, there is a risk to score the canals inside the carburetor and disrupt the accusative connections.

One of the most frequent operations is washing the float chamber. At the same time remove only easily removable deposits. Tightly embellished dirt dirt should not be cleaned. Decomposition in the chamber is a consequence of the poor state of the fuel filtration system. Therefore, cleaning should be combined with the replacement and cleaning of filters.

When disassembling the carburetor, pay attention to the state of the loans, if necessary, rinse them. The state of floats is checked (they are two types - brass and plastic), axes of flap, accelerator pump. All damaged items should be replaced with new ones.

Separately control the condition of the surfaces of the conjugable parts of the case. If necessary, they are silent at the test plate.

Upon completion of the work, reverse assembly, setting up and installing the carburetor on the engine.

GAZ-66 cars were completed with the ZMZ-513 engines, then ZMZ-66-06. They installed the K-126 and K-135 carburetors, produced at the Lenkarz Leningrad Plant (now the Pekar company). The models are similar, but the first discovery of throttle occurs consistently, and the second - at the same time, they are located on the same shaft. There are also differences in the sizes of loans and diffusers: the K-135 fuel mixture is a little poorer.

K-135 carburetor for gas-66 truck

The rest of the design is identical. Replacing the type of carburetor occurred due to the modification of the engine and the need to change the composition of the fuel mixture. Q-135 Better responded to new requirements, they were installed on the engines of the GAZ-66 recent years. There are several modifications (K-135x, K-135m and so on), the differences between them are insignificant, they practically do not affect the work (for example, K-135MU has a fitting for the secondary use of exhaust gases). Back to the category

Construction K-135

A two-chamber K-135 carburetor consists of two identical parts in a common case. There is also a float chamber. Each part is a carburetor that prepares a mixture of fuel with air for its four cylinders.

Carburetor scheme to 135

What exactly depends on the inlet system. Motor ZMZ-66-06 is equipped with a single-level manifold; From the right side (along the movement), the mixture is sent to the cylinders 1, 2, 3 and 4, from the left - in 5, 6, 7 and 8. The main parts and systems K-135 are listed below. Back to the category

Float camera

This is a closed container filled with gasoline to a certain level (2-8 mm below the spray edge). Inside there is a float (13) with a locking needle, locking the fuel supply valve (11). With a decrease in the level of gasoline, the float and the needle are lowered, gasoline enters the chamber. As the float is filling, it pops up, the needle closes the fuel channel. The level control of the level is carried out corresponding to the normal level of gasoline. It is located on the wall of the float chamber or on the window, if it is available. If you need to regulate the camera, the camera lid is removed and the trading tongue gently fell in the direction of the needle - to reduce the level in the back - to increase.

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Main dosing system

Designed for the preparation of the required amount of fuel mixture on medium and high motor revolutions. When throttle, opened in whole or in part, air is rushed into the combustion chamber. In a small diffuser (sprayer, 16) air velocity increases and vacuum is formed. Gasoline is suused there through a jaw (11). The dimensions of the holes in diffusers and loafers are selected to form an optimal fuel mixture. With an increase in engine speed, the mixture must be somewhat dinner. This makes an emulsion tube (13) located in a well under air jaw (12).
Upon increasing rotation of the motor, the vacuum in the emulsion well increases, air flows there. Stirring with gasoline, it forms an emulsion and compensates for a rising vacuum. Through the goller (11) passes less gasoline, the mixture becomes poorer.

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System of idle

Provides steady operation of the motor on small revolutions. Gasoline from gibera (2) through the jaw (9) passes to the channel (6). In it, air joins air (7). Emulsion is formed, partially going to the transition hole (5), the rest - in the chamber below the throttle.

To change the number of revolutions in idle mode, the amount screw is used (1). When rotating, it changes the position of dampers and gaps between them and the walls of mixing chambers. However, the gaps in the chambers may differ due to the inaccuracies of the manufacture. To feed the same amount of emulsion to the cylinders use quality screws (2), each adjusts the injection in the "its" chamber. The exception is a modification of K-135x. This carburetor has only one quality screw on both cameras.

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Economizer and accelerator pump

The economizer is designed to enrich the mixture on the maximum motor turnover. He is one and works on both cameras. The lever (10) moves the thrust (4), while the drive lever is rotated. The roller installed on the lever is pressed on the bar (1), forcing it down and the pressure rod (13). The valve (12) opens, the fuel falls into the channel (9) and through the sprayer (6) - to the diffuser. Benzin rises to the sprayer only with a large resolution in the diffuser. This occurs with the full pressure of the gas pedal and the operation of the motor on the revolutions close to the maximum. The supervisory pump is designed for an additional gasoline injection with a sharp nage on the gas pedal. Planck (1) lowers, but gasoline quickly leave the discharge chamber through the channel (8) cannot, so the spring is compressed between the piston (2) and the bar.

K-135 carburetor economizer

Stretching, she pushes gasoline to the sprayer (5). Such injection lasts one or two seconds until the piston reaches the bottom of the camera. Back to the category

Starting device

Used to start a cold motor. The driver manually closes the air damper using the "Suppress" knob. Air falls into diffusers only through two small valves on the air damper, the mixture is enriched, which is required to start. At the same time, throttle valves are slightly opening with an air special burden. As the motor warmed, the driver gradually returns the handle to the initial position corresponding to the fully open air damper.

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Limiter of maximum speed

The appointment of the device is clear from the name. The limiter represents two different parts: a sensor and executive mechanism.
The first is installed on the camshaft cover, with which its rotor is connected (3). The actuator (1) is fixed on the carburetor housing. From the cavity over the membrane (2) to the space above and below the throttle valves are channels with gibeles (10), due to the pressure difference there is also a certain vacuum. The cavity below the membrane through the channel (9) is connected to the top of the carburetor.

At the same time, the cavities are interconnected by connecting tubes (6), combined into one contour with space inside the sensor. When engine revolutions below the permissible air pressure above and below the membrane is balanced, a small vacuum over the membrane does not shift it from the place. At maximum turnover, the centrifugal force presses the valve (4) to the saddle, interrupting the message of the upper and lower membrane cavities.

Names of the K-135 carburetor elements

Due to the reduced pressure from above, the membrane rises with the rod. Throttle valves are covered by reducing the number of revolutions. Back to the category

Setup and malfunction

The K-135 carburetor regulates only the idling system. The setting is performed on a warm engine in the following order:

Wrap the quality screws to the end and unscrew the turnover each.
Customize minimum speed (the engine must work without interruptions) using the quantity screw.
Watch one quality screw before interruptions appear, unscrew it to 1/4-1 / 2 turns.
Make this second quality screw.
The screw of the number reduce the engine speed until interruptions appear and slightly increase the speed.

After adjusting the motor at idle should work smoothly. In the occurrence of faults first make sure that it is in the carburetor.
Practice shows that the problems in it arise quite rarely. About 70% of faults fall on the ignition system. But if it is in the carburetor, it will have to do with the repair. The following are the following faults:

Air sublicas through seals can be detected by improving the compounds with soap foam. In place with a tightness impairment, it will be drawn inside. And repair the carburetor has to be disassembled completely or partially. Wipe it outside so that the dirt does not hit the channels or jets when separating parts. Sections of the carburetor separate apart carefully, gaskets between them are easy to damage. When disassembling and subsequent assembly, remember or write down the location of the removable items to collect everything correctly and did not remain "extra" parts. If you need to clean the jets, do not use the wire or a darous tissue. Scratches violate accurate calibration, and threads can get into thin channels. It is best to blow the jackets and channels with compressed air with a compressor or simply pump.

Smithful sediments on the inner surfaces should not significantly affect performance, but if you decide to remove them, rinse the parts of the carburetor in gasoline or acetone. The latter is better, but gaskets, diaphragms and other non-metallic elements can not be flushed in it.

Sew details preferably compressed air. In the case of loss of tightness, the float can be temporarily restored its performance. Cut out gasoline from it and put in the sun, the heating battery or another warm place to evaporate the remnants. If the brass float, carefully pinch it with a thin layer of tin, try so that the weight changed as little as possible. A small crack can be smeared with soap, it does not dissolve in gasoline.

But, of course, it is better to quickly get a new float. There are repair kits for carburetors. In this usually there are gaskets and other elements that can fail. When purchasing such a set, the problem will decrease, the defective gaskets can be simply replaced. The price of such a set is low. If you do not have confidence in your own power, contact the workshop, in which there are specialists from gas engine engines. There will help you probably.

avtomobilgaz.ru.

Principles of operation and adjustment of the carburetor GAZ-53

Title

In any car, each detail is important and performs a role intended for it. Such functions have a carburetor. As an instrument for dosing fuel and preparation of a combustible mixture, it prepares fuel in the cylinders to a more complete combustion. All preparation usually lies in the fact that liquid fuel is sprayed into small drops and evaporates, stirring with air.

In GAZ-53 brand machines on the ZMZ-53 engines, the K-126 and K-135 carburetor is installed. If you compare the same details that were equipped with ZIL-130 and Moskvich-412, then you can see that they are very similar. The difference here is obvious in the dimensions and capabilities of its adjustment. This is exactly what determines some features that have carburetors for GAZ-53.

Types of carburetors K-126

What does it consist of?

Each carburetor has systems that help him function correctly under certain conditions. There are also add-ons that help them properly function (to their number, for example, there are solenoids designed to stop supplying fuel or jackets of pressure jumps). It is not recommended to make removal of such nodes, because it will have a noticeable impact on the operation of the engine.

So, any carburetor for GAZ-53 will consist of the following details:

Float camera;
Air damper;
Idling system;
Accelerating pump;
Transition system;
The main dosing system of the carburetor;
Economizer.

K-126 carburetor scheme

System sequences

The work of each of the above components is a guarantee of excellent performance and the carburetor itself. For example, the float system supports a permanent fuel level in the float chamber. The air damper allows you to start a cold engine by enriching the fuel and air mixture. The idling system ensures that the engine is supplied, which is necessary for the operation of the engine at low revs when the dosing system does not work yet. But the accelerator pump is created to make an additional fuel injection for preventing stopping and interruptions in the engine during the acceleration of the car (usually it happens when the throttle opening is sharp).

Next - it's about the transition system. It is needed to include the transition mode between the idle and the work of the main dosing system. But the latter just forms the necessary gas-friendly fog, that is, the supply of fuel to the engine during the movement of the car with average speeds.

And finally, when the engine is running under load, a richer fuel-air mixture is needed than in normal mode. It is the economizer system that will provide additional fuel.

Features of the design model K-126

The K-126 model carburetor in GAZ-53 is a two-chamber part, which has a fuel mixture. It also has a mechanical drive and an accelerator pump.

Its body consists of the upper, middle and lower part, each of which is connected by screws, and already fuel will enter the float chamber through a mesh filter. As a starter device, the K-126 carburetor has an air damper - she has an air valve that is designed to prevent the formation of a enriched mixture at the moment when the engine is started. And each of the two cameras has its own autonomous system of idling.

GAZ-53 carburetor size

How can I check the fuel level?

The most important condition for stable operation of the carburetor float is its free movement on the axis and at the same time the tightness of the case is important. It should be noted that the valve needle should move absolutely freely, without all sorts of hotels. And in cases where they occur, the problem is in violation of the integrity of the float housing - in this case, the adjustment of the fuel level in the float chamber will be almost impossible.

How to check the sealant of the float? You can do it by opening the carburetor, pulling the float and immersing it in hot water. If air bubbles appeared on the surface, which will indicate damage. To eliminate a malfunction, in this place they make a puncture and simply remove the remnants of water and fuel from the float. After that, it remains only to dry and pour a hole. Similar adjustment of the work The float is impossible without taking into account its weight, which should not exceed 14 g (if it turned out more, you need to remove the surplus of solder).

Adjusting the fuel level in the chamber is produced when the GAZ-53 car stands on a flat horizontal platform. In this case, it should be checked on an engine standing at idle - ideally it will be no more than 20.5 mm from the lower edge of the connector at the float chamber. If this distance is not met, then it is necessary to simply adjust the position of the float (remove the top of the carburetor and adjust the bracket itself from the float at the right direction). Such adjustment should be carried out very carefully, otherwise there is a risk of damageing the sealing washer.

How to regulate idle on K-126?

This procedure should be carried out with an engine, which is heated to a temperature of 80 degrees Celsius. It is in this case that the carburetor will show optimal results. Before such adjustment, it is necessary to pay attention to the fact that all parts of the ignition system are in good condition, and the gaps necessarily comply with the above requirements.

Forward turn, wrap up to the failure of the mix of the mixture and turn it on 2.5 or 3 turns. After that, you need to start the engine and install the average speed of rotation by approximately 600 revolutions per minute.

If the adjustment of the carburetor-126 was performed correctly, the engine will not sneak even with a sharp opening of the carburetor damper - on the contrary, it will start typing maximum revs.

Scheme of the top of the carburetor GAZ-53

Differences of the model K-135

K-135 carburetor for GAZ-53 is an emulsion two-chamber model also with a falling flow and the possibility of simultaneous opening of throttle valves. A carburetor of this type has a float chamber, which is similar to the previously considered model of it balancing.

What will be different this type of carburetor from K-126? This is a more advanced model and differ it will be its adjustable parameters. Also, this carburetor is installed with the simultaneous introduction of screw intake channels on the engine heads of cylinders.

It should be warned that without changing these parameters, the use of such a type of carburetor on engines with already heads of cylinders is simply unacceptable.

Principles of operation for systems K-135

The main systems of the K-135 carburetor will work on the principle of pneumatic braking of gasoline (air). But its economizer will work without braking. The system of idling and the main dosing is in every chamber.

Management on GAZ-53 will be carried out with the pedal on the cabin floor and the drive lever thrust system. As auxiliary elements there are manual controls for throttle valves and the same for air damper.

Scheme of the bottom of the carburetor GAZ-53

A little about adjusting K-135

Adjusting K-135 on GAZ-53 At the time of inclusion of the economizer, it is necessary when the covers shot and laying the float chamber are made. Pressing the finger of the bar will be installed in such a way that the distance between it and the float chamber is at least 14.8 and not more than 15.2 mm.

Also, when adjusting, you must definitely press the adjusting nut so that there is a clearance between it and the float chamber in the range of 2.8 - 3.2 mm

What other important points is the adjustment of the model K-135 carburetor for the GAZ-53 machine? Be sure to ensure that the throttle and air dampers are freely rotated and covered their own channels without any jams. Gashes are permissible here, but not more than 0.06 mm for throttle and 0.2 mm for air dampers. Compliance must be checked.

You should pay attention to the operation of the accelerator pump. Its adjustment implies performance measurement, which should be at least 12 cm3 on 10 full piston moves. The pump itself should work without jamming. Its sensitivity, which implies that the supply of fuel should go simultaneously with how throttle valves begin to work. It is allowed to delay no more than 5 °. If the delay is much more that we are talking about wear - in this case, select a new piston to the well of the accelerator pump or replace the piston rubber cuff.

And if the performance when checking turned out to be much smaller than magnitude? So, the valves are looked closely or simply clogged the sprayer. The problem in this case can be solved by the usual purge or wiping of these parts.

autodont.ru.

device and scheme :: GAZ-53

K-126 and K-135 carburetor GAZ-53: device and scheme

»Gas 53 engine» K-126 and K-135 carburetor GAZ-53: device and scheme

A two-chamber, emulsion carburetor K-126 (Q-135) of the GAZ-53 car with a balancing camera and the simultaneous discovery of throttle valve, serves to prepare a combustible mixture and air and fuel. The K-135 model differs from the K-126 carburetor only by adjusting parameters and began to be installed on the car after introducing cylinder heads with screw inlet channels. It is not allowed to use the K-135 carburetor on early engines without changing the adjustment parameters.

From each chamber of the carburetor, the combustible mixture comes independently from each other through the inlet tube to the corresponding series of cylinders: the right chamber of the carburetor delivers a fuel mixture to 1, 2, 3 and 4 cylinders, and the left - in 5, 6, 7 and 8 cylinders.

Scheme of the carburetor GAZ-53: 1 - acceleration pump; 2 - cover of the float chamber; 3 - air jaw the main system; 4 - small diffuser; 5 - idle fuel jaw; 6 - air damper; 7 - accelerator pump sprayer; 8 - Calibrated Economizer Sprayer; 9 - discharge valve; 10 - air jet of idle; 11 smell supplies; 12 - Mesh filter; 13 - float; 14 - sensor valve; 15 - spring; 16 - sensor rotor; 17 - adjusting screw; 18 - viewing window; 19 - plug; 20 - diaphragm; 21 - Spring of the limiter; 22 - axis of throttle dampers; 23 - vacuum jibrier limiter; 24 - gasket; 25 - air jet limiter; 26 - Cuff; 27 - the main jib; 28 - emulsion tube; 29 - throttle; 30 - an adjusting idle screw; 31 - mixing chambers; 32 - bearings; 33 - throttle drive lever; 34 - check valve of the accelerator pump; 35 - Float Camera Housing; 36 - Economizer valve.

Carburetor device

In the cover of the camera float there is an air damper equipped with two automatic valves. The air damper drive mechanism is connected to the axis of throttle valve using the systems of thrust and levers, which during the start of the cold engine open the valves to the angle required to ensure the optimal trigger of the rotation of the engine crankshaft. This system consists of an air damper lever, acting by one shoulder on the lever of the valve axis, and the other shoulder is on the accelerator pump lever, which is connected to the throttle lever with the throttle lever.

The main components of the carburetor function on the principle of air (pneumatic) braking gasoline. Economizer works without braking as the simplest carburetor. The main dosing system and the idle system are present in each carburetor chamber.

A cold engine start system and an accelerator pump are common on both carburetor chambers. The economizer has a total economizer valve and different sprayers that have access to each chamber.

The system of idling of both carburizer cameras consists of fuel and air jaws, and also has two holes in the mixing chamber: the bottom and top. The bottom hole is equipped with a screw designed to adjust the composition of the combustible mixture. To prevent air suction with an air screw, a rubber sealing ring is used. On the screw head is provided by gunpowder for the possibility of mounting the rotation limiter, which provides regular combustivity of the combustible mixture. Air jacker provides gasoline emulsation.

Adjusting the opening angle of throttle swollen when the air damper is closed (Start of the Cold Engine): 1 - throttle lever; 2 - thrust; 3 - Adjusting Plank; 4 - accelerating pump drive lever; 5 - air damper drive lever; 6 - axis of air damper.

The main dosing system consists of a small and large diffuser, the main air and fuel jets and the emulsion tube. The main dosing system and the idling system provide the necessary fuel consumption of GAZ-53 on all the main modes of engine operation. The economizer includes details both common for both chambers and individual for each. The first includes an economizer valve with a loaf and a drive mechanism, and the second is the jets placed in the sprayer block (one on the camera).

C-126 carburetor accelerator pump

The accelerator pump equipped with a mechanical drive consists of a drive mechanism, piston, injection and check valves and sprayers in the block. The sprayers are removed into each chamber of the carburetor and combine with sprayers and economizer bickers in a separate unit. The accelerator pump and the economizer have a joint drive carried out from the axis of throttle valves.

A cold engine start system includes an air damper with levers and two automatic valves connecting throttle and air dampers.

Carburetor work when starting a cold engine

During the start of the cold engine, it is necessary that the combustible mixture is enriched and is achieved by overlapping the carburetor air damper, while it creates a serious discharge in the sprayers of the main dosing systems in small diffusers and the outlet openings of the idle system in the mixing chamber. Under the influence of the vacuum, gasoline from the float chamber through the main fuel jams is supplied to the emulsion tube and idling bickers. The air enters the channels through the holes in the emulsion tubes, the air jets of the idle system and through air jets of the main dosing system, simultaneously mixing with air, forming an emulsion. Emulsion through the outlet openings of the idle systems and the sprayers of small diffusers are fed to the mixing chambers of the carburetor and then into the inlet tube of the engine.

To prevent the conversion of the combustible mixture after the engine is headed, automatic air valves are applied, which, when opening, is supplied with an additional air, thereby dinner fuel mixture to the required norm. The subsequent depletion of the mixture is carried out by opening the air damper from the driver's cab. With a fully closed air damper, an automatic opening of throttle valves at an angle of 12º occurs.

GAZ-53: 1 carburetor control circuit - pedal overlay; 2 - the axis of the pedal lever; 3 - bolt (two) fastening bracket pedal; 4 - plastic sleeves; 5 - Pedal bracket; 6 - gasket; 7 - Sleeve rubber thrust; 8 - pedal; 9, 10, 11 - thrust with hinged tips; 12 - spring; 13 - the bracket of the exhaust spring; 14 - adjusting screw; 15 - tear; 16 - air damper; 17 - screw; 18 - cover of the seal; 19 - tag seal; 20 - tip; 21 - ball finger; 22 - compensator traction; 23 - Nut; 24 - compensator spring; 25 - Compensator Corps; 26 - compensator thrust lever; 27, 37 - bolts; 28 - Screw clamping of manual gas thrust; 29 - bracket clamping of the carburetor manual control 30 - clamp shell; 31 - manual control of the carburetor; 32 - screw clamping; 33 - finger; 34 - lever manual control of the carburetor; 35 - Bulk sleeve; 36 - Drive roller bracket; 38 - drive roller.

The operation of the carburetor at the low speed of the crankshaft in the idle mode of the engine

On the small turnover of the crankshaft in idling mode, throttle valves are awarded to an angle of 1-2º, while the air damper is fully open. The permissions for throttle valve increases to 61.5-64.1 kPa. This vacuum is undergoing holes, covered by the idling system and adjusting screws, is supplied through the channels to the fuel jams of the idle system. Under the influence of permafront, gasoline from the float chamber, bypassing the main jets, through the fuel jets of the idling system are supplied to the mixing chamber, simultaneously mixing with air, which goes through the air jets of the idle system. In the mode of small revolutions of the crankshaft, the air is also fed through the upper transition holes of the idle system.

Coming out of idle holes, the emulsion is additionally sprayed with air in the mixing chamber, which passes at high speed through the narrow slit created by throttle valves and the wall of the mixing chamber. The combustible mixture created by this way is supplied to the inlet tube of the engine. In this mode, the discharge of the main dispensing system in small diffusers is not serious, so the main dosing systems do not function.

The operation of the carburetor at partial loads on the engine

With minor loads on the engine, the composition of the combustible mixture is formed only with the help of an idle system, and on partial loads - with general efforts with the idling system and the main dosing systems.

The operation of the K-126 carburetor at full load on the engine

In order to get the maximum engine power, the throttle valves of the carburetor must be fully open. For 5-7º to the complete discovery of throttle valves, the economizer valve is discovered and a combustible mixture is enriching a combustible amount of gasoline supplied through the system. Economizer works on the principle of the simplest carburetor.

During operation, gasoline is supplied from the float chamber to the power bicker located in the case of the economizer valve, and after a separately placed block of sprayers, having jets, bypassing the sprayer of the main dosing system.

Separate conclusion of the economizer provides timely entry into operation of this system, which is necessary for the stable course of the external high-speed engine characteristic. The main dosage system also continues to work. In the full load mode, an insignificant amount of fuel is supplied through the idle stroke system.

During the overclocking of GAZ-53, the functioning of the carburetor is carried out by injection into an air flow of an additional amount of fuel. Injection is performed by an accelerating pump with sprayers. With a sharp opening of throttle valves, the piston of the accelerator pump is striving down. The check valve is closed under gasoline pressure, and the injection - opens and an additional portion of gasoline through the sprayers is injected into the air flow.

With a slow opening of throttle dampers, the fuel has time to flow from the poulfry cavity into the float chamber through the gap between the walls of the accelerator pump cylinder and the piston. Only a slight piece of fuel, opening the injection valve, mixed with air flow.

The valve and air passing through the holes for removing the pouring from the sprayer are blocking the gasoline samples through the accelerator pump system during the engine operation during large crankshaft revolutions.

Carburetor Management (Gas Pedal)

The carburetor management is carried out by a pedal with a rubber lining, the mount of which is installed on the cabin floor, as well as the lever system and drive levers. Additionally, the manual throttle control and manual control of air damper are provided.

29.08.2016

xN - 53-6KClv.XN - P1AI

K-126 carburetors, K-135 car gas, groove, principle of operation

About the book: Guide. 2002 edition. Format of the book: PDF file in the archive Zipastrian: 36 language: Russian Size: 0.7 MB. Singing: free, without restrictions and passwords

K-126 carburetors, K-135 car gas, groove, principle of operation, device, adjustment, repair.

K-126 carburetors are a whole generation of carburetors produced by the Leningrad carburetor plant Lencarz, subsequently become a baker's JSC, almost forty years. They appeared in 1964 on the legendary GAZ-53 and GAZ-66 cars at the same time as the new ZMZ-53 engine. These engines of the Volga motor plant replaced the famous GAZ-51 together with a single-chamber carburetor applied on it.

A little later since 1968, Pavlovsky Bus Plant began to release the PAZ-672 buses, the seventies appeared modification of the PAZ-3201, later the PAZ-3205 and the engine was installed on the basis of the same thing that was applied on trucks, but with additional elements. The system has not changed, and the carburetor was also, respectively, the K-126 family.

In a pair with carburetners K-126I, E, D, intended for GAZ-52, a limiter was installed, which operated at the expense of the air pressure passing into the engine. Pneumocentrifugal limiter of the K-126B or K-135 carburetor on the ZMZ engines operates in a centrifugal sensor signal installed on the camshaft sock.

In these carburetors, measures were taken to approach the compositions of the prepared mixture to the requirements of the new time, made changes under more stringent norms of toxicity. In general, the adjustment of the carburetor shifted in a poorer side. In the design of the carburetor, Introduction on the engines of the exhaust gas recycling system (shed), adding a liquefaction selection fitting on the tag valve.

The natural difference in the engines to which the K-126 is set in the amount of dosing elements. First of all, these are gypsum, although different diffusers in diameter can meet. The changes are reflected in the index assigned to each carburetor and it must be remembered when trying to replace one carburetor to others. The summary table of the sizes of the main metering elements of all modifications K-126 is given at the end of the book.

It is necessary to distinguish defects related to the power system, their characteristic manifestations during movement, nodes that may be responsible for this. To understand the processes occurring in the carburetor, the beginning of the book is given by the description of the theory of regulation of spark engines of internal combustion and carburation.

The last section of the book is devoted to identifying possible carburetors malfunctions and ways to eliminate them. Do not hope, however, you will find a universal launder to eliminate each possible defect. Evaluate the situation yourself, read what is said in the first section, attach it to your specific problem. Spend a complete set of work on adjusting the knots of the carburetor.

The carburetor GAZ 53 has a two-chamber system, any of them works for 4 cylinders. The throttle valve is equipped with a drive that approached both chambers, because the fuel is dosed synchronously on all cylinders. For optimal fuel consumption at various motor modes in the carburetor, several systems are foreseen to regulate the composition of the fuel consistency (TC).

So looks placed on gas 53 carburetor

The carburetor first had a brand K126B, the next modification of K135 (K135M). The principle of the model is practically no different, only the device regulating the device was changed, and a comfortable viewing window was removed from the float chamber on the last releases. Now I see the level of gasoline has become unreal.

Device

K-135 is emulsified, with 2 cameras and a falling flow.

Two cameras are independent of each other, through which combustible consistency in cylinders through the inlet tube. One camera serves from the 1st to the 4th cylinder, and the other are all others.

The air damper is inside the float chamber, and armed with 2 automatic valves. The main systems that are used in the carburetor are operating on the principle of air braking of gasoline, not counting the economizer.

In 2 cameras carburetor The overall only system of launching a cool motor, an accelerator pump, partly an economizer, which has one valve for two cameras, also a drive mechanism. By alternately, jets are installed, located in the sprayer block, and related to the economyzer.

Read the same way

Any system idle move It has in its own composition fuel and air jets, and two holes in the mixing chamber. The bottom hole is installed screw with a rubber ring. The screw is designed to regulate the composition of the combustible consistency. Repair of the carburetor GAZ 53 implies in the first carburetor GAZ 53 adjustment. And the rubber seal does not give air to leak through the screw hole.

System idle move can not provide a suitable fuel consumption in all modes of the motor operation, because in addition to it, the main one is installed on the carburetor dosing system

the main dosing system

The basis of the carburetor is the main dosing system (Abbreviated GDS). It provides a constant composition of the vehicle and does not give her to eat or enriched on the average turnover of a gasoline engine (internal combustion engine). Each of the chambers in the system is installed according to one fuel and one air gibber.

System idle move

System idle move Created to ensure the dimension of the motor at idle traffic. Throttle valve carburetor There should always be a smallness of ajar, and the gasoline mixture at idle (XX) enters the intake tract bypassing the GDS. The position of the axis of the throttle is established screen screw, And properties screws (one for each chamber) allow you to enrich or drench the mixture on the XX. The consumption of a combustible car depends on the adjustment.

Float camera

The float chamber is located in the main body and maintains the level of gasoline in the carburetor, which is necessary for the usual operation of the motor power system. The main elements in it is a float and a locking mechanism consisting of a needle with a membrane and a valve seat.

Economizer

Video can be especially curious to all vehicles with carburetor K-135. GAZ-66. Adjusting idle gas 53 Repair repair, tuning and installation. And for others, like.

Trilogy Packing Poroshin, device to 135, client vs

What is carburetor To 135 and what to do with it. Along the way, about sending poroshin and about dissatisfied.

The economizer system enriches the vehicle on huge circulation of DVS with an increase in load. The economizer has a valve, which, with the highest opening of throttle, allows a portion of the additional fuel through the channels bypassing the GDS.

Acpercerative pump

In the K126 carburetor (K135), the accelerator is a piston with a cuff, which works in a cylindrical channel. At the moment of abruptly pressing the gas pedal (gas), the throttle drive, mechanically associated with the accelerator system, forces the piston to move rapidly through the channel.

Device scheme carburetor K126 with title all parts

Restricter number of revolutions

Read the same way

The system does not allow the exceeding the number of crankshaft revolutions due to the incomplete opening of the throttle. The operation is based on pneumatics, due to the diaphragm pneumatic valve, the device is moving, turning mechanically associated with the axis of the axis of throttle valve.

Starting system

The start-up system provides the size of the cooling motor. The system consists of pneumatic valves in air damper, and leverage systems that throttle and air damper bind. When pulling the supply cable, the air damper is locked, the thrust is pulled by the throttle and open it.

When the cooling motor 53 valve gas is launched in the air damper under the action of discharge, air is opened and added to the carburetor, without allowing the motor to stall on a very enriched consistency.

Fault carburetor

In the carburetor of the car, GAZ 53 may have many different defects, but they are all associated with the overestimated consumption of fuel in independence from whether it is enriched or the depleted mixture enters the cylinders. In addition to the overestimated fuel consumption, the following signs of defects are peculiar:

There is a dark smoke from the exhaust pipe. It is especially noticeable with a sharp increase in the turnovers of the DVS. At the same time, shots can be heard into a silencer;

Carburetor repair For a gas truck 53

Repairs carburetor First of all, it implies washing and purging of all systems. For this, the carburetor is removed and disassembled to clean all the jets.

Adjustment

idle move;

Only one adjustment produced without disassembly carburetor - This is the operation of the engine at idle. Such a procedure and perform most often, any driver can be performed. The remaining adjustments better entrust to the specialists, but often are craftsmen who make any settings with their own hands. To properly adjust the XX, the engine must be technically correct, all cylinders should work without interruptions.

Adjusting idling:

screen screw
screen screw

Buy K135 carburetor is not problems - it is sold in many auto shops. True, the price of a similar device is rather big - about 7000-8000 rubles. K126B Now in stores no longer meet, it has long been removed from production. But according to ads, they are sold often, and you can buy a practically new carburetor (2500-3000 rubles). Remkomplekt on the model K135 on average costs 250-300 rubles.

GAZ-53 carburetor adjustment

The carburetor GAZ 53 has a two-chamber system, each of them works on 4 cylinders. The throttle valve is equipped with a drive immediately on both chambers, so the fuel is dosed synchronously to all cylinders. For a rational fuel consumption at different modes of the engine in the carburetor, several systems are provided to regulate the composition of the fuel mixture (TC).

This looks like a gas-mounted 53 carburetor

The carburetor originally had a brand K126B, the subsequent modification of K135 (K135M). In principle, the models are almost no different, only the device control circuit has changed, and a convenient viewing window was removed from the float chamber on the last releases. Now see the level of gasoline has become impossible.

Device

K-135 is emulsed, with two cameras and a falling flow.

Two chambers are independent of each other, through them the fuel mixture is supplied to the cylinders through the inlet tube. One camera serves from the 1st to the 4th cylinder, and the other all the others.

The air damper is inside the float chamber, and is equipped with two automatic valves. The main systems that are used in the carburetor are valid on the principle of gasoline braking, except for the economizer.

In addition, each camera has its own idle system, the main dosing system and sprayers. Two carburizer cameras have a total of a cold engine start system, an accelerator pump, partially an economizer, which has one valve into two chambers, as well as the drive mechanism. Only, jets are installed on them located in the sprayer unit and related to the economyzer.

Each system of idling has in its composition fuel and air jets, and two holes in the mixing chamber. The bottom hole is installed screw with a rubber ring. The screw is designed to adjust the composition of the combustible mixture. And the rubber sealer does not give air to penetrate through the screw hole.

Air jet, in turn, performs the role of gasoline emulsation.

The idling system cannot provide the desired fuel consumption on all modes of engine operation, so in addition to it on the carburetor installed main dosing systemwhich consists of diffusers: large and small, fuel and air jets and an emulsion tube.

Main dosing system

The basis of the carburetor is the main dosing system (Abbreviated GDS). It provides the permanent composition of the vehicle and does not give it to disintegrate or enriched on the average turnover of the internal combustion engine (DVS). Each of the chambers in the system is installed according to one fuel and one air gibber.

System idle move

System idle move Created to ensure the stable operation of the motor at idle of DVS. The throttle damper of the carburetor should always be slightly ajected, and the gasoline mixture at idle (XX) enters the intake path bypassing the GDS. The position of the throttle axis is set by the amount of quantity, and the quality screws (one per each chamber) allow you to enrich or detect the mixture on the XX. Fuel consumption of the car depends on the adjustment.

Float camera

The float chamber is located in the main case and maintains the level of gasoline in the carburetor necessary for the normal operation of the engine power system. The main elements in it is a float and a locking mechanism consisting of a needle with a membrane and a valve seat.

Economizer

About the carburetor K-135 (overview of the possible harm of acetone)

Video can be especially interesting to all car owners with carburetor K-135. And for the rest, like.

GAZ-66. Adjusting idling. V-shaped engine.

Naila Poroshin will tell and tell once again that the process of searching the town on the XX is applicable for any carburetor.

The economizer system enriches the vehicle on large engine speeds with an increase in the load. The economizer has a valve, which, with a maximum opening of throttle, allows a portion of additional fuel through the channels bypassing the GDS.

Acpercerative pump

In the K126 carburetor (K135), the accelerator is a piston with a cuff, which works in a cylindrical channel. At the moment of abruptly pressing the accelerator pedal (gas), the throttle drive, mechanically associated with the accelerator system, causes the piston to quickly move around the channel.

Diagram of the device of the K126 carburetor with the name of all elements

Restricter number of revolutions

The system does not allow the exceeding the number of crankshaft revolutions due to the incomplete opening of the throttle. Work is based on pneumatics, due to the diaphragm in the pneumatic valve of the device moves, turning the mechanically associated with the axis of the axis of throttle valves.

Starting system

The start system ensures the stable operation of the cold engine. The system consists of pneumatic valves in air damper, and leverage systems that throttle and air damper bind. When pulling the support cable, the air damper closes, the thrust pulls the throttle and open it.

When starting a cold engine, the gas 53 valve gas in the air damper under the action of the discharge opens and air to the carburetor is added, without allowing the motor to stall on a too enriched mixture.

Fault carburetor

In the carburetor of the car GAZ 53 there may be many different faults, but they are all associated with increased fuel consumption in independence from whether the enriched or depleted mixture enters the cylinders. In addition to high fuel consumption, the following fault signs are characteristic:

It goes black smoke from the exhaust pipe. It is especially noticeable with a sharp increase in the turnovers of the DVS. At the same time, shots can be heard into a silencer;
The engine is unsustainably running at idle, can also stuck on the XX;
The motor does not develop revolutions, it is chosen, cotton in the intake manifold go;
With a sharp acceleration in the work of the engine, failure occurs;
The sluggish acceleration of the car, but on large speed cars rides normally;
Lack of power, the engine does not develop revolutions;
Rods when moving, especially noticeable when the speed set.

Carburator repair for truck GAZ 53

The repair of the carburetor primarily implies washing and purging of all systems. For this, the carburetor is removed and disassembled to clean all the jets.

Adjustment

The K126B carburetor (also the K135 carburetor) has several adjustments:

idle move;
gasoline level in the float chamber;
stroke piston pump-accelerator;
the moment of inclusion of the economizer system.

Only one adjustment is made without disassembling the carburetor itself - this is the operation of the engine at idle. Such a procedure and perform most often, any driver can be performed. The remaining adjustments better entrust to the specialists, but often are craftsmen who make any settings with their own hands. To properly adjust the XX, the engine must be technically correct, all cylinders should work without interruptions.

Hope adjustment:

on the plugged motor, wrap the quality screws of both chambers to the end, then each unscrew approximately 3 turns;
start the engine and warm up to the working condition;
screen screw set the number of twisted XX approximately 600. Tachometer in the car 53 gas is not, so the revs are installed on the rumor - they should not be too low or high;
we twist one of the quality screws and the moment until interruptions in the work of the engine will appear, in the future we will assign a screw back to about one eighth turnout (to the steady operation of the motor);
we also do with the second chamber;
screen screw Install the desired number of revolutions;
if necessary, we raise the quality with a screw, if the engine is discharged when the gas pedal is discharged.

Buy carburetor K135 is not problems - it is sold in many auto shops. True, the price of a similar device is rather big - about 7000-8000 rubles. K126B Now in stores no longer meet, it has long been removed from production. But according to ads, they are sold often, and you can buy a practically new carburetor (2500-3000 rubles). Remkomplekt on the model K135 on average costs 250-300 rubles.

The main functions of the carburetor in the car is the preparation and dosage of the combustible mixture. On the ZMZ-53 engines, the carburetor K 135 is installed on cars. The process involves a uniform distribution of the combustible mixture along the cylinders of the vehicle power unit.

The device and the purpose of the carburetor to 135

The gas-53 carburetor device consists of several parts. Fuel consumption is controlled by independent combustible mixture adjustment systems. Characteristics of the carburetor GAZ 53 has a two-chamber drive, for the synchronous propagation of the combustible mixture. The modification and the carburetor device K 135 is equipped with a balanced type float chamber, it makes it possible to open the flaps at the same time.

K-135 carburetor circuit and rotational speed limiter sensor: 1 - accelerating pump: 2 - Float Camera Cover; 3 - air jaw the main system; 4 - small diffuser; 5 - idle fuel jaw; 6 - air damper; 7 - accelerator pump sprayer; 8 - Calibrated Economizer Sprayer; 9 - discharge valve; 10 - air jet of idle; 11 - fuel supply valve; 12- Mesh filter; 13 - float; 14 - sensor valve; 15 - spring; 16 - sensor rotor; 17 - Adjusting Ving; 18 - viewing window; 19 - plug; 20 - diaphragm; 21 - Spring of the limiter; 22 - axis of throttle dampers; 23 - vacuum jibrier limiter; 24 - gasket; 25 - air jet limit; 26 - Cuff; 27 - the main jib; 28 - emulsion tube; 29 - throttle; 30 - an adjusting idle screw; 31 - the housing of mixing chambers; 32 - bearings; 33 - throttle drive lever; 34 - check valve of the accelerator pump; 35 - Float Camera Housing; 36 - Economizer valve.

Due to the improvement of the intake, it was possible to achieve a more homogeneous working mixture. The new head of the cylinder block, in a pair with a collector, with high-quality adjustment accompanies to reduce toxicity. The carburetor K 135 is equipped with screw walls of the channels, with an enlarged compression, allows you to save up to 7% fuel.

Main dosing system

Uniform, the constant composition of the working, fuel mixture provides the main dosing system. The characteristics imply installation on each chamber of fuel and air jaws, the carburetor GAZ 53 in the composition of the dosing system there is a sprayer of air. The constant composition of the mixture provides steady operation on the average vehicles of the car.

Parameters of the dosing elements of the K-135 carburetor

System of idle

Stable and uniform speeds at idle on the carburetor gas are achieved by the throttle position. The fuel mixture comes to the working part when around the GDS, the damper for unhindered access to the cylinders should be opened in the correct position.

Scheme of the idle system to 135: 1 - a float chamber with a float mechanism; 2 -Fuel fuel jackler; 3 -emulsion well with an emulsion tube; 4 - Quality screw; 5 - transition hole; 6 - fuel supply valve to opening system holes; 7 - air jet of idle; 8 air gibber cork; 9 - idling fuel jaw; 10 - inlet air nozzle.

The carburetor device K 135 provides an adjustment of the XX system. The setting directly affects fuel consumption, the quality screws and the amount of the mixture parameters are adjusted.

Float camera

The elements of the float chamber are:

Locking mechanism, a needle with a membrane, installed in the valve seat;
Float, regulating the amount of fuel mixture in the chamber.

Scheme of fuel leveling in the carburetor float chamber to 135: 1 - fitting; 2 - rubber tube; 3 - glass tube.

The main purpose of the carburetor float chamber to 135 is support for the fuel level for stable car operation. The camera is installed in the main carburetor body.

Economizer

An economizer is responsible for the implementation of the full power of the engine. The composition of the device includes a valve that supplies fuel through channels bypassing the GDS.

Economyer carburetor to 135

The carburetor GAZ 53 is designed to comply with the norms of toxicity, with stable loads, access to the combustion chamber is blocked by the access of unnecessary fuel.

Acpercerative pump

Diagram of the screech pump of the carburetor: 1 - rod; 2 - Planck; 3 - well; 4 - spring; 5 - piston; 6 - check valve; 7 - traction; 8 - lever; 9 - throttle; 10-discharge valve; 11 - Sprayer.

When the accelerator is pressed to the stop in motion, the accelerator pump is taken into account, built into the model carburetor to 135. The fuel supply of K135MU is due to the piston in the cylindrical channel, which begins to enrich the mixture. The device is made with a sprayer of the mixture, due to this, the car dials the speed smoothly, without jerks.

Restricter number of revolutions

The operation of the system is performed on pneumatics, the diaphragm movement occurs due to the discharge, turning the axis of throttle valves. The mechanically associated with the limiter, the carburetor system GAZ 53 does not allow the throttle opening completely. The number of engine speed is adjusted by choke.

Starting system

The launch of the cooled motor is made by the start system. The process occurs as follows:

A suspension lever attached to the car's salon is drawn up for the desired distance;
The levers system opens the throttle of the drive of the air damper, thereby overlapping the air.

The launch is made due to the enrichment of the mixture, the fuel supply control. The characteristics of the device K135 are carried out in such a way that the engine of the car does not stall. The air damper has a valve, under the action of the discharge of which, air access opens, in order to avoid the too enriched mixture.

Fault carburetor

Not compliance with the conditions of the frequency of maintenance of the car can lead to breakdowns. Fuel faults with a carburetor device GAZ 53, stops normal operation at different reasons and conditions. When the node malfunction is detected, it is necessary to determine which unit gives failures when working. Moments occur when the breakdowns are not correctly operating the ignition system. Before repair, you need to check the ignition system for the presence of spark. The carburetor to 135 should be opened only in cases if the fuel feed system is checked. Fuel supply can be difficult to clog the fuel of the wire or hoses.

The main malfunctions in the operation of the carburetor GAZ 53 may be enrichment or relent in the mixture. Both factors may be due to improper adjustment to K135MU, lack of tightness in the system or clogging of the fuel supply system.

High fuel consumption, unstable work at idle;
Failures during acceleration or increased loads, a consequence of jamming the accelerating pump drive piston;
Clogging of jets. It occurs during an aggressive operation, faulty filters;
The depressurization of the housing of the Float Camera K135 leads to the dining of the mixture when the intensity works in the DVS on certain modes;
Overflow of fuel into the combustion chamber due to faults, the needle of the float system leads to a difficult launch of the car.

Flushing and purging of air flow systems, units are performed when identifying one of the causes of unstable work, as well as the quality of prevention. Usually repairing the carburetor GAZ 53 is recommended to trust the specialists, they are equipped with a necessary tool, skills for quality work. Adjust the nozzard groove with your own hands, you can remove the air filter.

Adjustment and repair

Without complete disassembly of the device, it is possible to adjust with your own hands only the level of idling. Fuel consumption depends directly from the rotation frequency of the crankshaft. The principle of operation represents the adjustment of the carburetor gas 53 quality screws and quantity.

There are several adjustments:

Number of gasoline in the float chamber;
Setting the operation of the economizer;
Stroke of the accelerator pump;
Number of revolutions, idle jib.

Proper idle adjustment is made on a good engine. Typically, the procedure is made after prevention to exclude other possible causes of unstable work.

The process and diagram of adjusting XX on 53 carburetor represents the following principle of operation:

The cooling screws of the cold engine are tightened until it stops, after unscrewed by 3 full turns. Customize carb is possible by a slotted screwdriver;
Warm the engine to operating temperature;
The number of revolutions K135MA is regulated by a screw screw, as the car is not equipped with a tachometer. The turnover must be kept between high and low, inadmissible to protrases and twigs;
The quality screw K135 is spinning before the start of the engine interruptions, it is necessary to adjust to adjust the groove with their own hands before reaching normal, stable operation.
Adjusting the amount is performed on both chambers, parallel to each other;
In cases where the car stalls when the gas is discharged, it is possible to raise working turns.

Repair of the carburetor GAZ 53 is performed with substantial damage to nodes or detected pollution. Flushing is made on demand, too frequent procedure may forget the fuel feed channels, output the instruments. The most common method is to clean the float chamber. The deposits are removed only by the upper layer, since the accurate dirt can get into the inlet of the channels and disrupt the operation of all systems. The causes of Nagar and deposits are low-quality or old fuel filters. Carburetor GAZ 53 during washing, it is worth replacing all fuel and air purification filter.

During the disassembly, it is necessary to check the status of all elements of the system. We will repair jetters, dampers and an accelerator pump that have thin channels when clogged, affect the operation of the engine.

Maintenance and possible adjustment of the carburetor GAZ 3307, installed on the car Gazelle, does not require full removal from the engine. The plant provided that the removal of the air filter makes it possible to schedule status checking, idling adjustment. With full cleaning and replacing nodes, a node is removed from the engine. Proper technical operation, replacing filters make the need to fully repair the minimum. It is enough to produce prophylaxis as dirty in the form of flushing the K-135 carburetor.

Flushing is performed using a fuel liquid. There are special means, the principle of operation of which allows air pressure to deliver liquid into hard-to-reach places, grooves. Outdoor washing is made to the tassel until the sediment is completely removed, dirt. It should be used to wash internal parts with caution, since there is a possibility to break the seals or clog the channels of mud.

Title

In order for the K-135 carburetor to serve for many years, you need to follow it, that is, to clean and adjust regularly.

In general, this carburetor does not need this carburetor, since mostly the quality of the fuel and air mixture depends on the jets. And therefore, they are their car owners and try to reduce or increase the eye to work more economically. But this adjustment is often nothing good ends.

So if you decide to disassemble the carburetor, try the jets not to confuse different nominations and locations. Do not forget to follow the cleanliness during disassembly / assembly.

Clean the carburetor to 135 from the dirt first outside to eliminate it in the process of disassembling inside. Then the carburetor is neatly washed with acetone or special flushing. The most convenient channels are cleaned with a syringe: the washing fluid is gained in the syringe and drive under pressure into the channels. So all knots of the carburetor are guaranteed. As a result, each channel is purged with a vacuum cleaner or air from the compressor.

Poetage check and adjustment of the K-135 carburetor.

First, the carburetor is removed from the engine, for which they remove, disconnect and unscrew the many different other elements. Then they are disassembled and proceeded to inspection and adjustment.

Configure in K-135 carburetors mainly 3 elements:

Looking into a special viewing window of the float chamber, pre-stopping the car on a flat site and pumping the fuel with a lever for manual paging of the fuel pump, check the fuel level so that there is no overflow or non-waving;
The dynamics of the accelerator pump depends on the dynamics of the acceleration of the machine, that is, if the pump is larger, the amount of fuel supplied, and consequently, the car will be able to accelerate the car faster;
An inspection of idling occurs through the inspection of two screws on the feed, where one shows the amount, and the other quality of the mixture.

Check the sealability of the float as follows: the float is lowered in hot water and watch half a minute, whether bubbles come out of it. If the air does not go out, it means that the float is not broken, but when the bubbles are detected, the flow of fuel and water is removed from it. At the same time, the weight of the float should not exceed 14 grams. Next, they check hot water on hermetic.

But it is better if the K-135 carburetor adjustment will be carried out by professionals in the car service or it will pass by a car owner under the supervision of specialists, because the adjustment is very thin, long and responsible process. The master will make it much faster all the necessary actions and make the carburetor work more efficient.

If you act independently, without possessing special knowledge and experience in adjusting the carburetor, instead of improvement, it is possible to spoil it without a chance for recovery.

The ZMZ-5231.10 gasoline engine is 19.6 liters at 60 km / h, at a speed of 80 km / h, consumption increases to 26.4 liters. But there are almost impossible to achieve such indicators on a loaded car, especially in urban conditions.

Example of a classic gas truck GAZ 3307

A very important part of the fuel system is a carburetor. With the help of the carburetor, a combustible mixture is formed, which is a spark in each of the engine cylinders, so the behavior of the car largely depends on the correctness of the carburetor setting.

It should be noted that the carburetors are currently actively displaced by injection injection systems in which the regulation of the gasoline / air proportion is carried out automatically, but, nevertheless, there are still a lot of cars in which the traditional carburetor system is used. These include and.

The K-135 carburetor is installed. It is a modification of K-126, having almost the same device, differing only in the diameter of the jaws and in separate variants of diffusers.

Principle of operation K-135

Carburetor Models K135 and K135MU

Since the car GAZ 3307 was produced at a time when she moved to the unification of parts and nodes, the K135 or K135 can be used in this car, which is also used in some other cars.

Example of the K135 carburetor for gas 3307

This carburetor is largely repeated by its predecessor - the K126 model, differing from it a number of technical moments - cross sections, the vacuum selection system, as well as less smaller adjustable capabilities.

However, the model K135 is more common on cars found in our days, so most mechanics dealt with it.

Device K-135

The carburetor has a standard device - it has two cameras and, accordingly, two chokes. They are adjustable with two screws, which allows you to configure the quality of the mixture in the carburetor (and therefore, idle speed) is individually for each of the chambers. However, the improper installation of throttle plates can cause uneven operation of each of the groups of cylinders serviced by the carburetor, and therefore the unstable operation of the engine at idle.

k135 carbusibrator device diagram

Saves the situation only that the time of work in this mode for trucks is small. The flow in the carburetors data is falling, which practically eliminates the possibility of filling the engine and facilitates the launch in difficult conditions. In each of the carburetor cameras, a double spraying of the mixture occurs, the float chamber is balanced.

As already indicated at the beginning of the article, it is possible to install two models of the carburetor on gas 3307 - K135 and its modification K135MU.

The difference between these two carburetors, primarily consists of the plane of the recycling system of the exhaust engine gases. Naturally, it is not worth overpaying for an unnecessary function, in the event of course, if your engine is not equipped with such a system.

So the model of the carburetor K135MU looks like

Two-chamber-type K-135 carburetor, each chamber provides fuel mixture of four cylinders of the 8-cylinder V-shaped motor. The device includes the following basic housing parts:

Aluminum throttle housing (lower part);
The main body (in which the float chamber is located);
Top of the carburetor (cover);
Limiter housing.

The carburetor is a rather complex mechanism, in K-135, several systems operate for the preparation of the fuel and air mixture:

Main dosing system (main in the carburetor);
Float camera;
Economizer system;
Accelerator pump;
Starting device;
Idling system;
Mixing chamber;
Limiter of the number of rotation of the crankshaft.

Diagram of the carburetor device for gas 3302

Purpose of carburetor systems:

Faults affecting fuel consumption

Signs

Faults of the carburetor negatively affect the operation of the motor. Signs of problems with the carburetor:

Unstable work of DVS at idle, or the motor on these revolutions regularly stalls;
Dips on medium turnover;
With a sharp press on the accelerator pedal, the engine twitches and slaughters;
DVS does not develop big revolutions;
From the pipe of the muffler goes black smoke;
Cotton and shots are heard from the carburetor or exhaust pipe;
The engine works only with a semi-closed air damper;
Motor "Troit" and pours candles;
The engine is hardly started, and only when the gas pedal is pressed.

It should be noted that almost any malfunction of the carburetor is accompanied by increased fuel consumption.
There can be no speech about the permissible norm here, and with such a flow rate of the fuel level sensor in the car's cabin rapidly approaching zero even at a speed of 60 km / h along a flat road.

Possible malfunctions

In general, various causes of malfunctions in the carburetor can be a lot, repairing such a difficult device is better to entrust a good competent specialist.

K-135 carburetor adjustment

Adjusting K-135 is of great importance and fuel consumption depends on it.

In the carburetor GAZ-3307, only idle and the number of revolutions, other settings without interference in the carburetor itself is not provided.

For adjustment on the throttle housing, there are two quality screws, each of them controls the qualitative composition of the fuel mixture of four cylinders.

On the side, the throttle drive has a screw of the quantity that adjusts the amount of idle speed.

On the non-working engine, spin the quality screws to the end, then each turn into three turns;
Run and warm up the engine to operating temperature;
The number of the number of engine speed is about 600 revolutions per minute;
Twist the screw of one of the chambers before the beginning of the appearance of interruptions in the work of the engine;
Then somewhere on one eighth turn, let go of the screw (before the appearance of stability);
The same procedure is repeated with another camera;
The screw of the quantity to establish the necessary idling speed.

If the engine stalls on the penitz, you need to relax the quality guilt and lift the number of revolutions (but not more than 650 rpm).

Replacing and adjusting the carburetor with your own hands is possible only if you understand what you are doing. Incorrect setting and installation can lead to unpleasant consequences.

Price

You can purchase a new carburetor in stores, the retail price is from two and a half to three thousand rubles, the installation and configuration will cost more about a thousand rubles, but this will be a guarantee that the car will function normally and will go guaranteed.

»Carburetor K-126 and K-135 car GAZ-53: device and scheme

1 - acceleration pump; 2 - cover of the float chamber; 3 - air jaw the main system; 4 - small diffuser; 5 - idle fuel jaw; 6 - air damper; 7 - accelerator pump sprayer; 8 - Calibrated Economizer Sprayer; 9 - discharge valve; 10 - air jet of idle; 11 smell supplies; 12 - Mesh filter; 13 - float; 14 - sensor valve; 15 - spring; 16 - sensor rotor; 17 - adjusting screw; 18 - viewing window; 19 - plug; 20 - diaphragm; 21 - Spring of the limiter; 22 - axis of throttle dampers; 23 - vacuum jibrier limiter; 24 - gasket; 25 - air jet limiter; 26 - Cuff; 27 - the main jib; 28 - emulsion tube; 29 - throttle; 30 - an adjusting idle screw; 31 - mixing chambers; 32 - bearings; 33 - throttle drive lever; 34 - check valve of the accelerator pump; 35 - Float Camera Housing; 36 - Economizer valve.

Carburetor device

A cold engine start system and an accelerator pump are common on both carburetor chambers. The economizer has a total economizer valve and different sprayers that have access to each chamber.

Adjusting the opening angle of throttle swollen when the air damper is closed (Start of a Cold Engine): 1 - throttle lever; 2 - thrust; 3 - Adjusting Plank; 4 - accelerating pump drive lever; 5 - air damper drive lever; 6 - axis of air damper.

C-126 carburetor accelerator pump

A cold engine start system includes an air damper with levers and two automatic valves connecting throttle and air dampers.

Carburetor work when starting a cold engine

1 - pedal cover; 2 - the axis of the pedal lever; 3 - bolt (two) fastening bracket pedal; 4 - plastic sleeves; 5 - Pedal bracket; 6 - gasket; 7 - Sleeve rubber thrust; 8 - pedal; 9, 10, 11 - thrust with hinged tips; 12 - spring; 13 - the bracket of the exhaust spring; 14 - adjusting screw; 15 - tear; 16 - air damper; 17 - screw; 18 - cover of the seal; 19 - tag seal; 20 - tip; 21 - ball finger; 22 - compensator traction; 23 - Nut; 24 - compensator spring; 25 - Compensator Corps; 26 - compensator thrust lever; 27, 37 - bolts; 28 - Screw clamping of manual gas thrust; 29 - bracket clamping of the carburetor manual control 30 - clamp shell; 31 - manual control of the carburetor; 32 - screw clamping; 33 - finger; 34 - lever manual control of the carburetor; 35 - Bulk sleeve; 36 - Drive roller bracket; 38 - drive roller.

The operation of the carburetor at the low speed of the crankshaft in the idle mode of the engine

The operation of the carburetor at partial loads on the engine

The operation of the K-126 carburetor at full load on the engine

Carburetor Management (Gas Pedal)

Hello dear friends! Today we will talk about the K-135 carburetor that is installed on gas trucks, with the ZMZ-511 gasoline engine and modifications. Carburetor - As practice shows, an extremely important part of the entire fuel system in engines, which use gasoline, as fuel. It is the carburetor that creates a fuel mixture that comes directly in the combustion chamber.

Therefore, if the carburetor has not been properly adjustable, the fuel mixture falls into the engine will cause significant damage to it and leads to the overflow of fuel. Modern devices, such as injectors, can automatically adjust the quality of the fuel supplied, but the control of the carburetor GAZ 3307 is still the urgent topic for most people.

On Trucks Mark Gas are installed carburetors of the K-135 brand. All carburetors of the C-135 creation times were created on a single system. The carburetor consists of two cameras and throttle to them, one per camera. Cameras are complemented by screws, which turn them to customize the quality of the fuel mixture formed in the carburetor. In the carburetors, the fuel mixture is supplied in such a way that the engine is not filling in gasoline, and it was easier to run it in difficult conditions, such as the cold time, for example, the accelerator system.

Adjusting the carburetor gas 3307 brand K-135, the process is relatively simple, but it is possible to start it only if you have at least a basic understanding of the design and the principles of the adjustment of the carburetor. For example, it makes no sense to limit fuel supply to the carburetor, not lowering the level of air supply. Yes, it is not necessary to limit the supply of fuel and air, as not to what good, as practice shows, it does not lead. Some amount of money, maybe you will save, but this will lead to premature engine wear, as a result costly repairs, so it does not need to limit the factory, the manufacturer installed the norm, let everything remains.

We will proceed to clean and adjust the K-135 carburetor. I repeat, if you do not have, at least a basic understanding of the design and principles of the carburetor setting, it is better not to climb, but if you are sure that we will continue. Although if you enroll the board, then I think everything will turn out.

First of all, of course, you need to remove the carburetor and fully disassemble. When disassembly, the dirt is easy to apply inside the carburetor or disrupt the accusative compounds or seals. The outer wash is made with a tassel using any liquid dissolving oily deposits. It may be gasoline, kerosene, diesel fuel, their analogues or special flushing fluids soluble by water. After washing, you can blast the carburetor by air, or simply slightly stick to the clean cloth to dry the surface. The need for this operation is small, and car wash only for the sake of gloss, on surfaces, not necessarily. To flush the inner cavities of the carburetor, you will need at least to remove the cover of the float chamber.

Removing the cover of the float chamber, you need to start with disconnecting the thrust of the economizer drive and the accelerator pump. To do this, it is necessary to lidery and remove the upper end of the thrust 2 from the hole in the lever (see Fig. 1). Then you should unscrew the seven screws, fastening the cover of the float chamber, and remove the cover without damaging the gasket. In order for the lid to take off easier, press the air damper drive lever with your finger. Take the cover to the side and only after that turn over the table to fall out seven screws. Rate the quality of the gasket. It should take place a clear hull imprint. In no way, do not put the lid of the carburetor on the table float down!

Fig.1

1 - throttle lever; 2 - thrust; 3 - Adjusting Plank; 4 - accelerating pump drive lever; 5 - air damper drive lever; 6-axis of air damper.

Cleaning the float chamber is carried out in order to remove the precipitate, which is formed at its bottom. When the lid is removed, you need to remove the bar with the piston of the accelerator pump and the economizer drive and remove the spring from the guide.

Next, clean the float chamber from the sediment and rinse with gasoline. To roll up the dirt that has already been eaten and stuck to the walls is better not worth it, it does not represent danger. The probability of clogging channels or loans, with incorrect cleaning, much more than with normal operation.

The source of garbage in the float chamber is, of course, gasoline itself. The cause of the garbage with gasoline is clogged filters for fuel purification. Check the condition of all filters, replace and clean it, if necessary. In addition to the fine filter, which is installed on the engine and has an inside of a mesh or paper filter element, there is another on the carburetor itself. It is placed under a plug, near the gasoline supply fitting on the carburetor lid. Another, the filter is a sump, standing near the gas tank and is attached to the frame, it also needs to be washed and clean it.

After finished with cleaning, you will need to remove all the jets. The jets are better try not to be confused, so instead of one gibler you will not be able to twist the other, but still put it there from where they removed.

Main fuel jets.
The main air jets, under them in the wells there are emulsion tubes.
Economist valve.
Fuel jets of idle.
Air jets of idle. Split to the splind screwdriver are twisted after the fuel will be extracted.

Most importantly: After you remove all the jets, do not forget to get a needle valve that stands in the channel of the accelerator pump, and that is, a high probability of losing it. (Some do not even know about its existence). To do this, gently turn the carburetor over the table and the valve will fall out. It is made of the same material as well as jets, that is, brass. In the photo, with a comment, everything is seen where it is installed.

After removing the jackers you need to wash all channels. For this, there are special spray cans with a flossing of the carburetor. In auto parts are sold, so it's not difficult to buy. You need to splash the liquid into all the channels of the carburetor and leave for some time (there is an instruction on the balloon). After a while you need to blow with compressed air, all the channels of the carburetor. It is necessary to blow it carefully that the remnants of the liquid do not fall into the eyes. After purging, everything must be wiped with a dry cloth and dry. Also remember to clean and blow all the jets. Only in no case can not clean the jets with metal wire.

Even check the states of the accelerator pump, pay attention to the rubber cuff on the piston and the installation of the piston in the case. The cuff must, first, seal the body of discharge and, secondly, it is easy to move through the walls. To do this, there should be large wrappings on its working edge and it should not swell in gasoline. Otherwise, friction about the wall can be so difficult that the piston can not move at all. When you press the pedal, then through the craving to the bar, carrying the piston, the bar moves down, squeezing the spring, and the piston will remain on the spot. And the fuel injection will not happen.

Now everything needs to be collected in the reverse order. After assembly, it will be necessary to correctly set the level of fuel in the float chamber. In the carburetors of the old sample, it is convenient to have a window, exhibit exactly half the window and that's it. The level is regulated by sweetening or flexion of a special begging. But in the carburetors of the new sample there is no window, you will have to use some tool. (See Fig. 2.) And once again I want to say in no case, do not try to save up the fuel level in the float chamber, nothing to do with it. But expensive repair will be inevitable.

Fig. 2. Fuel level check diagram in a float chamber:

1 - fitting; 2 - rubber tube; 3 - glass tube.

Adjusting idling.

The minimum engine turnover at which it works is most stable, is adjusted by a screw that changes the composition of the combustible mixture, as well as a thrust screw that limits the extreme position of the flap. (See .Ris.3.) The idling is adjusted on the engine, heated to the operating temperature. (80 ° C). In addition, all the parts of the ignition system should be in good condition, and the gaps respond to passport data.

First, it is necessary to wrap before the failure of the two screws of the quality of the mixture, after which turn them into 2.5-3 turns. Start the engine and using a stop screw to install the average crankshaft rotation frequency. After that, with the help of quality screws, it is necessary to bring the speed of rotation up to 600 rev / minutes. If the carburetor is adjusted correctly, then with a sharp opening of the flap, the engine should not blame, should not be any failures and must quickly gain maximum turnover.

Fig.3.

1-amount of quantity; 2- quality screws; 3- Safety caps.

I suppose you can finish the article. If suddenly, you did not find something, or you simply do not have time to search, then I recommend getting acquainted with articles in categories " Repair GAZ."I am sure you will find the answer to your question, and if not write in the comments of the question you are interested in. I will definitely answer.

Today on the agenda of the Tuning of the K-135 carburetor and all possible problems that can be encountered when it is conducted.
Many owners are setting up and setting up carburetors in special tuning stores, but we want to discuss all operations that should be performed for proper installation and improve the parts with your own hands.
Of course, if you are far from repairing cars and do not know what jumpers are needed on small diffusers, it is better not to be taken for such a car repair, but if you have already had experience in the improvement of your iron horse, you should cope with all carried out work.

Installation of spare parts for the engine.

Before removing the item from the car engine, you will need to dismantle the air filter with a new spare part, after which disconnect the following items:

throttle and air damper drive

fuel supply hose

vacuumocorrector vacuum selection hose

the same hose to the thermal pumping switch of the rog system

hose allotment and discharge

Many motorists can ask if it is possible to remove the partition on the diffuser of the carburetor, but we will assure you that such a procedure is not required.
A new spare part should be installed on the flange at the inlet engine pipeline. Procedures are carried out through the gasket, and the new product is fixed using four nuts. Under the same nuts, a spring type washers are installed in the process. You can also replace the gasket, but this procedure should be carried out if the old item was worn out and requires that.

Sequence of tightening nuts.

The procedure for tightening nuts also has its own sequence that looks like this:

watch the first before the moment when the spring washer is not fully compressed

the second should be screwed down to be located diagonally to the flange

now the first wrench should be entrusted to the full compression of the washer

the remaining elements are tightened like a third point.

After performing these procedures, you can attach dammes of dampers and hoses that were listed above.

Preparing the item to properly function.

In order to conduct an initial tuning of a new spare part, which we have already installed, you need to accomplish:

Adjust control drives. Control drives are dampers. You need to completely press the pedal, after which the flap must be fully open. At the same time, the bend of the throttle lever must be in a position, rushing into the screw of the stop. In order to be sure that the adjustment was successful, you need to achieve a clearance indicator of 1-3 millimeters, between the cable shell holder and the end of the button on the car dashboard.

Now you need to swing up fuel into the float-type chamber. The operation is carried out five to seven times with the help of a manual gas station. At the same time, conduct an inspection on the absence of fuel. It can be in the place where the fuel supply hose is mounted or in sealing gaskets and traffic jams.

Running the motor after tuning carburetor.

Before running the cold engine, close the air damper. Next, as the car engine warms, it is necessary to gradually open the damper, while maintaining the most optimal and stable state of operation of the engine.
When you spend a hot and warm engine start, the damper will have to be in a fully open position.

Adjust and optimize.

The K135 model carburetors require regulation of systems that directly affect the minimum engine speed indicators during idling.
Such adjustment also has its own order:

quality screws are wrapped until it stops, after which turns out for 3 turns.

the engine is launched, heating to the temperature indicator of the cooling fluid in 80 degrees

screw of the stop is set to the speed of the crankshaft of the minimum stable indicator

in. Kacht need to scroll until some instability appears in the operation of the motor, after which it turns away to 1/8 turns.

a similar procedure is made with the second century. Kat-V.

in. The stop is used to set the frequency of rotation in the range between the coefficients 550-650

Finally you need to check the stability of the engine function. Make sure that it does not stall when you perform the Peregazovka.

A.N.Tikhomirov

In this article you will find:

K-126 carburetors, K-135Cars gas grooves

Hi friends, 2 years ago in the distant 2012 I ran into this wonderful book, even then I wanted to publish it, but as usual, then there is no time, then the family and now, today I came across it again and could not stay indifferent I understood a little on the web, I understood, a lot of sites, offer it to download, but I decided to do it for you and publish for self-development, read health and get knowledge.

Principle of operation, device, adjustment, repair

Publishing House "Wheel" Moscow 2002

This brochure is designed for car owners, stations of maintenance stations and persons studying the device of the car, and considers the theoretical foundations of carburetion, design, features, possible methods of repair and adjustment of carburetors K-126 and K-135 Leningrad Plant "Lencarz" (now "Bakeard "), Installed on the Gorky and buses and buses of Pavlovsky Automobiles.

The brochure is designed for car owners, stations of maintenance stations and persons studying the car

Cand. tehn Sciences A.NTichomirov

From the author

The K-126 series carburetors are a whole generation of carburetors produced by the Leningrad carburetor plant "Lencarz", subsequently become Pekar JSC (St. Petersburg carburetors), almost forty years. They appeared in 1964 on the legendary GAZ-53 and GAZ-66 cars at the same time as the new ZMZ-53 engine. These engines, the Volga Motor Plant replaced the famous GAZ-51 along with a single-chamber carburetor used on it.

The inability to immediately go to new engines led to the appearance of the GAZ-52 transition vehicle in 1966 with a six-cylinder engine in 1966. In 1977, a single-chamber carburetor was also replaced by K-126 with an appropriate intake pipe replacement. GAZ 52-03 was installed K-126I, and on GAZ 52-04 - K-126E. The difference in carburetors concerns the only different types of limiters of the maximum rotational speed. In a pair with carburetners K-126I, -E, -D, intended for GAZ-52, a limiter was installed, which operated at the expense of the air pressure passing into the engine. Pneumocentrifugal limiter of the K-126B or K-135 carburetor on the ZMZ engines operates in a centrifugal sensor signal installed on the camshaft sock.

ZMZ-53 engines were improved and changed. The last major change occurred in 1985, when ZMZ-53-11 appeared with a full-flowing oil filtration system, a single-stroke tube, screw inlet channels, an increased degree of compression and the K-135 carburetor. But the family did not break, K-135 has all the cabinet details of the K-126 family and only some differences in the sections of the jets. In these carburetors, measures were taken to approach the compositions of the prepared mixture to the requirements of the new time, made changes under more stringent norms of toxicity. In general, the adjustment of the carburetor shifted in a poorer side. In the design of the carburetor, Introduction on the engines of the exhaust gas recycling system (shed), adding a liquefaction selection fitting on the tag valve. In the text, we will not use the Marking K-135 In addition to individual cases, considering it just one of the modifications of the K-126 series.
The natural difference in the engines to which the K-126 is set in the amount of dosing elements. First of all, these are gypsum, although different diffusers in diameter can meet. The changes are reflected in the index assigned to each carburetor and it must be remembered, when trying to replace one carburetor to others. The summary table of the sizes of the main metering elements of all modifications K-126 is given at the end of the book. Column "K-135" is valid for all modifications: K-135, K-135M, K-135MU, K-135x.

It should be remembered that the carburetor is only part of a complex complex, called the engine. If, for example, the ignition system does not work properly, the compression in the cylinders, a grid inlet path, is to place responsibility for "failures" or high fuel consumption only on the carburetor, at least illogical. It is necessary to distinguish defects related to the power system, their characteristic manifestations during movement, nodes that may be responsible for this. To understand the processes occurring in the carburetor, the beginning of the book is given by the description of the theory of regulation of spark engine and carburetion.

Currently, Pavlovsk buses are almost the only consumers of eight-cylinder ZMZ engines. Accordingly, the K-126 family carburetors are less and less common in the practice of repair services. At the same time, the operation of the carburetors continues to ask questions to which the answers are required. The last section of the book is devoted to identifying possible carburetors malfunctions and ways to eliminate them. Do not hope, however, you will find a universal "launder" to eliminate each possible defect. Rate the situation yourself, read what is said in the first section, "attach" this to your specific problem. Spend a complete set of work on adjusting the knots of the carburetor. The book is designed primarily on ordinary drivers and persons conducting maintenance or repair of power systems in bus or car parks. I hope that after studying the book, they will not have more questions regarding this family of carburetors.

The principle of operation and the carburetor device

1. Modes of operation, the ideal characteristic of the carburetor.

The power of internal combustion engines is determined by the energy that is enclosed in fuel and is released during combustion. To achieve greater or less power, it is necessary, respectively, to supply a larger or less fuel to the engine. At the same time, the oxidizer is needed to combust the fuel. It is the air actually sucks by the pistons of the engine on the intake tacka. The "gas" pedal associated with the throttle valves of the carburetor, the driver can only limit air access to the engine or opposite to allow the engine to fill to the limit. The carburetor in turn should automatically track the air flow in the engine, and supply a proportional amount of gasoline.

Thus, the number of cooked mixture of air and fuel is adjusted at the outlet of the carburetor, which means the engine load. The full load corresponds to the maximum opening of the throttle and is characterized by the greatest flow of a combustible mixture into the cylinders. On the "full" choke, the engine develops the highest power achievable at this speed. For passenger cars, the share of full loads in real exploitation is small - about 10 ... 15%. For trucks, on the contrary, full load modes occupy up to 50% of the work time. The opposite full load is idle. With regard to the car, this is the operation of the engine with a disabled gearbox, regardless of what engine rotation frequency. All intermediate modes (from idling to full loads) fall under the definition of partial loads.

The change in the amount of the mixture passing through the carburetor occurs at the constant position of the throttle in the event of a change in the engine speed (the number of operating cycles per unit of time). In general, the load and speed of rotation determine the engine operation mode.

The automotive engine works in a huge variety of operating modes caused by a changing road situation or the desire of the driver. Each mode of movement requires its engine power value, each mode of operation corresponds to a certain air consumption and must correspond to a certain composition of the mixture. Under the composition of the mixture is a relationship between the amount of air and fuel entering the engine. Theoretically complete combustion of one kilogram of gasoline will occur if a little less than 15 kilograms of air will be involved. This value is determined by chemical combustion reactions and depends on the composition of the fuel itself. However, in real conditions it turns out it is more profitable to maintain the composition of the mixture, although close to the above-mentioned value, but with deviations in one direction or another. A mixture in which the fuel is less than theoretically necessary is called poor; in which more is rich. For a quantitative assessment, it is customary to use an excess air coefficient A, showing excess air in the mixture:

a \u003d GB / GT * 1O

where GB is the air flow entering the engine cylinders, kg / hour;

GT - fuel consumption entering the engine cylinders, kg / hour;

1O - the calculated amount of air in kilograms required

for burning 1 kg of fuel (14.5 ... 15).

For poor mixtures a\u003e 1, for the rich - a< 1, смеси с а =1 называются стехиометрическими.

The main output parameters of the engine are the effective power of NE (kW) and specific effective fuel consumption G \u003d GM / NE (g / kWh). The specific consumption is a measure of economy, an indicator of the perfection of the engine's workflow (the smaller the value of GE, the higher the efficient kp). And the one and the other parameter depend on both the amount of the mixture and its composition (quality).
Which composition of the mixture is required for each mode, it is possible to determine by special adjusting characteristics, removed from the engine on the brake stand at fixed positions of chokes and constant rotational frequencies.
One of these characteristics is shown in Fig. one.

Fig. 1. Adjusting characteristic of the composition of the mixture: the engine ZMZ 53-18 n \u003d 2000 min ', p1, \u003d 68kpa

It is clearly seen on the graph that on this mode, the maximum power is achieved when the mixture is enriched A \u003d 0.93 (such a mixture is called power), and at least a specific fuel consumption, i.e. Maximum efficiency, with poor A \u003d 1.13 (the mixture is called economical).

It can be concluded that the expedient control limits lie in the interval between the points of the power and economical adjustment (in the figure is isolated by an arrow). Behind these limits, the composition of the combustible mixture is disadvantageous, since the work on them is accompanied by a deterioration in economy and a drop in power. Increasing the engine efficiency in the depletion of the mixture from the power to economical is due to an increase in the completeness of the combustion of fuel. With a further depletion of the mixture, economy again begins to deteriorate due to a significant drop in the power caused by a decrease in the speed of combustion of the mixture. It is necessary to remember this to those who, in the hope of lowering the fuel consumption, seeks to limit gasoline flow into it.

For all parts of partial loads, the economical compositions of the mixture are preferred, and the work on cost-effective mixtures will not limit us in power. It should be remembered that the power, which at a certain position of the choke is achieved only on the power composition of the mixture, can also be obtained on a mixture of an economy composition, only with a slightly larger amount (with a larger opening of the choke). The more depleted mixture we use, the greater the amount of it will be required to achieve the same power. In practice, the power composition of the combustible mixture is organized only with full loads.

After removing the series of adjusting characteristics at different positions of the choke, you can construct the so-called characteristics of optimal regulation, showing how the composition of the mixture should be changed when the load changes (Fig. 2).

Fig. 2. Characteristics of optimal spark engine control

In general, an ideal carburetor (if economicality is delivered under the head of the corner, and not toxicity, for example) should ensure the change in the composition of the mixture in accordance with the ABC line. Each point on the AB section corresponds to the economical composition of the mixture for this load. This is the longest part of the characteristics. At the point B begins a smooth transition to the enrichment of the mixture, which is ongoing to point C.

Any power of power could be achieved and when using only power mixtures throughout the characteristic (DC line). However, work with such compositions of the mixture on partial loads does not make much sense, since there is a reserve of achieving the same power due to a simple opening of the throttle and the intake of an additional amount of still economical mixture. Enrichment is really necessary only with the full discoveries of the choke, when the reserves of increasing the amount of the mixture are exhausted. If the enrichment does not implement, the characteristic "stop" at the point b and the increase in the power of Ant will not be achieved. We will get about 90% of possible power.

2. Carburement, formation of toxic components

In addition to dosing fuel, an important task facing the carburetor is to organize a fuel mixing with air. The fact is that for burning it is not necessary for liquid, but a gasified, evaporated fuel. Directly in the carburetor takes place the first stage of preparation of the mixture of fuel, crushing it on possible smaller drops.

The higher the spray quality, the same is distributed in separate cylinders, a homogeneous mixture in each cylinder, above the rate of flame propagation, power and efficiency with a decrease in the amount of incomplete combustion products. Fully evaporation process does not have time to occur in the carburetor, and part of the fuel continues to move along the inlet tube to the cylinders in the form of a liquid film. The design of the inlet pipe, thus, has a fundamental value for engine output. The heat required for evaporation of the film is specially selected and supplied to the fuel-air mixture from the coolant.

It should be remembered that those defined according to the characteristics of the optimal composition of the mixture may vary depending on various factors. For example, all of them are determined with a normal thermal state of the engine. The better the fuel is evaporated by the time of entering the cylinders, the maximum efficiency, and the maximum power can be achieved with poorer compositions of the mixture. If the carburetor prepares an economical mixture for a heated engine, then at a reduced temperature (on warming up, with a faulty thermostat or absence), this mixture will be poorer than necessary, the specific consumption will be sharply elevated, and the operation is unstable. The "colder" engine, the richer the mixture is necessary to serve it.

To a great extent, the composition of the fuel and air mixture determines the toxicity of exhaust gases. It should be remembered that the automotive internal combustion engine can never be absolutely harmless. As a result of the combustion of fuel in the most favorable outcome, carbon dioxide CO2 and water H2O are formed. However, they are not toxic, i.e. Poisonous, and do not cause any diseases in humans.
Advanced, first of all, not completely burnt components of exhaust gases, the most important and most frequent components of which are carbon monoxide (CO), not burned or only partially burned hydrocarbons (CH), soot (C) and nitrogen oxides (NO). All of them are toxic and dangerous for the human body. In fig. 3 presents typical concentration curves of the concentrations of the three most well-known components from the composition of the mixture.

Fig. 3. The dependence of emissions of toxic components from the composition of the mixture of gasoline engine

The concentration of carbon monoxide is naturally growing with the enrichment of the mixture, which is explained by the disadvantage of oxygen for complete carbon oxidation to CO2. The growth of the concentrations of unburned CH hydrocarbons in the region of rich mixtures is explained by the same reasons, and during the depletion further (the bar zone in the figure), the sharp rise in the CH curve is due to the sluggish combustion and even sometimes emerging ignitions of such depleted mixtures.

One of the most toxic components in the exhaust gases are nitrogen oxides, NOx. This conditional designation was assigned a mixture of nitrogen oxides NO and NOA, which are not products of combustion of fuel, and are formed in the engine cylinders in the presence of free oxygen and high temperature. The maximum concentration of nitrogen oxides falls on the composition of the mixture is the closest to economical, and the amount of emissions increases with an increase in engine load. The danger of exposure to nitrogen oxides is that the poisoning of the body is not manifested immediately, and there are no neutralizing funds.
In idling modes where a toxicity acquaintance is conducted by all motor vehicles, this component is not taken into account, because in the engine cylinders "Cold" and the NOX emission on this mode is very small.

3. The main dosing system of the carburetor

K-126 carburetors are designed for multi-cylinder engines of trucks, whose share of work on full loads is very high. All cylinders in such engines, as a rule, are divided into groups that feed on separate carburetors or, as in the case of K-126, individual cameras of one carburetor. The division into groups is organized by making an inlet tube with two independent channel groups. The cylinders included in one group are selected so that excessive air pulsations in the carburetor and the distortion of the mixture compositions.

For eight-cylinder V-shaped engines of ZMZ when the cylinders' operation adopted for them, uniform alternation of cycles in two groups will be observed during the operation of cylinders through one (Fig. 4 A). From fig. 4 would be seen that with this division, the channels in the inlet pipe are obliged to intersect, i.e. Performed at different levels. On the engine ZMZ-53 it was so: the inlet tube was bunk.

Fig. 4. Scheme division of eight-cylinder engines

on groups with uniform alternation:

a) in order of work; b) by location of the engine.

On the engines of ZMZ 53-11, in addition to other changes, the casting of the intake pipe was simplified by making it one-tier. From now on, the channels in groups do not intersect, to the same group include the cylinders of the left half-block, to the second-right (Fig. 5).

Fig. 5. Scheme of the division of eight-cylinder engines on groups with a single-tier inlet pipe:

a) in order of work; b) by location on the engine.

1 - the first carburetor chamber, 2 - the second carburetor chamber

The cost of the design has adversely affected the conditions of the carburetor. The uniformity of the alternation of cycles in each of the groups was disturbed, and together with it the uniformity of air intake pulses in the carburetor chambers. The engine becomes prone to scattering the composition of the mixture in individual cylinders and consecutive cycles. At a certain average value, which is cooked by the carburetor, in separate cylinders (or cycles of the same cylinder), the mixture can be both richer and poorer. Therefore, with the deviation of the average composition of the mixture from optimal in some cylinders, the mixture is greater likely to go beyond the limits of ignition (the cylinder turns off). It is partly able to change the created situation due to the presence of a fuel uncoupled film in the inlet tube, which "crawls" to the cylinders relatively slow.

Despite all the listed features of the K-126 carburetor vertical, with a falling stream, with a parallel discovery of chokes is in fact two identical carburetors collected in one case, where the total float chamber is located for them. Accordingly, it has two main dosing systems operating in parallel. In fig. 6 shows a diagram of one of them. It has a main air channel, which includes a small diffuser (sprayer) 16, mounted in a narrow section of the main large diffuser 15, and a mixing chamber with choke 14. The throttle is a plate fixed on the axis by turning which can be adjusted to adjust the flow cross section of the mixing chamber and therefore air flow. The parallel discovery of chokes means that in each mixing chamber, throttle valves are installed on the total axis, the actuator of which is organized from the "gas" pedal. Impacting on the pedal, we open both chokes at the same angle, which ensures air equality passing through the chamber of the carburetor.

The main dosing system performs the main task of the carburetor - the dosing of the fuel in proportion to the air in the air. The basis is the diffuser, which is the local narrowing of the main channel. In it, due to the relative increase in air velocity, a vacuum (pressure below atmospheric) is created depending on the flow of air. The vacuum sampled in diffusers is transmitted to the main fuel oil 11 located on the bottom of the float chamber.

Fig. 6. Scheme of the main dosing system of the carburetor K-126: 1 - the inlet air pipe; 2 - the plug of the fuel filter; 3 - the cover of the float chamber; 4-film filter; 5 - fuel inlet from the fuel pump; 6 - Float Camera Valve; 7 - Float Camera Housing; 8 - float; 9 - the needle of the float chamber valve; 10 - the plug of the main fuel gibler; 11 - the main fuel journey; 12 - the main air jaw; 13 - emulsion tube; 14 - throttle; 15 - big diffuser; 16 - small diffuser; 17 - Economizer Sprayer; 18 - accelerator pump sprayer; 19 - air input

Access to them is carried out through the threaded plugs 10, screwed in the wall of the float chamber housing 7. The jibril is called any calibrated hole for dosing fuel, air or emulsion. The most responsible ones are made in the form of separate parts inserted into the body on the thread (Fig. 7). For any gibler, it is not only the area of \u200b\u200bthe passage section of the calibrated part, but also the ratio between the length and diameter of the calibrated part, the angles of the input and output champers, the quality of the edges and even the diameters of the uncalled parts.

The necessary proportion of fuel with air is ensured by the ratio of the area of \u200b\u200bthe cross-section of the fuel gown and the cross-section of the diffuser. The increase in the gibber will lead to the enrichment of the mixture in the entire range of modes. It is possible to come to the same effect with a decrease in the flowing cross section of the diffuser. The cross-section of the diffusers of the carburetor is chosen, based on the two contradictory requirements: the greater the area of \u200b\u200bdiffusers, the higher the power can be achieved by the engine, and the worse the quality of the fuel spraying due to lower air velocities.

Fig. 7. Fuel gibler scheme

l-length calibrated part

Considering that the large diffusers inserted and the dimensions are unified for all modifications K-126 (including for passenger cars) are not mistaken when assembling. The diffuser with a diameter of 24 mm can easily be installed on the place of the standard with a diameter of 27 mm.
For additional improvement of the quality of spraying, a diagram with two diffusers (large and small) was used. Small diffusers are separate details inserted in the middle part of large. In each of them, there is an acting sprayer connected by a channel with a hole in the housing from which the fuel is supplied.

Be careful to the orientation of the channel!

At each jettle, a number is knocked out, showing bandwidth in SM3 / min. Such marking is accepted on all Bakera Carburetors. The check is carried out on a specialized pole appliance and means the amount of water in the CM3 passing through the buster in the forward direction per minute when the fluid column is 1000 ± 2 mm. Deviations in the bandwidth of loans from the regulatory should not exceed 1.5%.

Make a jigger truly can only specialized enterprise with relevant equipment. Unfortunately, many and as a result, it is impossible to be confident to the end that the main fuel jackler, having a "310" labeling, does not really turn out to be the size of "285". According to the experience, it is better to never change factory buses, especially since there is no particular need for this. The jackets are not wear out anything noticeably even with long-term operation, but decrease in the section due to the resins, deposited on the calibrated part, with modern gasoline unlikely.

In the carburetor for the stability of the pressure drop on the fuel jawer, the fuel level in the float chamber must remain constant. Ideally, the fuel should be located at the level of the spray edge. However, to eliminate the spontaneous expiration of gasoline from the sprayer with possible car slopes, the level is supported by 2 ... 8 mm below. On most modes of operation (especially a truck car, which has a lot of total loads), such a decrease in the level cannot significantly affect the expiration of gasoline. The vacuum in the diffuser can reach the value of 10 kPa (which corresponds to a 1300 mm "gasoline" pillar) and, of course, the decrease in the level of several millimeters does not change anything. It can be considered that the composition of the mixture prepared by the carburetor is determined only by the ratio of the area of \u200b\u200bthe fuel gibber and the narrow cross section of the diffuser. Only for the smallest loads when the praises in diffusers drops less than 1 kPa, errors in the fuel level begin to influence. To exclude fuel fluctuations in the float chamber, it has a float mechanism. It is assembled on the lid of the carburetor, and the fuel level is automatically adjusted due to the change in the valve cross section 6 (Fig. 8) of the valve 5 needle, referred to as the tongue 4 on the mounting holder.

Fig. 8. Float mechanism of the carburetor:

1 - float; 2 - Floodstock limiter; 3 - axis float; 4 - Level adjustment tongue; 5 - valve needle; 6 - valve body; 7 - Sealing washer; A - distance from the plane of the lid connector to the top point of the float; B - clearance between the needle's end and tongue

It is worth the level of fuel down to fall below the specified, how, dropping together with it, the float will lower the tongue, which will give the needle 5 under the action of the fuel pressure created by the fuel pump, and their own weight go down and skip a greater amount of gasoline into the chamber. It can be seen that fuel pressure plays a role in the work of the float chamber. Almost all fuel pumps should create a gasoline pressure of 15 ... 30 kPa. Deviations in a large side can even with the correct adjustments of the float mechanism to create the leakage of fuel through the needle.

To control the level of fuel in earlier modifications K-126, there was a viewing window on the wall of the float chamber case. At the edges of the window, about its diameter, there were two tides that marked the line of normal fuel levels. In the latter modifications, the window is missing, and the normal level is marked by the risk 3 (Fig. 9) on the body from the outside.

Fig. 9. View of the carburetor on the side of the fittings: 1 - channel in the abandonable limiter; 2 - traffic jams of the main fuel jets; 3 - risk of fuel level in the float chamber; 4 - supply channel from gas station; 5 - thrust; 6 - air selection fitting on the recycling valve; 7 - Channel Submembered Camera Limiter

To increase the reliability of locking on the needle of the valve 5 (Fig. 8), dressed small polyurethane washer 7, preserving elasticity in gasoline and reduce locking force several times. In addition, due to its deformation, fluctuations of the float are smoothed, inevitably arising when the car movement. If the washer is destroyed, the tightness of the node is immediately disappeared.

The float itself can be brass or plastic. Reliability (tightness) and the other is quite high, unless you do not deform it. In order for the float, it does not knock on the bottom of the float chamber in the absence of gasoline in it (which is most likely when the operation of two-fuel gas-filled cars) on the Float holder there is a second mustache 2, based on the rack in the case. The prevention is adjusted by the course of the needle, which must be 1.2 ... 1.5 mm. On the plastic float, this mustache is also plastic, i.e. It is impossible to bend it. The needle move is not regulated.

An elementary carburetor having only a diffuser, a sprayer, a float chamber and fuel oil, is able to maintain the composition of the mixture of approximately constant in the entire field of air expenditures (except the smallest). But for the maximum approximation to the perfect dosing characteristic with increasing load, the mixture should be depleted (see Fig. 2, section AB). This task is solved by the introduction of a system of compensation of a mixture with pneumatic braking of fuel. It includes an emulsion well with an emulsion tube 13 placed in it with an emulsion tube 13 placed in it (see Figure 6) installed between the fuel jacker and the sprayer.

The emulsion tube is a brass tube with a closed lower end, having four holes at a certain altitude. It descends into the emulsion well and pressed on top of the air jaw in the thread. With increasing load (pouring in the emulsion well), the fuel level inside the emulsion tube is lowered and at a certain value it turns out below the holes. The spray canal begins to enter the air passing through the air jaw and the holes in the emulsion tube. This air is mixed with fuel even before exiting the sprayer, forming an emulsion (hence the name), facilitating further sprayed in the diffuser. But the main thing - the supply of additional air lowers the level of permissions transmitted to the fuel girlfriend, thereby preventing the excessive enrichment of the mixture and giving the characteristic the necessary "slope". The change in the cross section of the air gibber will practically not affect under the small loads of the engine. With large loads (large air flow), an increase in air gibber will provide a greater depletion of the mixture, and the reduction is enrichment.

4. System of idle

With small air flows that are available on idle modes, the praises in diffusers are very small. This leads to instability of the dosing of fuel and the high dependence of its consumption from external factors, for example, the level of fuel, under the throttle valves in the inlet pipe, on the contrary, it is on this mode that is high. Therefore, at idle and at low angles, the opening of the throttle, the supply of fuel in the sprayer is replaced by feeding under throttle. For this, the carburetor is equipped with a special idling system (SHS).

On the K-126 carburetors, a scheme with throttle spraying was used. Air into the engine at idle runs through a narrow ring-shaped gap between the walls of mixing chambers and the edges of throttle valves. The degree of closing of chokes and the cross section of the formed slots is regulated by a thrust screw 1 (Fig. 10). Screw 1 is called the "quantity" screw. Watching or turning it out, we adjust the amount of air entering the engine and thereby change the engine speed at idle.

Throttle valves in both carb bears are installed on one axis and the quantity stubborn screw adjusts the position of both chokes. However, inevitable errors in the installation of throttle plates on the axis lead to the fact that the flow cross section around the chokes can be different. At large opening corners, these differences against the backdrop of large passages are not noticeable. At idle, on the contrary, the slightest differences in the installation of chokes are principled. The inequality of the passage sections of the chambers of the carburetor determines the different flow of air through them. Therefore, in carburetors with a parallel discovery of chokes, one screw is not to adjust the quality of the mixture. Personal adjustment of the chambers with two quality screws is necessary.

Fig. 10. Carburator adjustment screws:

1 -Upretic throttle valve (quantity screw); 2 - mixture composition screws (quality screws); 3 - restrictive caps

In the family under consideration there is one K-135x carburetor, which has a system of idling was common on both chambers. The adjusting screw of "Quality" was alone and installed in the center of the housing of the mixing chambers. Fuel from it was served in a wide channel, from which he was part of both cameras. It was done to organize an EPHX system, an economizer forced idling. The electromagnetic valve overlap the overall idling channel and controlled by the electronic unit over signals from the ignition distributor sensor (rotational speed signal) and from the terminal switch installed at the "quantity" screw. The modified screw with a platform is visible in Fig. 14. The rest of the carburetor does not differ from K-135.

The K-135X is an exception and, as a rule, there are two independent idling systems in each carburetor chamber on carburetors. One of them is schematically represented in Fig. 11. The selection of the fuel in them is made from the emulsion well 3 of the main dosing system after the main fuel oil 2. From here, the fuel is supplied to the fuel oil of idling 9, screwed up vertically into the housing of the float chamber through the cover so that it can be turned off, without disassembling the carburetor. The calibrated part of the jaws is made on the sock below the sealing belt, which rests on the body when they entered. If the tight touch of the belt did not happen, the resulting gap will perform as a parallel jolter with an appropriate increase in section. On older carburetors, the fuel jawer of idling had an extended sock, descended to the bottom of his well.

After leaving the fuel gibber, the fuel is found with air supplied through an air jacket of idle 7, screwed under a plug 8. The air jaw is necessary to reduce the vacuum on the idling fuel oil, the formation of the required characteristic of the idle stroke and exclude the spontaneous fuel expiration from the float chamber when stopped Engine.
A mixture of fuel and air forms an emulsion that is lowered down to the choke body of the throttle. Next, the flow is divided: the part goes to the transition hole 5 slightly above the edge of the throttle, and the second part is to the "quality control screw" 4. After adjusting the screw, the emulsion is displayed directly into the mixing chamber after the throttle.

On the housing of the carburetor, the screws "Quality" 2 (Fig. 10) are located symmetrically in the housing of chokes in special niches. For the owner does not violate the adjustment, the screws can be seen. For this, plastic caps can be worn on, limiting the rotation of the adjusting screws.

Fig. 11. Scheme of the idle and transition system: 1 - Float Camera with a float mechanism; 2 - the main fuel journey; 3 - emulsion well with an emulsion tube; 4 - Quality screw; 5 - transition hole; 6 - channel feeding fuel to opening holes; 7 - air jet of idle; 8 - air gibber plug; 9 - idling fuel jaw; 10 - inlet air nozzle

5. Transition systems

If the primary camera choke smoothly open, the amount of air passing through the main diffuser will increase, but the vacuum in it will still be enough to expire for fuel from the sprayer. The amount of fuel supplied through the idle system will remain unchanged, since it is determined by the throttle by the throttle. As a result, the mixture when moving from idling to the work of the main dosing system will begin to eat, up to the engine stop. In order to eliminate the "failure", transition systems operating at small angles of throttle opening are organized. Thes of them are the transition holes located above the upper edge of each throttle at their position at the adjustment screw. They act as additional air jets of alternating section, which control the vacuum at idle fuel jets. At minimal idling turnover, the transition hole is above the throttle in the zone where there is no vacuum. The expiration of gasoline through it does not occur. When the throttle is moved up, the holes first overlap due to the thickness of the flap, and then fall into the zone of high axle vacuum. High vacuum is transmitted to the fuel gown and increases fuel consumption through it. The expiration of gasoline begins not only through the outlet holes after the screws "quality", but also from the transition holes in each chamber.

The cross section and the location of the transition holes is selected so that with a smooth opening of the throttle, the composition of the mixture should remain approximately constant. However, to solve this problem of one transition opening, which is available on K-126, is not enough. Its presence only helps to smooth out the "failure" without eliminating it at all. This is especially noticeable on K-135, where the idling system is poured poorer. In addition, the operation of the transition systems in each of the chambers is influenced by the identity of the installation of throttle plates on the axis. If one of the chokes stands above the second, then it first begins to overlap the transition hole in another chamber, and therefore in the cylinder group, the mixture may remain poor. Smooth the low quality of transition systems helps again that for the truck there is little work on small loads. Drivers "step over" this mode, opening the throttle immediately to a large corner. To the vast extent, the quality of the transition to the load depends on the operation of the accelerator pump.

6. Economyzer.

The economizer is an additional fuel supply device (enrichment) in full load modes. Enrichment is necessary only with the complete discoveries of the throttle, when the reserves of increasing the amount of the mixture are exhausted (see Fig. 2, the BS section). If enriching to implement, the characteristic "stop" at the point B and the increase in the power of AN will not be achieved. We will get about 90% of possible power.

In the K-126 carburetor, one economizer serves both carburetor chambers. In fig. 12 shows only one chamber and canals related to it.
Economizer 12 valve will be screwed at the bottom of a special niche in a float chamber. Gasoline is always on him. In the normal position, the valve is closed, and to open it to it should press a special rod 13. The rod is fixed on a common plank 1 together with the piston of the accelerator pump 2. Using the spring on the stroke guide, the bar is kept in the upper position. The movement of the bar is carried out by the drive lever 3 with a roller, which turns the thrust 4 from the throttle drive lever 10. Drive adjustments should ensure the operation of the economizer valve when opening chokes by about 80%.

From the economizer valve, the fuel on the channel 9 in the carburetor housing is supplied to the spray block. The K-126 spray cell unit combines two economizer 6 sprayers and the accelerator pump 5 (for each carburetor chamber). The sprayers are above the fuel level in the float chamber and to expire through them, gasoline should rise to some height. This is possible only in the modes when the sections of the sprayers have a vacuum. As a result, the economizer gives gasoline only under the condition that at the same time the complete discovery of chokes and an increased rotational speed, i.e. Performs partly the functions of econostat.
The higher the speed of rotation, the greater the vacuum is created at the sprayers, and more fuel is supplied by an economizer.

Fig. 12. Economizer and accelerator pump scheme:

1 - Plank drive; 2 - piston of the accelerator pump; 3 - drive lever with roller; 4 - traction; 5 - sprayer of the accelerator pump; 6 - Economizer Sprayer; 7 - discharge valve; 8 - the fuel channel of the accelerator pump; 9 - a drop of fuel supply of an economizer; 10 - throttle lever; 11 - inlet valve; 12 - Economizer valve; 13 - the pressure rod of the economizer; 14 - guide rod

7. Acceleration pump

All system described above ensure the operation of the engine in stationary conditions, when the modes of operation do not change, or change smoothly. With sharp presses on the gas pedal, the fuel supply conditions are completely different. The fact is that the fuel enters the engine cylinders evaporated only partially. Some of its part moves along the inlet tube in the form of a liquid film, evaporating from heat, supplied to the inlet tube from the coolant circulating in a special shirt at the bottom of the inlet pipe. The film is moving slowly and the final evaporation can occur already in the engine cylinders. With a sharp change in the position of the throttle, the air almost instantly takes a new state and reaches the cylinders, which cannot be said about fuel. This part that is enclosed in the film cannot also quickly reach the cylinders, which causes some delay - "failure" with a sharp opening of chokes. It is aggravated by the fact that when the chokes are discovered, the vacuum in the inlet pipe falls, and at the same time the conditions of gasoline evaporation deteriorate.

To eliminate the unpleasant "failure" during accelerations on carburetors, so-called accelerating pumps are installed - devices that feed additional fuel only with sharp discoveries of the choke. Of course, it will also become in many respects to the fuel film, but due to the larger number of gasoline "failure" can be smoothed.

On K-126 carburetors, a mechanical acceleration pump of a piston type, feeding fuel in both carb beyurator chambers, regardless of air flow (Fig. 12). It has a piston 2, moving in the discharge chamber, and two valves - intake 11 and the injection 7, located in front of the sprayer unit. The piston is fixed on the overall plan 1 together with the pressure rod of the economizer. Moving the piston up during the suction (when the throttle is closed) occurs under the action of a return spring, and when the throttle is discovered, the piston drops down under the action of the lever 3, driven 4 from the throttle lever 10. In the first constructions K-126, the piston did not have a special seal And when working had inevitable leaks. The modern piston has a rubber sealing cuff, fully an insulating the injection cavity.

During the suction under the action of the spring, the piston 2 rises and increases the volume of the injection cavity. Gasoline from the float chamber through the intake valve 11 is unhindered into the discharge chamber. The discharge valve 7 in front of the sprayer is closed and does not pass inside the air to the air.

With a sharp turn of the throtter drive lever 10 turns on the axis of the lever 3 with a roller, which presses the bar 1 with the piston 2. Since the piston is associated with the bar through the spring, then in the first moments it does not move the aperture, but only the springs under the plank, because Gasoline, filling the camera, can not leave it quickly. Next, the already compressed piston spring begins to squeeze gasoline from the discharge chamber to the sprayer 5. The discharge valve does not prevent this, and the intake 11 blocks a possible fuel leak back into the float chamber.
Injection is thus determined by the piston spring, which should, at least, overcome the friction of the piston and its cuffs about the wall of the discharge chamber. Minusing this spring force determines the injection pressure and implements the continued fuel injection within 1 ... 2 seconds. Injection ends when lowering the piston at the bottom of the discharge chamber. Further movement of the bar only compresses the spring.

8. Starting device

No matter how well the listed carburetor systems were not configured, the work cannot be considered a full-fledged, if measures are not taken to ensure the proper composition of the mixture when the cold engine starts and warming up. The feature of the cold start is that the resistance to turning the crankshaft due to thick oil is large, the engine is rotated with a small frequency of rotation, the vacuum in the inlet system is not enough, and the evaporation of gasoline is practically absent.
For a reliable cold start in conditions of poor fuel evaporation, the creation of the required composition of the mixture is possible only due to a multiple increase in the amount of gasoline supplied to the engine.
A significant part of it will not evaporate anyway, but of more gasoline, a larger number of vapors will be obtained, which, mixing with air, organize a mixture capable of ignite.

Creating an extremely rich mixture with a cold start with an air damper 7 installed in the aircraft over diffusers 5 (Fig. 13). Air damper in the cocked position is completely closed. Air is forced to pass into the engine through two air valves 6, overcoming the resistance of the springs. As a result, under the flap, an increased vacuum is formed, disproportionate air consumption through the carburetor. The amount of air practically does not change, but on the slide section of the main dosing system, the increased vacuum causes an increased expiration of gasoline. The greater the force of the springs of the air valves, the higher the vacuum and the greater enrichment is created on the start mode.

However, for a reliable start of just enrichment of the mixture is not enough. In order for the cold engine to work independently, the amount of the rich mixture supplied must also be increased. Otherwise, the work performed in the engine cylinders will be insufficient to overcome the increased resistance to turning all the engine mechanisms.

Fig. 13. Diagram of the launcher of the carburetor K-126: 1 - float mechanism; 2 - the main fuel journey; 3 - emulsion well; 4 - throttle housing; 5 - diffusers of the main dosing system; 6 - air valve; 7 - air damper; A - choke opening

To increase the amount of the mixture on the edged mechanism, except for the closure of the air damper simultaneous opening of throttle valves. The size of the choke operating is determined by the amount of the mixture supplied to the engine.

Fig. 14. Adjusting the opening angle of throttle valves when closed

air damper (Start of Cold Engine):

1 - throttle lever; 2 - thrust; 3 - Adjusting Plank; 4 - accelerating pump drive lever; 5 - air damper drive lever; 6-axis of air damper

Two main elements - air damper and openinger - allow the first stage of cold start, i.e. Start itself and the first multiple engine shaft. After the speed of rotation has grown more than 1000 minutes, "the vacuum sharply increases in the inlet system, a high temperature and a mixture supplied to the starting device becomes sharply rich in the engine cylinders.

If you do not take measures to reduce enrichment, the engine is most likely stopped after a few seconds. Remove excessive enrichment should the driver, having a starting device drive button (the "SUPPACE" button). The air damper is somewhat open and the air begins to pass not only through the air valves, but also around. At the same time, a reduction is reduced by chokes and a corresponding decrease in the supply of a combustible mixture and rotational speed. The adjustment of the mixture on the warm-up mode is fully assigned to the driver, which must sensitively adjust the position of the "SUPPACE" knob to prevent both excessive enrichment and excessive depletion of the mixture.

All control of the starting device is carried out from one air damper lever 5 (Fig. 14). The driver, pulling the trigger drive handle in the cabin, turns the lever 5 counterclockwise, and thereby segges the entire launch mechanism. The axis of the air damper 6 associated with the lever 5 turns and closes it. One shoulder on the lever 5 when turning slides according to the adjustment bar 3 and. Turns to some angle lever 4 accelerating pump drive. The thrust 2 at the same time through the lever 1 opens the throttle valves, increasing the flow cross section for the mixture. The throttle opening value is regulated by moving the adjustment plan 3. To increase the opening, the bar should be shifted towards the lever 5.

9. Engine rotation limiter

K-126 carburetors are designed for truck engines having an increased load mode. This is not a whim of drivers, just to move, overclock, raise such a heavy car to raise, high power is necessary. With increasing revolutions, the engine power is naturally growing, but it is also naturally the growth of wear of the cylinder-piston group. To prevent increased wear, truck engines are customary to limit the crankshaft rotation frequency. Regulation is carried out by changing the flow section of the intake path, and two can be carried out: with the help of special flaps of the regulator, or the throttle valves of the carburetor.

The design of the limiter provides a special stabilizing device, which prevents the opening of the controller's valve.
Separate motor speed limiters with K-126A, are applied on six-cylinder engines GAZ-52. The limiter is produced as a separate spacer, which is mounted between the carburetor and the inlet pipe of the engine (Fig. 15). Under the K-126, the limiter has two cameras that match the carburetor cameras. In each of them, the main details are damper and spring. The flap is installed eccentric axial line of the carburetor and at some initial angle.

When the engine is operating on the flaps of the regulator, there is a high-speed pressure of the combustible mixture and the vacuum existing in the zarrow cavity. The total moment of the forces acting on the dampers will strive to close them. This closing counteracts the spring of the limiter 14. The turn of the dampers towards the cover can occur only if the total moment of the forces acting on the dampers will increase and will become more than the moment of spring. In order for the covering of the dampers, it happened relatively smoothly, the shoulder of the spring force applications are made by variable.

Fig. 15. Pneumatic rotational speed limiter: 1 - piston; 2 - rod; 3 - roller; 4 - bracket; 5 - axis; 6 - regulator dampers; 7 - screw; 8 - nut; 9 - felt filter; 10 - spring clamp; 11 - cam; 12 - body; 13 - ribbon traction; 14 - Spring of the limiter when the choke of the carburetor is covered.

When covering the carburetor choke. The device consists of a row 2, piston 1 and well, a rod is associated with the choke of the regulator. The air into the well enters through the felt filter 9, fixed in the housing was a washer and spring clip 10. If, with the covered throttle valves, the carburetor will have large permafrost over the flap of the regulator, then it will also be covered, on partial loads without "casts".

The K-126 carburetor for eight-cylinder engines is built-in a pneumocentrifugal limiter of the maximum rotational speed. This limiter consists of two main nodes: a command pneumatic centrifugal sensor and a membrane actuator (Fig. 16)

The pneumatic centrifugal sensor consists of a stator housing and rotor 3, located inside. The sensor is mounted on the engine distribution mechanism, and the rotor is rigidly connected to the distribution shaft. The valve rotor mechanism is located perpendicular to the axis of rotation. The valve 4 simultaneously plays the role of the weight of the centrifugal regulator. The inner cavity of the rotor is reported to one sensor output, and the cavity of the case - with the other. The message of the two cameras occurs only through the valve seat when its position is opened. The mechanism 1 is fastened with three screws to the body of the carburetor mixing chambers. It consists of a membrane with a rod 2, a biscuit lever 8 and springs 7.
The biscuit lever of the nut is fixed on the axis of throttle valves 11. The spring hooked on one shoulder of the lever, they are put on the pin, fortified in the case of the actuator. To adjust the pre-tension of the spring, the pin can be installed in any of the four sockets available in the housing. For the other lever, the membrane rod hooked. The cavities inside the actuator under and over the membrane have outputs that copper tubes 6 are connected to the corresponding outputs on the centrifugal sensor.

Fig. 16. Scheme of a pneumatic centrifugal stop limiter: 1 - executive mechanism of the limiter; 2 - membrane with stock; 3 - rotor of the centrifugal sensor; 4 - valve; 5 - Screw sensor settings; 6 - connecting tubes; 7 - Spring of the limiter; 8 - biscuit lever; 9 - channel in the subable cavity; 10 - jets in the channels of the abdominal cavity; 11 He throtsels; 12 is the cutting channel; 13 - Wilk compound; 14 - Drill Drive Lever

The axis of the throttle valves of the carburetor is installed in roller bearings to reduce friction and the possibility of turning a relatively weak membrane mechanism. To seal the cavity of the actuator, the axis of throttle flaps is sealed with a rubber gland, pressed against the walls of the chamber of the spacer spring. At the second end of the axis there is a throttle drive lever 14, fortified on its short axis. The connection of the actuator axis with the axis of the Wild-type chokes 13 is designed so that the throttle stop membrane mechanism can be closed regardless of the position of the drive lever.

Thus, the name "drive lever" is conditional. It does not carry out the real discovery of chokes (as well as a person who is pressed on the drive pedal), but only gives "permission" to the throtters to open. The actual opening of the carburetor chokes is carried out by the spring in the case of the executive mechanism, provided that the regulator has not yet entered the work (the speed of rotation has not reached the limit value).

The cavity above the membrane is connected by the channel simultaneously with the space under and above the throttle valves through two gibera 10. Through them there is a constant air flow from the space above the throttle into the zarrow space. The resulting vacuum incurred in the membrane cavity is lower than purely plums, but sufficient to overcome the spring force and the movement of the membrane. The cavity of the actuator under the membrane channel 9 is reported from the receiving neck of the carburetor. The centrifugal sensor is connected to the membrane actuating mechanism in parallel.

At frequencies below the threshold (3200 min. 1) The valve in the sensor rotor is pulled from the saddle of the spring. Through the hole in the saddle, the outputs from the sensor communicate between themselves and shunt over- and submembrane cavities. The vacuum coming from the choke on the channel 12 is quenched by air coming from the carburetor neck through a centrifugal sensor. The membrane is not able to overpower the spring, opening the throttle. When the maximum speed is reached, the centrifugal forces acting on the valve 4 overcome the spring force and press the valve to the saddle. The outputs of the centrifugal sensor are divided, and the membrane chamber remains under the action of different vacuum on both sides of the membrane. The membrane moves up and closes the chokes, despite the fact that the Clarode continues to press or hold the drive lever 14.

Maintenance and adjustment of the carburetor

The creation of a reliable design is ensured, on the one hand, designers layering solutions with great operational reliability and maintainability, and on the other hand, the competent operation of devices to maintain the proper technical condition. K-126 carburetors are very simple on the device, measure reliable and require minimal care at proper operation.

Most faults occur either after unqualified interference in adjustment or in the case of clogging the dosing elements with solid particles. Among the types of maintenance are the most common flushing, adjustment of the fuel level in the float chamber, checking the operation of the accelerator pump, adjustment of the starting system and the idle system.
Another service option is when the intervention in the carburetor occurs only after the explicit malfunction is detected. In other words - repairs. In this case, only those nodes that are previously identified as the most likely malfunction perpetrators can be subject to.

For maintenance and control of the carburetor, it is not always required to dismantle from the engine. Removing the air filter housing, you can already access many carburetor devices. If you still decided to fully maintain your carburetor, then it is better to take it from the car.

Dismantling carburetor

After the air filter housing is removed, it begins with disconnecting from the carburetor of the gasoline feed hose, the spinning and valve of the recirculation and the recycling valve (if any), the two copper tubes from the air damper controller and the air damper control tube. The thrust is fastened with two screws: one on the bracket is fed braid, and the second on the lever of the air damper drive fits the craving itself. To disconnect the throttle drive thrust, it is advisable to unscrew the nut on the throttle control lever, which from the inside is fastening the rack with a spherical head.

The rack will come out from the lever and will remain on the thrust coming from the driver's pedal. Next, it remains to unscrew the four nuts securing the carburetor to the inlet tube, remove the washers so that they do not accidentally fall inside, and remove the carburetor with the studs. It should be separated by the gasket under it so that it does not stick, but remains on the inlet tube. Next, you can set the carburetor to the side and be sure to reliably shut down some rag of the hole on the inlet tube. This operation will not take much time, but will prevent many troubles associated with the hit of something (for example, nuts) inside the engine.

Flushing carburetor

Although K-126, as all carburetors are demanding of purity, do not need to abuse frequent flushing. When disassembly, the dirt is easy to apply inside the carburetor or disrupt the accusative compounds or seals. The outer wash is made with a tassel using any liquid dissolving oily deposits. It may be gasoline, kerosene, diesel fuel, their analogues or special flushing fluids soluble by water. The latter is preferable because it is not so aggressive to human skin and are not fireless. After washing, you can blast the carburetor by air, or simply slightly stick to the clean cloth to dry the surface. As already mentioned, the need for this operation is small, and it is not necessary to car wash on the surfaces on the surfaces. To flush the inner cavities of the carburetor, you will need at least to remove the cover of the float chamber.

Dismantling upper cover

we must begin with disconnecting the thrust of the economizer drive and the accelerator pump. To do this, we slip and remove the upper end of the thrust 2 from the hole in the lever (see Fig. 14). Then you should unscrew the seven screws, fastening the cover of the float chamber, and remove the cover without damaging the gasket. In order for the lid to take off easier, press the air damper lever to this position when it stands vertically. At the same time, it turns out to be opposite the excavation in the housing and does not cling to it. Take the cover to the side and only after that flip over the table to fall out (if you have not taken out immediately). Rate the quality of the print and the overall laying. It should not be torn and the perimeter should be seen a clear imprint of the case.

Warning: You can't put the carburetor lid on the table float down!

Cleaning the float chamber

It is carried out in order to remove the sediment, which is formed at its bottom. When the lid is removed, you need to remove the bar with the piston of the accelerator pump and the economizer drive and remove the spring from the guide. Next, rinse and dismiss the deposits that are easily served. Dirt that stuck to the walls is firmly, does not pose a danger - let it remain. Otherwise, during non-accurant work, the garbage can start swimming inside. The probability of clogging channels or loans with incorrect cleaning is much more than with normal operation.

The source of garbage in the float chamber is only one - gasoline. Most likely, the fuel purification filter does not work on the engine, (that is, it is formally worth it, but nothing filters). Check the condition of all filters. In addition to the fine cleaning filter, which is installed on the engine and has an inside of a mesh, paper or ceramic filter element there is another on the carburetor itself. It is placed under a plug 1 (Fig. 17) near the gasoline supply fitting on the carburetor lid.

Filter care

It consists in cleaning the sump from dirt, water and precipitation and replacing paper filter elements. Mesh filtering elements should be flushed, and ceramic can be burned, warming them to self-ignition gasoline accumulated in the pores. Of course, it is necessary to do this in compliance with all precautions. After slow cooling, the ceramic filter element allows multiple reuse.

Checking the state of the jackers

Under the float at the bottom of the float chamber there are two main fuel gibber. Remove the two corks 10 (Fig. 17) outside the float chamber housing and remove the fuel jets of the main dosing system. Check for the clearance of the cleanliness of their channels and read the label, knocked out on each of them. Marking must match the carburetor brand.

Fig. 17. View of the carburetor from the drive side:
1 - fuel filter tube; 2 - Adjusting Plank Opener;
3 - accelerating pump drive lever; 4 - axle of air damper;
5 - air damper drive lever; 6 - traction; 7 - screw "quantity";
8 - throttle drive lever; 9 - Filling Sampling Outlet
recycling; 10 - traffic jams of the main fuel jams

On the upper plane of the housing connector, two air gibber of the main dosing system 6 are visible (Fig. 18). The probability of clogging for air jaws is higher than for fuel, since they are exposed to "direct hit" of particles flying from above with air. The cause can be imperfect air purification.

Traditionally, an inertial and oil air filter was installed on the engines with K-126. The degree of air purification in them reaches 98% with proper assembly and timely maintenance (replacement of oil in the filter housing, washing the rinks). But if there is no gasket between the filter housing and the carburetor or it squeezed to the side, then the slot is formed for uncleaned air through which it can penetrate the engine.

Recently, air filters with a paper filter element began to install air filters with a paper filtering element, the degree of purification of which is approaching 99.5%, began to install air filters with a PC-511, -513. The filter element is located in a massive metal case with a lid fastened with five clasps. With weak fasteners on the filter housing, the filter element is not pressed and passes the air by itself. The weakening of the fasteners, as a rule, is a consequence of reverse flashes into the carburetor when working on a cold engine or with incorrect adjustments. If you have noticed that some of the five buckles are spent and rattling, try to adjust them, the truth will have to make a certain effort. The fuzzy compression of the filtering element inside the housing is also occurring if its sealing rings on the end surfaces are made of rigid rubber or plastics. When buying, pay attention to it, and do not take an element with a dubious sealing belt.

Fig. 18. View of the housing of the float chamber:
1 - small diffusers; 2 - a block of emergency and accelerator sprayers;
3 - large diffusers; 4 - idle fuel jets;
5 - plugs of air jets of idle; 6 - main air jets;
7 - main fuel jets; 8 - Economizer valve;
9 - Acceleration pump discharge chamber

The second point is the state of the engine. The fact is that a closed crankcase ventilation system was applied on it (Fig. 19). Cartrenic gases representing a mixture of exhaust gases that penetrate into the crankcase through the no density of the piston rings, and the vapor of oil, are cooled by a special hose 3 in the air filter space for re-afterburning.

Fig. 19. Scheme of a closed crankcase ventilation system:
1 - air filter; 2 - carburetor; 3 - hose of the main ventilation branch;
4 - hose additional ventilation branch; 5 - oil separator;
6 - gasket; 7 - plane sensor; 8 - inlet tube; 9 - fitting

The oil captured by these gases should be separated in the oil separator 5 and if everything is fine, only its traces are visible on the inner surface of the filter housing (with a paper filtering element). However, when using very poor oil, it is actively oxidized inside the engine, forming a huge amount of Nagara. When passing through the internal cavities of the engine, the crankcase gases capture with them the walls of the walls from the walls and carry into the air filter cavity and then to the carburetor. The particles settle on the top cover of the carburetor and penetrate the air jackets, clogging them. The decrease in the cross-section of air jets when clogged shifts the composition of the mixture prepared towards the enrichment. This means, above all, the overrun of fuel and increased emissions of toxic components.

Regarding the closed ventilation system as unnecessary and harmful, drivers often remove the ventilation hose from the air filter. Through the open ventilation fitting, this is the amount of dirty air, which is no longer necessary to talk about the quality of filtration, and wonder the rapid clogging of the carburetor (and engine wear) too.

The consequence of the work of the crankcase ventilation system is the dark raid on all surfaces of the carburetor air path: on the walls of the neck, diffusers, dampers. To seek to fully clean it. The flare sticks tightly to the walls, can not fall into narrow calibrated channels and clog the jets.

From above on the plane of the carburetor connector, fuel jets of idle 4 are screwed down (Fig. 18). The diameters of the channels of these jets about 0.6 mm and the probability of clogging for them is high. Next to the side of the housing under the plots are screwed out air jackets of idle. Remove them and make sure that the jets and the supply channels are cleanliness.

The cleansing of loans is better to carry out, wetting them with gasoline and at the same time as a match or copper wire. Do it several times, gradually smearing the hardened deposits. Do not apply coarse force - it is possible to break the calibrated surface. As a result, a characteristic metal glitter of a brass surface should appear on gibera.

At the bottom of the float chamber is an economiser 8 valve (Fig. 18). To turn it out, it is necessary to use a screwdriver with a wide sting. The valve is uncalapping and is a body with a carvings, the valve itself and the spring, which holds it closed. The equomoizer valve in the free state should be sealed. When testing on a specialized pole appliance under water pressure at 1000 ± 2 mm, compressing the valve spring, no more than four drops are allowed in one minute. Otherwise, the valve is considered to be lenked and should be replaced.

Dismantling of the float mechanism.

Remove the axis of the float from the racks in the lid, now remove the float and the valve of the float mechanism. The float in K-126 brass, soldering out of two halves, or plastic rarely fails, since the only thing that can happen to it, the loss of tightness due to the fact that the float hurts behind the walls of the float chamber. Inspect the float; There is no characteristic ones on it, especially at the bottom.

The valve assembly on the K-126 is sufficiently reliable due to the polyurethane sealing washer installed on the valve shank. Inspect the valve and, above all, the sealing washer. It should not be tough (it means the material loses its properties, aged), should not be talked and be "sticky". If the washer is normal, then the other possible flaws of the valve (skew, the depreciation of the guide surface) will be compensated for it. Look at the bottom of the valve body, screwed into the carburetor housing, where the sealing washer rests on when working. On the surface there should be no dark traces of dark traces, which are detached particles of the washer material, the correct sign that the material is not real (real polyurethane SK-6 light). Emphak them carefully, try not to leave scratches that will continue the cause of not tightness.

If there are suspicions that the washer was aged or worn out - replace it. Remember that the quality of the valve mechanism is fully determined by the state of the sealing washer, and all the operation of the carburetor depends on the operation of the valve mechanism.

Audit of air damper

On the lid there is an air damper with two valves, which makes up the basis of the starting device. Turning the drive lever, ensure that the air damper in the closed position completely overlap the chickenure. If slots remain around the perimeter, it is possible to light the mounting screws slightly, without turning them away at all, and when the drive lever is pressed, try to move the damper, achieving the most dense fit to her neck. Gashes are allowed between the case and the flap of no more than 0.2 mm. After adjustment, reliably wrap the mounting screws. It is not recommended to remove the air damper without much need. Remember that mounting screws at the ends of the splocks.
Air valves on the flap should easily move on their axes and close to the place under the action of springs.

Drive Cover Drive Mechanism Audit

Turn the carburetor and unscrew the four screws of the mixing chamber housing. In the free state, throttle valves 1 (Fig. 21) must be in the open position, since they opens the spring in the housing of the limiter. Rotate throttle drive lever and make sure that the flap closes smoothly, without jamming. When the flap is moved, the characteristic hissing of air in the abdominal cavity of the limiter must be heard. This speaks about the integrity of the membrane. If the valves do not open, check the condition of the spring 1 (Fig. 20). To do this, open the lid of the membrane executive mechanism of the limiter. The spring can be broken or jumped from his pin. The tongue 3 on the bubbling lever is regulated by the angle of inclination of throtters with full opening. It should be 8 ° to the vertical axis.

Fig. 20. View of the actuator
Limiter (lid removed):
1 - Spring, 2 - biscuit lever, 3 - tongue

Above the edges of closed throttle dampers must be visible (or just closed with edges) both openings of transition systems, one hole of the resolution selection to the vacuum control of the ignition advance (at an altitude of about 0.2 ... 0.5 mm from the edge in one chamber) and a hole Recruitment selection on recycling valve (at an altitude of about 1 mm from the edge in another chamber).

Fig. 21. Case of mixing chambers with limiter:
1 - throttle valves; 2 - air supply hole
to the membrane mechanism of the limiter; 3 - membrane mechanism;
4 - limiter housing; 5 - fuel supply holes
to the "quality" and transition screws; 6 - Quality screws;
7 - hole of the vacuum regulator
Ignition Angle Angle

The incorrect position of the transition holes relative to the throttle flaps violates the transition from the operation of the idling system to the operation of the main dosing system. In addition, it indicates violations of adjustments. If the chokes are open at idle to a large angle (the transition holes are "hidden" under the edge), it means that a lot of air is supplied to the engine at idle through the throttle. The reasons are very different, for example, too poor mixture, the cylinder does not work (or several), clogged by the channel of the small ventilation branch 9 (Fig. 19), through which a certain amount of air (along with crankcase) bypass carburetor.

Remove now the screw "quantity" is almost completely. The dampers will close so much that the walls of the mixing chamber will be concerned. In this position it is necessary that the gaps between them and the walls are almost absent and were, if possible, are equal. The choke closing density is checked on the lumen (you need to look through the closed chokes on the light of the lamp). If the difference is large, you can loosen the mounting screws slightly, without turning them away at all, and when the drive lever is pressed, try moving the dampers, achieving the most dense fit to the walls. Gashes are allowed between the housings and valves not more than 0.06 mm. Wrap the fastening screws and screw the "quantity" screw so much / that the flaps stood into the position described above relative to the transition holes. Remember this position of the screw, for example, by the location of the slot. This will help to carry out the engine adjustment when the carburetor is already installed in place.

In the usual case, along the contact of the throttle and the wall, the black layer of the Nagar is accumulated, the filling gap between them. This "sealing" layer is not dangerous if the transition holes are not covered. If there are suspicions, scraping Nagar, scattering it with gasoline, and clean all the channels related to transient systems.

Checking the state of the accelerator pump

It comes down to the revision of the rubber cuff on the piston and the installation of the piston in the case. The cuff must, first, seal the body of discharge and, secondly, it is easy to move through the walls. To do this, there should be large wrappings on its working edge and it should not swell in gasoline. Otherwise, friction about the wall can become so great that the piston can not move at all. When you click on the pedal, the driver through the thrust affects the strip carrying the piston. The plank moves down, squeezing the spring, and the piston stands on the spot.

Installing the piston and checking the performance of the accelerator pump is carried out after submitting the carburetor. Before this, check the condition of the inlet valve of the accelerator, which is located at the bottom of the discharge chamber. It is a steel ball laid in niche and pressed spring wire bracket. Under this bracket, the ball can move freely by about a millimeter, but cannot fall out of his niche. If the ball does not move, the bracket must be removed, remove the ball and thoroughly clean it with a niche and canals. Canal Supporting gasoline (under the ball) drilled on the side of the float chamber. The channel taking gasoline to the sprayer is drilled from the opposite side of the housing and drowned with a brass plug.

Fig. 22. View of the carburetor without a lid:
1 - stock of the economizer; 2 - Plank Economizer and Accelerator Drive;
3 - the piston of the accelerator; 4 - main air jets;
5 - the fuel-powered screw of the accelerator pump;
6 - screws "Quality *; 7 - Screw "Quantity"

Next, you should unscrew the brass fuel supply screw 5 (Fig. 22) and remove the block of sprayers of the accelerator pump and the economizer. Immediately after that, turn the carburetor body to fall into the accelerator injection valve (do not forget to put it in place when assembling). There are four sprayers on the sprayer block (two economizer and two accelerators) that need to be checked for cleanliness. Their diameter is about 0.6 mm, so use fine steel wire.

Take a thin rubber hose and blow the channels from the accelerator pump chamber 9 (Fig. 18) and from the economizer 8 to the sprayer (the economizer must be turned out). If the channels are clean, then screw the economizer, lower the accelerator discharge campan and screw the spray block.
Preliminary assembly of the carburetor begins with installation on the body of the float chamber of the mixing chamber housing. Preload the gasket to the inverted housing, observing the position of the holes. On carburetors who were committed to the engine, as a rule, deformed the "ears" of fastening on the case. If they put a new gasket, it does not hinder in the middle.

The deformed plane of the housing connector must be corrected

Check whether large diffusers are in the housing 3 (Fig. 18), which could fall out when disassembly, and whether they really diameter, which is regulated * for this modification (in the overwhelming majority of 27 mm). The size is applied on the upper end casting. Now put the mixing chamber housing on top and depart it with four screws.
Installation and testing of the accelerator pump and economizer. Insert the spring and bar in the float chamber housing with the accelerator piston and the economizer rod. Check the inclusion of the economizer and the accelerator piston stroke (Fig. 23). To do this, press your finger bar 1 so that the distance between it and the plane of the connector was 15 ± 0.2 mm. At the same time, a 2 ± 0.2 mm gap is needed to set the gap of 2 ± 0.2 mm between the shell and bar 1. After adjusting the nuts should be enclosed.

This approach, given in all operating instructions, will ensure the correct moment of inclusion of the economizer only, provided that the thrust B (Fig. 17) of the acceleration pump drive lever has a standard length (98 mm). The specified value of 15 ± 0.2 mm corresponds to the position of the plank with a fully open throttle. If the thrust is shorter, the economizer will be included earlier, and the stroke of the accelerator pump will become less. However, it is not particularly accurate to set the moment of inclusion of the economizer. The moment of transition to the enriched mixtures should occur when the throttle is opened by about 80%. At rotation frequencies up to 2500 minutes, "to start enrichment could be even earlier, when the throttle is discovered to half. The economy of this does not suffer, but also power, naturally, is not added. The position of the accelerator pump piston instructions is not negotiated. It is understood that he must rest in the bottom of the discharge chamber simultaneously with the full opening of the throttle. Often the adjusting nut of the accelerator is twisted in the hope of increasing the feed (get rid of the "failures"). It does not change anything, since the piston move does not increase. It is better to trace the state of elements.

Fig. 23. Checking the inclusion of the economizer:
1 - Plank drive; 2 - Turning on Nut

Fill the float chamber with gasoline until the middle of the level. Since the accelerator pump drive without the top cover does not work, press on the brand directly with the finger. Press sharply and hold the bar for some time. In this case, clear jets of gasoline should be broken from the sprayers of the accelerator pump. Without the top cover, their direction, power and duration are clearly visible. Track how the piston moves after clicking on the bar. There should be no delay from the moment of clicking until the piston is noted. The total time of the expiration of the jets (moving the piston) is about a second. If the delay is there, if the jet is sluggish and flow a long - the piston cuff will have to be changed. If all of these requirements are made, it can be assumed that the accelerator pump is in general works.

If the piston moves, but there is no expiration through the sprayer, try working without a sprayer. Unscrew the sprayer, remove the discharge valve and click on the accelerator bar. Be careful, do not tend too low - the gasoline jet can hit high and get into the face. If there is no fuel from the vertical channel, it means that the system of supplying channels from the piston is clogged. If the fuel goes here, then clean the sprayer itself. If the sprayer is clean, but there is no feed through it, check if the discharge chamber is filled under the piston. Remove the piston and look at the camera. It must be full of gasoline. If it is not - check the gasoline supply channels from the float chamber to the piston ball and the mobility of the ball itself. When you click on the piston of the supply channel, a breakthrough of gasoline jets in the opposite direction should not be observed (spinning ball valve). Be sure to check the presence of a discharge valve (brass needle) under the sprayer unit, it is easy to lose.

In the future, you can conduct a quantitative feed assessment. To do this, the carburetor will need to be placed over the capacity and ten times in a row, with an excerpt for a few seconds after pressing and after release, turn the throttle drive lever to the value of the total stroke. For ten full moves, the accelerator pump must submit not less than 12 cm3 gasoline.

Setting the level of fuel

Take the carburetor cover, insert the needle with a well-serviced sealing washer into the valve body, put the float and insert its axis (Fig. 8). Holding the lid inverted, as shown in the figure, measure the distance from the edge of the float to the plane of the lid. Distance A should be 40 mm. Adjustment is carried out by sweetening the tongue 4, resting in the Needle's end 5. At the same time, make sure that the tongue always remains perpendicular to the valve axis, and it was not jar and dents! At the same time, the bending of the limiter 2 should determine the gap between the needle 5 and the tongue 4 in the range of 1.2 ... 1.5 mm. On carburetors with a plastic float, the gap is not regulated.

Treating the position of the float, we, unfortunately, cannot guarantee the full tightness of the valve node. Try to put the cap vertically, the float hanging down and put on the fuel fitting thin rubber hose with labeled ends. It is very convenient to have such a hose, you only need to mark the ends so that one always remains clean. Create an overpressure on the valve and slowly turn the lid so that the float change its position relative to it. The position in which air leakage stops must correspond to the distance between the float and the housing, approximately equal size A.

Now create a vacuum on the hose and evaluate the leakage. If the valve is sealed, then the vacuum remains unchanged for a long time. If there are no densities of any kind, the vacuum you created quickly disappears. If there is no tightness, then it is necessary to replace the sealing washer. In some cases, the leakage of the valve body itself can be a lesser. Try to trust it. Remember that all the operation of the carburetor depends on the operation of the valve mechanism.

Assembling carburetor

First of all, put all the jets that you turned into the carburetor housing. Screw them reliably, but without unnecessary effort, so as not to damage the slot and facilitate the work on the discernment in the future. Put the spring and bar with an accelerator piston and an economizer rod. Place the gasket on the plane of the hull connector. The lid of the carburetor, predefined, is installed on top and should easily lie down and centered. Finally wrap the seven cap screw screws.

Try how the accelerative pump drive lever is rotated after the assembly. It should move easily and easily move the accelerator pump. If the lever does not move, it means that when assembling it jumped in the wrong position. Remove the lid and start first.
Align the slot on the throttle drive lever with a mustache on the accelerator drive. In a certain position, they will coincide, and the thrust inserted into the lever. Insert the upper end of the thrust into the hole and plug. Do not forget in which of the two possible holes of the lever there was a traction before disassembling! By turning the throttle drive lever, now, check whether the accelerator pump is moving smoothly.

For convenience, you can even remove the top small lid, which closes the drive lever with a roller pressing on the bar. In the position of the throttle drive lever at the idling stop between the roller and the bar should not be a gap. The slightest movement of the lever should lead to the movement of the bar and the piston of the accelerator. I remind you that the K-126 is extremely demanding about the operation of the accelerator pump, the convenience of operation of the car depends on the quality of its work.

Adjusting the starter

it is conducted on a fully assembled carburetor. Before completing, turn the air damper lever. The choke should now be awarded to some angle, which is estimated by the magnitude of the gap between the edge of the throttle and the chamber wall (see Fig. 14). In the "Start" position, it should be approximately 1.2 mm. Regulated the gap as follows. Weakening the mounting of the adjustment plank 3 placed on the acceleration pump drive lever 4, completely closed by lever 5 carburetor air damper.

Next, open with lever 1 throttle valve so that the gap between the wall of the mixing chamber and the valve edge was 1.2 mm. You can insert into the slot between the edge of the throttle and the housing of the mixing chamber of the wire with a diameter of 1.2 mm and release the throttle to pretten it in the gap. Next, move the adjustment bar 3 until it persists into the lever protrusion, then fix it. Several times, opening and closing the air damper, check the correct installation of the specified gap. Considering that the starting device on the K-126 does not have almost no automation, the rotor choke is fundamentally important when the cold engine starts.

Mounting carburetor

After all the carburetor systems are inspected, the cavities are washed, the adjusting gaps are set, the carburetor must be installed properly on the engine. If you did not remove the gasket from the engine inlet pipe when dismantling, then safely install the carburetor in place. Otherwise, make sure that the gasket would be laid just like before. Incorrect orientation is dangerous in that the prints of the channels of the lower part of the carburetor on the laying will fall on new places, and air will be used in the resulting deposits.

Do not try to tighten the carburetor fastening nuts very much - deform the platforms. Insert the throttle with a spherical head with a spherical head drive, left by us on the pedal, and tighten the nut from the inside. Place the return spring, the gasoline supply hose, the spinning ahead of the ignition and recycling valve to the vacuum controller. Fasten the shell of the thrust and the air damper drive itself.

Check management mechanisms.

Pull the air damper control knob on the panel in the cabin until it stops and appreciate how clear the air damper on the carburetor is closed. Now we climb the handle and make sure that the air damper opened completely (stitched vertically). If this did not happen, loosen the shell fastening screw and stretch the shell slightly further. Tighten the screw and check all times. Remember that the wrong position of the air damper with a recessed actuator button leads to increased fuel consumption.

With the full opening of the throttle dampers, the "Gas" pedal in the cabin must be resting in the floor rug. This warns the occurrence of excessive stresses in the drive details and increase their durability. Ask a partner to press the pedal in the cabin to the floor, and evaluate the degree of opening the throttle on the carburetor. If the choke can be penalted by a hand on any angle, you should shorten the length of the drive of the drive, tiping the tip deeper.

After final adjustment, the pedal with a fully open throttle should be pressed to the floor, and when the pedal is released in the traction there should be some free move.

Fuel control

it should be done after the final installation of the carburetor on the engine. In older carburetors there was an observation window through which the level is visible. In the latest modifications, the window is missing, and there is only risk 3 (Fig. 9) on the outside of the case. To control it is necessary to screw instead of one of the traffic jams 2, closing access to the main fuel gibrel, a fitting with an appropriate thread, and put on a piece of transparent tube on it (Fig. 24). The free end of the tube should be raised above the lines of the housing connector. The manual lever, fill the benzone pump swap, the float chamber with gasoline.

According to the law of communicating vessels, the level of gasoline in the tube and in the very float chamber will be the same. Applying the tube to the wall of the float chamber, you can estimate the coincidence of the level with the risk on the housing. After measuring, drain fuel from the float chamber through the tube into a small container, excluding it to enter the engine, pull out the fitting and wrap the plug into place. Simultaneously with the level check, the lack of leaks through gaskets, plugs and plugs are checked.

Tag level mark

Fig. 24. Scheme of fuel level check in a float chamber:
1 - fitting; 2 - rubber tube; 3 - Glass Tube

If the fuel level does not coincide with a risk of more than 2 mm, you will have to remove the cover and repeat the installation of the float chamber level by sweeping the tongue.

Pre-configuration of idling. Starting the engine after mounting the carburetor can take more time than usual because the float chamber is empty and the fuel pump will be required to fill it. Close the air damper completely and let the engine starter. If the fuel supply system (first of all the benzonasos) is proper, then the start will occur after 2 ... 3 seconds. If after even twice the larger time there are no flashes, that is, the reason to think about the presence of gasoline or the health of the fuel-feed system.

Heat the engine, gradually overaging the arm of the air damper drive and not allowing it to develop too large revs. If you managed to completely remove the drive handle and the engine works on an independent idle (even if not very stable) go to the final adjustment of the idle.

In case the engine refuses to work when the "gas" pedal is released (or works very unstable), start roughing the idle system. To do this, hold the throttle hand so that the engine worked so slowly as soon as you can hold it (the speed of rotation is about 900 minutes. 1). Do not touch the screw "quantity". When revised the throttle, it had to be installed in the "correct" position in relation to the transition holes. In extreme cases, you can temporarily move the screw, remembering how many you turned it.

Try adding fuels, turning "quality" screws. If the engine has earned more stable, then you are on the right track. If the turns began to fall - you should move towards the depletion (reduction of the feed). If, despite all the manipulations with the "quality" screws, the engine does not start working more stable, the reason may be in not the tightness of the float chamber valve. The fuel level is inconsporated increasing, becomes above the edge of the sprayer, and gasoline begins to spontaneously flow into diffusers. The mixture is enriched and even can go beyond the boundaries of ignition.

The opposite situation is clogged by the channels in the idle system and the fuel does not arrive at all. The smallest section is in the idling fuel jaw. Here the probability of clogging is the highest. Holding the throttle with the hand, try to turn into a half-turn one of the fuel jets of idle 9 (Fig. 22). When the idle boiler moves away from the wall, a huge (according to his standards) is formed by a gap, which is a high vacuum available in the channels, gasoline is suused along with the garbage. The mixture becomes re-entered, and the engine will begin to "lose" turns.

Do such an operation several times, then wrap the bike, finally. Repeat the operation with another jib. If a slightly unscrewed joyaker can work independently at idle, and when it is wrapped in place, the engine stalls, clogged either the fatter itself (firmly), or the system of idle channels.
Alternatively, it is possible that in the unstable work is not to blame the carburetor, but the valve of the recycling system of the exhaust gases. It is installed on the engines relatively recently (Fig. 25).

Srog serves to reduce emissions of nitrogen oxides with exhaust gases by supplying part of the exhaust gases from the collector 1 to the intake path through a special spacer 4 under a carburetor 5. The operation of the recirculation valve is carried out by a vaccination from the throttle housing, selected through a special fitting 9 (Fig. 17) .

In idling mode, the system wing does not work, since the hole of the vacuum selection is located above the edge of the throttle. But if the recycling valve does not cover completely channel, then the spent gases can penetrate into the inlet pipe and lead to a significant dilution of fresh mixture.

Adjusting the idle system

After elimination of defects, it is possible to perform the final adjustment of the idle system. Adjustment is performed using a gas analyzer according to the GOST 17.2.2.03-87 method (with changes in 2000). The content of CO and CH is determined at two frequencies of rotation of the crankshaft: minimal (NMIN) and elevated (ns.), Equal to 0.8 nn. For octali cylinder engines, ZMZs installed the minimum rotation of the crankshaft nine \u003d 600 ± 25 min-1 and ns \u003d 2000 + 100 min. "1.

Fig. 25. Recycling scheme of exhaust gases:
I - recycled gases; II - managing discharge;
1 - intake manifold; 2 - recycling tube;
3 - hose from the thermal pumping switch to the carburetor;
4 - Preliming recurring; 5 carburetor;
6 - hose from the thermal pumping switch to the recycling valve;
7 - a thermal pumping switch; 8 valve recycling;
9 - recycling valve rod

For release cars after 01.01.1999 in technical documentation for the car, the manufacturer must indicate the maximum allowable content of carbon oxide at the minimum frequency of rotation. Otherwise, the content of harmful substances in the exhaust gases should not exceed the values \u200b\u200bgiven in the table:

For measurements, it is necessary to use an infrared gas analyzer of continuous action, after preparing it to work. The engine must be heated not lower than the operating temperature of the coolant specified in the car operation manual.

Measurements should be carried out in the following sequence:

install the gear lever to the neutral position;
brake the car parking brake;
drown out the engine (when it works), open the hood and connect the tachometer;
Install the sampling probe of the gas analyzer to the exhaust pipe of the car to a depth of at least 300 mm from the cut;
Fully open the air damper of the carburetor;
To start the engine, increase the speed of rotation to NPs and work on this mode for at least 15 seconds;
establish the minimum rotation frequency of the engine shaft and, not earlier than 20 s, measure the content of carbon monoxide and hydrocarbons;
Install the increased rotation frequency of the engine shaft and, not earlier than 30 s, measure the content of carbon monoxide and hydrocarbons.
In case of deviations of the measured values \u200b\u200bfrom the standards, adjust the idle system. At the minimum speed of rotation, there is enough influence on the screws "quantity" and "quality". Regulation is carried out by a sequential approximation to the "target", correcting the one and the other screw in turn until the required CO and CH values \u200b\u200bare reached at a given frequency Nmin. Starting should always be with "Quality" so that if possible, not to shoot down the setting of the position of the throtters relative to the transition holes. If, after adjusting the composition of the mixture, the engine speeds of the engine turns out the frames of 575 ... 625 min. 1, let the screw "quantity".

Since on K-126, two independent idling systems adjust the mixture composition has its own characteristics. When the composition of the mixture changes, the "quality" screw can simultaneously change the speed of rotation. Rotating one of the screws "Quality" Find this position in which the speed of rotation will be maximal. Leave it and the second screw do the same. The testimony of the gas analyzer according to the same time will probably be about 4%. Now we wrap both screws synchronously (on the same angles) until the required content is obtained.

The content of hydrocarbons is largely determined by the general state of the engine than the adjustments of the carburetor. A good engine is easily adjusted by the values \u200b\u200bof about 1.5% with the values \u200b\u200bof the SN approximately 300 ... 550 million. It does not make sense to be chased during smaller values, since the stability of the engine is significantly reduced while improving the consumption (contrary to the common opinion). If hydrocarbon emissions exceed the above averages several times, the reason should be sought in a high breakthrough of oil into the combustion chamber. These can be worn oil-free caps, broken valve sleeves, incorrect adjustment of thermal gaps in valves.

The ultimate values \u200b\u200bof 3000 million 1 are achieved on worn, incredible, "devouring" engine oil, or in the case when one or more cylinders do not work. The sign of the latter can serve as very small emissions of CO.

In the absence of a gas analyzer, you can achieve almost the same accuracy of regulation using only a tachometer or at all for rumor. To do this, on a heated engine and with the constant position of the "quantity" screw, as described above, this position of the "quality" screws, which ensures the maximum engine speed. Now the "quantity" screw set the speed of approximately 650 minutes. 1. Check the "quality" screws, whether this frequency is maximum for the new position of the "quantity" screw. If not, repeat the entire cycle again to achieve the required relation: The quality of the mixture provides the maximum possible rotational speed, and the number of revolutions is about 650 minutes. 1. Remember that the "Quality" screws need to rotate synchronously.

After that, not a touch screw "quantity", wrap the screws of "quality" to so much so that the rotational frequency decreases by 50 minutes. "1, i.e. to regulated values. In most cases, this adjustment meets all the requirements of GOST. Adjustment in this way is convenient because it does not require special equipment, and can be carried out every time the need arises, including to diagnose the current state of the power system.

In case of inconsistency of CC and CH emissions, GOST stands at an increased speed of rotation (NPOs ", \u003d 2000 * 100 min" ') impact on the main adjusting screws will no longer help. It is necessary to check whether air jets are not polluted by the main dosing system, whether the main fuel jets are not increased and the fuel level is not excessive in the float chamber.

Checking the pneumocentrifugal speed limiter is quite complex and requires the use of special equipment. The verification is subject to the tightness of the valve in the centrifugal sensor, the correct adjustment of the springs of the sensor, the tightness of the membrane, the jets of the actuator. However, check the performance of the limiter can be directly by car. To do this, on a well-haired and adjusted engine, the throttle valves fully open and the tachometer measure the rotation frequency of the crankshaft.
The limiter works correctly if the rotational speed is in the range of 3300 + 35 ° min. "1

If you decide to carry out such a check, prepare in case of unforeseen engine accelerations to catch the "reset" choke. If everything, it is proper, then overclocking to such a frequency no danger for the engine does not represent. Many drivers themselves turn off the limiter to get additional power at elevated circulation. Sometimes the triggering of the limiter, for example, on overtaking, can really cause a unwanted delay associated with the need to switch gear.

But even shutdown should be carried out correctly. The universally accepted disconnection of the tubes from the centrifugal sensor leads to a constant stream of dirty air from the street under the throttle valve. If the tubes are after disconnecting, the membrane actuator will work (close the choke).

When the limiter is properly disconnected, the camera should be closed, bypassing the centrifugal sensor. To do this, one of the tubes from the membrane chamber (for example, from exit 1 in Fig. 9) should be screwed up in the second output of the same camera

Possible faults of the fuel supply system and methods to eliminate them

Sometimes, when compliance with the frequency of maintenance may occur when the carburetor refuses. When searching for faults, first of all, it is necessary to define a system or a node that can give an existing defect. Very often the carburetor attribute disorders in the operation of the engine, the true reason for which is, for example, the ignition system. She generally actually acts as a "culprint" than it is customary to believe.
To eliminate the influence of one system to another, it is necessary to clearly imagine that the carburetor system is inertial, i.e. Changes in its work are traced in several consecutive engine cycles (the number can be measured by hundreds). Make any changes to the work of one working cycle (this is at most 0.1 seconds), it is unable. The ignition system, on the contrary, is responsible for each separate cycle in the engine. If there are passes of individual cycles, manifested in the form of short jerks, then with the most likely the reason exactly in it.

Of course, the separation of authority of the systems is not so unequivocally. The fuel supply system is not able to "disable" one cycle, but can create conditions for adverse operation of the ignition system, for example, an overly poor composition of the mixture. In addition, a number of subsystems are present in the fuel-feed system, each of which can make a characteristic "contribution" to the operation of the engine.

In any case, before proceeding to the search for defects in the carburetor, or even to its regulation, you need to make sure that the ignition system is good. The main argument in defense of the ignition system - the "spark is" - can not serve as evidence of health.

It is very difficult to verify the energy parameters of the ignition system. The spark can be served at the right moment, but carry energy several times less with them than it is necessary for reliable flammings of the mixture. This energy is enough to work in the narrow range of mixture compositions, and is clearly not enough for guaranteed ignition in cases of the slightest deviation (depletion associated with accelerations, or enrichment during cold start-warring).

Adjusted by the ignition system only the setting angle of the advance (position of the spark relative to NTC) at the minimum speed of idle speed. Its value for engines ZMZ 511, -513 ... is 4 ° rotation of the crankshaft after (!) NMT. At other frequencies and loads, the ignition advance angle is determined by the operation of the centrifugal and vacuum regulators located in the distributor. Their impact on operational characteristics (first of all fuel consumption and power) is huge. How regulators work, how accurately they are exposed to the occasion angles on each of the modes can only be checked on special stands. Sometimes the only way to detect faults is the consistent replacement of all elements of the ignition system.

Before investigating the carburetor, it is also necessary to make sure that the rest of the fuel feed system is correct. This is the fuel line from the fuel from the gas tank to the fuel pump (including the fuel intake in the tank), the fuel pump itself and the fuel purification filters. The clogging of any of the path elements leads to a limitation of fuel supply to the engine.

Under the limitation of the feed means the impossibility of creating fuel consumption is more than some size. With fuel consumption, engine power is inextricably linked, which will also have some limit. Consequently, with disorders of fuel supply, your car will not be able to move with maximum speeds or uphill, but it does not prevent him in idle speed or with uniform motion with low speeds.

Another sign of the limitation of fuel feed - is not the instantaneous manifestation of the defect. If you have worked at idle at least a minute and immediately drove with a large load, then the gasoline reserve in the carburetor float chamber will provide the possibility of normal motion for some time. Fuel "starvation" caused by the feed limit, the engine will begin to feel as the reserve exhaustion (at a speed of 60 km / h on the amount of gasoline that is in the float chamber, it is possible to drive about 200 meters).

To check the fuel, disconnect the feed hose from the carburetor, and direct it into an empty bottle of 1.5 ... 2 liters. Enter the engine on gasoline residues in the float chamber and watch the gasoline. If the system is proper, the fuel exits the powerful pulsating jet with a cross section equal to the cross section of the hose. If the jet is weak, try repeating everything by disconnecting the fuel purification filter. Naturally, if the effect is - the filter is to blame, which must be replaced.

You can check the plot of the line to the fuel pump only by blowing it in the "reverse direction. You can even do it even my mouth, not forgetting to open a traffic jam. The highway should be blown relatively easily, and in the tank itself there should be a characteristic bugger passing through gasoline air.
Checking the highway before and after the fuel pump and without achieving the effect, check the fuel pump itself. A small grid is installed in front of its intake valves. If the contamination is excluded, check the tightness of the pump valves or the performance of its drive from the engine camshaft.

After making sure the performance of the ignition system and the serviceability of the supply system of the system, you can proceed to identifying possible carburetor defects. This section is independent and carry out troubleshooting work without prior maintenance and adjustment of the carburetor. Most often, such works have to be carried out in disabilities, not affecting, in general, for operation, but delivering certain inconveniences. It can be a different kind of "failures" when opening choke, unstable work at idle, increased fuel consumption, sluggish acceleration of the car. Much less often are situations when the engine, for example, is not at all starting. In such cases, as a rule, find and eliminate the malfunction much easier. Remember one: all the carburetor malfunctions can be reduced to two - or it prepares too rich or too poor mixture!

The engine is not started

There may be two reasons here: either the mixture is re-entered and goes beyond the boundaries of ignition, or the fuel supply is missing and the mixture is converted. Realcation can be achieved both due to improper adjustments (which is typical for cold start), and due to the violation of the tightness of the carburetor when the engine is stopped. Overcoming is a consequence of incorrect adjustments (when cold start) or the lack of fuel supply (clogging).

If there is no flash when scrolling the starter, the fuel supply is most likely not at all. This is true for cold and hot start. On the hot engine for greater accuracy, cover a little air damper and repeat the start again. The same reason can be wine and in case when scrolling the starter, the engine made several flashes or even worked for a few moments, but then silent. Just gasoline only enough for a short time, into several cycles.

Make sure that the fuel-powered path is able. Remove the air filter cover and, opening the throttle valves, look if the gasoline jet of gasoline is coming from the sprayers. The next step is likely to have to remove the top cover of the carburetor and watch whether there is gasoline in the float chamber (unless, of course, there is no viewing window on the carburetor).

If the gasoline in the float chamber is available, then the reason for the difficult start of the cold engine can be in a loose closure of the air damper. This may be due to the skewers of the valve on the axis, the tight rotation of the axis in the housing or all links of the starting device, improper adjustment of the starting mechanism. Too poor mixture at a cold start is unable, ignite, but at the same time it carries gasoline enough to "pour" the spark plugs and stop the starting process for the lack of spark.

The hot engine in the presence of gasoline in the float chamber is obliged to be allowed, at least with a covered air damper, except for the case of complete clogging of the main fuel oil. On the hot engine, the reverse situation is possible when the engine is not started from re-engage. The fuel pressure after the fuel pump is last saved in front of the valve float chamber, loading it. Worn valve does not cope with the load and skips fuel. Evaporating from heated parts, gasoline creates a very rich mixture that fills in the entire intake path. When starting, it is necessary to turn the engine for a long time to pump all the gasoline pairs until the normal mixture is organized. Throttle valves are advisable to keep open.

When you start a cold engine, we artificially create a rich mixture, and re-enrollment associated with not the tightness of the valve will not be noticeably on the overall background of the rich mixture. With a cold start, it is most likely incorrect adjustment of the starting mechanism, for example, a small quotes of throttle by the opening agent.

Unstable work at idle.

In the simplest case, the reason is improved in the improper adjustment of the idle systems. As a rule, the mixture is too poor. Enrich it with "quality" screws, if necessary, correct the rotation frequency "quantity".
If when adjusting the visible effect is not observed, the reason may not be sealed with the valve of the float chamber. The leakage of gasoline leads to an unregulated re-enhancing mixture. On carburetors with the viewing window, the level of fuel at the same time above the glass.

Try to trust idling fuel jets tightly. If they do not touch the case by a sealing belt, the resulting gap acts as a parallel jigger, which is significantly enriching the mixture. Perhaps the jackets are installed greater performance than it is necessary.
It happens that unstable work is caused by insufficient supply of gasoline due to clogging of the idle system. The highest probability of clogging is in an idling fuel jaw, where the smallest section is. Try to clean it in the way that is described in the "Pre-configuration of idle" section.

Inability to adjust the engine at idle.

When adjusting the engine, a situation may occur when when working as a whole, it is not amenable to toxicity adjustments. It is manifested in increased CO and CH emissions, which cannot be eliminated by adjusting screws.
The cause of a very rich mixture and increased emissions of CO, as a rule, is not a tightness of the float chamber (in minor limits, otherwise the engine simply refuses to work in this mode), clogging of air jets of idle 8 (Fig.22) solid particles or resins, an enlarged section The main fuel jets 7 (Fig.18) or idle fuel jets 4.

If the CH hydrocarbon level is great, the reason should be sought in rejunction of the mixture associated with incorrect adjustments, contaminants, or in disabling one of the cylinders. It should be remembered that the adjustment of toxicity is largely determined by the state of the engine as a whole. Check and adjust the thermal gaps in the valve engine mechanism. Do not attempt to make them less than prescribed by the instruction manual for the engine. Rate the condition of high-voltage wires, ignition coils, spark plugs.

Remember that candles are irreversibly staring.

Falling with a smooth opening of the throttle. If the engine works steadily at idle, obeys the "quality" and "quantity" screws, but when the choke is smooth opening, it does not accelerate or behaves very unstable, the state of transition systems should be checked. For complete check, it is necessary to remove the carburetor and estimate the state of the transition holes. The latter can be clogged with naigar or are too low relative to the edge of the throttle. In the latter case, traces from gasoline are visible on the walls of the mixing chambers, which flows from the transition holes at idle (which should not be). At the same time, their contribution to an increase in fuel consumption as the choke is opening becomes small, which leads to a mixture of the mixture during the transition (until the main dosing system is turned on).

Try to set the throttle as low as possible so that in the closed position, the transition holes were not visible from the bottom. Blooming the throttle, we limit the air supply (reducing the revolutions) and therefore at the same time it is necessary to compensate for air flow through chokes or consumption through other sections or greater efficiency.
Check the purity of the small ventilation branch channel 9 (Fig. 19), make sure that all cylinders work and the ignition is not too late.

With a smooth opening of the throttle, the transitional failure will manifest itself to a certain point where the main dosing system will come into operation. If, with this opening, the engine operation does not get better even at a high speed of rotation, if the car pulls off when driving on partial loads with a constant speed, if the behavior becomes much better at the initial opening (sometimes the engine does not work at all if the throttle is not open completely), This should check the condition of the main fuel jets. Unscrew the plugs 2 (Fig. 9) in the carburetor housing, and remove the fuel jets 7 (Fig. 18). Look, if they do not have any particles. As a rule, there is a small sand, which closes the passage section.

If the fatter is clean, and the behavior of the car is subject to the described patterns, it can be assumed to contaminate the entire fuel tract of the main dosing system (emulsion well, the outlet channel to the sprayer, incorrect formulation of small diffusers) or the inconsistency of the gywlter marking required. The latter is most often happening when replacing standard factory buses on new repairs. Do not try to enrich the mixture with "quality" with screws, this will not help in this situation, since they only affect the adjustment of the idle systems.

The failure with a sharp opening of the throttle disappearing after the engine "will work" 2 ... s seconds may indicate the defects of the accelerator pump. The acceleration pump on the K-126 element of the principled importance and on how it works depends largely all the work of the carburetor. Even with a smooth opening of chokes, the mode on which other carburetors in the accelerator do not need, lagging the injection associated with the backlash in the drive or friction of the piston can lead to the engine stop. Check again all the items specified in the "Checking the Status of the Acpercelative Pump" section. If the elements have occurred, remember the possible quality of the rubber cuff on the piston of the accelerator. There is no need to strive to increase the stroke of the accelerator's piston, as this will increase the duration of the injection, and the need for additional fuel is manifested from the very first moments of the opening of the throttle. It is important that it was during this period a sufficient amount of gasoline was submitted.

Increased fuel consumption.

The cherished desire of any driver is to reduce fuel consumption by car. Most often, it is trying to achieve this with an impact on the carburetor, forgetting that fuel consumption is the value defined by the whole complex of devices.

The fuel is consumed to overcome various resistance to the movement of the car, and on how large these resistance, the flow rate depends. High results should not be expected on the fuel efficiency of the car, which does not fully disagree the brake pads or the hub bearings are pulled. A huge amount of energy is spent on scrolling the transmission elements and the engine in winter, especially when using thick viscous oils. Large energy consumer - speed. Here, except for friction losses, aerodynamic losses are added. And a very large point of energy costs - car dynamics. To move at a constant speed of 60 km / hour, the groove is sufficiently about 20 kW of engine power, while for overclocking from 40 km / hour to 80 km / h We use an average of about 50 kW. Each stop "eats" this energy, and for the next overclock, we are forced to spend more.

The workflow of each engine, the degree of fuel energy conversion to work has its limitations. For each modification, the compositions of the mixture and the ignition advance angles are determined, which give the required output parameters on each mode. Requirements for each regime may be different. For some - this is an efficiency, for others - power, for third - toxicity.

The carburetor acts as a unified complex that implements known dependencies. It is impossible to reduce fuel consumption, reducing the flowing cross section of the jackers. A decrease in the amount of passing fuel will not be coordinated with the amount of air. Sometimes it is more expedient to increase the passage of fuel jams in order to eliminate the depletion inherent in all modern carburetors. This will be especially bright when operating the car in winter, at low ambient temperatures. All adjustments of the carburetor are selected for the case of a fully heated engine. Some enrichment can bring the mixture to the optimum in cases where the temperature of your engine is below the working (for example, in winter with relatively short trips). In any case, it is necessary to strive to increase the temperature of the coolant. Invalid the operation of the engine without a thermostat, in winter conditions should take measures to thermal insulation of the subcontrol space.

Spend the entire carburetor adjustment complex. Pay attention to:
compliance of the gywls of the carburetor brand;
correct adjustment of the starting device, the completeness of the opening of the air damper;
No leakage of the float chamber valve;
Adjusting the idle system. Do not try to make a mixture of poorer, it will not reduce the flow, but will increase the problems of transition to load modes;
Watch out for the engine of the engine itself. Particular particles or sand-flying air filters can clog the air jets, improper adjustment of the gaps in the valve mechanism will lead to unstable operation at idle, the small magnitudes of the ignition advance corner will directly cause increased consumption;
Track out the lack of direct fuel leaping from the fuel line, especially in the area after the fuel pump.
Given the complexity and diversity of operational factors cannot be given unified recommendations to reduce operational consumption. Methods acceptable for one driver can be completely not suitable for another only due to differences in a ride manner or choosing motion modes. It is probably advisable to recommend to fully trust the factory adjustments and the size of the dosing elements. It is unlikely that by changing the cross section of any jams, it will be possible to significantly change the engineity of the engine. Perhaps this will be possible only to the detriment of some other parameters - power, dynamism. Remember that those who created the carburetor and picked up the jets under it, stood in a tough framework the need to observe many diverse and contradictory conditions. Do not think that you can get around them. Often, the useless search for new global solutions will be taught from simple, elementary receptions of the car maintenance, allowing to achieve quite acceptable, but real efficiency. It is not better to direct the efforts in this direction, because miracles, to great regret, does not happen.