SYNCHRONIZATION

LUIS VIVEROS – NICOLAS CARRILLO – BRAYAN CUADROS

IETI RAFAEL NAVIA VARON

SANTIAGO DE CALI, AUGUST 22

2019
 SYNCHRONIZATION

FUNCTION:

Automotive Synchronization is about getting to work on

perfect harmony all the elements involved in the system
of ignition, distribution and power supply of the vehicle to obtain
the greatest power and fuel savings.

Synchronization involves several processes of diagnosis, repair, change and

regulation of each of the mechanisms that make up the different systems
that intervene in the proper functioning of an engine

The procedure must be done every two years or after 20,000 kilometers.
ride in cars with an injection system. If yours is an old one, that's fine
careful and it has a carburetor, this time and distance is reduced by half.

To achieve correct synchronization, it is necessary to review, adjust, or change

It is necessary to have the following elements: Carburetor, coil, the timer or distributor.
(delco), the spark plugs, the capacitor, the spark plugs, and the high tension cables.

How often should a vehicle be synchronized?

In vehicles with a carburetor every 15,000 kilometers or every 6 months, in the

between 30,000 and 60,000 kilometers, depending on the vehicle.

Is it necessary to dismantle and take apart the carburetor?

- No, never, no repair manual recommends doing it, it is a practice

that spread many years ago among mechanics, and that caused many
damage to these delicate elements, causing them to lose their original measurements with
those that were designed to work well. The modern solvents created
for the deep cleaning of the carburetor comply with
effectiveness of the mission without the need to open it.

What devices are changed when an engine is synchronized?

The spark plugs if necessary (between 15,000 and 60,000 kilometers)

High voltage cables (between 50,000 and 150,000 kilometers)

The air filter (between 3,000 and 20,000 kilometers)

The fuel filter (between 15,000 and 30,000 kilometers)

The platinums and the capacitor (between 15,000 and 20,000 kilometers)

The synchronization of vehicles with electronic injection is the same as that of

those that have a carburetor?

It is different, much simpler, faster, and more accurate if you have the equipment.
necessary to perform the diagnosis and the work, and is carried out according to the
established order. There is no disarmament, only verification and adjustments.
to leave the system according to the vehicle synchronization manual and
additionally requires less change of parts.
Beware of synchronizations where it is claimed that they will be dismantled.
injectors, or they will be replaced, this is not necessary, as they almost never get damaged, to

less than they have been manipulated before.

How does good synchronization reduce gas emissions?

A well-tuned car pollutes less than one that is not. It is estimated

that a non-synchronized vehicle pollutes between 100% and 500% more than one
properly synchronized.
For amotorworks in the best way, the mixture of
fuel and air in each cylinder must ignite just when the piston
it reaches the upper dead center (UDC).

It takes a certain amount of time for the spark plug to ignite.

mix and for combustion to develop. This time is maintained
more or less the same, regardless of how fast it is working
the engine.

The synchronization mechanism is established to ignite the spark plug.

moments prior to PMS. But because the mechanism works
Thanks to the movement of the engine, this time is usually reduced to
as the engine runs faster and the spark plug ignites
too late.

For this reason, a mechanical device is incorporated for a

advanced ignition (allows it to happen earlier) with the increase of the
motor speed.

The load on a motor, if it is pulling with force or in operation,

it also affects the synchronization.

An engine with low load operates better if the ignition advances.

extra amount. A second vacuum-operated device controls it
regardless of the first.

CENTRIFUGAL ADVANCEMENT MECHANISM

HOW CENTRIFUGAL WEIGHTS WORK:

The centrifugal advance mechanism responds to the speed of the engine.
This is generally found at the bottom of the body of the car.
distributor, under the contact base plate.

Two steel weights are attached to a rotating plate at the axis of the
distributor by pivots and are held in the closed position by
strong springs.

As the engine accelerates, the centrifugal force throws the weights outwards.
outside.

They in turn towards their pivots, twisting the contact lever towards
forward in such a way that the spark plugs open first and the spark plug
turn on earlier, as the speed increases.

VACUUM ADVANCE MECHANISM

TWO TYPES OF ACTIVATION MECHANISM:

The vacuum advance mechanism responds to the vacuum in the collector of
engine intake, which is caused by the suction of the pistons in
movement. When the engine is slightly loaded, the vacuum
increases.

A narrow pipe extends from the collector to a chamber of

empty in the distributor, inside of which there is a flexible diaphragm.

As the vacuum increases, the diaphragm bends and moves a

bar connected to its center, which makes the contact base plate
oscillate slightly. This moves the contact heel in relation to the cam of the
Distributor and advance the ignition.

When the engine is under load, the vacuum decreases, the diaphragm
retraction and ignition is delayed to adapt to the new
conditions.

SYNCHRONIZATION ADJUSTMENT
The usual way to adjust the timing is by loosening the bolt of
holding the distributor and slightly rotating the entire unit.

The amount in which the two advancement mechanisms change the

synchronization cannot be adjusted.
Some old distributors have a knurled nut on the
vacuum advance mechanism, by which it can be altered the
synchronization as a whole (not just the action of the mechanism).

HOW ELECTRONIC IGNITION WORKS

Many new cars have aignition systemelectronic that
It times the spark with greater precision than a mechanical system.

This one also wears out less, so it always works at maximum.

efficiency and overcomes a problem of the mechanical system: a system
The mechanic does not operate at maximum efficiency at high engine speeds.

Electronic systems can be of the inductive discharge type or

capacitive.

An inductive charging system is the type that is generally mounted

as original equipment in cars with electronic ignition.

This system produces high voltage current (HV) in the normal way:
turning off and on low voltage (LV) current in a coil.

In the simplest system of inductive charging, the type of contacts

of the transistor-assisted (CAT), there is also a contact switch
normal.

This only carries a very small current that powers a

power transistor, which connects and disconnects the intense current
low voltage to the coil.

The contact platins do not erode due to the small current, so

they stay clean for longer and the gap rarely
needs to be replaced.

The most advanced systems, fully electronic, may not have

platinums. In contrast, the distributor contains another type of device of
activation for the power transistor based on pulses
electric, instead of a mechanical method of composition and rest.
In one, there is an electromagnetic coil and a rotor with spikes that spins with
a steel spike, for each cylinder.

Every time a spike moves beyond the coil, a

small voltage that activates the transistor.

Some other types may have optical or magnetic triggers.

(they all perform the same function).

A capacitive discharge (DC) system, used in some kits for

that you do it "yourself", produces high voltage current in the coil
by sending a large impulse through the primary winding
from a capacitor.

The capacitor is an electrical storage device that

can load and unload quickly.

The secondary windings of the coil produce high current.

tension, both at the moment when the low voltage current in the
Primary devanas light up as they turn off.

Because a capacitor can provide a large surge very quickly,

there is always a strong spark, regardless of the speed of the
motor.

The synchronization in this system can become completely

electronics or you can use the contact plates of the switch.

The pioneering distribution systems, such as the valve-driven one

rotating, evolved following this design premise until the
appearance of the distribution by camshaft and side valves in
the block. A few years later, it became popular that, for decades,
it was the most used system: distribution by rods and rockers,
whose control operation was still carried out from a tree of
you are located in the block.
In the 70s, the camshaft also moved its position from the block to
the cylinder head. The distribution system with the overhead camshaft,
simple or double, with two valves per cylinder or four, with tappets
mechanical or hydraulic, driven by a drive shaft, chain or
timing belt has become the most used system to date.

In the case of diesel engines, in whose diagram of

distribution only applies to the valve crossover due to the
the need to achieve a high compression, the correct state of
The distribution is imperative to achieve a double objective: for one
side, to avoid the collision between moving elements that could
it would occur if there were a small deviation in the draft, given the
adjusted distances, and on the other hand, to ensure the
synchronization of movement between pistons, valves, and advance of the
high pressure pump that promotes efficient engine performance.

Despite the obvious improvements in performance that were achieved from

the progress and delays in the opening of the valves in the real cycle in the
gasoline engines, the need to adopt a solution was imposed
commitment in the design of the distribution diagram due to the following
structural limitation: an excessive valve cross could cause a
very efficient operation at high engine speeds in exchange for
a very irregular operation at low regime, while a small
Crude levels limited the entry of mixture at high RPM.
The emergence in the mid-80s of the distribution phase variator,
also known as variable distribution mechanism, allowed
largely remedy this technical limitation. Since then, each
a group of manufacturers developed a variable distribution system of

different characteristics, although with similar results, among those who

they find the phase variator system of Alfa Romeo-Fiat Group,
the BMW Vanos, the Honda VTEC...

In its initial applications, the variable distribution system

is composed of a centrifugal actuator on the pulley of the shaft
you carry, which produced a wear in the valves regarding the
the crankshaft was greater the higher the engine regime.
During the electronic revolution of motors, the centrifugal system was
replaced an electro-hydraulic actuator, controlled by the unit of
control, which varied the flow of oil under pressure in the lubrication circuit
towards the advance actuator, enabling a variable cam crossing
function of operating conditions.
In the mid-90s, variable distribution systems improved the
precision of phase control to replace the simple variator on the shaft
of intake valves by the double variable in intake and exhaust. The
electronics increased processing speed and a second was included
position sensor on the exhaust camshaft.

The function of variable distribution has been complemented in the

latest generations due to the emergence of variable lift systems
of the valves like Multiair or Valvetronic, which allow
adjust the air intake volume to the load conditions and
motor speed, allowing for greater efficiency of the
combustion and a reduction in consumption at partial loads.
The implementation of electronic management in the high pump
the pressure of diesel engines in the early 90s marked the beginnings
control of synchronization through the use of sensors of the
position of the camshaft and crankshaft, as well as the moment of
injection with the needle lift sensor - controlled injector.
this information, the engine control unit had the data
necessary to adjust injection start to the values
specified through the modulated activation of the solenoid valve
advance.

The importance of proper management of engine synchronization

diesel has only increased in recent years: in the models
that incorporates the injector-pump system, in which the operation
The control is done by the camshaft, the correct timing of the distribution.
It is especially important due to the narrow margin of regulation.
advance electronics; for its part, the influence of the draft in the
common rail systems, such that electronic management considers
the synchronization state as one of the parameters that
establish the conditions for the engine start, of which
Compliance depends on the authorization for the startup.
COMPRESSION AND VACUUM:

In gasoline engines, air enters the engine through vacuum, like when one is
drinking a soda through a straw: the void
What do we do with the straw? It’s for filling it with liquid and drinking it.
Thus, the pistons in the engine, when moving down inside the cylinder, create a vacuum.

for air to enter only, or mixed with the atomized gasoline, via 'its
straws, equivalent to the intake valves (2, 3, 4, and even 5 per
cylinder) and the intake manifold.

As the piston rises, the intake and exhaust valves close, the air is compressed
mix, and in an instant it jumps the
spark of the spark plug that produces the explosion, to bring down again the
piston. Thus, the constant 'up and down' movement of the pistons conveys that

movement
alternating to the crankshaft that rotates, it converts it into circular to pass it to

the gearbox, differential, axles and finally to the wheels. The video is good

explanatory: in the cylinder block, the pistons are already mounted on

the crankshaft, and at minute 3 everything is seen working.

The proportions of the air and gasoline mixture change according to the
amount of
accelerator that is pressed and the engine or crankshaft revolutions. Likewise,
the spark from the spark plug should jump with more advance as the increases
the turns in the machine. And if we take into account that for example the pistons
at a modest 2000 revolutions in an engine -which are achieved
permanently in any traffic jam in the cities-, rise and fall 33.33
times per second, the matter requires a lot of precision and speed both of the
jump and intensity of the spark, like the constant change of the
proportions in the mixture.

Currently, the engines thanks to fast and sophisticated computers that

they receive
information every millisecond from different sensors, they adjust accordingly.
automatic advancement or delay of
ignition – spark, and the amount or the time they remain open
Injectors to deliver the exact amount of fuel in each
opening, according to

the required. Everything must be in perfect synchronization, hence the famous

term.

In the most modern engines, nothing needs to be adjusted.

In a few cases, the adjustment of the
minimum march, and the initial advance of the spark being in neutral or
minimum march, which will be the starting point for moving forward to
measure
that increases the RPM. If it is adjusted incorrectly or delayed, there is a loss of power and high

consumption; if it advances too much, there can be 'pinging' or pre-ignition.

abnormal combustion that damages the machine.

In the nearly 2 decades until today, the scanner is set up.

to see not only some code generated by a sensor or poor combustion
a code is even generated due to a poorly adjusted tank cover, or due to
having used low octane gasoline - but as a 'clue' to determine
why there is a certain failure such as excessive consumption, lack of strength,
rattling
etcetera. Filters are changed based on mileage or condition.
fuel and air and check the wear and condition of the spark plugs and change them
if it's the time. I recommend, although it is not vital, to clean the injectors every 50 or

60,000 kilometers. That's all that is done. The more modern, the less.
work...

To start a good verification or tuning in any

engine, unless it is a relatively new one, the first thing that
I recommend doing some quick vacuum and compression leak tests.
which combined with the state and color of the spark plugs, give us a very clear idea of

the conditions of the machine to be adjusted or inspected.

VALVE ADJUSTMENT:
TOOL WE USE FOR ADJUSTMENT OF
VALVES:
How to know what is included in a car tuning?
The spark plugs need to be calibrated and changed.
Fuel consumption is reduced by changing the filter.
oil, the air filter and the fuel filter.
Review and adjust the injection system.
Diagnosis with scanner
Change the engine oil, new cars use
oils with low viscosity, while the less new ones,
They need the lubricant to be thicker for greater resistance.
Review and correction of the ignition time, if necessary.
necessary.
Review of the belts, including those for the alternator,
the fan and the cooling system.
Adjust the tire pressure, rotate them, and balance.
Check the braking system.
Analyze the computerized system of the car and its performance
of the engine.
Injector cleaning
Engine washing
Body washing
Inspection of the 15 security points

Spark plug change: They should preferably be of good quality.

to ensure their lifespan and performance, they must be calibrated to
according to the needs of the car, some spark plugs come
calibrated.
Changing the oil filters, air filters, and gasoline filters can
help above all to reduce gasoline consumption and give it
power to the engine, so that it feels light.
Carburetor or injection system: It must be checked and
adjusted.
Oil: It must be of good quality and of specified viscosity.
For new engines, thin oil is ideal, for engines
Old thick oil can help reduce engine noise.
Review and correction of basic ignition timing.
Check belts: The alternator, the fan, and the system of
the cooling of your car has belts as integral parts,
those bands must be checked regularly and
replaced if necessary. In the case of the system of
cooling, the hoses should be checked and
replaced as something necessary as well.
Tires: Check the tires and adjust the air pressure. Also
It is recommended to rotate and balance the tires.
Brakes and fuel lines: The braking system and
The fuel in your car should be inspected for use.
Engine analysis: The mechanic must perform an analysis
complete of its engine performance and also of the system
computerized vehicle, if applicable.