The most crucial moment when operating a car is starting the engine. This issue is especially relevant in the winter season, when there is severe frost outside. All lubricants, including oil in the crankcase of an internal combustion engine, lose viscosity and create excessive additional mechanical load on the starter. There are a great many recommendations on the Internet for solving this problem, from heating the oil in the engine crankcase with an additional heater, to injecting flammable substances into the engine cylinders before starting. The ignition system switches are being improved, using a multi-spark ignition mode, and optimizing the relative position and shape of the spark plug electrodes.
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Refinement of the car ignition circuit
Previous 1 2 3 4 5 Next. What is the most convenient way to solder? Soldering iron W. Load switch. The security system is designed for installation on VAZ cars, but after a little modification it can be installed on almost any car.
The security system responds to contact sensors in the car doorways, standard interior lighting switches, to an additional open sensor installed under the trunk door, and to turning on the ignition. Read more The advantages of a contactless ignition system compared to a classic one are undeniable, especially the systems from a VAZ car. Here there is easy starting in the cold season, high spark energy, and the availability of more advanced switches on sale, including microprocessor and multi-spark ones.
Owners of classic cars are deprived of all these advantages. Diagram of the control device for a car electric fan. Among the many delights of operating domestic cars, the greatest troubles are caused not only by starting a cold engine in winter, but also by starting a hot engine in the summer heat.
Almost all VAZ and Moskvich cars, as well as the latest modifications of Izhey, are equipped with electric fans that blow on the radiator of the cooling system when the temperature of the liquid in it exceeds a threshold value. It is known that most of the Russian vehicle fleet is equipped with simple contact ignition systems based on the principle of interrupting the current flowing through the low-voltage winding of a high-voltage transformer, which is the ignition coil, using a mechanical interrupter, which is a contact switch driven from the ignition distributor shaft.
Home Registration.
A little history
The following basic systems are known that ensure the ignition of gasoline vapors in the internal combustion engine of a car:
- contact;
- contactless;
- microprocessor ignition system (MPI).
- Contact. Historically, this was the first attempt, it was quite successful and worked for many years. The diagram of such a system is shown below. The principle of operation of the device is simple - opening the contacts of the breaker breaks the primary circuit, which is why high voltage is induced in the secondary winding of the bobbin, which is directed by the distributor to one of the spark plugs. It was a simple, proven product, of course with its shortcomings, which were eliminated as technology and elemental base developed.
- Contactless. The operating principle is basically the same as the previous one, but the product is more reliable. In it, the contact mechanical breaker is replaced by electronic devices - a switch and a sensor. The diagram of such a product is shown in the figure.
- A microprocessor system that does not contain mechanical components and is built entirely on electronic components. The principle of operation also remains unchanged; the functional diagram of such a device is shown in the figure.
Multi-spark ignition circuit
In search of improving the operating characteristics of a motorcycle, a way was found to change the ignition timing at different crankshaft speeds. In this case, different engine operating modes can be achieved. Cars use centrifugal regulators, or octane correctors or on-board computers capable of performing these functions. There are many articles on the Internet on the development of devices on microcontrollers that allow you to change the operating characteristics of the engine, depending on the firmware loaded into the controller, different ignition timing angles depending on the cubic capacity, crankshaft speed, etc. This is done by selecting the appropriate timing angles from the tables, from imperial dependence, achieving optimal engine performance. The moment of sparking is achieved in different ways: from induction-type sensors to opto-sensors.
Multi-spark ignition circuit using a relay. Multi-spark ignition system Schemes fig. 3 multi-spark The simplest multi-spark ignition.
What is an ECU in a microprocessor ignition system?
An ECU is a microprocessor-based engine control unit for a car. Also, not everyone probably knows that the microprocessor control unit is also called a controller. It is an important element that contains the microprocessor ignition system.
This controller is responsible for receiving incoming data from various sensors in a timely manner. Then it processes them using special algorithms and issues commands to all important devices of the system. The computer also continuously exchanges data with all important car systems.
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There is a subject called multi-spark ignition, I don’t remember exactly. On top there is a button and 2 holes like for an electric plug, on the bottom there is a solid healthy radiator and 2 powerful transistors. Experts say it’s from a VAZ, but no one has the circuit diagram. Maybe someone will not be too lazy and scan, or at least the switching diagram, otherwise there are a dozen and a half multi-colored wires sticking out, you won’t understand what to poke where and how to check it anyway. This is most likely a thyristor ignition circuit for a CAR and the socket is for connecting an electric razor - I saw one like this on an old Volga from the 1980s. There is also a type of anti-theft device - a chip with a bunch of legs is inserted into the connector, if you pull it out, nothing will work, as they explained. Maybe this crap can be added to MT somehow or just sold? You can add it on
Multi-spark ignition for cars with BSZ.
This is Yeah!!! Unfortunately, I didn’t get to Agricola this time either, but our spies are there ru vwbusclubru Agricola!!! Unfortunately, I didn’t get to Agricola this time either, but our spies are there ru krasnoyarskbestpricesu Electric trimmer calm in Krasnoyarsk from rubles T Gasoline engine, two-stroke Engine capacity, cm, Ignition system year warranty Electric trimmer FSE AutoCut C is a fairly powerful tool with a soft anti-vibration handle, electronic speed control and engine protection ru wwwfarpostru Ignition switch Volkswagen Golf OEM number RUR Please check product availability before concluding a transaction! The distributor is fully operational as it has been completely rebuilt! Distributor TT р ru festimaru Car on-board computer A FestimaRu T Measuring the ambient air temperature using a remote sensor Electronic load fork Checking the performance, assessing the condition and charge level of starter batteries UZSK Measuring the angle of the closed state ru rostenderinfo Tender for an air filter for the Carver Rostender T windows Tender Air filter for Husqvarna K petrol cutter; Spark plug for Husqvarna K petrol cutter; spark plug for BR blower?
Electronic ignition systems were on the shelves before, and are still available.
Benefits you shouldn't ignore
Lada 2105 Bright White 15 R Logbook Installation of steering column switches for Chevrolet Niva ignition switch for VAZ 2110
Along with optimizing his car, the owner, with a new ignition, additionally receives a number of special advantages.
Among them:
1. A real opportunity to customize your own engine for any attractive fuel for the car.
2. If you have a car with HBO, an increase in traction and overall power of the car.
3. Complete absence of detonations and knocking noises when picking up speed, even when less than ideal fuel is available.
4. In gasoline-powered cars, fuel burns out much faster, which reduces fuel consumption by an order of magnitude.
5. In cold weather, the car starts much faster and easier.
6. The electronic system does not require total control on the part of the owner, since control is assigned to the built-in display.
7. The machine can be converted and an additional toggle switch can be added to easily switch to one type of fuel or another.
8. With a new type of ignition, the owner receives new options; important parameters are kept at a specifically set level.
9. The starter turns off on its own after the engine starts.
10. You can control the ventilation of the cooling system.
Multi-spark ignition circuit
Electronic ignition unit with octane corrector and multi-spark starting system. Transistor circuits of electronic ignition systems have a number of positive properties compared to conventional ignition systems and allow operation with lower interruption currents, increasing sparking reliability and durability. They provide a longer duration of the spark discharge in the spark plug and, therefore, reliable ignition of the lean working mixture in the cylinders, and also reduce the emission of toxic exhaust gases and ensure reliable starting of a cold engine. Having become acquainted with many materials on electronic ignition systems, a desire arose to combine three functional units A1, A2, A3 into one structural unit. The advent of powerful transistors KTA n KTB with a pulsed collector voltage of up to V made it possible to create a reliable unit suitable for working with conventional ignition coils. Used to provide multi-spark mode during startup.
Modernization of the ignition unit
Many years of operation on domestic and foreign cars of electronic ignition units, assembled according to the article by Yu. Sverchkov [1] with improvements proposed by G. Karasev [2], showed that these improvements, together with positive qualities (increasing spark duration, for example), lead to failures in sparking at a crankshaft speed of 3000 min-1 or more. Moreover, these failures have proven to be extremely difficult to completely eliminate, even if the recommendations given in [3] are followed exactly.
At the stage of setting up the unit, it was found that the appearance of a half-wave voltage at the “K” terminal of the ignition coil after closing the VD5 diode (the designations of the elements hereinafter correspond to the diagram in Fig. 1 in [2]) is extremely unstable. The characteristics of this half-wave strongly depend not only on the values of capacitor C2 and resistor R4, but also on the supply voltage, and to an even greater extent on the width of the spark gap.
After installing the unit on the car, adjusted and operating on the stand without failures in the pulse shaper frequency range of 10...200 Hz with two discharge periods of capacitor C3 at a supply voltage of 14 V, spark gap of 7 mm, sparking failures appeared at high crankshaft speeds. Neither different combinations of the capacitance values of capacitor C2 (from 0.01 to 0.047 μF) and the resistance of resistor R4 (from 300 to 1500 Ohms), nor even the selection of SCR VS1 by control current helped.
The failures completely disappeared when the value of the resistor R4 was over 1.5 kOhm and the capacitor C2 was 0.01 μF, i.e., with a one-cycle spark formation in accordance with the circuit diagram of the Yu. Sverchkov block. The unit worked flawlessly for several years with the remote spark extension circuit C2R3R4VD6.
Analysis of voltage oscillograms at terminal “K” of the ignition coil, obtained on an ignition unit installed in a car with a spark extension circuit, at different sparking frequencies, leads to the conclusion that the reason for the occurrence of failures in sparking lies in the instability of the rate of rise of the half-wave voltage on capacitor C3, the following behind the closing of the diode VD5.
Therefore, we have to admit that the method of increasing the duration of the spark discharge with a thyristor-capacitor unit by applying a repeated opening pulse to the control electrode of the thyristor, generated by the residual voltage on the storage capacitor, is unsuitable for practical use in a car.
The idea of increasing the duration of a spark discharge in a capacitor ignition unit [1] was implemented in practice thanks to the use of a powerful composite transistor KT898A, specially designed for automotive ignition systems, instead of an SCR. The diagram of the modernized block is shown here in Fig. 1 (further the designations of the elements correspond to this diagram).
The control circuit for discharging the storage capacitor C2 is significantly simplified compared to [2]. The charging time constant of the control capacitor C3 is determined by the values of the elements C3 and R3 and the resistance of the diode VD7, and the discharge time is determined by C3 and R4, VD6 and the resistance of the emitter junction of the transistor VT2.
The base current of transistor VT2 depends on the voltage on capacitor C3, the resistance of diode VD6, resistor R4 and the supply voltage, which allows you to set up the unit in bench conditions.
To set up, connect the unit to an regulated power source with a voltage of up to 15 V and a load current of 3...5 A and to the ignition coil, set a spark gap of 7 mm between its central terminal and terminal “B”. The output of a rectangular pulse shaper with a duty cycle of 3 and a load capacity of at least 0.5 A is connected to pin 6 of connector X1.1.
It is very convenient for setup to use an octane corrector [4] with auxiliary devices (you just need to close the variable resistor R6 according to Fig. 1 in [4]. In the unit being adjusted, instead of a constant resistor R3, connect a variable resistor with a nominal value of 2.2 kOhm, setting its slider to the position maximum resistance. Turn on the power source at a voltage of 14 V and apply control pulses with a frequency from 10 to 200 Hz to the input, using an oscilloscope to control the voltage shape at the “K” terminal of the ignition coil - it should correspond to that shown in Fig. 2.
If only one period of voltage oscillation is visible on the oscillogram, by rotating the variable resistor slider the appearance of a second period is achieved with a mandatory visible clear boundary for the end of sparking. Then reduce the supply voltage to 12 V and repeat the previous operation. After this, a control check of operation is carried out at a frequency of 10...200 Hz with a supply voltage of 12...14 V. The resistance of the introduced part of the variable resistor is measured and a constant resistor of the nearest value is soldered in. Typically, the resistance R3 is in the range from 200 to 680 Ohms. In some cases, it may be necessary to select capacitor C3 within the range of 1 ... 3.3 μF.
Reducing the charging time constant of capacitor C3 due to resistor R3 does not impair the protection of the unit from “bouncing” pulses of the breaker contacts, since the “bouncing” process is shorter than the time during which the base current of transistor VT2 reaches a value sufficient to open it. When using the block together with an octane corrector [4; 5] interference associated with “bouncing” is suppressed even more reliably.
The capacity of the storage capacitor C2 of the ignition unit has been increased to 2 μF in order to increase its discharge time. In this case, the duration of the first discharge period is 0.4 ms. In order for the capacitor to have time to charge before the next sparking cycle occurs, the converter in the block must be boosted by increasing the thickness of the set of transformer plates T1 to 8 mm, and when setting up the block according to the method of Yu. Sverchkov, by selecting resistor R1, achieve a voltage of 150 ... 160 V on capacitor C2 ( In this case, the capacitor must be bypassed with a resistor with a resistance of 1.5 kOhm with a power of at least 5 W). In this embodiment, the converter in the unit continues to operate reliably for more than 6 years.
Diode VD5 according to the diagram in Fig. 1 in [2] is excluded from the block; its function is performed by the built-in protective diode of the VT2 block transistor. Capacitor C2 - MBGO, C3 - K53-1 or K53-4, K53-14, K53-18; Aluminum capacitors cannot be used due to high leakage current and low reliability. The KT898A transistor can only be replaced with KT897A, KT898A1 or foreign ones BU931Z, BU931ZR BU931ZPF1, BU941ZPF1. Connector X1 consists of an ONP-ZG-52-V-AE insert and an ONP-ZG-52-R-AE socket.
The described block can be used in cars of the VAZ-2108 and VAZ-2109 families, for which you need to connect it to the block to the left of connector X1.1 according to the diagram in Fig. 1 matching unit, assembled according to the diagram in Fig. 3 (the place where the chain breaks is marked with a cross). If it is intended to use an octane corrector [5] together with the ignition unit, resistors R1, R4 and capacitors C1, C2 should be excluded from the matching unit, resistor R2 and diode VD1 should be closed, and the output of the octane corrector [5] (resistor R7) should be connected to base of transistor VT1 node. The D816A zener diode must be replaced with a D815V, the positive power wire of the corrector must be connected to pin 5 of connector X1.1. Capacitors in node C1 - KM-5 (KM-6, K10-7, K10-17), C2 - K73-9 (K73-11).
When using the unit on other types of cars that have a contact breaker, a parametric voltage stabilizer should be installed to power the octane corrector, Fig. 4.
The output of the breaker capacitor Spr is disconnected and soldered to pin 7 of the X1.2 socket. Now, to switch to normal ignition, it is enough to insert the plug-plug X1.3 into the X1.2 socket, in which contacts 1,6,7 are connected together (it is not shown in the diagram in Fig. 1). In order not to lead the wire from the breaker capacitor Spr to the X1.2 socket in the X1.3 plug, you can provide a capacitor C4 K73-11 with a capacity of 0.22 μF for a voltage of 400 V, connecting it between pins 1, 6, 7 and pin 2. V In this case, the capacitor Spr is simply dismantled.
After carrying out the specified modernization, the unit ensures uninterrupted spark generation with two periods with a total spark duration of at least 0.8 ms at an engine speed of the crankshaft from 30 to 6000 min-1 and a change in the voltage of the vehicle’s on-board network from 12 to 14 V. The engine began to operate “softer” ", the dynamics of the car have improved.
When the supply voltage is reduced to 6 V, the unit maintains uninterrupted sparking with one period within the specified limits of the crankshaft rotation speed, and two-period sparking is maintained up to a rotation speed of 1500 min-1 when the on-board voltage is reduced to 8 V, which greatly facilitates engine starting.
The use of a switching transistor in the block instead of a trinistor also makes it possible to increase the spark energy due to the almost complete discharge of the storage capacitor through the primary winding of the ignition coil, as in capacitor ignition blocks with pulsed energy storage. This option of operation became possible due to the fact that the Yu. Sverchkov block [1] is not afraid of shorting the storage capacitor C2. The implementation of this quality is achieved by connecting the VD8 diode in parallel with the primary winding of the ignition coil (it is shown in dashed lines in the block diagram).
The process of discharging the storage capacitor for an ignition unit with continuous energy storage in the capacitor is somewhat unusual. When the contacts of the breaker are closed, the control capacitor C3 is charged, and at the moment they open, it is connected by the positive plate through the diode VD6 to the base of the transistor VT2, and by the minus plate through the resistor R4 to the emitter. Transistor VT2 opens and remains open as long as its base current - the discharge current of capacitor C3 - remains sufficient for this.
Storage capacitor C2 is connected through transistor VT2 to the primary winding of the ignition coil and is discharged during the first quarter of the period in the same way as in block [1]. When the voltage at the “K” terminal of the coil passes through zero, the VD8 diode opens. The current in the circuit at this moment reaches its maximum. The open diode VD8 bypasses the capacitor C2, connected through the open transistor VT2 to the winding I of the coil, and, therefore, the capacitor does not recharge, it is completely discharged to the winding I of the ignition coil and all its energy goes into its magnetic field.
The open diode VD8 maintains the current in the circuit formed by it and winding I, and the spark discharge that occurs during the first quarter of the period. Once all the stored energy in the coil has been used up, the spark discharge stops. It should be noted that in this case, unlike the case of the oscillatory process of discharging capacitor C2, the duration of discharge does not depend on the state of transistor VT2 and is determined only by the capacitance of capacitor C2 and the characteristics of the ignition coil.
Thus, transistor VT2 can close before or after the end of the spark discharge, which reduces the requirements for the accuracy of the unit’s adjustment. It is enough to set it up on a stand for the case of an oscillatory process, and then simply solder the VD8 diode. This property of the block makes it universal. For example, if an increased service life of spark plugs is required, the unit is used in oscillatory mode, the duration of the spark discharge is 0.8 ms, reliable engine starting in any conditions. And when high spark energy is required (increased requirements for the level of exhaust gas toxicity), the unit is used with a current discharge process by installing a VD8 diode. The spark discharge during testing of a block with a diode looks like a blue-crimson cord, like that of transistor systems.
To modernize already manufactured blocks [2], no significant alterations are required. The KT898A transistor and the KD226V diode are freely placed on the existing board instead of the VS1 thyristor and the C2R3R4VD6 spark extension circuit. The transistor does not need a heat sink at all, since the duration of the current pulse flowing through it is disproportionately shorter than in transistor systems.
After modernization, the pulse current consumed by the ignition unit when the engine is running increases significantly (with the engine stopped, the current remains the same - 0.3...0.4 A). Therefore, it is advisable to connect an oxide blocking capacitor with a capacity of 22,000 μF for a voltage of at least 25 V between pin 4 of connector X1 and the common wire.
Of course, the described modernization of the unit [1] does not exhaust the possibilities for further increasing the duration and energy of the spark discharge. For example, a method was tested to connect the primary winding of the ignition coil to a power source at the end of the sparking cycle. And although such a block turns out to be more complex and, accordingly, less reliable, in general in these indicators it surpasses many others described in the magazine.
A fragment of the improved version diagram is shown in the diagram in Fig. 5 (converter still remains unchanged).
After opening the contacts of the breaker, the processes occurring in the block in the first quarter of the discharge period of storage capacitor C2 are similar to those described above (phase 1 in Fig. 6), however, in addition, capacitor C4 is charged through resistors R4, R5, and the emitter junction of transistor VT3. The charging current of this capacitor opens transistor VT3 and keeps it in this state for a time determined by the parameters of the elements of the charging circuit.
After the voltage at the “K” terminal of the ignition coil passes through zero at the end of the first quarter of the period and exceeds the forward voltage of the VD9 diode, it will open and the “K” terminal will be connected to the common wire through the VD9 diode and the VT3 transistor. Current from the power source will flow through the primary winding of the ignition coil, summing up with the discharge current of capacitor C2 and maintaining the resulting spark discharge (phase 2).
Next, the base current of transistor VT3 becomes so small that the transistor closes, turning off the primary winding of the ignition coil. The resulting voltage surge at terminal “K” - about 200 V (phase 3 in the figure) - turns out to be sufficient for repeated breakdown of the spark gap, since by this moment the spark discharge has not actually been completed and repeated breakdown occurs in the prepared environment. Next, the discharge proceeds as in a transistor system (phase 4 in Fig. 6).
After the breaker contacts close, capacitor C4 quickly discharges through resistor R5 and diode VD10, preparing for the next sparking cycle.
The total duration of the spark discharge in the improved unit is 2 ms and remains almost constant in the pulse shaper frequency range from 10 to 200 Hz at a supply voltage of 14 V.
Setting up this block is not difficult. First, they set it up with transistor VT3 turned off in the same way as described above. Then connect transistor VT3, instead of a constant resistor R5, connect a variable resistance of 2.2 kOhm and set its slider to the position of greatest resistance.
Turn on the power source and set the voltage to 14 V. By rotating the variable resistor slider, ensure that the voltage shape at terminal “K” of the ignition coil corresponds to that shown in Fig. 6 in the frequency range of the pulse shaper from 10 to 200 Hz, after which, instead of a variable resistor, a constant corresponding resistance is soldered in (usually from 430 to 1000 Ohms).
Tests were carried out with a B115 ignition coil for the contact system of a GAZ-24 car with a closed additional resistor. There is no need to worry about shorting this resistor - the coil will not overheat, since the time of the spark discharge generated by the unit in each cycle is less than the time the coil is in flow when the breaker contacts are closed in a conventional ignition system. If other ignition coils are used, the optimal capacitance of capacitors C3 and C4 may need to be clarified experimentally.
The efficiency of the unit on transistor VT3 is assessed by disconnecting capacitor C4 after installation. Set the sparking frequency to 200 Hz and touch the terminal of capacitor C4 at the point where it is turned off - the sound of the spark discharge should change, and the spark cord should become a little thicker, with the formation of a light cloud of ionized gas around it, like a spark discharge formed by transistor systems. There is no danger of damage to transistor VT3.
The VT3 transistor must be installed on the block body, lubricating the adjacent surface with KPT-8 paste or Litol-24 grease. If another transistor is used instead of KT898A1 (or BU931ZPF1), you will have to place an insulating mica gasket under it.
Drawing of the block printed circuit board according to the diagram in Fig. 1 is shown in Fig. 7.
The board is designed in such a way as to make the assembly of any version of the ignition unit described in the article as easy as possible. For ease of setup, resistor R1 is made up of two - R1.1 and R1.2. Instead of D220 diodes, you can use KD521A, KD521V, KD522B; instead of D237V, KD209A-KD209V, KD221V, KD221G, KD226V-KD226D, KD275G are suitable, and instead of KD226V (VD8) - KD226G, KD226D, KD275G. A separate fee must be provided for the octane corrector.
Transformer T1 is assembled on a magnetic circuit Ш16х8. The plates are assembled end-to-end, and a strip of fiberglass laminate 0.2 mm thick is inserted into the gap. Winding I contains 50 turns of PEV-2 wire 0.55 (can be thicker - up to 0.8), winding II - 70 turns of PEV-2 wire with a diameter of 0.25 to 0.35 mm, winding III - 420-450 turns of wire PEV-2 with a diameter from 0.14 to 0.25 mm.
A photo of one of the ignition unit options (without a casing) is shown in Fig. 8.
Literature
Author: E. Adigamov, Tashkent, Uzbekistan
Catalog of amateur radio circuits
The invention relates to electric spark ignition systems with capacitive energy storage devices. The technical result consists in the possibility of ensuring reliable spark formation when the supply voltage changes over wide ranges and in ensuring a multi-spark operating mode due to multi-period oscillatory discharge of the storage capacitor. According to the invention, multi-spark electronic ignition is provided in a device containing electrical contacts of a breaker, an inductance coil, a variator, a self-oscillator made on a bipolar transistor, a rectifier device, an electrical energy storage device, diode and thyristor switches, a thyristor switch control circuit and startup and contact bounce protection circuits. When the on-board voltage is applied, the self-oscillator is started and the transition to the self-oscillation mode is carried out. A voltage within the limits of V is removed from the secondary winding of the autogenerator, which charges the capacitive energy storage device through a rectifier device. Using a diode and thyristor switch, an oscillatory process of discharging the energy storage device is provided through the primary winding of the induction coil, while an oscillatory spark-forming voltage is obtained on the secondary winding.
The security system is intended for installation on VAZ-brand cars, but after a slight modification it can be installed on.
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Multi-spark electronic ignition Pulsar-M “Classic” for carburetor engines with a contact ignition system. The same as the CST Pulsar, only a slightly modified version. External changes are visible in the photo. The system is not multi-spark, as the manufacturer claims.
Today, there are several types of automotive ignition systems: contact, non-contact and electronic, each of which can have its own subtypes.
Main known systems
According to history, only three such systems exist and are known:
1. Contact system.
2. Contactless system.
3. Microprocessor ignition system.
Any car certainly needs a complete ignition system. Today, both classical systems and modern injection systems are known. Of course, the classic options are in many ways inferior to their modern counterparts. For car owners, the difference has become obvious in many ways: the engine operates differently, the amount of fuel consumed and the overall functionality of the car have changed.
It was because of the difference in the quality of the systems that owners of cars with a carburetor engine began to think about how to adjust new ignition units to their classic iron girlfriend.
