Carburetor to 135 general information. Medium truck carburetors schemes, adjustment parameters and maintenance recommendations. Maximum speed limiter

A. Dmitrievsky, Ph.D.

We talked about light class truck carburetors, gave their diagrams, adjustment parameters and maintenance recommendations. Carburetor engines on mid-range trucks are considered by many to be an anachronism, but a huge number of such vehicles are still in use.

Two-chamber carburetors of eight-cylinder V-shaped engines ZIL (K-88, K-89, K-90) and GAZ (K-135) and their modifications (Fig. 1 and 2) have a number of fundamental differences from the previously considered systems. The main ones are the parallel opening of the throttle valves and the presence of a crankshaft speed limiter.

Each carburetor chamber feeds 4 cylinders. This circumstance determines the increased requirements for the accuracy of the adjustments necessary to ensure the same composition of the mixture in each group. The idle system supplies a jet of emulsion to the throttle space, to the zone where air moves at low speeds and therefore, unlike the autonomous system of K-131 and K-151 carburetors, cannot provide good fuel atomization. Part of the fuel goes in the form of a film along the walls of the inlet pipeline, due to which the composition of the mixture in different cylinders varies greatly, and therefore the engine has increased emissions of CO and CH with exhaust gases.

In order to meet the standards for CO (1.5%), it is necessary to lean the mixture so that incomplete combustion occurs in some cylinders and CH emissions increase. It was because of the eight-cylinder engines ZIL and GAZ that the permissible norms for CH had to be increased at a minimum speed of up to 3000 parts per million and up to 1000 at an increased one.

Why not use an independent idle system on these carburetors to ensure perfect fuel atomization? The speed limiter interferes, requiring the installation of both throttle valves on the same axle. In mass production, it is impossible to ensure a tight and uniform fit of the dampers to the walls of the air duct. In addition, at idle, the throttle valve axis bends and, as a result, it was necessary to increase the gap between the axis and the jumper between the chambers. It also has air in it. As a result, when the dampers are closed, the main part of the air enters through them, and it is not possible to organize the atomization of fuel with the remaining part of the air. All this makes it very difficult to tune carburetors during operation.

Before adjusting carburetors, it is necessary to check the ignition system: the ignition timing, the condition of the contacts and the angle of their closed state, the condition of the low and high voltage wiring, as well as the spark plugs. Then check the fuel level in the float chamber and the condition of the needle valve. In case of violation of its tightness, it is necessary to replace the sealing washer on the needle.

In carburetors with parallel opening throttle valves, even distribution of the mixture over the cylinders is very important under load conditions, since they determine the minimum operating costs. Therefore, it is for them that it is first of all necessary to ensure the same adjustment of both cameras. To do this, it is necessary to determine the throughput of the fuel and air jets of the main dosing system on a special pneumatic or liquid stand. In its absence, the diameter of its hole can serve as an indirect indicator of the throughput of the jet (see table 1).

The gaps between the edges of the throttle valves and the walls of the mixing chamber must be the same. If this is not the case, after loosening the screws securing the throttle valves to the axis by about one turn, unscrew the stop screw (“quantity screw”), close the valves until they stop against the walls of the mixing chamber, and then tighten the fixing screws. As a result, the shutters will self-adjust.

Good acceleration dynamics is provided by the accelerator pump. At the same time, not only its performance is important, but also the uniform supply of fuel to each of the chambers. To check this parameter, the carburetor is mounted on a stand with holes so that a beaker is placed under each mixing chamber. Next, 10 cycles are performed: a sharp opening of the throttle valves to the stop, and after the fuel supply is cut off, they are slowly closed to fill the cavity under the plunger. The results of measuring the performance of the accelerator pump are compared with tabular data. If there is a large difference in the amount of injected fuel between the chambers, the nozzle holes should be cleaned, and if this is not enough, then their flow sections should be clarified by a reamer.

Table 1. The ratio of the nominal diameter of the nozzle holes and throughput

		Nominal hole diameter, mm	Throughput, cm 3 / min	Nominal hole diameter, mm	Throughput, cm 3 / min
0,45	35	1,00	180	1,55	444
0,50	44	1,05	202	1,60	472
0,55	53	1,10	225	1,65	500
0,60	63	1,15	245	1,70	530
0,65	73	1,20	267	1,75	562
0,70	84	1,25	290	1,80	594
0,75	96	1,30	315	1,85	627
0,80	110	1,35	340	1,90	660
0,85	126	1,40	365	1,95	695
0,90	143	1,45	390	2,00	730
0,95	161	1,50	417	–	–

Checking and adjusting the idling system for CO and CH should begin with the high speed mode n pov. With an excessive concentration of CO (more than 2%), first of all, clean the air jets of the main dosing system and the idle system. If this does not help, you need to either reduce the fuel or increase the idle air jets (see Fig. 1). Considering that fuel jets already have very small flow sections, in order to avoid clogging in K-88, K-89, K-90 carburetors and their modifications, it is preferable to increase the throughput of idle air jets by 10-15%. After that, checking the concentration of CO and CH at n pov repeat. If necessary, additionally increase the air jets.

And only having achieved compliance with the standards for CO and CH at n pov start adjustment at the minimum idle speed of the crankshaft. By turning the “quality screw” of one of the chambers, the minimum CH concentration is achieved. Then the “quality screw” of the second chamber again achieves the minimum concentration of CH. After that, the concentration of CO is checked. As a rule, it somewhat exceeds the permissible value (1.5%). In this case, successively turning the quality screws at the same angle should achieve a decrease in CO to the norm. At the same time, for eight-cylinder ZIL and GAZ engines, the CH concentration usually slightly increases. Therefore, after adjustment to CO, it is necessary to check the concentration of CH, which should not exceed 3000 ppm.

The reason for the increased concentration of CH may be engine wear and, accordingly, high oil waste.

K-90 carburetors are equipped with forced idle economizers (EPKhH). In contrast to the EPHH valves of the previously considered K-131 and K-151 carburetors, which shut off the air-fuel mixture supply during engine braking, the K-90 carburetors use an electromagnetic valve that shuts off the fuel emulsion supply to the channel in front of the transition system, and therefore its flow sections are much smaller .

Table 2. Specifications and adjustment data for carburetors

Model	K-88AM	K-89 AE	K-90	K-135
engine's type	ZIL 508, ZIL 130	ZIL 375	ZIL 508	ZMZ 53-11, ZMZ 66-06, ZMZ 672-11
Diameter, mm: – mixing chamber – narrow diffuser section: - big - small	36	36	36	34
Calibrated jet holes: - main fuel - full power – air main dosing system – idle air systems - accelerator pump injectors - economizer jet	– 2,5 2,2 1.6x1.8 – –	– 2,5 2,2 1.6x1.8 – –	– 2,5 2,2 1.6x1.8 – –	1,3 – 0,85 1,8 0,6 1,6
Distance to the fuel level from the upper plane of the hull	19±0.5	19±0.5	19±0.5	20±0.5
Throughput of jets, cm 3 / min: - main fuel – fuel idle – mechanical economizer	280 68 205	350 72 320	295 68 215	310 90 –
Fuel supply by accelerator pump in 10 strokes	15–20	15–20	15–20	16±4

The valve connection scheme also has fundamental differences from the previously considered carburetors: in the PXX mode, the control unit turns on the EPHX valve winding to the electrical circuit and the valve shuts off the emulsion supply. Instead of a microswitch, the carburetor has a contact plate on the bottom flange and a contact on the throttle lever. Thanks to this design, in case of any violations in the EPHX valve control system (open circuit, oxidation of contacts, etc.), the engine continues to idle and the driver does not notice the malfunction, since fuel consumption increases by only 2-4%, and on the highway practically does not change.

The EPHH valve starts working only after the engine cooling system has warmed up above 60 °C. At a mode of over 1000 rpm, the electronic unit turns on the power supply circuit for the EPHX valves. However, if the throttle valves are ajar, then the contacts on the stop screw are open, the power circuit is disconnected and the EPHH valves remain open. At a speed of more than 1000 rpm, when the driver releases the "gas" pedal, the solenoid valves shut off the emulsion flow through the idle system. When the speed drops to 1000 rpm, the control unit turns off the power circuit, the valves open, and the engine starts to idle.

The EPHH system can be checked on a warm engine using a 12 Volt lamp with a power of not more than 3 W, connected instead of a valve. When the speed increases (over 1500 rpm), the lamp should be on. If the lamp does not light, you should make sure that the wiring is not broken and clean the contacts on the carburetor and at the sensors. After a sharp closing of the throttle valves and a decrease in speed less than 1000 rpm, the lamp should go out. The operation of the valves is also checked by characteristic clicks when they land during a sharp closing of the throttle valves after operation at an increased speed (2000-2500 rpm). Separately, the tightness of the fit of each of the valves is checked, for which they must be unscrewed and connected to a 12 volt network. A hose is put on the valve, into which air or water is supplied under low pressure (for example, with a rubber bulb).

Timely and competent care of carburetors allows not only to avoid problems with the environmental police, but also to significantly reduce operating costs.

However, the carburetor is far from the only culprit of excessive fuel consumption and high levels of CO and CH in the exhaust gases. Of great importance is the condition of the engine air supply system.

In ZIL-431410, ZIL-130K and ZIL-131M vehicles, air is supplied to the air filter through a channel located in the engine hood amplifier. This allows you to increase the power performance of the engine by supplying colder air than in the engine compartment. In addition, outside air is usually cleaner, which reduces filter clogging, increases engine life, and contributes to the stabilization of its environmental and energy performance. In this case, it is necessary to monitor the presence of a plug in the additional openings of the channel in order to prevent air from entering from the engine compartment

Currently, three types of air filters are mainly used: oil-inertial, dry with a porous replaceable element, and dry inertial (cyclones).

The advantage of oil-inertial filters is the possibility of their long-term use without replacing the filter element. When clogged, the resistance changes slightly. The main disadvantage is the relatively low degree of air purification: 95-97% at the minimum and 98.5-99% at the maximum air flow.

The best air purification is provided by a porous material (paper, cardboard or synthetic). The cleaning efficiency reaches 99.5%. The disadvantage of such filters is the lower dust capacity and a noticeable increase in clogging resistance. Therefore, more often it is necessary to check the degree of clogging and replace or clean the filter element in a timely manner.

Establishing a relationship between vehicle mileage and air filter resistance increase is quite difficult. When driving in the city, on an asphalt highway, in winter conditions, the permissible mileage often exceeds 15 thousand kilometers. At the same time, several tens of kilometers in conditions of heavy dustiness can bring the filter resistance to the limit.

An increase in resistance leads to a deterioration in the filling of the engine cylinders, a violation of the carburetor adjustments, and an increase in CO and CH emissions. At high loads and a filter resistance of 5 kPa (about 40 mm Hg), the decrease in maximum power reaches 5-8%, and maximum torque - up to 3-5%. Fuel consumption increases. The air filter resistance is evaluated when testing the engine on a motor stand or a car on a roller stand, as well as when checking the filter on a vacuum unit. Some vehicles are equipped with vacuum indicators adjusted to a given allowable degree of filter clogging (usually 3.3-7.5 kPa). Vacuum indicators are available for heavy trucks, but are often installed on medium and small vehicles.

The element of the cardboard filter, which has reached the dust limit, must be replaced with a new one. At the same time, attention should be paid to the tightness of the sealing belts to the filter housing around the entire perimeter and the tightness of the sealing of the ends of the cardboard or synthetic element. In the absence of a replaceable element, it can be partially restored by blowing it with compressed air from the side of the internal cavity (if there is a pre-cleaner, blowing is done separately). In some cases, the filter element is washed with a non-foaming cleaning solution and dried thoroughly.

After purging, the dust capacity is on average restored by half, and after washing - by 60%, so the service life after regeneration is correspondingly reduced. Filter elements made of synthetic material allow repeated washing - up to 10 times.

Due to the low dust capacity of filters made of porous material for vehicles operating in conditions of high dust content, there are two- and three-stage filters. As a rule, the first stage is a cyclone or oil inertial filter, the second and third stages are dry porous filters.

It is necessary to periodically check the tightness of the connection of the air channels, hoses of the crankcase ventilation system, the installation of filter elements, seals of the carburetor flanges and the inlet pipeline. When changing the filter on a worn engine, it is necessary to check for oil leaks through the oil seals at high crankshaft speeds: the pressure in the crankcase has increased, and there is a possibility of oil leakage through worn oil seals and loose connections.

In the fuel supply system, it is necessary to periodically check the degree of clogging of the fuel filters. When they become clogged, especially in hot weather, steam locks occur, leading to disruption of the fuel supply.

Carburetor adjustment GAZ-53

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

It looks like a carburetor installed on a GAZ 53

The GAZ-53 has a K-135 carburetor. The carburetor has a balanced float chamber. It is able to simultaneously open the throttle valves.

The carburetor originally had the K126B brand, its subsequent modification K135 (K135M). Fundamentally, the models are almost the same, only the control scheme of the device has changed, and in the latest releases, a convenient viewing window was removed from the float chamber. Now it became impossible to see the level of gasoline.

K-135 is emulsified, with two chambers and a falling stream.

Two chambers are independent of each other, through them the combustible mixture is supplied to the cylinders through the intake pipe. One chamber serves from the 1st to the 4th cylinders, and the other all the rest.

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

In addition, each chamber has its own idle system, main dosing system and sprayers. The two chambers of the carburetor have in common only a cold engine start system, an accelerator pump, a partially economizer, which has one valve for two chambers, as well as a drive mechanism. Separately, jets are installed on them, located in the spray unit, and related to the economizer.

Each idle system includes fuel and air jets, and two holes each in the mixing chamber. A screw with a rubber ring is installed on the bottom hole. The screw is designed to regulate the composition of the combustible mixture. A rubber seal prevents air from penetrating through the screw hole.

The air jet, in turn, plays the role of emulsifying gasoline.

The idle system cannot provide the required fuel consumption in all engine operating modes, therefore, in addition to it, the main metering system is installed on the carburetor, which consists of diffusers: large and small, fuel and air jets and an emulsified tube.

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 allow it to become depleted or enriched at medium speeds of the internal combustion engine (ICE). One fuel jet and one air jet are installed on each of the chambers in the system.

Idle system

The idle system is designed to ensure stable operation of the engine at idle speed of the internal combustion engine. The throttle valve of the carburetor should always be slightly ajar, and the gasoline mixture at idle (XX) enters the intake tract bypassing the GDS. The position of the throttle axis is set by the quantity screw, and the quality screws (one for each chamber) allow you to enrich or lean the mixture at idle. The fuel consumption of the car largely depends on the adjustment.

float chamber

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

Economizer

The economizer system enriches the vehicle at high engine speeds with increasing load. The economizer has a valve that, when the throttle valves are opened to the maximum, allows a portion of additional fuel through the channels bypassing the GDS.

accelerator pump

In the K126 (K135) carburetor, the accelerator is a piston with a cuff that operates in a cylindrical channel. At the moment of sharp pressing the accelerator (gas) pedal, the throttle actuator, mechanically connected to the accelerator system, causes the piston to move rapidly along the channel.

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

Fuel through a special atomizer is injected from the channel into the diffusers of the carburetor, and the vehicle is enriched. The accelerator pump allows you to smoothly move from idle to high speed and move the car without jerks and failures.

Speed limiter

The system does not allow exceeding a certain number of revolutions of the crankshaft due to incomplete opening of the throttle. The operation is based on pneumatics, due to rarefaction, the diaphragm in the pneumatic valve of the device moves, turning the throttle axis mechanically connected to the limiter assembly.

Launch system

The starting system ensures stable operation of a cold engine. The system consists of pneumatic valves located in the air damper and a system of levers that connect the throttle and air damper. When the suction cable is pulled out, the air damper closes, the rods pull the throttle behind them and open it slightly.

When starting a cold engine, the valves in the air damper open under vacuum and add air to the carburetor, preventing the engine from stalling on a too rich mixture.

Carburetor malfunctions

There can be many different malfunctions in the carburetor of a GAZ 53 car, but all of them are associated with increased fuel consumption, regardless of whether the mixture is enriched or lean enters the cylinders. In addition to increased fuel consumption, the following symptoms of malfunctions are characteristic:

There is black smoke coming from the exhaust pipe. It is especially noticeable with a sharp increase in engine speed. In this case, shots can be heard in the silencer;
The engine is unstable at idle, it can also stall at idle;
The motor does not develop speed, chokes, there are pops in the intake manifold;
With a sharp acceleration in the operation of the internal combustion engine, a failure occurs;
Sluggish acceleration of the car, but at high speeds the car drives normally;
Lack of power, the engine does not develop speed;
Jerks when driving, especially noticeable when accelerating.

Carburetor repair for GAZ 53 truck

Any of the carburetor systems can be faulty, but the following most often occurs:

Carburetor repair primarily involves flushing and purging all systems. To do 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;
the level of gasoline in the float chamber;
stroke of the accelerator pump piston;
moment when the economizer system is switched on.

Only one adjustment is made without dismantling the carburetor itself - this is the engine idling. This procedure is performed most often, it can be performed by any driver. It is better to entrust the rest of the adjustments to specialists, but there are often craftsmen who make any settings with their own hands.
For proper adjustment of the XX, the engine must be technically sound, all cylinders must work without interruption.

Idle adjustment:

with the engine turned off, tighten the quality screws of both cameras to the end, then unscrew each one by about 3 turns;
start the engine and warm up to working condition;
set the number of revolutions XX to approximately 600 with the quantity screw. There is no tachometer in the GAZ 53 car, so the revolutions are set by ear - they should not be too low or high;
we tighten one of the screws of quality and moment until there are interruptions in the operation of the internal combustion engine, then we take the screw back by about one eighth of a turn (until the motor runs steadily);
we also do with the second camera;
set the desired number of revolutions with the quantity screw;
if necessary, increase the speed with the quality screw if the engine stalls when the gas pedal is reset.

A.N.Tikhomirov CARBURETTORS K-126, K-135 GAZ PAZ CARS

A.N.Tikhomirov

CARBURETTORS K-126, K-135 GAZ PAZ CARS

The power of internal combustion engines is determined by the energy that is contained in the fuel and released during combustion. To achieve more or less power, it is necessary, respectively, to supply more or less fuel to the engine. At the same time, an oxidizing agent, air, is necessary for the combustion of fuel. It is the air that is actually sucked in by the engine pistons during the intake strokes. With the “gas” pedal connected to the throttle valves of the carburetor, the driver can only limit the air supply to the engine or, on the contrary, allow the engine to fill up to the limit. The carburetor, in turn, must automatically monitor the flow of air entering the engine and supply a proportional amount of gasoline.

Thus, the throttle valves located at the outlet of the carburetor regulate the amount of the prepared mixture of air and fuel, and hence the engine load. Full load corresponds to the maximum throttle openings and is characterized by the highest flow of the combustible mixture into the cylinders. At "full" throttle, the engine develops the most power achievable at a given speed. For passenger cars, the share of full loads in real operation is small - about 10.15%. For trucks, on the contrary, full load modes take up to 50% of the operating time. The opposite of full load is idling. In the case of a car, this is the operation of the engine with the gearbox disengaged, no matter what the engine speed is. All intermediate conditions (from idle to full loads) fall under the definition of partial loads.

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

Carburettors K-126 and K-135 of GAZ and PAZ cars

A.N.Tikhomirov

In this article you will find:

CARBURETORS K-126, K-135 CAR GAS PAZ

Hello friends, 2 years ago, back in 2012, I ran into this wonderful book, even then I wanted to publish it, but as usual, there was no time, then my family, and now, today I stumbled upon it again and could not remain indifferent, after a little searching on the net, I realized that there are a lot of sites that offer to download it, but I decided to do it for you and publish it for self-development, read for health and gain knowledge.

Cand. tech. Sciences A.N.Tikhomirov

From the author

K-126 series carburetors represent a whole generation of carburetors produced by the Leningrad carburetor plant "LENKARZ", which later became PECAR JSC (Petersburg carburetors), for almost forty years. They appeared in 1964 on the legendary GAZ-53 and GAZ-66 cars simultaneously with the then new ZMZ-53 engine. These engines, from the Zavolzhsky Motor Plant, replaced the famous GAZ-51, along with the single-chamber carburetor used on it.

A little later, since 1968, the Pavlovsk Bus Plant began producing PAZ-672 buses, in the seventies a modification of PAZ-3201 appeared, later PAZ-3205 and an engine made on the basis of the same one used on trucks, but with additional elements. The power system did not change, and the carburetor was also, respectively, of the K-126 family.

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 is low, the intake tract is leaky, then it is at least illogical to blame the "failures" or high fuel consumption only on the carburetor. It is necessary to distinguish between defects related specifically to the power system, their characteristic manifestations during movement, and nodes that may be responsible for this. To understand the processes occurring in a carburetor, the beginning of the book is given to a description of the theory of regulation of spark ICEs and carburation.

Currently, Pavlovsk buses are practically the only consumers of eight-cylinder ZMZ engines. Accordingly, carburetors of the K-126 family are less and less common in the practice of repair services. At the same time, the operation of carburetors continues to ask questions that need answers. The last section of the book is devoted to identifying possible malfunctions of carburetors and how to eliminate them. Do not expect, however, that you will find a universal "master key" to eliminate every possible defect. Assess the situation for yourself, read what is said in the first section, "attach" it to your specific problem. Carry out a full range of work on adjusting the carburetor units. The book is intended primarily for ordinary drivers and those who maintain or repair power systems in bus or car fleets. I hope that after reading the book they will not have any more questions regarding this family of carburetors.

OPERATING PRINCIPLE AND CARBURETTOR DEVICE

1. Operating modes, ideal carburetor performance.

Thus, the throttle valves located at the outlet of the carburetor regulate the amount of the prepared mixture of air and fuel, and hence the engine load. Full load corresponds to the maximum throttle openings and is characterized by the highest flow of the combustible mixture into the cylinders. At "full" throttle, the engine develops the most power achievable at a given speed. For passenger cars, the share of full loads in real operation is small - about 10 ... 15%. For trucks, on the contrary, full load modes take up to 50% of the operating time. The opposite of full load is idling. In the case of a car, this is the operation of the engine with the gearbox disengaged, no matter what the engine speed is. All intermediate conditions (from idle to full loads) fall under the definition of partial loads.

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

Carburetor adjustment to 135 on gas 53

The main functions of the carburetor in the car is the preparation and dosage of the combustible mixture. On ZMZ-53 engines, on GAZ cars, a carburetor is installed to 135. The process implies a uniform distribution of the combustible mixture over the cylinders of the car's power unit.

The device and purpose of the carburetor to 135

The gas-53 carburetor device consists of several parts. Fuel consumption is controlled by independent fuel mixture control systems. Characteristics of the carburetor gas 53 has a drive to two chambers, for the synchronous distribution of the combustible mixture. The modification and device of the carburetor to 135 is equipped with a balanced type float chamber, this makes it possible to simultaneously open the dampers.

Scheme of the K-135 carburetor and speed limiter sensor: 1 - accelerator pump: 2 - float chamber cover; 3 - air jet of the main system; 4 - small diffuser; 5 - idle fuel jet; 6 - air damper; 7 - accelerator pump sprayer; 8 - calibrated economizer atomizer; 9 - discharge valve; 10 - idle air jet; 11 - fuel supply valve; 12 mesh filter; 13 - float; 14 - sensor valve; 15 - spring; 16 - sensor rotor; 17 - adjusting wing; 18 - viewing window; 19 - cork; 20 - diaphragm; 21 - limiter spring; 22 - throttle valve axis; 23 - vacuum restrictor jet; 24 - gasket; 25 - air restrictor jet; 26 - cuff; 27 - main jet; 28 - emulsion tube; 29 - throttle valve; 30 - idle adjustment screw; 31 - housing of the mixing chambers; 32 - bearings; 33 - throttle actuator lever; 34 - check valve of the accelerator pump; 35 - body of the float chamber; 36 - economizer valve.

Thanks to the improved intake, it was possible to achieve a more homogeneous working mixture. A new cylinder head, paired with a manifold, with a high-quality setting, is accompanied by a decrease in toxicity. The carburetor for 135 is equipped with helical channel walls, with an increased compression ratio, it saves up to 7% of fuel.