Abstract: A unit for an internal combustion engine includes a turbocharger unit and an auxiliary component adjacent to the turbocharger unit and provided with means for connection thereof to the structure of the engine. The auxiliary component has a fluid outlet or inlet arranged immediately adjacent to a fluid inlet or outlet of the turbocharger unit, but not in contact therewith. The unit further includes a cylindrical sealing member, resiliently deformable, having opposite ends sealingly associated respectively to the fluid outlet or inlet of the auxiliary component and to the fluid inlet or outlet of the turbocharger unit.

Abstract: A unit for an internal combustion engine includes a turbocharger unit and an auxiliary component adjacent to the turbocharger unit and provided with means for connection thereof to the structure of the engine. The auxiliary component has a fluid outlet or inlet arranged immediately adjacent to a fluid inlet or outlet of the turbocharger unit, but not in contact therewith. The unit further includes a cylindrical sealing member, resiliently deformable, having opposite ends sealingly associated respectively to the fluid outlet or inlet of the auxiliary component and to the fluid inlet or outlet of the turbocharger unit.

Abstract: A crankshaft (1) includes a first to a sixth crank pin (41–46), a first to a fourth main journal (21–24) and a first to a ninth crank arm (61–69). At least the first, the second, the eighth and the ninth crank arms (61, 62, 68, 69) have respective integral counterweights (61?, 62?, 68?, 69?) for balancing the crankshaft (1). In order to reduce bending stress on the areas where the second and the eighth crank arms (62, 68) are connected to the respective pairs of adjacent crank pins (41–42, 45–46), the axial dimensions of the first and the ninth crank arms (61, 69) are reduced, being substantially the same as those of the adjacent crank arms (62, 68) in order that the axial length of the two end spans of the crankshaft is the same as that of the intermediate span. In order to balance the crankshaft (1), two additional counterweights (71, 72) are arranged outwardly of the end journals (21, 24) and their axial dimensions are comparable to those of the end crank arms (61, 69).

Abstract: A crankshaft (1) includes a first to a sixth crank pin (41-46), a first to a fourth main journal (21-24) and a first to a ninth crank arm (61-69). At least the first, the second, the eighth and the ninth crank arms (61, 62, 68, 69) have respective integral counterweights (61?, 62?, 68?, 69?) for balancing the crankshaft (1). In order to reduce bending stress on the areas where the second and the eighth crank arms (62, 68) are connected to the respective pairs of adjacent crank pins (41-42, 45-46), the axial dimensions of the first and the ninth crank arms (61, 69) are reduced, being substantially the same as those of the adjacent crank arms (62, 68) in order that the axial length of the two end spans of the crankshaft is the same as that of the intermediate span. In order to balance the crankshaft (1), two additional counterweights (71, 72) are arranged outwardly of the end journals (21, 24) and their axial dimensions are comparable to those of the end crank arms (61, 69).

Abstract: The chain for transmitting the drive between two overhead camshafts of a combustion engine for motor vehicles has an associated tensioning device comprising a rod-like support body fixed to the head in a position offset from the plane of the chain and a bush which can slide coaxially on the rod and is formed with a bracket carrying a shoe in sliding pressure contact with a free pass of the chain. The tensioning device incorporates means for automatically taking up the play between the shoe and the chain, including frictional axial positioning means between the bush and the rod for enabling the braked sliding of the former relative to the latter under the action of resilient and hydraulic thrust means.

Abstract: An internal combustion engine for motor vehicles in which a gasket with arcuate portions complementary to those of the end caps is interposed between the retaining caps for the ends of the or each camshaft and the cover of the head. Each of the caps has an outer surface formed with a plurality of alternating, parallel grooves and projections engaged with complementary projections and grooves of the corresponding arcuate portion of the gasket.

Abstract: The axes of the three inlet valves associated with each cylinder of an internal combustion engine are parallel to each other. The valves are all operated by the same camshaft which acts on the three valves from above through three interposed rocker arms. The rocker arm of the valve which is in the intermediate position is in a reverse orientation relative to the other two rocker arms.