oil for Ferrari In a forced (also called pressurized)
In 2-stroke crankcase scavenged engines, the interior of the crankcase, and therefore the crankshaft, connecting rod and bottom of the pistons are sprayed by the 2-stroke oil in the air-fuel-oil mixture which is then burned along with the fuel. The valve train may be contained in a compartment flooded with lubricant so that no oil pump is required.
In a splash lubrication system no oil pump is used. Instead the crankshaft dips into the oil in the sump and due to its high speed, it splashes the crankshaft, connecting rods and bottom of the pistons. The connecting rod big end caps may have an attached scoop to enhance this effect. The valve train may also be sealed in a flooded compartment, or open to the crankshaft in a way that it receives splashed oil and allows it to drain back to the sump. Splash lubrication is common for small 4-stroke engines.
In a forced (also called pressurized) lubrication system, lubrication is accomplished in a closed loop which carries motor oil to the surfaces serviced by the system and then returns the oil to a reservoir. The auxiliary equipment of an engine is typically not serviced by this loop; for instance, an alternator may use ball bearings sealed with its lubricant. The reservoir for the oil is usually the sump, and when this is the case, it is called a wet sump system. When there is a different oil reservoir the crankcase still catches it, but it is continuously drained by a dedicated pump; this is called a dry sump system.
Źródło: https://en.wikipedia.org/wiki/Internal_combustion_engine
Gasoline engines take in a mixture
Some systems disable alternator field (rotor) power during wide open throttle conditions. Disabling the field reduces alternator pulley mechanical loading to nearly zero, maximizing crankshaft power. In this case the battery supplies all primary electrical power.
Gasoline engines take in a mixture of air and gasoline and compress it by the movement of the piston from bottom dead center to top dead center when the fuel is at maximum compression. The reduction in the size of the swept area of the cylinder and taking into account the volume of the combustion chamber is described by a ratio. Early engines had compression ratios of 6 to 1. As compression ratios were increased the efficiency of the engine increased as well.
With early induction and ignition systems the compression ratios had to be kept low. With advances in fuel technology and combustion management high performance engines can run reliably at 12:1 ratio. With low octane fuel a problem would occur as the compression ratio increased as the fuel was igniting due to the rise in temperature that resulted. Charles Kettering developed a lead additive which allowed higher compression ratios.
The fuel mixture is ignited at difference progressions of the piston in the cylinder. At low rpm the spark is timed to occur close to the piston achieving top dead center. In order to produce more power, as rpm rises the spark is advanced sooner during piston movement. The spark occurs while the fuel is still being compressed progressively more as rpm rises.18
Źródło: https://en.wikipedia.org/wiki/Internal_combustion_engine
Content for beginners car fans
Cars are a rather complicated layouts and worth to each control you have knowledge of the most relevant information in this regard. First of all, take a look at the information on the basic elements of the construction of the car. These include not only the engine and steering wheel, but also many related parts, for example, with the propulsion system. More than one part of the car is completely black magic to people not connected in any way with the automotive industry. Some knowledge in this area is necessary, for example when driving course, but a lot of people quickly forget obtained message. It is worth it to remember, especially because it's easier, we can use the machine as we know it.