Chapter 26

Ignition Systems

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Ignition Systems
Part of the
computerized engine
control system
Three basic types
Distributor-based
Distributorless
Direct ignition

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Purposes of the Ignition System

It must generate spark with enough heat to
ignite the air/fuel mixture
It must maintain the spark long enough to
allow for complete combustion
It must deliver the spark so combustion can
begin at the precise time

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Basic Circuitry - Primary

Battery
Ignition switch
Ballast resistor (older systems)
Ignition coil primary winding
Triggering device
Switching device or control module

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Basic Circuitry - Secondary

Ignition coil secondary
winding
Distributor cap and
rotor (DI systems)
High-voltage cables
Spark plugs

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Primary Circuit Operation

Ignition switch on
Current flows into primary coil winding
A primary switching device stops current flow
through the coil
This causes the magnetic field to collapse

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Secondary Circuit Components

Ignition coil secondary winding

Distributor cap and rotor (DI systems)
Spark plug cables (some systems)
Spark plugs

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DI Secondary Circuit

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Secondary Circuit Operation

Collapse of the magnetic field in the primary
induces high voltage into the coil secondary
This voltage is used to establish a complete
circuit so current can flow
The excess energy is used to maintain the
current flow across the spark plug gap

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Knowledge Check
Which of the following is NOT part of the
primary circuit?
A. Ignition switch
B. Primary coil winding
C. Spark plug
D. Switching device

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EI Systems
May have a single coil for each cylinder or
two cylinders may share a coil
The ignition module controls firing order
and spark timing
Additional energy is released as current
flow
This allows higher firing current and longer
firi g ti es, 1.5 s co pared to DIs 1 s
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Coil at Plug Secondary Circuit

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DIS Secondary Circuit

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Ignition Coils
Coils are pulse
transformers
Output dependant
upon the number of
windings and current
flow
CEMF increases time to
become fully saturated
Dwell is the period of
current flow
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Ignition Coils (Cont.)

Typical coil requires 2-6
ms to be saturated
Dwell period and
primary current are
controlled

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Secondary Voltage
Typical voltage requirement to jump the
plug gap is 10,000 volts
Most coils have at least 25,000 volts
available called secondary reserve voltage
Reserve necessary to compensate for high
cylinder pressures

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Spark Jumping the Gap

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Spark Plugs
Provides the air gap
Resistor reduces RFI
Standard plug
electrodes are copper
Platinum and iridium
electrodes extend plug
life
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 Platinum
tipped spark
plug

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Spark Plug Reach

Reach is critical for proper gap placement

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Heat Range
Heat must be
dissipated quickly
Heat travels from the
electrode through
the insulator to the
cylinder head

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Spark Plug Gaps

Correct gap is necessary
for proper operation
Too wide can cause
misfiring
Too narrow can cause
fouling and misfires

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Electrodes
May be made of copper,
platinum, iridium, or
yttrium
Various styles of
positive and ground
electrodes in use

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Ignition Cables

Carry high voltage to spark plugs

Carbon fiber core acts as a resistor
Reduces RFI and increases firing voltage
Reduces plug wear by reducing current

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Knowledge Check
Which is not a common spark plug electrode
material?
A. Copper
B. Yttrium
C. Nickel
D. Platinum

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Triggering and Switching Devices

A triggering device
monitors crankshaft
position

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Triggering and Switching Devices

(Cont.)
A switching device controls current flow
through the coil primary winding
Electronic switching components are part of
an ignition control module or the PCM

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Engine Position Sensors

Magnetic Pulse
Generator
Consists of a reluctor
and pickup coil

Metal Detection Sensor

The electromagnet is in
the pickup coil

Hall-effect Sensor

Magnetoresistive
Sensor
Looks like a magnetic
sensor but outputs a
signal like a Hall-effect

Photoelectric Sensor

Uses an LED and moving

slotted disc

Produces a square wave

signal
Is most commonly used
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DI System Operation
The camshaft drives the
distributor at one-half
crankshaft speed
The position sensor
triggers the switching
device
The coil is triggered by
the switching device

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Distributor
May contain pick up assembly, ignition
module, and coil
Rotor sits on top of distributor shaft and spins
inside of distributor cap

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Electronic Ignition Systems

No moving parts
Cylinders individually controlled
Flexible mounting locations
Less radio frequency interference
No timing adjustments
More time for coil saturation

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Double-Ended Coil or
Waste Spark Systems
One coil fires two plugs
These are the
companion cylinders
One plug fires positive
to negative
The other fires negative
to positive
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Coil-Per-Cylinder Ignition
Coil-on-plug and coil-near-plug
Allows for more time between firings and
increased saturation time
A single coil failure affects only one cylinder
COP require adaptors or plug wires to connect
an ignition scope

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Twin Spark Plug Systems

One plug on intake side of combustion
chamber and one on exhaust side
Results in cleaner combustion

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EI System Operation
Biggest differences are in number of coils and
the use of CKT and CMP sensors
Layout and operation of the sensors are
designed to provide fast engine starts and
synchronization of the fuel and ignition
systems

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Hall-Effect Sensors

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Magnetic Pulse Generators

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Knowledge Check
Technician A says a waste-spark system uses
one coil per plug. Technician B says a wastespark system fires one plug positive to
negative and the other plug negative to
positive. Who is correct?

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Misfire Detection
The CKP identifies which cylinder
Detected by variation in crank speed
PCM uses wheel speed data to determine if
crank speed variation is from rough road
conditions or misfire

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Basic Timing
The PCM controls timing
and is not adjustable
Timing is fixed during
cranking
Once a certain engine
speed is reached, the PCM
adjusts timing
Timing inputs include RPM,
load, throttle position, and
coolant temperature
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Timing Retard and Advance

Timing controlled by ignition module
Older systems used mechanical and vacuum
systems

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Timing Corrections
Temperature
Advanced with low coolant temperature

Engine Knock
Timing retarded when knock is detected

Stabilizing Idle
Used if desired idle speed is not correct

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Timing Corrections (Cont.)

EGR
Advanced when EGR is opened

Transition Correction
During rapid acceleration/decelerations

Torque Control
To smooth automatic transmission shifting

Traction Control
Reduces engine torque by retarding timing
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