Introduction

There are many different types of ignition systems. Most of these systems can be
placed into one of three distinct groups: the conventional breaker point type i
gnition systems (in use since the early 1900s); the electronic ignition systems
(popular since the mid 70s); and the distributorless ignition system (introduced
in the mid 80s).
The automotive ignition system has two basic functions: it must control the spar
k and timing of the spark plug firing to match varying engine requirements, and
it must increase battery voltage to a point where it will overcome the resistanc
e offered by the spark plug gap and fire the plug.
The first step in understanding a vehicle's ignition system is to learn about ba
sic electricity. For more information on electrical circuits, how they work and
how to troubleshoot them, please refer to the information on "Understanding and
Troubleshooting Electrical Systems" elsewhere in this manual.
How the ignition system works
Point-type ignition system
See Figures 1, 2 and 3
An automotive ignition system is divided into two electrical circuits -- the pri
mary and secondary circuits. The primary circuit carries low voltage. This circu
it operates only on battery current and is controlled by the breaker points and
the ignition switch. The secondary circuit consists of the secondary windings in
the coil, the high tension lead between the distributor and the coil (commonly
called the coil wire) on external coil distributors, the distributor cap, the di
stributor rotor, the spark plug leads and the spark plugs.
The distributor is the controlling element of the system. It switches the primar
y current on and off and distributes the current to the proper spark plug each t
ime a spark is needed. The distributor is a stationary housing surrounding a rot
ating shaft. The shaft is driven at one-half engine speed by the engine's camsha
ft through the distributor drive gears. A cam near the top of the distributor sh
aft has one lobe for each cylinder of the engine. The cam operates the contact p
oints, which are mounted on a plate within the distributor housing.
A rotor is attached to the top of the distributor shaft. When the distributor ca
p is in place, a spring-loaded piece of metal in the center of the cap makes con
tact with a metal strip on top of the rotor. The outer end of the rotor passes v
ery close to the contacts connected to the spark plug leads around the outside o
f the distributor cap.
The coil is the heart of the ignition system. Essentially, it is nothing more th
an a transformer which takes the relatively low voltage (12 volts) available fro
m the battery and increases it to a point where it will fire the spark plug as m
uch as 40,000 volts. The term "coil" is perhaps a misnomer since there are actua
lly two coils of wire wound about an iron core. These coils are insulated from e
ach other and the whole assembly is enclosed in an oil-filled case. The primary
coil, which consists of relatively few turns of heavy wire, is connected to the
two primary terminals located on top of the coil. The secondary coil consists of
many turns of fine wire. It is connected to the high-tension connection on top
of the coil (the tower into which the coil wire from the distributor is plugged)
.
Under normal operating conditions, power from the battery is fed through a resis
tor or resistance wire to the primary circuit of the coil and is then grounded t
hrough the ignition points in the distributor (the points are closed). Energizin

g the coil primary circuit with battery voltage produces current flow through th
e primary windings, which induces a very large, intense magnetic field. This mag
netic field remains as long as current flows and the points remain closed.
As the distributor cam rotates, the points are pushed apart, breaking the primar
y circuit and stopping the flow of current. Interrupting the flow of primary cur
rent causes the magnetic field to collapse. Just as current flowing through a wi
re produces a magnetic field, moving a magnetic field across a wire will produce
a current. As the magnetic field collapses, its lines of force cross the second
ary windings, inducing a current in them. Since there are many more turns of wir
e in the secondary windings, the voltage from the primary windings is magnified
considerably up to 40,000 volts.
The voltage from the coil secondary windings flows through the coil high-tension
lead to the center of the distributor cap, where it is distributed by the rotor
to one of the outer terminals in the cap. From there, it flows through the spar
k plug lead to the spark plug. This process occurs in a split second and is repe
ated every time the points open and close, which is up to 1500 times a minute in
a 4-cylinder engine at idle.
To prevent the high voltage from burning the points, a condenser is installed in
the circuit. It absorbs some of the force of the surge of electrical current th
at occurs during the collapse of the magnetic field. The condenser consists of s
everal layers of aluminum foil separated by insulation. These layers of foil are
capable of storing electricity, making the condenser an electrical surge tank.
Voltages just after the points open may reach 250 volts because of the amount of
energy stored in the primary windings and the subsequent magnetic field. A cond
enser which is defective or improperly grounded will not absorb the shock from t
he fast-moving stream of electricity when the points open and the current can fo
rce its way across the point gap, causing pitting and burning.
Figure 1 A schematic of a typical conventional breaker-point ignition system.
A schematic of a typical conventional breaker-point ignition system.
Figure 2 A conventional breaker-point distributor.
A conventional breaker-point distributor.
Figure 3 Cutaway view of a conventional coil. The primary windings connect to t
he small terminals on the top of the coil, while the secondary winding connects
to the central tower.
Cutaway view of a conventional coil.
Electronic ignition systems
See Figure 4
The need for higher mileage, reduced emissions and greater reliability has led t
o the development of the electronic ignition systems. These systems generate a m
uch stronger spark which is needed to ignite leaner fuel mixtures. Breaker point
systems needed a resistor to reduce the operating voltage of the primary circui
t in order to prolong the life of the points. The primary circuit of the electro
nic ignition systems operate on full battery voltage which helps to develop a st
ronger spark. Spark plug gaps have widened due to the ability of the increased v
oltage to jump the larger gap. Cleaner combustion and less deposits have led to
longer spark plug life.
On some systems, the ignition coil has been moved inside the distributor cap. Th
is system is said to have an internal coil as opposed to the conventional extern
al one.

Electronic Ignition systems are not as complicated as they may first appear. In
fact, they differ only slightly from conventional point ignition systems. Like c
onventional ignition systems, electronic systems have two circuits: a primary ci
rcuit and a secondary circuit. The entire secondary circuit is the same as in a
conventional ignition system. In addition, the section of the primary circuit fr
om the battery to the battery terminal at the coil is the same as in a conventio
nal ignition system.
Electronic ignition systems differ from conventional ignition systems in the dis
tributor component area. Instead of a distributor cam, breaker plate, points, an
d condenser, an electronic ignition system has an armature (called by various na
mes such as a trigger wheel, reluctor, etc.), a pickup coil (stator, sensor, etc
.), and an electronic control module.
Essentially, all electronic ignition systems operate in the following manner: Wi
th the ignition switch turned on, primary (battery) current flows from the batte
ry through the ignition switch to the coil primary windings. Primary current is
turned on and off by the action of the armature as it revolves past the pickup c
oil or sensor. As each tooth of the armature nears the pickup coil, it creates a
voltage that signals the electronic module to turn off the coil primary current
. A timing circuit in the module will turn the current on again after the coil f
ield has collapsed. When the current is off, however, the magnetic field built u
p in the coil is allowed to collapse, which causes a high voltage in the seconda
ry windings of the coil. It is now operating on the secondary ignition circuit,
which is the same as in a conventional ignition system.
Troubleshooting electronic ignition systems ordinarily requires the use of a vol
tmeter and/or an ohmmeter. Sometimes the use of an ammeter is also required. Bec
ause of differences in design and construction, troubleshooting is specific to e
ach system. A complete troubleshooting guide for you particular application can
be found in the Chilton's Total Car Care manual.
Figure 4 Typical electronic ignition system. Note its basic similarity to a con
ventional system.
Typical electronic ignition system.
Distributorless ignition systems
See Figures 5 and 6
The third type of ignition
gs are fired directly from
ion Control Unit (ICU) and
nition system may have one
ders.

system is the distributorless ignition. The spark plu

the coils. The spark timing is controlled by an Ignit
the Engine Control Unit (ECU). The distributorless ig
coil per cylinder, or one coil for each pair of cylin

Some popular systems use one ignition coil per two cylinders. This type of syste
m is often known as the waste spark distribution method. In this system, each cy
linder is paired with the cylinder opposite it in the firing order (usually 1-4,
2-3 on 4-cylinder engines or 1-4, 2-5, 3-6 on V6 engines). The ends of each coi
l secondary leads are attached to spark plugs for the paired opposites. These tw
o plugs are on companion cylinders, cylinders that are at Top Dead Center (TDC)
at the same time. But, they are paired opposites, because they are always at opp
osing ends of the 4 stroke engine cycle. When one is at TDC of the compression s
troke, the other is at TDC of the exhaust stroke. The one that is on compression
is said to be the event cylinder and one on the exhaust stroke, the waste cylin
der. When the coil discharges, both plugs fire at the same time to complete the
series circuit.
Since the polarity of the primary and the secondary windings are fixed, one plug
always fires in a forward direction and the other in reverse. This is different

than a conventional system firing all plugs the same direction each time. Becau
se of the demand for additional energy; the coil design, saturation time and pri
mary current flow are also different. This redesign of the system allows higher
energy to be available from the distributorless coils, greater than 40 kilovolts
at all rpm ranges.
The Direct Ignition System (DIS) uses either a magnetic crankshaft sensor, camsh
aft position sensor, or both, to determine crankshaft position and engine speed.
This signal is sent to the ignition control module or engine control module whi
ch then energizes the appropriate coil.
The advantages of no distributor, in theory, is:
No
No
No
No
No

timing adjustments
distributor cap and rotor
moving parts to wear out
distributor to accumulate moisture and cause starting problems
distributor to drive thus providing less engine drag

The major components of a distributorless ignition are:

ECU or Engine Control Unit
ICU or Ignition Control Unit
Magnetic Triggering Device such as the Crankshaft Position Sensor and the Ca
mshaft Position Sensor
Coil Packs
Figure 5 Typical distributorless ignition schematic.
Typical distributorless ignition schematic.
Figure 6 Components of a typical distributorless ignition system.
Components of a typical distributorless ignition system.
Ignition timing
See Figures 7 and 8
Ignition timing is the measurement, in degrees of crankshaft rotation, of the po
int at which the spark plugs fire in each of the cylinders. It is measured in de
grees before or after Top Dead Center (TDC) of the compression stroke.
Because it takes a fraction of a second for the spark plug to ignite the mixture
in the cylinder, the spark plug must fire a little before the piston reaches TD
C. Otherwise, the mixture will not be completely ignited as the piston passes TD
C and the full power of the explosion will not be used by the engine.
Ignition timing on many of today's vehicles is controlled by the engine control
computer and is not adjustable. However the timing can be read using a scan tool
connected to the data link connector.
The timing measurement is given in degrees of crankshaft rotation before the pis
ton reaches TDC (BTDC). If the setting for the ignition timing is 5 BTDC, the spar
k plug must fire 5 before each piston reaches TDC. This only holds true, however,
when the engine is at idle speed.
As the engine speed increases, the pistons go faster. The spark plugs have to ig
nite the fuel even sooner if it is to be completely ignited when the piston reac
hes TDC. To do this, distributors have various means of advancing the spark timi
ng as the engine speed increases. On older vehicles, this was accomplished by ce
ntrifugal weights within the distributor along with a vacuum diaphragm mounted o
n the side of the distributor. Later vehicles are equipped with an electronic sp

ark timing system in which no vacuum or mechanical advance is used, instead all
timing changes electronically based on signals from various sensors.
If the ignition is set too far advanced (BTDC), the ignition and expansion of th
e fuel in the cylinder will occur too soon and tend to force the piston down whi
le it is still traveling up. This causes engine ping. If the ignition spark is s
et too far retarded, after TDC (ATDC), the piston will have already passed TDC a
nd started on its way down when the fuel is ignited. This will cause the piston
to be forced down for only a portion of its travel. This will result in poor eng
ine performance and lack of power.
Figure 7 Normal combustion in the cylinder.
Normal combustion in the cylinder.
Figure 8 Preignition is just what the name implies -- ignition of the fuel char
ge prior to the time of the spark. Any hot spot within the combustion chamber, s
uch as glowing carbon deposits, rough metallic edges or overheated spark plugs,
can cause preignition.
Preignition -- this is just what the name implies -- ignition of the fuel charge
prior to the time of the spark.
Ignition system maintenance
Electronic ignitions, of course, do not need distributor maintenance as often as
conventional point-type systems; however, nothing lasts forever. The distributo
r cap, rotor and ignition wires should be replaced at the manufacturer's suggest
ed interval. Also, because of the higher voltages delivered, spark plugs should
last anywhere from 30,000-60,000 miles (48000-96500 Km).
Text from: http://www.procarcare.com/icarumba/resourcecenter/encyclopedia/icar_r
esourcecenter_encyclopedia_ignition.asp uploaded to download.
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