Ignition Systems
Ignition Timing
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Ignition Systems
Ignition Timing
Effect of ignition timing on cylinder pressure
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Ignition Systems
Ignition Timing
Ignition Timing Change Due to Engine Speed
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Ignition Systems
Ignition Timing
Ignition timing Due to change engine speed
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Ignition Systems
Ignition Timing
Ignition Timing advance due to engine speed
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Ignition Systems
Ignition Timing
Ignition Timing Change Due to Engine Load
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Ignition Systems
Ignition Timing
Timing Advance
❑ The plugs fire earlier, before top dead
center (BTDC)
❑ Gives combustion enough time to
develop pressure on the power stroke
Timing Retard
❑ The plugs fire later
❑ Used in low speed, high load conditions
❑ Prevents spark knock
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Ignition Systems
Ignition Timing
Centrifugal Advance Mechanisms
Controls ignition timing in relation
to engine speed
Located within the distributor and
can be above or below the contact
points’ base plate
The distributor shaft has two
sections that rotate on the same axis
The inner shaft is driven by the
camshaft and the outer shaft has the
cam lobes that control the opening
time of contact points
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Ignition Systems
Ignition Timing
Centrifugal Advance Mechanisms operation
1. At low speeds, small springs hold the advance
weights inward
2. As speed increases, the weights are thrown
outward, rotating the distributor cam or trigger
wheel against distributor rotation
3. The timing is advanced
The relationship between speed and advance is
determined by how heavy the weights are and by
the tension of the springs
The maximum advance is determined by limiting
the movement of the weights with slots and pins or
bushings
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Ignition Systems
Ignition Timing
Vacuum Advance Mechanisms
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Ignition Systems
Ignition Timing
Vacuum Mechanisms operation
Control ignition advance in relation to
engine load
The function of ignition advance is
to improve fuel economy and
reduce exhaust emissions
Advance the ignition timing under
light engine loads and retard during
heavy engine loads
Vacuum in the intake manifold is
higher under lower loads such as
cruising and since the burn rate of a
lean mixture is slower, more timing
advance is required.
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Ignition Systems
Ignition Timing
The high vacuum pulls on a diaphragm which is connected
to the ignition points base plate causing it to rotate in the
opposite direction to the distributor shaft rotation. This in
effect advances the ignition timing.
As vacuum drops off due to acceleration the diaphragm
returns to its static position and only centrifugal advance is
engaged.
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Ignition Systems
Ignition System Problems,
Testing, and Repair
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Ignition Systems
Symptoms of a bad spark plug
1- Difficulty starting of the vehicle
Old plugs can’t create a big enough spark to start the ignition. If the spark plugs are
overheating or worn out, the current they produce isn’t strong enough to ignite the
fuel that starts the engine.
2- Rough idling
An old or fouled spark plug won’t burn fuel completely, so your engine will start
vibrating or making unpleasant noises.
3- Lack of acceleration
It takes longer to speed up if spark plug isn't working properly. Even if firmly press
on the gas pedal, vehicle may hesitate if you have a fouled spark plug.
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Ignition Systems
4- Engine misfiring
Sometime engine may act sluggish or surge if the spark plug is faulty. Since engine
isn’t burning fuel properly, engine may go through cycles where it isn’t as
responsive or it runs harder than it normally would.
5- Engine Knocking
Engine knocking results from the pressure shock waves created due to uneven
burning of fuel in the combustion chamber.
6- Poor Fuel Economy
The vehicle won’t use fuel as efficiently with a bad spark plug. When spark plug
doesn’t burn fuel, it doesn’t provide as much power to engine, which will make
vehicle use more fuel.
A misfiring spark plug can reduce fuel efficiency by as much as 30%,
7- Lit “Check Engine” light
The light will come on if your spark plug causes misfires.
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Ignition Systems
Visible signs a bad spark plug
1- Carbon Fouling buildup
Fouling refers to the build-up of deposits from the burning
of gasoline or oil on the spark plug. This will also cause
the spark plug not to fire correctly, creating an engine
misfire.
2- A worn electrode
These electrodes will wear after years of igniting air and
fuel in the combustion chamber. Melting and erosion
around these electrodes is a sign a spark plug has gone
bad.
3- A cracked insulator
The white ceramic casing extending from the seal to the
terminal of a spark plug maybe cracked , even if this crack
as slight as a hairline crack, can prevent a spark plug from
controlling the flow of electricity through the terminal to
power engine. 16
Ignition Systems
4- leak compression
Spark plugs can also leak compression around their bases. When this occurs,
extremely hot compression-gas may destroy coil-on-plug type of ignition coils.
Leakage at the ceramic results from age and can be made much worse by pinging
and detonation.
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Ignition Systems
Spark Plug Service
When removing spark plugs, it is wise to arrange them so that they can be
compared and any problem can be identified with a particular cylinder.
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Ignition Systems
Checking For Spark Plug
1- A spark tester
A spark tester looks like a regular spark plug with an alligator clip attached to the
shell. This tester has a specified gap that requires at least 25,000 volts (25 kV)
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Ignition Systems
Checking For Spark Plug
1. Attach a spark tester to the end
of the spark wire and then clip
the spark tester to a good
engine ground.
2. Start the engine and observe
the spark tester.
3. A spark should consistently
jump the gap indicating that
the system is capable of
supplying a spark.
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Ignition Systems
Checking For Spark Plug
2- Ohmmeter
A reading of 4,000-8,000 Ohms is usually acceptable.
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Ignition Systems
Checking For Spark Plug
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Ignition Systems
Spark Plug Service
Checking the spark plug gap by filler gage
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Ignition Systems
Spark Plug Service
A spark plug thread chaser is a low-cost tool that hopefully will not
be used often, but is necessary to clean the threads before new spark
plugs are installed.
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Ignition Systems
Spark Plug Inspection
A thorough visual inspection of the spark plugs often can lead to the
root cause of an engine performance problem.
Two indications on spark plugs and their possible root causes in
engine performance include the following:
1. Carbon fouling.
2. Oil fouling.
Normal Condition
An extended-reach spark plug that
shows normal wear. The color and
condition indicate that the cylinder
is operating correctly.
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Ignition Systems
Spark Plug Inspection
Carbon Fouled
Plug surfaces uniformly coated
with dull black deposits.
Cause: Slow driving, heat range too
cold, weak ignition, or rich mixture
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Ignition Systems
Spark Plug Inspection
Oil Fouled
Plug parts have a wet or shiny black coating.
Cause: Engine running rich (too
much fuel); dirty air filter; engine
startup fuel-air mixture control not
operating properly; excessive short-
distance driving; improper spark
plug. Worn rings, scored cylinder,
leaking valve seals
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Ignition Systems
Spark Plug Inspection
Lead Fouling
Plug parts coated with brownish-yellow glazing which may
include a greenish tinge. Glazing may be thin or thick and/or
partially chipped off.
Cause: Use of leaded fuel or use of
fuel additives containing lead.
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Ignition Systems
Spark Plug Inspection
Ash Fouling
Plug parts coated with light-colored thick ceramic-like
compound. Brittle. May be chipped off with fingernail or
jackknife.
Cause: Excessive amounts of oil in
the combustion chamber or poor
quality fuel/oil. Poor quality fuel or
oil entering cylinder
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Ignition Systems
Spark Plug Inspection
Center or Side Electrode Eroded/Melted Away
Center insulator may also be blistered or soft.
Cause: Overheating of the plug and
combustion chamber due to poor
quality fuel (octane rating too low);
ignition timing over advanced;
pre-ignition;
engine running lean;
improper spark plug.
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Ignition Systems
Spark Plug Inspection
Preignition Damage
Advanced timing, low octane fuel,
or heat range too hot
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Ignition Systems
Spark Plug Wire Inspection
Resistance check
Spark plug wires should be visually inspected for cuts or defective
insulation and checked for resistance with an ohmmeter.
Measuring the resistance of a
spark plug wire with a multimeter
set to the ohms position. The
reading of 16.03 kΩ is okay
because the wire is about 2 feet
long. Maximum allowable
resistance for a spark plug wire
this long would be 20 kΩ(20,000
ohms).
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Ignition Systems
Spark Plug Wire Inspection
Ignition spark tester
An ignition spark tester is use to
determine if an electrical current is
reaching the spark plug in the
engine. this test used to determine
whether or not each spark plug is
getting an electrical charge from
the ignition coil. If it is not, there’s
a problem with the spark plug wire
or coil itself.
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Ignition Systems
Spark Plug Wire Inspection
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Ignition Systems
Ignition Coil Testing Using An Ohmmeter
The primary coil
To test the primary coil winding resistance, take the following steps:
– Set the meter to read low ohms.
Measure the resistance between the
positive and the negative terminal
of the ignition coil.
Most primary coils should read
between 0.7 and 1.7 ohms.
Zero resistance would indicate a
shorted coil while a high resistance
reading would indicate an open
coil.
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Ignition Systems
Ignition Coil Testing Using An Ohmmeter
The secondary coil
To test the secondary coil winding resistance, follow these steps:
• Set the meter to read kilohms (kΩ).
Measure the resistance between
either primary terminal and the
secondary coil tower.
Secondary coil with segmented
core construction typically read
6,000 to 8,000 ohms, while
others can may read as high as
15,000 ohms.
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Ignition Systems
Ignition Coil Testing Using An Ohmmeter
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Ignition Systems
Testing a condenser
Measuring Capacitance and resistance of the condenser
A continuous reading indicates a faulty condenser 38
Ignition Systems
Test of the contact points
Using a feeler gauge
When using a feeler
gauge, set the point gap
to specifications(0.3-0.4
mm) with the points
fully open
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Ignition Systems
Adjusting Points
Using a tach-dwell meter
A dwell meter measures the angle of
rotation of the cam through which the
points are opened and closed, and registers
the dwell angle - the period when they are
closed. It can therefore be used to check
the gap on worn points with more accuracy
than a feeler gauge, and can be used
without removing the distributor cap and
with the engine running.
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Ignition Systems
Adjusting Points
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Ignition Systems
Check Ignition Timing
Timing light device .
A timing light is a device used to dynamically set the ignition
timing of an Otto cycle or similar internal combustion engine
equipped with a distributor.
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Ignition Systems
Check Ignition Timing
Using the timing light to check and adjust the ignition timing.
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Ignition Systems
Check Ignition Timing
Timing Marks
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Ignition Systems
Check Ignition Timing
The position of the timing marks
Front of engine
Clutch housing
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Ignition Systems
Check Ignition Timing
Timing Adjustment
1. Loosen the distributor hold-down locking bolts.
2. Start and run the engine.
3. Direct the timing light to flash at the timing marks and slowly
rotate the distributor right or left until the timing marks are
aligned with the pointer. Stop the engine.
4. Tighten the distributor hold-down bolt(s) taking care not to
change the position of the distributor..
5. Start the engine and re-check the timing.
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Ignition Systems
Check Ignition Timing
Testing The Centrifugal Advance
With the timing light still connected and with the vacuum line
disconnected:
1. Speed the engine up slowly to the manufacturers specified speed
and watch the timing mark.
2. The timing mark should remain stationary until the engine reaches
the manufacturer's specified speed. The timing mark should then
move steadily.
3. If the mark does not move or moves erratically, the centrifugal
(automatic) advance should be serviced as necessary.
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Ignition Systems
Check Ignition Timing
Testing The Centrifugal Advance
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Ignition Systems
Check Ignition Timing
Testing a Vacuum Advance Diaphragm
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Ignition Systems
Check Ignition Timing
Testing a Vacuum Advance Diaphragm
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Ignition Systems
Scope-Testing the Ignition System
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Ignition Systems
Scope-Testing The Ignition System
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Ignition Systems
Scope-Testing The Ignition System
An oscilloscope is like a voltmeter. It is connected across, or in
parallel, with the circuit being tested, and its most important use is to
give information about voltage changes in a circuit against time.
voltage
Time
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Ignition Systems
Scope-Testing The Ignition System
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Ignition Systems
Scope-Testing The Ignition System
Positions of oscilloscope.
1- Single cylinder
This single cylinder position is used to look at different stages of
the igniting for each cylinder
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Ignition Systems
Scope-Testing The Ignition System
2- Superimposed
This superimposed position is used to look at differences in patterns
between cylinders in all areas except the firing line. There are no
firing lines illustrated in superimposed positions.
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Ignition Systems
Scope-Testing The Ignition System
3- Raster (stacked).
Cylinder 1 is at the bottom on most scopes. Use the raster (stacked)
position to look at the spark line length and trigger -on point. The
raster pattern shows all areas of the scope pattern except the firing
lines.
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Ignition Systems
Scope-Testing The Ignition System
4- Display (parade).
Display (parade) is the only position in which firing lines are
visible. The firing line section for cylinder 1 is on the far right side
of the screen, with the remaining portions of the pattern on the left
side. This selection is used to compare the height of firing lines
among all cylinders
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Ignition Systems
Scope-Testing The Ignition System
Ignition system pattern
Secondary Pattern
Firing Line
The height of the firing line should be between 5 –kV and 15 kV
with not more than a 3-kV difference between the highest and the
lowest cylinder’s firing line
The required firing voltage is
affected by:
1. Spark plug gaps.
2. Cylinder compression.
3. Temperature.
4. Fuel mixture.
5. Ignition timing. 59
Ignition Systems
Scope-Testing The Ignition System
Spark Line
The spark line is a short horizontal line connected to the firing line.
The height of the spark line
represents the voltage required
to maintain the spark across the
spark plug after the spark has
started.
The height of the spark line
should be one-fourth of the
height of the firing line.
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Ignition Systems
Scope-Testing The Ignition System
Coil Oscillations
After the spark has stopped, some energy remains in the coil which
dissipates in the coil windings and the condenser action.
The number of coil
oscillations is affected by
engine speed and defects in
the coil, condenser, or
primary circuit.
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Ignition Systems
Scope-Testing The Ignition System
Dwell Section
Dwell section is the amount of time that the current is charging the
coil from the trigger point open to the close point
The points closed signal
is affected by points
condition, alignment,
spring tension and
defects in the coil or
primary circuit.
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Ignition Systems
Scope-Testing The Ignition System
Reading The Scope-Testing patterns
No firing line or spark line
No firing line or sparkline denotes no voltage pass through the spark
plug. This may be caused by anything that prevents coil voltage from
jumping the electrode gap at the end of the spark plug. This includes
worn, fouled, or damaged spark plugs, bad plug wires, or a cracked
distributor cap.
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Ignition Systems
Scope-Testing The Ignition System
Low firing line and long spark line
The "spark line" is the actual time the spark is moving across the
plug gap. Normally, this should be between 1.5 ms to 2.0 ms.
Anything up to 2.0 ms the spark line is too long.
If the spark line is too long, possible
causes include the following:
1. Fouled spark plug(s)
2. Spark plug(s) gapped too closely
3. Shorted spark plug or spark plug
wire
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Ignition Systems
Scope-Testing The Ignition System
Long firing line and short spark line
Anything under 0.8 ms
usually means that spark
line is too short. a misfire
has occurred
If the spark line is too short, possible causes include the following:
1. Spark plug(s) gapped too widely
2. Rotor tip to distributor cap distance gapped too widely (worn cap or
rotor)
3. High-resistance spark plug wire
4. Air-fuel mixture too lean (vacuum leak, broken valve spring, etc.) 65
Ignition Systems
Scope-Testing The Ignition System
Downward-sloped spark lines
Downward-sloped spark lines indicate that the voltage required to
maintain the spark duration is decreasing during the firing of the
spark plug.
This downward slope usually
indicates that the spark
energy is finding ground
through spark plug deposits
(the plug is fouled) or other
ignition problems.
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Ignition Systems
Scope-Testing The Ignition System
An upward-sloping spark line
An upward-sloping spark line usually indicates a mechanical energy
problem such as:
A defective piston ring or valve would tend to seal better in the
increasing pressures of combustion.
An upward-sloping spark line
can also indicate a lean air-
fuel mixture may caused by:
1. Clogged injector(s)
2. Vacuum leak
3. Sticking intake valve
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Ignition Systems
Scope-Testing The Ignition System
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