COMPETENCY BASED LEARNING MATERIAL

Sector : AUTOMOTIVE LAND TRANSPORT SECTOR

Qualification : AUTOMOTIVE SERVICING NC II

Unit of Competency : SERVICE IGNITION SYSTEM

Module Title : SERVICING IGNITION SYSTEM

Date Developed: Document No.

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 HOW TO USE THIS COMPETENCY – Based Learning Material

Welcome to the Competency – Based Learning Material on “Servicing Ignition System

” This contains training materials, information sheets and activities for you to read
and accomplish.

The unit of competency “Servicing Ignition System.” covers the skills, knowledge and
attitude to identify the competence required to maintain automotive air-conditioning system
and record operating condition.

You will be required to read reference materials or information sheets and go through
some activities in order for you to achieve each learning outcome. You will do these activities
at your own face and then answer the self-check at the end of each information sheet. If
you have, questions please feel free to ask your trainer for assistance.

Instruction Sheets:

• Information Sheet – this will provide you with information (concepts, principles and
other relevant information) needed in performing certain activities.

• Operation/ Task/ Job sheet – worksheets are the different forms that you need to
fill-up in certain activities that you performed.

Recognition of prior Learning (RPL)

You may have some knowledge and skills in this particular unit of competency
because you have had training in this area or you have worked in an industry for sometimes.

If you feel that you already have the skills/knowledge in this competency or if you
have a certificate from previous training, you may show it to your trainer and have your prior
learning formally recognized.

A Trainee Record Book (TRB) is provided for you to record important dates, jobs
undertaken and other workplace events that will assist you in providing further details to
your trainer.

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 DIRECTION FOR USE OF THE CBLM

This module was prepared to help you achieve the required competency: Servicing
Ignition System. This will be the source of information for you to acquire the knowledge
and skills in this particular module with minimum supervision or help from your trainer. With
the aid of this material, you will acquire the competency independently and at your own
pace.

Talk to your trainer and agree on how you will both organize the training of this unit.
Read through the module carefully. It is divided into sections which covers all the skills and
knowledge you need to successfully complete in this module.

Work through all the information sheets and complete the activities in each section.
Do what is asked in the INSTRUCTIONAL SHEETS, ACTIVITY SHEETS and complete the
SELF-CHECK. Suggested references are included to supplement the materials provided
in this module.
Most probably, your trainer will also be your supervisor or manager. He/she is there
to support you and show you the correct way to do things. Ask for help.

Your trainer will tell you about the important things you need to consider when you are
completing activities and it is important that you listen and take notes.

Talk to more experienced workmates and ask for their guidance. Use the self-check
questions at the end of each section to test your own progress. When you are ready, ask
your trainer to watch you perform the activities outlined in the module.

As you work through the activities, ask for written feedback on your progress. Your
trainer gives feedback/pre-assessment reports for this reason. When you have successfully
completed each element or learning outcome, ask your trainer to mark on the reports that
you are ready for assessment.

When you have completed this module and feel confident that you have had sufficient
practice, your trainer will schedule you for the institutional assessment. The result of your
assessment/evaluation will be recorded in your COMPETENCY ACHIEVEMENT RECORD.

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 BASIC COMPETENCIES

NO UNIT OF COMPETENCIES MODULE TITLE CODE

PARTICIPATE IN
PARTICIPATING IN
1 WORKPLACE 500311105
WORKPLACE COMMUNICATION
COMMUNICATION
WORK IN TEAM WORKING IN TEAM
2 500311106
ENVIRONMENT ENVIRONMENT
PRACTICE CAREER PRACTICING CAREER
3 500311107
PROFESSIONALISM PROFESSIONALISM
PRACTICE OCCUPATIONAL PRACTICING OCCUPATIONAL
4 HEALTH AND SAFETY HEALTH AND SAFETY 500311108
PROCEDURES PROCEDURES

COMMON COMPETENCIES

APPLY APPROPRIATE APPLYING APPROPRIATE

5 ALT723201
SEALANT/ ADHESIVE SEALANT/ ADHESIVE
MOVE AND POSITION MOVING AND POSITIONING
6 ALT723202
VEHICLE VEHICLE
PERFORM MENSURATION PERFORMING MENSURATION
7 ALT311202
AND CALCULATION AND CALCULATION
READ, INTERPRET AND READING, INTERPRETING AND
8 APPLY SPECIFICATION AND APPLYING SPECIFICATION AND ALT723203
MANUALS. MANUALS.
USE AND APPLY USING AND APPLYING
9 ALT723204
LUBRICANTS/ COOLANTS LUBRICANTS/ COOLANTS
PERFORM SHOP PERFORMING SHOP
10 ALT723307
MAINTENANCE MAINTENANCE
PREPARE JOB ESTIMATE/ PREPARING JOB
11 ALT311204
COSTING ESTIMATE/COSTING
INTERPRET/DRAW INTERPRETING /DRAWING
12 ALT311205
TECHNICAL DRAWING TECHNICAL DRAWING
PRACTICE SHOP SAFETY PRACTICING SHOP SAFETY
13 ALT723206
PROCEDURES PROCEDURES
INSPECT TECHNICAL INSPECTING TECHNICAL
14 ALT311207
QUALITY OF WORK QUALITY OF WORK
MAINTAIN QUALITY MAINTAINING QUALITY
15 ALT311208
SYSTEMS SYSTEMS
PROVIDE WORK SKILL PROVIDING WORK SKILL
16 ALT311209
INSTRUCTIONS INSTRUCTIONS
IDENTIFY AND SELECT IDENTIFYING AND SELECTING
17 ORIGINAL AUTOMOTIVE ORIGINAL AUTOMOTIVE PARTS ALT723210
PARTS AND PRODUCTS AND PRODUCTS

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 CORE COMPETENCIES

SERVICE AUTOMOTIVE SERVICING AUTOMOTIVE

18 ALT723303
BATTERY BATTERY
19 SERVICE IGNITION SYSTEM SERVICING IGNITION SYSTEM ALT723304

TEST AND REPAIR WIRING/ TESTING AND REPAIR WIRING/

20 ALT723305
LIGHTING SYSTEMS LIGHTING SYSTEMS
SERVICING STARTING
21 SERVICE STARTING SYSTEM ALT723307
SYSTEM
22 SERVICE CHARGING SYSTEMS SERVICING CHARGING SYSTEMS ALT723308
SERVICE ENGINE SERVICING ENGINE
23 ALT723309
MECHANICAL SYSTEM MECHANICAL SYSTEM
24 SERVICE CLUTCH SYSTEM SERVICING CLUTCH SYSTEM ALT723310
SERVICE DIFFERENTIAL SERVICING DIFFERENTIAL
25 ALT723311
AND FRONT/ REAR AXLE AND FRONT/ REAR AXLE
SERVICE MANUAL SERVICING MANUAL
26 ALT723312
STEERING SYSTEM STEERING SYSTEM
27 SERVICE BRAKE SYSTEM SERVICING BRAKE SYSTEM ALT723314
SERVICE SUSPENSION SERVICING SUSPENSION
28 ALT723315
SYSTEM SYSTEM
PERFORM UNDERCHASSIS PERFORMING UNDERCHASSIS
29 ALT723306
PREVENTIVE MAINTENANCE PREVENTIVE MAINTENANCE
OVERHAUL OVERHAUL
30 ALT723313
MANUALTRANSMISSION MANUALTRANSMISSION

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 MODULE CONTENT

MODULES OF INSTRUCTIONS:

UNIT OF COMPETENCY : SERVICE IGNITION SYSTEM

MODULE TITLE : SERVICING IGNITION SYSTEM
INTRODUCTION : This module includes checking and conducting test to
ignition components. It also includes repairing the ignition
system and components.
NOMINAL DURATION : 24 hours
PREREQUISITE
SUMMARY OF LEARNING OUTCOMES:

At the end of the module, you must be able to;

LO 1. Check and evaluate ignition system components
LO 2. Perform spark test
LO 3. Perform ignition wiring installation
LO 4. Perform ignition timing

ASSESSMENT CRITERIA:

1. Spark plug are cleaned and checked as per manufacturer’s specifications.

2. Contact point are checked, adjusted and replaced.
3. Distributor cap and rotor are checked and evaluated as per manufacturer’s
specifications.
4. Ignition switch is checked and inspected.
5. Ballast/resistor is checked and inspected.
6. Ignition coil is checked and evaluated.
7. Dwell angle and RPM are checked guided by measuring instruments
8. Distributor and its components are checked and set.
9. Spark testing procedures prepared and analyzed.
10. Spark test conducted as per procedures.
11. Ignition system diagram prepared and interpreted.
12. Parts and supplies condition is checked.
13. Wiring installation is checked and tested.
14. Ignition system electrical spark is tested and analyzed
15. Procedures in ignition timing is identified and interpreted.
16. Ignition timing conducted as per service manual procedures.
17. Ignition timing performance is checked, measured and evaluated
18. Dwell angle and RPM are checked guided by measuring instruments.

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LO1. CHECK AND EVALUATE IGNITION SYSTEM COMPONENTS.

CONTENTS:

1. Procedures in disconnecting different wire terminal.

2. Parts and function of ignition system components.
3. Testing and measurement procedures

ASSESSMENT CRITERIA:
1. Spark plug are cleaned and checked as per manufacturer’s specifications.
2. Contact point are checked, adjusted and replaced.
3. Distributor cap and rotor are checked and evaluated as per manufacturer’s
specifications.
4. Ignition switch is checked and inspected.
5. Ballast/resistor is checked and inspected.
6. Ignition coil is checked and evaluated.
7. Dwell angle and RPM are checked guided by measuring instruments

CONDITIONS:

Students /trainees must be provided with the following:

• Engine mock-up
• Spark plug
• Contact point
• Ignition switch
• Battery
• Distributor
• Mock-up
• Ballast/resistor
• VOM
• Engine analyzer

ASSESSMENT METHODS:

• Interview
• Written examination
• Practical demonstration
• Direct observation

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LO2. PERFORM SPARK TEST

CONTENTS:

1. Distributor setting procedures

2. Spark test procedures
3. Spark analysis

ASSESSMENT CRITERIA:

1 Distributor and its components are checked and set.

2. Spark testing procedures prepared and analyzed.
3. Spark test conducted as per procedures.

CONDITIONS:

Students /trainees must be provided with the following:

• Engine mock-up
• Battery
• Ignition components

ASSESSMENT METHODS:

• Interview
• Written examination
• Practical demonstration
• Direct observation

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LO3. PERFORM IGNITION WIRING INSTALLATION

CONTENTS:

1. Components of ignition system

2. Prepare and interpret Ignition system wiring diagram

ASSESSMENT CRITERIA:

1. Ignition system diagram prepared and interpreted.

2. Parts and supplies condition is checked.
3. Wiring installation is checked and tested.
4. Ignition system electrical spark is tested and analyzed

CONDITIONS:

Students/trainees must be provided with the following:

• Engine mock-up
• Battery
• Ignition components
• Auto wires

ASSESSMENT METHODS:

• Interview
• Written examination
• Practical demonstration
• Direct observation

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LO 4. PERFORM IGNITION TIMING

CONTENTS:

1. Use of tools and equipment in ignition timing

2. Procedure in ignition timing
3. Safety precautions in ignition timing
4. Use of measuring instrument
5. Dwell angle measurement
6. RPM measurement

ASSESSMENT CRITERIA:

1. Procedures in ignition timing is identified and interpreted.

2. Ignition timing conducted as per service manual procedures.
3. Ignition timing performance is checked, measured and evaluated
4. Dwell angle and RPM are checked guided by measuring instruments.

CONDITIONS:

Students /trainees must be provided with the following:

• Engine mock-up
• Battery
• Ignition components
• Timing light
• Tachometer

ASSESSMENT METHODS:

• Interview
• Written examination
• Practical demonstration
• Direct observation

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 LEARNING EXPERIENCES

LO1. CHECK AND EVALUATE IGNITION SYSTEM COMPONENTS

Learning activities Special Instructions

• Read and understand the

Read INFORMATION SHEET #04.1-2 on information sheets and check your
Parts and function of ignition system knowledge by answering the self-
components check.

Answer Self-check for #04.1-2 • You must answer all questions

Compare answer to model answer #04.1-2 correctly before proceeding to next
activity.

Perform TASK SHEET #04.1-3 on Testing • Task/Job/Operation sheets will help

and measurement procedures you practice your skills.

Evaluate using performance Criteria check • The performance Criteria Checklist

list #04.1-3 will guide and help you to evaluate
your work as you are practicing
your skills.

• Evaluate your own work using

Performance Criteria checklist
when you are ready, present you’re
work to your trainer/ facilitator for
final evaluation and recording.

• If you have any question…… don’t

hesitate to approach your /trainer
facilitator.

• After doing all activities of this LO,

you are ready to proceed to the
next activity.

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LO2. PERFORM SPARK TEST

Learning activities Special Instructions

Perform TASK SHEET #04.2-1 on Distributor • Read and understand the

setting procedures information sheets and check your
knowledge by answering the self-
Evaluate using performance Criteria check check.
list #04.2-1
• You must answer all questions
correctly before proceeding to next
Perform TASK SHEET #04.2-2 on Spark test activity.
procedures
• Task/Job/Operation sheets will help
Evaluate using performance Criteria check you practice your skills.
list #04.2-2
• The performance Criteria Checklist
will guide and help you to evaluate
Read INFORMATION SHEET #04.2-3 on your work as you are practicing your
Spark analysis skills.

Answer Self-check for #04.2-3 • Evaluate your own work using

Compare answer to model answer #04.2-3 Performance Criteria checklist when
you are ready, present you’re work
to your trainer/ facilitator for final
evaluation and recording.

• If you have any question…… don’t

hesitate to approach your /trainer
facilitator.

• After doing all activities of this LO,

you are ready to proceed to the next
activity.

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LO3. PERFORM IGNITION WIRING INSTALLATION

Learning activities Special Instructions

Read INFORMATION SHEET #04.3-1 on • Read and understand the

Components of ignition system information sheets and check your
knowledge by answering the self-
Answer Self-check for #04.3-1 check.
Compare answer to model answer #04.3-1
• You must answer all questions
correctly before proceeding to next
Perform Task Sheet #04.3-2 on Prepare and activity.
interpret Ignition system wiring diagram
• Task/Job/Operation sheets will help
Evaluate using performance Criteria check you practice your skills.
list #04.3-2
• The performance Criteria Checklist
will guide and help you to evaluate
your work as you are practicing your
skills.

• Evaluate your own work using

Performance Criteria checklist when
you are ready, present you’re work
to your trainer/ facilitator for final
evaluation and recording.

• If you have any question…… don’t

hesitate to approach your /trainer
facilitator.

• After doing all activities of this LO,

you are ready to proceed to the next
activity.

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LO4. PERFORM IGNITION TIMING

Learning activities Special Instructions

Perform Task Sheet #04.4-1 on Use of tools • Read and understand the
and equipment in ignition timing information sheets and check your
knowledge by answering the self-
Evaluate using performance Criteria check check.
list #04.4-1
• You must answer all questions
correctly before proceeding to next
Perform Task Sheet #04.4-5 on Dwell angle activity.
measurement
• Task/Job/Operation sheets will help
Evaluate using performance Criteria check you practice your skills.
list #04.4-5
• The performance Criteria Checklist
will guide and help you to evaluate
your work as you are practicing your
skills.

• Evaluate your own work using

Performance Criteria checklist when
you are ready, present you’re work
to your trainer/ facilitator for final
evaluation and recording.

• If you have any question…… don’t

hesitate to approach your /trainer
facilitator.

• After doing all activities of this LO,

you are ready to proceed to the next
activity.

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 INFORMATION SHEET # 04.1-2
PARTS AND FUNCTION OF IGNITION SYSTEM COMPONENTS

Learning Objective:
After reading this INFORMATION SHEET; you must be able to;
a) a) Identify and explain ignition system construction and operation

Description

A compressed air fuel mixture explodes inside the cylinder. Power is obtained from the
expansion of the resulting gases. The ignition system is the source of the sparks which
initiate the explosions of the air-fuel mixture.

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Three essential elements for effective engine operation:
1. A high compression pressures
2. Proper ignition timing and powerful sparks
3. A good air-fuel mixture
The basic function of the ignition system is to generate sparks that can ignite the air-fuel
mixture in the cylinders, so the following conditions must be satisfied:

1. A STRONG SPARK
When the air-fuel mixture is compressed in the cylinders, it becomes difficult for the spark to pass
through the air.

(This is because even air has electrical resistance, and this resistance rises as the air is
compressed.) For this reason, the voltage that is supplied to the plugs must be high enough to
ensure the generation of a powerful spark between the electrodes of the spark plug.

2. PROPER IGNITION TIMING

In order to obtain the most effective combustion of the air-fuel mixture, there must be some means
of varying the ignition timing in accordance with engine rpm and load (that is, of varying the
crankshaft angle at which each plug fires.

3. SUFFICIENT DURABILITY
If the ignition system fails, the engine will stop running. The ignition system must therefore have
sufficient reliability to endure the vibration and heat generated by the engine, as well as the high
voltage in the ignition system itself.

1. IGNITION COIL (PRINCIPLE OF HIGH VOLTAGE GENERATION

A magnetic field is generated when a current flow through a coil. As a result, an EMF (electromotive
force) is generated which creates a magnetic flux in a direction which impedes the generation of
magnetic flux in the coil.

Therefore, current does not flow immediately when it is first introduced in the coil, but a certain period
of time is required for the current to rise.

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2. MUTUAL INDUCTION EFFECT
When two coils are arranged in a line, and the amount of current flowing in one of the coils
(the primary coil) is changed, an EMF is generated in the other coil (the secondary coil) in
a direction which impedes the change in the primary coil's magnetic flux.

This is called the mutual induction effect". In the figure, when a constant current is flowing
in the primary coil, there is no change in the magnetic flux, so no EMF is generated in the
secondary coil.

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However, when the switch is turned off, cutting off the flow of current in the primary coil, the
magnetic flux which has been generated up to this time suddenly disappears so an EMF is
generated in the secondary coil in a direction which impedes the decay of the magnetic flux.

On the other hand, when the switch is turned back on, an EMF is generated in the secondary
coil in a direction which impedes the generation of a magnetic flux by the primary coil.

(This is the opposite of what happens when the current is switched off.)

The ignition coil generates a high-voltage current by means of the mutual induction that
takes place between the primary coil and the secondary coil when the primary current is
suddenly cut off by the opening of the breaker points.

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 OPERATION OF IGNITION SYSTEM

1. BREAKER POINTS CLOSED

The current from the battery flows through the positive terminal of the primary coil, through
the negative terminal and breaker points, and to ground (earth).

As a result of this, lines of magnetic force are generated around the coil:

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2. BREAKER POINTS OPEN

As the crankshaft rotates the camshaft, the distributor cam opens the breaker points,
causing the current flowing through the primary coil to be suddenly interrupted.

As a result, the magnetic flux generated in the primary coil starts to decrease. Because of
the self-induction of the primary coil and mutual induction of the secondary coil, EMF is
generated in each coil, preventing the reduction of the existing magnetic flux.

The self-induced EMF rises to about 5OOV, while the mutually-induced EMF rises to about
30kV, causing discharge by spark generation at the spark plug.

The magnetic flux change increases as the current interruption period becomes shorter,
resulting in a very large voltage generated per unit of time.

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3. BREAKER POINTS AGAIN CLOSED

When the breaker points close again, current starts to flow in the primary coil and the
magnetic flux of the primary coil starts to increase.

Because of the self-induction of the primary coil, a counter-EMF is generated, preventing a

sudden increase in the current flowing in the primary coil. As a result, the current does not
increase suddenly and only a negligible mutually-induced EMF is generated in the
secondary coil.

1. CONSTRUCTION OF IGNITION COIL WITH RESISTOR

The ignition coil with resistor has a resistor connected in series to the primary coil. As
compared with the ignition coil without resistor, the secondary voltage drop in the high-
speed range can be reduced.

In almost all production automobiles that are fitted with the conventional ignition system, the
ignition coil is of this type.

Two types of ignition coil:

1) External resistor type

2) Integrated resistor type,

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4. CIRCUITRY OF IGNITION COIL W/ RESISTOR

5. IGNITION COIL

The ignition coil serves as a high voltage transformer. It steps up the ignition system's
primary voltage from 12 volts up to thousands of volts.
The actual firing voltage needed to create a spark across a spark plugs electrode gap
depends on the width of the gap, the electrical resistance in the spark plug and plug wires,
the air/fuel mixture, the load on the engine and the temperature of the spark plug.

The voltage required is constantly changing and can vary from as little as 5,000 volts up to
25,000 volts or more. Some systems can put out as much as 40,000 volts under peak
demand.
Ignition coil with resistor - since a large current flow in the starter motor during engine
starting, the battery voltage drops, and reducing the primary current in the ignition coil.

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6. DISTRIBUTOR ASSEMBLY
The breaker points are opened and closed by the cam installed on the distributor shaft. The
distributor shaft is driven by the camshaft at half the engine speed.

The cam has cam lobes identical in number to the engine cylinders. As the cam rotates, each cam
lobe pushes the breaker arm to open the breaker points. As the cam rotates further, the breaker arm
is returned by the breaker arm spring to close the breaker points.

As the cam makes one full rotation, the current flowing in the primary winding of the ignition coil is
interrupted as many times as the number of engine cylinders to generate a high voltage in the
secondary winding of the ignition coil.

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 BREAKER SECTION

1. BREAKER POINT OPERATION

The breaker points are opened and closed by the cam installed on the governor shaft. The
governor shaft in driven by the camshaft at half the engine speed. The cam has cam lobes
identical in number to the engine cylinders.

As the cam rotates each cam lobe pushes the breaker arm to open the breaker points. As
the cam rotates further, the breaker arm is returned by the breaker arm spring to close the
breaker points.

As the cam makes one full rotation, the current flowing in the primary winding of the ignition
coil is interrupted as many times as the number of engine cylinders to generate a high
voltage in the secondary winding of the ignition coil.

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2. BREAKER POINT REQUIREMENT
The contacting surfaces of the breaker points are burnt by the high-tension sparks produced
by the self-induced electromotive force of the primary coil, and oxidation develops.
Therefore, breaker points must be checked periodically and replaced if excessive oxidation
or other related problems are found.
Must be checked, with attention to the following points.
1) Breaker point contact resistance
2) Rubbing block gap
3) Dwell angle

DWELL ANGLE
The dwell angle refers to the angle of distributor shaft (cam) rotation between the times that
the breaker points are closed by the breaker arm spring arid the time that they are opened
by the next cam lobe.
• If the point gap of a 4-cylinder engine has been adjusted correctly to the standard value, the
points should remain closed while the cam rotates 52 0 - 60.

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Furthermore, the points should stay open until the cam rotates another 38o - 60. Since the
combination of the point closing angle and opening angle is 90 0 =520 + 380), the breaker
points are opened and closed by every 1/4 turn of the cam.
Dwell angle:
4-cylinder engines 520
6-cylinder engines: 410
The dwell angle is closely related to the point gap and point opening(ignition) timing, and is
important in tuning up an engine to its best condition.

1. Point Gap Too Wide

If the point gap is too wide, the points will stay closed for too short a time. (The points will
open early and close late.) As a result, the dwell angle will be too small,

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2. Point Gap Too Small
If the point gap is too small, the points will stay closed too long. (The points will open late
and close early.)
As a result, the dwell angle will be too large. An excessive or insufficient dwell angle causes
not only incorrect ignition timing.

CONDENSER (CAPACITOR)
Generally, the condensers installed on the outside of the distributor case and connected in
parallel with the breaker points. The voltage induced in the secondary coil increases as the
breaking of the primary current becomes quicker.

This sudden breaking of the primary current, however, causes generation of a high voltage
of about 5OOV in the primary coil due to self- induction.

For this reason, at the moment that the breaker points are opened, a current flow in the form
of an electric spark across the point gap, and breaking of the primary current does not
immediately occur.

To minimize point arcing, the self-induced EMF in the primary coil that occurs upon opening of the breaker
points is temporarily "stored" in the condenser to provide quick shut-off of the primary current.

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 IGNITION ADVANCER

1.DESCRIPTION

After the air-fuel mixture is ignited by a spark, a certain amount of time is required for the
flame to spread throughout the combustion chamber.

For this reason, there is a slight delay between the time of the first ignition and the attainment
of maximum combustion pressure.

This means that, because engine output is maximized when the pressure in the combustion
chamber is at its greatest (at about 10o after TDC), the flame propagation period must be
considered when determining what the ignition timing shall be.

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2. IGNITION TIMING

For the most efficient engine output, the maximum combustion pressure should occur at
about 10o ATDC.

The initial ignition timing is adjusted by physically changing the distributor mounting position
relative to the engine:

To do this, turn the distributor until the match mark on the crankshaft pulley lines up with the
mark on the engine timing cover (this is checked using a timing light).

GOVERNOR ADVANCER

The governor advancer adjusts the ignition timing based on the engine speed. In other
words, the flame propagation time gets relatively longer as the engine speed rises, so the
crankshaft angle at maximum combustion pressure shifts to the right as shown.

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GOVERNOR ADVANCER CHARACTERISTICS

The governor advancer controls the timing advance in accordance with the engine speed.
Ordinarily, the position of the governor weights is determined by their springs.

As the speed of the distributor shaft increases with the speed of the engine, the centrifugal
force overcomes the force of the springs, allowing the governor weights to expand outward.

As a result, the position of the signal rotor advances only to a specified angle, which causes
the ignition timing to advance.

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VACUUM ADVANCER

The vacuum ignition advancer adjusts the ignition timing based on the varying vacuum in
the intake manifold under varying engine loads, and advances the ignition timing
accordingly.

When the load on the engine is light, the throttle valve opening is also small, so the vacuum
in the intake manifold increases.

A strong vacuum in the intake manifold lowers the air-fuel mixture intake efficiency, causing
little air-fuel mixture to be drawn into the cylinders.

This results in lowered flame propagation speed after ignition

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CONSTRUCTION

The vacuum ignition advancer consists of the vacuum advancer Itself (diaphragm,
diaphragm spring, advancer rod, etc.) and the distributor breaker (breaker plate, breaker
points, stationary plate, etc.).

The vacuum advancer is divided into a vacuum chamber and an air chamber by the
diaphragm. When the vacuum in the intake manifold is applied to the vacuum chamber, the
advancer rod is pulled.

Since the advancer rod hook is connected to the breaker plate pin, the breaker plate is
rotated counterclockwise.

FUNCTION

Since the throttle valve is closed during engine idling, the advance port located above the
throttle valve is at atmospheric pressure and no vacuum advance operation occurs.

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When the throttle valve is opened slightly, a vacuum is generated at the advance port. This
vacuum acts on the diaphragm, and the diaphragm pulls the advancer rod.

As a result, the breaker plate is rotated in the direction opposite that of cam rotation, so the
ignition timing is advanced by the breaker plate rotation angle.

As the vacuum at the advance port becomes stronger the diaphragm travel, the breaker
plate rotation angle (advance angle), increases.

IMPORTANT: Some engines with exhaust emission control devices use double vacuum
advancers.
This type of advancer advances the timing slightly during engine idling to compensate for
the fact that the emission control system reduces the richness of the air-fuel mixture at this
time in order to reduce the number of hydrocarbons (unburnt gasoline) in the exhaust gas.
When inspecting and adjusting the initial ignition timing of a distributor with double vacuum
advancer, disconnect the vacuum hose of the sub-diaphragm and plug the hose.

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OCTANE SELECTOR

Ignition timing must be adjusted, estimating the air-fuel mixture combustion time, so that the
combustion pressure inside the cylinder is at its maximum when the crank angle is 10o
ATDC.

The combustion rate of the air-fuel mixture (flame propagation rate) differs depending on
the type of gasoline (its octane rating). Therefore, to utilize the explosive force in the cylinder
to the maximum advantage the ignition timing must be adjusted in accordance with the
gasoline octane rating.

CONSTRUCTION AND FUNCTION

Turning the octane selector knob changes the hook position to the diaphragm rod. As a
result, the breaker plate setting position relative to the distributor cam also changes, altering
the vacuum advancer.

OCTANE SELECTOR ADJUSTMENT

IMPORTANT!

The breaker points, dwell angle, ignition timing and other engine tuning parameters (such
as valve clearance and spark plug gap) must be adjusted correctly before adjustment of the
octane selector.

The octane selector is at the normal position when the setting line marked on the adjusting
knob aligns with the end surface of the cap mounting thread and the center line aligns with
the setting mark on the distributor housing.

Always reset the octane selector to this normal position before adjusting the dwell angle and
initial ignition timing.

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REFERENCE: In the 4A-F engine, one turn of the octane selector knob advances or retards
the ignition timing by about 40 o.

DISTRIBUTOR SECTION

The high-tension current;

a) generated in the secondary winding of the ignition coil passes from the secondary
terminal of the ignition coil to the center electrode of the distributor cap via a high-tension
cord.
b) then passes from the center electrode via the center contact piece, to the side electrodes
in the form of an electric spark via the rotor, which rotates at half the crankshaft speed.
c) then passes from a side electrode to the spark plug of the corresponding cylinder via
another high-tension cord.

Since the distributor section conducts high tension current, sufficient insulation and
conduction performance must be provided. Maintenance and servicing must also be carried
out carefully to prevent any loss of such performance.

DISTRIBUTOR CAP

The distributor cap is made of injection-molded epoxy resin with high heat resistance and
dielectric (insulating) strength.

In the cap, the carbon center contact piece is kept in contact with the aluminum center
electrode via a spring for reliable distribution of high tension.

The aluminum side electrodes are spaced around the cap and receive the high-tension
current from the center electrode via the rotor.

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An air gap of about O.8 mm (0. O31in.) is provided between each side electrode and the
rotor electrode to prevent interference with rotor rotation.

ROTOR

The rotor is made of epoxy resin, as is the distributor cap. In the distributors of engines for
some destinations, the rotor electrode tip is flame-coated with and electricity-resistant film
such as lead oxide or alumina.

This is done to suppress ignition noise, and thus reduce radio interference. The electrode
tip of flame-coated rotors may appear to have been oxidized by electrical discharges, but
this is actually the result of the flame coating.

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SPARK PLUG

The high voltage generated in the secondary winding of the ignition coil is discharged
between the center and earth electrodes of the spark plug.

The sparking performance depends on many factors. The main factors affecting sparking
performance.

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HEAT RANGE
The heat range of a spark plug refers to the amount of heat radiated by the spark plug. A
spark plug that radiates more heat is called a "cold Plug", because the plug itself stays
cooler, while one that radiates less heat is called a "hot plug", because it keeps its heat in.
Spark plugs are printed with an alphanumeric code which describes the plug structure,
characteristics.
Codes differ somewhat depending on the maker, but usually the bigger the number used to
indicate the heat range, the colder the plug, and the smaller the number, the hotter the plug.

IMPORTANT:
As the most appropriate spark plug heat range for a particular vehicle is selected by the
manufacture.
Installing a spark plug of a different range will upset the self-cleaning and pre-ignition
temperature settings described before. For this reason, always use the specified type of
spark plugs for replacement.

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PLATINUM.TIPPED SPARK PLUGS

The ignition performance items mentioned previously can also be used for platinum-tipped
spark plugs. The tip of the center electrode and the opposing earth electrode are covered
with thin platinum films to extend the service life of the plug.

This type of spark plug is adopted for some engines equipped with emission control devices.

The following caution label is attaching to the engine cylinder head cover of the engines
equipped with platinum–tipped spark plugs.

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 TASK SHEET #04.1-3

Tittle : Testing and measurement procedures

Performance Objective: Given a running condition engine you should be able to;
a) Identify ignition system trouble and explain possible
remedies
Supplies/ Materials : 1 CBLM /Task Sheet #04.1-3 8 Gasoline
2 Engine mock-up 9 Distributor
3 Spark plug 10 Ignition coil
4 Contact point 11 Ballast/resistor
5 Ignition switch 12 Rags
6 Battery 13 Tape
7 Wearing of Personal Protective Equipment such as;
1 Goggles 3 Apron
2 Hand gloves 4 Safety shoes

Tools / equipment’s : 1 Engine analyzer 4 Feeler gauge

2 Set off wrenches
3. Testing equipment including:
- Multimeters, voltmeters, ammeters

Steps / procedures

INSPECT HIGH-TENSION CORD RESISTANCE.

Using an Ohmmeter, measure the resistance.

Maximum resistance: 25 kΩ per cord.

• If the resistance is greater than maximum, check the terminals.

• If necessary, replace the high-tension cord.

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SPARK PLUGS INSPECTION:

1. Disconnect high tension cords from spark plugs.

2. Remove plugs

• Using a 16 mm plug wrench, remove the spark plug.

• Clean plugs
• Using a spark plug cleaner or wire brush, clean the spark plug.

VISUALLY INSPECT SPARK PLUG

Check the spark plug for electrode wear, threads damage and insulator damage.

• If abnormal, replace the plugs.

Recommended spark plugs:

ND: W16EX-U
NGK: BP5EY

ADJUST ELECTRODE GAP

Carefully bend the outer electrode to obtain the correct electrode gap.

Correct electrode gap: 0.8mm-0.031 in.

Re-install spark plugs

RECONNECT HIGH TENSION CORDS TO SPARK PLUGS

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IGNITION COIL INSPECTION (Conventional)

1. DISCONNECT HIGH-TENSION CORD

2. DISCONNECT DISTRIBUTOR WIRE CONNECTOR
3. CHECK PRIMARY COIL RESISTANCE

Using an ohmmeter, measure the resistance between the positive (+) and negative (-)
terminals.

Primary coil resistance(cold): 1.3 - 1.6 Ω

4. CHECK SECONDARY COIL RESISTANCE

Using an ohmmeter, measure the resistance between the positive (+) terminal and high-
tension terminal.

Secondary coil resistance (cold): 1O.7 - 14.5 kΩ

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5.CHECK RESISTOR RESISTANCE

-Using an ohmmeter measure the resistance of the resistor.

Resistor resistance (cold}: 1. 3 - 1.5 Ω

6. CONNECT DISTRIBUTOR WIRE CONNECTOR

INSPECT PRIMARY COIL RESISTANCE (II-A)

1. REMOVE DISTRIBUTOR CAP, ROTOR AND DUST COVER

2. DISCONNECT DISTRIBUTOR WIRE CONNECTOR
3. INSPECT PRIMARY COIL RESISTANCE

-Using an ohmmeter, measure the resistance between the positive (+) and negative (-)
terminals.

Primary coil resistance (cold): 1.2 - 1.5 Ω

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4. INSPECT SECONDARY COIL RESISTANCE

-Using an ohmmeter, measure the resistance between the positive (+) terminal and high-
tension terminal.

Secondary coil resistance: (Cold) 10.2 – 13.8 kΩ

• If the resistance is not as specified, replace the ignition coil.

6. CONNECT DISTRIBUTOR CONNECTOR

INSPECTION OF IGNITER (II-A)

1. TURN IGNITION SWITCH ON.

2. CHECK POWER SOURCE LINE VOLTAGE

Using a voltmeter, connect the positive (+) probe to the ignition coil positive (+) terminal
and the negative (-) probe to the body ground. Check the voltage.

Voltage: Approx. 12 V

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3. INSPECT POWER TRANSISTOR IGNITER

(a) Using a voltmeter, connect the positive (+) probe to the ignition coil negative (-)
terminal and the negative (-) probe to the body ground. Check the voltage.

Voltage: Approx. 12 V

INSPECT PRIMARY COIL RESISTANCE (4A-GE)

1. Using an ohmmeter, measure the resistance between positive (+) and negative (-)
terminals.

Primary coil resistance (Cold): 0.41 - 0.50 Ω

• If the resistance is not as specified, replace the ignition coil.

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INSPECT SECONDARY COIL RESISTANCE

2. Using an ohmmeter, measure the resistance between the positive (+) and high-tension
terminals.

Secondary coil resistance (Cold): 10.2 - 13.8 kΩ

• If the resistance is not as specified, replace the ignition coil.

Assessment Method:

•Direct Observation
•Performance Criteria Checklist

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 TASK SHEET #04.2-1

Tittle : Distributor setting procedures

Performance Objective: Given an engine mock-up you should be able to;
a) Check distributor and its components and set.

Supplies/ Materials: 1 CBLM /Task Sheet #04.2-1 8 Gasoline

2 Engine mock-up 9 Rags
3 Battery
4 Ignition components
5 Distributor assembly, ignition coil and condenser
6 Actual vehicle equipped with conventional ignition System
7 Wearing of Personal Protective Equipment such as;
1 Goggles 3 Apron
2 Hand gloves 4 Safety shoes

Tools / equipment’s: 1 Hand tools Fender cover

2 Testing equipment including:
- Multimeter - Spark plug cleaner/tester
- Ohmmeter - Tunes copes
- Voltmeter - Engine analyzer
- Tachometer - Distributor test bench
- Timing light
Steps / procedures:
Distributor Installation

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DISTRIBUTOR FOR REMOVAL:

1. Disconnect high tension cords from distribution cap.

2. Disconnect vacuum hose from vacuum advancer.
3. Remove distributor wire.
4. Remove distributor.
5. Remove the mounting bolt, and pull out the distributor

DISTRIBUTOR INSTALLATION

1. SET NO. 1 CYLINDER TO TDC/ COMPRESSION.

a) Remove the No. 1 spark plug.
b) Place your finger over the hole of the No.1 spark plug and rotate the crankshaft clockwise to
TDC.

• If pressure is felt on your finger, this is TDC/ compression of the No.1cylinder.

• If not, repeat the process.

c) Install the No.1 spark plug

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2. INSTALL DISTRIBUTOR
a) Install a new O ring to the distributor housing.
b) Apply a light coat of engine oil on the O ring.

c) Align the center line of the slot at the top end of the oil pump shaft against the mark
(oil hole) at the side of the oil pump body.

d) Position the distributor rotor toward the right side of NO.3 plug tube, and insert the
distributor housing.

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 e) When the housing is inserted, the rotor should be point near the center of No.2 plug tube.

f) Turn the ignition switch to ON, but do not crank the starter motor.

g) Rotate the distributor body counter clockwise until a spark jumps the points and tighten the
clamp bolt in that position.

3. INSTALL ROTOR, PACKING AND DISTRIBUTOR CAP

4. INSTALL DISTRIBUTOR WIRE
5. CONNECT HIGH TENSION CORDS TO DISTRIBUTOR CAP
6. CONNECT VACUUM HOSES TO VACUUM ADVANCER
7. CHECK IGNITION TIMING

Assessment Method:

• Direct Observation
• Performance Criteria Checklist

Date Developed: Document No.

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 TASK SHEET #04.2-2
Tittle : Spark test procedures
Performance Objective: Given an engine mock-up you should be able to;
a) Prepare spark testing procedures and analyze.
b) Conduct spark test as per procedures.
Supplies/ Materials: 1 CBLM /Task Sheet #04.2-2 5 Battery
2 Engine mock-up 6 Ignition components
3 Gasoline 7 Rags
4 Wearing of Personal Protective Equipment such as ;
1 Goggles 3 Apron
2 Hand gloves 4 Safety shoes

Tools / equipment’s: 1 Hand tools 3 Set of pliers

2 Set of wrenches
Steps / procedures:
SPARK TEST (ON-VEHICLE INSPECTION)

NOTE:
Perform this test to check that there is voltage from the distributor to each spark plug.

1) Dis-connect the high-tension cord that runs between the ignition coil and distributor cap.
2) While holding the end of the high-tension cord about 10 to 15 mm (O.5 in.) away from a
good ground, crank the engine and check if the metal tip emits sparks.

• If it does not, the primary circuit, ignition coil, high-tension cord, or another related component
is defective.

3) This test checks whether the generation and supply of secondary voltage is adequate for
ignition.

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NOTICE:
To prevent excess fuel being injected from the injectors during this test, do not crank the
engine for more 5-10 seconds at time.

IMPORTANT!
The spark test should only be conducted for 1 or 2 seconds while the engine is cranking.
On EFI models, disconnect the connector from each injector to prevent the cylinders from
becoming filled with fuel.

Assessment Method:

•Direct Observation
•Performance Criteria Checklist

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 INFORMATION SHEET # 04.2-3

SPARK ANALYSIS
Learning Objective:
After reading this INFORMATION SHEET; you must be able to;
a) Identify and explain different spark analysis

Troubleshooting Diagnosing the state of the spark plugs is an effective method for
clarifying the cause of engine troubles.

DENSO SPARK PLUGS SPARK / FAULT ANALYSIS:

1. NORMAL
Appearance:
Light grey or tan deposits and slight electrode erosion

2. CARBON FOULING
Appearance:
Dry, soft black carbon on the insulator and electrodes

Results:
Poor starting, misfiring, faulty acceleration

Possible causes:
Faulty choke - over-rich air-fuel mixture, delayed ignition
timing, bad ignition leads, plug Heat Range too cold

3. LEAD FOULING
Appearance:
Yellow or tan cinder-like deposits or a shiny glaze coating on
the insulator

Results:
Misfiring under sudden acceleration or heavy load conditions
but no adverse effect under normal operating conditions

Possible causes:
Use of petrol with high-lead content

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4. OVER HEATING
Appearance:
An extremely white insulator with small black deposits and
premature electrode erosion

Results:
Loss of power at high speed / heavy load

Possible causes:
Plug insufficiently tightened, engine insufficiently cooled,
ignition timing too advanced, plug heat range too hot, severe
detonation

5. PRE-IGNITION
Appearance:
A melted or burned center and/or ground electrode, blistered
insulator and aluminum or other metallic deposits on the
insulator

Results:
Loss of power then causing engine damage

Possible causes:
Much the same as over-heating. Pre-ignition takes place
when combustion begins before the timed spark occurs

6. FUEL-ADDITIVES FOULING
Appearance:
Red ground electrode and insulator nose
Results:
Poor starting, misfiring, faulty acceleration and loss of power

Possible causes:
Use of petrol with Fr / Mn additives. Additives are used to
increase the octane number (especially in Russia)

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 INFORMATION SHEET # 04.3-1

COMPONENTS OF IGNITION SYSTEM AND TYPES

Learning Objective:
After reading this INFORMATION SHEET; you must be able to;
a) Identify and explain ignition system types

DESCRIPTION
Structurally, ignition system can be classified into the following three types.

1. CONTACT IGNITION TYPE (Ordinary Ignition Type)

In this system, the current (primary current) flowing to the ignition coil from the battery is cut
off at the mechanical contacts (breaker points) in the distributer to generate high voltage.

Disadvantage:
Since these are mechanical contacts, sparks can fly between the contacts or the voltage
drops at low speed.

Also, sometimes current does not flow adequately due to soiling of the contact surface.
1 Battery
2 Ignition switch
3 Ignition coil
4 Breaker point
5 Distributor
6 Rotor
7 Spark plug

The breaker points of an ordinary ignition system require periodic maintenance because
they are oxidized by sparks with use.

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1. In the (TRANSISTOR IGNITION TYPE) transistorized ignition system

This system generates high voltage by cutting off the current with transistors in the
igniter. This system can provide stable high voltage.

- a signal generator is provided in the distributor in place of the cam and breaker
points.

- It generates a voltage switching on the transistors in the igniter to interrupt the primary current
in the ignition coil.

- Since the transistors that are used for interruption of the primary current do not involve
mechanical metal-to-metal contact, there is no wear or consequent secondary voltage drop.

Disadvantage:
The ignition timing is controlled by the signal generator in the distributor, so there are
limits to fine control.

1 Battery
2 Ignition switch
3 Ignition coil w/ igniter
4 Signal generator
5 Distributor
6 Rotor
7 Spark plug

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2. ELECTRONIC SPARK ADVANCE (ESA, DLI)

ELECTRONIC IGNITION TYPE

1. ESA: Electronic Spark Advance,

2. DLI: Distributor less Ignition) Ignition

The ignition timing and dwell angle are controlled by microcomputer, which sends the
ignition signals to the igniter, where the transistors inside the igniter cut off the current and
generate high voltage.

This makes more precise control possible and is the current mainstream ignition system

SIGNAL GENERATOR

The signal generator switches on the power transistors in the igniter to interrupt the ignition
coil primary current at the correct ignition timing. It is a kind of AC (alternating current)
generator.

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IGNITER

The igniter consists of a detector, which detects the EMF generated by the signal generator;
a signal amplifier; and a power transistor, which carries out accurate interruption of the
ignition coil primary current according to the amplified signal.

Dwell angle control for correction of the primary signal according to increases in engine
speed is also incorporated into the igniter

Operation Principle of the Transistorized Type

1. The signal generator generates an ignition signal.

2. The igniter receives the ignition signal and causes the primary current to flow
intermittently.
3. The ignition coil, to which the primary current has been shut off abruptly, generates a
high-voltage current.
4. The distributor distributes the high-voltage current generated by the secondary coil to the
spark plugs.
5. The spark plugs receive the high-voltage current and ignite the air-fuel mixture. The timing
advance is controlled through the use of the governor advancer or vacuum advancer.

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II - A - stands for “INTEGRATED IGNITION ASSEMBLY.

The II--A incorporates igniter and the ignition coil, which are separate in non-II-A distributors, into
the distributor.

The II-A has the following features:

1) It is small and lightweight

2) There are no problems with broken connections, so reliability is high.
3) It is highly water-resistant.
4) It is not easily affected by environmental conditions.

ESA is an abbreviation for "ELECTRONIC SPARK ADVANCE"

In this system, optimum ignition timing values are stored in the engine control computer for each
engine condition.

This system senses the engine conditions (engine speed, intake air flow, engine temperature, etc.)
based on signals from each of the engine sensors, then selects the optimum ignition timing for the
current conditions, sending primary current cut-off signals to the igniter to control the ignition
timing.

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DLI (DISTRIBUTOR LESS IGNITION)

In past transistorized ignition systems, the high voltages generated by a single ignition coil
were distributed to each spark plug through the distributor.

DLI is a gasoline engine ignition system which uses no distributor. In the case of Toyota,
this system uses one ignition coil for every two spark plugs.

The ECU (ELECTRONIC CONTROL UNIT) distributes the primary current to each ignition
coil directly, causing each spark plug to spark.

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DIS (DIRECT IGNITION SYSTEM) - consists of the following components

1. Crankshaft position sensor (NE)

Detects the crankshaft angle (Engine speed).

2. Camshaft position sensor (G)

Identifies the cylinder and the stroke and detects the camshaft timing.

3. Knock sensor (KNK)

Detects the knocking of the engine.

4. Throttle position sensor (VTA)

Detects the opening angle of the throttle valve

5. Air flow meter (VG/PIM)

Detects the amount of the intake air.

(On some models, this detection is performed by a manifold pressure sensor)

6. Water temperature sensor (THW)

Detects the engine coolant temperature.

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7. Ignition coil with igniter
Turns the primary coil current on and off at the optimal timing. Sends the IGF signal to the
engine ECU.

8. Engine ECU
Generates an IGT signal based on the signals from various sensors and sends the signal
to the ignition coil with igniter.

9. Spark plug
Generates electric sparks to ignite the air-fuel mixture.

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 INFORMATION SHEET # 04.3-2

PREPARE AND INTERPRETE IGNITION SYSTEM WIRING DIAGRAM

Learning Objective:
After reading this INFORMATION SHEET; you must be able to;
b) Identify and locate ignition system wiring diagram

1. SCHEMATIC DIAGRAM OF IGNITION SYSTEM (Conventional type)

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 Date Developed: Document No.
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 TASK SHEET #04.4-1

Tittle : Use of tools and equipment in ignition timing

Performance Objective: Given an engine mock-up you should be able to;
a) Conduct ignition timing as per service manual procedures.
b) Check, measure ignition timing performance and evaluate.
Supplies/ Materials: 1 CBLM /Task Sheet #04.4-1 8 Gasoline
2 Engine mock-up 9 Rags
3 Battery
4 Ignition components
5 Distributor assembly, ignition coil and condenser
6 Actual vehicle equipped with conventional ignition System
7 Wearing of Personal Protective Equipment such as;
1 Goggles 3 Apron
2 Hand gloves 4 Safety shoes

Tools / equipment’s: 1 Hand tools Fender cover

2 Testing equipment including:
- Multimeter - Spark plug cleaner/tester
- Ohmmeter - Tunes copes
- Voltmeter - Engine analyzer
- Tachometer - Distributor test bench
- Timing light
Steps / procedures:
IGNITION TIMING

Ignition timing refers to the timing, relative to the current piston position and crankshaft
angle, of the release of a spark in the combustion chamber near the end of the compression
stroke.

NECESSITY FOR MAINTENANCE

• If the ignition timing is too advanced or too retarded, it will cause the engine’s output
to decrease.
• That is why the optimum ignition timing is predetermined for each engine.

1. START ENGINE AND WARM IT UP

• Warm up the engine until the water temperature gauge indicator rises past mid-
point.
2. CONNECT TACHOMETER
(a) Connect the tachometer power lead wires to the battery terminals.
(b) Connect the tachometer pick-up lead wire to the service connector IG terminal of the II-
A (distributor).
(c) Set the tachometer as directed by the instructor.

Date Developed: Document No.

SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
Revision # 01 Page 64 of 75
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REFERENCE!

On some engines, the tachometer pick-up lead wire should be connected to the negative
terminal of the ignition coil.

3. CONNECT TIMING LIGHT

(a) Connect the timing light power lead wires to the battery terminals.

(b) Connect the high-tension pick-up wire to the No. 1 cylinder spark plug cord.

IMPORTANT!

Ask the expert for directions on the use of the timing light as its use may differ according to
the manufacturer.

Date Developed: Document No.

SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
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The timing light should be turned on only when it is being used, because if it is continuously
lit, the life of the stroboscope will be decreased.

4. DISCONNECT VACUUM HOSE FROM DISTRIBUTOR SUB-DIAPHRAGM (for

distributors w/sub-diaphragm)

• Disconnect the vacuum hoses from the distributor sub-diaphragm, and plug the
hose ends.

IMPORTANT!
The sub-diaphragm and main diaphragm position differ depending on the engine type and
destination, so check the repair manual.

Date Developed: Document No.

SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
Revision # 01 Page 66 of 75
Rowel C. Rario
5. SET OCTANE SELECTOR (for distributor w/octane selector)

Remove the octane selector cap and check that the setting line on the selector knob and
the tip surface of the installation screw coincide, and that the center line and setting mark
align.

• If they do not align, adjust by turning the selector knob.

6. CHECK IGNITION TIMING WITH TIMING LIGHT

(a) Check the ignition timing under the conditions shown.
Check ignition timing during idling.

Ignition timing (BTDC): 8 º at idle speed

• If necessary, align the timing marks by turning the distributor body.

Assessment Method:
• Direct Observation
• Performance Criteria Checklist

Date Developed: Document No.

SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
Revision # 01 Page 67 of 75
Rowel C. Rario
 TASK SHEET #04.4-5
Tittle : Dwell Angle Measurement
Performance Objective: Given an engine mock-up you should be able to;
a) Check Dwell angle and RPM guided by measuring
instruments
Supplies/ Materials: 1 CBLM /Task Sheet #04.4-5 8 Gasoline
2 Engine mock-up 9 Rags
3 Battery
4 Ignition components
5 Distributor assembly, ignition coil and condenser
6 Actual vehicle equipped with conventional ignition System
7 Wearing of Personal Protective Equipment such as;
1 Goggles 3 Apron
2 Hand gloves 4 Safety shoes

Tools / equipment’s: 1 Hand tools Fender cover

2 Testing equipment including:
- Multimeter - Spark plug cleaner/tester
- Ohmmeter - Tunes copes
- Voltmeter - Engine analyzer
- Tachometer - Distributor test bench
- Timing light
Steps / procedures:

IGNITION TIMING AND DWELL ANGLE

NECESSITY FOR MAINTENANCE

IGNITION TIMING:

If the ignition timing is too advanced or too retarded, it will cause the engine ‘s output
decrease. That’s why the optimum ignition timing is predetermine for each engine.

DWELL ANGLE:
• If the dwell angle is too small, the primary current of the ignition coil will decrease
and the sparks from the sparks plug will become weak, causing the engine’s output
to decrease.

• If the dwell angle is too large, it will become premature wearing of the breaker points.
They are why it is necessary to check the ignition timing and dwell angle.

Date Developed: Document No.

SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
Revision # 01 Page 68 of 75
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CHECKING THE DWELL ANGLE (Distributor with breaker points)

IMPORTANT

Adjusting the dwell angle will cause the ignition timing to be changed. Therefore, after
adjusting the dwell angle breaker points rubbing block gap, the ignition timing should be
checked.

1. START THE ENGINE AND WARM IT UP

Warm up the engine until the water temperature gauge indicator rises pass the Midmark.
2. CHECK DWELL ANGLE

a) Connect the pick-up wire of the dwell angle meter to the distributor breaker point terminal or
ignition coil terminal or ignition coil negative (-) terminal and the power lead wire to the battery
terminals.

IMPORTANT
Dwell angle meter differ by the manufacture.

Date Developed: Document No.

SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
Revision # 01 Page 69 of 75
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b) Start the engine and check the dwell angle with the engine idling

DWELL ANGLE

4 cylinder - 520
6 cylinder - 410

c) If the measured dwell angle is greater than that specified, decrease the rubbing block gap.
• If the angle is smaller than that specified widen the gap.

Assessment Method:
• Direct Observation
• Performance Criteria Checklist

Date Developed: Document No.

SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
Revision # 01 Page 70 of 75
Rowel C. Rario
 INSTRUMENT FOR INSTITUTIONAL ASSESSMENT

EVIDENCE PLAN

Qualification Title: AUTOMOTIVE SERVICING NC II

Unit of Competency: SERVICE IGNITION SYSTEM

Ways in which
evidence will be
collected

Question/interview

Third party report

Demonstration
The evidence must show that the trainee’s…

Written
1. Clean and check spark plug as per manufacturer’s specifications.
2. Check, adjust contact point and replace.
3. Check distributor cap and rotor and evaluate as per manufacturer’s
specifications.
4. Check and inspect ignition switch.
5. Check and inspect Ballast/ resistor.
6. Conduct Spark test as per procedures.
7. Prepare ignition system diagram and interpret.
8. Check parts and supply condition.
9. Check wiring installation and test.
10. Test ignition system electrical spark and analyze.
11. Prepare ignition system diagram and interprete.
12. Check parts and supplies condition.
13. Check wiring installation and test.
14. Test ignition system electrical spark and analyze.
15. Identify procedures in ignition timing and interpret.
16. Conduct ignition timing as per service manual procedures.
17. Check, measured ignition timing performance and evaluate.
18. Check Dwell angle and RPM guided by measuring instruments

Notes * Critical aspect of competency

Date Developed: Document No.

SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
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 COMPETENCY ASSESSMENT RESULTS SUMMARY

Candidate’s Name:
Assessor’s Name:
Qualification:
Date of Assessment:
Assessment Center:

The performance of the candidate in the following assessment Not

Satisfactory
methods; [Pls. check (✓) appropriate box] Satisfactory

Unit of Competency

CO1 SERVICING IGNITION SYSTEM

A. Demonstration with Oral Questioning

B. Written Exam

Did the candidate's overall performance meet the required evidences/

standards?

OVERALL EVALUATION: 󠆴 COMPETENT 󠆴 NOT YET COMPETENT

Recommendation:

□ For re-assessment. _______________________________________________

□ For submission of document. Pls. specify (Portfolio Document) ________________
□ For issuance of COC
______________________________________________________

General Comments [Strengths / Improvements needed]

Candidate’s signature: Date:

Assessor’s signature: Date:

Date Developed: Document No.

SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
Revision # 01 Page 72 of 75
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 DEFINITION OF TERMS
MUTUAL INDUCTION When two coils are arranged in a line, and the amount of current
EFFECT flowing in one of the coils (the primary coil) is changed, an EMF is
generated in the other coil (the secondary coil) in a direction which
impedes the change in the primary coil's magnetic flux. This is called
the mutual induction effect".
IGNITION COIL The ignition coil serves as a high voltage transformer. It steps up the
ignition system's primary voltage from 12 volts up to thousands of volts.
BATTERY Supplies current to the primary coil
IGNITER In order to generate the high voltage required for ignition in the ignition
coil, the current flowing through the primary coil is cut off
COMPUTER Determines the ignition timing or the signal input/ output
IGNITION COIL The high voltage required for ignition is generated in the secondary coil
through coil self-inductance and mutual inductance. The high voltage is
generated when the primary current is cut off
DISTRIBUTOR The high voltage generated by the ignition coil is distributed in the
correct order to the spark plug for each cylinder.
SPARK PLUG High voltage is applied to the gap between the electrodes to generate
the spark and ignite the air-fuel mixture
CONTACT IGNITION In this system, the current (primary current) flowing to the ignition coil
TYPE (Ordinary from the battery is cut off at the mechanical contacts (breaker points) in
Ignition Type) the distributer to generate high voltage.
TRANSISTOR This system generates high voltage by cutting off the current with
IGNITION TYPE transistors in the igniter. This system can provide stable high voltage
ELECTRONIC The ignition timing and dwell angle are controlled by microcomputer,
SPARK ADVANCE which sends the ignition signals to the igniter, where the transistors
(ESA, DLI) inside the igniter cut off the current and generate high voltage. This
makes more precise control possible and is the current mainstream
Electronic ignition type (ESA:
Electronic Spark Advance, DLI: ignition system.
Distributor less Ignition
DWELL ANGLE The dwell angle refers to the angle of distributor shaft (cam) rotation
between the times that the breaker points are closed by the breaker
arm spring arid the time that they are opened by the next cam lobe.
HEAT RANGE The heat range of a spark plug refers to the amount of heat radiated by
the spark plug.
IGNITION TIMING refers to the timing, relative to the current piston position and
crankshaft angle, of the release of a spark in the combustion chamber
near the end of the compression stroke.
SPARK PLUG The high voltage generated in the secondary winding of the ignition coil
is discharged between the center and earth electrodes of the spark
plug.
REFERENCES: Manuals
Denso DENSO / Spark Plug Training Manual
Toyota Charging Pdf
PDS & Periodic Maintenance Vol.3 Step 1/ Training Manual

Date Developed: Document No.

SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
Revision # 01 Page 73 of 75
Rowel C. Rario
 Date Developed: Document No.
SERVICE IGNITION January 2020 Issued by:
SYSTEM Developed by:
Revision # 01 Page 74 of 75
Rowel C. Rario