IGNITION SYSTEM

FUNDAMENTALS
 CONTENTS

 Functions of an ignition system

 Basic ignition system
 Ignition system supply voltage
 Primary and secondary circuits
 Ignition coil
 Ignition distributors
 Contact point ignition system
 Electronic ignition system
 Distributor cap and rotor
 Secondary wires
 Spark plugs
 Ignition timing
 Crankshaft-triggered ignition
 Distributorless ignition system
 Direct ignition system
 Engine firing order
 IGNITION SYSTEM
FUNCTION OF IGNITION SYSTEM
To produce an electric spark inside the cylinder at the most appropriate time in order to burn the air-fuel
mixture. That is:
 Turns the engine ON and OFF
 Operates on battery or alternator voltage
 Creates a high voltage arc at the spark plug
 Distributes high voltage to each spark plug in the correct sequence(firing order)
 Times the spark to piston movement ( Ignition timing)
 Changes battery voltage to high voltage
 Generate a spark , capable of bridge the gap of the spark plug in the harsh environment of the
combustion chamber and ignite the air-fuel mixture.
 The spark needs to have the proper duration to allow, all the compress gases to burn
 The spark should be deliver on the right moment to maximize the power and minimize the
emissions

3 TYPES OF IGNITION SYSTEM

There are three major breakthrough on the ignition systems development, that happen in deferent points
of history:

1. CONTACT POINT IGNITION SYSTEM OR CONVENTIONAL IGNITION SYSTEM

2. ELECTRONIC IGNITION SYSTEM
3. DIRECT IGNITION SYSTEM

Conventional or Contact/Breaker Point Ignition System

Most four-stroke engines have used a mechanically timed electrical ignition system. The heart of the
system is the distributor which contains a rotating cam running off the engine's drive, a set of
breaker/contact points, a condenser, a rotor and a distributor cap. External to the distributor is the ignition
coil (step up transformer), the spark plugs, and wires linking the spark plugs and ignition coil to the
distributor.
The power source is a lead-acid battery, kept charged by the car's electrical system, which generates
electricity using a dynamo or alternator. The engine operates contact breaker points, which interrupt the
current flow to an induction coil (known as the ignition coil).
Note that the Figure 1 shows the ignition system for 4-cylinder gasoline engine, here there are 4-spark
plugs and contact breaker cam has 4-corners. (If it is for 6-cylinder engine it will have 6-spark plugs and
contact breaker cam will be a perfect hexagon).

The ignition system is divided into 2 circuits:

a. Primary Circuit : It consists of 12 V battery, ammeter,

ignition switch, primary winding it has 200-300 turns of 20
gauge wire, contact breaker, capacitor.
The primary side carries low voltage (battery voltage)used to induced high voltage into secondary side to
produce a spark.
1. BATTERY – generates enough energy to start the engine and provides low
voltage to the primary circuit. When the engine is running, the alternator
supplies a slightly higher voltage to the battery and ignition system which
is needed at higher speeds.

2. IGNITION SWITCH – the device that the driver operates to power the
ignition and turn the engine ON and OFF. It allows current flow to the
components of the electrical system, the primary side of the ignition
system and starter motor when starting the engine. When the driver
turns the ignition switch OFF, current cannot flow from the battery to the
ignition coil causing the engine to stop.

3. BALLAST RESISTOR – protects the primary side components from

excessive wear by reducing current flow and maintaining a low supply of
low voltage to the ignition system. The only time the resistor is bypassed
is when the engine needs more power to start.

4. IGNITION COIL PRIMARY WINDING – the primary winding of the ignition

coil are hundreds of turns of heavy gauge wire wrapped around a soft iron
core inside the ignition coil. They carry battery voltage when the circuit is
closed allowing a magnetic field to build up around the windings. When
the circuit is opened and the current stops flowing, the magnetic field
collapses, inducing high voltage into the secondary winding.

5. BREAKER/CONTACT POINT- the breakers or contact points are a switching

device. They are attached to the distributor advance plate on one end and
have a spring loaded movable arm with a contact on the other end. When
the points are closed, they allow current to flow. As the distributor cam
rotates, the lobes passes under a rubbing block that rides on the cam,
opening the points and interrupting current flow.

6. CONDENSER.CAPACITOR – the condenser or capacitor is connected to the

breaker points. When the points open, the condenser absorbs the voltage
spike produced in the primary windings by the collapsing magnetic field.
This prevents constant arcing and unnecessary burning of the points.
b. Secondary Circuit: The secondary circuit of the ignition
circuit is the high voltage section. It consists of secondary
winding. Secondary winding consists of about 21000 turns of
40 gauge wire. Bottom end of which is connected to bottom
end of primary and top end of secondary winding is connected
to the center of distributor rotor. Distributor rotors rotate and
make contacts with contact points and are connected to spark
plugs which are fitted in cylinder heads (engine ground).

The secondary side of the ignition system carries the high voltage needed to create
spark and ignite the compressed air-fuel mixture in the combustion chamber.
1. IGNITION COIL SECONDARY WINDING – are several thousands of turns of
fine wire wrapped around a soft iron core along with the primary windings.
When current flows through the primary winding, a magnetic field is
generated. When the contact points open, the magnetic field in the primary
windings collapses and induces current into the secondary windings. Since
the secondary windings have more turns than the primary, this induced
current is transformed into high voltage and carried through the coil wire to
the distributor cap.

2. COIL WIRE – carries high voltage from the secondary winding to the
distributor cap. It is attached to the secondary terminal of the ignition coil
and built of several layers of materials like the spark plug wires, a fire
resistant synthetic core, high density rubber insulation, a fiber glass braid,
and a silicone jacket.

3. DISTRIBUTOR CAP – is made of non-conductive material and has metal

terminals molded into it. A center terminal carries voltage from the ignition
coil wire to the distributor rotor. Outer terminals carry high voltage through
the spark plug wires from the distributor cap to each spark plug.

4. DISTRIBUTOR ROTOR – is a switching device mounted on the top of the

distributor shaft. It spins to distribute high voltage from the center terminal
of the distributor cap to the outer terminals that connect to each spark
plug. When the rotor firing end comes close to the outer terminals, high
voltage jumps across the gap and feeds the spark plugs through the spark
plug wires.

5. SPARK PLUG WIRES/HIGH TENSION WIRES carries about 20,000 volts or

more from the distributor cap outer terminals to the spark plugs. Earlier
design used solid metal wire which caused interference in the radio
speakers. The insulated boots provide a tight connection and seal.
 6. SPARK PLUGS – receive high voltage from the ignition coil that produce an
electric spark to ignite the compressed air-fuel mixture in the combustion
chamber. They are made of a center electrode of solid metal, a ceramic
insulator that surrounds the electrode, a threaded metal shell, and a side
electrode connected to the metal shell. The spark is produced when high voltage jumps across the
gap between the side electrode and center electrode tip.

PARTS OF A SPARK PLUG

TYPES OF SPARK PLUG TIPS

1. Copper or standard spark plug – The center electrode of this type of spark plug is a copper core coated
with a nickel alloy. It has the largest diameter of all the other spark plugs, so it needs more voltage to
generate a spark.
Nickel alloy is a material that is soft and not very durable, so the spark plugs will need to be replaced more
frequently than other types. Some cars are designed to use copper spark plugs despite their shorter
lifespan.

Advantages
 Inexpensive
 Appropriate for older vehicles built before
1980
 Performs well under high-compression or turbocharged conditions

Disadvantages
 Shorter lifespan
 Requires more voltage

2. Single Platinum Spark Plugs

A single platinum spark plug is similar to a copper/nickel spark plug, except that its center electrode has a
platinum disc welded to the tip instead of only nickel alloy. The platinum metal lasts longer than nickel
alloy before being worn away.
These plugs also generate more heat, which reduces carbon buildup. This is the recommended material for
new cars with a coil-on-plug ignition system. 

Advantages
 Long lifespan (up to 100,000 miles)
 Reduces carbon buildup

Disadvantage
 Expensive
3. Iridium Spark Plugs

Iridium spark plugs last the longest since iridium is harder and more durable than platinum. These spark
plugs have a small center electrode which requires less voltage to generate a spark. These advantages are
reflected in the higher price tag. 
Many car manufacturers are now using iridium spark
plugs in their vehicles, so it’s important to stick with
iridium when replacing the plugs rather than
downgrading to platinum or copper/nickel. That could
adversely affect the performance of the vehicle.
Advantages
 Leads to more complete combustion
 Long lifespan
 Requires less voltage
Disadvantage
 Expensive

SPARK PLUG HEAT RANGE

Heat Range is the measurement of plug’s ability to transfer heat away from the tip of the spark plug. The
difference between a “hot” and “cold” spark plug is in the shape of the ceramic tip

The heat range of spark plugs refers to the temperature of the tip where the gap is found.

 Hot spark plugs are better insulators which keeps more heat in the tip of the spark plug, and therefore in
the combustion chamber.
These tend to last longer than cold spark plugs, because temperatures are high enough to burn off carbon
deposits. Hot spark plugs work well in most standard vehicles. 

Cold spark plugs are much less insulated so more heat is conducted out of the tip and away from the
combustion chamber to the outside of the engine, keeping the combustion chamber cooler.
Cylinder chambers that are too hot for ideal function can lead to issues such as pre-ignition or knocking
(uneven fuel burn) which can result in permanent engine damage.
These plugs are ideal for high-performance vehicles with high-temperature engines, such as those with
high horsepower, high RPM, prolonged acceleration or high-speed driving, or forced induction. 

Hot spark plug

*long insulator tip
*self-cleaning action

Cold spark plug

*shorter insulator tip
*used in high speed
engines
*prevents tip
overheating and
preignition
Spark Plug Seat and Thread Design

Figure 1a: Schematic Diagram Ignition System

Figure 1b: Pictorial Diagram Ignition System

OPERATION:

When the ignition switch is closed and engine in cranked, as soon as the contact breaker closes, a low
voltage current will flow through the primary winding. It is also to be noted that the contact beaker cam
opens and closes the circuit 4-times (for 4 cylinders) in one revolution. When the contact breaker opens
the contact, the magnetic field begins to collapse. Because of this collapsing magnetic field, current will be
induced in the secondary winding. And because of more turns (21000 turns) of secondary, voltage goes
unto 28000-30000 volts.
This high voltage current is brought to the center of the distributor rotor. Distributor rotor rotates and
supplies this high voltage current to proper stark plug depending upon the engine firing order. When the
high voltage current jumps the spark plug gap, it produces the spark and the charge is ignited-combustion
starts-products of combustion expand and produce power.
Note :

(a) The Function of the capacitor is to reduce arcing at the contact breaker (CB) points. Also when the
CB opens the magnetic field in the primary winding begins to collapse. When the magnetic field is
collapsing capacitor gets fully charged and then it starts discharging and helps in building up of
voltage in secondary winding.
(b) Contact breaker cam and distributor rotor are mounted on the same shaft.

TERMINOLOGIES
Dwell Angle – refers to the angle of distributor cam
rotation between the time that the breaker points are
closed. In a 4 cylinder engine the standard dwell angle is
52 degrees.

Point Dwell (Cam Angle)

Amount of time, in degrees of distributor rotation, that
the points remain closed between each opening

Breaker point gap – refers to the maximum opening of the breaker points. Standard gap for a 4 cylinder
engine is 0.016 – 0.020 inch
RELATIONSHIP BETWEEN DWELL ANGLE AND POINT GAP

Dwell angle is inversely proportional to the breaker point gap.

Meaning: If the dwell angle is more than 52 degrees the point gap is smaller than 0.018 inch and if the
dwell angle is less than 52 degrees the point gap is more than 0.018 inch.

Ignition timing
To give the maximum cylinder pressure and therefore the maximum horsepower, burning of the gasses
must be finished by shortly after Top Dead Center. If the piston is allowed to go too far down the cylinder,
the combustion chamber volume will have become too big, the pressure will drop and so will the power
and economy.

IMPORTANCE OF IGNITION TIMING AND IGNITION ADVANCE

Ignition timing is very important, since the charge is to be ignited just before (few degrees before TDC) the
end of compression, since when the charge is ignited, it will take some time to come to the required rate of
burning.

Spark Advance Angle Control

The basic methods to control ignition system timing are as follows:
• CENTRIFUGAL ADVANCE (controlled by engine speed)
• VACUUM ADVANCE (controlled by intake manifold vacuum and engine load)
• COMPUTERIZED ADVANCE (controlled by various sensors- speed, temperature, intake, vacuum, throttle
position, etc.)

Ignition Advance ( Contact/breaker point Ignition System)

The purpose of spark advance mechanism is to assure that under every condition of engine operation,
ignition takes place at the most favorable instant in time i.e. most favorable from a standpoint of engine
power, fuel economy and minimum exhaust dilution. By means of these mechanisms the advance angle is
accurately set so that ignition occurs before TDC point of the piston. The engine speed and the engine load
are the control quantities required for the automatic adjustment of the ignition timing. Most of the
engines are fitted with mechanisms which are integral with the distributor and automatically regulate the
optimum spark advance to account for change of speed and load. The two mechanisms used are :

(a) Centrifugal advance mechanism, and

(b) Vacuum advance mechanism.
Centrifugal Advance Mechanism

Description:
The Centrifugal advance mechanism controls ignition timing in relation to engine speed. It is located within
the distributor, below the contact points' base plate and operates on the distributor shaft. The lower shaft
has two flyweights attached, each pivoted at opposite ends and controlled by a spring. As the shaft is
turned they are thrown out by the effect of centrifugal force. The faster the shaft turns the more they
move out. Slowing the turning speed reduces the amount of centrifugal force, so spring force pulls them in.

Operation:
The centrifugal advance mechanism controls the ignition timing for full- load operation. The adjustment
mechanism is designed so that its operation results in the desired advance of the spark. The cam is
mounted, movably, on the distributor shaft so that as the speed increases, the flyweights which are swung
farther and farther outward, shaft the cam in the direction of shaft rotation. As a result, the cam lobes
make contact with the breaker lever rubbing block somewhat earlier, thus shifting the ignition point in the
early or advance direction. Depending on the speed of the engine, and therefore of the shaft, the weights
are swung outward a greater or a lesser distance from the center. They are then held in the extended
position, in a state of equilibrium corresponding to the shifted timing angle, by a retaining spring which
exactly balances the centrifugal force. The weights shift the cam either or a rolling contact or sliding
contact basis; for this reasons we distinguish between the rolling contact type and the sliding contact type
of centrifugal advance mechanism.
The beginning of the timing adjustment in the range of low engine speeds and the continues adjustment
based on the full load curve are determined by the size of the weights by the shape of the contact
mechanisms (rolling or sliding contact type), and by the retaining springs, all of which can be widely
differing designs. The centrifugal force controlled cam is fitted with a lower limit stop for purposes of
setting the beginning of the adjustment, and also with an upper limit stop to restrict the greatest possible
full load adjustment. A typical sliding contact type centrifugal advance mechanism is shown in Figures 2(a)
and (b).

Figure 2: Centrifugal advance

mechanism:
Vacuum Advance Mechanism

Description:
The vacuum advance mechanism controls ignition advance in relation to engine load. Vacuum is ported
from the carburetor to a spring-loaded diaphragm housing attached to the distributor. The movement
results in the contact points' opening time being advanced according to engine load.

Operation:
Vacuum advance mechanism shifts the ignition point under partial load operation. The adjustment system
is designed so that its operation results in the prescribed partial load advance curve. In this mechanism the
adjustment control quantity is the static vacuum prevailing in the carburetor, a pressure which depends on
the position of the throttle valve at any given time and which is at a maximum when this valve is about half
open. This explains the vacuum maximum.
The diaphragm of a vacuum unit is moved by changes in gas pressure. The position of this diaphragm is
determined by the pressure differential at any given moment between the prevailing vacuum and
atmospheric pressure. The beginning of adjustment is set by the pre-established tension on a compression
spring. The diaphragm area, the spring force, and the spring rigidity are all selected in accordance with the
partial –load advance curve which is to be followed and are all balanced with respect to each other. The
diaphragm movement is transmitted through a vacuum advance arm connected to the movable breaker
plate, and this movement shifts the breaker plate an additional amount under partial load condition in a
direction opposite to the direction of rotation of the distributor shaft. Limit stops on the vacuum advance
arm in the base of the vacuum unit restrict the range of adjustment.
The vacuum advance mechanism operates independent of the centrifugal advance mechanism. The
mechanical interplay between the two advance mechanisms, however, permits the total adjustment angle
at any given time to be the result of the addition of the shifts provided by the two individual mechanisms
operates in conjunction with the engine is operating under partial load. A typical vacuum advance
mechanism is shown in Figure 3.

Figure 3: Vacuum advance mechanism

DISADVANTAGES OF CONVENTIONAL IGNITION SYSTEMS

Following are the drawbacks of conventional ignition system:

(a) Because of arcing, pitting of contact breaker point and which will lead to regular maintenance
problems.

(b) Poor starting: After few thousands of kilometers of running, the timing becomes inaccurate, which
results into poor starting (Starting trouble).

(b) At very high engine speed, performance is poor because of inertia effects of the moving parts in the
system.

(d) Sometimes it is not possible to produce spark properly in fouled spark plugs.
 ELECTRONIC IGNITION SYSTEM

TYPES OF ELECTRONIC IGNITION SYSTEM

1. TRANSISTORIZED IGNITION SYSTEM

Electronic control ignition was the first step in the transition from breaker point to computer controlled
systems. The main difference between the two systems is the use of a sensor that takes the place of the
breaker point or contact point and does not need replacement during routine maintenance. Additionally
this system is able to control ignition, produce higher voltage in the secondary side, ignite leaner air-fuel
mixtures
and reduce
emissions.

MAIN COMPONENT OPERATION AND DESCRIPTION

A. DISTRIBUTOR MODULE

 Switching device
 Regulates timing of voltage supplied to the primary ignition coil
 Opens and closes the circuit

B. MAGNETIC PICK-UP COIL/HALL EFFECT PICK UP

 replaces the breaker points and condenser used in breaker point system
 Produces low voltage pulses
 Pulses signal ignition module to interrupt or carry voltage to ignition coil
  Metal teeth on reluctor interrupt magnetic field
 Comprised of sensor, permanent magnet and trigger wheel/reluctor
 When magnetic field between sensor and magnet is disrupted by the trigger wheel, a spark plug is
fired

C. IGNITION MODULE

 Receives information from crank sensor and sends signal to ECM

 ECM sends information back to ignition module to indicate which spark plug will be fired
 Spark plugs are fired simultaneously in cylinder at top of compression stroke and cylinder at end of
exhaust stroke

COMPONENTS AND FUNCTIONS

DISTRIBUTOR MODULE Switching device that regulates the timing of the voltage supplied to the
primary side of the ignition coil

PICKUP ASSEMBLY Component that signals the ignition module to interrupt or carry voltage to
the ignition coil

IGNITION COIL Transforms battery voltage into high voltage needed to produce spark

DISTRIBUTOR CAP Conducts high voltage to the spark plugs

DISTRIBUTOR ROTOR Switching device that carries high voltage to each spark plug wire

SPARK PLUG WIRES Built of several layers of materials that allow it to carry voltage from the
distributor to the spark plugs

SPARK PLUGS Component that contains two electrodes and provides ground path for high
voltage

2. ELECTRONIC DISTRIBUTORLESS IGNITION SYSTEM (DIS) OR WASTE SPARK

On this type of computer controlled system, two spark plugs are fired at the same time, one in the cylinder
that is at the top of the compression stroke and the other in the cylinder that is at the end of the exhaust
stroke. This is why it is called a waste spark, or wasted spark system. The benefit of this system is that
there are no moving parts
to wear and it produces a
more powerful spark than the
previous ignition
systems

MAIN COMPONENTS OPERATION AND DESCRIPTION

A. COIL PACKS

 ignition coils mounted together

 each coil ignites two spark plugs at a time

B. CRANK SENSOR

 Detects crankshaft position and speed

 ECM determines piston position to ensure proper spark timing
 Replaced distributor pick-
up assembly
C. ECM/ELECTRONIC CONTROL MODULE

 Also called ECU or control unit

 Controls engine operation based on information from
multiple inputs
 Sends information to ignition module to fire spark plugs

D. CAM SENSOR

 Detects camshaft position and speed

 Sends information to ECM
 ECM times ignition properly

E. KNOCK SENSOR

 Knocking occurs during

ignition when air-fuel
mixture ignites before spark
plug is fired
  Rapid increase of pressure and heat produce a knocking sound
 Knock sensor detects noises and signals the ECM to retard ignition timing

3. DIRECT IGNITION SYSTEM/ COIL ON PLUG (COP)

The most common arrangement in modern engines is an ignition coil mounted on top of each cylinder,
right on top of the spark plug, eliminating the need of spark plug wires, since the spark plug boot is
connected directly to the ignition coil.
In either set-up, the timing is controlled directly by the engine control computer, either advancing it as it
needs to or retarding it if necessary.

COMPONENT

ENGINE CONTROL MODULE (ECM) Electronic device that controls engine operation based on
information from sensors
IGNITION MODULE Component that relays information to the ECM and controls
which spark plugs will be fired
CRANK SENSOR Device that measures engine speed
CAM SENSOR Device that detects camshaft speed and position and sends
information to the ECM
KNOCK SENSOR Component that signals the ECM to retard ignition timing
COIL PACKS Components in which coils ignite fuel in a cylinder at top of
compression stroke and one at the end of exhaust stroke
COIL ON PLUG Type of ignition system design that has a coil for each spark
plug

ADVANTAGES OF ELECTRONIC IGNITION SYSTEM

Following are the advantages of electronic ignition system:

(a) Moving parts are absent-so no maintenance.

(b) Contact breaker points are absent-so no arcing.

(c) Spark plug life increases by 50% and they can be used for about 60000 km without any problem.

(d) Better combustion in combustion chamber, about 90-95% of air fuel mixture is burnt compared with
70-75% with conventional ignition system.

(e) More power output.

(f) More fuel efficiency.

The basic difference between the contact point and the electronic ignition system is in the primary circuit.
The primary circuit in a contact point ignition system is open and closed by contact points. In the electronic
system, the primary circuit is open and closed by the electronic control unit (ECU), which uses sensors to
identify the cycle positioning.

Disadvantages of the Breaker Ignition system facing the Electronic Ignition and the causes that lead to the
Electronic Ignition
 Longevity of the ignition points
 The maximum amount of current that can flow through the ignition points, was limited to values
around 4 amps.
 This control directly affects the maximum secondary voltage output of the ignition coil by reducing
the amount of coil saturation.
 Another drawback is the limitations placed on the system at high engine speeds.
 Breaker point ignition systems require frequent maintenance to ensure the correct operation of the
ignition system.
 The voltage required to ignite a lean air/fuel mixture could not be economically provided by the
breaker point system.
 The contact breaker points handle the heavy current. This resulting in burn out of contact points.
Thus it requires periodical servicing and settings.
 The mechanically operated contact breaker has inertial effects. Hence at higher speeds, the make
or break of contact may not be timed.
 At higher speeds, the dwell time for building up the current in the coil to its maximum value is low.
Thus the spark strength may be reduced.

Spark Advance Angle Control for Electronic Ignition Systems

The computerized advance, also known as an electronic spark advance system, uses various engine sensors
and a computer to control ignition timing. The engine sensors check various operating conditions and
sends electrical data to the computer. The computer will change the ignition timing for maximum engine
efficiency. Ignition system engine sensors include the following:

• ENGINE SPEED SENSOR (reports engine speed to the computer)

• CRANKSHAFT POSITION SENSOR (reports piston position)
• THROTTLE POSITION SWITCH (notes the position of the throttle)
• INLET AIR TEMPERATURE SENSOR (checks the temperature of the air entering the engine)
• ENGINE COOLANT TEMPERATURE SENSOR (measures the operating temperature of the
engine)
• DETONATION OR KNOCK SENSOR (allows the computer to retard timing when the engine knocks or
pings)
• INTAKE VACUUM SENSOR (measures engine vacuum, an indicator of load)

DEVELOPMENT OF ELECTRONIC IGNITION SYSTEMS