Distributor and electronic ignition systems

Objectives

• Purpose of electronic distributor ignition

• Voltage signals

o Analog systems

o Digital systems

• Describe distributor based ignition systems and modules

Purpose of electronic distributors

• DI-any ignition system that has distributor – mechanical or electronic

• EI-any electronic ignition system without a distributor

• purpose is the same – to open and close the primary circuit to create a spark
at the plug

DI systems

• why did we stop using mechanical systems, and switch to electronic

• lean fuel mix – single coil, mechanical systems @ 22k – not enough to light
and have sufficient burn time

• ignition coils and primary current control

• triggering devices

• PM generators

• Manufacture systems

Primary switch

• Remember the purpose is to open and close the primary circuit to fire the
plugs

o Mechanically (points

o Analog electrical signal

o Digital electronic signal

• All are on – off signals

Analog signal

• Voltage constant and variable

• Rheostat (dash light, variable controlled)

• PM (permanent magnet) generator

Digital signal

• On or off (like a light switch)

• Hall effect

DI systems with an external ignition module

• Dura-spark I & II systems

• Fords thick film integrated ignition (TFI)

• Chryslers external module system

• General motors high – energy ignition (HEI)

• These systems are all analog signal systems, or PM generators

(permanent magnet)

DIS

• Dura-spark III

• HEI with EST

• TFI – IV

• Optical and photoelectric systems

• Magneto resistive sensor systems

• These are all digital and computer controlled – both switching and
timing control

Analog systems

• Components:

o Pickup coil (stator)

 o Armature (reluctor, pole piece)

o Module – electronic switch

• Pickup coil is the signal – the module is the switch

• Replaces points – mechanical switch

• Analog signal must be converted to digital in the PCM to be compatible.

• Pickup coil – (pulse generator)

• The center of the coil is a metal toothed gear called the reluctor, pole piece.

• 1 tooth per cylinder

• Timed to the compression stroke of each cylinder

• Notches line up at each TDC

• The pickup coil signal triggers the transistor inside the module and is also
used by the computer for piston position information and engine speed RPM

• Pick up coil is the signal – module is the switch

Pick up coil

• The pickup coil is a voltage controlled electromagnet that reacts with the
reluctor to vary its magnetic field

• 2 wire – voltage from ignition switch & ground

• Turns on/off the magnetic field

• When energized reacts with reluctor (piece of metal) changing its magnetic
field or signal

Dura-Spark problems

• Lots of wiring and connections (corrosion)

• Module was remote on inner fender – water/dirt/corrosion

• Check connections first

• Module has a high failure rate

TFI
• Second generation electronic ignition

• Produced because of problems with Dura-spark

• Distributor mounted module (less wiring)

• New design ignition coil also

TFI module

• Technology break through was thick film circuit board that allowed more
components on small space

• Improved operation and life

• Need dielectric grease

• Module still common failure – weak point

TFI Coil

• E-coil mounted remote – 40k output

• Paste filled second generation coil (high output)

• Still had coil wire, positive & negative primary

• Excess wiring with many potential connection problems. Secondary and

primary.

Daimler Chrysler distributor ignition

• The pickup coil in the distributor (pulse generator) generates signal to open
and close the primary coil circuit.

• Module is on the fender or firewall

• Conventional coil

• Distributor, cap, rotor, and wires

HEI (High energy ignition)

• General motors distributor with single coil, cap, rotor, vacuum and centrifugal
advanced, wires, and plugs

• All components in one unit

• Coil, and module in the distributor – module must have dielectric grease
• Less wiring and connections – early systems had one wire hook up

• Simpler, less failure – 48k coil output – coil mounts under plug wires in the
top of the cap

Hall Effect

• Hall-effect is a digital on-off signal

• Magnetic switch with moving shutter blades that change the magnetic field –
as blades go in and out of the field

• Produces on – off digital signal

• Hall effect switch

o The switch uses a stationary sensor and rotating trigger wheel

(shutter)

o 1 shutter per cylinder

• With 12 volts on from the ignition switch and the blade in the magnet –
magnetic field stikes blade not hall-effect – provides 12v – primary on

• Blade out of hall effect – 0 volts – primary off

• Blade in 12V - blade out 0 V

Dura-spark III

• Empty distributor

• No switch (pick-up coil)

• No vacuum and centrifugal advance

• No manual timing change

• Computer controlled

• Crank sensor hall effect

• Distributor just for routing spark through plug wires to spark plugs

TFI IV

• Generation IV had hall effect switch instead of pick-up coil mounted in the
distributor
• Signal from the hall-effect is called the profile ignition pick-up or PIP

• Module could b mounted on the distributor or remotely

• Non – remote module

• Distributor hall – effect

• Produces spout signal

• (spark out)

• Produces PCM coil pulse

TFI circuit

• 12 volts to + coil and module

• Hall-effect signal input to module – pip signal input to PCM

• PCM output – spout pulse to – module negative coil

• Fires secondary and plugs

Photo diodes

• Shutter plate routes in between high diodes

• Shutter in – no light on diode – 0V – primary off

• Shutter out – light on – 5V to PCM primary on

• System has 2 light emitting diodes (LED), and 2 receiving photo diodes.

Photo – electric sensor

• Two rings of data slots

• LED Shines through slots

• Inner slots for cylinder identification and sync

• Outer slots high resolution – very closely spaced each representing about 2
deg. Of crankshaft revolution for timing and firing

• 360 signal changes in each revolution

• Very precise from timing control

HEI EST

• Later HEI added EST or electronic spark timing

• PCM computer controlled

• 7 pin module instead of 4 pin

• Coil mounted remotely

• (4 pin will retrofit any GM engine with only 12V wire from ignition switch)

HEI circuit

• Ignition coil and battery positive input

• Pick- up coil pulse to module on start

• 4 wire connector

• Pulse to PCM then to module when running (5V switches)

• EST signal from PCM to module

1no voltage @ coil

• Check nuteral safety switch

• ignition switch

• seat belt interlock

• clutch switch
• alarm system

• car in park

2 voltage and pulse – no spark

• connect test light to negative coil side and crank engine

• should blink indicating primary coil is being turned on/off

• if volts present must be secondary circuit

3 no start – no reference pulse

• If when you crank the engine – ignition on – 12 volts at the positive coil and
you have no pulse or reference signal

• What could be the problem?

• Pick-up coil – signal

• Crank/cam sensor – signal

• Module – switch

• PCM – switch

No reference signal

• If you get voltage to the positive coil but no pulse – signal or switch is not
working

• Signal – pick up coil

• Switch module

• Module or PCM are replaced only when everything else has been checked
 Module service

• If there is no reference signal and the pickup coil checks ok the module must
be replaced

• Module on all systems is the common failure

• Module or PCM are replaced only when everything else has been checked

• Dura spark 1 and 2

• Make sure module is firmly attached and grounded

• Must apply dielectric grease on all connections

• TFI modules

• Very common failure

• Connections and ground

• Dielectric grease under module to distributor for ground and cooling

• HEI ignition

• Again – highest failure rate

• Very important – dielectric grease under module – module will overheat and
fail very quickly without grease

No reference signal

• Pick up coil testing

• Check for damage and connections

• Check for voltage

• Check resistance

• Check waveform

• Pick up coil to ground = OL – GM-Ford-Chrysler

 Testing magnetic sensors

• First of all check for RPM on scanner

• 2nd, magnetic sensors must be magnetic. If there permanent magnet inside

the sensor has cracked, the result is two weak magnets.

• The sensor can be tested using a digital meter set to read AC volts

• 0.1V minimum

Pickup coil testing

• Testing with a scanner-lab scope

• Two lead hook up (yellow & black)

• 5 volt

• 100ms

Testing optical sensors

• An optical sensor can also be checked using a oscilloscope

• Because of the speed of the engine and the number of slits in the optical
sensor disk, a scope is about the only tool that could capture useful
information

• 10ms div

• 2V

• DC

• Optical sensors will not operate if dirty or covered in oil. Clean as needed

• Perform a thorough visual inspection looking for an oil leak that could cause
dirty oil to get on the led o phototransistor

Testing Hall Effect sensors

• Using a digital voltmeter, check for the presence of charging voltage (pulsed
on and off DC) when the engine is being cranked.
• The best test is to use an oscilloscope and observe the waveform

Pick up coil service

• To replace most pick up coils- the distributor must be removed and

disassembled

• Remember ignition timing is sequenced through the distributor

• Must be marked and re-installed in time

Distributor R&R

• Mark distributor housing and engine block with white out

• Bump engine over until rotor is pointing to number 1 on the cap

• Mark when rotor is pointing.

• Loosen and remove hold down clamp

• Remove distributor

• Mark rotor rotation – don’t crank the engine

Distributor disassembly

• To remove pickup coil- distributor shaft must be removed

• Remove gear first - most by roll pin, some by press fit

• Mark gear and shaft

• Support distributor – fragile

• Tap roll pin from gear

• Remove shaft

• Remove pickup coil

Reassembly

• Re-install pickup and shaft

• Install gear – check alignment

• Check gap w/brass or non magnetic feeler gauge.

• 0.10-.020 gap

Timing checks – after distributor

• The engine should be at the correct timing RPM (check the specifications)
emissions decal

• Check the timing procedure specified by the manufacturer. This may include
disconnecting a self timing connector wire, grounding a diagnostic terminal,
disconnecting a four wire connector, or similar procedure

Timing adjust

• Timing check – after distributor repair and re-install

• To set the initial timing – loosen distributor hold down – with engine at idle
speed – rotate dist. To line up marks. (computer disconnected if has one)