Innovation, technology and design: 48 hours

assignment
Topic: Multi Spark Ignition System

Education program: Automotive Technology

Guidance teacher: Svend Villadsen

Writer: Marek Matus

Total number of characters: 13,137 (~ 5.97 normalized pages)

In Viborg, 7. 12. 2016

Marek Matus

Table of Contents
1.

Introduction ............................................................................................................................................. 1

2.

General description of the system .......................................................................................................... 2

3.

2.1.

Basic definition and demarcation ................................................................................................... 2

2.2.

Technical description of the system ............................................................................................... 3

Multi spark system - troubleshooting .................................................................................................... 6

3.1.

What could possibly go wrong? ...................................................................................................... 6

3.2.

Diagnostic procedure....................................................................................................................... 7

3.3.

Influence of multi sparking on durability of ignition system ...................................................... 8

4.

Conclusion ................................................................................................................................................ 8

5.

Bibliography........................................................................................................................................... 10

1. Introduction
What if is a trained automotive technician asked to explain principal of multi spark ignition to a
layman? If the interviewer has a basic idea about processes in the combustion engine, then he can say
that multi sparking is a feature used to deliver optimal energy to reach perfect, which operates with
firing multiple sparks per one combustion cycle. There are different kinds of motivation in behind.
Whereas some, especially aftermarket, multi spark ignition systems aims on high performance output,
we are going to be more interested in systems designed to improve emissions, fuel economy and to
enable smoother running the engine within non-optimal condition, typically after a cold start.
In the history of multi sparking applications, we can find some early attempts on the US market back
in 1970s. This was a decade of the first big oil crises. Engineers were forced to decrease the fuel
consumption of new engines and so they were in some cases experimenting with very lean fuel-air
mixtures. Sometimes, the mixture turned out to be so lean that it was actually difficult to be ignited
by normal spark. This lead to the birth of first multi spark ignition systems which were almost
immediately adopted by companies specialized
in the racing area. Brands like MSD or Accel
offered complex kits generally, we are talking
about completely redesigned systems, usually
intended to V8 engines, enabling ignition not
only to fire up to 20 times per on cycle at idle
and 3 times at around 8000 RPM, but also
working with an optimised voltage and
current.1
The multi sparking system which is going to be analysed later in this report is the one known from
cars of today. It is significantly different from those mentioned in the previous paragraph. Basically
we can say that todays multi sparking can be done just by programming the engine management
ECU. It typically doesnt work at higher engine speeds. This is because the purpose is different. The
priority of today is not just the performance but emissions, economy and users comfort.

Big Block Mopar Performance - High Performance and Racing Modifications for B & RB Series Engines August 1,
1999, by Chuck Senatore, page 127 128, available via books.google.com

This report is written based on theoretical knowledge, however some authentic results of previous
practical work are attached as a documentation. They are two main resources. Technical literature
and the content of courses conducted by Svend Villadsen, an experienced automotive technology
lecturer and Flamming Fartstrup, an ECU programmer specialized in software and emission
optimization2. The goal of the report is to analyse multi sparking in the context of modern automotive
technology.

2. General description of the system

2.1.Basic definition and demarcation
First of all, we have to define the scope of
our Report. As it was explained in the
introduction, report is not going to analyse
aftermarket

systems

oriented

toward

performance but systems installed by

manufactures, operating with one spark
plug per cylinder. CDI3 ignition is excluded
as well. The report stays focused on multi
spark application within the inductive
discharge ignition as we know it from most production models today (a picture on the left shows
usual distributor less setup of modern four cylinder engine)4.
This report is focused on recent forms of the system with the modus operandi oriented especially to
emission, fuel economy and smoothness of engine running on lower than the standard temperatures.
We can find typical examples in a product portfolio of Ford motor company (V styled Falcon engines)
and for us more importantly, in various BMW models from last decade.5 One of BMW 1 series were
a subject of project work, measurements and discussion previously this semester. Some of the
gathered evidence can be found later in this report.

http://www.fartstrup.dk/index.asp
https://en.wikipedia.org/wiki/Capacitor_discharge_ignition
4
https://www.youtube.com/channel/UCycARi6zsqrcC0M90gdve5A - Automotive basis channel
5
http://dtec.net.au/Multi%20Spark%20Ignition.htm
3

2.2. Technical description of the system

The concrete multi-spark system present in BMW 1 series E87 116i, M.Y. 2010 (N45 B16A L4
DOHC, gasoline, 1,596 cc, 85 kW at 6000 / 150 Nm at 4300)6, can be categorised as a typical feature
from the family of so-called advanced emission control. Another example of systems from the same
category could be a gasoline direct injection (GDI) or an electronic (throttle) pedal control (EPC),
both of them presented in the case of our BMW E87 116i.
This multi sparking ignition consist of a standard, just slightly adapted coil over a plug ignition and
mainly

of

an

ECU

ignition

map

corresponding with the concept of multi

sparking. The ignition map is a term for
visualised data table which is combined
with information from engine sensors by the
ECU in order to calculate and execute the
right ignition timing. The picture attached to
this paragraph shows example of ignition
map extracted from a stock ECU of VWs
1.8 T engine by using the Fartstrup ECU
adjust software. Similar type of 3D dataset applies for an injection control.

What does the BMWs system do and why? Engine management of the N47 aggregate energises each
single coil pack multiple times per cycle causing plugs to fire several sparks in row. Number of
dwells7 is decided by assessment of current operating conditions of the engine by the ECU. It might
vary from up to 9 sparks per cycle during a period of cranking to 6 or 4 sparks when the engine worms
up a bit (scope picture on the top of the next page8). Single firing occurs when engine reaches its
operating temperature. Multi sparking is normally cancelled at 1500 or more RPM, because at higher
speeds, it cannot be very effective as engine operations are going too fast to enable sufficient duration
of each single spark (in multi sparking mode).

http://www.automobile-catalog.com/
Dwell = coil charge time
8
http://dtec.net.au/Multi%20Spark%20Ignition.htm
7

At 1000 rpm the crank travels 6 degrees in just 1ms (this may well be the time required to charge
the coil up again). 1 degree passs in just 0.17ms!9
Another reason to cancel the multi sparking from 1500 and above are turbulences in combustion
chamber, which prevent fuel mixture from being non-homogenous and so more difficult to be ignited
- one of the reason for multi sparking in direct injected engine.
This brings us to the second part of our question - why is the multi sparking system implemented to
the engine management? Generally, the purpose is to improve efficiency of ignition in above
mentioned operating conditions. Cold starts requires more energy to ignite the mixture, as heat
quickly disappears in cold walls of combustion chambers. Atomization and richness of the mixture
might be problematic as well. In such conditions, it could be difficult to set the right ignition angle
ensuring that a single spark can optimally ignite all the mixture in the whole chamber. Non-perfect
combustion resulting in unburned and partially burned fuel leaving a cylinder trough an exhaust valve
is something highly undesirable. Multi sparking is dealing with that issue by delivering more energy
within a wider ignition angle as more sparks are initiated. Moreover it improves stability of the engine
run and so it enables lower idle speed accompanied by slightly better fuel economy.

http://dtec.net.au/Multi%20Spark%20Ignition.htm

In order to get a relevant answer, I have to open

the problematic of emissions and emission
testing. A table in the right is an overview of
all major elements contained in exhaust
gases.10 Trace elements which we are
interested in

are highlighted

carbon

monoxide (CO) and hydrocarbons (HC). HC

can be generally described as unburned fuel
(quenching cold walls of cylinder causing
not burning all fuel) whereas CO as partially
burned (for instance a result of too rich
mixture).11 As both of the substances are harmful to human health, they are unwanted. Multi sparking
is a manner to avoid them even before exhaust gasses enter another emission control element, the
catalyst converter.
In Europe, we have to respect a system of legal limits called EURO emission standards that goes hand
in hand with EURO emission test cycle12. Their task is to make sure that any new homologated vehicle
is not polluting the environment excessively. The procedure consist in standardized drive cycle
performed on a roller stander, common to every car. It must be performed on a cold engine. First
seconds are crucial for finish the test cycle with a good result. said Flemming Fartstrup during one
of our lessons when we performed a test cycle (picture below in the left) on VW Golf V 1.4 16v with
a custom made ECU. This is because in first seconds,
important emission control elements, lambda control
and catalyst converter are not heated up enough to
work sufficiently. Multi sparking can help us to turn
problematic emissions down by getting closer to ideal
combustion (figure on the top of the next page13)
before those devices start to do their job.

10

http://www.volkspage.net/technik/ssp/ssp/SSP_230.pdf
http://www.princeton.edu/ssp/64-tiger-cub-1/64-data/combustion-chemistry.pdf
12
https://en.wikipedia.org/wiki/New_European_Driving_Cycle
13
http://www.princeton.edu/ssp/64-tiger-cub-1/64-data/combustion-chemistry.pdf
11

3. Multi spark system - troubleshooting

3.1. What could possibly go wrong?
Personally, I consider a situation when a customer comes to a workshop and complaints that the multi
spark system of his BMW is not working properly as highly unlikely to happen. I am going to explain
why. We have to distinguish between the ignition system itself and the multi spark system which is
more or less a software function initiated by the ECU and ignition hardware. Terms ignition system
and multi spark system cannot be interchanged with each other or even put on the same level.
Whereas malfunction of an ignition system due to worn components or mechanical damage would
result in poor performance, irregular engine operations or disability of the vehicle, failure of the multi
sparking as of a single ECU function is almost impossible. An ignition can break down as well as an
ECU can break down both of them being quite complex issues causing serious troubles, but multi
sparking as a feature cannot simply break down.
However it can work incorrectly because of some external problems. Example: Coolant temperature
sensor wrong / no signal. Initiation of the multi sparking effect depends on a current engine operating
temperature. In the case of wrong / missing information, the ECU cannot make the right decision how
many sparks should be fired at the moment. Theoretically, and I am not sure if something like this is
not actually done in reality (I do not have possibility to make sure is report is meant to be theoretic
so there is no possibility of additional measurements), this situation can be prevented by adding the
buck up criteria to the multi sparking if the coolant temperature value is missing / out of range, then
fire e.g. 9 sparks per cycle during period of cranking, 6 sparks in the first minute after cranking, 5 in
the second, and so on. Again, problematic coolant temperature signal is not directly a failure of multi
sparking. It is more likely to be discovered in some different way e.g. report on board computers
display and then diagnosed with a help of conventional equipment.
6

Customer who is in the workshop because of malfunction of one or more emission control systems
of his car quite usually came there directly from an emission testing that is a standard part of periodic
technical inspection checking technical capability of cars to participate the road traffic in Denmark
known as synet or bilsyn. Could it be the case of multi sparking? Probably not. The periodic
emission testing procedure might be slightly different in each of EU countries, however it is never
the same as the homologation test cycle. In Denmark it consist in a simple exhaust gas analyse which
is usually carried out on a warm engine and at RPMs higher than idling. It means that multi sparking
is out from the game, it cannot affect results of this kind of measurement.
Another fact is that an average customer usually does not even know about the existence of multi
sparking, because it is not a feature presented in manufacturers marketing materials and it is also
difficult for a person who is not interested in the automotive field to seek some documentation related
to that system.
3.2. Diagnostic procedure
All in all, solving customer complaints related to multi spark system would not be the most frequent
activity of any service manager. However it does not mean that there are not any ways of checking
the proper function of the system.
There are 2 basic tools for measuring the system activity. A capable diagnostic scanner used to
monitor real time operating conditions of the engine and an oscilloscope measuring the multi sparking
itself. The measurement should star on a cold engine. The oscilloscope shall be set to measure the
voltage of primary winding of one of the ignition coils. If the right settings are carried out, it should
be possible to observe function of the system. Picture bellow represents authentic measurement where
the first figure shows frequency of voltage changes few moments after the start when the multi
sparking is active and the second one shows how did the frequency change when engine warmed up
to 90C.

3.3. Influence of multi sparking on durability of ignition system

I am usually very careful about multi sparking when I program a custom made ECU. Said
Flamming Fartsrup at one of our courses, because there are some serious thermal issues arising from
the multi sparking. Standard coil over a plug ignition setup already demands increased resistance
to high temperatures from the ignition packs. Their
space is limited and they location on of the top of a
cylinder head. Multi sparking makes it more
complicated. Coils are even more thermally
stressed as they have to energize for multiple times
per cycle (picture in the right y-axis = current)14.
This is another reason why is multi sparking often
restricted to low RPM range at low engines
speeds, coils have enough time between cycles to cool themselves down. Some ECUs are also
available to compensate the length of dwell based on expected coil temperature. 14 Even though
manufactures can use ignition coils designed specially to cope with multi sparking, such as those by
DELPHI15 or Borg Warner16, system still represents risk of potential durability issues. Overheating
of ignition coils leads to their premature wear resulting in irregular engine operations or cutting of
affected cylinders.

4. Conclusion
After my opinion, multi spark ignition is a system primarily intended as a feature which helps the
engine to meet modern emission standards. There might be a performance potential as it can
contributes to better utilization of energy stored in fuel, however it would require more complicated
and more expensive design, which is not desirable today. There are already enough challenges, some
of them not mentioned in this report (e.g. potential conflict of multi sparking and variable valve
timing). The most obvious issue related to design and function is the thermal overload. Engineers
must be aware of it and choose the right components. When it comes to troubleshooting, we have to
consider that multi sparking is an inseparable part of the ignition system all possible ignitions
problems affect multi sparking as well. It is recommendable to measure the system activity if there is

14

http://dtec.net.au/Multi%20Spark%20Ignition.htm
http://www.delphi.com/manufacturers/auto/powertrain/gas/ignsys/multi_crg_ign
16
http://emissions.borgwarner.com/products/ignition-technology/ignition-coils/multi-spark-ignition-coil
15

any suspicion that it does not work correctly. This measurement can be alternatively used as a quick
indication of overall system condition. When we have to replace worn elements of the ignition, I
would recommend to stick to OEM parts as aftermarket alternatives might not be able to meet
increased requirements.
It may look like multi spark ignition brings too much troubles in exchange for quite small benefits.
In my opinion, system is purpose-built. It reflects current trends within the emission-testing field. I
have chosen to finish the report with following quote, which perfectly answer the question about the
contribution of multi spark ignition system:
Manufacturers dont generally waste their time/money on features the customer will never ever
know about, yet alone understand. It most certainly serves its purpose when required.
Darren Todd, DTec devices17

17

http://dtec.net.au/index.htm

5. Bibliography
Advanced Engine Management by Kim Brsting - Fronter
http://www.automobile-catalog.com/
Big Block Mopar Performance - High Performance and Racing Modifications for B & RB Series
Engines August 1, 1999, by Chuck Senatore, page 127 128, available via books.google.com
http://emissions.borgwarner.com/products/ignition-technology/ignition-coils/multi-spark-ignitioncoil
http://www.delphi.com/manufacturers/auto/powertrain/gas/ignsys/multi_crg_ign
http://dtec.net.au/Multi%20Spark%20Ignition.htm
https://en.wikipedia.org/wiki/Capacitor_discharge_ignition
http://www.princeton.edu/ssp/64-tiger-cub-1/64-data/combustion-chemistry.pdf
http://www.volkspage.net/technik/ssp/ssp/SSP_230.pdf
https://www.youtube.com/channel/UCycARi6zsqrcC0M90gdve5A - Automotive basis channel

10