IGNITION SYSTEM COMPONENTS

The ignition system of a vehicle generates

electric sparks to ignite the fuel-air mixture in the
engine's cylinder. The ignition system is an array of
components that work together in the process of
starting the engine.
The ignition system of a vehicle generates
electric sparks to ignite the fuel-air mixture in the
engine's cylinder. The ignition system is an array of
components that work together in the process of
starting the engine. In this article, we’ll take a closer
look at the components of an ignition system and
how they work.
IGNITION SYSTEM COMPONENTS

Ignition Key
In order to start a car's
ignition system, you need to
insert the ignition key and turn the key to run
position. When the key is turned on, it allows
the low voltage electricity from the battery to
flow into the ignition coil.
IGNITION SYSTEM COMPONENTS

Storage Battery

The storage battery is the primary source

of power. It supplies the necessary current to
the ignition system. It supplies 12 volts power to
the ignition coil.
IGNITION SYSTEM COMPONENTS
Ignition Coil

The ignition coil is a trans-

former that converts the battery's low voltage into
high voltage. The coil increases the voltage from 12
volts battery power to 25-30,000 volts. It consists of
primary and secondary winding circuits. The primary
winding gets the electricity from the battery to
make a spark and the secondary winding transports
the increased electricity to the distributor.
IGNITION SYSTEM COMPONENTS
Distributor

The distributor sends a

high voltage current from the
coil to the respective spark plug at proper time
when spark is needed. It is also responsible for
triggering the ignition coil to generate a spark.
The distributor consists of a bowl made up of
metal and is driven by the camshaft.
IGNITION SYSTEM COMPONENTS
Distributor Cap and Rotor

The distributor cap is

made of a non-conductive
material like plastic and it contains an electrode
inside. Inside the cap, there are more electrodes
called segments. Each segment points to one
cylinder. For example, if a vehicle has four
cylinders, then it will have four segments. If it
has six cylinders, then six segments.
IGNITION SYSTEM COMPONENTS
Distributor Cap and Rotor

The rotor is fitted on

the top of the electrode of the distributor cap
with a metal spring, and it rotates to distribute
the high voltage to all segments. The high
voltage is passed to the rotor through one
central electrode of the cap. It is then
distributed to all the segments and thereby to
spark plugs while it rotates.
IGNITION SYSTEM COMPONENTS
Spark Plugs and
Spark Plug Wires
The spark plugs
depend on spark plug wires to
carry out their functions. The
spark plug wires pass
electrical current from the
distributor cap to the spark
plugs, and then the spark
plugs produce spark. This
spark ignites the fuel-air
mixture in the cylinder of the
engine, which allows the
vehicle to start.
IGNITION SYSTEM DIAGNOSIS
Scan Tool Diagnostics
Some parts stores now offer customers a free "diagnosis" if
their Malfunction Indicator Lamp (MIL) is on. A store
employee will plug a code reader or basic scan tool into your
vehicle and read out any codes that appear. The code may
provide a clue as to what's going on, but it seldom tells you
which part needs to be replaced. Further diagnosis is almost
always needed with a scan tool such as AutoTap, a digital
storage oscilloscope and/or other test equipment. So don't
put too much faith in parts store diagnostics. These people
are not in the repair business. They are in the parts business
and are anxious to sell their customers parts. Whether these
parts actually fix the problem or not is not their primary
concern.
IGNITION SYSTEM DIAGNOSIS
One thing to keep in mind about scan tool codes
is that codes are primarily for emission faults,
not electrical faults. Ignition faults such as
misfires certainly qualify as emission faults and
will trigger the MIL lamp and set a code if the
rate of misfire is high enough to cause a
problem. A low battery, or an unusually low (or
high) charging voltage may set a code, but a
weak battery, poor ground or bad starter
probably won't.
IGNITION SYSTEM DIAGNOSIS
Even when you have a code, you'll often have to do additional tests
to find out what's causing the problem. A misfire code, for example,
will tell you the engine is misfiring and which cylinder is the culprit --
unless you have a P0300 code which indicates a random misfire that
can't be isolated to any given cylinder. But even when you have a
cylinder-specific code, you still don't know if the misfire is due to
fuel, ignition or compression. The cause might be a fouled spark plug,
bad plug wire or weak ignition coil. Or, it might be a dirty or dead fuel
injector. Or, it might be a compression problem due to a burned or
bent valve, a leaky head gasket or a rounded cam lobe.

And what do you do when you have a no start/no code condition?

The problem might be no ignition, fuel or compression. Or, it might
be a bad battery, starter, ignition switch or safety circuit, or anti-theft
immobilizer system if the engine won't crank.
IGNITION SYSTEM DIAGNOSIS
Start with the Battery

Many drive ability and starting problems that are charging,

starting or ignition related may be due to low battery voltage.
It's a simple thing to check, yet many technicians overlook the
battery as a possible source of trouble. Low battery voltage
can also affect fuel delivery by causing the fuel pump to run
slower than normal. This, in turn, causes, low fuel pressure
and a lean fuel condition. Under some conditions, a low
battery may even prevent one or more injectors from opening
normally causing lean misfire and/or hard starting.
IGNITION SYSTEM DIAGNOSIS
Automotive lead-acid batteries must be kept at or near full charge for
optimum performance and longevity. If a battery is run down or
becomes fully discharged, undesirable changes start to occur on the
lead plates inside the battery. The plates develop a layer of sulfate that
resist recharging and reduce the battery's ability to store power. If the
battery is chronically rundown or discharged, it shortens battery life
significantly.

Average battery life under the best of conditions is only about four or
five years in most vehicles, and only about three years in places like
Arizona and New Mexico where summer temperatures typically soar
into the triple digits. Many motorists who are driving vehicles with
batteries that are four, five or six years old may not realize their
batteries are failing until their engine fails to start and they are
stranded.
IGNITION SYSTEM DIAGNOSIS
Cold weather also puts a two-fold strain on the battery by reducing its
power output (up to 50% at 20 degrees F!) and increasing the amps
needed to crank a cold engine (up to double the amps at 20 degrees F).
The best way to check battery charge is with a digital voltmeter. A fully
charged battery should read 12.65 volts. A reading of 12.45 volts equals
about a 75% charge and is good enough for further testing. Anything
less means the battery is low and needs to be recharged.

The battery's state of charge doesn't tell the whole story because a fully
charged battery may also be a weak or failing battery that can't provide
its normal amp output under load. Battery condition can be determined
one of two ways: by load testing with a tester that applies a calibrated
load on the battery (this requires the battery to be fully charged for
accurate test results), or by testing with an electronic "conductance"
tester (which does not require a fully charged battery for accurate test
results).
IGNITION SYSTEM DIAGNOSIS
Conductance testers send a frequency signal through the
battery to reveal how much active plate area is available to
hold and deliver power. As a battery ages, its conductance
declines. Shorts, opens and other cell defects also affect
conductance, so measuring conductance gives an accurate
indication of battery condition.

Many electronic battery testers also analyze the battery's

"Cold Cranking Amp" (CCA) capacity, which can be used to
estimate the battery's remaining service life. Some testers
also measure the amps drawn by the starter while cranking
the engine, and analyze the charging system's output under
load once the engine is running.
IGNITION SYSTEM DIAGNOSIS
If a vehicle needs a new battery, it should have
the same or higher CCA rating as the original
equipment battery specified by the vehicle
manufacturer. Batteries should be fully charged
before they are installed. Other items that
should always be inspected and may need to be
replaced include battery cables, anti-corrosion
washers for the battery terminals, battery tray
and/or battery hold-down hardware and
clamps.
IGNITION SYSTEM DIAGNOSIS
Charging Checks

The vehicle's charging system should also be

checked to make sure it is operating correctly
and is capable of keeping the battery at full
charge. As a rule, the charging voltage with the
engine at fast idle should usually be about 1-1/2
to 2 volts higher than battery voltage.
IGNITION SYSTEM DIAGNOSIS
Alternator charging output increases in proportion to the
electrical load on the charging system and engine speed.
Charging output is controlled by a voltage regulator, which
may be mounted inside or on the back of the alternator
("internally regulated"), or somewhere else under the hood
("externally regulated"). On newer vehicles, the power train
control module (PCM) regulates charging output. If an
alternator is overloaded, it may overheat and fail (check for
aftermarket sound equipment that may be overloading the
stock alternator!). An alternator failure will cause the battery
to run down and go dead. Symptoms of a charging problem
include a low battery, dim headlights, hard starting or a
charging system warning light.
IGNITION SYSTEM DIAGNOSIS
Many parts stores have an alternator test stand and can test
alternators to determine if they have failed or are capable of
putting out their rated amp capacity. When done correctly,
bench testing an alternator is a good way to verify your
diagnosis and/or to confirm the output of a new or reman
alternator before it is installed.

A replacement alternator (new or reman) should have the

same or higher amp rating as the original. If the replacement
comes with a pulley (some do not), make sure it matches the
original (same diameter, width and belt type). If your vehicle
has a high amp, aftermarket sound system, you should
consider upgrading to a high output replacement alternator.
IGNITION SYSTEM DIAGNOSIS

Related items that may also need to be

replaced include the regulator (externally
regulated applications only), drive belt,
battery cables and/or battery. If you're
installing a high output alternator, larger
gauge battery cables, ground straps and
charging wire may also be required.
IGNITION SYSTEM DIAGNOSIS
Starter Checks

An engine that won't crank may have a bad starter, or

it may have another fault such as a bad starter
solenoid starter drive, a problem in the ignition switch
circuit, the park/neutral or brake safety switch circuit,
or the anti-theft immobilizer system. If the battery is
fully charged and the starter is receiving normal
battery voltage but fails to crank (or cranks slowly),
the starter is probably defective and needs to be
replaced. Many parts stores can also bench test a
starter to check motor rpm and amp draw.
IGNITION SYSTEM DIAGNOSIS
The most common cause of starter failure is prolonged cranking. This
causes the motor to overheat. Starters also wear out after years of
service if the brushes, bushings, or starter drive become worn.
Starters also have a solenoid that routes current to the motor when
the ignition switch is turned to the crank position. A defective
solenoid will prevent the starter from working. The starter drive
mechanism that engages the flywheel may also stick or fail prevent
the starter from working.

A replacement starter (new or reman) must have the same bolt

pattern and electrical connections as the original, and the same
number of teeth on the drive gear. Handle permanent magnet
starters with care because the magnets are brittle and can be easily
cracked if you drop the starter. Related items that may also have to
be replaced include battery cables and engine ground straps.
IGNITION SYSTEM DIAGNOSIS
Ignition Diagnosis
Primary and secondary ignition patterns can reveal a great deal about
the health and performance of the ignition system. Learning how to use
and read ignition patterns on a scope takes some time, but once you
know what to look for diagnosis becomes much easier. Essentially you
look for significant differences in firing voltages between cylinders, or
abnormal spark lines that indicate coil triggering or dwell problems.

Spark plugs eventually wear out (even long life 100,000-mile plugs) and
can become fouled by carbon deposits. A fouled plug may misfire
causing a loss of power and fuel economy, and a big increase in exhaust
hydrocarbon (HC) emissions -- which may eventually damage the
catalytic converter. Fouled or worn spark plugs can make an engine hard
to start and run poorly. Replacing the spark plugs can restore normal
performance -- but it won't fix a misfire problem if the cause is bad plug
wires or a weak coil.
IGNITION SYSTEM DIAGNOSIS
Under normal driving conditions, a set of
standard spark plugs will usually last about
45,000 miles. Refer to your vehicle owners
manual for the recommended replacement
interval. Long life plugs, which have a center
electrode made of a wear-resistant metal such
as platinum or iridium, typically go up to
100,000 miles before replacement is needed. If
your engine has standard plugs, consider
upgrading to long life plugs.
IGNITION SYSTEM DIAGNOSIS
Spark Plug Wires

The spark plug wires (ignition cables) carry high voltage from the coil or
distributor to the spark plug. Some wires have carbon-impregnated
fiberglass strands inside to carry the voltage while others have spiral-
wound "mag" wire. Plug wires can deteriorate with age causing misfires,
hard starting and poor performance. Wires should be replaced if the
boots or terminals are loose, damaged or corroded, if the wires are
cracked or sparking, or if their internal resistance exceeds specifications.

On late model engines with coil-on-plug (COP) ignition systems, there

are no plug wires because the coils are mounted directly on the spark
plugs. This also complicates ignition diagnosis with a scope because
special adapters are required to pick up an induced ignition signal from
the coils.
IGNITION SYSTEM DIAGNOSIS
Ignition Coils

Coils seldom fail, but when they do they can't provide voltage to the
spark plug(s). On a single coil ignition system, a coil failure will cause
the engine to quit and prevent it from starting. On a multi-coil DIS or
COP ignition system, it will cause a misfire in only the cylinders
supplied by the bad coil.

Coils can be tested by measuring their internal resistance with an

ohm meter. If the coil's "primary" or "secondary" resistance is out of
specifications, replace the coil.

Caution: Never disconnect a COP coil from its spark plug while the
engine is running. Doing so may damage the coil or other electronics!
IGNITION SYSTEM DIAGNOSIS
Ignition Module

Ignition modules may receive a trigger signal directly from a distributor

pickup (magnetic, Hall effect or Optical), a crankshaft position (CKP)
sensor or the PCM. A fault in any of these other components or the
wiring can prevent the ignition system from firing.

An intermittent no start and/or stalling due to loss of spark may be a

clue that the ignition module is failing, or that it is losing its trigger
signal from the crank sensor. Check the resistance of the crank sensor
(both hot and cold, not just at room temperature), and check to see that
the module is receiving voltage and a trigger signal from the crank
sensor or PCM. If the module has good inputs, but is not switching the
coil(s) on and off, the module has reached the end of the road.