ll. IGNITION SYSTEMS The first phase of small gasoline engine theory of operation to be explained in detail is the ignition system. Remember, there are only three basic systems to gasoline engines: compression, ignition and carburetion. All three systems must operate in harmony with each other to have a good starting, smooth running and top performing power unit. The ignition- system is the group of component parts which delivers the spark to the spark plug at the Precise moment to fire the compressed air-fuel, mixture near the beginning of the power stroke. A’ {good strong spark is important and a spark delivered at the precise moment is equally important to obtain ‘maximum power. Gasoline and liquid-petroleum gas (LPG) fueled engines are called ‘spark-ignition” engines, because a spark ignites the air-fuel mixture in the combustion chamber. Diesel engines do not have an electrical ignition system for igniting the fuel mixture. They do have an ignition system but it is not electrically induced. Diesel engines have a very high ‘compression ratio. The high compression causes a much higher temperature of the air being compressed. In fact, the air is so hot that when fuel is, Injected into the combustion chamber, ignition occurs. Therefore, the ignition in a diesel engine is fuel related rather than spark related as in the gasoline engine. Diesel engines have higher compression ratios, high pressure injection pumps and injector nozzles to deliver fuel into the combustion chamber at the precise moment near the beginning of the Power stroke. The diesel engine has no carburetor to mix the air-fuel mixture as does the gasoline spark- ignition engine. Most single cylinder small engines manufactured in the past had a magneto-ignition system with a rotating magnet generator, coil, condenser, breaker-points, and a spark plug. Solid-state electronic types of ignition systems have become very popular in recent years. These systems do not have breaker-points or the condenser, but they have several coils or transformers, a spark plug and an array of electronic parts which will be discussed. Some small engine electrical ignition systems are powered from a 12 volt direct current (DC) storage battery. AS with the magneto. styles, these may be either breaker-point type oF Sdld-state without breaker-points. Of course, the solid-state ignition system without breaker-points is the main system used in automobiles. Since this book is confined to the small gasoline, air-cooled engines, the solid-state breakeriess ignition systems used with automotive engines will not be discussed but the systems commonly used by small gasoline engine manufacturers will be. To summarize this introduction on styles of ignition systems used with light horsepower gasofine ignition systems, a flow chart to classily the various styles is helpful. Refer to the chart at the bottom of the page. We will first discuss the traditional magneto-ignition system with breaker-points. This system, however, is losing in popularity to the magneto solid-state ignition, system, a system characterized by having no troublesome breaker-points. MAGNETO-IGNITION BREAKER-POINTS SYSTEMS WITH A strong spark aoross the electrodes of the spark plug Is required to ignite the air-fuel mixture in the combustion chamber of the engine. On the magneto-ignition system, induced electrical current originating from a rotating magnet (mechanical energy) rather than a potential seeking a ground, is used to produce a spark at the proper moment to get {ull power from the engine. The spark usually occurs slightly before top dead center (TDC) of the piston Movement at the end of the compression and the start of the power event. ‘The primary circuit contains the primary coil winding and two leads, a sel of breaker-points and’ a condenser. One lead of the primary wiriding connects to ground while the other is attached to one side of the breaker points. IGNITION SYSTEMS, MAGNETO POWERED (MAGNETO IN FLYWHEEL ) BATTERY POWERED» | [ie VOG STORAGE BATTERY) WITH BREAKER-| | SOLID-STATE POINTS WITHOUT BREAKER- POINTS WITH BREAKER-| | SOLID-STATE POINTS WITHOUT BREAKER- POINTS24 The secondary circuit contains the seco winding, its two leads, a high tension or st wire, and a spai lead of the secondary ‘winding 1S"grounded while the other is connected through the high tension lead (spark plug wire) to the spark plug. ‘An understanding of each part of the magneto- ignition system is required to comprehend how the system delivers a spark to the combustion chamber at the precise moment. Each part of the magneto- ignition system will be discussed separately and in detail; however, it will be most helpful to become familar with the general component parts. Figure lil-1. Magneto-ignition Systems with Breaker- Points (Courtesy of Briggs and Stratton Corporation) Magnet Armature ‘Adjustment Breaker- points High tension lead Figure il-2._ Magneto-ignition with Breaker points and ‘Adjustable Stator Plate for lgnition Timing (Courtesy of Tecumseh Products Company) FLYWHEEL MAGNET A permanent magnet is located in the flywheel rim. The magnet is quite strong and will retain its ‘magnetism over a long period of time. Other magneto Ignition parts may be located either inside or outside of the flywheel rim, depending upon the Configuration chosen by the manufacturer. Iustrated in Figure Ill is @ magnet embedded in the outside of the flywheel rim but in Figure lll-2, the magnet is embedded in the inside of the flywheel. In either case, the magnet revolves very close to the armature legs, thus producing the electrical energy which eventually is transformed into high voltage across the spark plug electrodes. Figure ill-2 features an adjustable stator plate for ignition timing purposes. Later in this unit, the concept of delivering the spark at the precise moment will be discussed. ARMATURE ‘The purpose of the armature and its legs is to "pick up" and “build up" a magnetic field or flux from the Moving magnet. Remember, there is no direct or wired electrical connection between the armature legs and the magnet. However, a magnetic field or flux is created within the armature legs by a phenomenon known as induction. ‘The armature's iron core, in which magnetism is concentrated and rapidly reversed from one direction to the other, is constructed of many thin laminations, ‘as noted in Figures Hll-t and III-3. This prevents the build-up of any one iarge electrical path for an eddy current. The slight amount of oxide between laminations provides enough insulation to prevent the eddy currents from traveling from one lamination to another. The eddy currents tend to heat the coil excessively which could cause premature coil failure. Some manufacturers use a three-leg armature as shown on Figure lt-2, One of the several critical adjustments in the magneto-ignition system is the space between the armature legs and the rotating permanent magnet. This clearance is called the armature ait-gap or armature leg fo magnet gap. Manufacturer's servica ‘manuals specity an acceptable range for each engine. ‘On some engines, this gap is readily adjustable, yet on others, the only method of correcting this gap is to replace the flywheel, the armature andlor the main bearing surrounding the crankshaft on the magneto end. Loose or wor main bearing and crankshaft journals may have a pronounced effect upon armature leg to magnet air-gap and consequent magnet malfunction. The flywheel may rub the armature legs and cause erratic spark output or total loss of spark. com, ‘The main function of the coil, such as illustrated in Figure ltl-3, is to inorease the voltage so a spark will jump across the spark plug electrode gap, thusigniting the air-tuel mixture in the combustion chamber. For practical purposes, the coil can be. considered a step-up transformer since it takes low voltage and transforms it to high voltage. ‘The coil is made up of the primary and the secondary windings. The primary winding consists of about 175 turns of heavy-insulated wire wrapped around one part of the armature. The secondary winding consists of about 10,000 turns of very thin, insulated wire wound outside of the primary windings as shown in Figure IlI-3. The coil is mounted on the armature's laminated core simitar to that shown in Figures lll-1 and, me, Primary and secondary ground leads Secondary winding ‘Secondary lead Primary lead (to breaker-point) Figure W3. Armature with Coll Showing Windings and Leads (Courtesy of Kohler Company) Electronic test equipment is used to check the quaity of a coll. ‘The manufacturers of test equipment provide ‘detailed instructions on equipment operation, The test equipment can be used to "check out" the loading of a coll o duplicate its function as i the coil were powered by an operating engine, We refer to this type of testing as "bench testing’, meaning that a component part is tested ‘on the bench” rather than testing on the actual machine or engine. Besides the coll power test, other bench tests performed on the coit are the coil high speed test, coil surface insulation test, primary resistance (primary winding) and coll continuity (secondary winding). The latter two tests are measurements of resistance in ohms to determine the quality of the two windings. Failure of any of these tests is reason for discarding the old coil and replacing with a new one. With some engine manufacturers, the entire armature and coil assembly must be replaced, while with others, only the coll itself is replaced on the armature. ‘One popular style of coil testing equipment used on light horsepower engines is pictured in Figure Il-4(a).. This instrument does numerous other tests, for example: coil testing, condenser testing, diode testing, and static timing just to name a few. One of the tests on a coil is the primary winding test for ’ resistance, as illustrated in Figure Ill-4(b). The tester ‘manufacturer gives complete details on set-up of the equipment and also provides data relative to the values which are acceptable to the particular coll (b) Primary Resistance Test Figure Il-4..A Popular Style of Coil-condenser Tester and a Test being Performed BREAKER-POINTS, ‘The breaker-points are a part of the primary circuit The two contact points are normally closed providing a path for the flow of primary circuit current to ground. ‘The points are mechanically opened by a lobe or a flat area on the camshaft or the crankshatt. The breaker- points are mechanically closed by a spring. See Figure Ill-1. If operated by the camshaft, the points ‘open once every two revolutions of the crankshatt, or every revolution if operated by the crankshaft. When points are operated by the crankshaft of a four-stroke cycle engine, a "wasted" spark is produced between the exhaust and intake stroke plus the needed spark near the beginning of the power stroke. The two- stroke cycle engine always has the breaker-points actuated from the crankshaft because it needs an ignition spark every revolution of the crankshatt. When the breaker-points are closed, current flows through the primary circuit to ground which is the metalic frame or chassis of the engine. Just before Ps26 the spark is needed, the breaker-points are opened which breaks the primary electrical circuit and causes a feverse and collapse in the coi's magnetic field Collapsing and reversing of the magnetic field around the primary winding transforms by mutual induction, a very high voltage in the secondary circuit. This high voltage forces the current through the high tension lead (spark plug wire) and the spark plug center electrode seeking the spark plug ground electrode. The function of the breaker-points is very simple. When closed, the primary current is conducted to ground and no spark is produced. When opened, the primary voltage is transformed to the secondary circuit and a spark occurs. The distance between breaker-points is called breaker-point gap. This is the ‘widest gap that can occur as the engine crankshaft is fotated. The gap is citcal to the proper functioning of the ignition system. A flat feeler gage is used to check this measurement, A wider breaker-point setting advances the spark, whereas, a narrower selting retards the spark Mentioned previously was the fact that breaker-points {g0 10 a ground or engine frame when closed, and at the point of opening or breaking, the spark occurs via the coibrelated parts. Therefore, a vary good ground is essential. One commonly performed test after breaker-points are installed is the breaker-point resistance test. This test is done with the use of an ‘ohm meter and using the R x I range scale. Good grounding readings when the points are closed should be 0.2 to 0.3. Ope popular engine manufacturer uses a flexible light cable to help provide for a good ground as shown in Figure Il-1. A broken cable on their breaker-points may spell problems Axil lead with a normally open switch connected to ground is often used to short out the primary circuit. ‘This arrangement stops the engine by “killing” the spark plug’s firing capability, since a high voltage cannot be buill up in the secondary circuit, note Figure lll-7(a). Little or no arcing of the breaker: points occurs when an engine is “killed” in this manner, But, considerable arcing of the breaker-points occurs when a spark plug is used to “kill” by grounding it out. Most manufacturers are using the primary “kill system {or this reason. The primary *kil" system also gives equipment manufacturers an opportunity to have a emote switch at the controls; for example, on a roto- tiller to stop or "it" the machine when the operator is involved in an unsafe situation. See Figure ill- showing both the primary “kill” and spark plug. systems. Additionally, the primary "kil" provides a connection terminal for an electronic tachometer that picks up its sensing from the primary lead. CONDENSER The condenser is a storage reservoir or “surge chamber’ for electricity in the primary circuit. It consists of two strips of foil with paper insulation between them, Figure I'S. The two strips of foil are not connected. The foil and paper are layered together so that one of the strips of foil is grounded and the other strip of foil is connected to one side of the breaker-points on the primary side of the coil, Figure Il-7. Insulation Foil strip Folt stip to ground to primary lead Lead to primary winding of coit To ground Figure ll-5. Condenser Construction (Courtesy of ‘Kehler Compary) ‘The condenser receives and stores the surge of current on the primary circuit to prevent excessive arcing actoss the breaker contact points when the points open. Another purpose is to aid in the rapid collapse of the coils magnetic field. The storage ‘capacity of condensers is rated in microtarads (mid), which can be measured by electronic test equipment. Such electronic test equipment has capabilities of testing condensers for "leaks", "shorts", “series resistance” and the capacity test! Equipment, similar to that illustrated in Figure Il-4(a), is used for bench testing the condenser. As with coil testing, the engine manufacturers and the test equipment manufacturers provide complete deiails on use and ‘specification values to expect in the condenser tests. Ifa condenser does not come up to "specs", the condenser should be replaced. It is a good idea to always check a new condenser, because new ones are sometimes bad. Bad condensers, especialy i the microtarad value is incorrect, can cause excessive arcing of the points and damage other ignition related parts. SPARK PLUGS ‘The spark plug is a vital part of the ignition system and, it provides the gap across which the voltage arcs to create a spark for ignition of the compressed air-fuel mixture. The current at this high voltage is conducted. from the secondary circuit of the coil through the high tension lead. When a spark plug is suspected as a problem, the ‘magneto voltage output should first be checkedaccording to manufacturer's recommendation. if satisfactory, replace the spark plug. Cleaning old spark plugs with sand blasters is no longer recommended by small engine manufacturers because of the possibility of residue materials remaining in the spark plug and later getting into the intemal parts of the engine. ‘The spark plug consists of a shell, ceramic insulator, center electrode, and ground electrode as illustrated in Figure lll-6.' The two electrodes are usually separated by @ gap of 0.026 to 0.065 inch depending ‘on the make and model of the engine. Most small engines with breaker-points will be in the 0.020" to 0.035" gap range, whereas the solid-state without, . breaker-points will be in the 0.030 to 0.045 inch range. The path of electricity is down the center electrode, across the spark gap, and to the ground electrode, Metal shell Ground electrode Insulator ‘Spark-gap a Hel ‘Terminal Center electrode —t Reach Figure W-6. Spark Pig (Courtesy of Kohler Company) ‘Spark plugs are designed to operate in a heat range ‘of about 700 degrees to 1500 degrees F. Most small gasoline engines will operate satisfactorily with plugs having a heat range of about 900 to 1350 degrees. ‘Some manufacturers provide a spark plug “kill” to ground. A spring-loaded metal plate is pressed to *short out” the spark plug and divert the electrical energy of the high tension lead to ground rather than permitting the spark to jump the spark plug electrode as shown on Figure Ill-7(a) and (b). When this "kill" system is used, considerable arcing and eroding of the breaker-points occurs. Therefore, this is deemed a less satistactory method of stopping an engine ‘compared to the primary circuit "kill" arrangement discussed in the BREAKER-POINTS section of this, unit, THE COMPLETE MAGNETO CYCLE When the permanent magnet is away from the coil, it has litle of no effect on the coll,. But, as the magnet ‘comes closer, the primary winding of the coil “eels* the increasing magnetic field. ‘The coll is being acted upon by the magnetic lines of force; therefore, current flows in the primary circuit. This current asses through the breaker-points and into the found. When the permanent magnet is adjacent to 27 the armature legs and coll, the magnetic field around both windings is reaching its peak. See Figure Ill-7(a) and II-8(a). At this poipt, the piston is approaching the top of its stroke and is compressing the air-fuel mixture. When the breaker-points open, the primary circuit is broken, the flow of electricity is stopped, and the magnetic field suddenly reverses and collapses. The sudden reversing and collapsing of the magnetic field in the coit's primary winding induces high voltage into the secondary coil winding causing the spark to jump the gap in the spark plug, note Figures II-7(b) and Ill (0) ‘Spark plug “kil” at spark plug + High tension, > lead Primary "kill Breaker Magnet (a) Breaker-points Closed Spark plug firing 1 3) High tension —f HK lead. Breaker- points open’ + Primary lead % F Magnet (b) Breaker-points Open Inducing Voltage in the ‘Secondary Coil Figure Ill-7. The Complete Magneto Cycle of a Two Leg Armature (Courtesy of Briggs and Stratton Corporation)28 A basic difference used by small engine ‘manufacturers is that some use a two leg armature as, shown in Figure ll-7. Others use a three leg armature as illustrated in Figure Ill8. Generally, they both work under the same principle of magnetic induction, a ‘stopping of the primary circuit current, a reversing and Collapsing of the magnetic field within the coil and the resulting high voltage seeking a ground to the spark plug electrode. Flywheel magnet primary windit ywheol magnet Primary windings High tension Breaker-points lead (@) Breaker-points Closed ‘Secondary windings High tension lead Breaker-points Spark plug ‘As points open the spark plug fires (0) Breaker-points Open Figure ill8. The Complete Magneto Cycle of a Three Leg Armature (Courtesy of Tecumseh Products Gompany) BATTERY-IGNITION BREAKER-POINTS SYSTEMS WITH The battery ignition system with breaker-points operates in almost the same manner as does the magneto system. The major difference is that the battery serves as the source of electrical power to energize the coil rather than the magnet passing near the armature legs in the case of the magneto system. Note how the col is wired intemally in Figure II-9. The two windings (primary and secondary) are parallel 10 each other, starting from the positive terminat where joined, and ending with each winding to a chassis ground. Contrast this wiring arrangement with the Magneto system, Figure II-7, and note each winding is independent’ of the others, not mechanically connected. The magneto system has each end of the primary winding going to ground when the breaker-points are closed, The secondary winding ‘has both ends also going to ground, but with one end (high tension lead), the spark must jump a gap to make the ground. The breaker-points are mechanically driven by the camshaft or the crankshaft and forced apart by a lobe or eccentric and closed by a spring. The breaker-points, when closed, and going toa chassis ground, actually complete a circuit of the two ends of the primary winding allowing current to flow in the primary winding. But in the battery-ignition, lo ends of either windings are wired to ground directly. However, the storage battery has one terminal going to the chassis ground and through it both the primary and secondary winding have their circuits completed, The battery-ignition system works from the low voltage battery (about 12 VDC). Current from the battery flows when the breaker-points are closed energizing the primary coll winding, which is in the outermost part of the coil encasement. Because this is a closed circuit, the coil makes a magnetic flux which is induced into the iron core of the center of the coil At the precise moment, the breaker-points open and the magnetic flux is transformed to a much higher voltage because of the different number of tus or loops in each of the windings. This step-up transformer takes the original 12 volts and transforms the voltage to about 20,000 volts. Since the negative terminal has a very high voltage potential, itis seeking a ground. However, the points are open and the current cannot go in that direction. Also, the ‘condenser, acting as a surge chamber, helps to stop any electricity that might try to go that way. But the circuit has @ place to unload this high potential, the spark plug gap. Therefore, a spark jumps across the lug gap and ignites the airfuel mixture. Please keep in mind that this all happens in a very short period of time, almost instantaneously as the breaker-points open. MAGNETO-IGNITION SYSTEMS WITHOUT BREAKER-POINTS The magneto-ignition systems without, breaker- points, meaning a solid-state system, can be broken down into two classifications: namely, CDI - Capacitor Discharge Ignition and Traditional Coil with Solid-State Trigger Coil (Briggs and Stratton Corporation). CDI SOLID-STATE IGNITION ‘The design of the solid-state CDI system Is different than the magneto-ignition system. However, its purpose is still to deliver a spark to the spark plug atey High tension lead or rN ees Secondary circuit spark plug wire Ignition Spark plug saich cas f Condenser a {onition __ | coil Chassis ground IF Figure l-9. The Battery ignition System with Breaker- Points the precise moment. The magneto-ignition system has among its component parts, an armature, coll, condenser, and breaker-points. These parts are not in the solid-state system, see Figure lll-10. This system has a pulse transformer, input coil rectifier, capacitor, silicon controlled rectifier, resistor, and trigger coil that perform the same function. The parts that both systems have in common are the flywheel rim embedded magnet, the high tension lead and tho spark plug. (6) Complete Unit 9 Magnet High tension lead AS ‘o Reetitier Spark plug (ce mi ® 1 i e Sticon controlled ® ceaitior SCR) (2) Input Coil and Solid-state Components Pyise ! transformor__| High tension lead Primary winding Secondary _} winding 3 lor Primary winding lead Trigger coll (®) Pulse Transformer (@) CDI System Schematic Figure Ill-10._ Typical Solid-state CDI (Capacitor Discharge Ignition) System (Courtesy of Tecumseh Products Company)30 Electronic testing equipment, such as pictured in Figure Ill-4(a) and the operational directions are required to "check out" a malfunctioning solid-state ignition system. It is required that small engine ‘mechanics have the manufacturer's service or repair manuals for the specitic engine being analyzed. Each manufacturer specifies the "how" of its solid-state ignition testing and a mechanic cannot rely on one manufacturer's literature when testing another. Simple mistakes such as taking a spark test or an error in connecting leads, may damage the solid-state CD! system, Mustrated in Figure 11-10(a), (b), and (0) are typical solid-state ignition components and the system ‘schematic is Hlustrated in (d). As the engine's rim- ‘mounted flywheel magnet (1-A) passes the input coil (2), a low voltage alternating current is induced into that coll. The current passes through a rectifier (3) and converts the alternating current to direct current. The current travels to the capacitor (4) where it is stored. Meanwhile, the flywheel magnet continues its rotation about 180 degrees and as it passes the tigger coil (6), it induces a very small electrical charge into the trigger coil. This charge passes through the resistor (6) and turns “on” the silicon-controlled rectifier (7), Which is basically a solid-state switch. With the silicon: controlled rectifier (7) closed, the low voltage stored in the capacitor (4) is directed to the primary winding of the pulse transformer (8). At this point, the voltage is stepped up or transformed instantaneously in the secondary winding, thus becoming a very high voltage which passes through the high tension tead (spark plug wire) causing the spark plug to fire (9). AS Figures lil-10(a) and (b) illustrate, the various component parts are "packaged" in factory assembled units. TRADITIONAL COIL WITH SOLID-STATE TRIGGER COIL This style of electronic ignition is used by Briggs and Stratton Corporation. It is not a capacitor discharge ignition (CDI), as discussed in the previous section, but itis an electronic ignition system, Basically, itis a solid-state trigger coil added to their existing two-leg armature conventional ignition system, as shown in Figure ll-14. The tigger coil, wth a trademark name ‘of Magnetron®, is mounted in such a position that itis triggered by the same magnet movement that induces the magnetic flux into the armature legs and allows the coil to operate as it does in the traditional system. A teal problem can exist with this system that the mechanic needs to be aware. It a flywheel key is Partially sheared or totally sheared, a good spark will still occur. Obviously the engine will not run or operate properly because ignition timing is off. If this problem is suspected, the only diagnosis is flywheel to crankshaft key visual inspection. If the key has, started to shear, it should be replaced ‘Armature Magnetron® module Figure I-41. Traditional Coil Corporation) Solid-state Trigger Coil Added to (Courtesy of Briggs and Stratton Ignition timing as pre-set with a good shear key is very important, note Figure lll-12. In the replacement Package, a stronger metal shear key is used io help avoid keyway shearing. The electronic package replaces the breaker-points and condenser. Installation is shown on Figure ill13. X L Breaker Early Current points Magnetron® — Magnetron Figure ill-12, Styles of Flywheel Keys For Ignition ‘Systems (Courtesy of Briggs and Stratton Corporation) ‘Aiter installation, the ignition spark is checked by using the spark tester tool pictured in Figure I-14, The latest tester is featured, see insert. The spark plug is attached to the fong terminal. This system, to produce a spark, requires about 350 RPM cranking speed, which is normally obtained by normal cranking using a rewind starter or electric starter. Theretor one cannot expect to obtain a test spark by rotating the flywheel magnet back and forth across the armature legs, as is frequenily done with Briggs and Stratton Corporation's non-solid-state system, New engines currently are being marketed by Briggs and Stratton Corporation with this new system added, However, it is frequently added to past production engines that it will fit whereby the breaker-points and the condenser (both problem oriented parts) are abandoned. This Is called a “retro-ft” repair or replacement. Retro-tit is in reference to an “after the market” repait or replacement to make the operation of some piece of equipment better than it was when itArmature and module ground wire terminal Armature Coit Large rivet head Module terminal ‘Twist and soiaef [ Cylinder Figure 1-13. Amature (Courtesy of Briggs and Stratton Corporation) Installation of the Trigger Coil on originally came out. It is frequently used by the repairperson as a “quick fix" when the plunger hole is worn and leaking oil. To repair by rebushing the plunger hole means complete disassembly of the power block and removal of the crarkshait. A metallic plug, ordered from Briggs and Stratton Corporation, ‘can be driven into the plunger hole replacing the discarded plunger. IGNITION TIMING Ignition timing is the point in the crankshaft revolution Circle at which the spark plug is fired. The piston moves up and down (linear movement) and it is connected to the connecting fod, which is connected to the crankshaft producing rotary motion. One piston movement from down to up or up to down is a stroke. When the piston is at the end of its up stroke, itis referred to as being in the top dead center (TDC} Position. Likewise, at the bottom of its stroke, the position is called boitom dead center (BDC). ‘Small engines are “timed” so the spark occurrence is anywhere trom 25 to 5 degrees Defore TDC and is generally isted in thousandths of an inch before TDC. Remember that on breaker-point style of ignition systems, this is at the moment breaker-points open. ‘On solid-state ignition systems, it is the moment that the trigger coil is triggered . A strobe timing light may bbe used on small engines, but usually is not done Figure lilt4. Using the Spark Tester (Courtesy of ‘Briggs and Stratton Corporation) except for demonstration purposes. Strobe timing lights give values in degrees and are frequently used on automotive products. ‘Most engines have a precise specification as to where the spark should occur. The prime reason for firing before TDG is to-provide a short period of time for combustion or burning to take place. When ignition timing is too early or advanced, pre-ignition knock may. bbe detected since the compression of the bur is, in fact, working against the compression stroke. Anoiher problem created by too early timing is "kick back" on starting or cranking. When the ignition timing is too late or retarded, the engine may not produce full power because the maximum force of the ‘combustion burn is taking place too late as the piston is moving downward. Because of these inherent problems, larger engine such as automotive and tractor, have over the years used automatic mechanisms to advance and/or retard spark by vacuum and by centrifugal flyweights to match ignition timing with cranking and running situations. 31Starting Spring __ (relaxed) e deka Firing center point Figure l-16. An Automatic Centrifugal Counterweight System to Advance the Spark for Operating Speeds ‘Some small engines have provisions for advancing or fetarding the spark. One system is shown on Figure N15. The breaker-point lobe is a moveable collar that rotates mechanically due to the centrifugal force of ‘the counterweight in the running position. With this system, the engine will ire at about six degrees BTDC. ‘when cranking and starting, but will automatically advance itself to about 26’ degrees BTDC when tunning at rated engine speed. After the engine is stopped, the compressed spring will return the ‘counterweight to an “at rest" position and ready for restarting. This advancing-retarding technique Is, used almost exclusively with small two-stroke oycle engines, because general engine performance is enhanced more with two-stroke cycle engines than with four-stroke cycle engines. ‘Another system used for mechanical advancing and retarding of the spark is shown in Figure ill-16. Note that the entire magneto system is rotated as one housing, which changes the ignition timing. The ‘magnet, which fires the trigger coil on this solid-state system and is responsible for the spark at the precise moment, is embedded into the flywheel. The flywheel, not shown, is connected directly to the crankshaft. ‘Therefore, when the stator is tured counter-clockwise, as viewed in Figure IlI-16, the spark is advanced.” This application is frequently used with two-stroke cycle outboard marine products. Additionally, the stator movement is synchronized with the throttle plate by a throttle actuating cam as. shown. When the engine is started, a low throttle setting Is made and the ignition timing is only a few degrees before TDC. This setting makes for easier starting and avoids dangerous "kick back". As the engine operator gains speed, both the throttle setting and the ignition timing are being advanced. ‘Small engines need to have their ignition timing set Running Spring 7 (compressed) Breaker-point lobe Counter- weight eo Top Firing dead point center ‘according to manufacturer's specifications. Figure Ill- 17 illustrates a piston being positioned at a recommended distance from TDC. With a continuity light across the breaker-point contacts, the stator plate is rotated until the light goes out. Remember, the spark plug fires when the breaker-point contacts ‘open. On solid-state ignition systems, the rotation of the stator plate on which the trigger coil is mounted changes the ignition timing accordingly and a strobe light has to be used to detect the ignition timing on a ‘cranking or operating engine, Control lever” Figure I-16. Typical Manual or Mechanical Ignition Timing System’ Used on Outboard Marine Engines (Courtesy of Tecumseh Products Company)‘Some small engines have no means for setting the ignition timing in the manner just discussed. These Manufacturers depend upon everything being correct, which includes very accurate adjustment of breaker-point contacts. If the breaker-point gap specification is 0.020 inch, but is adjusted to 0.015 inch, the spark would occur'oo late. lgnition timing is extremely important to the engino's operation, Improper timing can cause extreme stresses on engine parts, loss of power, inefficient use of fuel and over-heating. To adjust timing, the mechanic must have the engine's specifications; otherwise, the mechanic would be taking only an educated guess. Other functional parts of the engine must also be in good tepair for the ignition timing to be performed. Breaker-point contacts must be spaced properly. The ‘mechanisms that drive breaker-points must be freely operating: and, cams and lobes must be clean. In addition, the main bearings on the magneto side of the engine's cylinder block must be in excellent Condition, of it may be impossible to set the breaker- points to specifications. Using a dial indicator FFigure Il-17. Positioning a Piston for Timing with a Dial Indicator and Using a Continuity Light to Adjust Ignition Stator Plate (Courtesy of Tecumseh Products, Company) The ignition system is at the “heart” of a good Performing spark-ignition engine. A "weak" spark Makes for a poor starting and/or an erratic running engine. "No" spark amounts to an engine that will, Neither start or run. The purpose of the ignition system is not only to provide a good "strong spark to the plug, but also to deliver that spark at the precise ‘moment, STOP SWITCHES . The gasoline engine needs a sale and rapid stopping 3 technique. The most common method used is to “itt the ignition system rather than shutting off the fuel supply or causing a loss of compression. Throe methods are generally used to perform this function, namely: 1. On engines with magneto systems, grounding of the spark plug lead to the engine's head is done on engines that will not be started and stopped too frequently. This is the simplest of all the “kilt methods, but il may cause serious arcing of the breaker-points. This method was discussed earlier andis ilustrated in Figure li-7(a), 2. On other engines with magneto systems, grounding of the primary ignition lead can also be done. This is commonly called the "primary kil” system and is the most popular with the magneto system, note Figure It-7(a) 8. On battery powered ignition systems, controling the electrical current by an ignition switch to the coil is, used. This is ilystrated in Figure IL-9, This last system is frequently used with automobiles, tractors, and other pieces of equipment with a battery Powered ignition system,.. The first two systems are tused with magneto systems, whether the traditional breaker-point siyle or the solid-state breakerless style. Briggs and Stratton Corporation uses typical stop switches presented in Figure Ill-18. The key type is similar to that used with automobiles. This switch may even have a cranking contactor set built into it to actuate an electric starter, More information of this, type of system will be explained in Unit VI, Cranking, Charging, and Electrical Auxillary Systems. Key ° Stationary Figure lll-18. Types of Stop Switches (Courtesy of Briggs and Stration Corporation) Most of the “kil” systems found on magneto igrition engines have a simple “on/off” or single-pole switch. In this application, they are used to "kil" the igrition by taking the primary or secondary ignition lead to a chassis ground. Therefore, the switch is open during engine operation and closed to “kill” oF stop the34 engine. Since there are a few exceptions to the previous statement for this open/closed arrangement, review of the service literature is a must for understanding switch operation, system analysis, and performing necessary repairs. For example, an ‘exception is a company with a solid-state magneto system which uses a closed switch to allow current {rom the primary lead to flow to the coil, In this case, ‘the switch would be opened to stop the engine. With battery powered ignition systems, a closed switch is always used to allow current from the battery to flow to the coil during operation. The ignition system is "killed" by opening the single-pole switch, thus shutting off electrical power to the coils primary side. Intemal contactors and attaching terminals of the switch must be insulated from the metalic frame parts of the switch. ‘This style of switch operates in a similar manner as does a single-pole toggle switch for lighting in our homes. Controt Control (@) Throttle in Run Position Control bracket { Point of iol lever he contact mS stop switch Press Ground up wie (b) Detail of Control Lever Making Ground Contact Figure il-19. A Tang Style Stationary Stop Switch Activated by Control Lever (Courtesy of Briggs and ‘Stratton Corporation) ‘Two stationary switches are in Figure tll-18. Engines used for lawn mower applications frequently use this style which is shown as a stop switch in Figure 1-19. tt is also shown in the next unit, Unit V, Carburetion and Related Systems, Figure In these ‘cases, the throttle movement makes the control lever ‘mechanically contact the insulated tang which has a primary "kil" ground wire attached. This ground wire leads directly to the primary side of the coil, See the detailed drawing on Figure Ill-19(b). The metal of the control lever, upon tang contact, takes the primary lead current’ to chassis ground, thus "kiling” the ignition system. ‘This same idea is used with the three-second stop safety feature discussed and ilustrated in Unit IX, Small Engine Safety. A ground clip shown in Figure IX-3 by Tecumseh Products Company shows the operation of the flywheel brake in conjunction with the ignition ground wire to *kil the engine's ignition system. This helps stop the engine more rapidly than with the brake alone, which otherwise would be working against a powered engine. On lawn mower applications where the tang or clip is used, the switch to ground contact is made by throttle movement just past the “idle” position. Therefore, manufacturers concemed about safety and ease of control of the machine, frequently allow for the adjustment of the throttle cable to the Telative position of the control lever as shown in Figure ill-19. To check stop switches, a V-O-A (Volt-Ohm-Amp) meter, Figure 20, or a continuity tester, Figure 21, is commonly used. Some of the literature may call for a certain resistance in ohms to accept or reject the switch. Therefore, repair literature and recommendations are essential for proper analysis. Figure lll-20. Checking for Resistance in Ohms on a Key Type Switch by Use of a V-O-A Meter (Courtesy (0f Briggs and Stratton Corporation) Continutiy Ground to engine Figure 21. Using a Light-Indicating Continuity Tester to Check Grounding of a Clip Style Stop Switch (Courtesy of Briggs and Stratton Corporation)Battery powered ignition systems are sometimes analyzed by use of a voltmeter. Voltmeter leads (positive and negative) are attached across the battery's negative; and, the positive lead is attached to the ignition switch side of the coil. Turning the switch "on" and "off" should show a voltmeter reading of normal battery charge, for example approximately 12 volts. No voltage in the "off" position and battery charge voltage in the "on" position would most likely indicate a good ignition switch. A continuity test of these switches can also be used, but only if the switch i isolated from its citcut by removing its leads. “The safest procedure is to remove the switch as a unit from the machine and pertorm a “bench test” on the switch. Hf the switch is not isolated, storage battery power may do serious damage to the ohmmeter or ‘continuity tester. As you have read and studied this unit, ignition systems may have seemed somewhat difficult to understand. However, when the mechanic is ‘equipped with the proper testing and analyzing tools, the necessary repair and specification literature, the ability to perform the numerous checks of each ‘component part to the system, the. mechanic will then realize how ignition systems function. As in any area ‘of study and mechanical practice, only time and experience will help to make the mechanic an outstanding trouble-shooter and repairperson with the various styles of ignition systems found on ight horsepower engines. DEFINITION OF TERMS ARMATURE: The device to “pick up" a magnetic field from a moving magnet; and to assist the coil in “building up" a stronger magnetic field within the col. BACK-FIRE: Ignition of the fuel mixture in either the intake or exhaust system caused by flame from the oylinder, and is usually caused by incorrect timing or oor combustion, BATTERY: A device which stores chemical energy in reserve for later use. May be a wet type or a dry type. BATTERY-IGNITION SYSTEM: A spark-ignition system which receives its source of power from a battery. May be either solid-state or breaker-point slyle. See Magneto-igntion System. BREAKER-POINTS: Two contact surfaces that are mechanically opened and closed to control flow of electricity; essertially an electrical switch. CAPACITOR: The component part in a solid-state ignition system that corresponds to the condenser in the magneto and battery ignition system; same as, condenser. CAPACITOR DISCHARGE IGNITION SYSTEM: A. solid-state ignition having a capacitor, when discharged, will low a current into the primary winding of the pulse transformers. 35 CIRCUIT: The path of electrical current, fluids or gases. COIL: Essentially a transformer which through the action of induction converts low voltage to high voltage in light horsepower engines. A coil has a primary and secondary winding. CONDENSER: A device for temporarily collecting and storing a surge of electrical current for later, discharge; same as capacitor. CONDUCTOR: A material along oF through which electricity will flow with sight resistance: opposite of an insulator. DIESEL: An engine which ignites its air-tuel mixture naturally when fuel is added because of a very high compression ratio. A spontanoous burning of fuel without a spark ignition, DWELL: The degrees breaker-points are closed during ‘one revolution or 360 degrees of the crankshaft rotation on single cylinder engines with crankshatt driven breaker-points. (Used in automotive, tractors, and large engines, EDDY CURRENT: Electric current induced in the iron core of a transformer by the changing magnetic fields of the coll around it FLYWHEEL: A heavy momenturh wheel which helps to keep the crankshaft moving and frequently in small engines has a magnet embedded in its rim to pass close to the armature. GROUND: The contact point for the completion of the electrical circuit, usually the chassis frame of the engine or the negative terminal of a battery. HIGH TENSION LEAD: The spark plug conductor going from the secondary winding of the coil or pulse transformer to the plug, carrying high voltage and low amperage. It is well insulated to keep it from arcing through the insulation to a ground. IGNITION SYSTEM: The means for igniting the air- fuel mixture in the oyiinders.. INDUCTION: When voltage is produced in a conductor as the result of passing the conductor within a magnetic field cutting the lines of force. INSULATOR: A material along or through which electricity will tlow with high resistance; opposite of a conductor. “KILL” SYSTEM: Usually in reference to a technique used to stop an engine electrically by grounding out the ignition system to make it malfunction by using ‘some type of a switch action, LOW TENSION: Low voltage.36 MAGNET: A device that has north and south attraction forces to certain metals. MAGNETO-IGNITION SYSTEM: A spark-ignition system which receives ils source of power from a ‘magnet rotating near an armature. May be either solid-state or a breaker-point style. See Battery- Ignition System, MAGNETRONG: Brand name by Briggs and Stratton Corporation of a solid-state trigger coil used to excite a coll and fire the spark plug. MISS: One or more cylinders not fring regularly. MUTUAL INDUGTANCE: A voltage is created in one circuit by a magnetic field produced in another circuit. PRIMARY LEAD: A low voltage, high amperage ‘conductor going from the primary winding of the coil to one side of the breaker-points and the hnongrounded side of the condenser. PULSE TRANSFORMER: The component part in a solid-state ignition system that corresponds to the coll in the breaker-point ignition system. (Used to step-up voltage to deliver a strong spark at plug.) RECTIFIER: A device to convert AC current to DC. RESISTANCE: (Electrical) The property of a substance which enables it to resist the flow of an. electric current. RESISTOR: A device for adding resistance to an electrical circult SHORT, ELECTRICAL: The path of an electrical current when it bypasses its normal circuit and goes. directly to a ground or other low resistance part. SILICON CONTROLLED RECTIFIER (SCR): A sold- state switch which can be turned “on” or “off” electrically and cause the “opening” or “closing” of a ow voltage, high amperage circuit SOLID-STATE: Reference to small, solid, semiconductors usually made in part with silicon. ‘Additional characteristics include non-gaseous, high current and low voltage. Examples are transistor chips and silicon controlled rectifiers. ‘SOLID-STATE IGNITION SYSTEM: A type of spark- ignition system that uses no breaker-poinis or condenser, but uses solid-state devices fo control the firing at the spark plug. SPARK: An electrical current possessing sufficient voltage to jump through the air from one electrode to another. SPARK ADVANCE: Degree of interval between spark plug firing and top-dead-center position of piston. STATOR PLATE: The moveable unit containing the breaker-points or trigger coll. Otten has other ignition parts attached. STORAGE BATTERY: Container of chemical energy having an electrical potential TIMING (IGNITION): The point that the spark plug fires in reference to the position of the piston, usually before top dead center of the compression stroke. TRIGGER COIL: A small, special coil which when excited by a magnet moving near it, will send an electric current to turn "on" a silicon rectifier. This is ‘the start of the signal to fire the spark plug in a sof state ignition system, NOTES