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An Evaluation of
Transistorized Ignition Systems
IT IS VERY DIFFICULT today, to make a complete and cor-
rect up-to-date evaluation of transistorized ignition systems
because of the many changes in designs that are taking place
daily. New problems are arising constantly, and many more
will come to our attention as more miles,are accumulated
on the systems now being used. New power requirements
and competition will necessitate design changes in engines
and in fuel characteristics, and attempts by some manufac-
turers to reduce cost will present additional problems.
We all realize, however, that the manufacturers of these
systems will correct those problems which are their responsi-
bilities. Many problems will develop resulting from service-
men not knowing how to prevent or correct deficiencies in
a transistorized ignition system for a particular application.
The fact is, many servicemen do not know these systems;
therefore, they do not like them and are reluctant to seek
the proper method to correct the existing deficiency.
At the Greer Technical Institute, it is our responsibility
to train servicemen to know the problems that are charac-
teristic of a particular designed engine and also to know the
problems when this engine is used in various applications.
We must keep up to date on the present transistorized igni-
tion systems and be aware of any changes that may be made.
It is difficult to keep up on all of the various transistor-
ized ignition systems that are on the market today. There-
fore, we have tried to base our evaluation of the transistor-
ized ignition systems on those that supply the O.E.M. The
manufacturers of these systems have been very cooperative
in supplying us with their latest findings.
The present transistorized ignition systems can be classi-
ABSTRACT
The requirements of the automotive and trucking industry
calls for increased durability of the ignition system compo-
nents, less frequent maintenance and improvement in over-
all engine performance. The conventional ignition systems
are well on their way to becoming obsolete, as they cannot
seem to fulfill the needs of today's engines, let alone the
1
A. J. Barra
Greer Technical Institute
fied as the contact breaker, breakerless and the capacitor
discharge type.
HOW CONVENTIONAL IGNITION WORKS
In the conventional ignition system (Fig. 1) low powered
and continuous current flows from the battery through the
primary electrical circuit of the coil, creating a magnetic
field when the distributor contacts are closed. When the
distributor breaker points are mechanically opened, the mag-
netic .ield collapses very quickly, causing a high voltage
in the secondary circuit. The distributor cap sends the high
powered electrical pulse to the right spark plug that fires
the fuel-air mixture in the cylinder.
There are several limitations in this system, the main
one being the breaker points. They carry only a limited
amount of current flow in conjunction with the ignition coil
windings and produce voltage that fluctuates, depending on
the engine speed. On many high speed engines, they do not
respond quickly enough and a so-called "point bounce"
occurs. There are some who contend that point bounce will
not occur if the spring tension is correct. The main cause
of point bounce is due to misaligned breaker points. See
Fig. 2.
Degradation of the breaker points results in shorter spark
plug life, hard starting in cold weather, excessive fuel con-
sumption and expensive down time, especially for truckers.
One of the ignition problems results when the condenser
failure occurs due to lead breakage, intermittent openings,
and short and high series resistance changes.
engines of the future.
The transistorized ignition system as we know it today
corrects many limitations of the conventional system. In
the transistorized ignition system, many limitations still ex-
ist. These limitations, however, are being reduced daily by
the competent manufacturers that produce them.
 Downloaded from SAE International by North Carolina State Univ, Monday, September 17, 2018
Deterioration of breaker points, condenser, and spark
plugs are the most frequent cause of trouble. As plugs be-
come fouled, a higher output system is required to produce
more current which is necessary voltage that conventional
systems do not provide because the breaker points would
have an even shorter life.
The conventional system has gone about as far as it can.
The requirements of future engines call for substantial
changes to the present systems or a complete redesign to
meet and correct some of the limitations present.
HOW THE TRANSISTORIZED SYSTEM WORKS
CONTACT BREAKER - With the distributor contacts closed
and the ignition closed, current flow is from the battery through
R1, through the transistor emitter to Base, through R3 and
the distributor contacts to ground. See Fig. 3.
This will turn the transistor "on" and thus current will
flow through the transistor emitter to collector, and through
the ignition coil primary winding and R2 to ground. The
contacts then open, the base current for the transistor will
be interrupted, and the transistor will begin to turn "off".
When the transistor turns off, the coil current is interrupted,
and the high voltage pulse for the spark plugs is then gener-
ated in the ignition coil.
In this system, the breaker points in the distributor are
still used and act merely as an operating switch to trigger
the transistor. The conventional condenser is eliminated
Fig. 1 - The ignition system
from the circuit. It is important to consider the danger of
leaving a capacitor at this point, since the capacitor will
slow down the switching time of the transistor and possibly
cause the transistor to overheat. Operating voltage across
the points is very low in this system. The heavy primary
current is switched by a transistor and not by the breaker
points as in the conventional system.
In the conventional system, the normal ignition current
across the breaker points will run 4 to 4-1/2 amp. In the con-
tact controlled transistor systems, the current flow is approx-
imately 1 amp. However, this may not be sufficient to keep
the breaker points cleaned by burning off the various con-
taminates.
Breaker point life is definitely increased; however, many
of the problems that prevail in the conventional system are
still present in this system. Breaker point assembly wear is
still an important factor in this system and periodic inspec-
tion and adjustment must be made. The frequency of these
adjustments will be determined by the wear in each particu-
lar application.
Like the conventional system, the contact actuated, tran-
sistorized ignition system possesses an upper speed limita-
tion which is solely dependent upon the mechanical function
of the breaker points themselves.
BRIDGE OF
MOLTEN METAL
Fig. 2 - Breaker points
ignition s w.
_battery
distributor
contacts
/77
Fig. 3 - Contact-triggered transistor ignition system
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Coil - The performance of a transistorized ignition sys- cam and breaker points as in the conventional system. Im-
tem depends to a great degree on the design of the ignition pulse generator replaces the conventional distributor plate.
coil. The coil design is the link between the voltage avail- This eliminates problems that develop because of change
able to ionize the spark plug and the voltage and current of the cam angle or dwell, due to wear on the rubbingblock.
levels that are switched in the primary circuit by the tran- A worn distributor bushing will have very little, if any, ef-
sistor. fect on the timing of the pulse. Therefore, once a distribu-
Most reliable transistorized ignition systems use a coil tor is properly timed, it should remain timed indefinitely.
turns ratio of approximately 250:1. This supplies adequate In this system, there is an advantage of no breaker points
output voltage while maintaining a relatively fast spark volt- to wear, oxidize, and so on. However, the timing of some
age rise time. (The time required to raise the voltage across engines would be affected when interrupting the primary
the spark plug from zero to firing voltage.) The more rapid circuit electronically. It would be necessary, in these par-
the rise time, the easier to fire fouled plugs, as the energy
does not have time to leak off through the contaminated
kv amp
porcelain and short out the spark gap. 12-v Battery; 50 mmf Secondary Load
Disadvantages of Contact Breaker - 3o- 12
1. Point bounce at high rpm's.
contact - triggered transistor
2. When wear occurs to the rubbing block, timing is re- 25 10
tarded and will require periodic adjustment. Lander
-v
3. Wear to the breaker lever post and bushing at the point 0— ............ B

'Coil break current ......

the arm hinges.
6
4. Damage to the breaker points due to misalignment. ------
5. Wear to the distributor bushing. .......saverage current
4
6. Normally requires a larger generator or alternator.
Advantages of Contact Breaker (Fig. 4) - 5
contact break current
1. Increased secondary output -- output is higher than that as.

0 o
of a conventional system, particularly in the higher speed 1000 2000 3000 4000 5000
Engine rpm
range. See Fig. 5.
2. Increased point life is an advantage due to contacts Fig. 5 - Ignition system performance. (Solid lines indicate
breaking less current in a noninductive circuit, and may be secondary circuit. Broken lines indicate primary circuit:
left in service for a substantially longer period of time. first broken line as seen by oscilloscope; second line as seen
3. Contact oxidation or blued points are eliminated due by charging system as transistorized ignition adds to load on
to the low contact current levels. See Fig. 6. system; third is current flow through contact points, 1 amp.)
4. Reduced tuneup attention on vehicles where the igni-
tion system is the limiting factor and extended periods be-
tween servicing.
5. Can be more easily applied to current cars or trucks
equipped with conventional ignition.
BREAKERLESS SYSTEM - This system eliminates the use
of breaker points. Transistors are used as the current switch-
ing device for the primary system. The cylinder timing is
controlled by a magnetic impulse generator used in con-
junction with an amplifier unit rather than by a distributor

30

25—
FULL TRANSISTOR SYSTEM
20—

STANDARD 12-V SYSTEM_

15—

10 — —

I I I I I I

1000 2000 3000 4000 5000
ENGINE SPEED

Fig. 4 - Full transistor system versus standard 12-v system Fig. 6 - Contact oxidation
 Downloaded from SAE International by North Carolina State Univ, Monday, September 17, 2018
ticular applications, to modify the centrifugal advance curve
to make the corrections in timing.
Due to the cost of the product and the problems that still
exist in this system, there are very few on the market to-
day.
CAPACITOR DISCHARGE SYSTEM - In most cases, dis-
tributor points are still used to trigger the transistors, which
in turn charge the capacitor. The capacitor is generally lo-
cated in the primary side of the ignition coil. This system
seems to do a better job of firing partially fouled spark plugs
than either of the other two systems mentioned. Capacitive
discharge systems usually require less input current for equiv-
alent output than do inductive decay systems.
Use of the capacitor type system almost insures elimi-
nation of high current drain associated with transistorized
ignition and reduces the possibility of fouling.
The use of the capacitor type system usually is accom-
panied with an increase of radio interference and increased
cost.
CONCLUSION
Some of the reasons why the transistor system offers im-
proved ignition performance are as follows: It extends con-
tact life, it eliminates blue points, it makes tuneup last
longer, and it makes higher voltage available to spark plug.
The transistorized ignition system is here to stay. Al-
though some problems still exist, the more reliable systems
in use today have already been proved superior to the con-
ventional system.
Advantages -
1. Better high speed ignition performance has been real-
ized as these systems have less kv falloff at speeds over 70
mph than the conventional system.
2. Longer spark plug life, with less fouling at lower
speeds and less frequent maintenance is also achieved with
some of these systems.
3. Increased fuel economy.
4. Easier starting, especially in cold weather with low
battery voltage.
5. Elimination of breaker points or longer point life, de-
pending on the type of system.
6. Elimination of the distributor condenser.
The system's performance and durability is determined
by the properties and characteristics of the transistors used.
The better systems utilize improved transistors that are com-
patible to the associated circuitry.
Disadvantages - In some of the contact type systems, the
flow of current through the breaker points is not enough to
clean or burn off any contaminates.
In the conventional system, the condenser, breaker points,
rotor or distributor cap may become inoperative and result
in hard starting or abnormal engine performance. However,
the motorist may be able to continue on until he finds a
serviceman to correct his problem. But with a transistorized
ignition system, when a component becomes inoperative,
the entire system usually goes dead and the car has to be
towed. Then he has the problem of finding qualified per-
sonnel who understand the transistorized system and can im-
mediately remedy the problem.
Modem up-to-date service centers are equipped with the
latest test instruments to aid in a fast and complete diag-
nosis of an engine's ills. Care must be exercised in con-
necting the various instruments, as not all instruments will
necessarily work on all transistorized ignition systems. Not
all oscilloscope testers will show the correct pattern and not
all dash mounted tachometers work on transistorized systems.
With the research that is still being carried on with the
present transistorized ignition systems and new design tran-
sistorized ignition systems that will be out soon, the industry
will no doubt evaluate the newer systems and will find many
advantages over the conventional system.
REFERENCES
1. George M. Galster, "Fleet Experience with Transistor-
ized Ignition." Presentation before SAE St. Louis Section,
March 1964.
2. W. F. Maybury, Jr., "Transistorized Ignition."
3. Transistorized ignition information from the Holley
Carburetor Company, supplied by Myron R. Lawyer.
4. "Capacitive Discharge Electronic Ignition." Motion,
Inc., a subsidiary of Tung-Sol Electric, Inc.
5. Technical bulletins on transistorized ignition systems.
Marquette Manufacturing Co.
6. "Motorola Transistor Ignition System." Motorola, Inc.
7. "Engineering Analysis of the Prestolite Transigniter
'251' Versus Conventional Ignition." Prestolite Division of
Eltra Corp.
8. "Delcotronic Contact-Triggered High Duty Ignition
System." Delco-Remy Division, General Motors Corp.