15-510 Function of Electronic Ignition System With Variable Ignition Characteristic (EZL)

15-510 Function of electronic ignition system with variable ignition characteristic
(EZL)
Operation no. of operation texts and work units or standard texts

and flat rates
Function diagram of electronic ignition system (EZL) engine 102.922/924 up to 09/88

B11/2 Coolant temperature sensor (EZL/CIS-E/2 E-E) S5/3 High voltage distributor
L5 Crankshaft position sensor T1 Ignition coil
N1/2 Electronic ignition control unit X11 Diagnostic socket/terminal block, terminal TD
N45 2 E-E carburetor control unit 1 Segment at flywheel/driven plate
R16 Reference trimming plug (EZL) 2 Vacuum line
Copyright DaimlerChrysler AG 25.12.2008 CD-Ausgabe G/02/01 Will not be recorded by Modification services Page 1
Function diagram of electronic ignition system (EZL) engine 102.922/924 as from 09/88
B11/2 Coolant temperature sensor (EZL/CIS-E/2 E-E) S5/3 High voltage distributor
L5 Crankshaft position sensor T1 Ignition coil
N1/2 Electronic ignition control unit X11 Diagnostic socket/terminal block, terminal TD
N45 2 E-E carburetor control unit 1 Segment at flywheel/driven plate
R16 Resistance trimming plug (EZL) 2 Vacuum line
Arrangement of components
B11/2 Coolant temperature sensor (EZL/CIS-E/2 E-E) R16 Resistance trimming plug (EZL)
L5 Crankshaft position sensor S5/3 High voltage distributor
N1/2 Electronic ignition control unit T1 Ignition coil
N45 2 E-E carburetor control unit
Installation survey
Engine Model Version Output Compression EZL resistance trimming

plug
102.922 124.020 RЬF 80 kW 9.1 EZL-ECE
124.080
102.922 124.020 KAT 77 kW 9.1 EZL-KAT
124.080
102.924 201.023 RЬF 77 kW 9.1 EZL-ECE
102.924 201.023 KAT 75 kW 9.1 EZL-KAT
Components and function
Electronic ignition control unit (N1/2)
Ignition coil
Intake manifold terminal 1
Pressure sensor
vacuum (load state)
Engine speed and

Position sensor (L5) crankshaft position
Power
output
Coolant temperature Coolant temperature stage with
sensor (B11/2) primary
current
limiter
Micro-
2 E-E carburetor Idle speed or computer
control unit deceleration
detection
Fault circuit detection

1) (retarded)
EZL resistance Firing point

trimming plug (R16) Adaptation
TD signal Ground Positive
1) On cars as of 09/88.
The electronic ignition control unit is fitted to the left
wheelhouse panel.
It is installed with heat conducting paste to enhance

heat dissipation. When replacing, the protective
sheeting must not be removed as the sheeting does
not impair heat dissipation. The electronic ignition
control unit contains a microcomputer, a pressure
sensor and the power output stage.
1 Vacuum connection
2 Coaxial connector for control cable from position sensor
3 4-pin sensor connector
1 Temperature sensor
2 Electronic carburetor control unit, connector 6
3 Electronic ignition resistance trimming plug
4 Not allocated (cable terminates in harness) or
electronic carburettor control unit, connector 15 as
from 09/88
4 4-pin power supply connector
15 Terminal 15
16 Ignition coil, terminal 1
TD TD signal
31 Ground
Maps for typical load/engine speed ranges and a

fixed idle speed ignition map are stored in the
microcomputer of the electronic ignition control unit.
The electronic ignition control unit detects the current

operating state of the engine from the various input
signals. Engine speed and crankshaft position are
detected by the position sensor.
By analyzing all the input signals, the control unit

determines the optimum firing point for this operating
state from the stored ignition maps.
The power output stage activated by the

microcomputer switches the primary current of
the ignition coil between terminals 16 and 31
(4-pin connector supply).
The electronic ignition control unit also contains the
known functions of dwell angle control, no-load
current cutoff and primary current limitation.
The engine speed-dependant TD signal is

generated in the electronic ignition control unit.
When the engine is started and up to a speed of

approx. 250 rpm, the firing point is controlled only by
the segment edges of the flywheel.A transition is
made from the fixed firing point to the calculated
firing point in line with the current operating state
only once a certain engine speed is reached (approx.
460 rpm).
The firing point idling is controlled in line with the
cooling temperature up to a current temperature of
approx. 60 °C to improve warming-up.
Idle speed is detected via a voltage signal from the
2 E-E carburetor control unit (connector 6) to the
electronic ignition control unit (connector sensor
contact 2).
A transition is made to a fixed map at a cooling
temperature in excess of 60 °C.
Note
If there is an interruption to the cooling
temperature sensor (resistance Nt) a departure
is made from the fixed idle speed map in the
case of Bosch electronic ignition control units
with the part nos. 000 545 79 32, 006 545 40 32
and 006 545 52 32 and a certain firing point in the
map selected, i.e. the firing point is "advanced".
At full load, the firing point is determined by the full

load ignition map. In this case, the firing point is
"advanced" (higher engine torque), allowing for the
knock limit.
The electronic ignition control unit detects full load
from the intake manifold vacuum and engine speed
input signals.
Boiling protection correction

If a certain coolant temperature is exceeded, various Control unit EZL Temperature Firing point
ignition maps are "retarded" to counteract any part no. range retarded by
further rise in temperature (refer to table). 004 545 79 32 100 - 105 °C 4 °CA
004 545 81 32
006 545 40 32 90 - 100 °C 6 °CA
006 545 41 32
006 545 52 32 90 - 100 °C 6 °CA
006 545 53 32
The firing point of certain ignition maps may be

adjusted with the EZL resistance trimming plugs
according to the operating state.
On cars from 09/88 the electronic ignition control unit

(connector sensor contact 4) receives a ground
signal from the 2 E-E carburetor control unit (contact
15).
The following fault section results in a fault situation
being activated:
- 20% on/off ratio readout
- Interrupt in cable between electronic ignition
control unit (connector sensor contact 4) and 2
E-E carburetor control unit (contact 15).
If this fault is detected, the ground signals are
interrupted and the firing point is "retarded" to 12
°CA after TDC as a function of coolant temperature,
engine speed and throttle valve angle (refer to
Testing throttle valve actuator fault signal for
electronic ignition control unit combustion I, 07.2-
114, test step 14).
Crankshaft position sensor (L5)
To control the electronic ignition control unit, the
position sensor detects the crankshaft position and
engine speed.
The position sensor is installed above the starter

motor flange (arrow) on the crankcase.
The coil body projects to shortly before the segments

on the flywheel or driven plate. The segment position
and engine speed are detected contactlessly.
The rotating engine produces an alternating

voltage in the position sensor as a result of
induction. The peak voltage level (Us) is approx.
1.5 Volts at starter's speed. As engine speed
increases, the voltage rises (Us approx. 3 Volts
at 1200 rpm).
Note
Measure peak voltage level (Us) with the
oscilloscope.
The crankshaft position is detected from the voltage

as follows:
a The segment front edge generates a negative

voltage signal.
a The segment rear edge generates a positive
voltage signal.
a Engine speed is determined by measuring the
period.
Position sensor voltage signal
t1 1st segment
t2 2nd segment
d Period for crankshaft revolution
The alternating voltage from the position sensor is

passed via the control cable (coaxial cable) to
terminal 7 of the electronic ignition control unit. This
is a single-wire cable, with the screening being used
as a second cable.
If the electronic ignition control unit does not receive

a signal from the position sensor, the complete
ignition system is non-operative, e.g. the cause may
be an interrupt in the sensor coil.
The resistance of the position sensor is

680 - 1200 t.
Segments
There are two segments offset by 180° (arrows)
fitted to the flywheel and to driven plate, respectively.
A Driven plate with ring gear (automatic

transmission)
B Flywheel (manual transmission)
Instructions regarding damaged segments or

mechanical damage to position sensor:
a Alternating voltage of position sensor less than

specification.
a Alternating signals of individual segments differ
considerably.
a No alternating voltage signal.
Coolant temperature sensor (B11/2)
The coolant temperature sensor has two NTCs each
with a single-pin connection. One NTC for 2 E-E CIS-
E and one NTC for the electronic ignition system
(EZL).
The temperature signal passes along the
green/black cable and through the 4-pin connector
sensor (contact 1) to the electronic ignition control
unit. The temperature sensor is located at the front
left of the cylinder head.
Note
NTC=Negative temperature coefficient thermistor, i.
e. the resistance is less in the warm state.
As of September 1989 the electronic ignition system

EZL is provided with a 4-pin coolant temperature
sensor. This sensor integrates two independent
temperature sensors (NTC) which do not have any
electrical connection to the housing of the coolant
temperature sensor.
One temperature sensor is for the EZL electronic

ignition system (contacts 1 and 3) and one for the 2
E-E carburetor (contacts 2 and 4).
The connector of the coolant temperature sensor is
designed in such a way that it can be plugged in in
any position. The arrangement of the two
temperature sensors is diagonal.
Pin assignment of coupling:
1=EZL temperature sensor
2=2 E-E carburetor temperature sensor
3=Engine ground at intake manifold for EZL
4=Control unit ground of 2 E-E carburetor
Notes regarding testing coolant temperature

sensor (B11/2)
When testing the coolant temperature sensor, the
resistances should be measured and compared 2_
diagonally. The resistances of the characteristic
curves are identical with those of the previous
version.
A. Electronic ignition resistance trimming plug (R16)
It is possible to adjust the firing points of certain

ignition maps according to the operating mode with
the electronic ignition resistance trimming plug. This
enables the firing point to be adapted to the available
fuel (premium "S" and regular "N").
It is also possible for the customer to perform this

adjustment to premium or regular grade fuel (refer to
Owner's manual).
Note
Operating the car with premium grade fuel produces
optimum engine performance and consumption
levels.
The resistance network of all the electronic ignition

resistance trimming plugs is identical. The electronic
resistance trimming plugs differ only in their
inscription.
The inscription is a means for assigning the

respective plug positions to the following resistances:
Position Resistance Electronic ignition resistance trimming plug
"EZL-ECE" "EZL-KAT"
A Nt S 1
B 2.4 kt 2 2
C 1.3 kt N 3
D 750 t 4 S
E 470 t 5 5
F 220 t 6 N
G 0t 7 7
There are no resistors in the bottom section of the

plug. The respective resistance of the electronic
ignition resistance trimming plug is tapped between
the centre jack and the contacted outer contact.
The various resistors are positioned in the electronic

ignition resistance trimming plug between the outer
and inner connector pins.
The electronic ignition control unit detects the

connected resistance between the electronic ignition
resistance trimming plug and ground.
Perform resistance measurements for testing

he electronic ignition resistance trimming plug on the
EZL control unit between connector sensor (3) and
ground.
Note
There is no connector pin provided in position A.
High-voltage distributor (S5/3)
The sole task of the high-voltage distributor is to
distribute the ignition voltage. It is not therefore
possible to alter the setting of the firing point.
The high-voltage distributor is installed in the
identical position with that of the ignition distributor.
The firing point is determined by the electronic
ignition control unit.
The distributor cap is attached to the distributor with

M6 special screws. The protective cap for long-
distance interference suppression is mounted on the
distributor cap and fixed in place with two star-
shaped metal plates.
Interference suppression resistances: spark plug
connector, distributor rotor and distributor cap per
connection 700-1300 t.
Ignition coil (T1)

The ignition coil is matched to the electronic ignition
control unit to achieve a higher ignition energy. As a
result of the high make-break capacity of the
electronic ignition control unit, it is possible to further
increase the primary current. The primary winding is
designed to have a very low impedance (0.3 - 0.6 t)
for this purpose.
No-load current cutoff and primary current limitation
enable the ignition coil to operated without a series
resistor, which eliminates current limitation as a
result of the series resistor. If the maximum primary
current flows unlimited in the ignition coil (e.g. as a
result of no-load current cutoff fall), the ignition coil
would be damaged after a short time by the excess
of heat which would develop.
Distinguishing feature:
The ignition coils on 4- and 6-cylinder engines with
electronic ignition systems are identical.
Identification: yellow type plate.
The ignition coils cannot be interchanged with the
ignition coils for 8-cylinder engines (identification:
green type plate). Pay attention to the part no. when
installing a new ignition coil.
Pay attention to instructions for performing work on

electronic ignition systems (15-505).

15-510 Function of Electronic Ignition System With Variable Ignition Characteristic (EZL)

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15-510 Function of Electronic Ignition System With Variable Ignition Characteristic (EZL)

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15-510 Function of electronic ignition system with variable ignition characteristic

Operation no. of operation texts and work units or standard texts

Function diagram of electronic ignition system (EZL) engine 102.922/924 up to 09/88

Engine Model Version Output Compression EZL resistance trimming

Electronic ignition control unit (N1/2)

Engine speed and

Fault circuit detection

EZL resistance Firing point

TD signal Ground Positive

It is installed with heat conducting paste to enhance

Maps for typical load/engine speed ranges and a

The electronic ignition control unit detects the current

By analyzing all the input signals, the control unit

The power output stage activated by the

The engine speed-dependant TD signal is

When the engine is started and up to a speed of

At full load, the firing point is determined by the full

Boiling protection correction

The firing point of certain ignition maps may be

On cars from 09/88 the electronic ignition control unit

The position sensor is installed above the starter

The coil body projects to shortly before the segments

The rotating engine produces an alternating

The crankshaft position is detected from the voltage

a The segment front edge generates a negative

The alternating voltage from the position sensor is

If the electronic ignition control unit does not receive

The resistance of the position sensor is

A Driven plate with ring gear (automatic

Instructions regarding damaged segments or

a Alternating voltage of position sensor less than

As of September 1989 the electronic ignition system

One temperature sensor is for the EZL electronic

Notes regarding testing coolant temperature

A. Electronic ignition resistance trimming plug (R16)

It is possible to adjust the firing points of certain

It is also possible for the customer to perform this

The resistance network of all the electronic ignition

The inscription is a means for assigning the

There are no resistors in the bottom section of the

The various resistors are positioned in the electronic

The electronic ignition control unit detects the

Perform resistance measurements for testing

The distributor cap is attached to the distributor with

Ignition coil (T1)

Pay attention to instructions for performing work on

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