Characteristic of the spark timing

Experimental determination of the influence of spark advance (βs) on performance (Pe), efficiency (ce) and emissions

This is a practical characteristic which is performed at constant speed-constant load condition (n=ct; φ=ct) for the
spark ignited engines. It presents the variation of brake power Pe (BP), fuel consumption Cc, brake specific fuel
consumption ce (BSFC) and emissions relative to the spark advance βs in constant speed, constant load condition n=ct;
φ=ct. In case of engines for automotive application the characteristic is performed at different engine speeds and loads.

The spark advance represents the time step measured in crank angle degrees (CAD) between the spark discharge
event produced by the engine electrical ignition system to ignite the fuel-air mixture inside the cylinder and the TDC end
of compression event as a reference piston/crankshaft position.

βs = αTDC-αs = Δαs-TDC
 The spark timing is used as one of the most efficient control parameters to shift the combustion process in the
best condition when it is registered the minimum variation of cylinder volume. There are different methods to adjust the
spark advance according to the engine technology and to its electrical ignition system.

On classical spark ignition engines equipped with braker-trigger coil-ignition systems by changing the position of
the contact-braker distributor in the same direction with the rotational sense of the distributor shaft rotation, the spark
advance is reduced delivering the spark discharge later, meaning the approaching of the spark discharge event to the TDC.
Moving the distributor body in the reverse rotational direction relative to its shaft rotation the spark timing is advanced
being produced earlier increasing this way the advance.

On new SI engines provided with injection technology, the ignition is controlled by the ECU operation. An electric
pulse is generated and this one represents the trigger for the electric discharge delivery.
 The adjustment of the spark advance on such engines is made by the selected values existing in the calibration
map written in the ECU’s memory. This map is created on test bed by experiments looking for different objectives as: high
performance, high economy, low emissions, high comfort, and high engine reliability. The spark advance variation is
performed by changing the values on the calibration map from the reference page to the working page.

This operation is made using dedicated software tools which ensure the communication between the engine’s
ECU and a test-bed computer naming this method as computer-control operation.

Different methods and instruments are used to monitor the spark timing adjustment. One of them consist in using of
stroboscope light to correlate the piston in TDC position with a maker made on the drive pulley and a fix reference. When
the frequency of the stroboscope light equals the engine operation frequency the marker on the pulley remains fix near
the reference position. This signal is related to the TDC position. The other signal is coming from an inductive sensor which
is placed on the high voltage lead which mounted on the corresponding cylinder spark plug. As the high voltage is driven
to the spark plug the inductive sensor is delivering the pulse signal. Measuring the distance between these two signals
and knowing the engine speed it can be obtained the value of the spark advance in CAD.
Another method is to use a high voltage probe connected into the high voltage harness of the engine and to get the electric
discharge signal. The TDC reference signal is provided by the crank angle encoder which is fixed on the pulley existing at
free end of the engine and used on the indicated data acquisition system. The Trigger pulse is used as the reference for
piston in TDC position and both signals high voltage and reference are registered on an oscilloscope.

Measuring the time duration between these signals and knowing the engine speed the spark advance is calculated by :

βs = Δαs-TDC = 6•n•Δts-TDC
At constant speed, constant load operation the change in spark timing is modifying the position of the indicated pressure
diagram relative to piston position and thus the shape of the indicated diagram and consequently the indicated mechanical
work, respectively indicated torque and power.
 1 Correct ignition advance (Za),
2 Excessive ignition advance (Zb),
3 Excessive ignition retard (Zc).

[Bosch Handbook]

1 In the first case as correct spark advance the combustion process is developed partially in compression strake and
partially in expansion. The peak fire pressure PFP registers moderate values around 30 to 65bar depending on engine
technology and its operating condition, with conversion of the heat released in internal energy variation with high surface
area of p(V) diagram and low heat transfer to the combustion chamber walls. This is the optimum condition where the Li,
Pi, IMEP respectively Le, Pe, BMEP achieve the maximum values.
2 The second condition is characteristic for early spark advance (high values of βs). The PFP is increasing significantly, the
combustion process is developed mainly in the compression stroke thus being possible to achieve either a secondary high
pressure loop in anti-clockwise sense with a negative Li or to achieve a knocking condition. In this situation the Li, Pi IMEP
are going down, the same tendency being valid for Le, Pe and BMEP.

3 The third condition is characteristic for the late spark advance (low values of βs). The PFP is reduced, the combustion
process is developed mainly in expansion stroke the heat loss to the cylinder walls is increased and consequently the Li,
Pi, IMEP are lower, respectively the same for Le, Pe and BMEP.

Summarising the effects of spark timing on indicated performance Pi and efficiency ci at constant speed and load (air/fuel
ratio) are depicted as follow:

As the engine’s speed and load are kept constant it means that mechanical efficiency ηm is constant so the same variation
with Pi and ci will be registered for Pe and ce.

which means that when the Pe reaches its maximum the ce (BSFC) reaches its minimum, respectively the ηe (BTE) reaches
its maximum value.
 When the SI engine operates in different conditions the influences are more complex due to the variation of the
air/fuel ratio. Such influences are illustrated below. Shifts in ignition timing induce mutually inverse response patterns in
fuel consumption and exhaust emissions: more spark advance increases power and reduces fuel consumption.

Influence of excess-air factor λ and Influence of excess-air factor λ and

ignition point αz on torque [Bosch Handbook] ignition point αz on BSFC [Bosch Handbook]

On emissions the influences are further complex as more spark advance also raises HC, particularly NOx emissions
and CO in fuel rich domain.

Influence of excess-air factor λ Influence of excess-air factor λ

and ignition point αz on HC emissions and ignition point αz on CO emissions

[Bosch Handbook] [Bosch Handbook]

Influence of excess-air factor λ and

ignition point αz on NOx emissions

The optimization of spark advance (timing)[Bosch Handbook]

is an extremely laborious activity being difficult to find and to
implement on ECU calibration map the best compromise between performance, efficiency, emissions, comfort and
reliability.
Data for SI engine spark timing characteristic:

D= 76 mm S= 77mm, i= 4 ε= 9.5