SECTION 2.

10
IGNITION SYSTEM DESCRIPTION

IGNITION SYSTEM DESCRIPTION

The ignition system consists of the following compo-
nents:
• ESM (Engine System Manger) Ignition System
• Ignition Power Module with Diagnostics (IPM-D)
• Spark Plugs, Spark Plug Carrier Extensions, Spark
Plug Sleeve (one per cylinder)
• Spark Plug Connectors (one per cylinder)
• Ignition Coils (one per cylinder)
• ESM Knock Detection Control
IGNITION
HARNESS CONDUIT IGNITION COIL
• Wiring
• CSA Ignition (Optional) Figure 2.10-1 Ignition Harness

SPARK PLUGS, SPARK PLUG CARRIER SPARK PLUG CONNECTOR

EXTENSIONS, AND SPARK PLUG SLEEVES
13/16 inch reach spark
CAUTION plugs must be used on
VHP Series Four engines. Using improper size
spark plugs will cause damage to equipment.
Spark plug connectors, made of white Teflon, extend
from the spark plug to the top of the valve covers (see
Figure 2.10-2).
O-RING

One spark plug is provided for each of the cylinders.

On VHP Series Four engines, 13/16 inch reach spark
plugs are used. The spark plugs are threaded through RUBBER
a removable spark plug sleeve that does not need to BOOT
be removed for normal maintenance. A spark plug
extension connects the spark plug sleeve to the valve
cover.
IGNITION HARNESS TEFLON TUBE

The ignition harness is a combination of conduit pipe

and junction boxes with a braided sleeve connection Figure 2.10-2 Spark Plug Connector
harness (see Figure 2.10-1).
IGNITION COIL
One ignition coil is provided for each cylinder. Each
coil is attached to the valve covers, sealing the coil to
the valve cover recess and making a positive coil to
spark plug connector connection (see Figure 2.10-1
and Figure 2.10-3). The ignition coil leads use a
braided metal sleeve for improved durability.

FORM 6300 2.10-1

IGNITION SYSTEM DESCRIPTION

1
18
16 17 2

14 3
15
4

13 5

12
6

11
7

12

10

"

1. Ignition Coil 10. Square-Cut Seal Ring

2. O-Ring, 0.210" x 1.725" 11. Washer, 0.438"
3. Spark Plug Extension 12. Nut, 0.438"-14
4. O-Ring, 0.103" x 1.612" 13. Valve Cover
5. Spark Plug Carrier Extension 14. Washer, 0.375"
6. Valve Cover Gasket 15. Capscrew, 0.375"-16 x 6.75"
7. Cylinder Head 16. Lock Washer, 0.312"
8. Spark Plug Sleeve 17. Nut, 0.312"-24
9. Spark Plug 18. Stud, 0.312"

Figure 2.10-3 Ignition Assembly

ESM IGNITION SYSTEM

ESM ECU
NOTE: Refer to the Waukesha ESM Operation &
Maintenance Manual, Form 6295, Second Edition (or
current edition) for additional information.
The Waukesha Engine System Manager (ESM) is a
total engine management system designed to optimize
engine performance and maximize uptime (see
Figure 2.10-4). The ESM system integrates spark tim-
ing control, speed governing, detonation detection,
start-stop control, diagnostic tools, fault logging, and
engine safeties.
The Electronic Service Program (ESP) is the PC-
based service program (software) that is the primary
means of obtaining information on ESM system status.
ESP provides a graphical (visual) interface in a Figure 2.10-4 ESM Engine Control Unit (ECU)
Microsoft® Windows® 98 SE/Me/NT4 based environ-
ment. The PC used to run the ESP software connects
to the ECU via an RS-232 serial cable.

2.10-2 FORM 6300

 IGNITION SYSTEM DESCRIPTION

The ESM system controls spark plug timing with a dig-
ital capacitive discharge ignition system. The ignition
system uses the capacitor discharge principle that pro-
vides a high variable energy, precision-timed spark for
maximum engine performance. The ESM ignition sys-
tem provides accurate and reliable ignition timing
resulting in optimum engine operation.
The ESM ignition system uses the ECU as its central
processor or “brain.” Two magnetic pickups are used to
input information to the ECU. One pickup reads a
magnet on the camshaft and the other senses refer-
ence holes in the flywheel.
A separate module, the Ignition Power Module with
Diagnostic capability (IPM-D), is needed to fire the
spark plug at the required voltage (see Figure 2.10-5).
The IPM-D is CSA approved for Class I, Division 2,
Group D (T4 temperature rating), hazardous location
requirements.
• To prevent misleading vibration signals that may
exist at light loads from being incorrectly construed
as knock, the ESM system does not monitor for det-
onation at loads less than 50% of manufacturer’s
rated load. This prevention also avoids unnecessary
shutdowns while the engine is warming up or run-
ning at low loads.
• If detonation is detected and the engine is shut
down, the ECU records in the fault log that detona-
tion occurred even if a PC was not connected.
• When a PC is connected to the ECU and the Elec-
tronic Service Program (ESP) software is active, the
ESP software displays when detonation is occur-
ring. If the engine is shut down due to detonation,
the shutdown and number of detonating cylinders
are recorded in the fault log. ESP provides a simple
user interface for viewing engine status and trouble-
shooting information during engine detonation.

IGNITION POWER MODULE WITH CSA IGNITION SYSTEM

DIAGNOSTIC CAPABILITY (IPM-D)
VHP Series Four engines are equipped with sealed
CSA ignition systems with sealed switches (see
Figure 2.10-6).

Figure 2.10-5 IPM-D

ESM KNOCK DETECTION

The ESM system detects detonation by monitoring
STOP BUTTON
vibrations at each cylinder with engine-mounted knock
sensors. When a signal exceeds a detonation thresh-
Figure 2.10-6 CSA Switch
old, the ESM system retards timing incrementally on
an individual cylinder basis to keep the engine and
each cylinder out of detonation or from “knocking.”
The following are the main features of the ESM sys-
tem’s detonation detection:
• The ESM system monitors for knock during every
combustion event.
• A per-event measure of the knock level is compared
to a reference level to determine if knock is present.
• Action taken by the ESM system when knock is
detected is proportional to the knock intensity identi-
fied.

FORM 6300 2.10-3

IGNITION SYSTEM DESCRIPTION

2.10-4 FORM 6300