COMPETENCY BASED LEARNING MATERIAL

Module Title : SERVICING IGNITION SYSTEM

PHILIPPINE COLLEGE OF TECHNOLOGY

Garden Park Village DMSF Drive, Bajada, Davao City
HOW TO USE THIS COMPETENCY-BASED LEARNING MATERIAL
In this module, you are required to go through a series of learning
activities in order to complete each learning outcome. In each learning
outcome are Information Sheets, Self-checks, Operation Sheets, Task Sheets,
and Job Sheets. Follow and perform the activities on your own. If you have
questions, do not hesitate to ask for assistance from your facilitator.
Remember to:
 Read information sheet and complete the self-checks.
 Perform the Task Sheets, Operation Sheets, and Job Sheets until you
are confident that your outputs conform to the Performance Criteria
Checklists that follow the said work sheets.
 Submit outputs of the Task Sheets, Operation Sheets, and Job Sheets
to your facilitator for evaluation and recording in the Achievement
Chart. Outputs shall serve as your portfolio during the Institutional
Competency Evaluation. When you feel confident that you have had
sufficient practice, ask your trainer to evaluate you. The results of
your assessment will be recorded in your Achievement Chart and
Progress Chart.
You must pass the Institutional Competency Evaluation for this
competency before moving to another competency.
MODULE CONTENT

MODULE TITLE: SERVICING IGNITION SYSTEM

MODULE DESCRIPTOR:

This module includes checking and conducting test to ignition components.

It also includes repairing the ignition system and components.
At the end of this module, you MUST be able to:

1. Identify and explain the function of ignition system components

2. Check ignition coil, ballast resistor and high-tension cable resistance

3. Check distributor assembly

 INFORMATION SHEET

IGNITION SYSTEM

The purpose of the ignition system is to generate a very high volt age from the
car's 12 volt battery , and to send this to each sparkplug in turn, igniting the
fuel-air mixture in the engine 's combustion chambers .

The coil is the component that produces this high voltage. It is an

electromagnetic device that converts the low-tension (LT) current from the
battery to high-tension (HT) current each time the distributor contact-breaker
points open.
The distributor unit consists of a metal bowl containing a central shaft, which
is usually driven directly by the camshaft or, sometimes, by the crankshaft .
The bowl houses the contact-breaker points, rotor arm, and a device for
Distributing the current
The distributor cap is made of nonconductive plastic, and the current is fed
to its central electrode by the HT lead from the centre of the coil.
Inside the cap there are more electrodes often called segments to which the
sparkplug leads are connected, one per cylinder .

The rotor arm is fitted on top of the central shaft, and connects to the central
electrode by means of a metal spring or spring-loaded brush in the top of the
distributor cap.
The current enters the cap through the central electrode, passes to the centre
of the rotor arm through the brush, and is distributed to each plug as the
rotor arm revolves.

As the rotor arm approaches a segment, the contact-breaker points open and
HT current passes through the rotor arm to the appropriate sparkplug lead.

The contact-breaker points are mounted inside the distributor. They act as
a switch , in synchronisation with the engine, that cuts off and reconnects
the 12 volt low-tension (LT) circuit to the coil.

The points are opened by cams on the central shaft, and are closed again by a
spring arm on the moving contact.

With the points closed, LT current flows from the battery to the primary
windings in the coil, and then to earth through the points.

When the points open, the magnetic field in the primary winding collapses
and high-tension (HT) current is induced in the secondary windings .

This current is transferred to the sparkplugs through the distributor cap.

On a four-cylinder engine there are four cams. With each full rotation of the
shaft the points open four times. Six-cylinder engines have six cams and six
electrodes in the cap.

The position of the points and the distributor's body in relation to the central
shaft can be adjusted manually.

This alters the timing of the spark to obtain an exact setting (see How engine
timing works ).

Further changes occur automatically as the engine speed varies according to

the throttle opening.

In some modern ignition systems, micro-electronics ensure the optimum

ignition timing for all engine speeds and engine load conditions (see How
engine timing works ).
Completing the circuit
The complete ignition system
The sparkplugs are screwed into the combustion chambers in the cylinder
head .

HT current passes from each segment on the distributor cap down the plug
leads to the plug caps.

It then passes down the central electrode, which is insulated along its length,
to the nose of the plug.

A side electrode connected to the plug body protrudes just below the central
one, with the gap between the two usually set from 0.025 in. (0.6 mm) to
0.035 in. (0.9 mm).

See video on how ignition system works:

 https://www.youtube.com/watch?v=W94iksaQwUo
 ACTIVITY

1. Memorize all the parts of the ignition system and its purpose

2. Make it sure that you have recorded video and send it to your
instructor
 INFORMATION SHEET

Ignition System Testing

By:http://myclassicthunderbird.net/?page_id=298#:~:text=Make%20sure
%20all%20connections%20are,for%20breaks%20and%20cracked
%20insulation.

A complete check of the ignition system includes the battery and cables,
coil, distributor, primary and secondary wiring, and the spark plugs. This
section describes the tests for all these units except the battery and the
distributor. The battery, because it is part of the electrical supply system, is
covered in Part 7 “GENERATING AND STARTING SYSTEMS.” The distributor
is covered in Section 3 of this chapter.

Preliminary Checks
Inspect the battery for corrosion due to acid and dirt. If necessary remove
the battery and cables and clean them with a baking soda solution. Be sure
the cable connectors and the contacting surfaces on the battery, engine, and
relay are clean. Tighten the cables securely upon installation. Test the
battery (Part 7—”GENERATING AND STARTING SYSTEMS.”)
Inspect all the primary wiring for worn insulation, broken strands, and
loose or corroded terminals. Replace any defective wiring. Make sure all
connections are tight. Remove the coil to distributor high-tension lead and
the spark plug wires one at a time from the distributor cap and from the
spark plugs. Inspect the terminals for looseness and corrosion. Inspect the
wires for breaks and cracked insulation. Replace all defective wiring.
Clean the inside of the distributor cap, and inspect it for cracks, burned
contacts, or permanent carbon tracks. Remove dirt or corrosion from the
sockets. Inspect the rotor for cracks or a burned tip. Replace the cap and/or
rotor if they are defective.
Primary Circuit Resistance Test
A complete test of the primary circuit consists of checking for excessive
voltage drop from the battery to the coil and from the coil to ground.
Excessive voltage drop in the primary circuit will lessen the secondary
output of the ignition coil, resulting in hard starting and poor performance.
The following tests are made with the ignition switch on and the
distributor points closed.
BATTERY TO COIL TEST

Fig. 02: battery to resistor test

Connect the negative lead of a voltmeter to the battery terminal of the
resistor and the positive lead to the positive terminal of the battery (Fig. 2). If
the voltage drop is 0.2 volts or less, the primary circuit from the battery to
the coil is satisfactory.

Fig. 03: battery to switch test

If the voltage drop exceeds this limit, leave the positive lead of the
voltmeter connected to the positive terminal of the battery and touch the
voltmeter negative lead to the coil terminal of the ignition switch (Fig. 3). If
there is no change in the reading, the circuit is satisfactory. Next, touch the
voltmeter negative lead to the battery terminal of the ignition switch (Fig. 3).
If the reading drops there is excessive resistance in the switch.
 Fig. 04: resistor test
Check the primary resistor by connecting an ohmmeter across its
terminals (Fig. 4). Disconnect the battery wire at the resistor to prevent
damage to the ohmmeter. The specified resistance is 1.3-1.4 ohms. If the
reading is over or under this limit replace the resistor.

Fig. 05: starting ignition circuit test

Check the resistance in the starting ignition circuit by connecting the
voltmeter positive lead to the positive terminal of the battery and the
negative lead to the battery terminal of the coil (Fig. 5). Disconnect the high-
tension lead at the coil and Crank the engine while observing the voltage
drop. It should not exceed 0.1 volt. If the voltage drop is excessive, clean and
tighten the terminals or replace wiring as necessary.

BATTERY TO GROUND TEST

Connect the positive lead of the voltmeter to the distributor terminal of the
coil, and the negative lead to ground. The voltage drop should not exceed 0.1
volt. If the voltage drop is excessive, test the voltage drop of each of the
following:
 Coil to distributor wire.
 Distributor primary terminal and the movable breaker point.
 The movable breaker point and the breaker plate.
 The breaker plate and the distributor housing.
 The distributor housing and engine ground.
Spark Intensity
Disconnect one spark plug wire at a time and install a terminal adapter in
the wire terminal. Hold the adapter approximately % 6 inch from the exhaust
manifold and crank the engine. The spark should jump the gap regularly.
If the spark intensity of all leads is satisfactory, the coil, condenser, rotor,
distributor cap, and the high-tension cables are probably satisfactory.
If the spark is good at only some leads, perform a high resistance test of
the faulty leads.
If the spark is equal at all leads, but weak or intermittent, make a high
resistance check of the coil, distributor cap, and the coil to distributor high-
tension lead. Follow the instructions of the test set manufacturer when
making the test.
Coil
Coil tests can be made with the coil installed on the engine or on a test
set. The coil tests include coil heat, secondary continuity, and coil capacity.
A coil may break down after it has reached operating temperature;
therefore, a coil heat test is made to test the coil at operating temperature.
The coil secondary continuity test is performed to test the coil secondary
windings for high resistance. The coil capacity test is made to determine the
condition of the windings of the coil.
Perform all tests following the instructions of the test set manufacturer.

REMOVAL
Disconnect the high-tension lead and the primary leads from the coil.
Remove the coil mounting screws and remove the coil. If necessary,
disconnect the resistor wires and remove the resistor.

INSTALLATION
Place the coil and resistor in position and install the mounting screws.
Insert the high-tension lead into the coil socket. Push the weather seal tight
against the socket. Connect the primary wires to the coil and resistor. Be
sure the wires are properly installed.
Resistor
The resistor is checked for excessive resistance as previously explained
under “Battery To Coil Test.”
Spark Plugs

Fig. 06: 18mm spark plug

 An 18-millimeter spark plug (Fig. 6) is used in all engines. This plug does
not require a gasket and is designed to operate efficiently under all
conditions.

REMOVAL
Pull the wire off each spark plug, and clean the area around each spark
plug with compressed air, then remove the plugs.

CLEANING AND INSPECTION

Fig. 07: visual inspection spark plugs

Examine the firing ends of the plugs, noting the type of deposits and the
degree of electrode erosion. The various types of spark plug fouling and the
normal condition of the spark plug after usage is shown in Fig. 7.
Oil fouling (Fig. 7) is usually identified by wet, sludgy deposits. These are
traceable to excessive oil entering the combustion chamber through worn
rings and pistons, excessive clearance between the valve guides and stems,
or worn or loose bearings.
Gas fouling (Fig. 7) is usually identified by dry, black, fluffy deposits,
which result from incomplete combustion. Too rich a fuel-air mixture can
cause incomplete burning. In addition, a defective coil, defective breaker
points, or a defective ignition cable can reduce the voltage supplied to the
spark plug and cause misfiring.
Burned or overheated spark plugs (Fig. 7) are usually identified by a
white, burned, or blistered insulator nose and badly eroded electrodes.
Inefficient engine cooling, improper ignition timing, the wrong type of fuel, or
loose spark plugs can cause general overheating.
Normal conditions (Fig. 7 left) where regular or unleaded gasolines have
been used are usually identified by a rusty-brown to grayish-tan, powdery
deposit and minor electrode erosion, indicating proper ignition and
combustion conditions.
Normal conditions (Fig. 7 right) where highly leaded gasolines have been
used are usually identified by white, powdery deposits. If the spark plugs
are cleaned at recommended intervals and normal service conditions are
encountered, these deposits have little effect on plug performance. However,
prolonged high-speed, high load operation will fuse these deposits to form a
yellowish glaze. At high temperatures, this glaze may be conductive,
resulting in spark plug “missing” or fouling.
Clean the plugs on a sand blast cleaner, following the manufacturer’s
instructions. Do not prolong the use of the abrasive blast as it will
wear the insulator. Remove carbon and other deposits from the threads
with a stiff wire brush. These threads are the means of carrying the heat
away from the plug. Any deposits will retard the heat flow from the plug to
the cylinder head, causing spark plug overheating and pre-ignition.
Clean the electrode surface with a small file. Dress the electrodes to
secure flat parallel surfaces on both the center and side electrode. Do not
file the ground electrode too thin as pre-ignition may result.
After cleaning, examine the plug carefully for cracked or broken
insulators, badly pitted electrodes, or other signs of failure. Replace as
required.

ADJUSTMENT
Set the spark plug gap (0.032-0.036 inch) by bending the ground
electrode.

TESTING
Set the gap, then test the plugs on a testing machine. Compare the
sparking efficiency of the cleaned and regapped plug with a new plug.
Replace the plug if it fails to meet requirements.
Test the plugs for compression leakage at the insulator seal. Apply a
coating of oil to the shoulder of the plug where the insulator projects
through the shell, and to the top of the plug, where the center electrode and
terminal project from the insulator. Place the plug under pressure. Leakage
is indicated by air bubbling through the oil. If the test indicates compression
leakage, replace the plug. If the plug is satisfactory, wipe it clean.

INSTALLATION
Clean the area around the spark plug port to insure proper seating of the
plug. Install the plugs, then tighten each plug to 15-20 foot-poundf torque.
High Tension (Secondary) Wires
The high tension wires include the wires connecting the distributor cap to
the spark plugs and the wire connecting the center terminal of the
distributor cap to the center terminal of the ignition coil.
At regular intervals, clean and inspect the wires for cracked insulation
and loose terminals. Repair or replace the wires as required.
To remove the wires from the spark plugs, grasp the molded cap only. Do
not pull on the wire, as this may separate the wire connection inside the cap
or damage the weather seal.
REPLACEMENT—6-CYLINDER ENGINE

Fig. 08: ignition wiring – 6-Cylinder Engine

A spark plug wire set (Fig. 8) is available for service.

Removal
Disconnect the wires at the spark plugs and at the distributor cap.
Remove the weather seals on the distributor end of the wires and the rubber
rings. Discon-nect the ignition coil to distributor high tension wire assembly
from the coil and distributor cap.

Installation
1. Install a rubber ring on the No. 3 and 4 wires, and on No. 5 and 6
wires. Connect the wires to the proper spark plugs.
2. Install the weather seals on the distributor end of the wires, and
insert the ends of the wires in the correct sockets in the distributor cap.
Be sure the wires are forced all the way down into their sockets and that
they are held firmly in position. Each socket is identified on the cap.
Install the wires in a clockwise direction in the firing order 1-5-3-6-2-4.
3. Install the coil to distributor wire, and push all weather seals into
position

REPLACEMENT—8-CYLINDER ENGINE

Fig. 09: ignition wiring – 8-Cylinder Engine

A spark plug wire set (Fig. 9) is available for service.

Removal
Remove the mounting brackets, disconnect the wires from the spark plugs
and distributor cap. Pull the wires from the brackets and remove the wires.
Installation
1. Install new wires in the brackets. Be sure the wires are positioned
correctly in the bracket. Install weather seals on the distributor ends of
the wires.
2. Insert each wire in the proper distributor cap socket. Be sure the
wires are forced all the way down into their sockets. The No. 1 socket is
identified by the number “1” stamped on the cap. Install the wires in a
counterclockwise direction in the firing order 1-5-4-8-6-3-7-2. Cylinders
are numbered from front to rear-right bank, 1-2-3-4; left bank, 5-6-7-8.
3. Connect the wires to the proper spark plugs, then install the coil to
distributor high tension lead. Push all weather seals into position.
Ignition Timing

Fig. 10: timing marks – 6-cylinder engine

The 6-cylinder engine is equipped with a crankshaft damper having five
timing marks (Fig. 10). The long mark represents top dead center (T.D.C.)
and each succeeding mark represents 3°, 5°, 7°, and 9°, respectively, before
top dead center (B.T.D.C). These marks, and a pointer welded to the cylinder
front cover, are used to time the engine.

Fig. 11: timing marks – 8-cylinder engine

 The 8-cylinder engine is equipped with a crankshaft damper having six
timing marks (Fig. 11). The long mark represents T.D.C. and each
succeeding mark represents 2°, 4°, 6°, 8°, and 10°, respectively, B.T.D.C.
These marks and a pointer, bolted to the water pump, are used to time the
engine.

INITIAL TIMING
The initial timing should be set as follows:
4° B.T.D.C.—6-cylinder cars with a conventional drive or overdrive
transmission.
3° B.T.D.C—8-cylinder cars with a conventional drive or overdrive
transmission.
6° B.T.D.C.—All 6 or 8-cylinder cars equipped with Fordomatic.
If the distributor has been removed from a 6-cylinder engine, be sure the
oil pump intermediate shaft engages the seat in the oil pump. On 8-
cylinderengines, make sure the distributor shaft engages the oil pump
intermediate hex shaft. It may be necessary to crank the engine with the
starter, after the distributor drive gear is partially engaged, in order to
engage the intermediate shaft.

CHECKING TIMING WITH A TIMING LIGHT

1. Disconnect the distributor vacuum line, then connect the timing light
high tension lead to the No. 1 spark plug and the other two leads of the
timing light to the battery terminals.
2. Clean the dirt from the timing marks, and if necessary, chalk the
proper mark and the pointer to improve legibility.
3. Operate the engine at idle speed. The timing light should flash just as
the proper mark lines up with the pointer, indicating correct timing The
operator’s eye should be in line with the center of the damper and the
timing pointer.
4. If the proper timing mark and the pointer do not line up, rotate the
distributor until the correct mark and the pointer are in line. On 6-
cylinder cars, timing is advanced by counter-clockwise rotation of the
distributor body, and retarded by clockwise rotation. On 8-cylinder cars,
the timing is advanced by clockwise rotation of the distributor body, and
retarded by counterclockwise rotation.
5. After the ignition timing has been properly set, connect the distributor
vacuum line, then check the distributor to determine if the advance
mechanism is operating. To do this, hold the timing light so that the
timing marks and pointer can be seen, and accelerate the engine. If no
advance is evident, one of the following is the probable cause; no vacuum
available at the distributor, vacuum advance diaphragm leaking or
disconnected from the breaker plate, centrifugal advance not functioning
properly (8-cylinder engine), breaker plate binding in the housing or on
the bushing.
See video on ignition system testing:
https://www.youtube.com/watch?v=CqJydWS-Hg8
 ACTIVITY

1. Make a vlog about ignition system. Discuss how to test spark

plug.

Vlog Rubric

20-Excellent
 The Vlog is related to the topic and provided with illustration and
props.
 The discussion is clear.
15-Good
 The Vlog is somehow related to the topic but there is no visible
illustration and examples.
 The discussion is clear
10-Needs improvement
 The Vlog is far from the topic.
 The discussion is unclear.