Toyotaignition
Toyotaignition
Toyotaignition
Ignition Systems
VG (PIM) IGF
MAF Meter (MAP)
Distributor
STA
Ignition Switch (ST Terminal)
Spark Plugs
Check Connector T
T852f129
Lesson Objectives 1. Determine the condition of the ignition system based on relevant input
sensor signals and output signals
2. Determine the root cause of a failure(s) in the ignition system using
appropriate diagnostic procedures
Ignition Systems
Ignition The purpose of the ignition system is to ignite the air/fuel mixture in
System the combustion chamber at the proper time. In order to maximize
Overview engine output efficiency, the air-fuel mixture must be ignited so that
maximum combustion pressure occurs at about 10º after top dead cen-
ter (TDC).
However, the time from ignition of the air-fuel mixture to the develop-
ment of maximum combustion pressure varies depending on the engine
speed and the manifold pressure; ignition must occur earlier when the
engine speed is higher and later when it is lower. In early systems, the
timing is advanced and retarded by a governor in the distributor.
Combustion
Pressure and
Duration
Pressure
3
Maximum
Ignition Cylinder Pressure
10º BTDC 10º ATDC 4
.003
Sec.
1
2 Compression Only
➀ Ignition
➁ Combustion Start (Flame Propagation Start)
➂ Maximum Combustion Pressure
➃ End of Combustion
COMBUSTION PROCESS
1000 RPM
Fig. 3-01
T852f125/T852f126
Ignition Advance
Pressure
1 Compression
2 Only
Maximum 10º
Cylinder Pressure
10º ATDC BTDC TDC ATDC
Ignition
28º BTDC
.003 ➀ Ignition
Sec.
➁ Combustion Start (Flame Propagation Start)
➂ Maximum Combustion Pressure
➃ End Of Combustion
COMBUSTION PROCESS
Fig. 3-02
2000 RPM
T852f127/T852f128
VG (PIM) IGF
MAF Meter (MAP)
Distributor
STA
Ignition Switch (ST Terminal)
Spark Plugs
Check Connector T
Fig. 3-03
T852f129
Electronic In the Electronic Spark Advance (ESA) system, the engine is provided
Spark with nearly ideal ignition timing characteristics. The ECM determines
Advance ignition timing based on sensor inputs and on its internal memory, which
Overview contains the optimal ignition timing data for each engine running condi-
tion. After determining the ignition timing, the ECM sends the ignition
Timing signal (IGT) to the igniter. When the IGT signal goes off, the Igniter
will shut off primary current flow in the ignition coil producing a high
voltage spark (7kV - 35kV) in the cylinder.
Since the ESA always ensures optimal ignition timing, emissions are low-
ered and both fuel efficiency and engine power output are maintained at
optimal levels.
Types of Ignition Ignition systems are divided into three basic categories:
Systems
• Distributor.
• Igniter.
NE
IGF
ECM G—
Primary Current
Ignition Coil G1
IGT
Power Transistor
Igniter
Fig. 3-04
T852f130
Ignition Spark The ignition coil must generate enough power to produce the spark
Generation needed to ignite the air/fuel mixture. To produce this power, a strong
magnetic field is needed. This magnetic field is created by the current
flowing in the primary coil. The primary coil has a very low resistance
(approximately 1-4 ohms) allowing current flow. The more current, the
stronger the magnetic field. The power transistor in the igniter handles
the high current needed by the primary coil.
NOTE The higher the resistance in the secondary circuit, the more voltage that
will be needed to get the current to flow and the shorter spark duration.
This is important when observing the ignition spark pattern.
IGT Signal
IGT Signal The primary coil current flow is controlled by the ECM through the
Ignition Timing (IGT) signal. The IGT signal is a voltage signal that turns
on/off the main transistor in the igniter. When IGT signal voltage drops to
0 volts, the transistor in the igniter turns off. When the current in the
primary coil is turned off, the rapidly collapsing magnetic field induces a
high voltage in the secondary coil. If the voltage is high enough to over-
come the resistance in the secondary circuit, there will be a spark at the
spark plug.
IGC
From Battery
Fig. 3-06
T852f132
IGC On some ignition systems, the circuit that carries the primary coil current
is called IGC. IGC is turned on and off by the igniter based on the IGT
signal.
Igniter The primary function of the igniter is to turn on and off the primary coil
current based on the IGT signal received from the ECM. The igniter or
ECM may perform the following functions:
• Tachometer signal.
IGF Signal
Igniter ECM
Ignition
Coil
IGF Signal IGF
Generation
Ignition Circuit Micro
Switch Processor
IGT
To Spark Plugs
Ignition
Control Circuit
Battery
Fig. 3-07
T852f133
IGF Signal The IGF signal is used by the ECM to determine if the ignition system is
working. Based on IGF, the ECM will keep power supplied to the fuel
pump and injectors on most ignition systems. Without IGF, the vehicle
will start momentarily, then stall. However, with some Direct
Ignition Systems with the igniter in the coil, the engine will run.
ON
IGT
OFF
* *
Primary 12V
Voltage 0
ON
IGF
OFF
IGF Signal Detection There are two basic methods of detecting IGF. Early systems used the
using CEMF Counter Electromotive Force (CEMF) created in the primary coil and cir-
cuit for generating the IGF signal. The collapsing magnetic field produces
a CEMF in the primary coil. When CEMF is detected by the igniter, the
igniter sends a signal to the ECM. This method is no longer used.
IGF Detection
through Primary Current
I1 Primary current
IA Maximum current level for successful spark generation
Fig. 3-09
IB Minimum current level for successful spark generation
T852f135/T852f136
T852f137
IGF Detection Using The primary current level method measures the current level in the pri-
Primary Current mary circuit. The minimum and maximum current levels are used to turn
Method the IGF signal on and off. The levels will vary with different ignition sys-
tems. Regardless of method, the Repair Manual shows the scope pattern
or provides you with the necessary voltage reading to confirm that the
igniter is producing the IGF signal.
With the second method, the IGF signal is carried back to the ECM on a
common line with the other coil(s). The ECM is able to distinguish
which coil is not operating based on when the IGF signal is received.
Since the ECM knows when each cylinder needs to be ignited, it knows
from which coil to expect the IGF signal.
ECM
+B
Camshaft IGT 1
G2 No. 1 Cylinder
Position
Sensor IGT 2 No. 2 Cylinder
Fig. 3-10
T852f138
40
Generated Voltage (kV)
40
10 Without Dwell Angle Control
0 0
RPM RPM
Fig. 3-11
T852f139/T852f140
Dwell Angle Control This circuit controls the length of time the power transistor (current flow
through the primary circuit) is turned on.
The length of time during which current flows through the primary coil
generally decreases as the engine speed rises, so the induced voltage in
the secondary coil decreases.
Dwell angle control refers to electronic control of the length of time during
which primary current flows through the ignition coil (that is, the dwell
angle) in accordance with distributor shaft rotational speed.
Lock Prevention This circuit forces the power transistor to turn off if it locks up (if current
Circuit flows continuously for a period longer than specified), to protect the igni-
tion coil and the power transistor.
Over Voltage This circuit shuts off the power transistor(s) if the power supply voltage
Prevention Circuit becomes too high, to protect the ignition coil and the power transistor.
Current
Limiting (Over
Current Prevention)
Primary Current
Current Limiting Circuit
Current Limitations
Conventional
Ignition Coil
Transistor ON OFF
Time
Current Limiting Current limiting control is a system that improves the rise of the flow of
(Over Current current in the primary coil, ensuring that a constant primary current is
Prevention) flowing at all times, from the low speed to the high speed range, and
thus making it possible to obtain a high secondary voltage.
The coil's primary resistance is reduced improving the current rise per-
formance, and this will increase the current flow. But without the cur-
rent limiting circuit, the coil or the power transistor will burn out. For
this reason, after the primary current has reached a fixed value, it is
controlled electronically by the igniter so that a larger current will not
flow.
Tachometer Signal On some systems the Tach signal is generated in the igniter.
NE Signal and Though there are different types of ignition systems, the use of the NE
G Signal and G signals is consistent. The NE signal indicates crankshaft position
and engine RPM.
Ignition
Advance Angle
As engine RPM
increases, ignition must
begin earlier. Ignition
TDC
IGT
Advanced
Angle
Initial Ignition Timing 5º, 7º, or 10º
BTDC
(Depending on Engine Model)
Fig. 3-13
T852f142
Electronic Spark For maximum engine output efficiency, the air/fuel mixture must be
Advance ignited so that maximum combustion pressure occurs approximately 10º-
Operation 15º after TDC. As engine RPM increases, there is less time for the mixture
to complete its combustion at the proper time because the piston is trav-
eling faster. The ECM controls when the spark occurs through the IGT
signal. By varying the time the IGT signal is turned off, the ECM changes
ignition spark timing.
Ignition Advance
Modes and Corrections
The ECM calculates the IGT signal on time
based on engine operating modes and
conditions. The IGT signal is based
primarily on the crankshaft position sensor
signal, engine load, temperature, knock
sensor, etc.
Warm-Up Correction
Over-Temperature Correction
Stable Idling Correction
EGR Correction
Air/Fuel Ratio Feedback Correction
Knocking Correction
Torque Control Corrections
Other Corrections
Maximum And Minimum Advance Angle Control
Fig. 3-14
Ignition Control Ignition control during starting is defined as the period when the engine
During Starting is cranking and immediately following cranking. The ignition occurs at a
fixed crankshaft angle, approximately 5º-10º BTDC, regardless of engine
operating conditions and this is called the initial timing angle.
Since engine speed is still below a specified RPM and unstable during
and immediately after starting, the ignition timing is fixed until engine
operation is stabilized.
The ECM recognizes the engine is being cranked when it receives the NE
and G signal. On some models, the starter (STA) signal is also used to
inform the engine is being cranked.
G Signal
Point B
5°, 7°, or 10° BTDC 5°, 7°, or 10° BTDC
G Signal Timing
Rotor And G
Pickup Coil
Ignition Ignition
5°, 7°, or 10° BTDC
TDC
NE Signal Timing
NE
Rotor And NE
Pickup Coil
IGT With Initial Ignition Timing
IGT With Timing Advanced
Fig. 3-15
T852f143/T852f144
Initial Ignition
Timing Angle Symbol
Fig. 3-16
T852f145
After-Start Ignition After-start ignition control will calculate and adjust ignition timing based
Control on engine operating conditions. The calculation and adjustment of igni-
tion timing is performed in a series of steps, beginning with basic ignition
advance control.
Various corrections are added to the initial ignition timing angle and the
basic ignition advance angle during normal operation.
The various corrections (that are based on signals from the relevant
sensors) are added to the initial ignition timing angle and to the basic
ignition advance angle (determined by the intake air volume signal or
intake manifold pressure signal) and by the engine speed signal:
Ignition Advance
Angles
Initial Ignition Timing Angle
When spark ignition
occurs is a result of a
calculation based on
initial timing angle plus Basic Ignition Advance Angle
the basic ignition angle
plus additional
corrections.
Corrective Ignition Advance
Angles
Basic Ignition The ECM selects the basic ignition advance angle from memory based
Advance Control on engine speed, load, throttle valve position, and engine coolant tem-
perature.
Relevant Signals:
• Intake air volume (VS, KS, or VG) (Intake manifold pressure (PIM)).
Corrective Ignition The Corrective Ignition Advance Control makes the final adjustment to
Advance Control the actual ignition timing. The following corrective factors are not found
on all vehicles.
Warm Up Correction
Advanced Angel
0
60*
(140)
Coolant Temperature ºC (ºF)
*Depending on the Engine Model. Fig. 3-18
T852f147
Warm-Up Correction The ignition timing is advanced to improve driveability when the coolant
temperature is low. In some engine models, this correction changes the
advance angle in accordance with the intake air volume (intake manifold
pressure) and can advance approximately 15º (varies with engine model)
by this correction during extremely cold weather.
Over Temperature
0
Advanced Angel
-5
110*
(230)
Coolant Temperature ºC (ºF)
Fig. 3-19
*Depending on the Engine Model.
T852f148
Over Temperature To prevent knocking and overheating, the ignition timing is retarded when
Correction the coolant temperature is extremely high. The timing may be retarded
approximately 5o by this correction.
Relevant Signals:
Stable Idling
Correction
Advanced
Angle
00
Retard
Angle
— +
0
Difference From Target Idle Speed
Fig. 3-20
T852f149
Stable Idling When the engine speed during idling has fluctuated from the target idle
Correction speed, the ECM adjusts the ignition timing to stabilize the engine speed.
The ECM is constantly calculating the average engine speed. If the
engine speed falls below the target speed, the ECM advances the igni-
tion timing by a predetermined angle. If the engine speed rises above
the target speed, the ECM retards the ignition timing by a predeter-
mined angle.
Relevant Signals:
EGR Correction When EGR is operating, the ignition timing is advanced according to
intake air volume and engine RPM to improve driveability. EGR has the
effect of reducing engine knocking, therefore the timing can be advanced.
Relevant Signals:
• Intake air volume (VS, KS, or VG) (Intake manifold pressure (PIM))
Torque Control This correction reduces shift shock and the result is that the driver feels
Correction smoother shifts. With an electronically-controlled transaxle, each clutch
and brake in the planetary gear unit of the transmission or transaxle gen-
erates shock to some extent during shifting. In some models, this shock is
minimized by delaying the ignition timing when gears are upshifted. When
gear shifting starts, the ECM retards the engine ignition timing to reduce
the engine torque. As a result, the shock of engagement and strain on the
clutches and brakes of the planetary gear unit is reduced and the gear
shift change is performed smoothly. The ignition timing angle is retarded
a maximum of approximately 20º by this correction. This correction is not
performed when the coolant temperature or battery voltage is below a
predetermined level.
Relevant Signals:
• ECT (THW)
Knock
Knock Correction Engine knock, if severe enough, can cause engine damage. Combustion
chamber design, gasoline octane, air/fuel ratio, and ignition timing all
affect when knock will occur. Under most engine conditions, ignition
timing needs to be near the point when knock occurs to achieve the
best fuel economy, engine power output, and lowest exhaust emissions.
However, the point when knock occurs will vary from a variety of fac-
tors. For example, if the gasoline octane is too low, and ignition takes
place at the optimum point, knock will occur. To prevent this, a knock
correction function is used.
Timing
Advanced Engine Knocking Stops
Fig. 3-22
Ignition
Timing
(Crankshaft
Angle) [CA] Retards ignition Gradually advances ignition
timing timing if no knock detected
Time
Fig. 3-23
T852f151
When engine knocking occurs, the knock sensor converts the vibration
from the knocking into a voltage signal that is detected by the ECM.
According to its programming, the ECM retards the timing in fixed steps
until the knock disappears. When the knocking stops, the ECM stops
retarding the ignition timing and begins to advance the timing in fixed
steps. If the ignition timing continues to advance and knocking occurs,
ignition timing is again retarded.
Crankshaft position
signal (G)
#1 #5 #3 #6
TDC of each cylinder
0º 120º 240º 360º
Knock input gating
signal
Knocking
Knock sensor output
signal Fig. 3-24
T852f152
The sensor signals gated out are ignored.
Air/Fuel Ratio The engine is especially sensitive to changes in the air - fuel ratio when
Correction it is idling, so stable idling is ensured by advancing the ignition timing
at this time in order to match the fuel injection volume of air - fuel ratio
feedback correction.
Relevant Signals:
Engines have been developed with the following corrections added to the
Other Corrections
ESA system (in addition to the various corrections explained so far), in
order to adjust the ignition timing with extremely fine precision.
Maximum and If the actual ignition timing (basic ignition advance angle + corrective igni-
Minimum Ignition tion advance or retard angle) becomes abnormal, the engine will be
Advance Control adversely affected. To prevent this, the ECM controls the actual advance
so that the sum of the basic ignition and corrective angle cannot be
greater or less than preprogrammed minimum or maximum values.
Distributor System NE
G1 Distributor
There are many
variations of distributor ECM G2
ignition systems
Battery
IGT
Ignition Coil
Igniter
Spark Plug
Fig. 3-25
T852f153
Distributor The NE signal is generated by the Crankshaft Position Sensor (also called
Ignition (DI) engine speed sensor). The G signal is generated by the Camshaft Position
Systems sensor that may be located in the distributor or on the engine.
Distributor
G Signal Timing Rotor
This distributor has two G signal pick up
coils and an NE signal rotor.
ECM
(ECU)
Fig. 3-27
T852f156
cap, rotor, to the distributor terminal the rotor is pointing at, high tension
wire, spark plug, and ground. The rotor position determines the cylinder
that receives the spark.
Firing Order The firing order can be found in the New Car Features book. The cylin-
ders are identified as follows:
• V-6 engine cylinders are numbered with even on left bank and odd
numbered cylinders on the right bank.
Many times, original equipment distributor caps have the firing order
molded into the cap.
Firing Order
V-8 1-8-4-3-6-5-7-2
V-6 1-2-3-4-5-6
In-line 6 1-5-3-6-2-4
In-line 4 1-3-4-2
Fig. 3-28
No. 6 Cylinder
No. 5 Cylinder
No. 4 Cylinder
No. 3 Cylinder
No. 2 Cylinder
No. 1 Cylinder
Fig. 3-29
T852f157
No. 8 Cylinder
No. 7 Cylinder
No. 6 Cylinder
No. 5 Cylinder
No. 4 Cylinder
No. 3 Cylinder
No. 2 Cylinder
No. 1 Cylinder
Front Fig. 30
T852f158
• Greater control over ignition spark generation - There is more time for
the coil to build a sufficient magnetic field necessary to produce a
spark that will ignite the air/fuel mixture. This reduces the number of
cylinder misfires.
All of the above reduces the chances of cylinder misfires and conse-
quently, exhaust emissions.
ECM
Fig. 3-31
T852f159
Fig. 3-32
T852f160
Ignition Coil
IGT3 IGT3
Crankshaft NE ECM
Position Igniter Ignition Coil
(ECU) IGT4 IGT4
Sensor
Ignition Coil
IGT5 IGT5
Various
Sensor Ignition Coil
IGT6 IGT6
IGF
Direct Ignition Systems (DIS) have the ignition coil mounted on the
spark plug. DIS can come in two forms:
No. 4 Cylinder
IGT 2 IGC2
Crankshaft No. 5 Cylinder
NE ECM Igniter
Position
Sensor
No. 2 Cylinder
IGT 3 IGC3
No. 3 Cylinder
Various IGF
Sensors No. 6 Cylinder
High Tension Cord
TAC GND
Fig. 3-35
To Tachometer T852f163
Distributorless Distributorless Ignition Systems and Direct Ignition Systems that use one
(Simultaneous coil for two cylinders use a method known as simultaneous ignition. With
Ignition) simultaneous ignition systems, two cylinders are paired according to pis-
Operation ton position. This has the effect simplifying ignition timing and reducing
the secondary voltage requirement.
For example, on a V-6 engine, on cylinders one and four, the pistons
occupy the same cylinder position (both are at TDC and BDC at the
same time), and move in unison, but they are on different strokes.
When cylinder one is on the compression stroke, cylinder four is on the
exhaust stroke, and vice versa on the next revolution.
No. 1 Cylinder
No. 2 Cylinder
No. 3 Cylinder
No. 4 Cylinder
No. 5 Cylinder
No. 6 Cylinder
Crank Angle Combustion
Compression Stroke
Fig. 3-36
T852f164
Simultaneous Ignition
Current Flow
Igniter
Discharge Circuit
Spark Plug
Fig. 3-37
T852f165
Typically, the spark plugs with this style of ignition system are platinum
tipped for stable ignition characteristics.
Direct Ignition As DIS has evolved, there have been changes to the function and loca-
System (DIS) tion of the igniter. With independent ignition DIS, there may be one
igniter for all cylinders or one igniter per cylinder. On simultaneous igni-
tion DIS there is one igniter for all coils. The following gives an overview
of the different types used on various engines.
1MZ-FE 94 DIS
Spark
From From
Plug IGT1 ON
Battery OFF
Battery
IGT1 IGT1
Ignition Coil
IGT2 ON
OFF
Camshaft G
Position
IGT3 ON
Ignition Coil
Sensor IGT2 IGT2 OFF
Ignition Coil ON
IGT3 IGT3 IGT4
OFF
Crankshaft NE ECM
Position Igniter Ignition Coil
Sensor (ECU) IGT4 IGT4 IGT5 ON
OFF
Ignition Coil
IGT5 IGT5 IGT6 ON
OFF
Various Ignition Coil
Sensor IGT6 IGT6 ON
IGF
OFF
IGF
TACH Fig. 3-38
To Tachometer and Air
To DLC1
Conditioning ECU T852f161/T852f166
(Check Connector)
1MZ-FE 94 DIS This DIS uses one igniter for all coils. The IGF signal goes low when IGT
is turned on. The coils in this system use a high voltage diode for rapid
cutoff of secondary ignition. If a coil is suspected of being faulty, swap
with another coil.
1MZ-FE 94
DIS Igniter
IGT1 IGT1
With one igniter for all IGT2 IGT2 To Each
From IGT3 Input Drive IGT3
coils, there are 6 IGT ECM IGT4 Ignition
Circuit Circuit IGT4
signal wires used to (ECU) IGT5 IGT5 Coil
signal the igniter. Primary IGT6 IGT6
current flows through the
IGC wires. TACH
To DLC 1 Lock
To ECM Prevention
IGF
Circuit
Dwell Angle
Control Circuit IGF Signal Ignition Detecting Constant Fig. 3-39
Output Circuit Circuit Current Control
T852f167
Connector
High-Voltage
Diode Magnet Core
Plug Cap
Primary Coil
Secondary Coils
Fig. 3-40
T852f168
From +B
To Spark Plugs
To Igniter
High Voltage Diode
Fig. 3-41
T852f169
1MZ-FE with DIS This system uses three IGT signals to trigger the ignition coils in the
Simultaneous proper sequence. When a coil is turned on, IGF goes low.
Ignition
From Battery
Ignition Coil
Camshaft
Position G IGT1 IGC1 No. 1 Cylinder
Sensor
No. 4 Cylinder
IGT2 IGC2
Crankshaft No. 5 Cylinder
ECM Igniter
Position NE
Sensor
No. 2 Cylinder
IGT3 IGC3
No. 3 Cylinder
Various IGF
Sensors No. 6 Cylinder
High Tension Cord
TAC GND
To Tachometer
Fig. 3-42
T852f163
Igniter
Igniter
From ECM To Ignition Coil
IGC1
IGC1
Fig. 3-43
T852f170
IGT2
IGT3
IGF
No. 1 Cylinder
No. 2 Cylinder
No. 3 Cylinder
No. 4 Cylinder
No. 5 Cylinder
No. 6 Cylinder
Crank Angle Combustion Fig. 3-44
Compression Stroke
T852f164
In-Line 6 Cylinder
Ignition Coil
From Battery
Camshaft
G IGC1 No. 6 Cylinder
Position
Sensor
No. 1 Cylinder
Various
Sensors No. 3 Cylinder
Primary Coil
Primary Coil
Plug Cap
Plug Cap
DIS with The DIS with independent ignition has the igniter built into the coil.
Independent Typically, there are four wires that make up the primary side of the coil:
Ignition
• +B.
• IGT signal.
• IGF signal.
• Ground.
The major advantages of DIS with independent ignition are greater reliability
and less chance of cylinder misfire.
V-6 1MZ-FE
with DIS
Ignition Coil
(With Igniter)
+B
IGT1
No. 1 Cylinder
VVT VV1,2
IGT2
Sensors No. 2 Cylinder
(Camshaft Position IGT3
Sensor)
No. 3 Cylinder
Crankshaft NE IGT4
Position No. 4 Cylinder
Sensor
IGT5
No. 5 Cylinder
IGT6
Various No. 6 Cylinder
Sensors
IGF
ON
IGT1
OFF
ON
IGT2
OFF
IGT3 ON
OFF
ON
IGT4
OFF
IGT5 ON
OFF
IGT6 ON
OFF
IGF ON
OFF
Fig. 3-47
T852f176/T852f166
Secondary Coil
Iron Core
Primary Coil
Plug Cap
Each coil is
controlled by the IGT signal. Ignition Coil (with Igniter)
ECM
+B
Camshaft G2 IGT1
Position No. 1 Cylinder
Sensor
IGT2 No. 2 Cylinder
Cylinder
Combustion Exhaust Intake Compression Combustion Exhaust
No. 1
No. 8
No. 4
No. 3
No. 6
No. 5
No. 7
No. 2
Ignition Though the Diagnostic Tester shows the computed ignition, advance,
Advance using a timing light confirms that advance took place and the timing
Service marks are in the correct position.
With Distributor Ignition Systems, the point at which ignition occurs may
vary because the base reference point can be moved. It is critical that the
base reference point be set to factory specifications.
With DLI and DIS, the base reference point is determined by the
Crankshaft Position Sensor and rotor, which is non-adjustable.
The angle to which the ignition timing is set during ignition timing adjust-
ment is called the "standard ignition timing." It consists of the initial igni-
tion timing, plus a fixed ignition advance angle (a value that is stored in
the ECM and output during timing adjustment regardless of the correc-
tions, etc., that are used during normal vehicle operation).
TDCL
E1 TE1
SST Fig. 3-52
T852f179
NOTE Even if terminal T1 or TEl and terminal El are connected, the ignition
timing will not be fixed at the standard ignition timing unless the idle
contacts are on.
Diagnostics When the igniter is built into the ignition coil, it is not possible to do a
resistance check of the primary coil winding. A bad primary winding will
have to be determined by checking other functions of the coil and the
ignition circuit.
DTC 1300 series will set, depending on the engine and type of ignition
system, when the ECM does NOT receive the IGF signal. IGF confirms the
primary circuit of the ignition system is working. Lack of IGF signal indi-
cates a malfunction in the primary circuit or IGF signal related compo-
nents.
If the DTC 1300 is set based on IGF, visually check the ignition system
and then check for spark. If spark is present, the engine will start then
stall when the ECM does not detect IGF (EXCEPT on some engines
equipped with DIS with integrated igniter). In addition, when spark is
present this confirms the secondary and primary circuits are good. The
problem is most likely with the IGF circuitry.
Technician Objectives
With this worksheet, you will learn to locate and test ignition power and ground circuits, igniter, secondary
ground circuits, and timing using the required tools and equipment, retrieve and apply the needed service
information, and retrieve and interpret service data information.
• Vehicle EWD
• Diagnostic Tester
Section 1
1. What is the engine firing order?
__________________________________________________________________________________________________________
2. According to the EWD, match the ignition coil to the engine cylinder(s) and IGT wire color (may be called
IGC on some older ignition systems).
__________________________________________________________________________________________________________
3. List any fuses and relays that supply the igniter and ignition coil(s).
__________________________________________________________________________________________________________
Section 2
1. According to the Repair Manual, perform an ignition timing check. Use the Diagnostic Tester for readings.
What happened to ignition timing?
_________________________________________________________________________________________________________
Section 3
1. If the ignition coil puts out a spark, but there is a DTC 1300, what part of the ignition circuit do you need
to check?
_________________________________________________________________________________________________________
2. For no spark coming from all ignition coils condition, list four possible components.
_________________________________________________________________________________________________________
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4. For OBD II vehicles. Disconnect the injector connector from any cylinder. Start the engine. With the DT,
use Data List to bring up cylinder misfire. Does the DT show the cylinder misfire? What indicates a
misfiring cylinder?
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Section 4
IGT & IGF Signals
1. Set the Diagnostic Tester to the Oscilloscope function, refer to Repair Manual for settings. Start the engine
and draw or print the waveform at between IDLE and 1500 RPM, whichever provides the best signal.
IGT IGF
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