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General Motors introduced a new kind of ignition system that uses no distributor back in 1984 on the Buick 3.8 liter turbocharged V6 engine. Called "Computer Controlled Ignition" or "C3I", the same system has went through several generations and is now found on numerous GM engines. Similar distributorless ignition system (DIS) are used by Ford, Chrysler and most of the import vehicle manufacturers.

By eliminating the distributor, distributor cap, rotor and pickup, DIS increases ignition reliability and reduces the need for service and periodic maintenance. Most distributorless ignition systems do not allow for manual timing adjustments (though some do have an adjustable crankshaft position sensor). This eliminates the possibility of misadjusting the timing. No distributor cap means no carbon tracing or cracking, and less chance of moisture-related misfiring. No rotor means no arcing or shorting.ignition probe

A distributorless ignition system is something like the ignition system on a motorcycle. The ignition coil is connected directly to the spark plug, and the plug fires every revolution of the engine.

Because distributorless ignition systems have no distributor, the timing signal that's needed to trigger the ignition module is generated by a Hall effect or magnetic crankshaft position sensor mounted on the engine. This sensor performs the same basic function as a pickup coil or Hall effect switch in a distributor. Most applications also have a separate camshaft position sensor so the computer can distinguish top dead center (TDC) of the compression stroke from TDC of the exhaust stroke. On some of these applications, the signal from the camshaft sensor is also used to generate the pulses that open and close the fuel injectors.

On Ford 2.3L DIS applications, a "dual" Hall sensor is mounted on the crankshaft behind the timing belt cover. The sensor provides both a crank reference signal (Profile Ignition Pickup or "PIP" signal) and a camshaft signal (Cylinder Identification or "CID" signal).

The signal from the crankshaft position sensor (and camshaft position sensor) are monitored by the engine computer and ignition module. The signal triggers the ignition module to fire the ignition coils, which in turn send spark to the plugs. If the crankshaft or camshaft position sensor signal is lost either because of a sensor failure or wiring problem, there will be no spark and the engine won't start.

The firing of the coils in a distributorless ignition system is controlled by an ignition module located in the base of the coil pack, or elsewhere in the case of applications where individual coils for each cylinder are used. Spark timing is usually regulated by the engine computer. In some applications, the ignition module controls spark timing below 400 to 700 rpm while the engine is cranking, then turns the job over to the computer once the engine starts. The ignition module may also have a built-in "failsafe" capability that allows it to provide a fixed ignition timing signal (the "limp-in" mode) in case the spark control signal from the ECM is lost. Ignition System Test Probe

Most distributorless ignition systems have a separate ignition coil for each pair of spark plugs (two coils for a four cylinder, three coils for a V6, four coils for a V8, and in the case of a V10 five coils). Each coil fires its two spark plugs simultaneously. The paired spark plugs are located in opposite cylinders (such as 1-4 and 2-3 on a four cylinder, or 1-4, 2-5 & 3-6 on a V6) so that one cylinder fires on its power stroke while the opposite cylinder fires on its exhaust stroke. The spark plug that fires in the cylinder during its exhaust stroke does nothing and is referred to as the "waste spark." There is little voltage resistance in the waste spark cylinder, so most of the firing voltage is available at the plug in the compression cylinder that needs it. When the engine turns another revolution and the cylinders reverse roles, the same process repeats with both plugs again firing simultaneously. One spark ignites the mixture while the other does nothing.

A somewhat different setup is found on some engines such as GM's Quad Four, 1990 & up Nissan 300ZX and '92 & up Maxima with the DOHC 3.0L V6. On these engines, individual coils are located directly over each spark plug. On Saab's Direct Ignition (SDI) system, each spark plug has its own coil. But the coils run on a primary voltage of 400 volts, which is stepped up at the ignition module.

In the early Buick 3.8 liter C3I system, a Hall effect cam position sensor is used in place of a distributor to provide a valve timing reference signal to the ECM. A second Hall effect sensor mounted on the crankshaft pulley tells the computer when each cylinder reaches TDC. The computer then figures out how much timing advance is needed according to coolant temperature, throttle position, engine load and rpm, and signals the ignition module to charge and fire the coils accordingly. The system also has a detonation sensor that can retard timing when high loads or heat cause the engine to rattle.

The Direct Ignition Systems used on 3.0 liter V6 engine uses a combination cam/crank sensor, while the 2.0 and 2.5 four, 2.8 V6 and Quad Four use a single magnetic crankshaft position sensor. The magnetic crankshaft sensor reads notches machined into a ring cast in the middle of the crankshaft. The ring has one notch for each cylinder, all evenly spaced with an extra notch offset 10 degrees from the others to generate a TDC "snyc pulse." By comparing the time between pulses, the DIS module can pickup up the odd pulse and recognize which notch is for which cylinder to calculate proper ignition timing. COP extension lead

The Integrated Direct Ignition (IDI) system used on the Quad Four is unique in that the ignition coil and module assembly is mounted directly over the spark plugs between the cam towers in the cylinder head. There are no spark plug wires so there's no easy way to check for the presence of a spark. To get at the plugs, the plastic Quad Four cover between the cam towers has to be removed and the IDI assembly pulled off the plugs. Like the other direct ignition systems GM uses, a pair of coils are used to fire all four cylinders.

When an engine with a direct ignition system fails to start, the first thing you should do is determine if the no-start is due to no spark.

On most DIS systems (except the GM Quad Four and Saab systems), you can quick check the ignition system to see if the engine is getting spark by pulling the plug wire off one of the spark plugs and connecting it to a plug tester. On the Quad Four and Saab, the IDI coil assembly has to be lifted off the plugs so ignition cables can be connected between it and the plugs or a plug tester.

If you get a spark when the engine cranks, you can rule out an ignition problem. The engine's not starting because of a fuel or mechanical problem.coil on plug

Note: On the Buick V6 Type 1 C3I application and others with Sequential Fuel Injection (SFI) that use a cam position sensor to pulse the injectors, loss of the cam sensor signal can prevent the injectors from working. If there's no spark when you crank the engine, then there's an ignition, wiring or sensor problem. The question is where? Check the other cylinders (1, 3 & 5 on a V6, or 1 & 2 on a four) to see if any of the other plugs will fire. If all the plugs are dead, the problem is in the ignition module, ECM, crank sensor or wiring harness. The next step is to scan the vehicle's computer system for fault codes.

On GM C3I systems, a Code 41 means the system has lost the signal from the cam position sensor. A Code 42 on any of the C3I or DIS systems means the electronic spark timing (EST) signal from the ECM has been lost. Loss of the EST signal to the ignition module should still allow the engine to start and run. But because the module will be running without the benefit of the computer EST signal, timing is fixed and engine performance will suffer accordingly. A Code 43 means trouble in the detonation sensor circuit.

You'll have to refer to the appropriate diagnostic charts in the service manual and run through the various circuit checks in order to isolate the offending component. Remember to clear any stored trouble codes from memory afterwards.

If a quick spark check finds some plugs are firing but others are not, then a bad coil is likely at fault. The engine may start, but run poorly or with a bad miss. Remember, cylinders 1-4 and 2-3 share the same coil on the four cylinder engine while cylinders 1-4, 2-5 and 3-6 share coils on the V6. A bad coil, therefore, will take out two cylinders.

If, for example, you find that cylinders 3 and 6 are dead on a V6 but the others spark, then the coil that supplies voltage to cylinder 3-6 is probably defective. On Type 1 C3I systems, the three coils are part of a single assembly meaning if any are bad the whole trio has to be replaced. On Type 2 C3I and DIS systems, the individual coils can be replaced separately if defective.

It's also important to check the ignition wires to make sure an open or shorted wire isn't causing the problem instead of a weak or dead coil. Wire resistance should not exceed 30,000 ohms on either cylinder.

To confirm a faulty coil on a Type I coil assembly, remove the six Torx screws that attach the coil trio to the base module. This will expose the coil leads. Each coil has a common blue feed wire (positive) and a different colored control wire (negative). Primary coil resistance can be checked by hooking up an ohmmeter between the coil leads. Primary resistance should read 0.7 ohms. Secondary resistance between each coil's high voltage terminal and the negative control wire lead should be 5000-7000 ohms.

Next hook up a test light between the control wire and blue feed wire under the suspect coil. When you crank the engine, the light should blink if the module is supplying the coil with voltage. If the coil fails to fire, the problem is in the coil itself. If the light fails to blink, the problem is in the module. Replace the defective component. On the Type 2 systems with replaceable coils, first check the suspect coil for carbon tracking, then replace it with one of the good coils. If the plugs now fire, you've confirmed your bad coil diagnosis. But if swapping coils makes no difference, then the module needs to be replaced.

The Hall effect cam position and crank position sensors on GM Type 1 C3I V6 engines can be checked by unplugging the 14-wire connector on the module and connecting a voltmeter's positive lead to terminal L (cam sensor signal) and the negative lead to terminal K (cam sensor ground). Cranking the engine should produce a fluctuating voltage signal that ranges from zero up to 8-12 volts. If you remove the cam sensor, it's position will affect injector timing but not ignition timing so make sure it is properly aligned. The crank position sensor can be checked by connecting the positive voltmeter lead to terminal G (sensor signal) and the negative to terminal H (sensor ground) at the module 14-wire connector. Again, you should see the voltage reading fluctuate from zero to 8-12 volts when the engine is cranked.

On Type 2 DIS systems, the crank position sensor feeds directly into the ignition module. To test the sensor, disconnect the three-way connector from the DIS module and check harness terminals A and B with an ohmmeter. Resistance should read 900-1200 ohms. Then reset the meter to read volts and crank the engine. The reading should be greater than 0.1 volts if the crank position sensor is good.

Placing individual ignition coils directly over each spark plug eliminates the need for long, bulky (and expensive) high voltage spark plug cables. This reduces radio frequency interference, eliminates potential misfire problems caused by burned, chaffed or loose cables, and reduces resistance along the path between the coil and plug. Consequently, each coil can be smaller, lighter and use less energy to fire its spark plug.

It's also a known fact that the resistance of spark plug cables goes up as they age. This increases the voltage required to fire the spark plugs, which eventually leads to misfiring if the resistance gets too high. Eliminating the plug wires improves ignition reliability as the miles add up and reduces the risk of ignition misfire that could damage the catalytic converter (unburned fuel makes the converter run too hot).

From a performance standpoint, having a separate coil for each cylinder gives each coil more time to recharge between cylinder firings. With single coil distributor systems, the coil must fire twice every revolution of the crankshaft in a four cylinder engine, and four times in a V8. With a multi-coil system, each coil only has to fire once every other revolution of the crankshaft. This provides more saturation time for a hotter spark, especially at higher RPM when firing times are greatly reduced. The result is fewer misfires, cleaner combustion and better fuel economy. This is especially important with today's Onboard Diagnostics II (OBD II) systems that monitor misfires and turn on the Malfunction Indicator Lamp (MIL) if misfires exceed a certain threshold.

A hotter spark also makes spark plugs more resistant to fouling and helps 100,000 mile plugs go the distance. A multi-coil ignition system also improves idle stability and idle emissions. Another advantage of COP ignitions is that it also improves the engine's ability to handle more exhaust gas recirculation (EGR) to reduce oxides of nitrogen (NOX) emissions so the engine can meet lower emission standards. The Powertrain Control Module (PCM) can make timing adjustments in each cylinder more quickly as operating conditions and engine loads change.

On Chrysler, Honda, Toyota and many other imports, the coils are mounted directly over the spark plugs. Many of these have the thin "pencil" style coils that extend down into recessed wells in the engine's valve covers. On other applications, such as GM's Quad 2.2L Four, the individual coils are mounted in a cassette or carrier that positions the coils over the spark plugs.

On late model Corvette, Camaro and other V8s, a "Coil-Near-Plug" (CNP) setup is used because of the location of the spark plugs on the side of the cylinder head. There isn't room to mount a coil directly over each spark plug, and the heat from the nearby exhaust manifold would create a problem. So the individual coils are mounted on the top of the valve cover and attached to the plugs by short plug wires. This provides most of the same benefits of a COP ignition system, but adds short plug wires to the system. Even so, because the plug wires are so short they are less apt to chafe from engine vibration. The shorter length also means less of an increase in resistance as they age.

On most of the newer COP systems, the coil switching function is handled entirely by the PCM and there is no separate ignition module -- though there may some additional electronics and diodes built into the top of each coil depending on the application.

The PCM receives a timing signal from the crankshaft position sensor (CKP) and camshaft position sensor (if equipped) to determine engine speed, firing order and timing. It then looks at inputs from the throttle position sensor (TPS), airflow sensor, coolant sensor, MAP sensor, vehicle speed sensor and even the transmission to determine how much timing advance to give each cylinder. Most of today's COP ignition systems are capable of making timing adjustments between cylinder firings, which makes these systems very responsive and quick to adapt to changing engine loads.

Diagnosing late model "Coil-Over-Plug" (COP) ignition systems isn't a whole lot different that diagnosing older distributor and distributorless ignition systems. The only major difference is that the coils are mounted directly over the spark plugs and there are no plug wires. That means you have to use some special tools to pick up an ignition signal if you want to look at ignition patterns on a scope.

Though COP coils are very reliable, an individual coil may sometimes fail (multiple coil failures are rare!). Coils heat up when voltage passes through them. Over time, the combination of heat and voltage may break down the insulation between the windings, coil housing or tower. This may weaken or kill the spark altogether, causing ignition misfire, a loss of power and a huge jump in hydrocarbon emissions (which may also damage the catalytic converter!). If a coil problem is suspected, the coil's primary and secondary resistance should be measured with an ohmmeter. If either is out of specifications, the coil needs to be replaced. A coil tester that actually saturates the coil is the best kind of test.

A short that lowers normal resistance in the primary windings will allow excessive current to flow through the coil, which may damage the PCM driver circuit. This may also reduce the coil's voltage output resulting in a weak spark, hard starting, hesitation or misfire under load or when accelerating. Abnormally high resistance or an open circuit in a coil's primary windings will not usually damage the PCM driver circuit, but it will reduce the coil's secondary voltage output or kill it altogether.

A short that reduces resistance in a coil's secondary windings will also result in a weak spark, but will not damage the PCM driver circuit. An open or higher than normal resistance in a coil's secondary windings will also cause a weak spark or no spark, and may also damage the PCM driver circuit due to feedback induction through the primary circuit.

Caution: Never disconnect a COP coil from its spark plug while the engine is running. Doing so may damage the coil or other electronics.

When a coil failure occurs on a distributor ignition system, it affects all the cylinders. The engine may not start or it may misfire badly when under load. The misfire may also jump from cylinder to cylinder. But with COP ignition systems, a single coil failure will only affect one cylinder. A coil failure should set a DTC and turn on the MIL lamp.

On vehicles with OBD II, the misfire monitor should detect any misfire problems and set a fault code that identifies the misbehaving cylinder. A misfire code P0301, for example, would tell you cylinder #1 is misfiring. But is it spark, fuel or compression?

If the coil is shorted or open, you should also find a code that would indicate a bad coil for the same cylinder. If there is no code, you should measure the coil's primary and secondary resistance with your DVOM, and/or observe the primary and secondary ignition patterns on a scope. You should also remove and inspect the spark plug. Check the spark gap and look at the deposits on the plug to see if the misfire is due to carbon or oil buildup. If the coil and spark plug appear to be okay, the misfire may be due to a weak or dirty fuel injector (check the injector's resistance, voltage supply and current), or a bad valve (check compression). NOTE: If an engine with a COP ignition system cranks normally but won't start because there is no spark, the problem isn't one or more bad coils. More likely, the fault is a bad crankshaft or camshaft position sensor or a voltage supply problem to the coils in the ignition circuit.

Observing COP ignition patterns on a scope requires using an inductive pickup that attaches directly to the top of the coil, or adapter cables that go between the coils and spark plugs. An inductive pickup that attaches to the coil will allow you to observe the secondary ignition output from one coil at a time. There are also simple inductive pickup tools that flash or illuminate when they pick up the strong magnetic field produced by an ignition coil. Though not as accurate as a scope that can display actual KV readings, this type of tool can help you quickly find a dead coil.

When a coil is replaced, the connector should be cleaned and checked for corrosion or looseness to assure a good electrical connection. Corrosion can cause resistance, intermittent operation, or loss of continuity, which may contribute to component failure. Applying dielectric grease to coil connectors that fit over the spark plugs is also recommended to minimize the risk of spark flashover caused by moisture. If an engine is experiencing repeated coil failures, the coils may be working too hard. The underlying cause may be high secondary resistance (worn spark plugs or excessive spark plug gap), or in rare cases a lean fuel condition (dirty injectors, vacuum leak or leaky EGR valve).

On high mileage engines with COP ignitions, new plugs should also be installed if a coil has failed, or the original plugs show signs of fouling or are near their recommended replacement interval (45,000 miles for conventional plugs, 100,000 miles for long life plugs).

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