Electronic ignition system

The disadvantage of the mechanical system is the use of breaker points to interrupt the low-voltage high-current through the primary winding of the coil; the points are subject to mechanical wear where they ride the cam to open and shut, as well as oxidation and burning at the contact surfaces from the constant sparking. They require regular adjustment to compensate for wear, and the opening of the contact breakers, which is responsible for spark timing, is subject to mechanical variations.

In addition, the spark voltage is also dependent on contact effectiveness, and poor sparking can lead to lower engine efficiency. A mechanical contact breaker system cannot control an average ignition current of more than about 3 A while still giving a reasonable service life, and this may limit the power of the spark and ultimate engine speed.Electronic ignition (EI) solves these problems. In the initial systems, points were still used but they handled only a low current which was used to control the high primary current through a solid state switching system. Soon, however, even these contact breaker points were replaced by an angular sensor of some kind - either optical, where a vaned rotor breaks a light beam, or more commonly using a Hall effect sensor, which responds to a rotating magnet mounted on the distributor shaft. The sensor output is shaped and processed by suitable circuitry, then used to trigger a switching device such as a thyristor, which switches a large current through the coil.

The first electronic ignition (a cold cathode type) was tested in 1948 by Delco-Remy, while Lucas introduced a transistorized ignition in 1955, which was used on BRM andCoventry Climax Formula One engines in 1962. The aftermarket began offering EI that year, with both the AutoLite Electric Transistor 201 and Tung-Sol EI-4 (thyratron capacitive discharge) being available. Pontiac became the first automaker to offer an optional EI, the breakerless magnetic pulse-triggered Delcotronic, on some 1963 models; it was also available on some Corvettes. The first commercially available all solid-state (SCR) capacitive discharge ignition was manufactured by Hyland Electronics in Canada also in 1963. Ford fitted a Lucas system on the Lotus 25s entered at Indianapolis the next year, ran a fleet test in 1964, and began offering optional EI on some models in 1965.Beginning in 1958, Earl W. Meyer at Chrysler worked on EI, continuing until 1961 and resulting in use of EI on the company's NASCAR hemis in 1963 and 1964.

Prest-O-Lite's CD-65, which relied on capacitance discharge (CD), appeared in 1965, and had "an unprecedented 50,000 mile warranty." (This differs from the non-CD Prest-O-Lite system introduced on AMC products in 1972, and made standard equipment for the 1975 model year.) A similar CD unit was available from Delco in 1966, which was optional on Oldsmobile, Pontiac, and GMC vehicles in the 1967 model year. Also in 1967, Motorola debuted their breakerless CD system. The most famous aftermarket electronic ignition which debuted in 1965, was the Delta Mark 10 capacitive discharge ignition, which was sold assembled or as a kit.

FIAT became the first company to offer standard EI, in 1968, followed by Chrysler (after a 1971 trial) in 1973 and by Ford and GM in 1975.

In 1967, Prest-O-Lite made a "Black Box" ignition amplifier, intended to take the load off of the distributor's breaker points during high r.p.m. runs, which was used by Dodge and Plymouth on their factory Super Stock Coronet and Belvedere and drag racers. This amplifier was installed on the interior side of the cars' firewall, and had a duct which provided outside air to cool the unit. The rest of the system (distributor and spark plugs) remains as for the mechanical system. The lack of moving parts compared with the mechanical system leads to greater reliability and longer service intervals.

Chrysler introduced breakerless ignition in mid-1971 as an option for its 340 V8 and the 426 Street Hemi. For the 1972 model year, the system became standard on its high-performance engines (the 340 cu in (5.6 l) and the four-barrel carburetor-equipped 400 hp (298 kW) 400 cu in (7 l)) and was an option on its 318 cu in (5.2 l), 360 cu in (5.9 l), two-barrel 400 cu in (6.6 l), and low-performance 440 cu in (7.2 l) . Breakerless Ignition was standardised across the model range for 1973.

For older cars, it is usually possible to retrofit an EI system in place of the mechanical one. In some cases, a modern distributor will fit into the older engine with no other modifications, like the H.E.I. distributor made by General Motors, the Hot-Spark electronic ignition conversion kit and the aforementioned Chrysler-built electronic ignition system.Other innovations are currently available on various cars. In some models, rather than one central coil, there are individual coils on each spark plug, sometimes known as direct ignition or coil on plug (COP). This allows the coil a longer time to accumulate a charge between sparks, and therefore a higher energy spark. A variation on this has each coil handle two plugs, on cylinders which are 360 degrees out of phase (and therefore reach TDC at the same time); in the four-cycle engine this means that one plug will be sparking during the end of the exhaust stroke while the other fires at the usual time, a so-called "wasted spark" arrangement which has no drawbacks apart from faster spark plug erosion; the paired cylinders are 1/4 and 2/3. Other systems do away with the distributor as a timing apparatus and use a magnetic crank angle sensor mounted on the crankshaft to trigger the ignition at the proper time

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