IGNITION

IGNITION
SYSTEM
SYSTEM
IGNITION SYSTEM

IGNITION COIL

SPARK
IG. SWITCH
PLUG

CMP, POWER TR
CKP ECM
SENSOR
TYPE
A. Distributorless Ignition
- Accent
- Elantra 96~00MY
- Elantra before 95MY with Sirius engine
- Sonata with Sirius DOHC
- EF Sonata
- XG
- FO(Trajet XG)

B. Distributor Ignition
- Sonata V6 and Sirius SOHC
- Scoupe except 95MY
- Elantra 1.5L before 95MY
- H100 2.4 L
- Atos
DISTRIBUTOR IGNITION SYSTEM
DIAGRAM

IG SW Ignition coil Distributor Spark plug

- +
12V
Battery

Power
TR

ECM
DISTRIBUTORLESS IGNITION SYSTEM
DIAGRAM

IG S/W SPARK PLUGS

POWER TR
IGNITION SYSTEM
GENERAL INFORMATION (DLI)
This ignition system is a two-coil ignition system that supplies
sufficient energy for ignition up to high speeds. This engine
does not have a distributor since the engine control unit directly
activates the power transistor for ignition timing control. The
ignition system, therefore, is called a distributor-less two-coil
ignition system.
IGNITION SYSTEM
GENERAL INFORMATION (DLI)
With two ignition coils, the duration of primary current on the coil is
two times compared with one coil type, and high ignition energy is
obtained at high engine speed.
This ignition system has two power transistors and two ignition coils.
Power transistor "A" controls the primary current of ignition coil "A"
to activate the spark plugs of the No. 1 and No. 4 cylinders.
Similarly, power transistor "B" controls ignition coil "B" which
activates the spark plugs of the No. 2 and No. 3 cylinders. In this
way, spark plugs of two cylinders are activated but actual ignition
takes place only in the signal cylinder that is on its compression
stroke, because the other is on its exhaust stroke at the time.
IGNITION SYSTEM
GENERAL INFORMATION
Power transistors "A" and "B" are activated by signals from the
engine control module, that controls which cylinder is fired at what
time.
SYSTEM OPERATION
Ignition Timing Control
For ignition timing control, optimum ignition timing is determined
by making corrections obtained from the engine coolant
temperature, intake air temperature and others.
The engine control unit also controls the primary current
energization time in order to secure stable ignition energy.
SYSTEM OPERATION
Ignition Power Distribution Control
The cylinder to be ignited is determined based on the top dead center
signal and the crank angle signal.
If the top dead center signal is detected by the ECM when the crank angle
signal is input, the unit decides that the No. 1 cylinder (or No. 4 cylinder) is
on the compression stroke and turns off power transistor "A" and causes
the No. 1 cylinder (and No. 4 cylinder) to fire. If the top dead center signal
is not detected by the engine control module when the crank angle signal
is read, the unit decides that the No. 3 cylinder (or No. 2 cylinder) is on the
compression stroke and turns off power transistor "B" and causes the No.
3 cylinder (and No. 2 cylinder) to fire.
SYSTEM OPERATION
Ignition Power Distribution Control
In this way, the power transistors "A" and "B" are turned off
alternately for ignition power distribution.
SYSTEM OPERATION
Ignition Timing Control
The period (T) of the crank angle signal is measured and based
on this value, the time (t) taken for the crank to make a revolution
is determined. t = T/180

78 degrees TDC

T
Crank Angle
Signal

T1
Ignition Pulse

Time Count Start

SYSTEM OPERATION
Ignition Timing Control
Once "t" is determined, the ignition timing (T) is calculated
using the "t" value and the ignition advance angle (advance
from TDC) determined by the engine control unit, with the 75
BTDC signal as a reference; then the primary current shut-off
signal is sent to the power cylinder when T1 time has elapsed
from the count start position (75 BTDC).
T1 = t (75 -Q )
where Q is the ignition advance angle calculated by the engine
control unit.
SYSTEM OPERATION
Ignition Advance Angle Control
The engine control unit has the ignition advance angle value for all
cylinder stroke intake air volumes (engine load) and engine speeds
stored in its memory; this is called the basic ignition advance angle.
The control unit makes corrections in this value according to the
engine operating conditions such as the engine coolant
temperature, barometric pressure (altitude) and intake air
temperature to obtain optimum advance angle for current engine
condition. At engine start and during ignition timing adjustment,
however, it is set to preset fixed timing.
SYSTEM OPERATION
Cranking
When cranking, the ignition advance angle is fixed at 5BTDC
in synchronization with the crank angle signal.
SYSTEM OPERATION
During Normal Operation
Basic ignition advance angle :
MAP values that have been preset for all cylinder stroke intake air
volumes (engine load) and engine speeds.
Coolant temperature correction :
The coolant temperature sensor detects the engine coolant
temperature and when it is low, the ignition timing is advanced to
improve driveability.
Barometric pressure correction :
The barometric pressure sensor detects the barometric pressure
and determines the altitude. When the pressure is low (i.e.. when
the vehicle is at a high altitude), the ignition timing is advanced to
secure maximum driveability.
SYSTEM OPERATION
During Normal Operation

Intake air temperature correction :

The intake air temperature sensor detects the intake air
temperature and when it is low, the ignition timing is delayed to
prevent knocking in cold weather. When it is high, the timing is
also delayed to prevent knocking.
SYSTEM OPERATION
Control during adjustment of ignition timing

When the terminal for ignition timing /SAS adjustment is shorted

to ground, the ignition timing is set at 5BTDC in
synchronization with the crank angle signal. If the ignition
timing does not agree with the reference timing of 5BTDC, turn
the crank angle sensor to adjust the timing so that the crank
angle signal agrees with the reference ignition timing. When the
engine speed is approximately 1,200 rpm or higher, the timing
advance is according to normal operation and therefore this
ignition timing adjustment is not available.
SYSTEM OPERATION
Energization Time Control
In order to obtain stable ignition energy, the energization time of the
ignition coil primary current is controlled to keep current at a constant
value when the primary current is shut off.

During normal operation

Basic energization time :
The ignition coil primary current changes with the battery voltage.
Therefore, the energization time is so controlled that the primary current
at time of ignition becomes 6A. The basic energization time is set so that
it is longer when the battery voltage is low and is shorter when the
voltage is high.
SYSTEM OPERATION
Energization Time Control
Energization time clip :
The new two-coil ignition system has its ignition interval doubled
when compared to the conventional single coil type, allowing a
longer clip time. As a result, a long energization time is secured
for sufficient ignition energy even during high speed operation.
When cranking :
When cranking, the ignition coil is energized in synchronization
with the crank angle signal.
CKP(crankshaft position) SENSOR

A. Inductive Sensor type

Alpha
Beta(RD Elantra)
B. Optical type
Sirius
Orion
Epsilon
C. Hall IC type
Delta, Sigma, Sirius-II,
Omega, Beta(XD Elantra)
CKP SENSOR(INDUCTIVE TYPE)
ALPHA, BETA ENGINE
The CKP sensor which consists of a magnetic coil(magnetic
reluctance type) is installed on the cylinder block. The CKP senses
the crank angle (piston position) of each cylinder and converts it
into a analogue signal. The ECM computes the engine speed and
controls the fuel injection timing and ignition timing based on the
input signal.
CKP SENSOR (INDUCTIVE TYPE)
CIRCUIT (ALPHA, BETA ENGINE)

CKP
SENSOR

CKP CKP
SENSOR SENSOR
-B -A
CKP SENSOR (INDUCTIVE TYPE)
WAVEFORM - ALPHA, BETA

COMMENTS:
CKP SENSOR (INDUCTIVE TYPE)
WAVEFORM (ALPHA & BETA)

COMMENTS:
PRIMARY COIL
CKP SENSOR(OPTICAL TYPE)
ORION, SIRIUS
The crank angle sensor consists
of a disc and a sensor unit. The
sensor is directly coupled to the
intake camshaft by the sensor
shaft pawl and is driven by the
camshaft.
CKP SENSOR (OPTICAL TYPE)
V6
CKP SENSOR (OPTICAL TYPE)
ORION & SIRIUS
The disc, made of metal, has four slits located 90 degrees apart on
its periphery and two slits located 180 degrees apart inward of the
four slits.
CKP SENSOR (OPTICAL TYPE)
ORION & SIRIUS
The inner slits are used by the top dead center sensor that detects
the top dead center of the No. 1 and No. 4 cylinders, and the outer
four slits are used by the crank angle sensor that detects the crank
angle. The disc is coupled to the sensor shaft and rotates as a unit.
The sensor unit has two LEDs and two photo diodes, used to detect
the crank angle sensor slits and the top dead sensor slits. The disc
rotates between the LEDs and the photo diodes and each time a slit
comes between a LED and photo diode pair, the light emitted by the
LED reaches the photo diode through the slit. When exposed to light,
the photo diode is turned on and the sensor outputs 5V.
CKP SENSOR (OPTICAL TYPE)
ORION & SIRIUS

MELCO DOHC
MELCO SOHC
SIEMENS (EXCEL)
V6 GENERAL
V6 CALIFORNIA
CKP SENSOR (OPTICAL TYPE)
97 MY H100
12 degrees crankangle between each
CKP slot.

Cylinder CKP Pulses

3 4 1 1
3 5
1 2 4 3
2 7
CKP SENSOR (OPTICAL TYPE)
ORION , SIRIUS & H100 2.4L
When the light does not read the photo diode, the photo diode is
turned off and the sensor outputs 0V. The pulse signals are sent to
the ECM
CKP SENSOR (OPTICAL TYPE)
ORION , SIRIUS & H100
CKP SENSOR (OPTICAL TYPE)
CKP Signal (ORION & SIRIUS)
This signal, which is obtained by
using the four outer slits of the disc,
detects the crank angle of each
cylinder. The engine control unit
calculates the engine speed and the
intake air volume per stroke, that is
to say, the engine load, and at the
same time it calculates the ignition
advance angle and sends the
ignition coil primary current shut-off
signal to the power transistors.
CKP SENSOR
WAVEFORM - SIRIUS

COMMENTS:
CKP SENSOR
WAVEFORM - SUDDEN ACCELERATION (SIRIUS)

COMMENTS:
CKP SENSOR
WAVEFORM - CKP & CMP SENSOR (SIRIUS)

COMMENTS:

CMP SENSOR
CKP SENSOR(HALL IC TYPE)
EF SONATA, XG, TRAJET XG
The CKP sensor which consists of a hall IC is installed on the
cylinder block. The CKP senses the crank angle (piston position) of
each cylinder and converts it into a digital signal. The ECM
computes the engine speed and controls the fuel injection timing
and ignition timing based on the input signal.

DELTA SIRIUS-II, SIGMA

CKP SENSOR (HALL IC TYPE)
CIRCUIT
CKP SENSOR (HALL IC TYPE)
WAVEFORM(DELTA 2.5)

COMMENTS:
CKP SENSOR (HALL IC TYPE)
WAVEFORM(DELTA 2.5)

COMMENTS:
CKP SENSOR (HALL IC TYPE)
WAVEFORM (SIRIUS-II, SIGMA)

COMMENTS:
CMP(camshaft position) SENSOR

A. Optical type
Sirius
Orion
Epsilon

B. Hall IC type
Alpha
Beta
Delta
Sigma
Sirius-II
CMP SENSOR
ALPHA, BETA ENGINE
The CMP sensor senses the TDC point of the No.1 cylinder in its compression
stroke and converts it into a pulse signal and inputs it to the ECM. The ECM then
computes the fuel injection sequence based on the input signal.
CMP SENSOR
ORION, SIRIUS ENGINE
CMP sensor detects the
top dead center of the No.
1 and No. 4 cylinders.
The CMP sensor signal,
which is obtained by
using the two inner slits
of the disc, The engine
control unit uses this
signal to determine which
cylinder to be fired.
CMP SENSOR
CMP SENSOR
CMP SENSOR
CIRCUIT

CMP HALL
sensor IC
TYPE

PHOTO
DIODE
TYPE
CMP SENSOR
WAVEFORM (ALPHA & BETA)

COMMENTS:
CMP SENSOR
WAVEFORM (ALPHA & BETA)

COMMENTS:
CMP SENSOR
WAVEFORM (ALPHA & BETA)

COMMENTS:

CMP SENSOR

CKP SENSOR
CMP SENSOR
WAVEFORM (SIRIUS, SIRIUS-II & ORION)

COMMENTS:
KNOCK SENSOR
The knock sensor is attached to the cylinder block and senses
engine knocking conditions. A knocking vibration from the cylinder
block is applied as pressure to the piezoelectric element. This
vibrational pressure is then converted into a voltage signal which is
delivered as output. If engine knocking occurs, ignition timing is
retarded to suppress it.
KNOCK SENSOR
CHECK ITEMS
CAPACITANCE
KNOCK SENSOR
8001600pF
TERMINAL 2 AND 3
RESISTANCE
APPROXIMATELY 5M

ECM
KNOCK SENSOR
APPLICABLE VEHICLE
X-3 ACCENT 1.5L SOHC ENGINE
BETA ENGINE :
ELANTRA 95MY 1.6L& 1.8L
EF SONATA
XG
FO
ATOS
LC ACCENT
IGNITION FAILURE DETECTION SENSOR
IGNITION FAILURE DETECTION SENSOR
1
PRIMARY ECM

3 A10 IG Coil 1,4

2
1&4 COIL
1
PRIMARY Sirius II
3 A23 IG Coil 2,3
Sigma
2 Omega
2&3 COIL

IG FAILURE SENSOR IG (V) C8 IG DETECT

4
3
2
1 TO TACHO
IGNITION FAILURE DETECTION SENSOR
Volt
12
T/R BASE
8 WAVEFORM

Volt
12 IG FAILURE SENSOR WAVEFORM
8
4

0
-4

Time
IGNITION COIL
IGNITION COIL
The function of the ignition coil is to
convert 12V battery voltage into high
enough voltage for spark to occur and
ignition to take place. The high
voltage generated in the secondary
coil is produced as voltage flow is
stopped in the primary coil.

ALPHA SOHC
ALPHA
DOHC
IGNITION COIL
IGNITION COIL
Two compact ignition coils of a
molded type featuring outstanding
ignition performance are used.
Being a two-coil type, the ignition
coil has a unit to supply signals to
the tachometer.

1
4
3
2
IGNITION COIL
WAVEFORM

COMMENTS:

PRIMARY COIL

CKP
IGNITION COIL
WAVEFORM - PRIMARY & SECONDARY(REFERENCE)

COMMENTS:
IGNITION COIL
WAVEFORM - 1,4 & 2,3

COMMENTS:
IGNITION COIL
WAVEFORM - MELCO CKP & PRIMARY

COMMENTS:

PRIMARY COIL

CKP
SENSOR
IGNITION COIL
WAVEFORM - MELCO CMP & PRIMARY

COMMENTS:
POWER TRANSISTOR
POWER TRANSISTOR
The power transistor acts as a
switch that turns the voltage flow
ON or OFF in the primary coil.

Power transistor is not available in

the Alpha and Beta engines so the
ON or OFF signal is controlled by
the ECM.

POWER TRANSISTOR
POWER TRANSISTOR
POWER TRANSISTOR
The power transistor is driven by
a signal from the engine control
unit and turns the primary current
of the ignition coil ON and OFF. It
is located on the intake manifold.
PLATINUM SPARK PLUG
The platinum spark plug is applied on unleaded petrol engine of XG25, XG30
and EF SONATA 2.5L.(see following table)
The maintenance Model Spark plug model Remarks
schedule of the Sirius-II 2.0 RN9YC (CHAMPION)
platinum spark plug Lead BPR6ES (NGK)
Sirius-II 2.0 RN9YC4 (CHAMPION)
different with other Unleaded BPR6ES-11 (NGK)
spark plugs. Sirius-II 2.4 RN10PYP4 (CHAMPION) Platinum
(OBD-II) PGR5C-11 (NGK)
Platinum : replace Delta 2.5 RC10PYP4 (CHAMPION) Platinum
Delta 2.7 PFR5N-11 (NGK)
every 90,000km Unleaded PFR6N-11 (NGK)
Others : Delta 2.5 RC9YC (CHAMPION)
Delta 2.7 RC10YC (CHAMPION)
inspect 30,000km, Lead BKR5ES (NGK)
Sigma 3.0 RC10PYP4 (CHAMPION) Platinum
replace 45,000km Unleaded Platinum
inspect 75,000km, Sigma 3.0 RC10YC (CHAMPION)
Leaded
replace 90,000km
TERMINAL FOR IGNITION TIMING ADJUSTMENT
By shorting this terminal to ground, the operating condition of the
engine inputted to the engine control unit. Based on this signals, the
engine control module basically controls the ignition timing and idle
speed control servo.
Applicable vehicle :
5V
J-1 Elantra
Y-3 Sonata
Atos

Terminal for ignition

timing and idle
speed adjustment ECM
IGNITION SYSTEM (OMEGA)
1. CRANKSHAFT POSITION SENSOR AND CAMSHAFT
POSITION SENSOR
- HALL IC type sensor
- 2 sensors for each

Sensor Angle
Crankshaft Position Sensor : 90
Camshaft Position Sensor : 45

2. IGNITION COIL AND POWER TRANSISTOR

- Ignition coil for each cylinder
- Power transistor is inside of coil
- ECM switch on and off of power Transistor base terminal
IGNITION SYSTEM (OMEGA)
3. IG FAILURE SENSOR
- Supply power to ignition coil
- Detects engine RPM
- Fault detection of ignition signal
4. FIRING ORDER
1-2-7-8-4-5-6-3

5. Spark plug
- Prevent carbon deposit at low
temperature

6. Basic Ignition timing

- GDI : BTDC 50 20
- MPI : BTDC 50 20
IGNITION SYSTEM (OMEGA)
7. KNOCK sensor
- 2 knock sensor

8. Ionic current detection sensor(MPI USA,Europe only)

- Misfire monitoring
CRANKSHAFT POSITION SENSOR (OMEGA)

CKP-1

CKP-2
CAMSHAFT POSITION SENSOR (OMEGA)
CAMSHAFT POSITION SENSOR (OMEGA)

CMP-2

CMP-1
CAMSHAFT & CRANKSHAFT POSITION SENSOR (OMEGA)
Control relay ECM
B01 Battery
B07 Battery
B05
CKP-1 SIG
_ CKP-1

B16 CMP -1
CMP-1 SIG
_

CKP-2 SIG C25 CKP-2
_

C04
CMP-2 SIG
_ CMP -2
CAMSHAFT & CRANKSHAFT POSITION SENSOR (OMEGA)

L H H L LL HH
H
CMP SENSOR
L
H
CKP SENSOR
L

1 REV. OF CRANKSHAFT

1 REV. OF CAMSHAFT
IGNITION COIL AND POWER TRANSISTOR
IGNITION FAILURE SENSOR(GDI) -1
IGNITION FAILURE SENSOR(GDI) -2
IGNITION FAILURE SENSOR(MPI)
KNOCK SENSOR
 Cluster IG ECM
IG FAILURE
B10 TACHO
SENSOR -1
IG FAILURE
SENSOR-2 C11 IGNITION SIGNAL

# 8 COIL D28 IG COIL #8

# 5 COIL D18 IG COIL #5

# 3 COIL D17 IG COIL #3 GDI

# 2 COIL D05 IG COIL #2

# 7 COIL A07 IG COIL #7

# 6 COIL A12 IG COIL #6

# 4 COIL A13 IG COIL #4

# 1 COIL A03 IG COIL #1

IGNITION COIL AND POWER TRANSISTOR(General)

44 Ignition
Ignition
coils
coils

Ignition coil
& Power
transistor
IGNITION COIL AND POWER TRANSISTOR(USA, Europe)

88 Ignition
Ignition
Coils
Coils
Ionic
22 Ionic
Ionic Current
Current
Current Detection
Detection
Detection Sensor
Sensors
Sensors for
for
Misfire
Misfire
monitoring
monitoring
Ignition coil
& Power
transistor
IONIC CURRENT DETECTION SENSOR(USA, Europe)

NO SENSOR - A SENSOR - B
7 8 9 10
1 ECM (CYL#1) ECM (CYL#8)
2 ECM (CYL#3) ECM (CYL#6)
3 GROUND GROUND
4 Battery (+) Battery (+)
5 ECM (CYL#5) ECM (CYL#4)
6 ECM (CYL#7) ECM (CYL#2)
7 Ignition coil(#7) Ignition coil(#2)
8 Ignition coil(#5) Ignition coil(#4)
9 Ignition coil(#3) Ignition coil(#6)
1 2 3 4 5 6
10 Ignition coil(#1) Ignition coil(#8)
IONIC CURRENT DETECTION SENSOR(USA, Europe)
B+

Ignition coil #1

Ignition coil #3

Ignition coil #5

ECM Ignition coil #7

5v 5v 5v 5v

B+

SENSOR
SENSOR -- A
A
IONIC CURRENT DETECTION SENSOR(USA, Europe)
B+

Ignition coil #2

Ignition coil #4

Ignition coil #6

ECM Ignition coil #8

5v 5v 5v 5v

B+

SENSOR
SENSOR -- B
B
IONIC CURRENT DETECTION SENSOR(USA, Europe)

Output signal of Ionic current detection sensor

Ignition signal

Current detection combustion

VH
signal
VL

VH signal > 4.2V

VL signal < 0.6V