tecMATE
IGNITIONMATE
MANUAL
Contents
The manual is set out in sections (no numbered pages).
1. GENERAL DESCRIPTION & LEGEND (identifying components)
2. BEFORE OPERATING IGNITIONMATE – Power requirements
3. MAKING THE MOST OF YOUR IGNITIONMATE – operating
principals & tips on how to start using IgnitionMate.
4. OPERATING INSTRUCTIONS 4-1. SPARK & HT (kV) readings, ignition coil to sparkplug
4-2. SPARK current measurement, Primary & Secondary
4-3. LOW TENSION (Vpk) readings, primary circuits
4-4. How to determine COIL VOLTAGE RESERVE
4-5. DC voltage measurements (battery & charging system)
5. IGNITION SYSTEMS -
1. The universal HT/LT/Spark
current Hand-Held Ignition Tester
The Hand-Held IgnitionMate Tester
displays visually, with great versatility, all
signals found in any ignition system in
use in modern or classic vehicles,
including
cars
and
motorcycles,
aeroplanes and
outboard
motors,
lawnmowers and garden tractors,
brushcutters, generators …..
The specially designed high tension (HT)
pick-up caliper captures HT voltage
signals and ignition current in secondary
& primary of the ignition coil and exciter
coil of a CDI system.
Three different modes allow the user to
measure all signals on any ignition
system.
The SPARK current mode allows the
5-1. Capacitive discharge ignition – AC-CDI (Magneto CDI)
5-2. Capacitive discharge ignition – DC-CDI (Battery CDI)
5-3. Battery Coil Ignition – Transistor, breaker points
5-4. Variations – Stick coil (coil on plug cap) & Dual output coil
6. TROUBLESHOOTING PROCEDURE –
6-1. How to start – tips & suggestions
6-2. Table of symptoms – Secondary (HT) side
6-3. Zooming in with SPARK current (use SPARK scale )
6-4. HT (kV) TEST, ignition secondary circuits
7. TROUBLESHOOTING PROCEDURE – primary circuits
7-1. AC-CDI (Magneto CDI)
7-2. DC-CDI (Battery CDI)
7-3. FTI (full transistor ignition)
8. WEBSITES, PUBLICATIONS, TECMATE CONTACT &
PRODUCT WARRANTY DETAILS.
LEGEND
1. External battery connection
2. LT (Vpk) voltage test lead ports
3. HT (high tension-kV) port
4. LEFT LED bar display
5. RIGHT LED bar display
6. Eight scale indicators
7. SPARK/kV selector for LEFT
display
8. HT (kV) polarity switch
9. HT (kV) pick-up ground.
10. Combination HT (kV) & SPARK
current pick-up caliper
11. SPARK display sensitivity
adjustor
12. SPARK current “zoom”
13. Vpk & kV range selector for
RIGHT display
14. External 12V / NiMH battery
selector & reset switch
15. Low battery indicator
16. Low Tension (Vpk) lead set
17. External power / charge cord-set
18. HT adapter mount for stick coils
user to quickly zoom in on the area
where fault could be, simply by
detecting current flow caused by fast
rising ignition pulses.
Three separately calibrated HT scales
(10,20,40kV)
cover
all
possible
conditions and ignition systems. Both
positive and negative signals can be
monitored.
Three low tension (LT) scales
(10,40,400Vpk) allow AC peak voltage
measurements on ignition coil primary,
exciter coil, pick-up coil and sensor
circuitry and DC battery & charge
system voltages.
Simultaneous display of two signals
(HT & SPARK , HT & LT, SPARK & LT)
allow resolution of more complex faults,
such as the cause and effect of an
erratic system that result in misfiring &
poor power delivery at high RPM.
Performance comparison of cylinders
on the same engine with calibrated
SPARK current adjust and HT is made
possible.
An adapter allows HT measurements
on integrated ‘stick’ coils.
Powered by a rechargeable NiMH
Internal battery pack, with external
power lead supplied for recharging and
optional 12V battery power. Automatic
switch-off 5 minutes after cessation of
input signals ensures 6 – 8 hour
autonomy.
A low battery light warns when to
recharge to avoid erroneous readings.
The IgnitionMate is delivered in a soft
carry
case
that
includes
the
components listed below as well as this
manual and instructional DVD.
2. Before operating IgnitionMate Power requirements
CAUTION!
DO NOT connect the
IgnitionMate to a 100V /
120V / 230V wall outlet.
This could cause a
FATAL electric shock to
the user and will
severely damage the
IgnitionMate.
The IgnitionMate has a rechargeable
7,2V NiMH battery pack that allows
cordless operation.
Autonomy is 6 – 8 hours.
Recharging internal NiMH battery
pack:
Recharge when necessary with an
external 12VDC source such as a well
charged 12V battery or regulated 12Vdc
power supply.
If the " BATT LOW” indicator lights up the
battery is flat and must be recharged.
AccuMate Compact with 12Vdc
powersupply selected is a suitable
recharging source.
Connection to a 12V lead-acid battery:
Use the connection cable (#17-Sh.1)
supplied. Connect the red power lead, to
the positive (+) battery terminal and the
black power lead to the battery negative
lead.
Powering the IgnitionMate from an
external 12Vdc source (if the
internal NiMH battery pack is flat):
ATTENTION: POWERING THE
IGNITIONMATE FROM THE
VEHICLE’S BATTERY OR A
GROUNDED DC SOURCE MAY
INFLUENCE HT (Kv) AND SPARK
CURRENT READINGS.
FOR CONSISTENT READINGS
POWER THE IGNITIONMATE FROM
A CHARGED & COMPLETELY
ISOLATED 12V BATTERY.
WARNING!
The IgnitionMate will be
damaged if powered by a badly
discharged vehicle battery in
circuit with an activated starting
/ charging system, or, a
charging system with a faulty
regulator.
Automatic shut off & reset
When not actively measuring voltage
signals the lgnitionMate shuts off
automatically after 5 minutes to
conserve battery power. To restart it,
move the power switch to 12V (“0”),
then to NiMH (“1”) again.
Due to electromagnetic "noise" picked
up by this sensitive instrument, there
may be a small signal displayed (4 or 5
bars) even without input. This is normal
and has negligible influence on actual
readings. In case your lgnitionMate
does not switch off automatically due to
this "noise" signal, move the spark
polarity switch to positive (+) to switch
off the lgnitionMate.
3. Operating principals & making
the most of your IgnitionMate
The IgnitionMate measures peak
voltages & current of fast rising signals in
ignition systems.
It is these peak voltages that are critical
to normal ignition system operation. The
IgnitionMate can quickly test the output of
the ignition system and confirm if it is
operating normally or if it should be
tested further. If you are troubleshooting
a poor driveability / engine power delivery
complaint the IgnitionMate can help you
evaluate the ignition system as a
possible cause of the symptom.
Some manufacturers may issue
databooks with typical “peak-voltage”
values that can be expected in their
ignition systems.
After market data books such as
published by Clymer, Haynes may also
provide typical ignition system values.
IMPORTANT:
It should not be considered, however, as
essential to have all the data before one
can troubleshoot ignition systems. By
measuring the various signals on a few
typical engines in good running
condition that you normally service, you
will quickly develop a “feeling” for this
method.
In the centre of the manual there is a
typical Serive Data sheet that can be
copied so that you may compile ignition
data on your customers’ vehicles.
This manual includes typical values
that can be expected on various
ignition systems. NOTE: These are
typical values only. Some engines /
vehicles may be different.
View the IgnitionMate video (DVD may
be included with the instrument) to
familiarise yourself with the
IgnitionMate & peak voltage test
procedures or view or download an
MPEG video at www.ignitionmate.com)
For Honda technicians:
View the Full Cycle video program
“Ignition Troubleshooting – The Peak
Voltage Method” (order #S163x) to
familiarise yourself with the peak
voltage test procedures.
4-1. Operating instructions –SPARK &
4-2. Operating instructions –SPARK
HT (kV) readings, ignition coil to sparkplug
current measurement, secondary & primary
Measuring secondary HT (kV)
voltage
Clamp the pick-up jaw onto the spark
plug lead near the spark plug. The spark
plug lead should be clean and dry.
NOTE : For models equipped with coil
on plug ignition systems install the HT
adapter (#18-Sh.2) between the coil and
the spark plug.
Connect the pick-up ground wire clip (#9)
to a suitable ground point such as a
metal body part.
Ground clip
Caliper on
plug lead
Switch on the IgnitionMate (#14).
Select 40kV with the Vpk & kV range
selector (#13) for RIGHT display.
Crank the engine, and if it will start, set it
to an idle speed.
Determine the polarity of the signal by
alternatively selecting + and – on the HT
polarity switch (#8). The highest reading
TIP: A single coil firing only one plug is
usually – (negative). Dual coils with a
single primary winding firing two
sparkplugs simultaneously (on the same
cylinder) will have a positive and negative
output.
You may now select a kV scale that is
more appropriate for the signal being
displayed. (10, 20kV).
REMARK: As the HT (kV) voltage signals
collected by the caliper are derived from
magnetic fields around the sparkplug
cable and coil, voltage signals may vary
slightly from cylinder to cylinder due to
influence by adjacent sparkplug cables
and other magnetic components.
When comparing signals between
cylinders it is essential that the caliper is
placed in the same position on every
cylinder’s sparkplug lead and as far away
from other cables & magnetic
components as possible.
For example, place it where the cable
enters the sparkplug cap and away from
the coil.
Simultaneous measurement of
secondary SPARK current &
HT (kV) voltage
With SPARK selected for LEFT & kV for
the RIGHT, current and HT (kV) voltage
may be monitored simultaneously.
The SPARK scale indicates actual
current flow as well as the stability of
‘spark’ across the sparkplug gap that
ignites the fuel.
A stable SPARK & good HT (kV) signal
indicate a good system.
A misfire will indicate as a sudden
reduction in SPARK signal.
Unstable SPARK current may indicate a
lean or varying fuel/air mixture or poor
coil operation.
On multi-cylinder engines, be sure to
compare spark currents & voltages of
similar polarity to each other. If they are
not fairly similar check the spark plugs
and their gap settings. If these are O.K.,
and the difference in readings between
cylinders of like polarity remains
significant, there may be a weakness
elsewhere in the ignition system.
This may affect the displayed
Adjusting SPARK current scale
with
theTest
ZOOM
selector &
Check other signal (a higher or false signal may
START:
A
components be displayed).
sensitivity knob
B : go to section 6-4 / 6-5 / 6-6
Reading
displayedSensitivity
Replace ignition
coil & start HT
test again
knob
Note firing voltage (Vs) at:
Cranking speed
Idle speed
Mid & high speed &
acceleration
(see note 2)
ZOOM
selector
Unstable
Unstable
stable at
Replace
all speeds
sparkplug, check
HT cable & cap &
To start troubleshooting –
Set ZOOM
note plug firing
Check
selector to
lowunstable
(left position)
andcoil
Very
Stable
voltage again
primary voltage
sensitivity/ intermittent
knob to1.
No/unstable
Too
•
too small
plug gap
current
To measure / compare
current
between
Remove
sparkplug
Low
•
fouled plug
cylinders - Set the sensitivity
knob
to 10
cap &: note
(open
•
HT lead
insulation
Too
Where primary
circuitry
current could
circuit)
voltage
and adjust
thelow
ZOOM
switch
until (Vo)
a
defect (spark to ground)
be measured:
Calculate
reserve
High
signal is displayed. Now
adjust
the
•
Too rich mi•ture
Vo –
Vs = Vr in
Ignition•coil Too
primary
winding (input)
sensitivity knob untilvoltage
the signal
displays
low compression
(section
4-4)
current •–
wires
to/from
ignition
the centre. Read off the value indicated
Too advancedthe
timing
by the knob pointer and note the position
of the ZOOM selector.
• istoo
big plug gap
NOTE: SPARK current
influenced
by
Too high
•
HT When
lead broken or
engine speed,
fuel mi•ture.
loose
comparing signals between
cylinders
• areMi•ture
too lean
ensure the conditions
identical.
fuel or carburettor
problem or air leak
Measuring primary current
Any fast rising
MisfireAC current in a primary
ignition circuit
part of the
charge
sparkplug
at highor ACRemove
cap &: noteand
(open
circuit (CDI)
can be detected
speed
circuit)current
voltagescale.
(Vo)
displayed on the SPARK
control module (ICM) to ignition coil.
E•citer or charge coil current - winding
is usually found in the stator –
measure
current on the wire(s) to/from the ICM.
ChargingRepair
/ lighting
coil from stator to
problem
regulator and
–
measure
start HT current between
testthe
again
the coil and
diode bridge rectifier or
voltage regulator.
LowNOTE: Pulse coil / sensor –
B :Current
go to is
usually too low for reliablesection 6-4
Check other
measurement.
/ 6-5 / 6-6
components
Calculate reserve
OK
voltage Vo –
Vs = Vr
Clamp the caliper jaw
onto the
Check or replace
(section
4-4)cable of
the circuit you want to measure.
sparkplug, cap or
HT lead, check
firing voltage again
& stable
DO NOTNormal
connect
the ground
clip
Ignition system
at all speeds
when measuring primary
OK,current.
verify timing.
4-3. Operating instructions –Low
Tension (Vpk) readings - primary circuitry
Measuring Low Tension (Vpk)
signals
These are all the other signals found at
and before the primary side of the ignition
coil. They should only be checked when
some abnormality is found in the high
voltage side.
See below a typical waveform at the
ignition coil primary during cranking /
idling, as seen on an oscilloscope.
Peak Volts
(Vpk)
There are three scales for Vpk & DC
readings:
10Vpk-typically for pick up coils or
sensor circuitry and battery voltage
during cranking.
40Vpk-for pick up coil circuitry,
measurement of DC voltages in ignition
& charging circuitry.
400Vpk- ignition coil primary & exciter
coil.
NOTE: The low tension (Vpk) scales of
the IgnitionMate are polarity sensitive.
If no reading is seen at first, swap the
leads around.
4-4. Operating instructions – How
to determine coil voltage reserve
Measuring Voltage Reserve
The voltage (or ignition) reserve is the
extra voltage the coil can produce to fire
a worn spark plug (with an increased
gap) or fire the spark plug under full load
at high rpm.
The voltage (or ignition) reserve is
determined by measuring the difference
between the voltage the coil is able to
deliver when not connected to the plug
and the firing voltage under normal
running conditions.
In general, the greater the reserve the
better.
Where to measure?
Vo
Average
Volts
For ignition systems the peak voltage
values are important. The IgnitionMate
reads the highest voltage points of any
voltage waveform.
In the case of direct current (DC)
signals, the IgnitionMate reads DC
voltage on Vpk scales automatically.
To effectively troubleshoot a fault and
narrow down the cause, take voltage
(Vpk) readings at the extremities of the
circuit and compare. For example, to
determine if an ignition coil is receiving
the correct signal from the ICM,
measure as close as possible to the
ICM then at the ignition coil primary
connector pins and compare the
readings. They should be very similar.
In section 5 various ignition systems
are covered plus suggestions how to
use the IgnitionMate to troubleshoot.
35kV
Vr
Vs
12kV
How to measure?
Vo = Open circuit voltage
Vs = Spark voltage
Vr = Reserve voltage
Connect the black and red test leads to
the connectors of the same colour at the
top of the IgnitionMate (# 2). Push either
the alligator clips or the back probes onto
the ends of the leads.
Switch on the IgnitionMate (#14). Select
the appropriate scale with the selector
knob (#13) & read the voltage displayed.
Connect the high voltage pick-up to the
top of the IgnitionMate, making sure the
connection is secure by tightening the
threaded collar nut.
Clamp the pick-up jaw onto the spark
plug lead near the spark plug. The spark
Vr = Vo – Vs
Measuring voltage reserve
plug lead should be clean and dry. The
clamp jaw must close completely
around the spark plug lead.
NOTE : For models equipped with coil
on plug ignition systems install the
accessory test lead between the coil
and the spark plug.
Position the pick-up away from other
coil wires to prevent picking up their
voltage signals.
Connect the pick-up ground wire clip to
the engine.
Disconnect the spark plug cap from the
spark plug and position it away from
any metal parts.
Switch on the IgnitionMate.
Select the 40kV scale.
NOTE : Ignition coils with two spark
leads will have one negative and one
positive polarity spark. See section 4-1
to determine spark polarity.
WARNING : Never rev the engine
when testing coil output voltage.
This test is hard on the coil and
revving the engine can damage
the coil during this test.
Crank the engine, and if it will start
(multi cylinder engine), set it to an idle
speed. Note the voltage reading (Vo).
Switch off the engine and re-attach
the sparkplug cap.
Crank the engine, and if it will start, set
it to an idle speed.
Record the voltage reading (Vs) and
determine the reserve voltage (Vr).
TIPS: If the Vo registers at the top of the
40kV scale (i.e. 40kV or more) the coil
power is usually OK.
Factors that influence Vs & therefore Vr:
Vs higher, Vr lower - lean fuel mixture. –
Vs lower, Vr higher - too small sparkplug
gap, rich fuel mixture, low compression
4-5. Operating instructions – DC
measurements (battery & charging system)
In electric start vehicles the battery &
charging system form part of ignition
system operation. A poor battery will
cause poor ignition performance.
The Vpk (Volts Peak) scales can be
used to measure DC voltages of the
lighting, battery & charging system.
How to measure?
Connect the black and red test leads to
the connectors of the same colour at the
top of the IgnitionMate (# 2). Push either
the alligator clips or the back probes onto
the ends of the leads.
Attach the black lead to ground or
negative pole of the battery. Attach the
red lead to the positive pole of the
battery.
Switch on the IgnitionMate (#14). Select
the appropriate scale with the selector
knob (#13) & read the voltage displayed.
Battery & charging system
tests
Measuring battery voltage :Select the
40Vpk scale, connect the black test lead
to the battery negative and red test lead
to battery positive. Switch on the
IgnitionMate.
A reading of:
11V or less – indicates a discharged
battery. Charge first before continuing
with troubleshooting.
12V to 13V – indicates a charged battery.
Performing a crank test: To determine if
the battery is able to deliver sufficient
power during cranking without adversely
affecting ignition performance, select the
10Vpk scale. Crank the engine. The
reading should not drop below 10V
during cranking. If it does then the
battery is not charged sufficiently or it
cannot deliver the required cranking
power and may need to be replaced.
Checking the charging system:
Select the 40Vpk scale and connect the
leads to the battery. Start the vehicle
and allow the engine to warm up.
Adjust and hold the engine speed
above 2000rpm. Check the voltage
reading. It should measure 14 or 15V.
A lower voltage may indicate an under
performing charging system that is not
recharging your battery sufficiently.
A higher voltage points to a fault in the
charging system that may cause
damage to the vehicle electrical system
and overcharge the battery.
5-1. Ignition Systems – Capacitive
Discharge Ignition (CDI) : AC-CDI
Mainly found in mid- and small size motorcycles, outboards and stationary engines.
A condenser (capacitor) is charged at 300 – 400V and discharged through the
primary winding of the ignition coil. At that time a high voltage is generated at the
secondary side.
The AC-CDI (or magneto CDI) condenser is charged by an exciter coil (charge coil).
NOTE: Some motorcycles (enduro etc.) have a battery for electric start purposes, but
the ignition system is not dependent on the battery for power.
The condenser, trigger circuit, diode and discharge switch (SCR / thyristor) are
usually combined into one single unit called the Ignition Control Module (ICM) or CDI
control module.
AC-CDI (Magneto CDI) : simplified layout
The main components are shown together with measurement positions for the
IgnitionMate.
kV = 10, 20, 40kV scales
SPARK = SPARK current scale
Vpk = 10, 40, 400 Vpk scales
Typical readings
Secondary kV = at least 4kV when cranking & 10 to 16kV when running normally
Secondary & primary SPARK current = varies. A consistent & stable current is
important.
Primary coil voltage = 100Vpk when cranking, 150 to 300Vpk when running
Pulse coil / sensor voltage = 0,7Vpk to 5Vpk during cranking & low RPM, growing
to 20 – 30V at high RPM.
Exciter / Charge coil = 100Vpk when cranking, 150 to 300Vpk when running
NOTE: Some ignition systems may have lower exciter coil voltages.
E.G. Honda CR models have lower exciter coil voltages
CR80
CR125
CR250
CR500
52 V
50V
33V
Don’t attach
ground clip for
SPARK current
Exciter
SPARK
current
EXCITER /
CHARGE COIL
ICM
Primary
SPARK
current
IGNITION COIL
Secondary
kV & SPARK
current
Attach caliper
ground clip to
measure kV
Vpk
Trigger
circuit
PULSE COIL
/ SENSOR
Vpk
Don’t attach
ground clip for
SPARK current
Primary Vpk
SPARK PLUG
5-2. Ignition Systems – Capacitive
Discharge Ignition (CDI) : DC-CDI
Mainly found in mid- and small size electric start motorcycles, outboards and
stationary engines. A condenser (capacitor) is charged at 300 – 400V and
discharged through the primary winding of the ignition coil. At that time a high
voltage is generated at the secondary side.
In a DC-CDI (battery CDI) system the condenser is charged by a static converter
with power supplied by the battery.
The condenser, trigger circuit, converter and discharge switch (SCR / thyristor) are
usually combined into one single unit called the Ignition Control Module (ICM) or CDI
control module.
DC-CDI (Battery CDI) : simplified layout
The main components are shown together with measurement positions for the
IgnitionMate.
kV = 10, 20, 40kV scales
SPARK = SPARK current scale
Vpk = 10, 40, 400 Vpk scales
Typical readings
Secondary kV = at least 4kV when cranking & 10 to 16kV when running normally
Secondary & primary SPARK current = varies. A consistent & stable current is
important.
Primary coil voltage = 100Vpk when cranking, 150 to 300Vpk when running
Pulse coil / sensor voltage = 0,7Vpk to 5Vpk during cranking & low RPM, growing
to 20 – 30V at high RPM.
Battery voltage = not less than 10V when cranking, 13 to 14,5V when running.
Vpk
ICM
Primary
SPARK
current
IGNITION COIL
Static
converter
circuit
Secondary
kV & SPARK
current
Attach caliper
ground clip to
measure kV
BATTERY
Trigger
circuit
Don’t attach
ground clip for
SPARK current
5-3. Ignition Systems – Battery
Coil ignition : transistor, breaker points
The battery coil ignition is used where powerful batteries are available : cars, mid to
large sized motorcycles and marine engines. The power of the battery is used to
generate a high voltage in the ignition coil each time the primary coil current is
interrupted. Variations are :
a) Breaker point (& condenser) ignition where the switch is opened mechanically.
In multi-cylinder vehicles the ‘points’ are usually incorporated in the distributor.
In modern cars the distributor ‘points’ have been replaced by transistor control.
b) Transistor controlled ignition : The ignition control module incorporates a trigger
circuit and transistor switch that is opened & closed electronically.
Battery power is supplied to the positive input of the ignition coil whilst the negative
input is switched to ground via the transistor. Current flows from the battery to
ground creating a magnetic field in the ignition coil. The pulse sensor will send the
signal to switch the transistor off, current flow is interrupted and the collapsing
magnetic field generates a high reverse voltage (100 to 300V) across the primary
winding. This voltage is magnified in the secondary winding (4 to 20kV) resulting in
the spark across the plug electrodes.
Transistorized ignition: simplified layout
The main components are shown together with measurement positions for the
IgnitionMate. (kV = 10, 20, 40kV scales; SPARK = SPARK current scale; Vpk = 10,
40, 400 Vpk scales).
NOTE: In multi-cylinder powersport engines each cylinder will have an ignition coil
and transistor control unit. On some modern fuel injected vehicles ignition and fuel
injection control are incorporated in a single control module.
Typical readings
Secondary kV = at least 4kV when cranking & 10 to 16kV when running normally
Secondary & primary SPARK current = A consistent & stable current is important.
Primary coil voltage = 100Vpk when cranking, 200 to 300Vpk when running
Pulse coil / sensor voltage = 0,7Vpk to 5Vpk during cranking & low RPM, growing
to 20 – 30V at high RPM.
Battery voltage = not less than 10V when cranking, 13 to 14,5V when running.
Vpk
SPARK PLUG
IGNITION COIL
PULSE COIL
/ SENSOR
Vpk
Primary Vpk
ICM
BATTERY
Trigger
circuit
Secondary
kV & SPARK
current
Attach caliper
ground clip to
measure kV
Primary Vpk
SPARK PLUG
PULSE COIL
/ SENSOR
Vpk
Don’t attach
ground clip for
SPARK current
Primary
SPARK
current
6-1. Troubleshooting Procedure –
How to start
5-4. Ignition Systems –Variations Stick coil (coil on plug cap) & Dual output coil
Stick coil / Ignition Coil integrated with sparkplug cap
The ignition coil is in the sparkplug cap, supplying power directly to the plug and
eliminating the sparkplug cable. To measure secondary High tension voltage,
separate the stickcoil from the plug and insert a stickcoil adapter mount (Section 1 #18) between the plug and stickcoil. Fit the IgnitionMate caliper over the stickcoil
adapter mount cable for High Tension (kV) &SPARK current measurements.
Caliper fitted over
stickcoil adapter
Preparation
1.
2.
3 stickcoil
adapters fitted
to a 4 in line
motorcycle
engine
3.
Dual output coil (i.e. coil with two spark plugs)
A dual output coil fires two spark plugs simultaneously. Some classic in-line 4
cylinder motorcycle engines are fitted with 2 dual coils. On modern hi performance
engines a dual output coil fires two sparkplugs per cylinder for improved combustion.
The ignition coil delivers negative voltage to one sparkplug and positive voltage to
the other. If no reading is seen on the kV scales of the IgnitionMate, move the
polarity switch to the opposite position.
The primary supply is the same as for a standard coil firing a single sparkplug.
Primary
SPARK
current
(-) negative
polarity
Secondary
– (neg) kV &
SPARK current
IGNITION COIL
Determine the ignition system type
from the vehicle manufacturer’s
documentation. See section 5 for a
general overview of different ignition
systems and expected values.
Gather data on what values you
should expect to see. Use the
Service Data sheet (in the centre of
this manual) to record data that can
be used to troubleshoot ignition
problems on similar vehicles in the
future.
Determine the symptoms of the fault.
E.G. Can the vehicle start, can it
idle, does the engine misfire under
load etc.
Troubleshooting
Recommendation: For electric start
vehicles, first check the battery and cable
connections at the battery posts. The
battery & charging system affects ignition
system operation. See section 4-5 how to
perform DC voltage measurements & a
battery cranking test.
General troubleshooting sequence:
Attach caliper
ground clip to
measure kV
Secondary
+ (pos) kV &
SPARK current
Don’t attach
ground clip for
SPARK current
(+) positive
polarity
Primary Vpk
1.
SPARK PLUG
Attach caliper
ground clip to
measure kV
SPARK PLUG
2.
3.
Start your ignition troubleshooting at
the spark plug. This is the “end of
the line” for all ignition systems and
the easiest part to access on modern
motorcycles, ATV’s and scooters.
Test the plug firing voltage & current.
How? Section 4-1.
See section 6-2 and 6-3 for more
details.
Test the coil output to confirm
maximum voltage available by
performing a voltage reserve
(ignition reserve) test.
How? See section 4-4.
NOTE: As spark voltage is influenced
by many factors, the voltage reserve
will decrease in some conditions.
The spark voltage rises with:
♦ Increased eng♦ne load / h♦gher rpm
♦ Retarded ♦gn♦t♦on t♦m♦ng
♦ Leaner m♦xture (fuel/a♦r)
♦ More o♦l ♦n m♦xture (two stroke)
♦ B♦gger spark gap
♦ On mult♦-cyl♦nder eng♦nes w♦th two
plugs connected to each co♦l the
voltage on the pos♦t♦ve polar♦ty
plug ♦s h♦gher than on the negat♦ve
plug.
See sect♦ons 6-2, 6-3 & 6-4 for further
ass♦stance w♦th secondary
troubleshoot♦ng.
4.
5.
6.
Test the pr♦mary c♦rcu♦t voltage
between the ♦gn♦t♦on control
module (ICM) and the ♦gn♦t♦on co♦l.
How? See sect♦on 4-3.
Test the pulse generator co♦l
output. How? See sect♦on 4-3.
If the pulse generator tests bad,
d♦sconnect and retest separately.
Test the power from the exc♦ter co♦l
or battery. How? See sect♦ons 4-3
& 4-5.
If the exc♦ter co♦l tests bad,
d♦sconnect and retest separately.
See sect♦ons 7-1, 7-2 or 7-3 for deta♦led
pr♦mary troubleshoot♦ng sequences.
7-1 : AC-CDI / Magneto CDI
7-2 : DC-CDI / Battery CDI
7-3 : FTI : full trans♦stor ♦gn♦t♦on
6-2. Troubleshooting Procedure –
6-3. Troubleshooting Procedure –
Table of symptoms, secondary (HT) side
Zooming in with SPARK current
NOTE: Cranking the engine is the minimum requirement for this test sequence.
NOTE: Voltage & current up to the primary winding of the ignition coil should be
normal to use this table.
1.
2.
3.
4.
5.
6.
7.
8.
Spark current
Spark current
Spark current
VERY LOW
NORMAL
VERY HIGH
Spark voltage
VOLTAGE TOO
LOAD TOO HIGH
NO SPARK
HIGH 2
FOR SYSTEM 3
VERY HIGH
OPEN CIRCUIT 1
Spark voltage
CURRENT TOO
ALL OK!
HIGH PRIMARY
VOLTAGE 5
NORMAL
LOW 4
Spark voltage
WEAK IGNITION
VOLTAGE TOO
SHORTED
VERY LOW
SYSTEM 6
LOW 7
CIRCUIT 8
Current cannot flow : open circuit (no spark)
cable interupted (break in cable)
cable not connected to plug cap or at coil
Current flows, but with high energy
lean mixture
spark plug gap too big
break in cable or between cable and plug cap with spark still jumping across
Current flows, but with too high energy
High combustion pressure
lean mixture
spark plug gap too big
break in cable or between cable and plug cap with spark still jumping across
spark jumping to ground : inside cable, from cable to ground or plug cap
Weak ignition system (insufficient reserve voltage)
High current boost
booster system on secondary or primary?
High DC voltage to primary of coil : unregulated charging system
Low current & voltage
low DC voltage from battery : charging system not operating
low exciter coil voltage
damaged ignition coil : (partly) shorted secondary winding
Spark plug gap too small, wet plug, carbon deposit on plug, mixture too rich
Shorted circuit : in coil, between cable and cap and ground or damaged plug
START : set
SPARK current
parameters for
troubleshooting.
( S 4-2)
Check ignition coil
secondary
SPARK current
stable
current
Unstable
current
Measure ma•. coil
secondary voltage
(determine reserve voltage)
(S4-4).
No current
Check ignition coil
primary current
(S 4-2)
No/unstable
current
DC-CDI
FTI
AC-CDI
Check e•citer /
charge coil current
(see *2)
(S 4-2)
no current
Disconnect
charge coil from
CDI unit and
measure charge
coil voltage
No, low or
unstable
voltage
Replace e•citer /
charge coil, verify
coil resistance
and START again.
Stable /
unstable
current
Voltage
Normal
Check for other
faults –
e.g. fuel
supply
Not OK / too low
Go to HT test (S6.4)
stable
current
OK
Voltage
present
Measure secondary
voltage closest
where spark cable
enters ignition coil
Verify all
connections
(See *1) to
CDI / ICM
unit, then go
to Primary
Test for
S7-1:
AC-CDI
S7-2:
DC-CDI
S7-3: FTI
No
Voltage
No or
low
Voltage
Check for break in
spark cable &
connection to coil.
Go to HT test (S6.4)
Check ignition coil
primary voltage
Voltage
normal
Replace ignition
coil and START
again.
NOTES:
*1) Connections to ICM or CDI unit include ignition primary coil,
charge coil(s) in case of AC-CDI or battery in case of DC-CDI &
FTI, pulse coil or sensor, “
kill-switch”
and/or “
ignition switch”
,
neutral switch (there may be more switches / sensors affecting
ICM operation). For AC-CDI check that “
kill-switch”
and/or
“
ignition switch”
is not shorted to ground / body.
*2) In some systems two charge coils are used : low speed & high
speed coil. Check both coils.
6-4. Troubleshooting Procedure –
7-1. Troubleshooting Procedure –
HT test – ignition secondary circuits
Primary – AC-CDI (Magneto-CDI)
Typically in use on light machines with no or very small battery. The ignition is independent
from the battery. The battery is primarily used to crank the engine.
This test is common for all power sport ignition types.
Cranking the engine is the minimum requirement for this test.
(A) START : Disconnect
plug lead & measure coil
secondary voltage
(Vo=open circuit voltage :
See S4-4)
START here if the tests in section
6-3 & 6-4 were unsuccessful
No reading or too low
Too low or unstable
Check primary
components, go to
S7-1 : AC-CDI
S7-2 : DC-CDI
S7-3 : FTI
High reading
(>20kV)
Reconnect plug lead
and measure plug firing
voltage at
- Cranking speed
- Idle speed
- Mid & high speed &
acceleration
Too High
Too Low
Poor power
delivery
Return to
HT test
S6-4
To low or
unstable
Normal & stable
Calculate reserve
voltage (see S4.4)
Too big plug gap, HT
cable broken or loose.
Mixture too lean :
fuel or carburetor
problem or manifold air
leak
Too small plug gap;
Bridged or foul plug;
HT lead insulation
defect; Too rich mixture
Too low compression;
Wrong timing
Normal
OK
After
repair
Check coil primary
voltage
Disconnect the coil
from the CDI unit and
connect resistor (*1)
instead & check
voltage across resistor
at cranking speed.
Check charge coil
(exciter coil) output
voltage, connected to
the CDI unit. (*2)
After
repair
Disconnect charge coil
(exciter coil) from CDI
unit and measure
charge coil voltage
once more
Unstable
Stable
Too low or
unstable
Ignition system
= OK !
Replace charge coil
TIP: Verify by checking
coil resistance.
Check ignition
timing
Return to HT test S6-4
Still Unstable
Replace ignition coil,
go back to (A) START
Still too
low or
unstable
Normal
Check pulse coil
output, connected
to CDI unit (S4-3).
Too low or
unstable
Disconnect pulse
coil from CDI unit
and check output
again
Normal
Too low or
unstable
Stable
Replace sparkplug(s),
check plug firing
voltage again
Replace pulse coil
TIP: Verify by
checking coil
resistance.
Too low or
unstable
Very unstable (*1)
Intermittent (*2)
Normal
Check primary coil
voltage (S4-3)
Replace ignition
coil
TIP: Verify
primary &
secondary coil
resistance.
Normal
Normal
Replace CDI unit
TIP: Before replacement,
verify the connections
to/from CDI unit & check
if switches that inhibit
operation are not shorted
– “killswitch”; “ignition
switch”, neutral switch.
(*1) Use 100 Ohm
resistor instead of
ignition coil – the
internal capacitor
has to discharge,
resistor replaces the
coil impedance.
(*2) Some systems
have two charge
coils, low speed &
high speed. Check
both.
7-2. Troubleshooting Procedure –
7-3. Troubleshooting Procedure –
Primary – DC-CDI ( Battery CDI)
Primary – FTI ( Full transistor ignition)
Advanced CDI system requiring a battery instead of the charge coil (for easier starting). The
battery is also used to crank the engine.
Typically used on big engines, using a powerful battery. Modern engines have an ICM –
ignition control unit that controls spark ignition to multiple cylinders. Fuel injected engines
may have a combination ignition & fuel injection control unit.
START here if the tests in section
6-3 & 6-4 were unsuccessful
START here if the tests in section
6-3 & 6-4 were unsuccessful
Normal
Replace ignition coil
TIP: Verify primary &
secondary coil
resistance.
Replace ignition coil
TIP: Verify primary &
secondary coil
resistance.
Normal
Check primary coil
voltage (S4-3)
Check primary coil
voltage (S4-3)
To low or
unstable
Normal
Disconnect the coil
from the CDI unit and
connect resistor (*1)
instead & check
voltage across resistor
at cranking speed.
Check the battery
voltage at the CDI unit
TIP: Should be:
cranking:10V or higher
running: 12 to 14.5V
Return to HT
test S6-4
Normal
Too low
Check pulse coil
output, connected
to CDI unit (S4-3).
Light fluctuation
can be noticed
+/- 12V
Too low or
unstable
Replace pulse coil
TIP: Verify by
checking coil
resistance.
Replace CDI unit
TIP: Before replacement,
verify the connections
to/from CDI unit & check if
switches that inhibit
operation are not shorted –
“killswitch”; “ignition switch”,
neutral switch.
Too low (*2)
or unstable
Still too
low or
unstable
Disconnect the coil
from the transistor
control unit / ICM .
Measure voltage at unit
output connection with
ignition on, but engine
static.
Normal
12V-13V
Normal
Disconnect
pulse coil from
CDI unit and
check output
again
Too low or
unstable
Check battery voltage
at supply input of unit
TIP: Static: 12V-13V
cranking:10V or higher
running: 12 to 14.5V
Crank the
engine and
monitor output
voltage (*1)
Stable reading
+/- 12V (battery
voltage)
Low, less than 12V
Normal
Too low
Check pulse coil
or sensor (*2)
output, connected
to ICM (S4-3).
(crank engine for
this check)
Too high,
see (*1)
Too low
unstable
Normal
Check the battery
voltage at the battery
Too low
Charge
& test
the
battery.
Check
vehicle
charge
system.
Return to HT
test S6-4
Normal (12V+)
Bad power
line. Check :
Connections,
wiring, fuse.
Switches that
inhibit
operation Ignition, kill,
neutral etc.
Return to HT test S6-4
Replace pulse coil
or sensor.
TIP: For pulse coil
- verify coil
resistance.
Too low
or
unstable
Disconnect
pulse coil or
sensor (*2)
from ICM and
check output
again
Normal
Check the voltage at
the battery
(*1) Use a 100 Ohm resistor instead of ignition
coil – the internal capacitor has to discharge,
resistor replaces the coil impedance.
(*2) If the ignition system under test is not a
DC-CDI system, but a transistor ignition, the
voltage at this point will be 12V. Go to S7-3.
Too low
Charge
& test
the
battery.
Check
vehicle
charge
system.
Normal (12V+)
Bad power
line. Check :
Connections,
wiring, fuse.
Switches that
inhibit
operation Ignition, kill,
neutral etc.
Return to HT test S6-4
Replace the transistor ignition
unit / ICM (*3).
(*1) If the reading is much higher than
battery voltage, it is probably a DC-CDI
ignition, not a transistor ignition. Go to S7-2.
(*2) A ‘HALL’ sensor is used in place of a
pulse coil. The sensor will generate a pulse
when the magnet on the rotating engine
shaft passes by the sensor pickup position.
*3) Before replacing, check all switches /
sensors that may inhibit ignition operation.
8. Websites, Publications, TecMate
contact details, Warranty
Websites:
Warranty: The warranty period for the
IgnitionMate – www.ignitionmate.com
View or download: the video, vehicle
electrical diagrams with markers where
to measure signals with IgnitionMate,use
the message board to to communicate
with other IgnitionMate owners about
ignition problems.
Repair manuals :
www.haynes.com publish manuals for
cars & motorcycles.
www.clymer.com manuals for cars,
motorcycles, ATVs, snowmobiles,
personal watercraft, small engines
www.repairmanuals.com list manuals for
motorcycles, ATVs, automotives, marine
IgnitionMate is 24 months from date of
purchase.
This
limited
warranty
becomes invalid if damage to the
IgnitionMate results from failure to
follow instructions in this manual during
use of the instrument or recharging of
the internal batteries.
This warranty specifically excludes
replacement of cables or connectors
that have suffered physical abuse or
corrosion. The excluded parts include
cable & connectors of HT pick-up
caliper #10, cables and all connectors
of #16 & 17, as listed in Section 1.
Repairs to the IgnitionMate will be
made free of charge during the 24
months’ period for defects in material
and workmanship.
Misuse and abuse is not covered.
Transport costs are to be paid by the
owner.
This warranty is offered by the division
of TecMate that covers the territory in
which you reside.
TecMate contact details &
territories covered:
TecMate (International) S.A., St.
Truidensesteenweg 252, 3300-Tienen,
Belgium – Europe (West & East),
United Kingdom, Japan, Asia,
Australia, New Zealand, South
America, Middle East & North Africa
www.tecmate-int.com
TecMate North America, Unit 22, 1100
Invicta Dr., Oakville, ON, L6H 2K9,
Canada – Canada, United States of
America, Central America
www.tecmate.com
TecMate (South Africa), A6 Pinelands
Buss’ Park, Pinelands, 7405, Western
Cape, South Africa – Sub Saharan
Africa, Indian Ocean Islands
www.tecmate.co.za
How to facilitate a warranty claim
or out of warranty repair:
Proof of purchase is required if a claim
under warranty is being considered.
Contact the dealer or distributor from
whom the product was originally
purchased. If this is not possible, then
locate the national distributor on the
TecMate website or contact TecMate
for details.
Do not ship your product direct to
TecMate without our prior knowledge.
We cannot accept responsibility if a
product is lost without being consulted
on where it should be sent and safest
way to send it.