Ignition & Engine Management

The tell-tale signs of a fake spark plug, the importance of quality in stop/start systems and engine management troubleshooting

According to the European Union Intellectual Property Office, the production of counterfeit parts is a rising criminal phenomenon with high profit margins, with criminals targeting premium brand, high volume service parts and using e-commerce platforms to entice workshops looking to grab a deal that turns out to be too good to be true.

Unusual packaging, heavily discounted prices and misspelling of brand names and product information are obvious indicators. Here, NGK provides details on how to distinguish between original and fake spark plugs.

How to identify fake spark plugs

• Inspect font type and signs of smudges on the spark plug

• Look out for a machine cutting mark on the caulking (could indicate a counterfeit)

• Check the hexagon for a LOT number and the correct font type

• The C-groove portion show machine cutting marks (could indicate a counterfeit)

• Have a close look at the electrode & compare to a genuine product's electrode.

A study published by the European Union’s Intellectual Property Office (EUIPO) shows that the loss to the European economy created by the presence of fake products amounts to 60 billion euros per year – equal to 7.5 per cent of European sales. Not to mention the individual harm caused to customers who were cheated.

NGK SPARK PLUG’s Technical Service team recently became aware of cases where customers bought CR9EIX NGK spark plugs on the internet, which proved to be fake products. “These spark plugs melted and caused damage to our customers’ engines, which is annoying, costly and avoidable,” says Kai Wilschrei, Manager Technical Services Aftermarket EMEA.

The difference between the original and a fake “Original NGK CR9EIX spark plugs have a centre electrode with an iridium tip. This material has a very high melting point and is extremely hard and long lasting,” explains Kai. “The fake plugs do not have any iridium on the centre electrode. They feature a standard Nickel electrode that was tapered down with a lathe, giving it the same optical impression as the iridium tip,” he continues. “This fake part is very weak and can’t stand the heat. This soft spot causes the centre electrode to melt, inflicting damage to the engine.”

What to do if in doubt?

Refer to the following images and compare each one thoroughly with the suspect product.

1. Inspect font type and signs of smudges on the spark plug

Have a look at the product name on the spark plug. If the font type is different from the one shown in the photo on the left and if the font is smudged in some way, the product might be a counterfeit.

4. The C-groove portion show machine cutting marks

Then look at the C-Groove portion of the spark plug. If you can see a machine cutting mark on the surface of the metal shell, again, this is a sign of a counterfeit.

5. Have a close look at the electrode

Lastly, take a close look at the shape of the electrodes. If yours differs from the left-hand picture, be warned.

2. Look out for a machine cutting mark on the caulking

Take a close look at the crimping portion of the plug. If you can see a machine cutting mark on it, be alert: this is indicative of a fake product.

What to do when you spot a fake product?

NGK SPARK PLUG recommends that you always buy from a retailer or supplier you trust. If you have already bought a counterfeit item, take legal action.

Top & bottom left are genuine, Top right & bottom right are counterfeit with the LOT number missing or with an incorrect font

3. Check the hexagon for a LOT number and the correct font type

Next, check the hexagon. If there is no Lot Number and/or a different font type is used compared to the one shown below left, it’s not an original product.

How to: Replace an ignition coil on a BMW 3 Series

As part of its Masters of Motion series, Delphi Technologies has created a short video detailing the replacement of an ignition coil on a BMW 3 Series. Simply click on the image via the digital issue or enter www.bit.ly/DelphiBMWcoil into your browser.

Stop-Start components: Don’t compromise on quality

Stop-start systems have been rapidly adopted by vehicle manufacturers to meet ever-tightening emissions legislation and typically reduce fuel consumption and emissions by between 4 and 10%. These gains in efficiency however come at the cost of extra strain on ignition components thanks to the repeated high frequency stop-start cycles.

Delphi Technologies says it’s crucial to choose quality replacements to ensure reliability. “Today’s ignition systems are far removed from those in cars 20 years ago and they have to work much harder with stop-start enabled, says Julian Goulding, Marketing Manager at Delphi Technologies Aftermarket. “It’s a huge change from single start journeys into multiple high frequency stop-start cycle trips that might take place in cold weather with low engine temperatures.

“Manufacturers have developed the vehicle to handle this but issues can arise when cars grow older and components inevitably fail. Garages need to guide owners towards replacement options that will perform to the manufacturer’s original specifications."

Goulding points out that with the labour involved in replacing ignition coils ranging up to several hours, it’s a false-economy to seek small savings on the component itself. “When installing ignition parts on a stop-start vehicle, it’s essential to use quality OE-specification parts produced by a reputable brand to ensure a long-lasting replacement,” says Julian. "Delphi is an OE-supplier and passes this expertise onto the aftermarket, with an extensive programme of ignition components that are the same specification as the original.

“We recommend more frequent checks on stop-start cars too. A lot of newer cars marry stop-start to smaller engines to generate further efficiency gains, turbocharging is often used too. This can lead to significant heat build-up in the engine bay, affecting how ignition parts perform. Carrying out a regular visual inspection can highlight issues before they cause a breakdown.”

Help with diagnosing ignition faults & learning resource

A host of resources for Champion ignition parts are freely available to technicians through the Garage Gurus web platform. This includes self-learning training modules including advanced details of petrol and diesel ignition technology and the diagnosis of problems with petrol and diesel ignition systems. Videos cover installation, new technologies and tips and tricks.

Free-to-download resources include step-by-step installation guides for spark plugs, glow plugs and glow plug control units alongside Champion Troubler Tracer charts that help pinpoint and rectify common faults and avoidable issues which can lead to invalid warranty claims.

www.garagegurus.tech/en-gb/

MEYLE says that the number of assistance systems, comfort packages and electronic systems in the drivetrain and exhaust gas system is climbing steadily because of the three megatrends of automated driving, energy efficiency and vehicle digitalization. This has also increased the number of sensors and control units as all vehicle components need to communicate seamlessly to ensure efficient vehicle function.

“We at MEYLE have been systematically and continuously expanding our electronics portfolio for several years and will continue to do so in the future,” says Dimitri Knorr, Head of the Electronics product team at MEYLE. “One of our focuses are sensors for the assistance system. Next to our range of ABS sensors, we are currently extending the range of our new

MEYLE-ORIGINAL park distance control sensors. In the area of ignition and glow system, we added the MEYLE-ORIGINAL Pressure Sensor Glow Plug (PSG) to our electronics portfolio. They are available for 2.0 TDI engines of VAG models from 2016.”

"MEYLE electronics solutions are OE-specified to the highest MEYLE standards and 100% functionally tested," states Dimitri. "This means that every sensor has the same electrical signal as the OE version to ensure perfect interaction with the corresponding control unit and correct functioning of the system."

The quality of application data is also high on its list of priorities to enable workshops to identify the correct part quickly.

Diagnosing ignition system faults

Insufficient output voltage or energy will cause misfiring and incomplete fuel combustion in the cylinder. When a problem arises, irrespective of the type of ignition coil – single, dual or four-spark or contact/ transistor controlled – the correct fault diagnosis is critical. Hella suggests the following procedure to ensure a thorough assessment.

Visual inspection on the vehicle

• Check the ignition coil for mechanical damage

• Check the housing for hairline cracks and sealant leaks

• Check the electrical wiring and plug connections for damage and oxidation.

Check the electrics using a multimeter or oscilloscope

• Check the voltage supply to the ignition coil

• Check the triggering signal from the ignition distributor, ignition control unit, or engine control unit.

Testing with a diagnostic unit

• Read out the fault memory of the iginition system or engine control

• Read out parameters.

Hella warns that faults established during tests with the oscilloscope are not necessarily faults caused by the electronic system; they can also be caused by a mechanical problem in the engine. This may be the case, for example, if compression is too low in one cylinder, which means the oscilloscope shows the ignition voltage for this cylinder to be lower than that of the other cylinders.

Testing the resistance values using the ohmmeter on disconnected coils

Depending on the ignition system and ignition coil design, the following reference values apply: (observe the manufacturer's specifications)

Cylinder ignition coil (transistor ignition system)

Primary: 0.5 Ω–2.0 Ω/Secondary: 8.0 kΩ–19.0 kΩ

Cylinder ignition coil (electronic ignition system with map-controlled ignition)

Primary: 0.5 Ω–2.0 Ω/Secondary: 8.0 kΩ–19.0 kΩ

Single-spark or dual-spark ignition coil (fully electronic ignition system)

Primary: 0.3 Ω–1.0 Ω/Secondary: 8.0 kΩ–15.0 kΩ