DIY microprocessor ignition system for classics. How does a microprocessor ignition system work on a classic

One of the features of a gasoline engine is the use special systemdesigned to ignite gasoline vapors in the engine cylinders. Throughout the history of the development of the car, ignition was implemented different ways, it has evolved from the simplest circuits to complex electronic devices. And as one of possible options the construction of such a system was created by the MPSZ.

A bit of history

The following basic systems are known that provide ignition of gasoline vapors in a car's internal combustion engine:

contact;
contactless;
microprocessor ignition system (MPSZ).

Contact. Historically, this was the first attempt, it turned out to be quite successful and worked for many years. A diagram of such a system is shown below.
The principle of operation of the device is simple - opening the breaker contacts breaks the primary circuit, which is why it is induced in the secondary winding of the bobbin high voltage, which is directed by the distributor to one of the spark plugs. It was a simple, waste product, of course, with its own shortcomings, which were eliminated with the development of technology and element base.
Contactless. The principle of operation is basically the same as the previous one, but the product is more reliable. It has a contact mechanical breaker replaced by electronic devices - switch and sensor. A diagram of such a product is shown in the figure.
Microprocessor-based system that does not contain mechanical components and is built entirely on electronic components.
The principle of operation also remained unchanged, the functional diagram of such a device is shown in the figure.

Microprocessor ignition system for the classic

It is clear that the contact system, which is also installed on the VAZ classics, is still in operation and cannot compete with the MPSZ. But here a very interesting moment arises.

The principle of sparking itself has generally remained unchanged. It is clear that the spark generated by the MPSZ will be more powerful and better, but its main advantage is the ability to directly control the sparking process, by changing the ignition timing (IOP).

Here you need to make a little explanation - the speed of the car affects the moment the spark appears in the cylinders. Theoretically, this happens when the piston is at TDC. However, when driving on high speed, due to the final combustion parameters of the mixture, sparking should begin a little earlier than the piston reaches TDC.

Adjusting the UOZ allows you to form a spark at the right time, due to which the motor gives out maximum power, while the consumption of gasoline decreases and the thermal mode of its operation improves. This function is taken over by the MPSZ, a microprocessor-based ignition system for the classics.

In fact, it gives a second life to an old car with a carburetor - its capabilities will certainly be inferior modern car, but the MPSZ will significantly improve the operation of the contact system with the engine and carburetor.

In fact, the distributor performs only the function of distributing the voltage across the spark plugs, and the ignition control is carried out by the MPSZ. It represents electronic device, made on a microcontroller, which, depending on the readings of the sensors (Hall or position crankshaft) sets the desired POP.

There may be other approaches to realizing such control, for example, by engine temperature or vacuum in the intake manifold. But regardless of this, the MPSZ is sold as a kit prepared for installation on a specific vehicle, containing the necessary harnesses.

With all the changes affecting the ignition system of the car, the principle of its operation as a whole remained unchanged - the formation of high-voltage voltage is carried out by interrupting the flow direct current in the primary winding of the bobbin. During the entire existence of the car, more than one scheme has been created that allows to significantly improve the sparking process, but it is the MPSZ that combines the old ignition system installed on many cars and microprocessor control, extending the life of the car.

Since the appearance injection systems injection with electronic control components, it became clear how much the conventional classic systems lose to the microprocessor ignition system. The difference in engine performance, and especially in fuel consumption, was obvious and impressive. Therefore, the vast majority of owners are classic with carburetor motor various tricks tried to adapt new microprocessor units ignition MPSZ on their swallows.

The classics need microprocessor "bells and whistles"

At first, incomplete analogs of the microprocessor ignition system appeared for the classics, in which the distributor was redesigned to work with the Hall sensor and the control system was modified. But smart car enthusiasts know that a microprocessor ignition system for carburetor engines the distributor or distributor in Russian remained the problematic link.

Not only is it a good idea electronic ignition there is a fundamental drawback - the characteristic of the ignition timing for a cold engine and a warmed one is fundamentally different. When adjusting the advance angles on the distributor for a cold engine, detonation will certainly appear after it warms up.

Therefore, the developers of microprocessor units for the classics had to go further and refine, turning the ignition system for the classics, almost into a complete analogue of the injection version, with the exception of the injection system control.

What does such a microprocessor ignition system give:

the absence of an ignition distributor in the circuit has a beneficial effect on the stability of the spark and the absence of "contact bounce";
stability idle move practically not inferior injection engine;
the main advantage of the microprocessor system is the "smart" selection of the ignition timing according to the engine parameters, which allows you to work at optimal angles and not get out into the knock zone.
fuel economy on a conventional, unkilled Zhiguli "six" engine per circle decreases from an average of 10 liters of gasoline to 6-7.

How the microprocessor ignition system works

A pleasant discovery was the fact that it is quite possible to assemble a new microprocessor system circuit with your own hands according to the MPSZ circuit from ready-made components. And of course, in order to configure the microprocessor unit, you need a computer, a COM-COM or COM-USB cable and a couple of service programs, including a version of the firmware for the table of the ignition timing advance angles.

Note! This is the most important step and you cannot get away with using a standard table set of values. For example, MPSZ firmware for UZAM engines is very different from VAZ, especially GAZ.

Unlike the old versions, in which the moment of formation of the high-voltage spark plug pulse was determined by the ignition distributor, in the new microprocessor circuit, the command to the coil is sent based on processing information from several sensors:

the position of the crankshaft, it is often required to purchase a new cover with a tide for the sensor, and when installing it, tinker a little due to the smallness of the space for work;
sensor absolute pressure issues to the microprocessor unit the degree of vacuum in intake manifold, which allows the electronics to indirectly correct for the degree of motor load;
coolant temperature sensor - coolant;
the knock sensor is attached according to the instructions on the middle part of the block under a special bolt and nut;
sync sensor.

In addition to the sensors, you will need the microprocessor-based switch unit itself, a new ignition coil for two contacts and a wiring harness with chips.

The possibility of purchasing an assembly in parts provides savings, but does not guarantee stable operation

What can be put on the classics from the existing MPSZ

Among the most famous microprocessor-based ones, the most often used are MPSZ Maya, Secu 3 or Mikas. Assembling any is not difficult, if you have the skills to correctly see and read the instructions with the diagram, and perform the sequence of installation steps.

When choosing a microprocessor system, do not be intimidated by the heaped scheme, which sellers of goods like to trump, offering the services of a familiar electrician for "guaranteed high-quality installation for a penny." All components can be installed on the classic with your own hands.

When choosing, pay attention to the quality of the block itself. It is considered good form if there are no warping of the plastic parts, burrs, microcracks. The second indicator is the presence of a large scattering surface in the form of an aluminum base. The microprocessor remains the most capricious part and the choice of a place under the hood or in the cabin must be taken seriously.

Ignition coils can be separated into a separate block, as an option, they can be fixed directly next to the spark plugs on the head cover.

Configuring LPS

Setting up the operation of a microprocessor system in fact requires not so much knowledge as much patience. The manufacturer sews in the microprocessor unit the average ceiling motor data in one table. They allow you to start the engine and execute all control options for sensors and angle curves.

We have to train the processor for our engine and get our tables, on the basis of which the ignition will be optimized as much as possible.

We connect the laptop via a cable and using the preinstalled service program, we are trying to consider the readings of the sensors. We select the parameters of the system and then proceed according to the instructions.

In the process of driving, a certain array of data is accumulated in the processor's memory on the UOZ curves. It is usually recommended to reconnect the computer to the MPZS and perform the correction of the coefficients according to the most optimal curve.

If all the components of the MPZ system are of proper quality, the installation of the microprocessor system is done according to the rules and you will not be flooded with water at the sink the electronic unit system, further interventions in the operation of the MPZS will not be required. Theoretically, such an ignition system should work for up to ten years.

MPSZ. Microprocessor ignition system for the classics in the following video:

VAZ 2106 1995 MPSZ for classics

In 2008, he changed the staff contact to a devil contact system ignition switch 76.3734. The effect was tangible. But I wanted even more. Then I installed a carburetor, such as the Solex eight, I don't remember the number (I removed the plate during installation as excess weight J). Yes, the Lada cheered up. When overtaking, maneuver is much easier and better. Satisfied for a while. With the advent of cold weather, it was always enough that until the engine was warmed up, it was disgusting to drive around the city, and often installed the ignition earlier. But, when it was necessary to travel longer distances, the engine warmed up to working temperature, and detonation was heard under loads. There was nothing to do but stop again and return the distributor to its original place.

First I wanted to put stepper motor instead of a vacuum cleaner on the distributor and a control button in the cockpit, in order to adjust without leaving the car . Already made a driver for Atiny2313 and all that remained was to install it. Then I thought what to do like "octane-corrector" on some kind of controller so as not to sculpt a stepper motor. He did not invent the bicycle and went to the Internet for ready-made solutions. That's how I came across SECU. Just what you need.

Having fluently read the forum dedicated to this project, I wanted everything at once. Didn't bother making a payment, looking for spare parts, etc. I bought a ready-made block. I ordered the rest in the store:

- a front cover with a tide for the crankshaft sensor, the pulley and the sensor itself from the injection 7;

- DBP from Lanos (12569240);

- DTOZH 19.3828 (+ a new tee to prepare everything in advance, as in the photo);

- DD Bosh 0261231176 (laid the wires, the sensor has not yet been installed);

For SECU-3T

The coil and switch are the same. If suddenly the seca dies, I insert the switch chip back into the distributor, and the classic version will be taken by J.

In my version, it makes no sense to put two coils with commutators. And four is a little expensive. I removed the resistor in the distributor and put a jumper. I want to buy and supply wires to candles without resistance ($ 20 set). The spark will be a little more powerful, although the level of interference is also, but it will not interfere.

In general, I installed it all. Installation locations in the photo:

tee for DTOZH SECU

In the manager, I set 20kPa / 1Volt for my MAP and 0.4V offset. Having tried it, I stopped at the table “1.5 Dynamic”, but lifted all 16 “curves” by about 5 grams, and in some places by up to 10 grams. I also raised the temperature correction by several degrees to a temperature of 85 ° C. In general, my engine loves earlier ignition.

Well, and most importantly, what is the result of all this?

I used to drink 8 liters at 100 km (70 km on the highway + 30 in Lviv). And now about 6.8 liters. Of course for me it was not in the first place was in anticipation but pleases.

This became nimble throughout the entire engine speed range (up to 4500 rpm, I have not tried it further - there are no wings ????, but already over 145 km). In general - a swallow :).

I liked the adjustment of the XX, especially when from a slope in gear (in 1st or 2nd on a terrible road) - it does not allow the revs to rise. Cold engine it works much more pleasantly, and earlier, due to late ignition, it stupidly reacted to the gas pedal, etc., etc.

15 comments

MPSZ SECU-3t. Which is better to put on a vaz 2106. Volume 1.3. Carb. Zones

Better than SECU-3T because is a continuation of SECU-3 and has more functionality.

and which is better? sec or MPSZ. But in MPSZ there seems to be no temperature sensor.

All the wiring and all the sensors, etc., look for yourself?

SECU-3 is the MPSZ - Microprocessor Ignition System. Although at the moment it is more likely not an MPSZ, but a carburetor engine control controller. It is difficult to name a system more functional for a carburetor engine than SECU.

Conventional stranded wires, with a cross section of 0.5 - 0.75 mm, shielded 2 cores in the screen are taken from a stereo microphone or from us.

The sensors are all factory and widespread (there are no rare ones at all) - in a car shop.

We will refrain from commenting, ask on the forum.

Ask questions on the forum, here we have already moved away from the topic ...

MAP connected to the carburetor where should the hose go from the cylinder head cover?! And how does everything work normally?

MAP must be connected to the intake manifold!

The rest of the tubing is in the drain.

Could you please post the pinout for the DBP from Lanos (12569240), it seems like on the Internet there was a nashol and the DBP still shows 108kPa and the pressure does not change

Tell me the catalog number of the tee under DTOZH?

There are the following methods of such modernization:

1. Installation of an additional control unit (Pulsar, Spark) on the standard contact ignition system.

Pros and cons of systems

Contact ignition system (KSZ).

KSZ is routinely installed on most Zhiguli and Muscovites with a VAZ 2106 engine.

The advantages of this system are extreme simplicity and reliability. A sudden failure is unlikely, repairs even in field conditions not difficult and will not take much time.

There are three main disadvantages of this system. First, the current is supplied to the primary winding of the ignition coil through the contact group. This imposes a significant limitation on the voltage on the secondary winding of the coil (up to 1.5 kV), which means that it greatly limits the spark energy. The second disadvantage is the high maintenance requirement of this system. Those. it is necessary to periodically monitor the gap in the CG, around the angle of the closed state of the CG. The KG contacts must be periodically cleaned as they burn during operation. The distributor shaft is required after every 10 thousand km. run lubricate by dripping oil into a special oiler. It is also necessary to lubricate the distributor cam by wetting the wind felt with oil. The third drawback is the low efficiency of this system when high revs engine associated with the so-called. bounce contact group.

In addition, the system can be upgraded by using the "Pulsar" type ignition unit for the KSZ. The advantages and disadvantages of Pulsars will be discussed below. But one of the shortcomings of the KSZ is eliminated, since the current for the formation of high-voltage voltage is supplied to the primary winding of the ignition coil through the powerful semiconductor power circuits of Pulsar, and not through the KG. That allows you to significantly increase the power of the spark. In this case, the KG does not burn. But you still have to clean it, it starts to oxidize.

Contactless ignition system (BSZ, BKSZ).

BSZ is regularly installed on front-wheel drive vases and part of Zhiguli. In addition, this system can be supplied to a vehicle equipped with KSZ; such a replacement does not require any additional alterations.

There are three main advantages of this system over KSZ.

First, the current is supplied to the primary winding of the ignition coil through a semiconductor switch, which makes it possible to provide much more spark energy due to the possibility of obtaining a much higher voltage on the secondary winding of the ignition coil (up to 10 kV).

The second is an electromagnetic pulse shaper, which functionally replaces the CG, implemented using a Hall sensor, and provides, in comparison with the CG, a significantly better shape of pulses and their stability, moreover, in the entire range of engine revolutions. As a result, the engine equipped with BSZ has better power characteristics and better fuel efficiency (up to 1 liter per 100 km).

The third advantage of this system is that the need for maintenance is much lower compared to the KSZ. All system maintenance is reduced only to lubricating the distributor shaft after every 10 thousand km. mileage.

The main disadvantage of this system is lower reliability. The switches that originally came with these systems were distinguished by indecently low reliability. They often fail after several thousand runs. Later, a modified switch was developed. It has a slightly better declared reliability, but it is also low because its device is not very successful. Therefore, in any case, domestic switches should not be used in BSZ, it is better to buy imported ones. Since the system is more complex, diagnostics and repair are more difficult in the event of a failure. Especially in the field.

Modernization of this system is possible. It consists in replacing the elements of this system with better and more reliable imported ones. You can replace the distributor cover, slider, Hall sensor, commutator, coil. In addition, the system can be upgraded by using the Pulsar or Octane type ignition unit for BSZ.

A very important disadvantage of both of the above systems, KSZ and BSZ, is that both of these systems do not optimally set the ignition timing. The initial ignition advance level is set by rotating the distributor. After that, the distributor is rigidly fixed, and the angle corresponds only to the composition of the working mixture at the time of setting this angle. When changing the parameters of the fuel, and the quality of gasoline is very unstable in our country, when changing the parameters of the air, for example, temperature and pressure, the resulting parameters of the working mixture can change, and significantly. As a result, the initial level of the ignition setting will no longer correspond to the parameters of this mixture.

During engine operation, in order to ensure optimal combustion of the working mixture, a correction of the ignition timing is required. Automatic controllers of the ignition timing in these systems, vacuum and centrifugal, are rather crude and primitive devices that do not differ in stability. Optimal tuning of these devices is not an easy task. Another significant disadvantage of the KSZ and BSZ is the presence of an electromechanical high-voltage distributor, the runner-cover of the distributor, implemented with the help of a contact coal sliding on a rotating difference plate. This imposes an additional limitation on the amount of high-voltage voltage across the spark plugs, and this is especially important for BSZ.

microprocessor ignition control system

Many disadvantages inherent in KSZ and BSZ are absent in the microprocessor-based ignition (engine) control system (MPSZ, MSUD).

MPSZ was regularly installed on a part of M2141 with a VAZ-2106 engine. A kit for installing an MPSZ on a VAZ-2106 engine is rarely found in stores.

Significant advantages of the MPSZ is that it provides, or more precisely, should provide, sufficiently optimal ignition control depending on the crankshaft speed, pressure in the intake manifold, engine temperature, position throttle carburetor. The system does not have a mechanical valve, so it can provide very high spark energy.

The disadvantages of this system are low reliability, incl. and because the system contains two rather complex electronic units, both produced and produced in small-scale (and therefore semi-handicraft). In the event of a failure, diagnostics and repair are very difficult. Especially in the field.

Traditionally, in online conferences, newcomers' questions about possible problems with the failure of the MPSZ, there is always someone who confidently reports that the problems with the operation of such systems are far-fetched. That it is supposedly enough to carry spare blocks and, if something happens, change them. The motives for reporting such things are not very clear, but it is obvious that these people simply have never encountered in reality real failures of such systems, and especially with the diagnosis of these failures in the field.

When assessing the feasibility of switching to MPSZ, it should also apparently be taken into account that, in order to ensure compliance with the optimality of ignition control to the level of even the simplest modern injection systems, MPSZ fundamentally lacks at least a knock sensor, a mass air flow sensor and a burned-out mixture composition sensor. Therefore, this system is in any case quite defective.

Reliability upgrading of this system is impossible, since the main units are unique domestic. Modernization in order to optimize this system is carried out by selecting software (firmware) for your engine. Since this system is to a certain extent exotic for the VAZ-2106 engine, finding a suitable firmware will most likely be a difficult and non-trivial task.

Ignition control units

Pulsar ignition control units, regardless of purpose, i.e. for KSZ or BSZ, consist of the unit itself and the remote control. The most interesting capabilities of these blocks, according to their manufacturers, are the provision of "octane correction" functions, etc. "standby mode". The "octane-correction" function should be provided by adjusting the initial level of ignition timing (IAP) from the car using the remote control. In fact, using this remote control, the signal delay from the crankshaft position sensor (contact group for KSZ or Hall sensor for BSZ) is simplified. This delay in Pulsar has practically nothing to do with the engine speed, i.e. the adjustment of this delay is not at all an SPD adjustment. Due to this, the usefulness of such an "octane correction" is highly questionable. Well, maybe with the exception of cases of periodic use of gasoline with different octane numbers... Those. if the UOZ is initially set to 95th gasoline, then when refueling with the 76th it is really possible using the remote control, from the passenger compartment, to remove the detonation (popularly called the ringing of fingers) without getting under the hood. failure of the crankshaft position sensor. It is provided using the simplest pulse generator. Those. in fact, in this mode, short-term pulses are continuously generated, which provide the formation of multiple high-voltage pulses (sparks) on the candle on which the slider is turned. One of these impulses will most likely, with a high degree of probability, ensure the ignition of the mixture in the corresponding cylinder, but it is difficult to speak even about the minimum stability of the engine operation in this mode. Having tried to drive a car with an engine operating in this mode, you will immediately want to buy a spare switch in the trunk.

Circuitry Pulsars are rather old variations on the theme of switches for BSZ from ATE-2. Those. Of course, as luck would have it, but you should not hope for normal reliability and durability. Improvement is desirable, at the extreme output power section.

Structurally, the pulsars are made rather poorly, the body is very bulky, and at the same time has several large openings at the bottom. Due to this, moisture and dirt will get under the case, and the board is not properly protected by anything inside, which again does not allow us to hope for normal reliability and durability of this device.

The development of Pulsar is Silych. Judging by the fact that their construct and Pulsars are very similar, one can assume common roots. Silych, in contrast to Pulsar, is equipped with a knock sensor, which must ensure the correction of the UOZ. But, unfortunately, the principle of SPD correction is similar to that used in Pulsar, i.e. it is practically independent of the speed. Therefore, the adjustment of the POP will most likely be far from optimal. Schematic and structurally Silych is similar to Pulsar, i.e. it is not worth hoping for normal reliability and durability in operation. True, sometimes there are Silychi with imported elements in the output circuits, which of course should have a positive effect on their reliability. But this is very rare, and make sure in the store that it will not work.

Roughly speaking, the best option an upgrade of the classic ignition system, in my opinion, is the installation of BSZ.

A non-contact ignition system (BSZ) with a Hall sensor optimizes the combustion process in the engine, which makes it possible to provide:

Increase in engine power by 5-7% and the dynamic properties of the vehicle;

Reducing fuel consumption by up to 5%;

Reduced emissions harmful substances into the atmosphere up to 20%;

Stable start at negative temperatures up to minus 30 ° С and at high humidity (which saves the battery);

Stable sparking at low supply voltage (up to 6 V);

Minimizing maintenance ignition systems: no periodic adjustment and replacement of contacts;

Stability of the engine throughout the entire period of operation.

COMPARATIVE PARAMETERS OF CLASSIC AND CONTACTLESS IGNITION SYSTEMS

Secondary voltage rise time from 2 to 15 kV

Spark energy

Spark discharge duration

Secondary voltage max

For installation contactless ignition you need to purchase a commutator, coil, distributor and harness. Switch and coil from VAZ-2108/09. Classic trambler for BSZ. The tourniquet is classic or from Niva. If you have regular (red) high-voltage wires, then they will have to be replaced, they are not suitable for BSZ. If the high-voltage wires are not standard, but not very good, it is also advisable to replace them, for BSZ the quality of the wires is very important. Be sure to stock up on additional wires and terminals.

1. Contactless distributor with marking 38.3706. Attention! Often, under the guise of a classic, they sell a distributor from Niva. He has a marking 3810.3706. Outwardly, he is exactly the same. It differs from the classical one in other characteristics of the centrifugal regulator and in another vacuum cleaner. You can buy as a last resort, but you will have to remake it for the classics.

2. Switch from VAZ 2108-09. The choice is huge.

3. Ignition coil from VAZ 2108-09. Marking 27.3705.

4. Harness from Niva. Before installation, I strongly recommend disassembling all connectors and soldering the contacts. Initially, they are simply crimped. The crimp quality is poor. It happens that the wires just fall out.

5. Candles from VAZ 2108-09 - they differ in increased

6. High-voltage wires are better than silicone ones.

For correct installation ignition will require a stroboscope.

Ps: I recently installed BSZ for myself. I bet with a great deal of doubt that "the car will not be recognized." But it really got much better. Excellent pulls, no detonation, excellent acceleration dynamics - all this really is. So, discard all doubts about the need for installation. I was especially pleased with the behavior of the car at low and idle… There is no fall in traffic jams, and the car starts to drive almost unheated. In general, I recommend to everyone

Since the advent of injection systems with electronic control components, it has become clear how much the conventional classic systems lose to the microprocessor ignition system. The difference in engine performance, and especially in fuel consumption, was obvious and impressive. Therefore, the overwhelming majority of owners of classics with a carburetor engine, with a variety of tricks, tried to adapt the new microprocessor ignition units of the MPSZ on their swallows.

The classics need microprocessor "bells and whistles"

At first, incomplete analogs of the microprocessor ignition system appeared for the classics, in which the distributor was redesigned to work with the Hall sensor and the control system was modified. But smart car enthusiasts know that in the microprocessor ignition system for carburetor engines, the distributor or distributor in Russian remained the problematic link.

Moreover, the good idea of \u200b\u200belectronic ignition has a fundamental drawback - the characteristic of the ignition timing for a cold engine and a warmed one is fundamentally different. When adjusting the advance angles on the distributor for a cold engine, detonation will certainly appear after it warms up.

Advice! How much the new microprocessor ignition system is adapted to the realities of working on the classics, ask the owners of the "miracle electronics" who have left for at least a season.

What does such a microprocessor ignition system give:

the absence of an ignition distributor in the circuit has a beneficial effect on the stability of the spark and the absence of "contact bounce";
idle stability is practically not inferior to the injection engine;
the main advantage of the microprocessor system is the "smart" selection of the ignition timing according to the engine parameters, which allows you to work at optimal angles and not get out into the knock zone.
fuel economy on a conventional, unkilled Zhiguli "six" engine per circle decreases from an average of 10 liters of gasoline to 6-7.

Note! A wonderful reduction in gasoline consumption is possible only with an absolutely serviceable and adjusted carburetor, otherwise the electronics will only aggravate the consumption situation.

How the microprocessor ignition system works

Note! This is the most important step, and you cannot get away with using a standard table set of values. For example, MPSZ firmware for UZAM engines is very different from VAZ, especially GAZ.

the position of the crankshaft, it is often required to purchase a new cover with a tide for the sensor, and when installing it, tinker a little due to the smallness of the space for work;
the absolute pressure sensor issues the degree of vacuum in the intake manifold to the microprocessor unit, which allows the electronics to indirectly make a correction for the degree of engine load;
coolant temperature sensor - coolant;
the knock sensor is attached according to the instructions on the middle part of the block under a special bolt and nut;
sync sensor.

In addition to the sensors, you will need the microprocessor-based switch unit itself, a new ignition coil for two contacts and a wiring harness with chips.

The possibility of purchasing an assembly in parts provides savings, but does not guarantee stable operation

What can be put on the classics from the existing MPSZ

Ignition coils can be separated into a separate block, as an option, they can be fixed directly next to the spark plugs on the head cover.

Configuring LPS

We have to train the processor for our engine and get our tables, on the basis of which the ignition will be optimized as much as possible.

If all the components of the MPZ system are of proper quality, the installation of the microprocessor system is done according to the rules and the electronic unit of the system is not flooded with water at the sink, further interventions in the operation of the MPZS will not be required. Theoretically, such an ignition system should work for up to ten years.

MPSZ. Microprocessor ignition system for the classics in the following video:

MICROPROCESSOR IGNITION INSTEAD OF TRAMBLER

Without going into detailed arguments "why is this necessary?" I want to note a number of negative aspects of the distributor's operation, as the main element of an ignition system of this type. This is primarily:
- instability of work;
- general unreliability associated with the presence of moving parts, the presence of a spark distributor with contacts (subject to electrical erosion and burning);
- a fundamental (inherent in the design) inability to correctly regulate the UOZ depending on the engine speed (this regulation is carried out by means of a centrifugal regulator, which is not able to change the UOZ according to ideal performance). As well as a number of other disadvantages.
The microprocessor system, in addition to eliminating these shortcomings, is capable of perceiving and regulating the UOZ additionally based on two additional parameters that the distributor cannot perceive, namely: measuring the temperature and accounting for the UOZ depending on it and the presence of a knock sensor that can prevent this harmful phenomenon.

So, what do we need to implement this system on the motor. And we need the following:

Figure: one

Figure: 2

From left to right: (Fig. 1) damper (pulley) of the UMZ 4213 crankshaft, 2 ignition coils ZMZ 406, coolant temperature sensor (DTOZH), knock sensor (DD), absolute pressure sensor (MAP), synchronization sensor (DS), harness wires ZMZ 4063 (for carburetor version), (Fig. 2) Mikas brand controller 7.1 243.3763 \u200b\u200b000-01

Everything is assembled according to the following scheme:

Figure: 3

1 - Mikas 7.1 (5.4); 2 - absolute pressure sensor (MAP); 3 - coolant temperature sensor (DTOZH); 4 - knock sensor (DD); 5 - synchronization sensor (DS) or DPKV (position KV); 6 - EPHH valve (optional); 7 - diagnostic block; 8 - terminal to the cab (not used); 9 - ignition coils (left - for 1, 4 cylinders, right - for 2, 3); 10 - spark plugs.

Pin assignment on Mikas. Top-down, see figure 3:
30 - common "-" sensors;
47 - power supply of the pressure sensor;
50 - pressure sensor "+";
45 - input, coolant temperature sensor "+";
11 - input signal from the knock sensor "+";
49 - frequency sensor (DPKV) "+";
48 - frequency sensor (DPKV) "-";
19 - general power (ground);
46 - EPHH management (not used in my case);
13 - L - diagnostic line (L-Line);
55 - K - diagnostic line (K-Line);
18 - battery terminal + 12 V;
27 - ignition lock (short circuit contact);
3 - to the fault lamp;
38 - to the tachometer;
20 - ignition coil 2, 3 (since the DPKV is planned to be located on the other side than in the standard version, this contact will go to the short circuit 1, 4);
1 - ignition coil 1, 4 (for 2, 3);
2, 14, 24 - mass.

Without alterations, only the KV damper is installed at all, it is completely interchangeable with the old one.

Figure: 4

There is nowhere to screw DTOZH into the 417th motor, but it should be located on a small circle of coolant circulation. The standard place of the temperature sensor is most suitable for these purposes. However seat this sensor is more than DTOZH new system, so we had to make an adapter from some kind of plumbing part, like an adapter, the outer thread of which coincided with the thread in the pump, where the temperature sensor is screwed in. On the inner surface of the adapter, I had to make a thread myself. As a result, the sensor snapped into place quite tightly; there was no leak when the engine was running. Old sensor temperature had to be moved to the place of the emergency temperature sensor on the radiator. Here is the location of the DTOZH:

Figure: 5

The knock sensor also did not get up so easily. Although it was possible to buy a special nut from UMZ 4213, which was located on the cylinder head mounting stud. However, I quite by accident found a protrusion on the cylinder block with a threaded hole (for which it is not known). However, the bolt that can be screwed there turned out to be about 1 mm thicker than the hole in the DD. This hole had to be drilled out. Now the DD is in a better place than the state intended: on the block of cylinders between the 3rd and 4th cylinders.

Figure: 6

(DD in the center of the photo)

To install DPKV, you need to make a corner of a suitable material (I have aluminum) and fix the sensor on it ...

Figure: 7, 8

Then, hang the entire structure on the pin of the PB gear cover:

Figure: 9, 10

The distance from the sensor to the pulley teeth should be within 0.5-1 mm. The sensor must be located on the 20th tooth after the KV that are missing in the direction of rotation in the TDC position of 3, 4 cylinders (in the state of the DPKV it is located, focusing on the TDC 1, 4 cylinders, but since the sensor itself is located 180 ° from the standard place location, it is necessary to take this into account and orient it to TDC of 3, 4 cylinders, i.e. to rotate KV by 180 °). Because in the standard, the compression ratio of UMP 417 is within 7, then for the use of high-octane gasoline, the optimal ignition advance was experimentally determined by 20 ° more than the standard one, so I placed the sensor on the 24th approximately tooth of the KV pulley (for standard fuel it is desirable to set the DPKV on 20th tooth after missing). In any case, it is necessary to check the correct location of the sensor locally by finding the TDC first of the 1st, 4th, and then 2nd, 3rd cylinders. It is possible to install the cover of the RV gears from UMZ 4213 (they say it should fit) with a standard mount for DPKV.

To fix the ignition coils, you can find a valve cover from UMZ 4213 (I did not find it) or make the mount yourself. For this, 4 pieces of long M6 bolts with a length of 100 mm, washers-nuts and two plates with holes were purchased.

Figure: 11, 12

To prevent the coil from popping out from under the plates, the edges were bent.

Figure: 13, 14, 15

Coils can be placed directly on the valve cover. Because the donor is a loaf, then there is little upward space under the hood, so it was decided to place the coils directly on the lid, pressing them with bolts with plates. Holes, just in case, need to be drilled in the places between the rocker arms to prevent the rocker from touching the bolt head on the inside of the cover.

Figure: 16

The coils are pressed by plates with curved edges directly to the valve cover, such a fastening is quite reliable and the coil popping out from under the plate is excluded. For secure fastening, it is better to wrap the locknut as well so that the bolts do not fall down onto the cylinder head.

Figure: 17, 18, 19, 20

Placement of the short circuit under the hood and fitting of the explosive wires, which, by the way, remained standard. For 1, 4 cylinders, it is convenient to use the short circuit located behind, because the wire of the 4th cylinder is short, and the 1st is long enough, the short circuit for the 2nd, 3rd cylinders can be positioned more freely, the length of the wires is sufficient.

Figure: 21

The wiring was also modernized: firstly, the wire going to the DD was lengthened ...

Figure: 22

The wire has a shielding braid, it must be extended and made to the full length of the extended wire,

secondly, the ECU power supply scheme was changed: in the state, the computer power was turned off along with the short circuit power supply, I made the ECU power supply constant. To do this, you need to disassemble the wiring, remove excess wires, in the diagram in Fig. 3 disconnect the black wire from block 8 from valve 6 and solder both to the wire going to terminal 18 of the ECU, disconnect the ECU power wire from the pigtail and connect it to the permanent positive of the battery (I connected directly to the battery terminal, since it is closest to computer). To do this, you need to disassemble the block connected to the controller and change the circuit:

Figure: 23, 24, 25

I took the short circuit power from the standard coil resistor, connecting it to the + terminal (bypassing the resistor), soldering the "eyelet":

Figure: 26

The location of the controller is a matter of taste. In loaves, it seems to me that the optimal location will be behind the driver's seat, above the battery:

Figure: 27

To route the cable under the hood, a hole was drilled in the plate covering the engine compartment (in loaves):

Figure: 28

The wires, without additional lengthening, could not be neatly arranged, so part turned out to be longer, part shorter, so everything is in sight, neat people can get confused, I don't care ...

Figure: 29

I also fixed the MAP directly on the wiring, the sensor is not heavy, so it won't go anywhere, the same hose is connected to it that goes from the carburetor to the vacuum regulator of the distributor.

In the picture below you can see a new hood loop, the old ones had to be cut off, because one of them touched the ignition coil.