G072 General Motors Reference

Subject: High-energy ignition (HEI) system tests

Symptom: Code 42, loss of power, no-start condition with no spark
Source: General Motors service procedures
This reference contains a variety tests for the following HEI components:
Electronic spark timing (EST)
Ignition coil
Pickup coil
Hall-effect switch
The problems discussed in this reference can cause several symptoms, either singularly or in
combination. Some may a no-start condition, some cause the engine to die but allow it to
restart, others interrupt electronic spark timing so the engine runs on base ignition timing.

Electronic Spark Timing (EST) And Code 42 Tests

Code 42 for a problem in the EST system should set under any of the following conditions:
An open or grounded bypass line
An open EST line
A grounded EST lineThis may or may not set code 42. A grounded EST line causes the
engine to die. The engine then does not start, or it starts and dies.
An open or grounded set timing connector (bypass line)
A PROM not fully seated in the socket in the ECM
A 1981 HEI module installed in a later-model vehicle
Code 42 is not 100 percent certain, however, and it may not occur for some of these faults.
Refer to Figure G072-1 and Figure G072-2 for circuit diagrams.

Figure G072-1

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Figure G072-2

EST Quick Test

There are 2 ways to do a quick test and check if the ECM is controlling EST ignition timing.
On most engines, use the ScannerFIELD SERVICE functional test. With the engine
running at about 2000 rpm in park or neutral, enter the FIELD SERVICE test. Engine speed
should drop as the ECM changes timing to a fixed setting. This indicates that the ECM has
control of the electronic spark timing function.
This FIELD SERVICE test does not work on all vehicles, however. If timing does not change
when you enter FIELD SERVICE, check the ECM timing control.

z To check the ECM timing control:

1. Check the vehicle emission control information (VECI) decal on the vehicle for the timing
procedure and locate the set-timing connector that must be disconnected to test timing.
2. With the engine running at idle in closed loop, disconnect the set-timing connector. Engine
rpm should change. Opening the connector also sets a hard code 42 in ECM memory.
3. Turn off the ignition and reconnect the set-timing connector.
4. Clear code 42 from ECM memory.
5. Restart the engine.
If rpm does not change with either, or both, of these quick tests, follow GM diagnostic
procedures to troubleshoot the EST system.

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EST In Direct Ignition Systems

The C3I direct ignition system used on Buick-built V6 engines fixes timing at 10 btdc when
operating in bypass, or module, mode. The ECM does not control timing advance in this
mode. The DIS and IDI systems used on 4-cylinder and Chevrolet-built V6 engines do
provide spark advance when operating in bypass mode. Table G072-1 summarizes the timing
control functions for direct ignition systems. See Reference G015 for more DIS information.
Table G072-1 Timing control functions

Engine Year Base Timing Bypass Mode

2.0L L4 All 6
198788 0
2.3L L4 Yes
198990 15
2.5L L4 0
3.0L V6
3.8L V6
10 No
3300 V6 All
3800 V6
2.8L V6
0 Yes
3.1L V6

EST With ESC

The electronic spark control (ESC) systems on some 198082 engines have a separate ESC
controller (Figure G072-3). The ESC controller retards timing when the detonation sensor
senses pinging or knock. The EST line runs through the controller, between the ignition
module and the ECM, and ESC controller failure may cause a no-spark condition. To test for
this problem, disconnect the controller and jump pin J to pin G in the harness connector. If the
coil then fires and the engine starts, the controller may be bad. See References G005 and
G030 for more information on intermittent problems.

Figure G072-3

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Pickup Coil And Pole Piece Checks

There are 21 different pole pieces are available for HEI distributor pickup coils. Be sure the
correct one is installed. Include these checks when installing a new pickup coil assembly:
Place the tops of the two pickup assemblies, new and old, against each other. The
magnets should repel each other, they definitely should not attract each other. If they do,
suspect a misidentified replacement pickup or the purchase of the wrong part number.
Lay the pickup connector leads out with the notches in the connector up (Figure G072-4).
If the leads on the old pickup are parallel from the pole piece to the connector, the leads
on the new one should be parallel. If the leads on the old pickup are crossed from the pole
piece to the connector, the leads on the new one should be crossed.

Figure G072-4

Do not loosen or remove the three screws that hold the pole piece core to the bottom frame.
Alignment between the pole piece and the timer core teeth is critical.
Remember, the distributor shaft and gear must be removed to remove the pickup assembly.
Be aware that some aftermarket pickups may have a different signal rise time than OEM
pickups. This can affect dwell time and cause inadequate ignition under some conditions.

Hall-Effect Switch Test

Many GM HEI distributors use a Hall-effect switch to provide cylinder reference signals. Most
Hall-effect switches can be tested by connecting a 12-volt battery across the positive (+) and
negative () source voltage terminals of the switch, and a voltmeter across the signal and the
negative terminals (Figure G072-5). Then insert a knife blade or a steel feeler gauge between
the magnet and the Hall-effect switch.
Voltmeter readings for a good switch should be:
Without knife blade or feeler gauge, reading should be less than 0.5 volt
With knife blade or feeler gauge inserted and touching the magnet, reading should be
within 0.5 volt of battery voltage

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Figure G072-5

Ignition Module Test

You can test the ability of an ignition module to respond to a pickup signal and switch the coil
primary circuit.

z To test:
1. Connect an HEI spark tester (GM part ST125, or equivalent) in one of two ways:
a. For an integral coil (coil in distributor cap), cut a spark plug boot and install it on the
tester. Connect the tester to the coil as shown in Figure G072-6 and attach the tester
clamp to ground.
b. For a remote coil, connect the tester to the coil center terminal with a spark plug cable
and attach the tester clamp to ground.

Figure G072-6

2. Connect a test lamp to battery positive (+) or to a voltage source of 1.5 to 8.0 volts.
3. Disconnect the pickup coil leads from the module, leave all other leads connected.

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4. Connect a voltmeter (set to 20 or 40 dc) to the distributor TACH terminal (Figure G072-3).
5. Turn the ignition on and briefly touch the test lamp to the module terminal P for 3 seconds
or less (Figure G072-2 or Figure G072-3).
6. Note the voltmeter reading. It should drop about 7 to 9 volts below battery voltage. If not,
the coil may be open or the module may be defective.
7. If the voltmeter reading drops as specified, check the spark tester for spark while
repeatedly touching the P terminal with the test light. If the tester does not spark, the coil
probably is bad. If the tester sparks repeatedly, the pickup coil may be defective. If the
pickup coil does not have a P terminal, use the L or H terminal.

Pickup Coil Tests

z To test magnetic pickup coils in HEI distributors:
1. Remove the distributor cap and disconnect the pickup coil leads from the ignition module.
2. Connect an ohmmeter as shown for test point 1 (Figure G072-7). It should show infinite
resistance. Continuity or low-resistance indicates a grounded pickup coil.

Figure G072-7

3. Connect the ohmmeter across the pickup coil leads as shown for test point 2
(Figure G072-7). Resistance should be steady from 500 to 1500 ohms. High resistance
indicates an open coil and low readings a shorted coil. Wiggle the leads to check for
intermittent wiring problems.
4. To check the pickup coil signal voltage, connect a voltmeter (set on the low ac scale)
across the pickup coil leads and crank the engine. Readings should by more than 300
millivolts (0.3 volt) with the engine at normal cranking speed.

Coil Resistance Tests

Test HEI coil primary and secondary windings for open and short circuits as outlined below.

z To test integral coils:

1. Connect an ohmmeter as shown for test point 1 to measure primary resistance
(Figure G072-8). It should be 0 to 2 ohms.
2. Set the ohmmeter on the high scale and connect it for test point 2:

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a. Measure between the cap button and the ground terminal.

b. Measure between the cap button and the tach terminal
3. Replace the coil if both readings are infinite or do not match specifications, which vary for
different years and models.
All 1978 and later integral HEI coils have a coil ground strap with a terminal attached to the
distributor connector (Figure G072-9). The other end of the ground strap attaches to one of
the mounting screws. Be sure the ground strap is installed correctly when replacing a coil.

Figure G072-8 Figure G072-9

z To test remote coils:

Refer to Figure G072-10 and Figure G072-11 on page G151.
1. Set the ohmmeter on the high scale and connect it for test point 1 to check for a grounded
coil. There should be infinite resistance.
2. Set the ohmmeter on the low scale, connect it for test point 2, and measure primary
resistance. Primary resistance should be 0 to 1 ohm.
3. Set the ohmmeter on the high scale and connect it for test point 3 to check secondary
resistance. Replace the coil if the reading is infinite or does not match specifications,
which varies by year and model.

NOTE:
i Note that the terminal specified in Figure G072-11 for late-model remote coils has been
subject to internal connection problems. Wiggle the terminal while checking resistance if you
suspect an intermittent secondary winding problem.

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Figure G072-10 Figure G072-11

Figure G072-12

z To test Opti-spark and high value ignition system coils:

1. Disconnect the distributor lead and wiring from the ignition coil.
2. Connect a digital multimeter (DMM) or ohmmeter as shown in Figure G072-12 step 1. The
reading should be infinite. If not, replace the coil.
3. Connect the DMM or ohmmeter as shown in Figure G072-12 step 2. It should read about
0.1 ohms; if not, replace the coil.
4. Connect the DMM or ohmmeter as shown in Figure G072-12 step 3. If the meter does not
display 5k to 25k ohms, replace the coil.

G151