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Home / DTC / P2322 — Ignition Coil H Primary Control Circuit High

P2322 — Ignition Coil H Primary Control Circuit High

Detailed page for trouble code P2322.

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22,491specific
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P2322

Generic P — Powertrain

Ignition Coil H Primary Control Circuit High

Brand: Generic
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or high-resistance wiring in ignition coil H control circuit
  • Short to battery voltage on the coil control lead
  • Corroded, loose or damaged connector at the coil or PCM
  • Faulty ignition coil (internal open/high resistance)
  • Faulty PCM/ignition driver module
  • Blown fuse or relay supplying coil power (if applicable)

Symptoms

  • Check Engine Light (MIL) illuminated
  • Misfire on cylinder corresponding to coil H (rough idle, hesitation)
  • Reduced engine power, poor fuel economy
  • Hard starting or no-start in severe cases
  • Intermittent misfire or stumble, often affected by vibration or moisture

What to check

  • Read and record freeze frame and DTCs; check for multiple ignition or misfire codes
  • Inspect coil H connector and wiring for corrosion, pin damage, debris, or water
  • Wiggle harness and connector while monitoring live data for changes
  • Swap coil H with another known-good coil and see if code follows the coil (isolates coil vs wiring/PCM)
  • Measure coil primary resistance against spec with meter (engine off)
  • Check supply power and ground at coil connector with key on

Signal parameters

  • Coil primary resistance (typical): ~0.3–2.0 ohms for many COP units (consult vehicle spec)
  • Coil supply voltage (key ON): battery voltage (~12–14 V)
  • Control/driver signal behavior: low-side drivers typically switch to ~0 V when commanding dwell and float to battery voltage when off
  • Expected waveform: repetitive square pulses (dwell) with duty related to RPM; pulse frequency = firing rate (check with scope)
  • High condition: control circuit near battery voltage continuously or erratic/no switching when PCM should command pulsing

Diagnostic algorithm

  1. Retrieve all DTCs and freeze-frame data; note engine rpm, battery voltage, and load at fault occurrence
  2. Visually inspect coil H connector, wiring, and PCM connector for damage, corrosion, bent pins, or water entry
  3. Confirm presence of battery voltage at coil power terminal (key ON) and a switching/control signal at the control terminal while cranking/running (use scope if available)
  4. Measure coil H primary resistance with engine off and compare to specification; replace coil if out of range or open
  5. Perform a wiggle test on harness/connector while monitoring live data; look for intermittent changes or MIL activation
  6. Swap coil H with another cylinder’s coil; if the code moves to the other cylinder, replace the coil
  7. If fault stays on coil H, backprobe the control wire at coil and at PCM to check for continuity, shorts to battery, and shorts to ground
  8. If wiring is OK, test PCM driver output: use a scope to verify switching waveform; if PCM output never switches (stays high) but wiring and coil are good, suspect PCM/ignition module
  9. Repair or replace damaged wiring/connectors, replace faulty coil, fuses, or PCM as required; clear codes and road test to verify repair

Likely causes

  • Damaged/crushed harness or pin terminal causing intermittent open
  • Corroded coil connector causing poor contact and high voltage reading
  • Failed coil driver transistor inside PCM
  • Failed ignition coil primary winding (higher-than-spec ohms or intermittent)
  • Short to battery on control wire after recent service or modification

Fault status

⚠️ Status
PCM detected ignition coil H primary control circuit voltage higher than expected (open/high). MIL set. Possible misfire on corresponding cylinder.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0 - 3.0 hours

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Code

P2322

LAND ROVER P — Powertrain

Primary control of ignition coil H - high circuit

Brand: LAND ROVER
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or high-resistance wiring in ignition coil H control circuit
  • Short to battery voltage on the coil control lead
  • Corroded, loose or damaged connector at the coil or PCM
  • Faulty ignition coil (internal open/high resistance)
  • Faulty PCM/ignition driver module
  • Blown fuse or relay supplying coil power (if applicable)

Symptoms

  • Check Engine Light (MIL) illuminated
  • Misfire on cylinder corresponding to coil H (rough idle, hesitation)
  • Reduced engine power, poor fuel economy
  • Hard starting or no-start in severe cases
  • Intermittent misfire or stumble, often affected by vibration or moisture

What to check

  • Read and record freeze frame and DTCs; check for multiple ignition or misfire codes
  • Inspect coil H connector and wiring for corrosion, pin damage, debris, or water
  • Wiggle harness and connector while monitoring live data for changes
  • Swap coil H with another known-good coil and see if code follows the coil (isolates coil vs wiring/PCM)
  • Measure coil primary resistance against spec with meter (engine off)
  • Check supply power and ground at coil connector with key on

Signal parameters

  • Coil primary resistance (typical): ~0.3–2.0 ohms for many COP units (consult vehicle spec)
  • Coil supply voltage (key ON): battery voltage (~12–14 V)
  • Control/driver signal behavior: low-side drivers typically switch to ~0 V when commanding dwell and float to battery voltage when off
  • Expected waveform: repetitive square pulses (dwell) with duty related to RPM; pulse frequency = firing rate (check with scope)
  • High condition: control circuit near battery voltage continuously or erratic/no switching when PCM should command pulsing

Diagnostic algorithm

  1. Retrieve all DTCs and freeze-frame data; note engine rpm, battery voltage, and load at fault occurrence
  2. Visually inspect coil H connector, wiring, and PCM connector for damage, corrosion, bent pins, or water entry
  3. Confirm presence of battery voltage at coil power terminal (key ON) and a switching/control signal at the control terminal while cranking/running (use scope if available)
  4. Measure coil H primary resistance with engine off and compare to specification; replace coil if out of range or open
  5. Perform a wiggle test on harness/connector while monitoring live data; look for intermittent changes or MIL activation
  6. Swap coil H with another cylinder’s coil; if the code moves to the other cylinder, replace the coil
  7. If fault stays on coil H, backprobe the control wire at coil and at PCM to check for continuity, shorts to battery, and shorts to ground
  8. If wiring is OK, test PCM driver output: use a scope to verify switching waveform; if PCM output never switches (stays high) but wiring and coil are good, suspect PCM/ignition module
  9. Repair or replace damaged wiring/connectors, replace faulty coil, fuses, or PCM as required; clear codes and road test to verify repair

Likely causes

  • Damaged/crushed harness or pin terminal causing intermittent open
  • Corroded coil connector causing poor contact and high voltage reading
  • Failed coil driver transistor inside PCM
  • Failed ignition coil primary winding (higher-than-spec ohms or intermittent)
  • Short to battery on control wire after recent service or modification

Fault status

⚠️ Status
PCM detected ignition coil H primary control circuit voltage higher than expected (open/high). MIL set. Possible misfire on corresponding cylinder.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0 - 3.0 hours

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P0358 P0351 P0352 P0353 P0354 P0355
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