Code
P2322
Generic
P — Powertrain
Ignition Coil H Primary Control Circuit High
AI status
Completed
Completed
100%
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
- Retrieve all DTCs and freeze-frame data; note engine rpm, battery voltage, and load at fault occurrence
- Visually inspect coil H connector, wiring, and PCM connector for damage, corrosion, bent pins, or water entry
- 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)
- Measure coil H primary resistance with engine off and compare to specification; replace coil if out of range or open
- Perform a wiggle test on harness/connector while monitoring live data; look for intermittent changes or MIL activation
- Swap coil H with another cylinder’s coil; if the code moves to the other cylinder, replace the coil
- 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
- 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
- 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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