Diagram together with GM HEI Ignition Module Wiring Diagram. Plus, most caps have an optional wire retainer that is supplied with these caps to lock the wires in … You must retain the ballast reistor if you wish to 3. In the accompanying drawing, they are labeled Fig.1, Fig.2, Fig.3 and Fig.4. The Ignitor III Electronic Ignitionis designed for the serious performance enthusiast who demands serious power. : If you have ever built a custom turbo system for your car, it's often nessessary to reduce the advance during boost … MSD molds their most popular distributor caps in-house. When GM designed the high energy ignition (HEI), engineers combined the electronic module with a completely new design coil called an E-core or laminated core coil. Despite I like the simplicity of the HEI module. This system consists of a star-shaped wheel on the center shaft, which passes in front of a magnetic pickup. Thanks for the links! For a better experience, please enable JavaScript in your browser before proceeding. The heat sink and mounting holes are the ground for the module. The 650 is special because it came with electronic ignition from the factory (as with all of the rest of the '80s Hondas). One has 2 pins, it is used for the coil. Use a canister coil with 1.0 to 1.5 ohms resistance. An HEI module is designed to be controlled by an inductive pickup. All you need to do is replicate that voltage/sine wave characteristic with a set of points and you are good to go. Module. The points go from shorted to open in order trigger a spark. Terminal "G" is the input to the module. This means the voltage on the point go from 0 to some higher level (low to high) when a spark is to occur. There are 4 versions of the adapter circuit described here. It can also be used on any vehicle incorporating a 12-volt, negative-ground electrical system using a standard Kettering-style ignition system. Installation tips. This causes a voltage pulse to travel through the charging capacitor, which turns the coil back on. If the idea of touching wiring scares you, then read on to understand it better, and if this still isn't enough to enable you to feel comfortable doing this conversion, stop and find someone to help you. This resistance will be used during the charging of the time-out capacitor C1. Assuming the engine stops turning so the points stay closed, C1 slowly discharges through the W terminal's resistance. It will spin the tires in 2nd gear at full throttle. If, for some reason you have no spark coming from your distributor, the following will help you check and test the installation, connections, and components, of … You'll experience 5 times more spark energy than a typical points system. A-Team Performance 4-Pin Ignition Control Module Replacement for HEI Distributors Compatible with Chevy GM Oldsmobile Pontiac D1906 4.6 out of 5 stars 15 $9.99 $ 9 . In the 1970's Radio Shack had a kit you could assemble, and solder, that would use points to trigger an CD ignition box. Come join the discussion about restoration, builds, performance, modifications, classifieds, troubleshooting, maintenance, and more! GM 5 PIN HEI module pictures by turbofiat - Photobucket, Trabant 601 > Spare parts > Electrical system > Ignition, Points to Electronic Ignition Cheap & Easy - ADVrider, General Motors HEI Ignition Module For Points, VerticalScope Inc., 111 Peter, Suite 901, Toronto, Ontario, M5V 2H1, Canada. This resistance is required for the coil, not the ignition module. With a GM HEI 7-pin (and 8-pin modules), the ignition module wires you need to know about are: tach signal is a purple wire with a white trace [pin R] goes to Ampseal OPTOIN+ pin #30 (ground the Ampseal OPTOIN- pin #31 at the distributor) ; advance control signal is a white wire [pin E] goes to Ampseal pin #12; override (cranking) signal is a tan wire … Interrupting the ground path causes the coil to generate a spark. 99 To download a printable version of the text, click this. (Davis Unified Ignition) HEI Distributor (www.performancedistributors.com). Thanks for explaining how the HEI system works. It used the stock coil. If the coil-current is not interrupted by cranking the engine or shutting off the ignition switch, the time-out option interrupts the coil current automatically after about 5 seconds. When the points close, the voltage at the R2-D1 junction is zero, but D1 prevents C1 from discharging quickly. Note that the GM 8-pin HEI module is basically the same as the 7-pin, except there is one extra pin: the extra pin is 'G' and is used for a ground. If your parts guy doesn't know what that is then tell him you need an ignition module for a '78 Camaro with a 350. Therefore, a 4-cylinder KZ will require two circuits. This behavior results from the design requirements imposed by using a capacitor discharging to produce the time delay. This generates a lot of heat in the coil and some heat in the HEI module. It completes the ground path for the ignition coil. well, the GM HEI needs a small voltage 1-3 volt and it must be an AC signal.The module fires the coil on the descending voltage spike of each pulse of the magnetic pickup. Terminal "B" is the power connection for the module. Q1 grounds out the G terminal when the points open. This control voltage extends the dwell to the ignition coil during high-rpm operation. The 7 Pin HEI Module. Meanwhile, G is no longer shorted and "floats" up to a voltage level equivalent to that of W. Therefore, the ignition-coil current is "on". However, the inverter Q1 is shorting out the G terminal so there is no current through the coil. Ignitor III modules provide ignition box performance without the "box". This requires an inverter circuit between the points and the G terminal. The 8-pin module has two 'mushroom' style connectors. This option is very important and should be included if this project is to be a permanent installation on a vehicle. HEI distributors are a popular swap on older GM cars originally equipped with points and condenser type ignition systems. Rule of thumb: If you have a GM with HEI 7 or HEI 8 module, use this. Terminal "C" is the output for the module. When the voltage at G is higher than about 1.6 volts, the C terminal is grounded which completes the ignition coil's ground path. The HEI uses a pointless distributor. When C first opens, the ignition coil produces a spark. When the points are open, C1 charges quickly through R1, LED1, R2, and D1. The design in Fig. 4 also used far fewer parts than the other designs. The Ford module looks like it would require allot less components to make it work. I use the HEI together with an ordinary Standard e-core coil, used on Fords and Mazdas. In this system, it would be best to use a 3-ohm or higher coil in order to prevent excessive wear on the points during bypass operation. Most of the original modules installed in Chevrolet distributors from the mid-80s through the mid-90s shared the same solid-state design. R1 and Q1 create an inverter circuit. In order for the spark to be at the right time, G must be grounded as the points open. The HEI system produces a more powerful spark, which allows for a wider spark plug gap for surer ignition of a fuel/air mix that may not be optimal. This means C is shorted and the ignition coil has a path to ground. The other has 4 pins, and is used for the electronic timing control. A forum community dedicated to hot rod owners and enthusiasts. on gm hei This proved problematic, though, because it required the supply voltage to remain steady. Use an HEI E-core coil with low resistance or 2. The basic MSD 6A module runs about $130, and the top end, the MSD Off-Road Module is about $240.-----The GM HEI ignition, and ALL of it's clones are from a defective design to start with. Please refer to them in the following descriptions. This project is to adapt a General Motors High Energy Ignition (HEI) module to provide spark for any Kawasaki KZ motorcycle originally equipped with points. Other designs were tried in which the time delay was generated by the charging of a capacitor. This allows the coil designer to reduce the coil’s internal resistance. How To Convert A Ford Or Chrysler Ignition To GM HEI Junkyard Builder. The cycle repeats and an oscillator is formed. This project is to adapt a General Motors High Energy Ignition (HEI) module to provide spark for any Kawasaki KZ motorcycle originally equipped with points. When the voltage at G is lower than about 1.4 volts, terminal C is open. The W terminal has a very high resistance in series with it. It was first equipped on some GM cars and trucks beginning in the early seventies, and became standard equipment by the mid-seventies. However, the W terminal is used for another purpose in the time-out option of this project. I did this on my Yugo turbo and it works great. The design in Fig. Hooked it up to a Dyna coil and triggered by an XR125 pickup coil that's pulsed with a little high power refrigerator magnet embedded into an aluminum adaptor affixed over the stock points cam. It can also be used on any vehicle incorporating a 12-volt, negative-ground electrical system using … One project circuit is required for every ignition coil. If the points repeatedly open and close quickly, as in normal running, C1 never has time to fully discharge, but is fully charged every time the points open. There are several different types of HEI modules. It takes about 5 seconds for C1 to discharge to 1.4 volts. He did complain about the GM HEI switching modules though. The E-core cools the windings more efficiently because the coils are exposed to the air. Yugos, Fiats, and Trabants! Oct 29, 2013. In order to interrupt the coil current at C, G must be forced to go "low", by grounding it. well, the GM HEI needs a small voltage 1-3 volt and it must be an AC signal.The module fires the coil on the descending voltage spike of each pulse of the magnetic pickup. The HEI distributor is still an inductive-discharge ignition, but exchanges points for an electronic device called a module. Within the General Motors supply system, the choice in HEI system type was important based on the engine that it was used in. Starts every time and run like a clock! This mimics the operation of the circuits in Figures 1 through 3, while the engine is running. The time-out option is implemented through the use of the internal components in the W terminal, though the components were not intended for this use. There is very little current in the inverter/points circuit so low-power devices will suffice for Q1 and R1. This cap is injection molded from DuPont Rynite material and features spark plug-style terminals. The HEI and TFI are basically the same thing but the HEI has the proper input for a magnetic pickup distributor. I am very satisfied with my installation on the Slant Six engine in my Dodge Aspen Wagon, instead of the stock Mopar unit that uses a ballast resistor. This is akin to the breakers opening. The purpose of the "time-out" option is to prevent the ignition coil from overheating when the ignition switch is turned "on" with the points closed but with the engine not running. This outboard has a distributor under the flywheel. Many parts stores can test the HEI ignition module at no charge. You deserve an award for keeping those things running. If that isn't possible, another way is to replace the module with a known good module. You can also use points to trigger it and with an additional bypass circuit have the piece of mind of going back to stock point/condenser/coil with the flip of a switch. The control module basically performs the same function as the breaker points in a points and condenser system. Number 1 plug wire should be at the front of the distributor just to the driver’s side of centerline. The factory reluctors are required to make this work optimally. The signal from the points must be inverted to operate the HEI correctly. The GM HEI 7 and 8 pin modules are simple to work with. Jseabolt, there are two different actions going on when using an electronic distributor vs a points distributor. If the idea of removing and installing a distributor terrifies you or is something that you believe is beyond your abilities, then stop right now and go find someone to help you do this swap. If I use a GM HEI ignition module, can I remove my ballast resistor? It should be noted that electrically the 7 and 8 pin modules are pretty much the same, the difference being the 8 pin module has an extra pin, G, which is simply an extra ground. JavaScript is disabled. The original equipment GM ignition control module can go a long way before it leaves you high and dry. General Motors developed the High Energy Ignition, also known as the HEI system. 4 does not have this problem since the capacitor is not affected by supply voltage as it discharges. It did away with the conventional points and condenser and used a magnetic pickup. This puts supply voltage onto C1 and thus W is also at the supply voltage level. This produces a single spark. When I say high and dry I'm talking about a vehicle that cranks around, but will not fire up. HEI Modules: 1. If you have a mechanical regulator (stock on pre-71), you may have problems with burnt out HEI modules. As far as I can tell the old 4-pin GM HEI modules … The control module switches the flow of current to the coil courtesy of the black, red and tan wires pictured in the foreground of the accompanying photo. The one used here is the 4-terminal type. The High Energy Ignition (HEI) used on most General Motors products prior to the use of fuel injection was a hall effect type of distributor. Fact is stranger than Fiction This means if the power is turned on while the points are closed, there will be no spark the first time the points open. ... it's really easy to convert to a standard four-pin GM HEI module. In order to prevent damage from this condition, a "time-out" option has been devised. The terminals offer improved locking connections and the Rynite material is extremely strong with excellent dielectric properties. First of all, BIG THANKS to whoever mentioned using the 5 pin HEI module as a cheap alternative to an MSD system. Wiring for Typical Points Ignition System. I wasn't sure. Thus, for the module to charge and then collapse the coil, it needs to receive a signal from the pick-up coil. Normal operation will resume as soon as the engine is cranked over. I think there were reasons for the complaint: 2. The HEI’s control module accomplishes the same task that points perfom in an older-style ignition. In effect, C1 stays charged at supply voltage and, thus, W stays at supply voltage. David Vizard did some testing on the old-style V8 HEI mechanical advance distributors, and in Chevy Small Blocks on a Budget reported no problems with the magnetic pickups out past 6000 rpm.

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