the ICU uses the small signal pulses from the hall sensor, then computes the ignition timing advance based on engine operating conditions, and fires the coil.

 

Yes but im trying to figure out if both wires on the clips on the coil or just one gives it its charge to then be broken down by the hall effect. The red/white wire ends up on one terminal of the coil and the blue wire that caries the pulse from the hall sensor and leads to the icu is also attached to the blue wire on the power stage. Are both the blue and red wire from the power stage suppose to feed the coil at once is my question before i check that.

 

the blue wire to the power stage and coil is +12V power when the ignition is switched on. the red/white wire is grounded by the power stage to fire the coil.

the hall effect sensor outputs a very low level signal, which the ICU amplifies, then adjusts the timing by calculating when to fire the spark.

 

White to ground: 1.63
Blue to ground: 12.83

Ohms between coil side terminals i got down to 0.01 but for unclear reasons the resistance in the old could and new coil that was never used was to high in the tower to terminal test. I dont know why the new one is now bad.. Resistance between 1 and 4 was too high at power stage with and without coil. Not sure when 1 and 4 on power stage intercept.

Terminal 2 + ground: 0.01

 

Blue wire: 7.3 or 7.5 volts
Red wire: 12 v
Terminal 5: 002 (not 2.00)

Blue wire from old ICM was 12 but replacement ICM was 6.7 volts. Only difference between the tests run between the two ICMs.. Could not get assistance to turn crank.

Terminal 6 + 20: 0.
Brown wire connected to ground with continuity. Volt to ground was proper batt voltage.
Blue wire had same voltage grounded out by itself.

knock sensor failed with flying colors. No continuity between 12 and 13 with sensor unplugged.

Terminal 8 + ground: 8.1

All unlisted steps provided passing results.

 

Hall sensor has been retested and results are withon specifications now after finding better ground. Computer feed wire for test k18 has risen to 8.3 at max now.

 

I wonder, when you say the knock sensor test failed, did you understand the term "bridge?" This means to connect them to each other. The test isn't a test of the sensor, but a test of the cable to the sensor, which is part of your new harness, and not a likely failure. Or is it? Ignition harness replaced or just fuel harness?

Then about the coil having zero ohms between 1 and 15... I kinda gloss over that because so many newbies to multimeters either have the wrong multiplier set on ohms, have autoranging enabled, or have damaged the shunts by measuring live circuits -- or just have cheap meters which can't discriminate between a dead short and one ohm. Check the coil resistance with all the wires removed before condemning the coil on resistance. Check something of known resistance in the range of your spec to prove the meter isn't lying to you.