Car Has A Severe Pinging Problem .Have Timing Retarded 2 Deg Below Stock Setting >Replaced Ing Module Pick up Coil Dis Modual .Tp Sensor . Temp Senser Map Sensor Pulled Egr Vaccume & Plugged O2 Sensor New Ing Coil Car Ping's At Low Rpm & Under Load @ Heavy Trottle And Sets Engine Light On For Dis Modual Code ????? Help !!!

Carburetor or in fuel injection ?

Insert each wire on the proper terminal of the ignition coil. Ensure that the coil boots are fully seated and both locking tabs are engaged. The terminals are identified on the ignition coils. Install wires as shown in the illustration. The 2.3L firing order is 1-3-4-2 for both ignition coil assemblies.

Distributorless Ignition System In the distributorless ignition system (DIS), all engine timing and spark distribution is handled electronically with no moving parts. This system has fewer parts that require replacement and provides a more accurately timed spark. During basic operation, the EEC-IV determines the ignition timing required by the engine and a DIS module determines which ignition coil to fire.

Components
The distributorless ignition system (DIS) for the 2.3L twin spark plug engine consists of the following components:

• Crankshaft timing sensor
• DIS module
• Two ignition coil packs
• Spark angle portion of EEC-IV

Crankshaft Timing Sensor
The crankshaft timing sensor is a dual hall effect magnetic switch, which is actuated by the dual vane cup on the crankshaft pulley hub assembly. This sensor generates two separate signals, PIP (profile ignition pick-up) and CID (cylinder identification). The PIP signal provides base timing and RPM information, while the CID signal is used to synchronize the ignition coils. Initial timing (base timing) is set at 10 degrees BTDC and is not adjustable. Ignition Coil Packs
Two ignition coil packs are used for the 2.3L dual plug engine. The two ignition coil packs are triggered by the DIS module and are timed by the EEC-IV. Each coil pack contains two separate ignition coils for a total of four ignition coils. Each ignition coil fires two spark plugs simultaneously, one spark plug on the compression stroke and one on the exhaust stroke. The spark plug fired on the exhaust stroke uses very little of the ignition coils, stored energy, and the majority of the ignition coils, energy is used by the spark plug on the compression stroke. Since these two spark plugs are connected in series, the firing voltage of one spark plug will be negative with respect to ground, while the other will be positive with respect to ground. Refer to thePowertrain Control/Emissions Diagnosis Manual for additional information on spark plug polarity. DIS Module
The main function of the DIS module is to switch between ignition coils and trigger the coils to spark. The DIS ignition module receives the PIP and CID signals from the crankshaft timing sensor, and the SPOUT (spark out) signal from the EEC-IV module. During normal operation, PIP is passed on to the EEC-IV module and provides base timing and RPM information. The CID signal provides the DIS ignition module with the information required to switch between the coils for cylinders 1 and 4 and the coils for cylinders 2 and 3. The SPOUT signal (from the EEC-IV) contains the optimum spark timing and dwell time information. The dwell time is controlled or varied by varying the duty cycle (duration) of the SPOUT signal. This feature is called CCD (computer controlled dwell). Therefore, with the proper inputs of PIP, CID and SPOUT the DIS ignition module turns the ignition coils on and off in the proper sequence for spark control. CID is also sent to the EEC-IV micro-processor to allow for Bank to Bank fuel control. Failure Mode Effects Management
During some DIS system faults, the Failure Mode Effects Management (FMEM) portion of the DIS ignition module will maintain vehicle operation. If the DIS ignition module does not receive the SPOUT input, it will automatically turn the ignition coils on and off using the PIP signal. However, this will result in fixed spark timing (ten degrees BTDC) and a fixed dwell time (no CCD). If the DIS ignition module does not receive the CID input during engine cranking, random coil synchronization will be attempted by the module. Therefore, several start attempts (cycling the ignition from OFF to START) may be required to start the engine. If the DIS module loses CID input while engine is running, the module will remember the proper firing sequence and continue to fire to maintain engine operation. Dual Plug Inhibit
Dual Plug Inhibit (DPI) is a function of the EEC-IV that is only used when the vehicle is being started at temperatures -7° C (20° F) and below. During engine cranking, the EEC-IV will only fire the spark plugs on the right hand side of the engine. When the engine has started, the EEC-IV will send a signal to the DIS module to start normal dual plug operation. Ignition Diagnostic Monitor
The Ignition Diagnostic Monitor (IDM) is a function of the DIS module. The DIS module sends information on system failures to the EEC-IV which stores the information for diagnostic self test. The IDM signal also is used to drive the vehicle instrument tachometer, and test tachometer for system

Coil packs are replaced not repaired if found to be defective. --- DISTRIBUTORLESS IGNITION SYSTEMS Starting in 1987, some models came with engines equipped with a Computer Controlled Coil Ignition (C3I) or Distributorless Ignition System (DIS). Fig. 1: Triggering system used on the C3I fast start system
Fig. 2: Electrical schematic on C3I ignition system Both DIS and C3I system consists of the coil pack, ignition module, crankshaft sensor, interrupter rings and ignition control module (ICM). All components are serviced as complete assemblies, although individual coils are available for Type 2 coil packs. Since the ICM controls the ignition timing, no timing adjustments are necessary or possible. Fig. 3: Wiring schematic used on the C3I ignition system Fig. 4: Notch effect on the output signal used on the crankshaft sensor

Hi! You may want to replace the distributor coil and distributor cap. They may be worn thats why you can't get the timing right. Hope this helps and thank you for using FixYa!

Check the connection to the ignition module and the module it self. The other thing to keep in mind is the crank and cam shaft sensor's. if the sensor's are bad, the ecm will not know when to activate the coils to the right spark plugs from the module. 
So I suspect the coil assembly is the problem. This car has what is called the DIS, Direct Ignition System It contains 2 coils along with the ignition module. I suspect that the one coil must control plugs 1 & 4. The DIS gets a reference signal from the cam position sensor, which then in turn communicates with the ECM or computer control module. From what I''ve read below 400 rpm the DIS controls the timing and above 400 the ECM Regulates timing. Good luck and hope this helps. keep in mind the module is around $200.00 so try to do the salvage yard for around $35.00 and have it tested at like Auto Zone free of charge, and if it's bad the salvage yard will credit you or you can pick an other one. 

Good luck and and hope this helps.

Check all the emmission system components. Make sure there are no unplugged vacuum hoses, or leaking hoses, cracked hoses, brittle hoses etc. If the exhaust makes you eyse smart, it is an indication of extremely high hydrocarbon content, and it wont pass emmission. Check the timing too. An over advanced timing not only damage engine but it also make the engine produce high content of hydrocarbon. A retarded timing will burn cleaner but it makes the engine run slugish, and will make it overheat. Plus it waste gas. Check the distributor, check the ignition coil, have the ignition module tested. check the coolant temp sensor as well. One way to check the cts(coolant temp sensor) is to take it off. You need a multimeter. Heat up some water. Check the resistance of the sensor as the you heat up the water, the resistance should decrease as the water heats up. I cant give you instruction on testing an ignition module because it is a very complicated proceedure and require knowledge in electronics, but some auto parts can test them for free. You can visually check the ignition coil for cracks and all that. Also check for any loose electrical connection.

It's trial and error. If it's a stock points style ignition start with factory settings. If it's an aftermarket electronic ignition, you'll need to know how much vacuum, mechanical or electronic advance there is. Most street engines work best with around 32 to 36 degrees total advance. So you use a timing light to set basic timing at 10 to 14 degrees BTDC, and find out how much vaccum, mechanical or electronic advance there is by 4500 RPM ( it's usually best to have all the advance in by 3600 RPM for a street or strip car). Then reset idle speed and use a stopwatch to test 0 - 60 MPH times and go with what setting gives you the fastest time without pinging. Maybe even a couple more degrees retarded for street use on pump gas ( you can always bump it up a few degrees at the track or when using octane boosters).

Hello , does the pinging only happen when the car is at normal running temp , or anytime you press the accelerator? What temp is the car operating at? It may be running to hot or to lean as well. It may have a valve timing issue cause by a faulty sensor. Quinn , Arizona

check the fuel system..... pump output, then test the CFI injector .... when it quits look into the CFI unit and have someone crank-it and watch for injector spray....common for injectors to go bad....hope this helps...GL

How long has it had this spark knock? Did it come on suddenly or slowly worsen over a period of time?