High energy ignition
High energy ignition, also known as H.E.I., is an electronic ignition system designed by Delco-Remy Division of General Motors and introduced by General Motors in January/February 1974 and in all Camaro Z28's around May 1974; on the Camaro Z28 Special High Performance engines only. 3123 units were factory installed. It was used on all engines in 1975 through the mid-1980s. There were many design variations over the years and provisions for computer controls were added for some applications starting in the late 70's. A predecessor system was optional on Pontiacs as "code 704 UPC K65 unitized ignition system" for the 1972-73 model year.
HEI is characterised by the incorporation of the ignition coil built into the distributor cap for most applications. The system consists of a control module and a magnetic pickup mounted in the distributor. This eliminates ignition points and the coil wire. The control module basically performs the same function as the breaker points in a points and condenser system.
There are three basic types of HEI control modules, the four-pin, five-pin, and seven-pin modules. The four-pin module was used on conventional carbureted engines and uses conventional mechanical timing controls (vacuum and centrifugal advance mechanisms). The five-pin module was introduced in 1978 and was an early attempt at electronic timing control. The five-pin module contains a provision for connecting a knock sensor. The seven-pin module is used on early computer-controlled engines. The seven-pin module contains no mechanical timing control mechanisms as the computer controls ignition timing. Late 1980's GM cars and trucks used a slim distributor cap HEI with a separate ignition coil on throttle body injection equipped engines. These distributors were not stand-alone units because they did not contain mechanical timing controls.
HEI distributors are a popular swap on older GM cars originally equipped with points and condenser type ignition systems. The HEI system produces a more powerful spark, which allows for a wider spark plug gap. This ignites the fuel quicker, resulting in faster, more reliable starting and a more powerful burn.
The HEI setup has also become a popular swap into other models of vehicles that did not originally come with an HEI ignition.
Add-on ignition spark amplifiers allow for the conversion of a HEI Distributor system to a VHEI or Very High Energy Ignition system further increasing the net output energy of a HEI spark. A well-tuned HEI can produce up to 40,000 volts, compared to about 18,000 volts for the points system. Another reason for this is the self-contained plug-and-play nature of these systems. All the system needs is an ignition switch controlled 12 volt source that is live in both the "crank" and "run" positions.
To wire the system, the ballast resistor unit (early vehicles) or ballast resistor wire feeding the points-type coil needs to be bypassed with regular copper wire. This is because the points system used this resistor to reduce the voltage to the coil to around 9 volts while the ignition switch is in the "run" position to prevent overheating the points. The points system has a "bypass" wire from the ignition switch or the starter solenoid to deliver full battery voltage to the coil during cranking. The HEI system needs the full battery voltage at all times to work its best. One common hookup method is to replace the ballast resistor or wire with a normal copper wire and attach both wires to the HEI's power input terminal. This ensures the HEI receives full power while running.
The choice in HEI system type is vitally important based on the engine it will be used with. Each GM division had its own engine design. Thus, a Chevrolet ignition may not be identical to an Oldsmobile, Pontiac, Buick, or Cadillac engine. Typically, the ignition system compatibility followed the engine size. Most GM engines (of the same size) between 1974 and 1988 used a similar distributor ignition system. The module type is important as well. For non-computer controlled carburetor engines, the 4-pin unit is used since it uses mechanical timing controls (vacuum and centrifugal advance). The 5-pin module is like the 4-pin, with an added knock/detonation sensor input to the module so the ignition could be deliberately retarded and the power output dropped to the spark plug to aid disruption of the knock condition. The 7-pin module is designed for computer timing controls. It incorporates 2 magnetic signals from the pickup sensor, and 3 signals shared with the ECM engine control module), while the remaining 2 pins provide signal and power to the coil. Normally the 7 pin is not used on non-computerized engines since it does not contain mechanical timing controls, but some early designs used a seven-pin distributor module in conjunction with mechanical and vacuum advance in the distributor body, so the seven-pin module would be backward compatible.