OBD-II Code
P2307
Severity
Not yet reviewed
Nobody on our side has assessed this code yet, so we are not going to guess at how serious it is.
Can you drive it
We cannot say
Treat it as unknown until a shop reads it with live data. If the check-engine light is FLASHING, stop driving as soon as it is safe to — that means an active misfire, whatever the code.
Indicative cost (USD)
$40–$400
From this code's diagnostic notes. Varies by vehicle, diagnosis, parts, and local labor. This is not a repair quote.
$40 (single coil DIY) to $400 (full set on a V8).
P2307 means the PCM detected a high-voltage condition on the primary control circuit of ignition coil C — the IGT command line is reading higher than the expected 0-5V (or 0-12V) reference, the coil's internal driver is failing to pull the line to ground when commanded, or the PCM's current-sense feedback never sees the expected 5-15A primary current ramp during the 2-6 ms dwell.
How a shop works this
Work from evidence to part, not the other way round. A code names a circuit or a symptom; it does not name the part that failed.
Note every code that is set, not just this one.
Codes that appear together usually narrow the cause faster than any one of them read alone.
Read the freeze frame — the conditions the fault was recorded under.
Cold or warm, idle or load, road speed and engine speed. A fault that only appears cold is a different fault from one that only appears under load, even with the same code on the scanner.
Confirm the fault is current rather than history.
Clear the code and see whether it returns under those same conditions. A code that does not come back may have been logged during a repair, a flat battery, or a bad connection that has since been disturbed.
Then follow the diagnostic notes further down this page, in the order they are written.
They are written in the order a shop works this code, cheapest checks first. Where they name a component, inspect its wiring and connector before replacing it.
If the code comes back after a repair, the underlying fault is still there. That is the point to bring in a scanner with live data and freeze-frame, or a shop that has one.
Common symptoms
- Check engine light
Read the full diagnostic procedureP2307 means the PCM detected a high-voltage condition on the primary control circuit of ignition coil C — the IGT command line is reading higher than…
P2307 means the PCM detected a high-voltage condition on the primary control circuit of ignition coil C — the IGT command line is reading higher than the expected 0-5V (or 0-12V) reference, the coil's internal driver is failing to pull the line to ground when commanded, or the PCM's current-sense feedback never sees the expected 5-15A primary current ramp during the 2-6 ms dwell.
Cheapest-first ladder
- Visually inspect the coil C connector for backed-out pins, green corrosion, and a chafed wire shorted to a 12V source — a pinched wire rubbed through to a 12V circuit is a textbook P2307 cause.
- Ohm the primary winding pin-to-pin — 0.4-1.5 ohms normal; an open primary (OL) often presents as P2307 because the PCM sees the IGT line stuck high with no current flowing.
- Scope the IGT trigger pulse — expect a clean 0-5V (or 0-12V) square wave with 2-6 ms dwell; if the trigger pulse is present but the line never collapses to ground, the coil's internal driver transistor is open-failed.
- On platforms with an external ignition module, verify the module's ground and current-feedback signal. Expensive-misdiagnosis caveat: swap coil C with an adjacent coil and clear the code — if P2307 follows the coil to the new cylinder, it's the coil; if it stays on the original cylinder, it's the harness, connector, or PCM driver. A $40 coil swap-test saves the $80 misdiagnosis fee.
Vehicle-specific patterns2001-2007 GM LSx V8 (LS1/LS2/LS6 in Camaro SS, Corvette, GTO) sees P2307 most often from OEM coil-pack pigtail insulation cracking against the valve-…
- 2001-2007GM LSx V8 (LS1/LS2/LS6 in Camaro SS, Corvette, GTO) sees P2307 most often from OEM coil-pack pigtail insulation cracking against the valve-cover mounting bracket — repair the pigtail rather than the full harness.
- 2004-2010Ford 4.6L/5.4L 3V Triton throws P2307 when the long extension boot allows secondary spark to track back up to the primary terminals and damage the internal driver — replace the boot at every plug service.
- 2011+Ford 5.0 Coyote (Mustang GT, F-150) sees high-side primary codes from melted connectors when underhood temps run high under sustained load.
- 2007-2018Toyota 2GR-FE / 2AZ-FE rarely throws P2307 before 100K miles; failures tend to be the coil itself rather than the harness. Mercedes M271 (1.8L supercharged 4-cyl, 2003-2012 C-Class/E-Class) and M273 (5.5L V8, 2007-2014 E-Class/S-Class/CLS) coil primary failures cluster at 80-120K miles with multiple TSBs around coil-pack heat shielding on the M273. Mazda RX-8 Renesis rotary trailing/leading coil failures appear earlier (50-70K miles) from high firing frequency. Common pattern: coil C usually = cylinder 3 or 5 on most platforms but can vary — verify against the OEM wiring diagram.
Estimated repair$40 (single coil DIY) to $400 (full set on a V8).
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