The ignition-coil's Pin 2 is tide to the supply voltage >12v and Pin 1 is therefore negatively triggered through the PCM. To check if each coil gets its trigger (ground-signal), use a test-lamp across its terminals and crack engine, test-lamp should go on and off, before doing this however, you should depressurize your fuel system and have let your engine run dry thoroughly! Cover the manifold intakes and don't let anything fall inside! First check if all coils have their deserved voltage supply, +10.5V or more and that their resistances lay in their parameters, then do the above. These coils have a very low primary resistance, so, they'll suck a lot of power for a few milli-seconds. (10-20amps). If there is no pulsation (test-lamp doesn't glow at all), check the cable and cable harness connections (corrosion (voltage drop), open circuit) to the PCM. If the test-lamp always glows, pin 1 is being grounded, shorted to the chassis or the PCM's ignition transistors have a short. All coil tests should show the same illumination, if not, we have a voltage drop somewhere in the lines, plus cable to pin 2 or minus pin 1 to the PCM. The best way to check a cable harness and its connections is through a voltage drop test. I'am going to explain that here, may be somewhere else.

Note of caution again!
If you are using the ignition-coil and injector driver, the out going signal can be very strong, so, that the inner isolation of an ignition-coil can be permanently damaged, when the impulse energy is turn to high. Sparks of about 30mm (about 40KV at atmosphere) are achievable, depends upon what kind of ignition-coil is used. Most all ignition-coils die through shot-through insulation either internal or external (atmosphere leaks through), to a lesser extent shorted windings. When the spark encounters high, hot internal combustion pressure, the spark has to overcome a very high resistance (pressure, high combustion temperature, mixture lean or rich and some other odds) at its gap with a very high voltage at a very high speed. When the encountered resistance is higher than the insulation resistance of a damaged ignition-coil, the very high voltage always uses the easiest way to let part or all of its energy off, so a usable spark of about 30KV to 50KV can't be reached when the engine is under high stress. We have combustion pressures of about 10bar to 20bar. Ionizing an arc-path at atmosphere is easier then when it is in a chamber with a hot compressed fuel mixture in it. At atmosphere we need about 3.3KV/mm to ionize the spark-gap. A spark-gap in today’s modern engines can be as wide as 1mm - 2mm. So, we can say that at 10bar combustion pressure and to ionize a spark-gap of 1mm we need about 5x the voltage at atmosphere which is 16.5KV. Than the insulating material, both windings and outer casing rapidly lose their high resistance, (cold 20°C >10GOhm to 50-100MOhm at 80°C) when temperature rises. So, what do we conclude out of this? Ignition-coils should be checked at their maximum allowable working temperature (data-sheet).

Here's my ignition-coil (EEE03A, XW4U-12A366-AC)
Primary: 0.5 - 1ohm
Secondary: Resistance not measurable due to HV diodes, though, HV diodes can be tested (blocking direction test), adjust your multimeter to +20V, connect multimeter com lead to your car battery minus, connect multimeter plus lead to ignition-coil spark-plug connector and one of the primary connections to battery plus. Multimeter should read no voltage. If you have a voltage indication, the diode has a short circuit.

Reverse the connections on the ignition-coil (foreword direction test), a battery voltage of (minus X multiples of forward voltage drop) should readable. If not the circuit is open (diode or winding)

A short tutorial: When the ignition-spark encounters high, hot internal combustion pressure, the spark has to overcome a very high resistance (pressure, high combustion temperature, mixture lean or rich and some other odds too) at its gap with a very high voltage at a very high speed, charge and discharge about 5ms. When the encountered resistance (ionization-path) is higher than the insulation resistance of a damaged ignition-coil (atmosphere leaks through the old cracky damaged resin insulation of the secondary wire or wet and damp spark-plug holes), the very high voltage will always use the easiest way to unload part or all of its energy, so a usable spark of about 30KV to 40KV can't be reached when the engine is under high stress. We have combustion pressures of about 10bar to 20bar. Ionizing an arc-path at atmosphere is easier as when it is in a chamber with a hot compressed fuel mixture in it. At atmosphere we need about 3.3KV/mm to ionize the spark-gap. A spark-gap in today’s modern engines can be as wide as 1mm - 2mm. So, we can say that at 10bar combustion pressure and to ionize a spark-gap of 1mm we need about 5x the voltage at atmosphere which is 16.5KV. Than the insulating material, both windings and outer casing rapidly lose their high resistance, (cold 20°C >10GOhm to 50-100MOhm at 80°C) when temperature rises. So, what do we conclude out of this? Ignition-coils should be checked at their maximum allowable working temperature (data-sheet).