Yes mine does.

I recall the plug gap recommendations were included in instructions with the Pertronix I module I installed. Even with the Igniter coil, they said to use the standard .032 gap.

Just set it at .040 and forget it.

Interestingly enough, I checked on the NGK website and they suggested that for high compression and forced induction engines REDUCING the plug gap to make it easier to ignite the denser fuel air charge. I also was looking at the old "Performance American Style" and it suggest using the Mallory system and gapping the plugs to .028".  Bear in mind that this system is probably similar in spark energy to a lower end electronic system. 

gwryder wrote: I put a Petronix II with a Flame Thrower coil (1.5 ohm). I wired 12 volts direct to the coil and regapped the plugs to .040. I didn't notice any difference in power. I think I could go with more gap, but .005 increase was enough for a start.

GMs HEI had gaps as large as .080 at one time.  This was an EGR-polluted, lean-fuel-mixture emissions engine.  This was not a performance engine.

Even so, the .080 gaps would cook the in-cap coils, overheat the high-resistance carbon button between the coil and the rotor, melt the distributor cap, and cause all sorts of evil.

Keep in mind that the GM system was "High Energy" because they ran on battery voltage (which means ~14+ volts when the alternator was charging) and the coil primary resistance was about half-an-ohm.  If you are using a ballast resistor, OR a coil with more than half-an-ohm of primary resistance, you won't have the sort of "fire-power" that the GM HEI has.  With an "real" HEI, I don't use a gap of more than .045.  I wouldn't go that wide if the coil has higher resistance, or runs with lower voltage.

FuzzFace2 wrote: the big one is the module! When GM first came out with HEI the plugs were gaped at something like 70 IIRC. They would go thru modules all the time till they found the cause and closed up the plug gap.

The large spark gap caused problems with the coil, cap, carbon button, and rotor.  The modules were fried by the damaged ignition coils.  The very early GM modules had some problems achieving sufficient RPM for performance use.  The later module, including the one sold today, are much superior.