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Coil-on-Plug (COP) Adapter Ford
EETM306A03
The COP adapter series uses new sensor technology and is designed to be easily indexed for accurate cylinder-to-cylinder comparison. The COP adapter also provides an engine RPM signal to the kV Module.
EETM306A03
The COP adapter series uses new sensor technology and is designed to be easily indexed for accurate cylinder-to-cylinder comparison. The COP adapter also provides an engine RPM signal to the kV Module.
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Ignition Coil --On Plug (COP)
Removal
5.4L gas vehicles
1.Remove the primary battery fuse cover on RH side for access.
2.Disconnect the bulkhead-to-upper intake manifold ground wire.
3.Disconnect the injection control sensor and the fuel temperature sensor, and position the wiring harness out of the way.
4.Disconnect the coil on plug electrical connection.
Removal
5.4L gas vehicles
1.Remove the primary battery fuse cover on RH side for access.
2.Disconnect the bulkhead-to-upper intake manifold ground wire.
3.Disconnect the injection control sensor and the fuel temperature sensor, and position the wiring harness out of the way.
4.Disconnect the coil on plug electrical connection.
7.Remove the coil on plug.
Installation
1.NOTE: Apply Silicone Brake Caliper Grease and Dielectric Compound D7AZ-19A331-A meeting Ford specification ESE-M1C171-A or equivalent to the inside of the coil boots.
1.NOTE: Apply Silicone Brake Caliper Grease and Dielectric Compound D7AZ-19A331-A meeting Ford specification ESE-M1C171-A or equivalent to the inside of the coil boots.
Many different system names pop up when discussing the coil on plug (COP) ignition technology. We may be discussing coil on plug, coil near plug (CNP) or even the double ended coil on plug (DECOP). Although terminology may vary by manufacturer, we still use a conventional spark plug and ignite the air fuel mixture just like before. I do agree that all aspects of ignition have improved over the years with the trend being short ramp and fire time, which yields longer plug life in most all cases.
So the problem with these new COP systems doesn't seem to be the understanding of the system, as it still fires the cylinder using a spark plug. The problem becomes how does the working technician find and quickly fix the problem when one or more cylinders are misfiring? Now we have some issues to discuss.
So the problem with these new COP systems doesn't seem to be the understanding of the system, as it still fires the cylinder using a spark plug. The problem becomes how does the working technician find and quickly fix the problem when one or more cylinders are misfiring? Now we have some issues to discuss.
As an intermediate step between one coil for multiple spark plugs and coil on plug systems, many vehicle manufacturers used "coil packs"
with one coil firing two spark plugs. Coil packs are often called "waste spark" systems because each coil fires both of its spark plugs at the same time. However, the spark fires on
the compression stroke in only one cylinder. In the other cylinder, the spark occurs during the exhaust stroke. The second spark is wasted
because it doesn't ignite a fuel-air mixture. The move toward individual coils for each spark plug was inevitable. Obtaining optimum engine performance requires getting the most power and least emissions from the leanest possible fuel mixture. Lean mixtures require a strong, precisely controlled spark to burn properly.
A strong spark requires high voltage.
with one coil firing two spark plugs. Coil packs are often called "waste spark" systems because each coil fires both of its spark plugs at the same time. However, the spark fires on
the compression stroke in only one cylinder. In the other cylinder, the spark occurs during the exhaust stroke. The second spark is wasted
because it doesn't ignite a fuel-air mixture. The move toward individual coils for each spark plug was inevitable. Obtaining optimum engine performance requires getting the most power and least emissions from the leanest possible fuel mixture. Lean mixtures require a strong, precisely controlled spark to burn properly.
A strong spark requires high voltage.
Ohm meters are used to test winding resistance.
FORD COILS,COIL ON PLUG
General Specifications
Torque Specifications
All vehicles
5.Disconnect the eight fuel injector electrical connectors.
6.Remove the bolts.
5.Disconnect the eight fuel injector electrical connectors.
6.Remove the bolts.
Follow the removal procedure in reverse order.
GAP BRIDGED
IDENTIFIED BY DEPOSIT BUILDUP CLOSING GAP BETWEEN ELECTRODES.
CAUSED BY OIL OR CARBON FOULING. REPLACE PLUG, OR, IF DEPOSITS ARE NOT EXCESSIVE, THE PLUG CAN BE CLEANED.
IDENTIFIED BY DEPOSIT BUILDUP CLOSING GAP BETWEEN ELECTRODES.
CAUSED BY OIL OR CARBON FOULING. REPLACE PLUG, OR, IF DEPOSITS ARE NOT EXCESSIVE, THE PLUG CAN BE CLEANED.
OIL FOULED
IDENTIFIED BY WET BLACK DEPOSITS ON THE INSULATOR SHELL BORE ELECTRODES.
CAUSED BY EXCESSIVE OIL ENTERING COMBUSTION CHAMBER THROUGH WORN RINGS AND PISTONS, EXCESSIVE CLEARANCE BETWEEN VALVE GUIDES AND STEMS, OR WORN OR LOOSE BEARINGS. CORRECT OIL PROBLEM AND REPLACE THE PLUG.
IDENTIFIED BY WET BLACK DEPOSITS ON THE INSULATOR SHELL BORE ELECTRODES.
CAUSED BY EXCESSIVE OIL ENTERING COMBUSTION CHAMBER THROUGH WORN RINGS AND PISTONS, EXCESSIVE CLEARANCE BETWEEN VALVE GUIDES AND STEMS, OR WORN OR LOOSE BEARINGS. CORRECT OIL PROBLEM AND REPLACE THE PLUG.
CARBON FOULED
IDENTIFIED BY BLACK, DRY FLUFFY CARBON DEPOSITS ON INSULATOR TIPS. EXPOSED SHELL SURFACES AND ELECTRODES.
CAUSED BY TOO COLD A PLUG, WEAK IGNITION, DIRTY AIR CLEANER, DEFECTIVE FUEL PUMP, TOO RICH A FUEL MIXTURE, IMPROPERLY OPERATING HEAT RISER OR EXCESSIVE IDLING. CAN BE CLEANED.
IDENTIFIED BY BLACK, DRY FLUFFY CARBON DEPOSITS ON INSULATOR TIPS. EXPOSED SHELL SURFACES AND ELECTRODES.
CAUSED BY TOO COLD A PLUG, WEAK IGNITION, DIRTY AIR CLEANER, DEFECTIVE FUEL PUMP, TOO RICH A FUEL MIXTURE, IMPROPERLY OPERATING HEAT RISER OR EXCESSIVE IDLING. CAN BE CLEANED.
PRE-IGNITION
IDENTIFIED BY MELTED ELECTRODES AND POSSIBLY BLISTERED INSULATOR. METALLIC DEPOSITS ON INSULATOR INDICATE ENGINE DAMAGE.
CAUSED BY WRONG TYPE OF FUEL, INCORRECT IGNITION TIMING OR ADVANCE, TOO HOT A PLUG, BURNT VALVES OR ENGINE OVERHEATING. REPLACE THE PLUG.
IDENTIFIED BY MELTED ELECTRODES AND POSSIBLY BLISTERED INSULATOR. METALLIC DEPOSITS ON INSULATOR INDICATE ENGINE DAMAGE.
CAUSED BY WRONG TYPE OF FUEL, INCORRECT IGNITION TIMING OR ADVANCE, TOO HOT A PLUG, BURNT VALVES OR ENGINE OVERHEATING. REPLACE THE PLUG.
OVERHEATING
IDENTIFIED BY A WHITE OR LIGHT GRAY INSULATOR WITH SMALL WHITE OR GRAY BROWN SPOTS AND WITH BLUISH BURNT APPEARANCE OF ELECTRODES.
CAUSED BY ENGINE OVERHEATING, WRONG TYPE OF FUEL, LOOSE SPARK PLUGS, TOO HOT A PLUG, LOW FUEL PUMP PRESSURE OR INCORRECT IGNITION TIMING. REPLACE THE PLUG.
IDENTIFIED BY A WHITE OR LIGHT GRAY INSULATOR WITH SMALL WHITE OR GRAY BROWN SPOTS AND WITH BLUISH BURNT APPEARANCE OF ELECTRODES.
CAUSED BY ENGINE OVERHEATING, WRONG TYPE OF FUEL, LOOSE SPARK PLUGS, TOO HOT A PLUG, LOW FUEL PUMP PRESSURE OR INCORRECT IGNITION TIMING. REPLACE THE PLUG.
FUSED SPOT DEPOSIT
IDENTIFIED BY MELTED OR SPOTTY DEPOSITS RESEMBLING BUBBLES OR BLISTERS.
CAUSED BY SUDDEN ACCELERATION. CAN BE CLEANED IF NOT EXCESSIVE. 0THERWISE REPLACE PLUG.
IDENTIFIED BY MELTED OR SPOTTY DEPOSITS RESEMBLING BUBBLES OR BLISTERS.
CAUSED BY SUDDEN ACCELERATION. CAN BE CLEANED IF NOT EXCESSIVE. 0THERWISE REPLACE PLUG.
NORMAL
IDENTIFIED BY LIGHT TAN OR GRAY DEPOSITS ON THE FIRING TIP.
IDENTIFIED BY LIGHT TAN OR GRAY DEPOSITS ON THE FIRING TIP.
Severe engine damage may occur if the wrong spark plug is installed. This plug specification chart is provided to show spark plug characteristics only. It is not intended for use as an application guide. Consult your owners’ manual for the proper spark plug(s) for your engine or use the engine look up feature on this site.
AutoMD is the comprehensive online automotive repair resource designed to empower car owners with the best way to repair their vehicles. www.automd.com/
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