,
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.
Derolds.Com
Ford Coils or Cop,s
Stop! Don't pay $25.00 to $75.00 each for your ford coils.
I have found some places you can buy a set of eight for about $90.00 dollars.
I have also included links to FORD forums. I have found a lot of help full information at these forums
Look about half way down on the right. I have included some videos about ford coils.
About half way down this page is a manual to help you with removal and installation of coils on the ford 5.4L gas engine
If you need any more help feel free to contact me and I will be happy to help if I can
I have found some places you can buy a set of eight for about $90.00 dollars.
I have also included links to FORD forums. I have found a lot of help full information at these forums
Look about half way down on the right. I have included some videos about ford coils.
About half way down this page is a manual to help you with removal and installation of coils on the ford 5.4L gas engine
If you need any more help feel free to contact me and I will be happy to help if I can
Comes with LIFETIME warranty
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Same Day Shipping if paid for before 2:00 pm PST
Many Repeat Buyers, They keep coming back
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?
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?
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.
Most "coil on plug" (one coil for each spark plug) systems are actually "coil near plug" because a short mechanical connector, or a spark plug wire connects the coil to the plug.
True coil on plug systems, with the coil mounted directly to the plug, are now being introduced on both domestic and foreign engines, including the new Vortec series
from General Motors.
True coil on plug systems, with the coil mounted directly to the plug, are now being introduced on both domestic and foreign engines, including the new Vortec series
from General Motors.
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.
CIRCUIT COMPRESSION
High-voltage circuits always risk degradation at any connection point between two parts. High voltage also will escape from its intended
circuit whenever it finds an easier path to ground because of component failure or insulation breakdown. With coil on plug, there is no high-tension lead between the coil and the distributor, no mechanical switches to
wear out, and any spark plug wires are
extremely short. The system "compresses" the secondary ignition to the minimum number of components and reduces the distance the
high-voltage circuit must travel.
circuit whenever it finds an easier path to ground because of component failure or insulation breakdown. With coil on plug, there is no high-tension lead between the coil and the distributor, no mechanical switches to
wear out, and any spark plug wires are
extremely short. The system "compresses" the secondary ignition to the minimum number of components and reduces the distance the
high-voltage circuit must travel.
COIL WORKS
Coils work on the principle of induced
voltage. When electricity flows through a wire, it generates a magnetic field outside the wire.
On the other hand, when a magnetic field moves across a wire, it induces an electrical current in the wire.
Inside of any coil, there are two sets of windings. These are the primary and the secondary windings.
Both windings are made of insulated copper wire, although the windings are next to each other, there is no direct connection between
the windings. Both windings are wrapped around a silica steel core at the center of the coil. This helps create an improved magnetic
field that dramatically enhances ignition coil performance.
The primary coil winding has about 150 turns of a heavier gauge wire. The secondary winding can have more than 10,000 turns of wire. The
secondary wire is so fine, it is smaller than the diameter of a human hair.
Coil operation starts with low-voltage current flowing through the primary windings. The ignition control module (ICM) limits the amperage flow to prevent overheating the coil.
As the electrical current flows through the primary windings, it generates a magnetic field that surrounds both the primary and
secondary windings. A signal from the ICM stops current flow in the primary winding. The instant this happens, the magnetic field
collapses. As the field collapses, it induces an electric current flow in the secondary windings. Because of the higher number of windings on
the secondary side, and the lower number of windings on the primary side, the current induced in the ignition coil has very low
amperage, but extremely high voltage.
voltage. When electricity flows through a wire, it generates a magnetic field outside the wire.
On the other hand, when a magnetic field moves across a wire, it induces an electrical current in the wire.
Inside of any coil, there are two sets of windings. These are the primary and the secondary windings.
Both windings are made of insulated copper wire, although the windings are next to each other, there is no direct connection between
the windings. Both windings are wrapped around a silica steel core at the center of the coil. This helps create an improved magnetic
field that dramatically enhances ignition coil performance.
The primary coil winding has about 150 turns of a heavier gauge wire. The secondary winding can have more than 10,000 turns of wire. The
secondary wire is so fine, it is smaller than the diameter of a human hair.
Coil operation starts with low-voltage current flowing through the primary windings. The ignition control module (ICM) limits the amperage flow to prevent overheating the coil.
As the electrical current flows through the primary windings, it generates a magnetic field that surrounds both the primary and
secondary windings. A signal from the ICM stops current flow in the primary winding. The instant this happens, the magnetic field
collapses. As the field collapses, it induces an electric current flow in the secondary windings. Because of the higher number of windings on
the secondary side, and the lower number of windings on the primary side, the current induced in the ignition coil has very low
amperage, but extremely high voltage.
Coil on Plug Ignition
In addition to better control of a high
voltage secondary, coil on plug systems allow the coils to work more efficiently. Coils require time to build the magnetic field (called dwell or coil saturation), but also become hotter the longer current is flowing in the primary windings. Multiple
coils allow more time for coil saturation, for a stronger spark, while also allowing more cooling time between firings.
voltage secondary, coil on plug systems allow the coils to work more efficiently. Coils require time to build the magnetic field (called dwell or coil saturation), but also become hotter the longer current is flowing in the primary windings. Multiple
coils allow more time for coil saturation, for a stronger spark, while also allowing more cooling time between firings.
TROUBLESHOOTING
Detailed specifications for the engine you are servicing are essential, because there are many different ignition systems using coil packs,
coil near plug or coil on plug. General Motors, for example, uses multiple coils with at least four different ignition control systems. Here
are some general troubleshooting tips that can be helpful.
coil near plug or coil on plug. General Motors, for example, uses multiple coils with at least four different ignition control systems. Here
are some general troubleshooting tips that can be helpful.
Always verify the complaint. However,
remember that no start, misfire, and engine stalling complaints can be fuel related, spark related, or both. These types of problems also cause high-hydrocarbon (HC) emissions.
remember that no start, misfire, and engine stalling complaints can be fuel related, spark related, or both. These types of problems also cause high-hydrocarbon (HC) emissions.
Check the basics. Make sure all
wiring connections are good. Look for
obvious problems like damaged wires,
corrosion, etc. Make sure the charging
system is normal. A weak charging system reduces the voltage to the primary side of the coil, which then prevents the induction of a
powerful secondary current. Although the electronic ignition system will operate with as little as 7 volts input to the primary side, the voltage should be normal system voltage (12 to 14 v) to create a strong spark.
wiring connections are good. Look for
obvious problems like damaged wires,
corrosion, etc. Make sure the charging
system is normal. A weak charging system reduces the voltage to the primary side of the coil, which then prevents the induction of a
powerful secondary current. Although the electronic ignition system will operate with as little as 7 volts input to the primary side, the voltage should be normal system voltage (12 to 14 v) to create a strong spark.
Correct all codes present before doing
additional diagnosis. Pay special attention to codes for the ICM, crankshaft position sensor
(CKP), and camshaft position sensor (CMP). Coil operation and spark timing are controlled by the ICM based on signals from the CKP and CMP.
Coils can die, but they are more likely to be murdered. If you identify a defective coil, try to determine what caused the coil failure and correct the problem. Otherwise, the replacement unit will be doomed to failure
just like the original coil. For example, a bad current limiting circuit in the
ignition control module can cause
rapid overheating and early ignition
coil failure.
additional diagnosis. Pay special attention to codes for the ICM, crankshaft position sensor
(CKP), and camshaft position sensor (CMP). Coil operation and spark timing are controlled by the ICM based on signals from the CKP and CMP.
Coils can die, but they are more likely to be murdered. If you identify a defective coil, try to determine what caused the coil failure and correct the problem. Otherwise, the replacement unit will be doomed to failure
just like the original coil. For example, a bad current limiting circuit in the
ignition control module can cause
rapid overheating and early ignition
coil failure.
If a coil is suspect, you may be able to swap it with another coil on the same engine to see if the misfire follows the suspected bad coil. If the misfire moves with the suspected coil, the
unit is bad. If the misfire stays at the same cylinder, there may be a problem with the voltage supply or trigger signal to that cylinder. However, on some engines, swapping coils may
be too time consuming. A commercial coil tester, available from many
tool suppliers, is an excellent way to test suspect coils. If the coil can generate a spark on the tester, the coil should be in good condition.
An ohm meter can also be used to test coil winding resistance. Primary-side resistance, from coil minus to coil plus, is typically between 0.3 and 1.0 ohm on electronic ignition type coils.
unit is bad. If the misfire stays at the same cylinder, there may be a problem with the voltage supply or trigger signal to that cylinder. However, on some engines, swapping coils may
be too time consuming. A commercial coil tester, available from many
tool suppliers, is an excellent way to test suspect coils. If the coil can generate a spark on the tester, the coil should be in good condition.
An ohm meter can also be used to test coil winding resistance. Primary-side resistance, from coil minus to coil plus, is typically between 0.3 and 1.0 ohm on electronic ignition type coils.
Ohm meters are used to test winding resistance.
Secondary resistance values vary widely, so consult a specifications chart for the engine you are servicing. If a spec chart isn't available,
compare secondary readings among all the coils to see if any one is higher than the others. A high resistance indicates deterioration
in the wiring. Surprisingly, a coil with high resistance may still fire the spark plug, but the voltage produced will be higher because the current must jump the open wiring in addition to jumping the spark plug gap. Although coils can generate up to 45 kV (45,000 volts), normal firing voltage is
typically 20 kV to 25 kV. Voltage levels much over 25 kV indicate an opening in the coil windings, worn plugs or a bad connection between the coil and the plug. Prolonged exposure to more than 25 kV can cause a coil
to fail by breaking down the internal
insulation or overheating the unit.
Shorted windings inside the coil can be difficult to diagnose. Just a few turns shorted together can cut maximum coil output from 45 kV to
only 10 kV. Typically, a shorted coil will produce an adequate spark under light loads, but will misfire under load or hard acceleration. A coil may operate normally when the
engine is started, but then fail after becoming heated. The engine will start and run well, but then develop an intermittent or steady misfire
in one cylinder. The engine will operate normally during low-speed operation, but misfires under load or hard acceleration, especially after the engine has been running
for a period of time. If possible, swap coils and see if the misfire follows the suspected coil. If an engine starts normally, but then develops random misfires, stalls, or has other
performance problems traced to the ignition system, and no problems are found in the secondary ignition system, check CKP and
camshaft sensors operation. Make sure all connections between the sensors and the ICM
are clean and tight.
compare secondary readings among all the coils to see if any one is higher than the others. A high resistance indicates deterioration
in the wiring. Surprisingly, a coil with high resistance may still fire the spark plug, but the voltage produced will be higher because the current must jump the open wiring in addition to jumping the spark plug gap. Although coils can generate up to 45 kV (45,000 volts), normal firing voltage is
typically 20 kV to 25 kV. Voltage levels much over 25 kV indicate an opening in the coil windings, worn plugs or a bad connection between the coil and the plug. Prolonged exposure to more than 25 kV can cause a coil
to fail by breaking down the internal
insulation or overheating the unit.
Shorted windings inside the coil can be difficult to diagnose. Just a few turns shorted together can cut maximum coil output from 45 kV to
only 10 kV. Typically, a shorted coil will produce an adequate spark under light loads, but will misfire under load or hard acceleration. A coil may operate normally when the
engine is started, but then fail after becoming heated. The engine will start and run well, but then develop an intermittent or steady misfire
in one cylinder. The engine will operate normally during low-speed operation, but misfires under load or hard acceleration, especially after the engine has been running
for a period of time. If possible, swap coils and see if the misfire follows the suspected coil. If an engine starts normally, but then develops random misfires, stalls, or has other
performance problems traced to the ignition system, and no problems are found in the secondary ignition system, check CKP and
camshaft sensors operation. Make sure all connections between the sensors and the ICM
are clean and tight.
FORD COILS,COIL ON PLUG
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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.
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.
7.Remove the coil on plug.
Follow the removal procedure in reverse order.
General Specifications
Torque Specifications
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.
JF10 CHECK FOR COIL HIGH AT PCM
. Key on, engine off.
. Measure voltage between J7 (B-) at the EI breakout box and the 104 pin breakout box Test Pin number identified in the following chart according to engine cylinder number:
. Key on, engine off.
. Measure voltage between J7 (B-) at the EI breakout box and the 104 pin breakout box Test Pin number identified in the following chart according to engine cylinder number:
To see what vehicles the DG508 fits click here
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OBDII Check Engine Codes related to Ignition Coils
P0300 Random/Multiple Cylinder Misfire Detected
P0301 Cylinder 1 Misfire Detected
P0302 Cylinder 2 Misfire Detected
P0303 Cylinder 3 Misfire Detected
P0304 Cylinder 4 Misfire Detected
P0305 Cylinder 5 Misfire Detected
P0306 Cylinder 6 Misfire Detected
P0307 Cylinder 7 Misfire Detected
P0308 Cylinder 8 Misfire Detected
P0309 Cylinder 9 Misfire Detected
P0310 Cylinder 10 Misfire Detected
P0311 Cylinder 11 Misfire Detected
P0312 Cylinder 12 Misfire Detected
P0314 Single Cylinder Misfire (Cylinder not Specified)
P0350 Ignition Coil Primary/Secondary Circuit Malfunction
P0351 Ignition Coil A Primary/Secondary Circuit Malfunction
P0352 Ignition Coil B Primary/Secondary Circuit Malfunction
P0353 Ignition Coil C Primary/Secondary Circuit Malfunction
P0354 Ignition Coil D Primary/Secondary Circuit Malfunction
P0355 Ignition Coil E Primary/Secondary Circuit Malfunction
P0356 Ignition Coil F Primary/Secondary Circuit Malfunction
P0357 Ignition Coil G Primary/Secondary Circuit Malfunction
P0358 Ignition Coil H Primary/Secondary Circuit Malfunction
P0359 Ignition Coil I Primary/Secondary Circuit Malfunction
P0360 Ignition Coil J Primary/Secondary Circuit Malfunction
P0361 Ignition Coil K Primary/Secondary Circuit Malfunction
P0362 Ignition Coil L Primary/Secondary Circuit Malfunction
P0300 Random/Multiple Cylinder Misfire Detected
P0301 Cylinder 1 Misfire Detected
P0302 Cylinder 2 Misfire Detected
P0303 Cylinder 3 Misfire Detected
P0304 Cylinder 4 Misfire Detected
P0305 Cylinder 5 Misfire Detected
P0306 Cylinder 6 Misfire Detected
P0307 Cylinder 7 Misfire Detected
P0308 Cylinder 8 Misfire Detected
P0309 Cylinder 9 Misfire Detected
P0310 Cylinder 10 Misfire Detected
P0311 Cylinder 11 Misfire Detected
P0312 Cylinder 12 Misfire Detected
P0314 Single Cylinder Misfire (Cylinder not Specified)
P0350 Ignition Coil Primary/Secondary Circuit Malfunction
P0351 Ignition Coil A Primary/Secondary Circuit Malfunction
P0352 Ignition Coil B Primary/Secondary Circuit Malfunction
P0353 Ignition Coil C Primary/Secondary Circuit Malfunction
P0354 Ignition Coil D Primary/Secondary Circuit Malfunction
P0355 Ignition Coil E Primary/Secondary Circuit Malfunction
P0356 Ignition Coil F Primary/Secondary Circuit Malfunction
P0357 Ignition Coil G Primary/Secondary Circuit Malfunction
P0358 Ignition Coil H Primary/Secondary Circuit Malfunction
P0359 Ignition Coil I Primary/Secondary Circuit Malfunction
P0360 Ignition Coil J Primary/Secondary Circuit Malfunction
P0361 Ignition Coil K Primary/Secondary Circuit Malfunction
P0362 Ignition Coil L Primary/Secondary Circuit Malfunction