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COP How To w/Drawing

He's probably referring to the difference between serial and parallel. This diagram is serial. It produces potentially less spark energy than parallel but is less stressful on the ignition circuit. It is also closest to how the stock system runs. Every reference I have seen in alternate Ford sites (Mustang oriented usually) have gone with the serial method for this reason.

I have seen no ill effects at this point. I am not revving to 7500rpm daily anymore since my cams do support it well. At the engine speeds I operate at I observe no issues. My mileage is good for an untuned motor and more importantly, my high load, low rpm operation is flawless...this is usually the most observable point of poor performance...

I'll dyno this by spring, so we'll see if/how the hp jumps around.
 
i cant see why this diagram wouldnt work. i could pose the assumption that he just wants to sell his harness, but i dont want to get dragged over the coals for saying it. :crazy:

anyway, if any one wants to dissect the stock coils and see that they are wired this way anyways, or send an old dead one to me i can do some electrical tests on it and burn it out in our burn oven and find out for sure if there is reason to worry.

im personally going to wire mine up this way.
 
series or parallel. thats all there is. how many other ways are there to skin this cat?


is emf shielding required on the COP lines? is that where the noise suppression capacitor goes?
 
blu_fuz said:
Why wouldn't he say anything here, like he wants it to be such a huge secret and not tell anyone possibly how to fix it before they encounter problems....... :nonono:

Good find elraido.
Click to expand...

it's typical dom for ya, or anybody trying to sell anything really


flyguyeddy said:
i cant see why this diagram wouldnt work. i could pose the assumption that he just wants to sell his harness
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+ 1
 
My assumption is that it has something to do with the noise supressing cap but i'm not sure...

If I get a minute i'll give a buddy of mine a call who may have a good idea on this one...
 
has anyone tried this particular wiring diagram yet? im workin on getting coils or else i would wire it up myself right away
 
It works....I've just hit 5K miles on mine. Just don't forget to run the noise reduction capacitor to a grounding location like a valve cover bolt. This is exactly like the stock ignition, running from the 12v supply to ground through the capacitor...which on your stock system is mounted on a corner of the coil, grounding through the coils mounting bolt.

I'll update the drawing shortly to reflect that, sorry for any confusion.
 
Thanks for the info guys !! Can anyone confirm the fitment of COP ignition with the ST220 intake manifold ? I've been told the valve covers won't clear the intake but I would like another opinion.

Thanks !
 
Won't even come close to working...I had an ST220 manifold and test fitted it. It hit the COP modules with at least 1/2" gap between the UIM and LIM. I took the COP modules off and it then hit the PCV bump on the valve cover with about 1/4" of gap.

I swapped a Contour valve cover on for a moment and the ST220 manifold fit right on.

This is why SVTSNOB now owns it. It broke my heart but it will not work.
 
so the capacitor just splices into the +12 line and grounds to chassis ground? thats simple enough and i guess does make sense. just like a capacitor in a car audio setup.

got a revised drawing yet?
 
I'm going to be getting myself set up to build a harness and will test it on my 2.5 before the 3L goes in. Gonna be picking up the goods from the junkyard this weekend so stay tuned for some pics... :)

Also, i'm going to check the wiring diagrams off of the ford cd's to verify how everything is set up.
 
My thoughts from school of hard knocks.

My thoughts from school of hard knocks.

A note for all those industrious car buffs. Since we are working with a transformer (coil) and a high voltage generated by high ratio of windings in the secondary. NO I'm no electrical/electronic design engineer by just 40-50 years of OJT working with and including working with RF, grounding and lightning protection engineers. There is an effect what is called "flywheel" in the the windings of a transformer as voltages get higher as with spark ignition. I seen it via memory oscilloscope. Believe or not the same thing happens lightning mitigation building full of electronics you are trying to protect. A big transformer effect.
I've been looking at doing this mod myself and thinking that I could test this using the OBD-II miss-fire provide with the Ford enchanced tests. I've discovered with the non-platinum ground electrodes on the 2.5 waste loss system misfire counts that at not noticed in seat of your pants but by replacing the three rear plugs no more misfires and mileage increases of 1-2 mpg around town driving.
Anyhow back to designing around the transformers flywheel effect and to minimize interaction and possible minor misfires or maybe noticeable ones.
Bear with me I'm not the best doing in text only since you can't see me using my hands. :rollyeyes: On the 12dcv extend this wire so that all wires from a central splice point are equi-distant to each COP and don't forget the wire to the well-ground capacitor should be that same length.
And the same thing for the C1 ,C2 and C3 wires from the PCM.. Take each lead individually C1,2& 3 and do the same equidistant between COPs to find the splice point.
I'm sure if we could have seen how the Ford or Visteon R&D technologists originally built the test wiring harnesses this would have been done. Sure would have hoped so from what I've experienced/learned over the years. Warning I haven't been able to do any kinda of lab design or testing to verify and that's why I haven't done the mod. Best of luck!! Just my 14. 1/2 cents.
 
Have wiring diagrams now, give me a day or two to look them over and see what I can come up with. I'll also need to measure the inductance of the coils to verify my current theory...

Going to print out the schematics tomorrow and we'll go from there... :)
 
so I know that wiring the COP in series is going to give a voltage drop, does any one know the resistance of both the COP and the coil pack so as to determine the current?

i would expect wiring them in parallel will cut the resistance and drive the current up and most likely cook the ECU, so just putting them in parallel is a bad idea as well. At least if you know the resistance you could determine the current flow and voltage of them wired in series and determine if you will actually cut spark output.
 
It's been so long since I had to back and think basic electronics but I think it's maybe more of an issue about the inductance? Series resistance and the inductance would be additive.
I've never seen a inductance spec for the primary side of the 2.5L coil.
The our thing the C1 ie coil control from the PCM is ground applied or removed to fire the plug? Ok with this diagram the PCM is for the waste spark coil then there is an increase load on the control lead switching transistor or SCR ? I heard a rumor that the drivers in the PCM were over designed so they should handle.
My 2.5 coil primary is .6 ohm @ 39F range according Chiltons (can't it readily in the CD because I bet it's in the PC/ED manual) is .3 to 1.0 ohm. Secondary is 12.8k to13.1k ohms. NOt in here either wonder where Chilton came up with their info?????
I found my PC/ED manual It says the control lead from the PCM removes the ground to fire. Something I wasn't aware (the flywheel effect in a transformer) manual calls it a kickback voltage spike when primary voltage collapses. And remember the ground is removed at this from the PCM control lead, at this same time (another circuit)in Pcm on this same lead now that the ground removed, is reading this kickback voltage (IDM) Ignition Diagnostic monitor. Which means my theory of testing after I convert to COP on my 2.5L will not be accurate or who knows? The look of added resistance/inductance going to the IDM IE different RxL timing than it's looking for. Hmmmmm I think it will be cheaper just to change the rear bank plugs than go thru all this for my money!:rolleyes:
That's why in my former post all the leads equal length for the splice feed points just to be safe from the difference in RxL timing. E less chance for interaction and the possible mis-fires. Especially since the Misfire monitors may real erroneously. This is where being an experienced EE would be nice. "YES I've did this in the lab and this will or will not be a
 
well, i didnt get most of what you said, but based on what i have found:

resistance of stock coil pack = 0.6 ohm
voltage = 12V

by ohms law, thats I=12/.6= 20 amps

i found the COP are .4-.6 ohm (may not be right)

so, with 2 COPs, at .4- .6 ohm , that's 40-60 amps in parallel, or 10-15 amps in series.

so in parallel you will fry the ecu, and in series your current on the primary side could be half, which will reduce spark output

I am a mechanical engineer, so my EE is a little rusty
 
Sorry I have trouble following my own descriptions!

Sorry I have trouble following my own descriptions!

My thought processes I'm different because of age and the way I learned stuff threw the school of hard knocks:rolleyes:
I happened to have a copy 2005 and 06 Ford DVD that uses SVG 3.0 viewer. However on my PC running 2K OS and Firefox I just down loaded 3.03 viewer. However when I open the pic of the electrical diagram so I can share on the forum all I'm getting is HTML lines and no Pic.
Until I figure this out I ran into 2005 Escape 3.0 COP diagram that the transformer is of an autotransformer. This is where DC wise on the RD #2 lead 12vdc comes in on one end of the primary winding and on the other end of the primary dc wise it wired over to spark plug connector end of the secondary winding and dc wise thru the secondary winding the lead #1 goes over to PCM's control lead.
I'm sure this is clear as mud, I not sure if the other 3.0's for 2005 that have COP (electrical wiring diagrams wise) is just not as detailed or the primary and secondary are actually separate DC wise (electrically ohms continuity wise) as this Escape 2005 3.0 diagram shows?
Why would Ford do this to the technician for proprietary security??? IE the technician in the Ford training class the instructor says (MAYBE) " you can't go by this diagram so we can keep others confused for security reasons)". "Now copy this drawing here on the black board, this is the how it's actually wired" :rolleyes: Sorry but old military security training and the training I had at the telephone vendor schools caused this!:rollyeyes:
NOW back to my thought, if you remember the packs the diagrams show and my actual measurements the primary and the secondary dc wise are isolated. The secondary side each end of that winding goes to a plug that is grounded. The primary one end is feed with 12vdc and dc wise the the other end goes to control circuit of the PCM. It would have been so much easier with the pics or I had a working and I could just draw a Pic.
Oh so far with 05-05 manual that has the PC/ED with it Ford charged the over $2000. for each copy for each technician, I have yet to find if or where the ohms specs are for either the coil pack or COPs??? It wouldn't surprise me, just so us car buffs can't play it's a proprietary secret. Damn I miss the guys inside Visteon sharing info. Can I say this sucks? The ole thing is also coils used back in the old days with distributors were auto transformers.
Ok who on here has a very good friend working at Visteon???? HOWEVER I have relative, a EE working at GM on the Volt project battery R & D, and he's under the gun if information that's leaked is traced back to him, he's fired. It sure takes the funny out of being an ambitious car buff.
MOSH what was your donor motor out of?????? I'll shut and go back and read. Oh MOSH do you know another Contour buff in you area, ex-Navy riverene Aussie???
 
KAOS_2.5M said:
it's typical dom for ya, or anybody trying to sell anything really




+ 1
Click to expand...

lol too true.

Whats worse is this is simple and has been proposed a lot but noone wanted to risk burning out their PCMs back when these cars were new. IN the last couple of years it has become much less risky. So when Dom comes on it was like he made some top secret ecm to run the coils. lol I suspected all along it was a series or parallel setup but he would never say. I think I could search up the argument even...
 
warmonger said:
lol too true.

Whats worse is this is simple and has been proposed a lot but noone wanted to risk burning out their PCMs back when these cars were new. IN the last couple of years it has become much less risky. So when Dom comes on it was like he made some top secret ecm to run the coils. lol I suspected all along it was a series or parallel setup but he would never say. I think I could search up the argument even...
Click to expand...

I would think it has to be done in series. considering in parallel the current would probably be near double, I at least wouldn't risk it in parallel
 
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