I think I need to correct a misconception about the ignition system on Ford 2.3s. For the dual plug setups, the left coil pack is the "primary" one. Every time the number 1 cylinder comes to TDC (whether on compression or exhaust stroke), the spark plugs for the number 1 and 3 cylinders fire together ... IN THE SAME BANK. The waste spark is GREAT for helping with unburned hydrocarbon emissions (mainly at startup which is about the only time it's really a problem on today's engines). The secondary coil pack (right bank is you're facing your engine) generally only operates when the engine is cold and maybe at idle/low speed. I'm not sure of the orders off the top of my head, but I'm pretty sure that both primary and secondary spark plugs in the No. 1 and 2 cylinders always have normal polarity, while the spark plugs in cylinders 3 and 4 are always under reverse polarity. By the way, this setup also helps with simplicity of design, since you don't care which cylinders are on their exhaust strokes and which ones are on their power strokes (you're going to fire them both anyway). O yeh ... and I drive relatively hard and paid $1.00 for my nonplatinum plugs that lasted about 80,000 miles. Actually, they would have lasted longer, but I got bored. Kudos to Ford for designing an ignition system with so much power it can still arc a plug with more than twice the specified gap.
The coil pack is actually generating enough voltage to jump 2X the effective plug gap, because 2 plugs are firing in series. So,
if each plug is gapped at 0.050, the effective gap is 0.100. The
plugs are also firing twice as often as with a conventional
ignition. This puts additional load (stress) on the plug wire insulation.
:conf OK OK I got the hint double platnum plugs in my ranger,but i think we are missing one critical aspect of this whole subject...What about the plugwires,You can have the best plugs in the world but if you buy second rate wires ,are you really doing any good. On that note what wires do you recommend.
So.. what you all are saying basicily is that if we have a distributor and coil, we really dont need DBBL platinum plugs..right..so..if we use them anyway..are we harming anything or just wasting $$$$$?
Also..how do we know wich system we have? distributor and coil or EDIS?...
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89 EB bronco II 2.9
A/T A/C - daily driver
86 EB Bronco II
A/T A/C
Man. locking hubs
Play toy
Just a heads up for everyone. If you do buy the Autolite plugs ask (insist) for the rebate form. All this year Autolite is offering a $1.00 rebate on each platinum plug, so a $4 plug is $3. for a savings of $6. Don't know about you but to me $6 is $6. You can go to the autolite site for details. Now if I could just find out where they sell those Autolite spark plug wire sets since they have a rebate on them also.
Visually speaking, the distributer system is mechanically driven and has the conventional round distributer cap with the spark plug and coil wires coming out of it. The DIS/EDIS systems are electronically controlled and use a rectangular "coilpack" instead of the round distributer cap. There is an electrical connector that attaches to the coilpack.
I don't know about much about the Iridium plugs in the 3.0L. but I can't see how they would outperform Motorcraft/Autolite double platinums.
OK, after FINALLY recuperating from back surgery I finally put in my new plugs and wires today. Ford really makes it confusing as to their information they put out as you will soon see. Anyway here are all the particulars:
Engine decal: gap: .042-.046 No replacement plug listed on engine bay decal
2000 Ford Ranger Ford Workshop Manual: original: AWSF32PG or AWSF32P; replacement plug: AWSF32PP
Actual plugs in vehicle: AGSF22P, drivers side, cylinders 4,5,and 6.
AGSF22PG, pass side, cylinders 1,2,and 3.
New plugs installed: Autolite APP764, gapped to .044
At least the owners manual was correct as to the Motorcraft plug # and the Factory workshop manual was wrong. The Autolite wed site listed the APP764 as the replacement plug when you put in all the info (year, make, model, flex-fuel, etc.). The Autolites appear to be working well so far.
The AWSF32PP is for the NON-FFV 3.0L. I had trouble with the AGSF22PP in my 1999 3.0L FFV, the AGSF12PP (called out in my owner's manual) runs much smoother, and no pinging problem. I now have the new "fine wire" Motorcraft platinums (AGSF12FMF6), and they are running well!! I think the AGSF22PP is TOO HOT for the 3.0L FFV, and this might be one of the reasons for so many pinging problems!!
Any info on the Botch platinum +4? I've been running these monsters in my 87 ranger 2.9 and havent had any trouble with them at all.
A lot of people (including myself) have had trouble with Bosch plugs in Fords. I think it is more of a heat range problem, because Bosch run great in my gasoline Mercedes...
BTW, there is credit due Bob with respect to the article linked above. His contributions include Figure 1 (the waste spark design diagram) as well as providing me with solid advice and comment on Ford ignition systems in general. Thanks Bob!
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