Maintaining the performance of your 2005 Ford Taurus starts with choosing the right parts. High-quality ignition coils help ensure a reliable and efficient vehicle.
Ignition Coils for Your 2005 Ford Taurus
At Advance Auto Parts, they offer ignition coils specifically for the 2005 Ford Taurus, ensuring a perfect fit and lasting durability. Finding affordable, quality ignition coils is easy. With prices starting as low as $55.99 and an average price of $118.17, you can choose one that fits your budget while delivering the quality you expect.
To further enhance your 2005 Ford Taurus, don’t miss related parts categories, including Ignition Coil Boots.
Looking for parts for a different model year of the Ford Taurus? Below, you’ll find links to Ignition Coils for a range of model years, from 1986 models all the way up to 2019. At Advance Auto Parts, they carry high-quality OEM and aftermarket auto parts for popular years like 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018, 2019, and more, ensuring you have access to the best options for your specific needs.
Troubleshooting Ignition Issues
The spark plug wires are the only thing you disconnected, worked on? Maybe you need new spark plug wires or not plugged in all the way? Check out the diagrams.
Read also: Comprehensive Guide: 2006 Ford Taurus Catalytic Converter
You could try using a digital multi-meter, low voltage setting, engine idling, if it will idle, Touch meter lead to spark plug wire, do not penetrate the insulation or take anything loose, it is an inductive reading, very low tech, non-intrusive. The readings I get, usually, are about.6 or.7 volts.
Please let us know if you need anything else to get the problem fixed.
The Ford Modular Engine Family
The Ford Modular engine is an overhead camshaft (OHC) V8 and V10 gasoline-powered small block engine family introduced by Ford Motor Company in 1990 for the 1991 model year. The term “modular” applied to the setup of tooling and casting stations in the Windsor and Romeo engine manufacturing plants, not the engine itself.
The Modular engine family started with the 4.6 L in 1990 for the 1991 model year. The Modular engines are used in various Ford, Lincoln, and Mercury vehicles. Modular engines used in Ford trucks were marketed under the Triton name from 1997-2010 while the InTech name was used for a time at Lincoln and Mercury for vehicles equipped with DOHC versions of the engines.
In the early 1980s, then-Ford Motor Company chief operating officer Donald Petersen challenged Ford's vice-president of design, Jack Telnack, and his staff to come up with new vehicle designs to replace the boxy styling that had dominated Ford products for years. The result was the adoption of sleeker, more aerodynamic designs like that used for the highly successful Ford Taurus.
Read also: Exploring the Last Taurus
Clarke and his engineers studied engine designs from major European and Japanese automakers and sought to develop a technologically advanced, power-dense, dependable, low maintenance V8, with no major service required before 100,000 miles (160,000 km) of use. The initial engine design would implement a 90° vee-angle with a bore and a stroke of 3.552 in × 3.543 in (90.2 mm × 90.0 mm), resulting in a 4.6 L (4,601 cc; 280.8 cu in) displacement and creating a nearly 1:1 bore-to-stroke ratio.
This square configuration was chosen primarily for its positive noise, vibration, and harshness characteristics. The engine would utilize features such as a chain-driven, single-overhead camshaft valve train with roller finger followers, a deep-skirt cast-iron block construction and cross-bolted main bearings, all benefiting long-term durability. In the interest of reducing overall engine weight, aluminum-alloy heads would be standard and all major engine accessories would be mounted directly to the block, resulting in a more complex block casting but eliminating the need for heavy mounting brackets. Tight construction tolerances were used in shaping cylinder bores to accommodate narrow piston rings. Various single- or dual-overhead camshaft eight- and ten-cylinder engines could be produced. Six-cylinder derivatives were also explored, though never built.
In order to accommodate the wide array of engine configurations possible within this architecture, Ford developed a new modular tooling system for producing different engines quickly and efficiently in the same factory. Such an approach allowed for significantly faster changeovers when switching from one engine platform to another among the modular engine family. By 1987 Ford was fully committed to producing the new Modular V8,[3] having invested $4 billion (~$9.45 billion in 2024) in the engine's design in addition to retooling the company's Romeo, Michigan tractor plant to build the engines.
Three years later, in the third quarter of 1990, the first Modular engine, a 4.6 L SOHC V8, would be used in the 1991 model year Lincoln Town Car. The 4.6 L (4,601 cc; 280.8 cu in) displacement[4] 90-degree V8 was offered in 2-valve SOHC, 3-valve SOHC, and 4-valve DOHC versions. The engines were also offered with both aluminum and cast iron blocks, depending on application. The 4.6 L's bore and stroke are nearly square at 3.552 in × 3.543 in (90.2 mm × 90.0 mm), respectively.
Deck height for the 4.6 block is 8.937 in (227.0 mm) and connecting rod length is 5.933 in (150.7 mm) center to center, giving the 4.6 L a 1.67:1 rod to stroke ratio. Cylinder bore spacing measures 3.937 in (100.0 mm), which is common to all members of the Modular engine family. All Modular V8s, except for the 5.0 L Coyote and 5.2 L Voodoo, utilize the same firing order as the Ford 5.0 L HO and 351 CID V8s (1-3-7-2-6-5-4-8).
Read also: Engine Details: 2003 Taurus
The 4.6 L 2V was built at both Romeo Engine Plant and Windsor Engine Plant, which had different designs for cylinder heads (cam caps: interconnected cam "cages" vs. individual caps per cam journal), camshaft sprockets (bolt-on vs. press-on), valve covers (11 bolts vs. 13 bolts), crankshaft (6 bolts vs. 8 bolts) and main bearing caps (2 bolt fasteners with 2 jack screws vs.
The engines are equipped with an electronic Charge Motion Control Valve (CMCV) system that provides increased air velocity at low engine speeds for improved emissions and low-rpm torque. The 4-valve DOHC version of the Modular engine was introduced in the 1993 Lincoln Mark VIII as the 4.6 L Four-Cam V8. The 1993-1998 4-valve engines featured cylinder heads with two intake ports per cylinder (split-port) and variable runner length intake manifolds with either vacuum or electrically activated intake manifold runner controls (IMRC) depending on application.
The engine was revised for 1999 with new cylinder heads featuring tumble-style intake ports (one intake port feeding two intake valves), new camshaft profiles, and fixed runner-length intake manifolds. All 4.6 L 4-valve engines featured aluminum engine blocks with 6-bolt main bearing caps, the only exception being the 2003-2004 SVT Cobra which had a 4-bolt main cast iron block. The 1999 and earlier engines featured an aluminum block cast in Italy by Fiat subsidiary Teksid S.p.A.
Ford engineers needed to design a V8, specifically for the Mustang GT, that would compete with the GM 6.2 L LS3 used in the new Chevrolet Camaro, and the new Chrysler 6.4 L HEMI in the Dodge Charger, Dodge Challenger, Chrysler 300 and Jeep Grand Cherokee. Since this engine replaced the already popular 4.6 L and 5.4 L Modular Engines, this engine had to remain close to the same physical size of the outgoing 4.6 L, and share other specifications with it such as bore spacing, deck height, bell housing bolt pattern, etc. in order for the engine to utilize existing modular production line tooling.
It shares the 4.6 L's 3.937 in (100.0 mm) bore spacing and 8.937 in (227.0 mm) deck height,[16] while bore diameter and stroke have increased to 92.2 mm × 92.7 mm (3.63 in × 3.65 in), respectively. The Coyote features all new 4 valve DOHC cylinder heads that have shifted the camshafts outboard, which allowed for a compact roller finger follower setup with remote hydraulic valve lash adjusters and improved (raised) intake port geometry. The result is an intake port that outflows the Ford GT intake port by 4 percent and the Yates D3 (NASCAR) intake port up to 0.472 in (12.0 mm) lift, which is the maximum lift of the Coyote's intake cams.
To strengthen the block enough to handle increased output, webbing was extensively used as reinforcement in the casting, rather than increasing the thickness of the walls. A higher performance variant of the Coyote, dubbed Road Runner internally by Ford, is produced under the Boss 302 moniker used for the resurrected Boss 302 Mustang for the 2012 model year.[20] The Boss 302 receives CNC ported heads cast in 356 aluminum providing additional airflow and strength, and a higher lift exhaust camshaft profile is used.
Valvetrain components were lightened as much as possible, including the use of sodium filled exhaust valves, while strengthened powdered metal rods and forged aluminum pistons were added. Piston-cooling jets were also deleted, which are standard in the 5.0 model.[21] Exterior changes include a high-mount intake plenum (as opposed to the standard engine's low-mounted one) with shorter runners to improve high-rpm power. Power is increased from 412 hp (307 kW) to 444 hp (331 kW), and torque drops from 390 lb⋅ft (529 N⋅m) to 380 lb⋅ft (515 N⋅m) due to the upgrades.
For 2018, Ford made revisions to the Coyote equipped in the Mustang GT, most notably the addition of high-pressure direct injection (in addition to the existing port injection system), and an increase of the piston bore diameter from 92.2 to 93 mm (3.63 to 3.66 in). This increase in the bore size, resulting from the adoption of Plasma Wire Arc Transfer cylinder liner technology in place of the more traditional sleeve in the block, brings total displacement up from 4,951 to 5,035 cc (302 to 307 cu in).
Other changes include Gen. 3 specific camshafts, enlarged intake and exhaust valves, an increased compression ratio of 12.0:1, a revised intake manifold, and 7500 rpm redline in the Mustang. With these changes the updated 5.0 L Coyote is rated by Ford at 460 hp (343 kW) and 420 lb⋅ft (569 N⋅m). The 2019-2020 Bullitt and 2021-2023 Mach 1 models received an uprated version of the Coyote rated at 480 hp (358 kW) and 420 lb⋅ft (569 N⋅m).
In 2023, for the 2024 model year, the Mustang debuted with the 4th generation of the Coyote engine. A torque-biased variant of the Coyote is produced as an alternative to the EcoBoost V6 in the F-150 pickup truck. The F-150 5.0 L receives a lower compression ratio (10.5:1), intake camshafts with less duration, cast iron exhaust manifolds, and revised cylinder heads to improve cooling. The intake manifold changed only in color, and height. These changes promote low-end and mid-range power and torque.
The engine retains the Coyote's forged steel crank and piston-cooling jets but benefits from the addition of an external engine oil cooler similar to the Boss 302's. The changes result in the engine's peak horsepower dropping to 360 hp (268 kW; 365 PS) at 5500 rpm, while torque is rated at 380 lb⋅ft (520 N⋅m) at 4250 rpm. When the 2015 F-150 was revealed, Ford improved the induction system to pull air from above the grille under the hood (aka Ram Air Effect) as opposed to the fender intake inlet that had been used for all previous Ford Modular Engines.
For 2018, numerous revisions were made to the 5.0. Most notably, the adoption of a port and direct fuel injection system, as well as spray-on bore liner, eliminating the need for conventional cast iron cylinder bore liners (changes shared with the 2018 Mustang), and compression ratio is increased to 12.0:1.
The Miami was a supercharged variant designed by FPV (a joint -venture by Ford Australia and Prodrive) while the Coyote was still in development. Pre-production engines were shipped to Australia, where they were fitted with Australian-developed superchargers. The blocks and crank were common with the US Coyote engine but the sump, rods, pistons, intake manifold, supercharger, exhaust manifolds, wiring loom and engine control unit were designed and manufactured in Australia. The US Coyote engine had VVT on all 4 cams but the Australian ECU only had enough outputs to control 2 cams, so only the intake cams have VVT.
Initial variants made 422 hp (315 kW), 402 lbf⋅ft (545 N⋅m) and 449 hp (335 kW), 420 lbf⋅ft (570 N⋅m). The engine is gradually replacing the 4.6 L and 5.4 L Modular V8 units in all Ford vehicles. Direct injection and port fuel injection. Increased compression from 10.5:1 to 12:1.
The Coyote is available as a crate motor from Ford Racing Performance Parts (FRPP) complete with alternator, manifold, and wiring harness in standard 412 bhp (307 kW; 418 PS) configuration.
The 5.2 L (5,163 cc; 315.1 cu in) "Voodoo" is a development of the Coyote engine. The engine was developed specifically for the Shelby GT350 version of the sixth generation Mustang. Bore and stroke are both up from the 5.0 L Coyote at 94 mm × 93 mm (3.70 in × 3.66 in), as is the compression ratio at 12.0:1. Unlike the Coyote and previous Modular V8s, the Voodoo features a flat plane crankshaft. During development, Ford purchased a Ferrari California, the only other front-engine flat-plane crank V8 car in production at the time, as a benchmark.[44]
The Voodoo features a unique Up-Down-Up-Down crank pin configuration, as opposed to the typical Up-Down-Down-Up in inline-4s and other flat-plane V8s.[45] Due to the unique crankpin configuration, the back-to-front firing order of 1-5-4-8-3-7-2-6, is also unique to the Voodoo. The Aluminator 5.2 XS is another variant of the Coyote engine utilizing the 5.2 L cylinder block from the GT350.
The Aluminator is differentiated from the Voodoo engine by a Cobra Jet intake manifold and throttle body and a cross-plane crankshaft.[47] The engine has a claimed output of 580 hp (433 kW) and 445 lb⋅ft (603 N⋅m). The "Predator" is a 5.2 L (5,163 cc; 315.1 cu in) variant of the "Coyote" engine utilizing a cross-plane crank and a supercharger, installed in the Mustang Shelby GT500 starting in 2020. The engine has an output of 760 hp (570 kW; 770 PS) and 625 lb⋅ft (847 N⋅m) of torque.
Production ended on October 18, 2022, marking the end of the Shelby GT500. Based on the Predator engine, the engine used in the 2023 F-150 Raptor R is tuned for more low-end torque by using a different supercharger pulley and a new calibration. The 5.4 L (5,409 cc; 330.1 cu in)[4] V8 is a member of the Modular engine family first introduced in the 1997 F-series pick-ups, in place of the 5.8 L 351W.
Bore diameter is 3.552 in (90.2 mm) and stroke is 4.165 in (105.8 mm), the increased stroke necessitated a taller 10.079 in (256.0 mm) engine block deck height. A 6.658 in (169.1 mm) connecting rod length is used to achieve a 1.60:1 rod to stroke ratio. Introduced in 1997, the SOHC 2-valve 5.4 L has a cast iron engine block and aluminum cylinder heads. In 2002, Ford introduced a new 3-valve SOHC cylinder head with variable camshaft timing (VCT), improving power and torque over the previous 2-valve SOHC version.
In 1999, Ford introduced the DOHC 4-valve 5.4 L in the Lincoln Navigator under the InTech moniker, making it the second engine to use this name. Ford later used versions of the DOHC 4-valve 5.4 L in the 2000 Ford Mustang SVT Cobra R, the Ford GT supercar, and the Ford Shelby GT500. The SVT Cobra R version of the 5.4 L 4-valve V8 had several key differences from its Lincoln counterpart.
While the iron block and forged steel crankshaft were sourced directly from the InTech 5.4 L, the Cobra R powerplant benefited from new, high-flow cylinder heads that were designed with features developed for Ford's "Rough Rider" off-road racing program, application specific camshafts with higher lift and more duration than other 4-valve Modular cams, forged I-beam connecting rods sourced from Carillo, forged pistons that provided a 9.6:1 compression ratio in conjunction with the 52 cc combustion chambers, and a unique high-flow "cross-ram" style aluminum intake manifold.
The Ford GT version of the 5.4 L (5,409 cc; 330.1 cu in) is a highly specialized version of the Modular engine. It is an all-aluminum alloy, dry-sump DOHC 4 valves per cylinder with an Eaton 2300 Lysholm screw-type supercharger and showcases numerous technological features, such as dual fuel injectors per cylinder and oil squirters for the piston skirts, not found in other Ford Modular engines of the time. The Shelby GT500 uses a 4-valve...
| Engine | Displacement | Configuration | Firing Order |
|---|---|---|---|
| 4.6L 2V/3V/4V | 4,601 cc (280.8 cu in) | V8 | 1-3-7-2-6-5-4-8 |
| 5.0L Coyote | 4,951 cc (302.1 cu in) | V8 | 1-5-4-8-6-3-7-2 |
| 5.2L Voodoo | 5,163 cc (315.1 cu in) | V8 | 1-5-4-8-3-7-2-6 |
| 5.4L 2V/3V/4V | 5,409 cc (330.1 cu in) | V8 | 1-3-7-2-6-5-4-8 |