How do i seat the oops timing to the spark plugs

If your 1997 Plymouth Breeze 2.0 is not starting and there's no spark, it is likely due to an issue with the ignition system. Here are some possible causes and solutions:

1. Faulty ignition coil: The ignition coil is responsible for supplying spark to the spark plugs. If it's faulty, there will be no spark. A mechanic can test the ignition coil and replace it if necessary.

2. Bad spark plugs: Worn or faulty spark plugs can also prevent the engine from starting. Check the spark plugs for any signs of wear or damage and replace them if needed.

3. Failed crankshaft position sensor: The crankshaft position sensor is responsible for providing the ECU with information about the position of the crankshaft. If it fails, the ECU won't be able to send a signal to the ignition coil to fire. Check the sensor and replace if necessary.

4. Failed ignition switch: If the ignition switch fails, the ECU won't receive the signal to send power to the ignition coil, and there will be no spark. A mechanic can check the ignition switch and replace it if needed.

I suggest taking your car to a qualified mechanic to properly diagnose and fix the issue.

Crankshaft position sensor,cam sensor . your vehicle should have coil on plug , a coil at each spark plug !
Ignition Coils
Each ignition coil has an ignition 1 feed and a ground. The PCM supplies an ignition control (IC) circuit. Each ignition coil contains a solid state driver module as its primary element. The powertrain control module (PCM) signals the coil driver to initiate a firing event by applying a signal to the IC circuit at the appropriate time. When the signal is removed, the coil fires the spark plug. The spark plugs are tipped with platinum for long wear and higher efficiency.
During normal operation the powertrain control module (PCM) controls all ignition functions. If either the crankshaft position (CKP) or camshaft position (CMP) sensor signal is lost, the engine will continue to run because the PCM will default to a limp home mode using the remaining sensor input. As mentioned above, each coil is internally protected against damage from excessive voltage. If one or more coils were to fail in this manner, a misfiring condition would result. Diagnostic trouble codes are available to accurately diagnose the ignition system with a scan tool.
If a crank sensor is replaced a Crankshaft Position System Variation Learn must be done and a scan tool is need to do this.

Insert each wire on the proper terminal of the ignition coil. Ensure that the coil boots are fully seated and both locking tabs are engaged. The terminals are identified on the ignition coils. Install wires as shown in the illustration. The 2.3L firing order is 1-3-4-2 for both ignition coil assemblies.

Distributorless Ignition System In the distributorless ignition system (DIS), all engine timing and spark distribution is handled electronically with no moving parts. This system has fewer parts that require replacement and provides a more accurately timed spark. During basic operation, the EEC-IV determines the ignition timing required by the engine and a DIS module determines which ignition coil to fire.

Components
The distributorless ignition system (DIS) for the 2.3L twin spark plug engine consists of the following components:

• Crankshaft timing sensor
• DIS module
• Two ignition coil packs
• Spark angle portion of EEC-IV

Crankshaft Timing Sensor
The crankshaft timing sensor is a dual hall effect magnetic switch, which is actuated by the dual vane cup on the crankshaft pulley hub assembly. This sensor generates two separate signals, PIP (profile ignition pick-up) and CID (cylinder identification). The PIP signal provides base timing and RPM information, while the CID signal is used to synchronize the ignition coils. Initial timing (base timing) is set at 10 degrees BTDC and is not adjustable. Ignition Coil Packs
Two ignition coil packs are used for the 2.3L dual plug engine. The two ignition coil packs are triggered by the DIS module and are timed by the EEC-IV. Each coil pack contains two separate ignition coils for a total of four ignition coils. Each ignition coil fires two spark plugs simultaneously, one spark plug on the compression stroke and one on the exhaust stroke. The spark plug fired on the exhaust stroke uses very little of the ignition coils, stored energy, and the majority of the ignition coils, energy is used by the spark plug on the compression stroke. Since these two spark plugs are connected in series, the firing voltage of one spark plug will be negative with respect to ground, while the other will be positive with respect to ground. Refer to thePowertrain Control/Emissions Diagnosis Manual for additional information on spark plug polarity. DIS Module
The main function of the DIS module is to switch between ignition coils and trigger the coils to spark. The DIS ignition module receives the PIP and CID signals from the crankshaft timing sensor, and the SPOUT (spark out) signal from the EEC-IV module. During normal operation, PIP is passed on to the EEC-IV module and provides base timing and RPM information. The CID signal provides the DIS ignition module with the information required to switch between the coils for cylinders 1 and 4 and the coils for cylinders 2 and 3. The SPOUT signal (from the EEC-IV) contains the optimum spark timing and dwell time information. The dwell time is controlled or varied by varying the duty cycle (duration) of the SPOUT signal. This feature is called CCD (computer controlled dwell). Therefore, with the proper inputs of PIP, CID and SPOUT the DIS ignition module turns the ignition coils on and off in the proper sequence for spark control. CID is also sent to the EEC-IV micro-processor to allow for Bank to Bank fuel control. Failure Mode Effects Management
During some DIS system faults, the Failure Mode Effects Management (FMEM) portion of the DIS ignition module will maintain vehicle operation. If the DIS ignition module does not receive the SPOUT input, it will automatically turn the ignition coils on and off using the PIP signal. However, this will result in fixed spark timing (ten degrees BTDC) and a fixed dwell time (no CCD). If the DIS ignition module does not receive the CID input during engine cranking, random coil synchronization will be attempted by the module. Therefore, several start attempts (cycling the ignition from OFF to START) may be required to start the engine. If the DIS module loses CID input while engine is running, the module will remember the proper firing sequence and continue to fire to maintain engine operation. Dual Plug Inhibit
Dual Plug Inhibit (DPI) is a function of the EEC-IV that is only used when the vehicle is being started at temperatures -7° C (20° F) and below. During engine cranking, the EEC-IV will only fire the spark plugs on the right hand side of the engine. When the engine has started, the EEC-IV will send a signal to the DIS module to start normal dual plug operation. Ignition Diagnostic Monitor
The Ignition Diagnostic Monitor (IDM) is a function of the DIS module. The DIS module sends information on system failures to the EEC-IV which stores the information for diagnostic self test. The IDM signal also is used to drive the vehicle instrument tachometer, and test tachometer for system

these vehicles have COPs (Coil over plug) type ignition coils. Each cylinder/spark-plug has a single coil on top (4cyl=4coils/6cyl=6coils) They usually dont all fail at the same time. Check the spark plugs if you are getting no fuel or no spark. Also these vehicles are known for crankshaft position sensor failure. This sensor controls the fuel injectors, if faulty here are the typical symptoms: Hard/long starts, random stalls, bad gas mileage, no start (but cranking), misfire, random misfire. Fuel pump is within the fuel tank below the rear seats

Check or replace coil pack, and replace spark plugs. Also check if fuel pump is functioning, if not or when you turn the key on and won't hear a 3-5 sec buzz sound, may have bad pump. Fuel pump and coil pack is most common reason that engine turns over and doesn't start.

There is a very good chance the Crankshaft Position Sensor needs replaced. The CKP is what I replace the most for no spark on the 2.4 engine. It is behind the timing belt cover mounted above the crankshaft sprocket. Sometimes they just fail because the sensor was a bad part, other times teeth shear off of the timing belt and get in the wrong place and break the sensor.

Here is a image of it's location, I hope it helps.

Doesn't sound like a coil pack fault i'd say either a bad earth or a cam/crankshaft sensor. have them both checked out by an auto electrician. Or you could be sleeping in your garage for months trying to sort the problem.

1. Note: Electronic Ignition engine timing is entirely controlled by the PCM. Electronic Ignition engine timing is NOT adjustable. Do not attempt to check base timing. You will receive false readings.
   

The CKP sensor is used to indicate crankshaft position and speed by sensing a missing tooth on a pulse wheel mounted to the crankshaft. The CMP sensor is used by the COP Integrated EI System to identify top dead center of compression of cylinder 1 to synchronize the firing of the individual coils.

1. The PCM uses the CKP signal to calculate a spark target and then fires the coil pack(s) to that target shown in Figure 51. The PCM uses the CMP sensor not shown in Figure 51 on COP Integrated EI Systems to identify top dead center of compression of cylinder 1 to synchronize the firing of the individual coils.

1. The coils and coil packs receive their signal from the PCM to fire at a calculated spark target. Each coil within the pack fires two spark plugs at the same time. The plugs are paired so that as one fires during the compression stroke the other fires during the exhaust stroke. The next time the coil is fired the situation is reversed. The COP system fires only one spark plug per coil and only on the compression stroke.
   
   The PCM acts as an electronic switch to ground in the coil primary circuit. When the switch is closed, battery positive voltage (B+) applied to the coil primary circuit builds a magnetic field around the primary coil. When the switch opens, the power is interrupted and the primary field collapses inducing the high voltage in the secondary coil windings and the spark plug is fired. A kickback voltage spike occurs when the primary field collapses. The PCM uses this voltage spike to generate an Ignition Diagnostic Monitor (IDM) signal. IDM communicates information by pulsewidth modulation in the PCM.

1. The PCM processes the CKP signal and uses it to drive the tachometer as the Clean Tach Out (CTO) signal.
   

2.5L V6

The ignition system consists of an ignition coil, spark plug wires and spark plugs.
The crankshaft position sensor signal is the basis for ignition timing calculations. The alternating voltage signal from the crankshaft position sensor is digitized by a pulse former within the powertrain control module. This digitized signal is then used to position the closing time of the primary circuit of the ignition coil.
Ignition timing is determined by the powertrain control module in response to engine operating conditions based on stored data tables or maps. Once ignition timing has been determined, the powertrain control module interrupts the current to the primary circuit of the ignition coil thus triggering the ignition spark which is supplied to the cylinders through the spark plug wires and spark plugs.
The ignition coils are triggered by the powertrain control module in pairs (cylinders 1 and 5, cylinders 4 and 3 and cylinders 2 and 6) sending one ignition spark to the firing cylinder and one ignition spark to the corresponding cylinder on the exhaust stroke. This ensures that any unburnt fuel residues remaining in the cylinder on the exhaust stroke are re - ignited to provide cleaner exhaust emissions.
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2.0L 4 cynder

The ignition system consists of an ignition coil, spark plug wires and spark plugs.
The crankshaft position sensor signal is the basis for ignition timing calculations. The alternating voltage signal from the crankshaft position sensor is digitized by the powertrain control module. This digitized signal is then used to position the closing time of the primary circuit of the ignition coil.
Ignition angle is determined by the powertrain control module in response to engine operating conditions. Once ignition angle has been determined, the powertrain control module interrupts the current to the primary circuit of the ignition coil thus triggering the ignition spark which is supplied to the cylinders through the spark plug wires and spark plugs.
The ignition coils are triggered by the powertrain control module in pairs (cylinders 1 and 4 and cylinders 3 and 2) sending one ignition spark to the firing cylinder and one ignition spark to the corresponding cylinder on the exhaust stroke. This make sures that any unburnt fuel residues remaining in the cylinder on the exhaust stroke are re - ignited to provide cleaner exhaust emissions.
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Integrated Electronic Ignition System The Integrated Electronic Ignition (EI) System consists of a crankshaft position (CKP) sensor, coil pack(s), connecting wiring, and PCM. The Coil On Plug (COP) Integrated EI System uses a separate coil for each spark plug and each coil is mounted directly onto the plug. The COP Integrated EI System eliminates the need for spark plug wires but does require input from the camshaft position (CMP) sensor.
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install the new rotor, if that isn't it check the crankshaft position sensor.