Ford Triton V8 ?

What has your experience been with the Ford Triton V8 in the F250's. Good, bad - thoughts please. Any problems? I am looking at a 2005 truck with this motor. It has about 80k miles on it. Appreciate your feedback. I am sure some of you have them.

4.6 ,5.4 ,v-10 ? the latter 2 had problems with plugs blowing out of the cylinder heads , come to think of it I am not sure if they even put 4.6 in f-250's? but they are a very good motor. but I digress the other 2 were good except for the plug issue.

5.4 engine

05 should be a 3 valve engine, no where near the problem with spark plugs.
If the engine has had oil changes when it was suppose to have them & has a
service record of regular maint. It will go 200K plus. If it hasn't it will
have cam phaser issues & timing chain / guide & tensioners & cam shaft issues.

Just all depends how it was cared for, these engines love clean engine oil.
Only then will they treat you right.

I had the 5.4 in an Expedition, good engine but be prepared to pay big bucks for a tune up. Seems a portion of the plug tends to break off and fall into the cylinder. When I had mine tuned at 120,000 three of them did that. Cost around $400.00 for a tune up. I would ask the seller to get it tuned before you purchase it.

do yourself a favor...stay as far away from a 5.4 3 valve as you can!!!!!

Changing plugs can be costly . Bottom shell breaks off , requires special tool to remove. Sometimes you get lucky , some times all eight break . Anywhere from 400 to 1000 to replace plugs. Once in a great while the piece drops into cylinder and that can be fun to fish out . If not head has to come off. Cam phasers, tensioners, guides, actuators can take a dump .Usually after 150,000, depends on maintenance .Might as well install reman if they go . Not a viable fix trying to just replace phasers. It will come back and haunt you .

Just had plugs changed in my 2005 F250 with the 5.4. No problems, and cost $85. Super motor if you take care of it (like anything).

A 2005 with the 5.4 will have the 3 valve engine. Take it to a mechanic that knows them and have him listen to it. If he doesn't hear any cam phaser issues buy it and change the oil every 3000 miles no matter what kind of oil you are using and it will run 200K easy and may up to 300k. Trying to go 5000 miles (or more) between oil changes kills the cam phasers in these trucks - they are hydraulicly driven using the motor oil and it if it dirty the phasers will fail. If the plugs have been replaced there won't be an issue with broken plugs - the 2 piece plugs were replaced years ago with a more tradition single piece plug. But with only 80K miles on it there is a good chance it still has the originals.

The 5.4 3 valve engine never had an issue blowing out the plug.

I agree with the post below - agree to buy the truck after they tune it with new plugs.

was tht a 2 valve at that time?

I agree with the spark plug problem my 2005 5.4 has had issues with plugs and the cost has been $400.00 each time.

I have a 5.4 in a 2000 F150. For the most part it's ok. The best mileage I get is 16 on the highway. I don't pull much with it but if I do I can about watch the gas gauge move and it's no ball of fire. Personally I wouldn't want one in an F250 for a working pickup which is the only reason to own a 3/4 ton.

Boss is a die hard Ford man. I work at a used car dealership, we try not to take them in on trade. If someone does trade 1 in it immiediatly goes to a car auction. nuff said.

I have a 99 F250. 224K now, got it with 93,000. I had a coil go bad last summer and replaced an intake manifold gasket three years ago. It always seems low on oil and was like that when I got it. A little thirsty but pulls fine when loaded with two tons.

I had a 5.4 in my last truck, bought it with 30,000 miles and ran it to 200,000 and all I did to the engine was change 2 of the coils. Never had any spark plug problems. It pulled some pretty good loads too and did fine. They are not a diesel and don't pull like one, but will haul anything you need if you don't care if your first. Got a V-10 now and like that too. The spark plug problems are blown way out of proportion and are mostly with the older engines made before ford changed the design. There are a lot of those engines still out there doing there jobs well.

As others have said they get a bad rap on the spark plugs, mostly undeserved and mostly with the older engines. Some of this is they are a more high-tech engine and a lot of folks that hang out here aren't much for technology. The Ford modular engine family started in the '91 Towncar and spread to the '92 Crown Vics and Grand Marquis and them across the board to about anything Ford made that was rear wheel drive except maybe the two seat T-Birds and the Lincoln LS. In taxi cab service it is not uncommon for the 4.6 two valve to run 500,000 miles and if you're looking for a used black Towncar most you find are coming out of livery service and will have 200,000 plus miles on them. In trucks I see a lot of them for sale with 200,000 + miles, however some are being sold because of exhaust leaks and a few say "need plugs" don't know it it's they've HAD problems or EXPECT problems.

Being a high tech engine maintenance is a major factor in how many problems you're going to have, or to put it another way they don't endure abuse as well as lower tech engines.

Jon F Man has it covered.I have an '06 F250 w/5.4 at 155000 mi.,6 spd. manual,4WD.No problems!

Agreed - and as you point out most of the longevity is with the 4.6 2V engine - they are an awesome engine as long as you aren't expecting a lot of power. The 4.6 3 valve engines seem to be a lot more solid than the 5.4 3 valve engines - the cam phasers on the 5.4 are huge issue that Ford seems content with ignoring and hoping it goes away as these trucks get older. The cost of fixing the cam phasers runs about $1600 on up - depending on the situation. If you run them till they lose time and the piston hits the valves you are looking at a new engine. If they are not in to bad of shape some people have luck with locking them up (doing away with the variable timing) with a kit that isn't to expensive.


http://www.jegs.com/p/COMP-Cams/Comp-Cams-Cam-Phaser-Limiter-Lock-Kits/1413108/10002/-1

And can be done by a competent DIYer or a decent shade tree mechanic.

Locking up the cam phaser supposedly costs some mileage and a little power but few people notice the difference.

They are a decent engine, sorta hard to work on . Very wide and tight access. Others have covered most of it, but also exhaust leaks at the manifolds. They seem to use oil but if kept full isn't an issue. I have noticed that they burn the first quart of oil slower, then the next quart or two goes very fast. I am never surprised to pull the dipstick on those and see no oil touching at all.

Just sold a 2005 F-250 4x4 with the 5.4 that had 229000 on it and still ran good, the guy was happy to get it. If you are expecting something to pull a load like a powerstroke then you may be a little disappointed but it will get where you need to go, just take a little longer. Only problem I had was a cracked exhaust manifold once and changed a couple coils. I bought mine used from a friend and used it mainly to run to town and go back and forth to the fields mostly to save putting miles on my Powerstroke. I second the comment that you really need to change the oil at about 3000 miles or risk having problems with the cam phasers.

My 2003 Expedition has the 4.6 engine. The next year is when they put in the phasers. Had the plugs changed by the local high price mechanic and cost me $400.ooo plus. I had them put in the NGK Irridium plugs cause they should be life time. Look up on Utube how to change out the cam phasers and also the plugs. WOW. Change the blasted oil, and good plugs, and don't beat the crap out of it. My 1996 Explorer with the 4.1 went for over 383,ooo and was still going strong.

I had a 2007 F250 with the 5.4L. It's the reason I will never own another Ford. I bought it used at 121,000 km, sent it to auction at 155,000 km. In that time, I changed spark plugs, broke 6 out of the 8 off. Replaced 2 coils, replaced one exhaust manifold because it warped, other side needed replacing by the time I sold it. I can't remember, might have had cam phasers done too. One broken spring, half the backlighting in the dash wouldn't work. Had an ABS light on in the dash, but couldn't get it looked at right away. One night it decided to lock the rear brakes going down the highway at 70mph. By the time I found a safe place to pull off the road, back brakes were roasted. That was the final straw, it went to auction the following week.

It wasn't anything to write home about in the power department either, but in fairness, it might of been a hair better on fuel than the 6.0L GM that I have now.

Run from it.Son has one allot of issues.

After reading all of this I'm glad that of the 3 Fords around here 2 have the 300 I6 and one has a 302 v/8. OLD stuff! They are not very fancy and all have manual window cranks (but 2 have a/c and are good rigs but the 302 only has 58k on it ('84 F150, SB, 2WD, auto, a/c AND no rust-thru) so we'll see how long it goes.

AS for 'heavy hauling' I've got a '69 K20 Chevy w/4.11s, 4-speed and a 292 I6; it's not fast but gets the job done.

I guess my question is: How is it that we have allowed the Feds to regulate our vehicles to the point of weird configurations and complexity when all we really want/need is a prime mover for our needs or hobbies? Is it all in the name of 'better mileage' and/or 'creature comforts'? As for me I'm sticking with what works - style, ABS, backup cameras, bluetooth connectivity, etc. be hanged!.....BUT, that's just me. 8)

I have an 2002 super Duty with the Triton 5.4, there are 288000 miles on it with no problems. It will tow the load 24 foot gooseneck with two tractors no trouble.

Why did changing the plugs cost so much on a 2V 4.6? Put some anti-seize on the threads and torque them to specs. The best plugs to use in the Ford 4.6/5.4 2V engines are the original style copper plugs - usually good for 80-100K. I tried platinums in my Grand Marquis and had problems with misfires in less than a year.

I've got a 4.6 in a 97 F-250. It's like the other guys say, it's not a powerhouse, and nothing special on fuel mileage, about 16 empty, but I pull my Ferguson 40 around with it and it does just fine. We all kind of grumble about these trucks but if you think about it, a 4.6 is only about 280 cu. inches, so I guess they do pretty good. Nothing like these new rocket turbo'd V-6's of today. Those rascals really go!!

Irv

I have an '00 Expedition with the 5.4. Has about 146,000 + on it. When I first got it (used, at about 125,000) it worked pretty well, not much trouble. It's been one thing after another... starter, transmission gear sensor, brake lines rotted out, blew out a plug ($400 plus at the dealer), ABS controller leaked (found a NOS unit on eBay), lots of electrical issues that among other things have ruined several batteries.

It's not been on the road for a couple of years now, just after I replaced the ABS unit (had to fabricate one of the brake lines as it was NLA at Ford, the other one was), the engine wouldn't warm up... thermostat, right? But broke off both bolts holding the housing on as they were seized tight. It was recommended to take the intake manifold off as the 'stat was a part of that unit on a cross over piece that you couldn't take off from the top. The bolts are real long and you can't just get an easy-out on it, unless you had about a 7 in. one, or a normal tap to clean the threads. I got it just about torn down and tried to get the manifold bolts loose... would not budge. Broke the old belt tensioner too getting it off as it was seized also. So rather than break those manifold bolts too I put it back together. So now I'll be looking for the bolts and a proper size extension tap to drill it out and retap it, and get rid of the beast. Tried left hand drill and that didn't work. I might even just donate it to the local charity car auction. I like it as it's the Eddie Bauer edition and very nice inside but mechanically it's now a mess.

My truck is a Chevy.

(quoted from post at 16:03:50 03/01/16) Why did changing the plugs cost so much on a 2V 4.6? Put some anti-seize on the threads and torque them to specs. The best plugs to use in the Ford 4.6/5.4 2V engines are the original style copper plugs - usually good for 80-100K. I tried platinums in my Grand Marquis and had problems with misfires in less than a year.

Click to expand...

hy? Because those early 2V heads had abnormally small number of threads & when the aluminum & steel bind, the threads strip out.
2-valve 4.6 L, 5.4 L, and 6.8 L engines found in many 1997–2008 Ford, Lincoln, and Mercury vehicles have an issue with stripped or missing spark plug threads in the cylinder heads. Ford acknowledges this issue in TSB 07-21-2 as well as earlier TSBs. Ford's TSB does not state that this issue is caused by owner neglect. Ford's only authorized repair procedure for out-of-warranty vehicles is to use the LOCK-N-STITCH aluminum insert and tool kit. For vehicles under the New Vehicle Limited Warranty, Ford will only cover the replacement of the entire cylinder head; however, the Ford recommended spark plug service interval extends beyond the duration of the New Vehicle Limited Warranty.[57]

3-valve 5.4 L and 6.8 L engines built before 10/9/07 and 3-valve 4.6 Ls built before 11/30/07 found in many 2004–2008 Ford, Lincoln, and Mercury vehicles have an issue with difficult to remove spark plugs which can cause part of the spark plug to become seized in the cylinder head. The source of the problem is a unique plug design that is made with a 2-piece shell, which often separates, leaving the lower portion of the spark plug stuck deep in the engine. Ford acknowledges this issue in TSB 08-7-6 as well as earlier TSBs. Ford's TSB does not state that this issue is caused by owner neglect. The TSB provides a special procedure for spark plug removal on these engines. For situations where the spark plug has broken in the head, Ford distributes multiple special tools for removing the seized portion of the plug. The multiple procedures required for the different cases/situations of plugs seized in these engines are explained in the TSB. This repair is covered for vehicles under warranty; however, the Ford recommended spark plug service interval extends beyond the duration of the New Vehicle Limited Warranty.[58]

Federal-Mogul, parent company of Champion Spark Plug, and Brisk Silver Racing have introduced a 1-piece machined shell 3-valve spark plugs that addresses the OEM 2-piece spark plug's separation issues.[59][60]