5.4L Triton Problems?

They do spit out spark plugs...Depending on which heads it has...It will have 3 threads or 5 for the spark plugs to bite into. They can be repaired in the vehicle but its not a cheap proposition.

 

I have a 2001 supercrew with the Triton 5.4 with 370,000 miles and have never lost a plug.
Also have a 1997 reg. cab short box with the 4.6 Triton with 190,000 miles, no blowouts on that on either.

You will find many opinions on what to do with the plugs to prevent blowout.
Check out F150online.com
Most blowout problems happen just after a plug change.

 

In my experience, most of the 5.4l 2V that spit out plugs are from improper assembly, ie: failure to achieve the proper torque when the plugs were installed, usually by someone after initial assembly. Almost all of the ones we get in here have had the plugs replaced at least once. Usually cylinders 3,4,7 due to the fact they are harder to get to without swivels or adapters. I have been working on these since they came out in '97 and plug blowouts were much less common than today. I suspect due to the aftermarket or inexperienced people installing the plugs. Those engines go at least 100K between changes so it gives a lot of time for an improperly torqued plug to work its way loose and vibrate against the threads, destroying them. I have worked for the local Ford dealer since 1994 and I personally have never had one that I installed blow back out. Just check the vehicle you're looking at out very well and ask for maintenance records if you can get them and if you buy one and you want to feel safer, retorque or replace the plugs yourself to be sure. Make sure you blow out the plug well with compressed air after removing the coil but before removing the plug to be sure no junk gets in the cylinder. Torque spec is 13ft/lbs and DO NOT use anti-sieze on any spark plugs. They are to be installed dry or with a very light coat of motor oil(I put them in dry). Good Luck.

 

I've got a few 5.4's, no issues....

 

A buddy of mine had a '99 F150 4x4 with the 5.4 that blew out one of the factory original plugs back in 2007 at 68,000 miles. He got that fixed and then a short while later the truck caught fire while he was sitting at a red light and burned to the ground due to the cruise control kill switch on the master cylinder.

 

Isn't it the 2 piece plugs, that are the problem?

 

My 2000 150 has towed race cars as well as a dailey driver, 140000 and no problems with it. Friend has a lightning with close to 400000 and did have a plug come loose a few thousand miles ago. The 5.4 is a great gas engine, of course my 95 250 with the 7.3 is king of diesels in my book, from Ford. With all engines, frequent oil changes and maintenance will keep those rotating parts going for a long time.

 

I have 240,000 on my 1997 5.4 expedition and its still running strong, only engine work I have had to do(other then routine maintinance). Is put a new catalytic converters on it. Just change the oil regularly and as previously stated tourqe everything to the required ammount and they work great.

 

The 2004 and up 5.4l 3V is a different animal altogether plug wise. They are prone to breakage especially if it has more than 100k on it. Factory recommended maintenance on that engine for severe service(Atlanta traffic) is 60k miles. With only 60-70k on work trucks that tow I have measured the gap up to .100in which usually results in a high RPM breakup and necessitates their replacement. Light use vehicles can go the 100k. It is the carbon that siezes the lower shroud into the cylinder head, not the threads themselves as the seat that seals the combustion chamber is just below the threads, leaving the small clearance between the bore where the shroud rests open to collect carbon over time, which in turn locks it in place in the head. Regular replacement is usually the fix for this, as lower mileage engines are much easier to remove than the higher mileage, heavier used ones.

 

On engines exposed to the elements or exterior mounted plugs, I have no issues using anti-sieze on the threads. On engines with deep plug wells that don't usually have a corrosion problem I won't use it because if anti-sieze gets in the plug well, it can get on the coil boot as well, providing a path to ground for the electrical current other than through the spark plug. I have had to replace as many as 8 coil boots and plugs on a V8 before that the customer had put anti-sieze (in excess of course) on the plugs. In addition to that, lubricant alters the torque value achieved as most specs unless otherwise stated, are dry torque. Anti-sieze is conductive(nickel content) and almost impossible to clean off of silicone plug wires/coil boots. Just my preference. :Handshake

The lawnmower and older engines like ours can always use anti-sieze on the threads.

 

out of Ford, Chevy and Dodge, The 4.6/5.4 2v(or 3v 5.4) is by far the more reliable engine. Spark plug problems are rare (except for the early 3v which is easy to remedy with the proper tool kit). Coil boot and coil failures are little on the common side but cheap and easy to fix(especially with a scanner that does a cylinder contribution test) High mileage will eventually require a timing chain/component kit which is a little costly but an expensive repair every 150k - 200k is better than 100 little problems every other week. The 5.4 is strong, durable, and has decent fuel economy for the heavy trucks they are installed in.