2010 Ford F150 5.4L V-8 Firing Order
- 2010 Ford F150 5.4L V-8 Spark Plug Information. Coil-on-plug ignition system.
- 2010 Ford F150 5.4L V-8 Engine Firing Order. Firing order 1-3-7-2-6-5-4-8.
- 2010 Ford F150 5.4L V-8 Oil Specifications.
- 2010 Ford F150 5.4L V-8 Coolant Specifications.
- The cylinders are arranged 1-3-5-7 down the drivers side and 2-4-6-8 down the passengers side. The firing order is 1-8-4-3-6-5-7-2. Posted on May 30, 2010
What is the firing order on a 2010 Ford f150?
Ford V8 Firing Order 1-3-7-2-6-5-4-8 – YouTube.
How are the cylinders numbered on a 5.4 L Triton V8?
Starting at the front, passenger side, the cylinder closest to the radiator is #1. The cylinder directly behind it is #2, then #3, and finally #4 is located against the passenger side firewall. The cylinder directly behind it is #6, then #7, and finally #8 is located against the driver side firewall.
What is the firing order on a Ford V8?
Most Ford V8: Counter-clockwise 1-5-4-2-6-3-7-8.
What is the firing order on a 5 4?
The firing order for older Ford 351, 5.0L EFI, 5,4L and 5.8L V8 engines is 1-3-7-2-6-5-4-8.
What is the firing order of 4 cylinder engine?
Straight-four engines typically use a firing order of 1-3-4-2, however some British engines used a firing order of 1-2-4-3. Flat-four engines typically use a firing order of R1-R2-L1-L2. Straight-five engines typically use a firing order of 1-2-4-5-3, in order to minimise the primary vibration from the rocking couple.
How do I know if my f150 coil pack is bad?
Common Symptoms of a Faulty Coil Pack
- A rough idle.
- An unexplainably louder-than-usual engine.
- A noticeable lack of power.
- A significant drop in RPMs while accelerating for no apparent reason.
- A blinking or intermittently activating check engine light.
- An active gas warning light when the vehicle has plenty of gasoline.
Can I just replace one ignition coil?
You can, of course, change just one coil. However, as a mechanic, I’ve seen it so many times, when one coil fails, another isn’t too far behind. If your coils are easy to access, replacing them as they fail is OK, apart from the inconvenience. It is possible to drive a car with a faulty coil, but it isn’t advised.
When did Ford change the 302 firing order?
Around 1985~1986, Ford changed the 302 to the 351W firing order, so it’s important when changing camshafts to know the right firing order for the engine.
Is firing order the same as cylinder number?
Firing order is the order in which the cylinders of a multi-cylinder engine operate. A typical in-line, six-cylinder engine’s firing order is 1–5–3–6–2–4, with cylinder number one at the front of the engine and number six at the rear. Firing order is the order in which the cylinders of a multi-cylinder engine operate.
Is a 351 firing order the same as 302?
351W and 302 HO’s share the same 1 3 7 2 6 5 4 8 firing order.
What side is number one cylinder on?
on an inline engine: the number one cylinder is located at the front of the engine, closest to the timing cover. on a v type engine: one cylinder head is slightly forward of the other, toward the front of the engine. cylinder number one is the forward most cylinder in that bank.
What is the firing order for a Ford?
Firing order 5.0 First, on the passenger’s side, you will encounter cylinders from 1, 2, and 3 to 4. Meanwhile, the driver’s side presents cylinders from 5, 6, and 7 to 8. A Ford 5.0 V-8 VIN “N” has a firing order of 1-5-4-2-6-3-7-8, and the Ford 5.0 V-8 VIN “P” has a fire order like 1-4-7-2-6-5-4-8.
Which cylinder is number 1 on a v6?
On most in-line 4- and 6-cylinder engines, cylinder No. 1 is the most forward cylinder. V-6 or V-8 engines. Most V-type engines use the left front cylinder at cylinder No.
Ford 5.4L Most Popular Engine Issues and Fixes
It has been around since 1996, when the 4.6L engine was introduced, and it was followed by the 5.4L in 2007. The 3 valve engine from 2004 to 2013 was the source of the majority of the most prevalent problems, however certain issues affected all engine generations. The ignition system is the most commonly encountered problem, yet it is also the simplest to resolve. The coil-on-plug concept is used in the construction of the three-valve 5.4L Triton. Each cylinder is equipped with a separate coil that connects to the spark plug.
Regular maintenance of plugs and coil boots can help to avoid problems in the future.
Another issue we’ve noticed is that oil or coolant can make their way into the boot, which will have an impact on the functioning of the coil.
When driving, you may observe jerking or bucking, which can be misinterpreted for transmission problems in some cases.
- Because of the heat generated by the coils and the use of a specific spark plug, Ford has had a spate of problems with the plugs.
- Depending on where you are in the country, you may have problems with your gasoline pump.
- Rust has the potential to be this module’s worst enemy.
- After a period of time, corrosion will chew a hole through the aluminum casing, allowing water and other outside factors to short out the electrical components.
- Ford has introduced an improved replacement fuel pump driver module that includes a component that allows the module to be spaced farther away from the frame.
- Tensioners and the components that control the variable valve timing are prone to failure.
- When traveling at cruising speeds with just modest acceleration, noise may be present as well.
- It is possible for the timing components of cam phasers and tensioners to fail on their own, but it is more common that they fail due to a lack of lubrication.
When the chain loses tension as a result of faulty timing guides, the level of noise will rise dramatically. All of this culminates in the breakdown of the Variable Valve Timing system, resulting in metal being discharged into the engine. The 5.4L 3 Valve Triton Engine has been updated.
- In order to fix the spark plug blowing out issue as well as the thread difficulties. The heads have been fused together to create a new, stronger surface. We then drilltap the engine, which produces more threads than the stock engine. In order to fix the timing issues, the following steps should be taken: We employ new OEM timing components that have been updated, as well as improved tensioners and guides, to prevent chain slap failure. To deal with valve failure, do the following: To prevent valve train noise/failure, every engine is equipped with new valves, locks, guides, seats, rockerslifters, and rocker lifters. At the upper end of the engine, a new high flow oil pump has been fitted to supply oil to demanding components that require continual lubrication
- This pump has been modified. When hypereutectic graphite coated pistons are inserted, the engine will have a tighter fit and will wear less during the engine’s life span. In order to address cylinder head gasket problems, the following steps should be taken: We replace all of the head gaskets with new OEM multi-layer steel ones to guarantee that the engine is protected from the high temperatures that it operates at. A new oil pan and timing cover have been added to make the installation as simple as possible.
Ford 5.4 L V-8 Engine History and Cylinder Heads Replacement
When we talk about the Ford 5.4 L V-8 engine, many people will recall that the renowned engine was named one of the “10 Best” engines by Ward’s Auto World, a publication that specializes in automotive technology. Indeed, this engine has been used in a number of Ford’s most popular vehicles throughout the years. The engine is a member of Ford’s modular engine family, which also includes the 4.6L V-8 and the 6.8L V-10. The Ford 5.4 L V-8, on the other hand, stands out as being one of the best-built engines in the industry, according to Ford.
- When Ford originally fitted the 2-valve 5.4L in the Ford F-150 pickup truck in 1997, the engine was marketed as a Triton V-8.
- With a cast-iron engine block and aluminum cylinder heads, and with a single-overhead camshaft, the engine is powerful and reliable (SOHC).
- With the aid of a 9-to-1 compression ratio, it is capable of producing 255 horsepower and 350 pound-feet of torque.
- In addition, Ford 2-valve 5.4L engines are found in the Ford F-series, Ford Expedition, Lincoln Navigator, Ford E-Series, and Ford F150 Harley Davidson Edition, among other Ford vehicles.
Ward’s Auto WorldRecognition
During the 1997-1998 and 2000-2002 seasons of Ward’s Auto World, this original engine was nominated as one of the top ten best engines in the world, a distinction it earned twice. Ford produced a new version of the Ford 5.4L engine two years later, in 1999, which was more powerful. There were two primary statistically significant differences this time around. Instead of a 2-valve engine with a single-overhead cam (SOHC), the Ford 5.4L engine in the 1999 model year is a 4-valve engine with a dual-overhead cam (DOHC), which is marketed as an Intech V-8 engine in the United States.
It should be noted that, as a result of Ford’s particular tweaks, the performance outcomes for each line of vehicles varied greatly from one another. Because of redesigned, high-flow cylinder heads that were constructed with features developed for Ford’s “Rough Rider” off-road racing program, the Cobra R Mustang, for example, delivers 385 horsepower from its powertrain. The Ford GT version of the 5.4 L, on the other hand, is a highly specialized version of the Modular engine, featuring an all-aluminum alloy block with four valves per cylinder and an Eaton 2300 Lysholm screw-type supercharger, as well as numerous technological features such as dual fuel injectors per cylinder and oil squirters for the piston skirts.
The vehicle’s performance is estimated to be 550 horsepower. Ford Mustang SVT Cobra R with a 5.4 L 4-valve DOHC V8 engine added in 2000.
Ford 5.4L Aluminum Alloy Cylinder Heads
Ford ultimately released the Ford 5.4L aluminum alloy cylinder heads engine in 2002, which was designed to power automobiles. It had a single overhead cam with a roller follower, variable camshaft timing, and produced greater power and torque than the 2-valve variants. It also had less friction than the 2-valve models, which was a plus. In part, this was owing to the 9.8-to-1 compression ratio, which resulted in 300/320 horsepower and 365 ft-lbs of torque. Vehicles equipped with this engine include the ones listed below:
- Models such as the Ford Falcon and Falcon Futura are available, as well as the Ford Fairmont Ghia Line and several pickup truck lines, including the following:
- Ford F-series, Ford Expedition, and Lincoln Navigator are examples of vehicles in this category.
Despite the fact that the Ford 5.4L engine is strong and reliable, it is not without flaws. The following are some of the most well-known Ford 5.4 engine problems:
- Failure of cam phasers, resulting in excessive retard or advance codes
- Failure of camshafts
- Failure of cylinder head gaskets (which continue to be the most prevalent problem, and there is a mechanical explanation for this)
- Failure of cylinder head gaskets
Cylinder Head Threads Issue
Occasionally, the threads on the cylinder head are too short and fragile, allowing the pressure generated by combustion to overpower and destroy them. A damaged cylinder head results, needing repair of the spark plug port threads or complete replacement of the cylinder head and cylinder head gasket (depending on the severity of the damage). As you consider whether or not to repair the cylinder heads on your Ford 5.4L engine, we recommend that you speak with a reputable firm. A dependable technician will offer an answer that meets all of your needs, taking into consideration the existing state of your engine, your intentions, and your financial situation.
About Clearwater Cylinder Head Inc.
Clearwater Cylinder Head Inc. (CCH) is a respectable and experienced (having been in business for over 25 years) distributor. In addition, we specialize in delivering high-quality, warranty-backed remanufactured cylinder heads for a wide range of vehicle applications (cars, trucks, boats, etc). We most certainly have the cylinder heads you’re looking for in our extensive online inventory, whether it’s for a vehicle, truck, or watercraft. When it comes to finding the appropriate cylinder head for your Ford car engine, the friendly and professional staff at CCH is delighted to assist you.
toll-free at 1-800-572-1963 if you have any questions.
carefully cleans, inspects, and pressure tests all of our cylinder heads before shipping them out to our customers.
The head has been completed and is ready to be installed.
A reliable and knowledgeable dealer (with over 25 years in the business), Clearwater Cylinder Head Inc. is a good choice. Providing high-quality, warranty-backed rebuilt cylinder heads for a wide range of automobiles is what we specialize in (cars, trucks, boats, etc). We offer the cylinder heads you need for your vehicle, truck, or watercraft, and we have a large online inventory to help you find them. When it comes to finding the correct cylinder head for your Ford car engine, the professional crew at CCH is delighted to assist you.
toll-free at 1-800-572-1963 if you have any questions or concerns.
meticulously cleans, inspects, and pressure tests each and every one.
The head has been completed and is ready to be mounted on the vehicle. View our warranty policy as well as customer testimonials to get a feel of our dedication to product quality and level of service.
What Is the Difference Between the New Style Ford 5.4L Motor & the Old Style?
Photograph courtesy of Justin Sullivan/Getty Images News courtesy of Getty Images The Ford Motor Company’s 5.4-liter, or 330-cubic-inch, V-8 engine, which has two valves per cylinder and was designed for its truck line, made its debut in 1997. In 1999, the carmaker introduced the second generation of its truck range, which included four valves per cylinder. In 2002, a third version of the 5.4-liter V-8 engine with three valves per cylinder was introduced, initially for passenger cars and then for trucks, performance vehicles, and the Lincoln Navigator, among other applications.
Ford’s modular engine family comprises the 5.4-liter V-8 as well as the 4.6-liter V-8 and the 6.8-liter V-10, all of which are available as options. The single-overhead cam design of the first modular engine was employed. The term “modular” comes from Ford’s modular tooling technology, which allows the company’s manufacturing plants to easily handle diverse types of production, as well as the replaceable components of the three engines. Ward’s Auto World named the 5.4-liter V-8 as one of the “10 Best” engines of all time when it was first introduced.
The core design of the three variants stays the same, with the number of valves and other performance components altering to meet the specific requirements of each model, as described above.
Ford put the first 16-valve 5.4L V-8 in the 1997 Ford F-150 pickup truck and branded it as the Triton V-8. Ford was the first company to do so. The bore and stroke measurements were 3.55 inches and 4.16 inches, respectively. The larger stroke resulted in a higher deck height for the engine as compared to the 4.6-liter variant. It was built with a cast-iron block, aluminum heads, and a multi-port electronic fuel injection system, among other things. Hydraulic lash adjusters with roller followers were used in the construction of the valve lifters.
It was able to produce 255 horsepower and 350 foot-pounds of torque because to a 9-to-1 compression ratio.
Ford SVT Lightning F-150
Ford marketed the 5.4-liter V-8 with 32 valves as the InTech V-8. It was a revised version of the original two-valve 5.4 with a dual overhead cam, which replaced the previous one. Throughout Australia, Ford used the InTech in its trucks, performance vehicles, the Lincoln Navigator, and the Ford Falcon, among other vehicles. The 32-valve 5.4L engine that powered the SVT Cobra performance vehicles, on the other hand, was drastically different from the truck variants. It was equipped with high-flow cylinder heads, a higher lift cam, and a 9.6-to-1 compression ratio, allowing it to produce 385 horsepower and 385 foot-pounds of torque, according to Ford.
The Lincoln Navigator, on the other hand, had a 5.4-liter V8 that produced 300 horsepower and 355 foot-pounds of torque.
Ford launched the 24-valve version of the engine in 2002 to power cars, but it was only two years later that it was made available in the F-Series trucks. It had variable camshaft timing and higher power and torque than the two-valve variants. The 24-valve 5.4L had reduced friction than the two-valve models, and it had a single overhead cam with a roller follower, as opposed to the two-valve versions. The aluminum alloy used in the cylinder heads. It produced 300 horsepower and 365 foot-pounds of torque, which was aided in part by a 9.8-to-1 compression ratio on the engine.
References Biographical Information about the AuthorRob Wagner is a journalist with more than 35 years of experience reporting for and editing for newspapers and magazines.
In Saudi Arabia and the United Arab Emirates, he worked as a newspaper and magazine editor for a number of years.
In 2002, while on a visit to Ford’s Vehicle Operations (Pilot Plant) with a Ford engineering colleague, he wanted to show me the company’s all-new F-150 pickup truck, which was due to go on sale in 2004. The floor was littered with F-150 pilot units that had been bucked and assembled for engineering objectives, such as appropriate fitting and operation, as well as quality control and shakedown testing. In Allen Park, Michigan, Ford’s Vehicle Operations department performs the following tasks: It does a pilot unit run and extensively inspects pre-production cars to ensure that everything fits and functions properly together at the company’s two F-150 truck facilities in Dearborn, Michigan, and Kansas City, Missouri, before going into production.
- Modular SOHC 2V was unlike any other Modular SOHC 2V we had ever seen before.
- This new Modular was equipped with two intake valves and one huge exhaust valve, as well as variable valve timing to assist increase power even further.
- A gap was created between outdated two-valve technology and the thrilling 5.0L and 5.2L DOHC 4V Ti-VCT Coyote V-8s that are available today.
- The 3V was Ford’s solution to this problem.
- 5.4L 3V Modular V-8 in the revamped F-Series trucks in 2004 and the 4.6L 3V in the all-new ’05 Mustang GT, it was considered as an upmarket compromise between the 2V Modular and the formidable DOHC-4V Cobra and Mach 1 engines, which were both available at the time.
- This was out of the ordinary behavior for the Modular engine family.
- The 3V has proven that it is capable of withstanding a great deal of abuse, producing power, and returning for more.
As a result of Ford’s mass production of SOHC-3V engines since 2004, these engines are readily available, competitively priced, and available in both used and crate form.
You may be able to purchase the complete car, disassemble it, and sell the pieces to raise money for your truck restoration or restoration project.
And, because the 3V engine is used extensively in the Mustang GT from 2005 to 2010, a large number of performance components are available for this engine from the aftermarket manufacturers.
A new aluminum or cast-iron block, as well as the heavy-duty Boss block with wider bores and lots of material down below, will allow you to produce massive levels of horsepower and torque.
Aside from having better breathing and greater power for a similar price as the 2V, the 3V is a better deal than the 2V in terms of overall value.
In the 2005 Mustang GT, the base engine produces 300 horsepower at 5,750 rpm and 320 pound-feet of torque at 4,500 rpm.
The Fundamentals of Modular Design When it came to Modular V-8 manufacture, Ford did something completely out of the ordinary.
The Romeo plant was once known as the Ford Tractor Plant, and it was closed and converted to Modular V-8 engine manufacture in 1990, when Ford sold its tractor division to New Holland, resulting in the creation of the Romeo brand.
Because Modular engine manufacture at Windsor had not yet begun, the Romeo engines that powered the initial 1997 F-150 pickup trucks were used in those early 1996 models.
Windsor always handled things a little differently than Romeo, which is something to keep in mind when developing a Modular engine of any sort.
Because Romeo blocks and heads are different from Windsor blocks and heads, it is essential to use Romeo heads on Romeo blocks and Windsor heads on Windsor blocks in order to avoid any confusion when playing.
Because this article is about the Ford SOHC 3V engine, we’ll concentrate on the features that distinguish this engine from the SOHC 2V it replaces in order to make the most of the space available.
Neither the Crown Victoria nor the Grand Marquis had the 3V fitted at the factory when they were built.
If your industrious F-Series truck is equipped with the SOHC 3V engine, you’ll find a wealth of useful information on this page.
In fact, the Modular block is sufficiently adaptable that you may utilize any of the blocks listed above for your 3V project.
It is preferable to go with the block type (iron or aluminum) that Ford initially put in your truck or sport utility vehicle when building a work truck.
In the end, it comes down to a choice between Romeo and Windsor cast-iron blocks, followed by aluminum blocks.
Romeo 4.6L iron blocks are distinguished by the presence of a “R” on the block and by the presence of jackscrew cross-bolted main caps.
Despite the fact that the Romeo and Windsor block castings are very identical in appearance, it is recommended that you use the Windsor block for your vehicle.
Both Romeo and Windsor were responsible for the production of the 4.6L iron block.
The deck height of these blocks varies, despite the fact that they have the same cylinder bore size.
It is also high in beefcake in Australia, which gives it its strength.
The 5.4L is extensively ribbed into the sides of the block to provide strength.
The Cleveland Iron Foundry was responsible for casting the Romeo iron blocks (CF).
Unless you’ve come across an earlier DOHC 4V Teksid block, which was made in Turin, Italy, in the 1990s, all aluminum blocks were cast at the Windsor Aluminum Plant (WAP) in Windsor, Ontario.
We recommend that you utilize newer Ford aluminum blocks rather than older Teksid castings in your truck application.
In 2001, Ford began producing aluminum block castings in-house.
New Romeo iron block, suitable for any SOHC 2V or 3V Modular engine construction, is presented here.
The valley drain hole at the rear of the block, which distinguishes Romeo blocks from other types of blocks, is easily recognizable.
Look for a “W” on Windsor blocks and a “R” on Romeo blocks, among other things.
If you have the resources and the time, this is the building block you want to choose.
Although we typically associate studs with racing engines, ARP studs provide unrivaled main bearing cap protection.
All Modular engines are required to have aluminum main and rod bearings in order to operate properly.
Skin oil contaminates the surfaces of bearings.
Crankshafts for modular engines were available in six- and eight-bolt configurations.
Crankshafts with six bolts (on the right) were prevalent in Romeo passenger vehicle engines.
Romeo engines are equipped with jackscrews, which must be tightened to the right torque before bolts can be placed.
Jackscrews or dowels are no longer required in the newer Modular blocks, which are an interference-fit.
The manufacturer installed forged pistons in the modular engines, which resulted in cold knock or rapping when the engine was started (piston slap).
Cracked powdered metal connecting rods first appeared in 1991 with the introduction of the Modular engines.
These rods can be refurbished and equipped with bigger bearings to improve their performance.
Rather of replacing the original rods, you’d be better off purchasing a set of heavy-duty I or H-beam aftermarket rods, which are actually less expensive than the factory Ford rods you’d be replacing.
Low-friction rings (which are thin) are used in modular engines to increase efficiency.
Romeo blocks are equipped with jackscrews and cross bolts for the purpose of providing primary journal support.
Instead of jackscrews, dowel pins were used to fasten the Windsor blocks together.
To ensure long-term endurance, your 3V Modular engine only requires a high-volume oil pump with hardened steel internals.
The assembly should be as clean as a hospital.
For oil galleys and bolt holes, use a solvent with a high evaporative capacity, such as brake cleaner.
This thrust bearing, which is available in a variety of thicknesses, is responsible for determining crankshaft endplay.
Prior to installing the piston and connecting rod, it is recommended that you wash down the cylinder walls with WD-40 to prevent corrosion.
It is never recommended to use a shop towel on engine parts.
The use of studs rather of bolts provides the best possible cylinder head and gasket security.
It is not possible to do this procedure in the car while using studs since the cylinder head will not clear the cowl while using studs.
Fasteners that are designed to give under torque are used in the Modular engine and must be replaced with new ones.
Compared to the 2V, the SOHC3V cylinder head is significantly different due to its novel, apex-shaped combustion chambers and two intake valves that have been created to boost velocity and volume.
The spark plug is positioned in the center of the ignition system to ensure a more consistent light-off.
Ford was able to resolve this issue by the year 2008.
This head produces more power than the 2V head and is a close second to the 4V head in terms of output.
Using VCT, the cam is moved along its longitudinal axis in order to advance or retard valve timing in order to optimize both performance and emissions.
And when you retard valve timing, the exact reverse occurs, with losses in low to mid-range torque and gains in horsepower occurring in opposing directions.
Because VCT advances valve timing, you receive increased torque in the low RPM range.
VCT is performed by the use of a metering valve that is actuated by a solenoid located at the front of each cylinder head.
In contrast to the 2V engine, the 3V head has a distinct right and left side.
Flow is 225 cfm at 0.600-inch lift, while exhaust is 195.7 cfm box stock at the same height.
Similar in design to the Windsor 2V head, the 3V is a conventional Windsor-style head with freestanding journals.
Here’s what the three-valve arrangement looks like when the rocker arms and cam aren’t attached to the valves.
Using D-shaped exhaust ports, you may get better flow and velocity, which means better scavenging.
This is the VCT solenoid valve, which advances valve timing as necessary in response to a signal from the PCM/ECU.
Installation of a security camera demands time and meticulous attention to detail.
Never tighten more than one journal at a once.
Using ARP cam journal bolts is recommended since they are not torque-to-yield and can be torqued the old-fashioned method without causing damage.
On each bank, the five reluctors travel via a cam sensor, which activates the PCM/ECU and variable cam timing to operate.
These sprockets are particular to the left and right sides of the wheel.
The installation of a timing chain on these engines is less difficult than it looks.
Install the chains first, followed by the tensioners that are supported by oil pressure.
Keep the movement of the crank and cam to a minimum.
The chain guides on the Romeo and Windsor engines are not the same as on the other.
Romeo guides should never be used on a Windsor engine and vice versa.
These chain guides are installed in the Windsor engines by default.
Floating guidelines are similar to Romeo in appearance, but they are not the same.
Reluctor wheels made of solid steel were utilized on earlier Modulars.
Teeth must be oriented such that they point toward the timing cover rather than toward the engine block.
On Modular engines, two types of harmonic dampers were used: six-rung dampers and eight-rung dampers. The Windsor truck engines had eight cylinders. Before obtaining a new damper, take a look at your current one and count the number of rungs.
Amazon.com: OTC 6900 Ford F-150 Spark Plug Socket : Automotive
On February 6, 2017, it was reviewed in the United States. Purchase that has been verified First and first, please excuse my poor command of the English language. I’m a French expat who enjoys the United States and its trucks, but my English may be a little amusing at times. I replaced my spark plugs on my 5.4 triton with nary one damaged in 115.000 miles of driving, spark plugs that had never been changed, and I’m a very simple technician! Okay, now you’re ready to swap out the spark plugs in your Ford F150.
- First and foremost, you’ll require that tool, so go ahead and get it.
- It is necessary to work on a hot engine in order to avoid the spark plugs from breaking.
- – Unplug your battery and remove its cover (only 4 screw, and then 3 other screws to remove its mount).
- You won’t have to take anything else out of the driver’s side of the vehicle.
- WD40 should be sprayed liberally.
- A well-known issue with this engine has been identified, and you’re going to have a conversation with your vehicle about it right now.
- Don’t be afraid to move on from that plug and do something else.
(It’s best to have it on hand just in case.) You’re all set now.
(Mine increased from 12mpg to 16mpg on average) My sparks were quite poor, and my vehicle shaked at low rpm!
My technician wanted 800 dollars from me?
as well as 10 hours of agonizing labor.
5.0 stars out of 5 for this product You’re going to need that tool, as well as some advise!
posted a blog entry.
I’m a French expat who enjoys the United States and its trucks, but my English may be a little amusing at times.
Okay, now you’re ready to swap out the spark plugs in your Ford F150.
First and foremost, you’ll require that tool, so go ahead and get it.
It is necessary to work on a hot engine in order to avoid the spark plugs from breaking.
– Unplug your battery and remove its cover (only 4 screw, and then 3 other screws to remove its mount).
You won’t have to take anything else out of the driver’s side of the vehicle.
WD40 should be sprayed liberally.
A well-known issue with this engine has been identified, and you’re going to have a conversation with your vehicle about it right now.
Don’t be afraid to move on from that plug and do something else.
(It’s best to have it on hand just in case.) You’re all set now.
(Mine increased from 12mpg to 16mpg on average) My sparks were quite poor, and my vehicle shaked at low rpm!
My technician wanted 800 dollars from me?
as well as 10 hours of agonizing labor.
The photographs in this review On January 23, 2019, a review was conducted in the United States.
This tool made it possible for me to remove the plugs quickly and without damaging them.
Spray CARB CLEANER into the plug well and move on to the next plug as the spray works its way into the threads of the first plug.
One or two turns at a time, loosen the grip before tightening it back down another turn.
If the inner sleeve is unable to grab the plug, a small cut piece of gasoline line can be used to stick down onto the plug to aid with recovery.
The product was reviewed in the United States on August 30, 2017 and the purchase was verified.
When it came to removing the spark plugs, the rubber insert worked properly on six out of eight of them.
If you order anything like this – SE 8021TM 30″ Telescoping Magnetic Pick-Up Tool with 20-lb.
Pull Capacity – When purchasing this plug socket, consider the pull capacity in order to save time and headache.
The Prime delivery option is convenient.
On March 22, 2021, a review will be conducted in the United States.
(Early Ford 3v V8s have a stupid 2 piece plug that can break off from carbon buildup.) Second, I removed the spark plugs and cleaned them with the techron fuel injector cleaner.
Then I used compressed air to remove dirt from the spark plug region, removed the coils, and cleaned the area once more with compressed air.
Once the spark plugs were cracked 1/8 to 1/4 turn, I poured carb cleaner down the holes and allowed it to soak for a bit.
Do not use more than 35 ftlbs of torque when removing the plugs.
If you are unfortunate, you will need to use a specific lisle ford spark plug removal tool or, if that fails, you will need to remove the head.
They updated the design of the spark plug in late 2008 to a one-piece design.
On June 14, 2016, a review was published in the United States of America.
In comparison to a standard 9/16ths spark plug socket and extension, the tool is superior since the spark plugs on the 5.4 Triton are located in deep holes, making it difficult to remove the spark plug socket if it separates from the extension.
In most explanations of this task, penetrating oil is recommended for use on the spark plug threads, and after the insert is soaked with oil, it no longer grips the plug at all.
With the help of this spark plug socket extender, I was able to go right down into the heads of my Expedition EL from 2007.
Because of two factors, I only awarded this tool a three-star rating.
The spark plug was going in straight, and the tool had a small wobble as I turned the plugs in by hand, so I knew something was wrong.
Plugs 5-8, on the other hand, were never released with this tool. In order to clean it, I even removed the rubber boot from inside, but it still wouldn’t latch onto anything. Eventually, I had to use needle nose pliers to grip the loose plug and remove it out of the socket.
Top reviews from other countries
5.0 stars out of 5 for this product Remove the plugs from a Ford engine with three valves without damaging them. Purchased on March 19, 2020 in Canada and reviewed on March 20, 2020 I wasn’t sure how I felt about this. It occurred to me that I could just use a plug outlet and an extension cord, which I did. Then I tried it on my 4.6L Mustang GT with the infamous two-part plugs, which worked well. I preheated the engine, removed the coils on one side, blew it clean, turned each plug in 1/4 turn, and applied Sea foam (I’m sure carb cleaning or moovit would work as well).
- They were all removed with relative ease.
- Two elements, in my opinion, are the key to this tool’s success.
- 5.0 stars out of 5 for this product Rescuer of the day Purchased on September 10, 2019 in Canada and reviewed on September 10, 2019Verified Purchase This technique worked well on the ford.
- My experience was different, but I only used it on one socket, so it’s possible that after all eight plugs it would lose its holding force.
- 5.0 stars out of 5 for this product This is a must-have On August 21, 2020, a reviewer in Canada stated that the purchase had been verified.
- The number 8 plug is refusing to budge, and I’m not going to press it any more.
- That particular instrument was unquestionably important and made the work feasible.
- 5.0 stars out of 5 for this product Wow is all I have to say about this.
- Purchase that has been verified With this socket, I was able to remove all of the plugs from a 2010 Ford F150 work truck that had been sitting for two years without breaking any of them.
- tnx5.0 out of 5 starsThank you very much This is an excellent tool.
- Purchase that has been verified It’s a perfect fit for my Ford.
1997-2003+ F150 4.6L 5.4L 2V Spark Plug Change Tips
I recently changed the spark plugs in my 5.4L 2002 Ford F-150, and I wanted to share some of my findings with you. The internet is plenty of how-to articles and videos for replacing the 4.6L and 5.4L 2V plugs, so I’m not going to write one of those “how-to” entries for the sake of being different. Tip1 Purchase this magnetic swivel spark plug socket – it is nothing short of incredible. It fits exactly into the plug well, and the magnet secures the plug in place flawlessly as a result. When you remove the old style spark plug socket with the rubber insert from the car, it is possible that the rubber may come loose (the rubber gets caught on the plug, which I have experienced, and it is a pain).
- Fuel rails: There is no need to remove the fuel rails; the task may be completed without the need to remove them.
- If you do decide to remove them, keep an eye out for those O-rings, as you may need to replace them if you have the rail removed.
- Both may be accessible by utilizing a shallow 7mm socket with a universal joint attached to it, as well as one or two extensions.
- If you decide to keep the rail in place, you may unhook the injectors and spin them slightly to get extra clearance if you choose to do so.
- In general, Bank 1 on the passenger side is straightforward.
- For number four, I used a short ratchet.
- On 1-4, I discovered that all I needed was that spark plug swivel socket and one extra extension to get it to operate.
You’ll need an extra extension or two for the rear two on the driver’s side of the engine (numbers 7 and 8), but the rest of the engines only require one extend.
Oh, and I also unplugged one of the electrical connectors above6.
Swivels and extensions can help you save time on your workstation or at your office.
No anti-seize should be used on the threads because they are already anti-seize.
Some guys use it, and you may as well if you want to, but keep in mind that anti-seize has an impact on the torque measurement number.
@Torque plugs to at least 20 lb-ft: There are several schools of thought on this one, and I like the Ford brand.
20-25 lb-ft are recommended by FordTechMakuloco, but others swear by 28 lb-ft.
On my computer, I had between 20 and 25 programs installed.
For the record, the factory Ford shop manual torque specification for spark plugs is 9-20 Nm (78-176 lb-in) and is included in the table below (pound inchesnot pound feet).
There are “fancier” spark plugs available on the market, but these engines appear to perform best when using Motorcraft plugs, so do yourself a favor and stick with what you know works.
Beware of low-cost aftermarket parts, since the majority of them will not survive as long as Ford/Motorcraft.
Yes, they do wear out and fail, however I would recommend that you isolate the failing coil and replace it with a high-quality replacement component such as theMotorcraft DG508Spark plug boots: If you discover a cracked or split boot at the point where it connects to the plug, you should consider replacing only the boot rather than the coil.
- If a lot of people saw the split boot, I believe they would be quick to criticize the entire coil.
- If you’re reinstalling, you should also apply a little amount of dielectric grease at the end of the boot.
- Start with: While some people recommend starting with the difficult plugs first, I recommend starting with the simple ones first so that you can have a feel for the procedure.
- I believe the first problem was caused by an exhaust leak.
- That has subsequently been corrected.
- When I was trying to unscrew it, there was a lot of resistance.
- Return the plug to its original position and then loosen it by a quarter turn.
I did that, and then the next day I worked it back and forth and got it out without any difficulty.
Do not use PB Blaster; instead, use carb cleaning or Ford’s own brand of PM-3, which will soften and release any deposits that have formed.
Someone suggested that you should complete one bank and then start the engine to ensure that everything is working well before proceeding to the other side.
Leave the engine running cold while you complete each task, and if there is a problem after you’re through, deal with it immediately.
I am by no means an expert in spark plugs, but I did a lot of research and read a lot of misinformation before tackling the spark plugs on my F-150.p.s.
I’m finding myself utilizing it more frequently than my longer ratchets these days.
The following Fords are owned: 2000 Taurus, 1996 T-Bird, 1995 Escort GT, 1993 Mustang 5.0, 1993 Festiva, 1992 Sable, 86 Mustang, and 1982 Mustang.
Ford Broken Spark Plug Problem
Welcome to the Auto Repair Library, where you will find auto parts and accessories, as well as tools and manuals for your vehicle. Books, Car BLOG, Links, and more Index byLarry Carley (c)2019 AA1Car.com All rights reserved. Attention: Be on the lookout for Ford Motorcraft Two-piece 16mm “High Thread” Spark Plugs that fail! In many late model (2004 to 2008) Ford trucks with 5.4L V8 and 6.8L V10 engines, as well as 2005 to 2007 Mustang GT models with a 4.65.4L V8 engine, and 2008 Mustang GT models built prior to November 30, 2007, the original equipment Motorcraft brand spark plugs can break when you attempt to remove them.
- Ford Expedition and F-Super Duty models from 2005 to 2008.
- Lincoln Mark LT from 2006 until 2008.
- The Ford Explorer Sport Trac F-53 Motorhome chassis was produced between 2007 and 2008.
- Rust and corrosion on the lower plug shell can also cause the lower plug shell to get jammed.
- The extraction of the shattered shell necessitates the use of a specific Ford, Snap-On, or Lisle extractor tool.
- Many experts advise changing the original equipment Motorcraft spark plugs before they have accumulated a significant amount of mileage (over 40,000 miles).
- Awaiting until the original equipment spark plugs have accumulated a total of 100,000 miles is asking for disaster!
The central electrode of the original equipment Motorcraft spark plugs has a platinum tip to increase its conductivity.
In fact, many plugs will last up to 140,000 miles or more with no problems – provided that the engine is not burning oil and that the plugs are driven on the highway frequently enough to maintain them clean (frequent short trip stop-and-go driving can cause plugs to foul).
Another notion occurred to me.
The danger is that if you attempt to change high mileage plugs and break out multiple plugs (which is usual), the cost of those spark plugs might be quite expensive.
Depending on the situation, it may even be required to remove the cylinder heads in order to perform the repair work. You may read a long list of horror stories from Ford owners who have dealt with the broken spark plug problem by visiting this page: Broken Spark Plug Horror Stories.
Ford’s Technical Service Bulletin 08-7-6
For these spark plugs, Ford Technical Service Bulletin 08-7-6 outlines the suggested removal and replacement procedures, as well as what to do in the event that one or more plugs fail (Click Here to View Ford TSB 08-7-6). Please keep in mind that TSB 08-7-6 replaces the previous TSB 06-5-9, which also covered the same topic. The only change is that the more recent TSB states that the spark plugs should be removed when the engine is COLD (at room temperature). The earlier TSB stated that the spark plugs should be removed when the engine was WARM (not COLD and not HOT).
However, removing spark plugs from an engine with aluminum cylinder heads while the engine is still warm increases the danger of breaking the threads in the spark plug hole.
How to Remove the Motorcraft Spark Plugs So They Do Not Break
Ford Technical Service Bulletin 08-7-6 describes the suggested removal process for these spark plugs, as well as the repair procedure in the event that one or more of the plugs fail (Click Here to View Ford TSB 08-7-6). Please keep in mind that TSB 08-7-6 replaces the previous TSB 06-5-9, which addressed the identical subject matter. It is important to note that the most recent TSB recommends that the spark plugs be removed when the engine is COLD (at room temperature). It was formerly recommended that the spark plugs be removed when the engine was WARM (not COLD and not HOT).
Removal of spark plugs from an engine with aluminum cylinder heads while the engine is running warm increases the danger of damaging the threads in the spark plug hole.
Spark Plug Installation
DO NOT USE THE SAME MOTORCRAFT SPARK PLUG a second time (PZT 2FE Platinum). Replace the original equipment spark plugs with one-piece spark plugs from Champion Spark Plugs (part number 7989), or with spark plugs from NGK, Denso, or Bosch that are similar in appearance. Some aftermarket performance firms (includingRoush) also provide a stronger one-piece replacement spark plug for these engines that is less likely to break than the original. Take note that the Champion spark plugs require a bigger 5/8-inch socket to be installed (the original Motorcraft plugs had a 9/16-inch hex shell), which is not included.
Tighten the new spark plugs to a torque of 25 foot pounds (34 Nm).
More Spark PlugIgnition Articles:
Technology of Spark PlugsSpark Plug Technology Why it is still necessary to replace spark plugs Spark Plug Wires are a type of wire that is used to ignite a spark plug. Identifying and Analyzing Ignition Misfires Spark Plugs are used to ignite a fire. Performance of the Ignition System Coil-Over-Plug Ignition Systems are a type of ignition system that uses a coil over a plug to ignite a spark. Diagnosis of the Ignition Coil Testing The engine would not start and there is no spark. Diagnosing and Repairing an Engine that Will Not Crank or Start More information may be found by clicking here.
Technical Articles on the Carley Automotive Website Make sure to check out our other websites as well: You Can Do Your Own Auto Repair CarleySoftwareOBD2HELP.com Random-Misfire.com Help using the Scan Tool TROUBLE-CODES.com