Well i see from your profile you have a 2006 with the 4.6 , i don't know much about them , so lariat 85 can help you with the cams and heads , on that motor i would use the motor craft cap and wires LOL.....

 

Sounds like that cat is in the wrong forum!

I don't know anything about a 2006 with a 4.6 liter, so what I have said thus far may not apply to you at all. I don't even think those engines came with a distributor!

At any rate, I think it would be foolish to replace parts on a truck as new as a 2006 with anything other than stock parts. But that is just my opinion...

 

1) 275crimson needs the MSD DIS-4 for the distributorless ignition on his 4.6

2) The OP was asking about a 95 5.8

3) A multi-strike spark ignition will show a difference, even on a stock motor. The theory that a multi-strike only helps above a 5000rpm or so is completely wrong, while it does provide more juice to the coil, allowing for a better saturation, which results in a better spark at higher rpms, at lower rpms the multiple sparks guarantee a more complete burn. Look at your bbq grill out back with the electric ignitor, it throws one spark each time you push the button. Sometimes it lights first push, other times you have to push it 2-3 times to get it to light. Now go look at the fancy grills with the auto ignitors, when you push the ignitor button you can hear and see it going sparksparksparksparkspark as fast as it can, and it lights much faster. The same thing happens in your combustion chamber when you are lighting the air fuel mixture. Now at lower rpms if you only have the 1 spark and it fails to ignite, you have to wait until the next rotation in the cycle for it to try and fire again. This is why you will occasionally feel a slight miss at idle or lower rpms... one of the cylinders did not fire completely for ONE revolution, but fired the next. Just enough of a difference that you can feel and hear it, but not know which one it was. Now at a higher rpm, the same thing can happen, but it happens so fast you never even get a chance to hear it.

Thinking that if it worked the factory would have done it is also another mistake. The factory looks at many factors in building a vehicle... cost, ease of service, overall reliabilty, ride comfort, etc. It has nothing to do with whether a certain component may or may not work. Case in point, the 429 I originally built for my 90 got 15+mpg on the highway with a C6 trans and would hit second hard enough it felt like you were going to rip the rear end out. It also was a top 3 contender at the speed pits in the open class and took home first a couple times running on radial mud tires. HOWEVER, at 11.75:1 CR it was also a very high spirited b!tch. Premium fuel only, and even then I ran a spark control in the cab in case I got some bad gas in it. On top of that, the $$$ I had tied up inside that motor was not cost effective if you look at the increase in power and mpg (over $10,000 by the time you added up all the little things like ARP studs, Trick Flow heads, machine work, etc) Now for a toy, I wasn't complaining, but look at it from the factory's viewpoint... a truck with a rump rump rump idle, that rattled your teeth each gear shift and ran on premium only and still needed babying to make sure it didn't spark knock would NOT be cost effective to build, and even if they did, every time they turned around, some soccer mom that owned one would be in the shop complaining about the shift, or idle, or ride, etc.

 

Actually, many people, independant of pulstar have had dyno proven increases in power with just these sparkplugs. But for the cost of them, there are more efficient ways of improving power

 

If this is true, then it would be in Ford's best interest to equip a Ford Mustang Cobra or the Ford Lightning with a multi-strike ignition system. This would be an easy way to gain an edge over the competition. But the fact is Ford, GM, nor Chrysler ever did this to any of their performance vehicles, because their stock ignition systems were already more than capable of handling what the average owner throws at it. If they didn't equip their performance vehicles that are designed for "spirited" driving with an MSD or similar ignition, why would anyone bother to replace their stock ignition system with an aftermarket racing style MSD ignition, especially in a pickup truck?

I am going to disagree with this, because there is NO WAY the car-buying public would accept an "occasional miss at idle or lower rpms" from any car manufacturer. I have never felt or heard a slight miss at lower RPMs in any of my correctly functioning vehicles. I have a 1998 Jeep Wrangler, a 1999 Ford Taurus, and a 2001 Ford Mustang and I have never experienced a "miss" at idle or at low rpms that you speak of. Even my old carbureted 1985 F150 with a warmed over 302 with Duraspark ignition doesn't do this.

I agree with this, to a point. Don't forget, Ford also has the SVT team that builds performance vehicles that are designed to be better and faster than their stock production vehicles and the competition. If you notice, the Mustang Cobra and the Lightning got better heads, a better cam, and a better exhaust system than the regular Mustang and the regular F150. The ignition system didn't change because it was already more than capable of handling the upgraded performance components. If the stock ignition system was capable enough for a performance-oriented Mustang Cobra or Lightning, then surely it is capable enough for anyone who is not actively drag racing their pickup truck.

It is also in the best interest of any car manufacturer to supply their vehicles with good, reliable ignition components that will last to 100,000 miles or more and match or beat their competition. That is why I tell anyone who is not actively drag racing their pick-up truck to stick with the Motorcraft parts! It would be foolish to waste money to replace a reliable and capable ignition system that is good enough for a 400 horsepower Mustang or Lightning with a less-reliable aftermarket racing-style ignition when you never even take your truck to the racetrack.

I agree with this. As a general rule, the factory builds vehicles that are immediately responsive from a stop, smooth (no skips or misses at idle, as you stated above), and quiet. The car-buying public wouldn't have it any other way because the vast majority of vehicles are everyday drivers that are not being raced. That is also why I will tell anyone who wants to make a performance improvement to their 1980 - 1996 small block Ford to upgrade the heads, cam, and exhaust system. This is where Ford compromised, not in their ignition systems.

 

They did eventually. The factory COP ignition on my '04 Mustang GT is multi-strike below 3000 rpm. If you have an '01 GT then it may be as well. I'm not positive, but I believe all the COP (coil on plug) ignitions may have been multi-stike (I'm not 100% sure on that part).

The Ford & MSD units function in the same manner, being that it is only multi-strike at low RPM (3000 IIRC) and single strike at higher RPM. The benefit is not necessarily in the high RPM range, but the low RPM & idle.
As RPM increases, the time window of combustion gets to small for muli-strike. My guess is that Ford went to multi-strike for the benefit of reduced emissions and better fuel efficiency. The COP style ignition now used by almost all auto manufacturers was a big step up in ignition technology, but, like MS ignitions, the individual coil design has been used for years in racing applications. Again, I suspect the main reason the auto makers didn't use it sooner was because of the cost. The traditional ignitions were cheap, durable & effective. Once the government mandated emission & efficiency regulations, the better designs became more cost effective. I truely believe that the main objective of the auto makers (like any OEM) is to make money. There are many existing ideas & designs that are superior to what they currently use, but until they are cost effective or they are forced into using them by regulations or for competitive reasons, they will remain a "future plan". The world is profit driven!

 

Actually this is a well known fault in CDI systems (Capacitive Discharge Ignition) Btw, People complained all the friggin time about hard starting and rough idle with the Ford TFI system.. While being overall more accurate and simpler to maintain than an Induction system.. The main idea behind its downfall and its positive qualities is that it delivers a hotter spark but, this spark is much shorter in duration between 10-12 milliseconds hence the reason starting and initial rough idle until the engine warms.... One of the things I would do help this was to open plug gap and it helped make people happy, but along with this I'd also explain the system and that this is normal and how the ignition will provide much longer life than previous induction systems. The motorcraft TFI parts have plenty of power in stock trim to jump .050 reliably.. But like I said the spark duration is short but bold...

In my opinion there are few better canidates among the stock crowd to benefit from a multi-strike system than the Ford TFI.... Not for power but for exactly the reasons Ward explained.. He certainly knows what he's talking about anyway..more than I do, I'm no expert when it comes to cars or engineering but it holds weight more than the idea that Ford does anything for reasons other than profit..

On my 460 I run a MSD coil and the pretty Ford Racing wires with my plane-jane autolite 24 plugs gapped out to .054... and they preform no better than my motorcraft parts did as far as I can tell..(which BTW are behind my back seat in case the pretty stuff leaves my stranded) I have headers with a high flow exhaust, advanced timing and all the other little tricks... One thing I think people do ignore in there ignition system when squeezing ponies is their plug heat range....I would suggest anybody that adds hp or plays with their timing to watch the plugs closely.... most likely a colder plug could be in order..and will help avoid pre-ignition...I heard once that for every 50-100hp over stock you make, a colder plug is needed.. Likewise if circumstances are correct a warmer heat range may be called for as well..

Another overlooked reason people get misses is they get a cross jump, for instance keep plug wire 7 and 8 away from each other on motors with the 1-5-4-2-6-3-7-8 FO....

Also I will add that 15-20 yrs multi-spark technology was not even feasable to put on production cars...and no, Ford is not perfect nor are Motorcraft parts the best.. But, nobody else is either...lol

 

I agree on a few points made here. I also have a SD EFI 5.8 I am upgrading.

I believe a msd 6a/6al with a stronger coil will help with overall efficiency of the engine but may not provide any massive gains vs stock ignition parts. MPG and major supporting mods will see the improvements.


I am in the process of changing my ignition system to a 6A with a better coil, I have always seen improvements on older vehicles in the idle, smoothness of operation, and mpg. I have never seen a difference from a stock distributor cap and rotor vs msd, I just run stock units made in usa/japan (I prefer no china/mexico/ect.) because there are more impurities in the materials.


If I had the time and money I would not do msd, I would find a way to make the 96+ explorer 302 Distributor-less ignition work on a 351 with a mega squirt stand alone ecu. A DIS system is superior to MSD when you can control it.

 

I have no idea what you are talking about here. I have been a member here since 2004, and I haven't seen people here complaining about "hard starting and rough idle" unless there was something wrong with the truck. I have been in MANY of these trucks through the years and I have never noticed these symptoms you speak of. If the stock TFI ignition is hard to start or has a rough idle, something isn't right. It could be bad plugs, wires, cap, or rotor, or your timing may be off spec, but I assure you that hard starting and rough idle isn't normal for these trucks.

If it is "not for power", then for what reason would anyone spend the extra money to replace the stock Ford ignition with an aftermarket MSD racing ignition?

Did I miss something here? You have headers with a high flow exhaust, advanced timing, and all the other little tricks. Yet you just said that "...they perform no better than my Motorcraft parts did as far as I can tell."

Isn't that what I was saying all along?

That is why I was telling the original poster that his stock ignition was already capable and to save his money and spend it on real mods like heads, cam, and exhaust.

This is very true.

 

I was refering to when I was a technician for Ford back in the 90s when these vehicles were new...sorry should have pointed that out.... We got complaints all the time more so in the winter..

.... MULTI-STRIKE as in the MSD 6A or similar, not coil not cap and rotor....although the coil will support the system better than a motorcraft one willl.... I already gave the reasons so did Ward and others probably did too.... Once again, by firing that plug multiple times instead of one fast 10-12 millisecond spark you get complete combustion and/or get rid of a misfire all together..this would enhance your burn efficiency and may give a little better mpgs....on a stock system...Now on a highly modified engine its the only way to go IMO..

No I don't think you missed anything. The statement was reinforcing a point you made earlier... However if you look at the post I didn't list the ignition control.. I was saying that between the cap rotor wires and coil I see no difference... although there probably is a small difference, I just happen to spend alot of time working on my truck.. like changing plugs every oil change and so on... I know expanding my plug gap helped my idle but I've been doing that since the early 90's and its always helped...

I agree that money is better spent elsewhere, I never said it wasn't... I just chimed in earlier to your comment about TFI not having misses it seemed you where dismissing Wards explanation of the multi strike....

Im not sure what anybody is really arguing here..

Al

 

Try reading what Nevada said and not just what you want to see.

Nowhere does he say he is running a MSD box, just a MSD coil and a set of Ford Racing wires. I would wager a case of brewski's that if he were to install a multi-strike box he WOULD see a difference in the way the motor runs.

Secondly, to run around TELLING people (rather than saying you recommend) they use ONLY "Motorcraft" does not accomplish anything. Keep in mind a few things.

1) Just because it says Motorcraft on the box does not mean it was manufactured by Ford. The majority of parts such as this are manufactured by outside vendors. The only thing that the "Motorcraft" label basically means is the vendor has agreed to make the parts to the "minimum" standards as set forth by Ford and they meet Ford's criteria as a "supplier" whether that be certain ISO standards, minimum parts run capabilty or whatever demands Ford has put on the vendor. It's really not much different from the suppliers who make parts for classic Mustangs that you see listed in catalogs as "Ford Licensed".

2) As I tried to state in my previous post, manufacturers build a product aimed at certain basic things A) Compliance, B) Demand, and C) Profitability. Of the three, Compliance is a pretty obvious one, but of the other two, if you don't have one, the other doesn't matter. Ford could obviously build a vehicle that they could sell at a ridiculously cheap price, but how much demand would there be for a car with a 3cyl engine, plastic seats, and no a/c, among other things. On the flipside of the coin, Ford could build a car that does all kinds of things, that everyone would drool over (think the GT-40 for example), yet to price it where anyone could afford it, it would not be profitable.

3) You bring up the SVT team (which was known in a previous life as SVO) and make the comment If this was truly the case, there would be no need for outside vendors like Roush or Saleen, who take Mustangs and tweek them out. There also would be no further upgrades available for the SVT series of vehicles as they would already have every upgrade already installed on them by the factory.

4) Many times the aftermarket responds with upgrades that are better than the factory LONG BEFORE the factory does. For years boats came with points (even after cars had went to electronic ignitions). One of the most popular upgrades was the Pertronix electronic ignition. Harley finally went to a single fire ignition on the Twin Cams, yet Crane, Comp Cams and others were making single fire ignitions years before Harley went that way. (And I heard the same arguments back then too: "If it made a difference the factory would have done it) Ford ran the Duraspark for years, yet it was finally replaced by the TFI... why? If there was not an improvement to be had why mess with it? Look at the TFI that was used on the 302's. At the end of the run, the 302 came with a distributorless ignition.... no more TFI... early modular series engines like the 4.6 in the Crown Vic used 2 coil packs with plug wires, yet now they are Coil On Plug. Look at Mercedes... multi-spark ignition comes from the factory... obviously Mercedes feels there is an improvement to be had over a single-strike type ignition. Additional thought... why bother changing a earlier SD system over to MAF and sequential injection... after all, it came on the truck, so it must be good with no advantage gained by making the changes.

The bottom line is the factory builds a product that is COMPLIANT, has a DEMAND and is PROFITABLE for them based on the AVERAGE buyer.

Obviously not all of us fit in the average department, thats why we end up with posters asking about headers, lift kits, ignition upgrades, etc. As well as members here who have monsterbuilt big blocks, power-strokes that will fold the asphalt under their wheels, and even some members who have changed out the STOCK FORD CAM, and MODIFIED FACTORY HEADS, HEADERS in place of Ford exhaust manifolds, and an AFTERMARKET INTAKE. Now if the "Factory parts" were so perfect, why change those items out?


P.S. You aren't the only one who knows how to use the BOLD feature when posting a reply

 

This is simply not true. If you go back and read my first post, I clearly said:

Do you really think it is wise to advise someone who doesn't know any better to spend their hard-earned money to replace a perfectly functioning stock ignition, which is the exact same ignition that was used on the Mustang Cobra and F150 Lightning, for an aftermarket racing MSD ignition when all he wants to do is haul some guns and ammo? Do you think the ignition system should be replaced before upgrading the heads, cam, or headers?

Exactly. The bottom line is if a part has "Motorcraft" written on it the part has to meet FORD's minimum standards, which anyone who is in the know will tell you that they are going to be of much higher quality than the cheap, aftermarket parts who have much lower minimum standards. And that is why I suggested a Motorcraft coil.

And what ignition system did Roush and Saleen use?

Duraspark was a stand-alone all-mechanical ignition system that was used with carburetors and replaced because Ford was going with electronic engine control.

Ford SVT knew where to spend their money when they came up with the Mustang Cobra and F150 Lightning. It was spent on heads, cam, and exhaust. It was here not only because that was the most cost effective, but also because that is here where the biggest gains were had. The ignition system was left as it was because it was perfectly capable of supporting these performance modifications.

I am not dismissing all engine upgrades. I plainly stated that the factory left a lot to be desired with their stock engine heads, camshaft, and exhaust system. In the end, I guess anything can be upgraded. It just seems foolish to tell someone who is looking for a performance mod to replace their ignition system when that is not the bottleneck on these trucks.

On a stock 1987 - 1996 F150, how much horsepower or mpg do you think will really be gained by replacing the stock ignition with an MSD ignition?

 

Actually, the OP asked if it would work on his truck, and also indicated that future plans included a stroker small block. The ignition he asked about would work both on his current set-up and also work on his future build. Also, as a rule of thumb, it is usually best to start with the smaller/easier upgrades. Ignition, opening up the gap, etc fall in that class of upgrades. Is it a magic bullet that will give huge gains in power? NO! Is it an upgrade over a stock production system? Yes.

1) Do you eat at a restaurant that just meets the minimum standards? What about if your kid brings home a report card that is all D's? After all he has met the "minimum" standards?

2) Suggesting that aftermarket parts are of lower standard than a part that has "Motorcraft" or "Delco" or "Mopar" etc is ludicrous. While there are cheap parts out there that are not worth the weight of the box they came in, there are also hi-quality aftermarket parts out there that meet in-house standards that are just as stringent as the factory, and at times are even more stringent. Mallory, MSD, Crane, Trick-flow, Holley, Weiand, Edelbrock and Comp-Cams (two brands which are on your truck) are all examples of "Aftermarket" brands that are built to a very high standard and are good quality parts. Just because MSD, Crane, etc have not went to Ford and asked to be "Licensed" by them does not make their parts junk.


Obviously you chose to ignore the point I was making. IF SVT was the end-all of factory performance, there would be no need for Roush or Saleen etc. Even Roush, for example, offers multiple "upgrades" beyond what comes on the Roush mustang that is sitting on the lot. Thus the argument that if it worked better the factory would have installed it is useless. There are many things that work better that the factory chooses not to install, whether it is for cost, reliabilty, demand, etc. Stiffer springs are going to help the handling, but the factory makes a trade for ride quality. Tires, induction, clutches, the list goes on and on where there are upgrades that can be done, even over the SVT, or Roush, or Saleens etc.

Actually the Duraspark, or more correctly Duraspark II (as that is what most people adapt in place of a old points set up) is a magnetic trigger that sends a signal to the coil via a electronic amplifier. It is NOT considered a "all mechanical" system, but is considered an electronic ignition. The only "mechanical" in the setup is the vacuum advance and the centrifugal advance.

BTW, one other thing concerning the TFI ignition.... were you aware that Ford settled a class-action lawsuit over the design and function of it?

The problem is caused by the thick film ignition ("TFI") modules, a key ignition-system component that Ford installed in more than 22 million vehicles it manufactured and sold in the 1983 through 1995 mode years. The TFI module regulates the electrical current that fires the air-fuel mixture in each of the engine's cylinders. To reduce costs, Ford installed the TFI on the distributor, one of the hottest locations under the hood. But because the TFI module is sensitive to heat, its mounting location creates an inordinate propensity for the TFI module to fail due to thermal stress. Making the problem even more insidious is its phantom nature. A TFI module can fail on an intermittent basis when hot, then function again when the engine cools, without leaving a trace of physical evidence that the TFI module had failed.
Rather than bearing the expense of moving the TFI module to a cooler location away from the engine—a solution that Ford engineers recommended to management for years—Ford decided to employ a less costly solution: to leave the module on the distributor, but make it last long enough to function during the warranty period, thereby forcing consumers to bear the cost of post-warranty failures that Ford knew would continue to occur in large numbers. As a result, over 13 million replacement TFI modules (which are designed to last for the life of the vehicle without maintenance or repair) have been sold to consumers at a cost of nearly $2 billion.
Despite an extraordinary number of complaints from consumers, Ford managed to conceal the TFI problem from government regulators. From 1983 through 1989 the National Highway Traffic Safety Administration (NHTSA) conducted five separate investigations into stalling complaints by Ford customers. In response to these investigations, Ford concealed what it knew about the TFI problem and persuaded NHTSA to close each investigation without taking action. As a result of the class action, NHTSA opened an investigation in 1997, in which it concluded that Ford had withheld key documents during earlier investigations. By then, the 8-year statute of limitations on NHTSA's authority to order a recall had expired, preventing NHTSA from taking any meaningful enforcement action.


Guess that kind of answers your argument that Ford's minimum standards are way better than others

 

This is the heart of the matter where we disagree, L. Ward. I feel it is best to save your hard-earned money and spend it where it REALLY counts and where it will REALLY be felt, like heads, cam, and exhaust. An ignition "upgrade" is trivial until these mods are made first.

And the MSD ignition obviously doesn't produce much, if any horsepower or MPG gains over the stock Ford ignition because you ignored my question:

On a stock 1987 - 1996 F150, how much horsepower or mpg do you think will really be gained by replacing the stock ignition with an MSD ignition?

I think you are getting carried away and splitting hairs here, Chief. Of course not *all* aftermarket parts are junk, but I do feel that most of them are, and that is why I have chosen my own aftermarket parts carefully. When it comes to replacement parts or electrical components, I really do believe the OEM manufacturers parts, whether it be Ford, GM, or Chrysler, are of much higher quality than the general aftermarket replacements that are found at parts houses. In fact, there are several garages in my area that will not use most customer-supplied parts, even if they are brand new. The reason why is because of the high failure rate of the cheap parts customers bring in from Advance Auto, AutoZone, etc, and then they expect the garage to replace them again for free. They will, however, honor dealer parts or parts from NAPA or CarQuest.

And for the record, I do not think that MSD is "junk." I just don't feel that MSD is an "upgrade" for a stock or even warmed up engine that never sees the race track. If someone was building a race engine that was going to spend a lot of time over 5,000 RPMs at the race track, then I would say that MSD is absolutely an upgrade. A similar argument could be made for a "lumpy" cam, single plane intake manifold, or an oversize double pumper carburetor.

Since you also ignored this question, the answer is the stock Ford ignition. Mustang Cobra, F150 Lightning, Roush, Saleen, and Steeda all kept the stock Ford ignition, yet they upgraded the heads, cam, and exhaust, among other things. What does that tell you?

Actually, you are indeed correct. Duraspark II is an electronic ignition. I got confused because it does not use an engine computer to run. It was a stand-alone electronic ignition system that was used with carburetors.

I already knew about the lawsuit concerning the TFI ignition module. And I agree that Ford should have moved the module from the distributor and to a heat sink earlier than they did. A similar case is the Ford bronco II which was much worse or Firestone tires used on Explorers. Again, I never meant to imply that everything Ford touches was superior to everyone else. But I do feel that, as a rule, besides their heads, cam, and exhaust systems, Ford Motorcraft parts are some of the best and certainly most reliable parts out there.

 

Actually, I did NOT ignore your question concerning how much power/mpg a MSD box may or may not produce. I don't have a dyno in my garage, and obviously you don't either, or you would have posted numbers backing up your question. The only numbers I can bring up are from the real world dyno known as the racetrack, WITHOUT the Mallory box (my preference vs. the MSD) the truck launched slower, made its upshifts further down the track, and did NOT bring home any trophies... and before you start arguing about 5000+ rpm drag racing, I am talking about a 6000lb + F250 4wd running on the mudpits, the key to winning there is launching, and launching HARD when you do.

As for fuel mileage, I personally know a mid-late 70's F350 Camper Special, 2wd with a 460 that got approximately 1-2mpg better running a MSD 6 vs the stock Duraspark. Not much, but add it up over time and it makes a difference. Look at it this way... 10,000 miles per year at 13 mpg is 769.25 gallons of gas. Now if you get even 1mpg better on that same 10,000 miles you have used 714.3 gallons, saving you 55gallons of gas over the course of the year. At 3.50 per gallon here in Ga, thats $2692 vs $2500 a savings of $192. Considering a ignition costs approx $165-175, it has paid for itself in the first year alone. If its only a increase of .5mpg, it pays for itself by the second year. The point I am making is even a small increase can end up being a big one when you consider the overall scheme of things. The only real advantage of sticking with a stock TFI over an ignition upgrade is serviceability. You can walk into any Napa, Autozone, O'Reillys, etc and buy a replacement TFI module, and change it out in the parking lot if needed. The TFI is also nowhere near an ignition to what is available today though. How many mods do we do to these trucks that are based on current knowledge and technology? Converting early Speed Density to MAF is a good example, while the SD was good and an improvement over carbs, the MAF was better. Batch fire vs. sequential fire... adding turbo's to the old IDI diesels long before Ford brought out the turbo powerstrokes. All examples of using aftermarket mods, upgrading things that are now standard technology on current models. There is no reason to not apply upgrades to an older truck if it can be done and the truck will benefit from it. Does it mean I think everyone owing one of our generation F-series should run out and buy a box, or headers, or convert to MAF instead of SD? Nope. If they are happy with the way it runs, more power to them. However, after 26 years of building everything from old FE series, motorcycles, small blocks, big blocks and even diesels for semis, IF someone asks if something will work, and will it benefit the truck/car/motorcycle they are asking about, I will share that knowledge with them and then let THEM decide on their own if they want to do it.

Also, fwiw, I also think if someone decides they want to stay stock, 9 times out of 10 that using motorcraft branded parts is the better way to go.