I am considering the purchase of a 2015 F550 with a 6.8 V10. From the reading I've been doing it seems the spark plug issues this engine had generally affect the earlier model years. Is this correct? Are there any other issues of which I should be aware? Thank you.

 

No spark plug issue but they had a big problem with valve train failures that took out motors left and right.

Info

 

I know there as been one or two reported here but out of a huge fleet of 600+ trucks I haven't seen more than 5 personally that had failed from the followers. It also seems all the failures occurred before 80k.

 

Weren't the failures due to excess idling and the original design of the followers not allowing enough oil to the cam? I forget, when I changed my followers I put in the new ones.

 

Was this issue a recall? I had the the dealer check it out and they said this truck was not subject to this program. Not sure what "Customer satisfaction program means".

 

Yes, and there was a situation, I think it was 2013, where the passenger side chain tensioner seal was bad from the factory, and if the engine idled too long, it would starve the passenger-side valve train for oil. That seems to have been fixed.

A "customer satisfaction program" is just that. If the problem shows up on a customer's vehicle, they fix it for free. Sometimes, extending the warranty out on that particular problem beyond the standard drivetrain warranty. Sometimes And sometimes, you need to do your homework before you ever visit the dealer, and wave a piece of paper showing the program in the service writer's face. Back in 1999 I did that with my '96 4.6L T-bird - the intake was starting to leak coolant and it was covered under a 5-year-extension by one of those programs. Of course, when my '97 Cougar completely blew the intake and dumped all it's coolant, it was just outside the range of VIN numbers that were covered...

I know a guy who has a V10 flatbed tow truck, and he had a follower fail. I think his truck is a 2017. And it was covered under one of those customer satisfaction programs. The dealer in question would only replace that one bank of followers, not the other side. They were shady in other ways too, so it really depends on the dealer. However, the truck was still under warranty anyway, so it would have been fixed no matter what.

I think the problem with a certain run of followers was the oil hole was too small to allow enough oil to get to the roller bearings. Tow truck, long idling, it all adds up.

 

Yes I can see your point from a working fleet perspective but most of the F-450s & F-550 that have come up on the market for sale have had issues with the rocker arms and people get rid of them but they keep the good ones. What have you seen with the rear axle tube leaking gear oil on to the brakes?

 

Steel spark plugs in aluminum heads is always going to be a thing to be aware of due to different ratios of expansion from heat.
The early years had early style spark plugs that were installed with 15 ft/lbs of torque.
If left in for 100k the possibility of loosening and eventually blowing out increases.
Changing the plugs at 50k and using 25 ft/lbs of torque reduces the risk of blowing a plug to virtually zero.
The later 3v engines use a different spark plug with their own issues.
The OEM 3v plugs were 2 piece that can break off when removed.
I've read there are 1 piece replacement plugs that resolves that issue.

 

For the record, very early 2-valve heads had short plug threads in the head. Around 2002, they increased the length of the threads in the head, and modified factory install procedures to help alleviate the problem.

 

Bottom line, can someone summarize the years and engine to worry about with this spark plug issue?

 

Pre-2002, short-thread heads.
2002-up (not sure of where the break was), long-thread heads, but still didn't completely stop the problem.
2005-up, 3-valve, plugs would break off when you try to remove them, otherwise they would never come out
2008-up, new plug design, not so much of a problem anymore.

The E-series is still the 2-valve design, but I haven't heard of any problems with them in the later years. Not sure what the difference is.

 

Maybe wrong discussion but I'll ask anyway. I am confused about what engine is to what etc. I see reference to the 3V and 2V and the Triton vs others. I'm guessing its 2 valve vs 3 valve, related to the intake and exhaust valves? Is thee a site or forum discussion here to refer. Thanks, I'm new here and its great. Been to other forums for Jeeps, etc and everyone on these are great to discuss. Thanks

 

1997-1999 E-series, 2-valve, non-PI head 6.8L
2000+ E-series, 2-valve, PI-head 6.8L

1999 F-series, 2-valve, non-PI head 6.8L
2000-2004 F-series, 2-valve, PI-head 6.8L
2005+ F-series, 3-valve 6.8L

All Excursion, 2-valve PI-head 6.8L

Triton is just a name, whether or not it was used, no big deal.

I found my modification dates list for the plug threads in the heads. This is straight from a Ford-submitted document to the NHTSA during a case that was opened back in 2005. The lawyer that did it exaggerated the issue and the NHTSA dropped the case, and when they do that, they will never consider the issue again. Again, this is straight from submitted data from Ford to the NHTSA. I've heard that the point where the long-thread heads showed up is different than this, but I don't remember the specifics:

December 1996 - 4.6L 4V alignment feature added
February 1997 - 4.6L 2V head alignment feature added
September 2000 - WEP (Windsor Engine Plant) 2V head alignment feature modified (4.6/5.4/6.8)
November 2002 - WEP introduced long thread heads on 2V (all)
May 2003 - REP (Romeo Engine Plant) introduced long-thread heads on 4V 4.6 and 5.4
November 2003 - REP introduced long-thread heads on 2V and modified alignment feature

In 1999, and 2001, an interim fix was done for a cross-threading issue.
Original process:

Step 1 - Zero torque spark plug (air tool)
Step 2 - Torque to 16-20Nm final torque (DC Run down), monitor at 6-12Nm, and final torque must be reached within 0-360 degrees.

New process (addressed the possibility of applying installation torque for more than 25 degrees of rotation)
Step 1 - Zero torque spark plug (air tool)
Step 2 - Torque to 16-20Nm final torque (DC Run down) start monitor at 6-12Nm, and final torque must be reached within 3-25 degrees.

Another action to address cross-threading was the addition of an alignment feature to lead the plug into the hole.

 

What about Class C Motorhomes. Built on a E-450 for example. Anyone know
what heads they got and what years?

 

I think that covered it.