My son has a 2019 xlt with the 5.0.He kept hearing a "rattleing" noise at light throttle conditions.He took it to the dealer a they diagnosed a cam phaser problem.While it was in for repairs he borrowed my 2018 xlt 5.0 and said it makes the same sound.Mine has 50k miles.I am going to take it in when he gets his back.Anyone had this problem on the 5.0s.

 

Bumping this up. My father had this happen on his 18 with only 20k miles.

 

I really believe that the 5.0 needs Xw30 weight oil. It won't hurt anything to try it.

 

{www.youtube.com/watch?v=NhBsxLqIbZE}
Reflash

{www.youtube.com/watch?v=A9YccOPbHhQ}
Manifold Flappers.

{www.youtube.com/watch?v=TuQhZRqRIt8}
VCT

 

The above post make a point about the intake flap. That has caused more than a few issues.

 

One of the best videos I have seen on this.
TJ

 

There is a specific rattle possible on the 2018 model year 5 L engines.
It goes like this. Throttle up a bit then let off, does it rattle then?
If yes, there is a TSB for that issue.
18-2354.
The TSB changes the oil flow control to the phasers.
I have a 2018 5L now with over 66k miles and no issues.
Good luck.

 

My Truck had 56000 miles when the phasers died every thing ended up being replaced. cams, chains, sprockets phasers sensors. This was covered under the Driveline warranty except the cam position sensor that failed 2 weeks after they rebuilt the top of the engine. They charged me 456.37 for the cam sensor that should have been covered under warranty. But going by the ticket if I had to pay ford for all this work The bill would have been at least $6500.00.
So unless you have money to burn do not buy a used F150 with vct. I have read that four in ten will fail before 80k miles. Not very good odds.

 

Welcome to FTE, eventaudio

So, you read somewhere that there is a 40% failure rate? What’s your source? If the failure rate was that high, this forum would be full of posts complaining a out it and Ford would have had to make massive changes to keep sales from falling of a cliff.

 

Oh I dunno, my father's has had them fail twice so far, on his '19 with 50k-ish miles. To the point where he wants to sell it before it comes out of warranty.

 

Here is an update to my 2018 5L.
It is now over 80k miles.
The engine noise level is very low.
No fault issue of any kind.
.
There is a back story to this.
The engine did pass oil until I did research on the Root cause.
That cause lent itself to a possible un-believable correction that no factory authorized action by a dealer could clear.
Here is in-short, the cause of oil passage for these early engines.
The cylinder liners are Plasma Hot sprayed in liners on an Alum. block.
Done at an incorrect rate of application results in a high Porosity surface.
That Porosity >holds to much surface oil<.
The Ring Pak cannot scrap that much oil volume either direction. Oil ends up in the combustion chamber and out the exhaust.
A way to reduce that liner Porosity was to add an additive to the oil that would fill the voids reducing the oil on the surface.
That additive is Molly Disulfide is marketed by LOQID MOLY co,
Moly is actually a Metal with special properties in crystal form, very slick and slippery as a Lube.
In additive form is in fine powder suspended in a liquid that mixes with engine oil.
As the liner voids full with Moly, the surface provides a very slippery surface to the Ring Pak. Any excess shears off and goes back to the crank case oil as a solid in suspension.
The benefit to this additive is low oil usage due to a good oil hydraulic seal with the Ring Pak to cylinder liner.
The rest of the engine benefits greatly from the Moly as a wear reducing agent for all other parts.
That result has brought a very quiet 5L engine and hopefully very long life to the VCT system operation.
Thanks goes to a Ring mfger, it's VP and associates for giving me the idea from YouTube Video presentations that allowed me to see what might work, when combined actions occurs.
It did.
There is a lot of tech to the whole thing but put all together was my success.
A nice running 2018 5L.
BTW, I believe it shows that quality control was lost for cylinder liner application as the real cause and left go to long, that those blocks ended up in vehicles being sold with the unknown issue and no fix through ordinary channels.
Good luck.

 

Yes a Ford mechanic posted those numbers in his review of problems with the Coyote. Phasers are the biggest problem with the engine. My local dealership is fixing 5 to 7 a week. Think what you want.

So, you read somewhere that there is a 40% failure rate? What’s your source? If the failure rate was that high, this forum would be full of posts complaining a out it and Ford would have had to make massive changes to keep sales from falling of a cliff.[/QUOTE]

 

[/QUOTE]

Hadnt realized this is such a problem. My buddy works in a Ford shop and said the 5.0s and 2.7s are pretty good outside of a few isolated problems. He did say the ten speeds come in a little more frequently for work though.

 

Hadnt realized this is such a problem. My buddy works in a Ford shop and said the 5.0s and 2.7s are pretty good outside of a few isolated problems. He did say the ten speeds come in a little more frequently for work though.[/QUOTE]
Ive done more work on the 3.5 then any of the other ford engines. Most of the work i do is higher milage and crazy idle times. like over 27K hours on a 2017 with 160k miles. Its oil field trucks that get punished for existing. I find the engines are really good IF you take care of them. They are also very oil sensitive. Change your oil every 3000 and use full syn. I recommend Pennzoil platinum, not the ultra. I run the 5w20 in 5.0s and 5w30 in the turboed units. The 2.7s burn oil, the turbo seals leak and you'll get a mighty puff on start up. tsb for driver side turbo but they both do it. water pumps on the 3.5 none f150 are timing chain powered and is a large job, over 10hr labor. imo the f150 most common issue is the evap purge valve. get a p1450 code just put the valve on. IMO the coyote seems the most reliable. havnt been in a 2020 or newer yet tho. From what ive seen the 6r80 and 10r80 trans are incredible solid units. GM trans suck but ford nailed it with these.
if you ever doing a phaser job replace everything. chains, all 4, guides, tensioners, just the primarys, never had a secondary issue, change out all the phasers. My personal truck is a 5.0 with 178k on it. it burnt a exhaust valve at 164k. I see valve train issues starting around 160k on average, busted follower bearings, worn cam lobes, bent valves (which caused zero issue due to being stuck shut on a 4 valve engine, didnt know it was a issue until i removed valve cover to replace the gasket).

 

Ive done more work on the 3.5 then any of the other ford engines. Most of the work i do is higher milage and crazy idle times. like over 27K hours on a 2017 with 160k miles. Its oil field trucks that get punished for existing. I find the engines are really good IF you take care of them. They are also very oil sensitive. Change your oil every 3000 and use full syn. I recommend Pennzoil platinum, not the ultra. I run the 5w20 in 5.0s and 5w30 in the turboed units. The 2.7s burn oil, the turbo seals leak and you'll get a mighty puff on start up. tsb for driver side turbo but they both do it. water pumps on the 3.5 none f150 are timing chain powered and is a large job, over 10hr labor. imo the f150 most common issue is the evap purge valve. get a p1450 code just put the valve on. IMO the coyote seems the most reliable. havnt been in a 2020 or newer yet tho. From what ive seen the 6r80 and 10r80 trans are incredible solid units. GM trans suck but ford nailed it with these.
if you ever doing a phaser job replace everything. chains, all 4, guides, tensioners, just the primarys, never had a secondary issue, change out all the phasers. My personal truck is a 5.0 with 178k on it. it burnt a exhaust valve at 164k. I see valve train issues starting around 160k on average, busted follower bearings, worn cam lobes, bent valves (which caused zero issue due to being stuck shut on a 4 valve engine, didnt know it was a issue until i removed valve cover to replace the gasket).[/QUOTE]

I’ll keep this in mind. My 13 is at 125k and our 17 is at 42k but I plan on keeping them for awhile.