What is the year range for the plug blowout? Has this ever happened on a 3V v10? Thanks.

 

I'm sure it has happened on 3V as well as they are also aluminum heads. What is happening is NOT unique to Ford and the modular engines - it can (and does) happen to any engine with aluminum heads.

Based on everything I've read and seen and applying what I learned about metallurgy and thread design in engineering school, the most significant contributors to the plug blow out problem are:
1) improper torquing
2) carbon deposits on the plug seating surface (causes same problems as undertorquing)
3) Leaving plugs in for a very long time. I personally believe plugs should be removed from aluminum heads at least every 4 years, regardless of mileage. Otherwise, the steel threads of plug start getting excessively fused to the aluminum of the head.

Under torque: Plug comes loose and the constant vibration/hammering of combustion fatiques the threads.
Over torque: the excessive tightening over stresses the material, causing to weaken and fail.

Ford has done several things to "gorilla proof" the design and the 3V is less likely to have a problem - and I would wager the design is now one of the best available from any manufacturer. But even it can be damaged and fail.

The most sensitive are the pre-2000 heads as they have the least threads. As time goes on, they get tougher and tougher.
2000-2005 heads have more threads so can withstand more abuse.

 

I have not heard of any blowouts on V10's, only the V8's. The biggest thing I heard (and had happen) with the V10's is the exhaust manifold studs breaking. This occurs more on the V10's, but also has happened on some V8's also. The big problem with blowout plugs is
#1 The amount of thread in the earlier years of the mod engines (Pre 2000, but I did see a 01 blow)
#2 Someone using antisieze on the plugs.
#3 Someone overtightening or cross threading the threads.

 

I have read about plug blowouts on the V-10s and V-8s. Removing the plugs every 4 years might help the aluminum threads, if its done correctly. And I'm not sure that happens at all shops, and all the time. From what I have read, its an involved process to replace them properly, and I have seen anti seize recommended.
I wonder what Ford has to say about how to do it, but then its there plugs and engines that have blow outs to start with. Will supper glue help?

 

While camping this year the motor home parked next to us had a blown plug in its v-10.

 

3-valve engines do NOT have blowout issues. IF anything, they are impossible to GET out when you want to change them. There is a TSB from Ford on how to get them out without causing too much damage

Not going guarantee accuracy, but this is from a Ford document:

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.

 

So if I read it correctly.
September 2000 6.8L 2V got the PI (Performance Enhanced) head mod.
November 2002 6.8L 2V got the long plug threads on all 2V 6.8L engines.

 

Nope.

Sept 2000, got a "head alignment feature" that helped line up the plug when it was installed in the factory, apparently to stop cross-threading.

MODEL YEAR 2000 got the PI heads. Which started back in late 1999 (calendar year).

November 2002, yes, long-thread heads came into being on the V10. Which is ALMOST the beginning of the model year 2003, but not quite.

For instance, I had a 1996 t-bird - it's manufacture date was August 1995.

 

isnt the 8th month of the year a cutoff point for ever manufactors year specification???..

anything built pre 8th month is current model year, anything built after that month is considered next model year..

least thats always been my understanding...