I don't know about the new ones. In my wife's 04 f150i use Bosch and in the 07 mustang I use the Roush. In 3k miles I'll the plugs in the 2010 mustang and see what they are like. I plan on use Roush in there too. What's the new design?

 

The "new design" is a single piece plug instead of the old two-piece that came apart when removing them.

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Never heard of a "class action lawsuit" about this particular issue. Neither the first, where the 2-valve heads were blowing plugs, nor the last where the 3-valve heads wouldn't let go of them

One of the funniest things I came up with when I just searched for this was "No other Automobile manufacture has engines that blow spark plugs out of the head.".

Totally and completely untrue. We had a VW tech here in the V10 forum, captchas. He would routinely lambaste people who complained about Ford and said exactly that: No one else has problems.

Why? Because VW/Audi engines routinely ejected plugs and he had to fix them in the shop, countless times. If you look at the Timesert website, you will see insert kits for a bunch of different manufacturers, and generic kits that work on a wide range of engines. Why? Because not only mechanics and DIY'ers screw it up, but they do come loose even when they are factory installed.

I think Ford could have stepped up and taken care of a few more of the problem engines, especially the 2-valvers, but they did try to alleviate the problem at the factory level. Attached at the bottom of this post is the timeline for the 2-valve engines, gleaned from the NHTSA investigation into the 2-valvers blowing plugs.

That NHTSA investigation was stopped in it's tracks by a lawyer who lied about the safety issues. This lawyer started an investigation with something like 8 to 10 people, and when the NHTSA contacted those people, they got a different story. The NHTSA, once a lawyer lies, stops the investigation and refuses to ever look into it again.

Blame that lawyer, not the NHTSA.

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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.

 

...I'm with Sammy

PK

 

I have three trucks that I've installed Champions in (pn-7989). So far no issues, but it's far too soon to say. I've also taken to monitoring the hour meters instead of the miles between plug changes, which I should have done in the first place.

 

I'm not happy with "potential" issue either.
Check out these guys:
Brokensparkplug.com --> for 3v.
Blownoutsparkplug.com --> for 2v.

Give them a call or email. They are more willing to discuss your situation.

 

My old Chevy LUV used to blow plugs out with alarming regularity. Since I was poor (as demonstrated by driving a POS Chevy LUV) I used to super glue the boot on to the plug. It would catch the plug so I could screw it back in, also using super glue.

No women were involved.

 

I have done plugs in both kinds if you do the right pross...2v overnight cold...3v HOT back to front 1hr and change ...each time