I'm looking at purchasing a 2001-2003 Supercrew with a 5.4, and I keep reading a gazillion posts about spark plug blowout. I'm trying to get a grasp at how common (or uncommon) this may be.

If I need to change the poll a bit, let me know, it's my first time.

Thanks!
Pat

 

03 and up for ya bud! =)

 

My 04 has been flawless. I love the engine and so far, I'm considering another in my next truck. I'll definately go with the CC long bed, though.

 

Had an 04 expedition, no problems

Now have a 06 navigator and an 04 f250, no problems

 

The 2003's had the problem fixed? ONly reason I ask is because I found a 2003 4x4 (not FX4) with 60K for $16, or a 2002 FX4 with 60K for $15. If I can get the 2003 for $15, should I take that, even though it's not an FX4?

I realize FX4 is mostly shock absorbers and decals.

Thanks!
Pat

 

Get the 03. Ford fixed the plug problem in 03. I know 10 people that had plugs blow on 00 to 02models. All of them have 5.4s.

 

Is This A Problem In The Older Rigs? I Have A 97 Expedition 5.4 With 130,000 Miles,with No Problems, But At Work We Have A 98 F-250 5.4 And It Blew A Plug At Around 80,000 Miles. Just Wondering If I Should Be Concerned.

 

Is this a big problem for the 2005 F-150 trucks? I have read about this problem on the internet and it seems quite common.

 

All pre03 modulars have 4 thread sparkplug holes all '03+ have 8 thread holes.












God help me for saying all because there will be some oddball that doesn't match.

 

that makes me happy!

 

I've had 3 different plugs blow out. I'm a disabled ASE cert. mechanic, so I'd like to think the problem could be a design flaw rather than my own mechanical shortcomings. First one at about 75k going down the road about 70 mph, scared the $&*@ out of me. It was 2nd from the front on the drivers side. Helicoiled it myself on the side of the road. Worked like a charm. Second time was at about 130k. Same location on opposite side and the same solution. 3rd time was a little over a year ago at about 160k. Different plug and a little harder to get to. I tried for 3-4 hours to drill the hole out for tapping. Was having a hellatime. Couldn't figure out what was going on. Didn't know if it was the angle, drill bit, or if I had just lost my touch. I really didn't have time to mess with it so I sent it to a working mechanic. 2 weeks and $1300 later I was driving big red again. Problem I was having fixing it was the hole had already been tapped and coiled, and the coil had stripped out. Hard to drill out a hardened steel insesrt. Here's the rub. I bought my 97' expedition in 2000 with less than 30k miles on it, still under ford warranty. It was purchased at auction off an executive lease and had only one driver prior to me. It had been strictly maintained by the dealership it was leased from and all documentation was in order. That repair was made either at the factory or by the dealership but there is no record of it being done. Don't get me wrong...I love my truck. My expedition now was over 175k, runs strong and tight, and I've had absolutely no problems other than the spark plugs and keeping tires on it. I just don't understand why they couldn't come up with a proper fix for an obvious engineering flaw. If not recall them at least put out a mechanics note on them and pay for the proper fix when a spark plug blows out and scares the hell out of the next dedicated ford owner and enthusiast. I'm going to take a hard look at my alternatives before I buy my next new one. It will probably be this year, and I really like the big Nissan.

 

I believe it was primarily on the 5.4L engine.

 

No, it was any modular engine prior to 2003.

 

Yes, my 1998 f150 4.6 blew #3

 

Here's some info on the issue.

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.