2000 F150 Triton 5.4L #&*@!! = $$$$$$$

[deerefan]

Please, Dmace and Dargo, leave the thread. Go bicker in private messages. Because of this, the thread will be closed and someone will not be able to offer the op or other members what could be valuable input. We get it. You don't like each other. Keep it to yourselves. As far as spitting plugs and plug problems, was this on both non PI and PI heads? I do not recall this being an issue on Mustangs equipped with either the 4.6 or the 5.4 (Cobra). My 97 F150 with the 4.6 has not seemed to have any issues though the plugs were a little stiff last time I changed them.

 

[buck12]

One question: were both problems corrected in late model 5.4 motors? I ask because I have 09 f150 with the 5.4.

 

[Dmace]

Please, Dmace and Dargo, leave the thread. Go bicker in private messages. Because of this, the thread will be closed and someone will not be able to offer the op or other members what could be valuable input. We get it. You don't like each other. Keep it to yourselves. As far as spitting plugs and plug problems, was this on both non PI and PI heads? I do not recall this being an issue on Mustangs equipped with either the 4.6 or the 5.4 (Cobra). My 97 F150 with the 4.6 has not seemed to have any issues though the plugs were a little stiff last time I changed them.

First off, I'm not leaving the thread. I'm the one looking for help with this POS engine design. Dargo is just looking to start an argument as usual...
Secondly, the Mustangs had a different 4-valve head design and did not have the same problem. P.I. (performance improvement) heads were a Mustang (4-valve) thing as far as I know. I have heard of this problem with the 4.6l V8's too but not nearly as common.

One question: were both problems corrected in late model 5.4 motors? I ask because I have 09 f150 with the 5.4.

They still have the 3-valve design but I think they dropped the 2-piece spark plug design in 2008. They should still be changed every 30k to avoid having them stuck in the head or broken.

Back to my original problem, the tool from CalVan is on it's way. The up and coming holiday weekend will probably be spent under the hood of yet another dead Ford...

 

[Dargo]

Please, Dmace and Dargo, leave the thread. Go bicker in private messages. Because of this, the thread will be closed and someone will not be able to offer the op or other members what could be valuable input. We get it. You don't like each other. Keep it to yourselves. As far as spitting plugs and plug problems, was this on both non PI and PI heads? I do not recall this being an issue on Mustangs equipped with either the 4.6 or the 5.4 (Cobra). My 97 F150 with the 4.6 has not seemed to have any issues though the plugs were a little stiff last time I changed them.

No worries. That fella earned the distinction of being only one of two people on my ignore list. Someone has to be of absolutely no use to me to land there. You know, the sort who looks at the sun and tells you it's night time and throws a fit when you point out the obvious. Anyway, this subject has been part of my occupation for around 20 years. Besides simply knowing the facts from experience, I listed links for reference. I have all of the information, TSB's, recalls, and even OASIS reports right at my fingertips. However, I'm also not the type of guy to stand there and have someone pee on my foot and tell me it's raining out. I have nothing else to say in this thread. As the old saying goes, you can lead a horse to water but you cannot make him drink. (and I was being nice by using that saying )

 

[Dargo]

One question: were both problems corrected in late model 5.4 motors? I ask because I have 09 f150 with the 5.4.

All fine. Great engine.

 

[oldballs]

:thumbsup:I gotta tell 'ya, I enjoyed this discussion from start to finish...well maybe it ain't over....:laughing: My 1999 F-250 Superduty (bought it new) has the original plugs at 65,000 miles. It has pulled many tons of rock and gravel, but I'm not in construction. Having been a Mopar owner for 50 years where changing plugs routinely was not big deal, I'm going to let this buggy go all the way until I die. Since I'm pushing 80 years old this buggy better get me there. P.S. it's never been in the shop and I do the routine maintenance....same is true for my 1999 Crown Vic at 40,000. Thanks, everybody. Mike

 

[deerefan]

First off, I'm not leaving the thread. I'm the one looking for help with this POS engine design. Dargo is just looking to start an argument as usual...
Secondly, the Mustangs had a different 4-valve head design and did not have the same problem. P.I. (performance improvement) heads were a Mustang (4-valve) thing as far as I know. I have heard of this problem with the 4.6l V8's too but not nearly as common.

They still have the 3-valve design but I think they dropped the 2-piece spark plug design in 2008. They should still be changed every 30k to avoid having them stuck in the head or broken.

Back to my original problem, the tool from CalVan is on it's way. The up and coming holiday weekend will probably be spent under the hood of yet another dead Ford...

I hope your problem gets remedied. I have been hesitant with Ford for the past decade. Between plug problems and 6.0 diesel issues, I just do not feel comfortable with them. I will say i had the opportunity to work a TT V6 hard a couple weekends ago and was impressed. As for the bickering with you and Dargo, it is really a hinderance. Both of you have a lot of useful knowledge and experiences that are very beneficial to me and other users. The arguing is really not a necessity and affects not only you but all others seeking useful info in threads. Between you, Dargo, DP and Builder it can get a little ridiculous. All of you make positive contributions but the bickering can really overshadow your useful input.

 

[Dmace]

For those still interested, we received the tool from CalVan yesterday. It was ordered through Amazon.com last week on Thursday using the standard 5-8 day shipping.

It took me a little over an hour as I've never done it before but it was very straight-forward and the informational DVD helped a lot. The kit as a whole is very well laid out and they thought of everything. Even a little hose with an air valve to find when the cylinder is BDC and the valves are closed.

After checking and re-checking, I connected the drill bit to my air ratchet and installed the guide in the spark plug hole. Slowly, I was able to drill out the old threads and clean out the debris with an air hose. Then I used the second bit that cuts new teeth into the aluminum head. Lastly was putting a little JB Weld on the new steel insert and threading it in along with a new spark plug to about 20 lb.ft. (The JB Weld is for the steel insert, not the spark plug). I let it dry for a couple of hours then started the truck and it sounds good. Much better idle, quieter and the two check engine lights (Bank 1 Sensor 1 Rich Condition and Lean Condition - P1131 & P1132) are gone. I must say, this tool is a MONEY SAVER!

I told him if I had to remove the head to fix the threads, it would be close to $1000 between gaskets, fluids, my time, etc... With this tool ($235 shipped) the whole job took less than 2 hours including prep and saved hundreds! I would have taken more pictures, but my hands were pretty dirty and I was excited to git-r-done!

Now to move onto the typical Ford rust in the door sills, rear fenders, rear bumper, bed supports, etc...

 

[Diamondpilot]

Glad you got it fixed. The one and only guy I know that had this issue, a V10 F350, had the same thing done.

Chris

 

[sandman2234]

Eh, most engines now have recessed sparkplug wells and Al heads.

Why? We now get 100HP/liter with MANY engine models and ultra-low emissions never before possible. Technological advances I tell you, advances!

Wife's new car is at 137 hp per liter. Not a big jump, but hp is hp...
David from jax