Bad Ford 5.4 3-valve V8 Engine Teardown. Which of The MANY Possible Failures Took This One Out?

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Today we tear into a bad Ford 5.4L 3-Valve Triton V8 and find out what went wrong. These engines are likely some of the most disliked engines in North America. From broken spark plugs to blown apart cam phasers, timing component failure, broken valve springs and more, these engines have a lot working against them.
My name is Eric and I own and run a full service auto salvage business called Importapart located in the Saint Louis MO area. Part of our model is dismantling and selling parts from rare and niche market engines. I don't build or rebuild engines, we simply supply hard parts to those that do!
Want to see a particular engine torn down? I may have already done one! No really, check out my other videos for the engine you'd like to see! I've made over 70 other teardowns from a Cummins to an LS7, and from Rotary to Ram Ecodiesels. You can expect a new teardown every week!
Check them out here • Blown Up Engine Tear D...
As always I appreciate all of the comments, feedback and even the criticism.
What will I tear apart next week? Just wait and see!
-Eric

[@christopherweise438]

"I typically don't see people using anti seize as an oil additive." - Eric Well.....you don't want your engine to seize, do you?

[@robertwest3093]

You know he had to see that one coming!

[@kevyn4016]

I was on beer 7 or 8, I don't remember (My 5.4 just died an hour ago), but when he said this I laughed so hard I gave my nostrils the bubbly tinglys

[@Marco-fi6gv]

😆

[@melvinlewiswellsjr.2619]

😂😂😂😂😂

[@85MasterV]

5.4L 3v whisperer here, I’ve owned several. The main problem as stated by a few other commenters is the tensioners fed by oil pressure, old ones failing prematurely (usually by avoided maintenance) and can cause a domino effect on issues like the VCT, cam wear, and leaks from PCV pressure. There are many reports of these problems because of the prevalence of the engine in so many vehicles. Bulletproofing this engine takes putting in the new oem tensioners, a melling oil pump, and new VCT solenoids if you have high miles. I still love them because they are easy fixes. Even the FordtechMakuloko guy bought one! They are torque monsters when tuned due to the VCT and displacement, and no one can argue with how bad ass they sound with custom exhaust.

[@906lane]

I have a 2010 Ford Expedition Limited 2wd and bought it 2012. I now have 260,000 miles on the original engine and transmission. I change the oil every 5,000 full synthetic since I bought it and change the trans fluid every 2 yrs. I have a small rattle now and plan to do the tensioners, a melling oil pump, roller followers, vct solenoids and a few other things. This truck has been problem free since i bought it.

[@John-ct3yz]

Could you explain how the timing works on these engines? I have a 2008 Ford expedition Eddie Bauer with the 5.4l Triton engine it started hesitating and shaking and knocking when I was stopping and now if I'm not on the highway it's shaking hesitating and knocking horribly but if I put it in park and rev it up it goes back to running smooth?? Any help is appreciated

[@906lane]

Do you have a scanner to check codes? Also check for compression on each cylinder and spark plug. This is hard cause you might need to have it hook up to a computer to run real.time data.

[@bluestripes1]

same here, at their core they are solid engines, so whats the big deal, replace the parts on the outside that are easy to get to with updated parts, and it uses o rings so no gaskets to replace, its easy to work on and the vct gives it a lot of torque. updated phasers, updated cam followers with smaller bleed holes, cast iron tensioner, melling pump, over 200k miles supercharged on 8psi still putting in work in my 4wd truck

[@jamescorfield534]

The best info I needed in one comment

[@ineedapharmists]

One timing job and a high volume oil pump. 19 years old, 269,000 still going strong.

[@user-yw5fl1db5u]

?????? My motor has 213k without those, but it did just go kaboowey the other night

[@maxcactus7]

Remarkable what a stark difference in reliability and longevity there is between the 2 valve and 3 valve 5.4 liter Triton engines. I had a 2 valve 5.4 in a Ford E-350 that gave me 237,000 trouble free miles with little more than routine maintenance. I sold it and the second owner put another 40,000 miles on it before replacing the transmission - the engine was still running strong.

[@comptonoverland7442]

5.4 2V is a beast.

[@dougbourdo2589]

I have a 2000 F150 HD version with the 2V 5.4. I inherited it but did not know for sure until I received it. Very relieved and it runs great.

[@thatguyoverthere9634]

Had a 1999 3v in an F250 make it to 299,986 miles before the 3rd transmission went out and we sold it. Biggest problem with the engine was a sparkplug ejected out of cylinder 4. Fairly big issue to have but an easy enough fix, transmissions were a problem since the truck spent its life towing construction equipment.

[@creepyoldhouseexplorersclu4836]

After watching this, im glad to learn my 97 clubwagon 350 has the 5.4 2 valve- its got 90k on it - life is good!

[@AmericanFarmerHVAC2024]

Right. I'm over 240k on my 99 and stil going strong. Oil was changed every 3000 miles and I've kept it that way.

[@eyebok]

I absolutely love this engine! I made tens of thousands of dollars fixing this engineering embarrassment. For everyone who claims they have had no problems, consider yourself lucky, these are an absolute POS!

[@jknick04]

I am one with 290,000 on an 07 expedition.

[@IsmaelRodriguez-oh1nv]

I agree. 2004 was a transition year. A friend has an 04 f150 with the 4.6 2 valve engine at 350,000 miles. I have done about 50 5.4 engines with timing issues, bad tensioners, seized rocker arms, exploded cam phasers, and the list goes on. Im only a part time mechanic on the weekends so i can imagine what full timers see

[@standhd]

Please elaborate on your personal experience.

[@bldontmatter5319]

@@jerryp1776 that's extremely overkill maintenance dude. Trash engine

[@vincentmartin9133]

I’ve had one for 355k not a single issue

[@mikebryan9744]

I have a very nice 2012 King Ranch that had 201,000 trouble free miles, of course I am an oil change freak, every 3500 miles. The chain guide on the passenger side broke, it jumped time. So, looking at my options, new vehicle cost 75,000.00, used ones are in the 50’s, so I elected to buy a Powertrain Products replacement engine, these engines have upgraded dorman phasers, heavy duty melling oil pump, and best of all, cam bearings. I’m all in at around 4500.00, with me installing it myself. Runs great, so far I’m very pleased. Our police fleet of Tahoe’s have huge problems with ls platforms with oiling issues, the cams just get chewed up. Just shows that all engines need good oil services.

[@jeffmiller3150]

Some mechanics say Dorman cam phasers are not good. 🤔

[@robertd5674]

Hate to tell you get those cam phasers and chain sliders/ tensioners replaced with genuine ford stuff. Dorman is way cheaper (made in China) not upgraded. And yah unfortunately, timing components are a maintenance item on this engine. Right around. 150-175,000 you need to have them replaced. Search up the master of 3v 5.4 fords here on KZbin . Ford tech Makuloco

[@briantruck2284]

Junkyard engine come out good

[@BruceLee-xn3nn]

Speaking of LS, ive pulled camshafts out and cam bearings cam with it. Or you'll find them were they've walked out of their spot.

[@derrickwoods2803]

@@BruceLee-xn3nn yep typically number 3

[@Wittyusername82]

This was a perfect example of a poorly maintained engine. I owned a 3V F150 for over 10 years and it was a workhorse and reliable. I popped the valve covers off at 130K to do timing as a preventative measure and it was spotless inside and the timing components were perfect. Run good oil and change it regularly and you will avoid many of these issues. I’m not going to pretend that the 5.4 3V is a magnificent engine but they are actually pretty tough engines and mine was very reliable.

[@hitekrednek66]

I agree with you sir. Mine is 17 years old and still rolling. Gotta do good maintenance and as you said...use good oil. 👍

[@waterloo123100]

Where Ford screwed up is doing their 10k oil changes on these Engines from the factory

[@joedemers5480]

I kind of wonder if there was an oil problem. I used Castrol synthetic and had zero issues until I sold it with around 220k miles. Spark plugs would be completely done around 80k miles. 1 alternator around 150k. But that’s it. It ran perfectly when sold. Back in my BMW days I remember Mobil 1 in other cars eating vanos units. Great oil, just not for that application.

[@irishmo87]

What oil would you recommend?

[@Mit_Reklaw]

@@irishmo87I run motorcraft only

[@dennishelley]

Oil pressure is the major failure on these. As you can see, bank one was far shinier than bank 2 because of lack of flow as it goes from the pump to bank one and then bank two on this engine. That's also why your tensioner on bank one failed. Mine did similar, but never failed so I upgraded the pump, replaced all the timing chains, guides, and tensioners. Also replaced the cam phasers with locked phasers - shout out to Freedom Racing for the whole kit. You have to run a software tune for the locked phasers but it makes it a lot more bulletproof.

[@user-wb2tz5vp4f]

I did the same thing to mine, and it's running smoothly.

[@rotaryperfection]

After repairing one of these engines, I've come to realize that THE primary problem with these engines is the original oil pressure fed timing belt tensioner. When the back sides of these tensioners start to leak oil, it allows slack in the timing chain. That slack allows the timing chain to slap back and forward and eventually breaks the plastic guides. Now before all that happens later, other damage is being done due to lack of oil pressure because of that leak. The leak at the tensioner is practically another pressure relief which causes problems with the cam phasers because those need proper oil pressure to operate. So really the original tensioners are the 1st domino and once that domino falls, everything else will fail soon after. My recommendation is if you have one of these engines that isn't making noise yet, IMMEDIATELY have a tech as preventive maintenance, pull the front cover and replace both timing chain tensioners BEFORE they fail. Ford came out with pretty decent upgrade that had a hard nylon type seal on the back. Oil pump wise, those are actually fine as long as you don't have any internal leaks from the tensioner. The engine I worked on had 208k and the internals were very clean from regular oil changes and the cams was perfect. You can't go that many miles with a weak oil pump so I know the leaking tensioners late in this engines life cycle was the fault.

[@craighoffman6876]

True. My buddy has an '02 F150, he heard about this and updated his tensioners. Replaced all the vacuum hoses too as they were rotting. He lives in SoCal, which has a lot of ozone in the air. Suitably looked after these engines can last a long time.

[@tmo2798]

@Craig Hoffman That's smog, not ozone. Smog is mostly carbon/oxygen molecules. Ozone is usually 2 or more oxygen atoms bound. C'mon with that, mang.

[@TheBandit7613]

@@craighoffman6876 Dry heat. Dry rot. Living in Vegas, my tires usually rot before I wear them out. Different grades of plastic/rubber deteriorate at different rates. I have an original 92" Jeep Sahara, nothing has deteriorated. Plastic and rubber holding up fine. My Chevy and Ford pick ups, vacuum lines get hard and turn to dust. Why AMC rubber holds up? Who knows? I have 12 (in good condition) cars, trucks and Jeeps. Besides rubber, nothing deteriorates in the desert. Keep them out of the sun and it will last virtually forever. With no cold starts (ever) even engines last.

[@craighoffman6876]

@@TheBandit7613 Interesting! It pays to keep an eye on all of the rubber bits.

[@Anonymous-it5jw]

Any engine that relies on consistently high oil pressure to provide primary tension to its timing chains will fail prematurely, unless the system is perfectly designed, which none of the American engines are. The overhead cam Ecotec engine from GM is a prime example- ask me how I know. On the 3 valve 5.4 engines, Ford apparently tried to save money by using the same rocker arms as it did on its 2V engines(going from 16 rocker arms to 24) overlooking the large size of the oil holes on those original rocker arms and the need to increase by a third the amount of oil flowing through those holes in the rocker arms to lubricate the cams, but they did this without increasing oil pump pressure or checking the oiling system's ability to supply adequate oil pressure and oil flow to the cylinders at the end of the oil distribution system, i.e. the #4 cylinder (on the passenger side at the fire wall) and the #3 cylinder next to #4. The belated fix from Ford was to redesign the rocker arms to decrease the size of the oil hole on the lifter end of the rocker arms, thereby allowing the existing oil pump to supply adequate oil pressure and flow to the rocker arms and cams shafts of each cylinder, in Ford's view.

[@mec7568]

My original 1997 Expedition 5.4 2-valve now has 480,000 miles. Replaced head gaskets at 420,000 miles. That's it. Cross hatching was still prevalent in all cylinders.

[@Ws6Ms]

Mhmmmm

[@philkuusisto1558]

I have a 5.4 3v engine in my 2006 expedition, 130,000 miles now. All original and no problems so far. I change oil long before the recommended miles, which I'm sure is helping it last. Plugs came out great at 100,000 miles. Still happy with it.

[@bubba99009]

Yea oil changes are critical on these since most of the issues are related to oil starvation. I had one for 10 years that I never had any issue with but I was aggressive on oil changes and stuck with synthetic 5W30.

[@ridgerunner106]

Mine is close to 300,000. No big maintenance. I put a hub on the front. Bought a used one at a junk yard for 40.00 and kept trucking. Air and all still works great.

[@sherries.9959]

I have an '07 f150 short wheelbase 4 wheel drive it'll blow an actuator off of a hub and a heartbeat and it ticks $262,000 mi it is still my truck it's paid for and that 54 will run and pull a trailer like nobody's business I'm going to work on it alone and keep it

[@scottmcgehee2933]

I have a 05 3v did the same short oci with synthetic oil. Its only a matter of time. I needed a complete timing set done at 175k. I used 5w20, I hear if you used 5w30 it will help it last longer.

[@kamlee4010]

Oil is still cheaper than a repair job on the engine. That is why my 2000 ford is still running right now with my pal down the street from me

[@jimparker7778]

Back in the late 1990s Ford was re-inventing the wheel. Three valve heads??? Re-inventing the spark plug (they tried). Plastic manifolds??? They sure sold a lot of leak-fix solution. People with half ton pickups and big station wagon SUVs don't need or want that mess. They want reliable and simple V8 engines.

[@Exiled1]

I am the one that likes this motor. 290k on my Expedition with a 3V 5.4 and done nothing but hoses, water pump and one coil. It’s had oil changes and been perfect.

[@chrisretired5379]

I’m another, JD ! I also have a 98 Exp with the 5.4 2 valve, changed the timing components, cast iron chain tensioner, roller followers, and lifters. Hope to get another 200K. My 2014 5.4 Exp. will be getting the same someday, along with the HV oil pump.

[@Blue-moon12]

@@chrisretired5379 2v is better than the 3v

[@anthonys7534]

It’s not a bad motor, maintenance is key.

[@randymagnum143]

@@anthonys7534 no, some of them made it through due to sheer luck. But they *Are* bad. Or I should say *Were* , as they are about gone, erased from existence due to attrition.

[@anthonys7534]

Hey bud , whatever You gotta tell yourself!! I used to run a fleet of these motors. I know what’s what with these motors. I don’t need a simp like you spoutin off about how they suck. Everything exsists out of sheer luck

[@elliottbutts153]

Thanks for the video. Our 05 F150 5.4 3v has 264K. Still runs great. We did just spend money on a timing chains, tensioner, phasers etc. Hope to get another 200k out of it. Despite the bad rap there are plenty of examples out there with 300k plus. I was a service writer for Chrysler/Dodge/Ram/Jeep for 20 years. Can’t even count how many cylinder heads also camshaft/lifter/rockers in the 5.7 Hemi we did and at 150k or less. I know the LS motors have issues too. So 🤷🏻‍♂️

[@Slane583]

Supposedly the 2004 3rd gen LS motors have very few issues to them. The ones I know of are the oil pressure sensor and the intake manifold gasket. Both of which just failing because they wear out like everything else. Both fairly easy and inexpensive to replace. The 3rd Gen 5.3 begin one of my fave engines. Of course I am not an expert or a mechanic so there might be more problems that I don't know of. As much as I like the 5.3 I'll only stick with the 2004 model. Any model after that is when they started eating their lifters. I guess that's still a problem people are having with their current model 5.3's that GM said they supposedly fixed.

[@anthonysgarage]

A Melling M340HV oil pump is a game changer for these engines. Combined with the iron tensioners, you should be good. Not a small task, but you should only have to do it once.

[@wildman_69]

Yup exactly what I did to mine

[@mrmotormd]

Um......no. being a thirty year master tech and having had to have written several tsbs for ford and having had to solve several of their engineering "riddles" I can tell you the if you changed the pump and tensioners and had no issues you were simply lucky. The timing rails ALWAYS twist, break, or otherwise fail due to the fact that they see high heat, and have high chain tension over a plastic rail. You can pull the heads off a good running 3v and still find that they are trash and have to replace them all together. When you get into the later model 3vs you will find that the oil passages in the head are far too small for proper lubrication which is why those heads fail more often. But the timing system and heads are probably the most failed systems on the 3v. Not something an oil pump and tensioners would solve. Until they make revamped heads and stell backed rail guides this will always be an issue in the 3v. The oil pump replacement will help with the million different pressure bleeds these engines produce though.

[@chaseacklam6174]

​@@mrmotormd Um..... no. The chain guides only break when you ignore the blown out chain tensioner seal for months and let the chain slap them around. Ford has been using plastic chain guides on hundreds of thousands of vehicles for decades. They do not just fail. The failure is always the result of extreme neglect. The only oil passages in the head that were made smaller had nothing to do with lubricating the cam or followers, the oil passages were for the RETURNING oil. The low oil pressure in the head was the direct result of the oil pumps insufficient pressure and the roller followers oil port being too large and not creating a strong enough jet. The new versions corrected this with a smaller port creating a stronger jet. The heads do not fail first, that's the bi-product of ignoring your followers, VCT solenoids, phasers and tensioners, which then causes grooves in the cam caps and towers, which then requires a new head. Or, you ignored engine knock for so long due to failed roller follower needle bearings due to low oil pressure that the follower seized and sheared part of the head when the cam came back around. A better oil pump and tensioner would absolutely have a massive effect on the longevity of the motor as oil pressure was the root cause of all it's problems. I hate the techs that do not look into the real causes of a failure. They just see something break and think "must just be a bad part". Guess what? Metal chain guides won't fix that motor. Larger oil gulleys won't fix that motor either as the return was never an issue. Revamped heads with replaceable cam towers would be nice, but that won't save the cam from chewing them up.

[@c.jjohns6758]

@@chaseacklam6174 and this might be why ford engines are not getting any better .of course I'm referring to the master tect who "fixes" the engineering issues for ford , I recently bought a 98 f150 4x4 because the price was crazy low because it was said to have a rod knocking. I got it home and started messing around with it and I just don't think it's a rod knocking. My question is could cam phaser issues cause a knock that sounds almost exactly like a rod knocking?

[@chaseacklam6174]

@@c.jjohns6758I’d put a breaker bar and socket over the crank pulley and turn over the engine a few times by hand. You’ll probably need to take the belt off. If it’s rod knock you’ll be able to hear it at the ends of each stroke. If it’s not that, I’d say it’d either a phaser, or a bad roller follower that it’s marking the knock sound each time the cam lobe swings around and hits it. If you pull the valve cover you can easily feel the each roller follower to see if one has failed. If they all seem fine, I’d think it’s safe to assume it’s the phaser. FordTechMakeuloco has some videos explaining the phasers

[@Red.Hot.Chili.Beans63]

I was an owner of 2009 Ford Expedition with a 3V 5.4L until last year. I drove it to 180K and some change. Around 110K it started a bit of a clatter that was the timing chain that got worse over time but never to bad. It always cranked and ran mint over 1000rpm. Below that at idle rpm it would be be a bit chattery. My mechanic said keep going with it or go to Ford for a big parts replacement. So I opted to drive it. Rust was finially the issue. I sold it to a mechanic for a few grand and off he went. Other than the chatter it never had a mechanical issue over 180K. I didn't love it but I didn't hate it either. I have a 2015 Expedition with the 3.5 EcoBoost. I'm at 80K with it and no issues at all with it.

[@iceman45ification1]

Where I work, our old fleet used to be Ford F-250's with the 5.4. We never had any real mechanical issues with them. The issues we constantly had was electrical parts like coils, injectors and sensors. Our fleet has been updated to new F-250's with the 6.2. So far it's been a great reliable and powerful engine. 👌

[@mikegreen2229]

Same here. Lots of new 6.2s. Of course, my 2020 has a very random hard cold start issue that Ford can’t figure out. Sometimes it will do 3 full crank cycles before starting.

[@FrankyRedEyes]

Our place had 60 of these 5.4s in F450s. Many didn't make it passed 200k all were pounded on all were usually late with maintenance. We replace about 6 trucks every year. Now we are getting the 7.3s. So far so good.

[@snirtman7223]

@@mikegreen2229 Interesting. My 2019 6.2 has a random extended crank. Had dealer check it the day before my warranty expired to get the complaint on record. Dealer said nothing was wrong. Weird issue for sure.

[@mikegreen2229]

@@snirtman7223 Out if our whole fleet, mine has the least miles and is the most pristine of all, and it’s the only truck that does it. Hasn’t left me stranded though

[@Bushy556]

What oil? I bet they used a fleet 15w-40 to keep one oil for gas and diesel.

[@matthewtucker1519]

I would love seeing a transmission teardown or seeing a timelaspe of a teardown of a part out car. I absolutely love watching your engine teardowns and the narration like "malice in the combustion palace" and the numerous joked throughout.

[@yo_marc]

Look up Precision Transmission here on the tube. Another great channel.

[@southstreetbarbecue7875]

@@yo_marc Ah, you beat me to it!

[@mikegreen2229]

And disconnecting rod

[@vater1760]

I second this suggestion! I would love to see a parts car get completely stripped down in this same style of video. It could be a series of hour-long videos where Eric completely strips a car/truck down and showing us what parts he’s reselling and what is garbage/no value. I don’t know if a transmission tear down would be profitable overall but it would make an interesting video carnage-wise. Keep up the great work, Eric!

[@fastboatster]

Precision transmission mostly does old stuff, I’d love to see the struggle of undoing the bolt which holds the shaft going between the center and front diffs of the Audi DL501 dual clutch transaxle

[@tunedbyeazy3538]

I had a 09 f150 with the 5.4 3 valve, best motor ever, i did synthetic oil changes every 5000 miles, put 441,000 on it in 11 years, sold it to a friend and still driving it. Never had any issues including electronics. I used it for construction and towed all the time. Never had a cam phasers problems. Did 3 spark plugs changes. Best truck and motor I ever had.

[@DuanePolega]

I use amsoil and go 15000 miles, no problems

[@husker1230]

Mine gas been good too.synthetic oil with a bit of tranny fluid,regular scheduled plug change, Ford oil filter only . Quarter million on her now.

[@tunedbyeazy3538]

@husker1230 Yes, Ford oil filter on mine every time aswell

[@johnfloyd2551]

Yeah and it's from the later years too.

[@Bigfoothawk]

"Best motor ever" is just an opinion

[@whakatu4life285]

In NZ and Aussie, these came as the 3 valve (rated at 230kw) or the 4 valve quad cam motor (rated from 260 through to 315kw). The early 5.4 quad cams had an issue with timing chain guides failing but other than that they were/are quite reliable. The timing chain guide issue was sorted out within a couple of years and the motors were used for another 5 or 6 years before being replaced by the supercharged 5.0 motor

[@whakatu4life285]

Is it the 5.0 Windsor or the 5.4 SOHC barra V8? If @@cruize55

[@adamdodsy84]

If you catch a 3v before this point and put in the ratcheting 2v chain tensioners and updated cam followers youre good for a long time. A melling high volume pump is a good upgrade as well.

[@zeropointzero]

I bet that deep groove at 26:45 was caused by an improper broken spark plug extraction. The process involves pushing the porcelain down with the tool and thus breaking the ground strap on the broken plug. Sometimes, the porcelain shatters, and if all the shards are not removed from the cylinder, it can lodge and do damage.

[@americanchauvinist1210]

Makes sense

[@matthewalequin2333]

It's going to have to go overbore. Ever heard of a sleeve?

[@jacobpittman3829]

The commonality of the engines you said everyone loves.... they are all straight 6's. Straight 6 has always been a superior engine design. Way better balancing characteristics, both primary and secondary, the intake manifold isn't in a valley, and as such isn't exposed to odd expansion and contraction, it has a naturally equal cooling of the block. And most of all, it has 7 mains for 6 cylinders (vs 5 mains for 8 cylinders), and each connecting rod has a dedicated journal. V blocks are compact but are not as tough as a straight block.

[@audiogarden21]

They're also easier to manufacture due to their relative simplicity.

[@bat__bat]

Agreed in principle. But I love the 6.6 v8 Duramax as my favorite diesel for consumer trucks. It's just got all the check marks in the right places to me. The Cummins straight 6 I've got no problem with, except that they're in a dodge or a ram and the 6.7 is pretty expensive stand alone. The Ford 6.7 is great but good ole Ford keeps selling the failed injection pump w it, destroying trucks around mid-life. Duramax also has a str8 6 in the 3.0 liter variety for half tons. That is a terrific little engine I wouldn't mind having. At 3 liters it's knocking on the door of the original 6.6 V8 for power. Marvel of a machine and not an expensive option. Well, if u don't look at the price of biden-diesel fuel.

[@ineedapharmists]

You also need a fuck load more room. There's a reason you will never find an inline engine In a super car.

[@bat__bat]

@@ineedapharmists space saving is a bigger issue than people think. I remember my buddy's Nissan 240sx had a long hood bc of the straight 4. Couldn't imagine jamming 6 even in that long hood. Interestingly, the Ford Econoline e150 van prior to 97 had the inline 6 Ford 300 4.9 engine, but in 97 Ford ended the str8 six in favor of the Essex V6 4.2. The V6 had more HP, but the str8 six had more torque. The point I'm trying to make about the vans, well and the pickup trucks too for this matter is those vehicles had enough room to run the str8 six for years and years, but then they switched to V6 and kept nearly identical the size of the engine bay and drive line area. So why'd they drop a perfectly good str8 six in favor of a V6 when spacial capacity was not the issue? I think the obvious answer is Ford wanted a consolidated engine line going into the next generation of engine they produce, and the V6 was much more versatile. So, because a V6 can fit better in a Windstar, or a Taurus wagon, or some other POS that probably isn't even sold by Ford anymore, the trucks and vans suffered. Doesn't seem fair.

[@greengoat5654]

V6 are equal, the J series as an example. Also way better fitting

[@seanwright1264]

Love the teardowns, Eric. Watching all your videos is as satisfying as How It's Made. (Obviously a huge compliment)

[@aidanbrooks771]

Those tritons I find are a pain to work on when they’re still in the trucks, but I will admit I like how they sound

[@fiercepierce123]

they do sound great!

[@kylebeach2316]

That's the only good thing about the engines

[@standhd]

My farts sound great! Oh sorry, I couldn’t resist……..

[@greganderson4547]

Being that most of them aren't running anymore, the sound they make is mostly silence

[@huntersmith8062]

Mine sounds crazy and I got it with 187k I’ve put 14k on it with no issues, people just need to calm down on the gas pedal and these things are great

[@jackhayes7282]

I’ve still got an ‘08 F150 with the 3 valve, it’s been fine, zero complaints. The ‘08 got the updates heads that take real spark plugs. The only thing I’ve had to do was put exhaust manifolds on it. I guess changing the oil on a regular basis helps.

[@michaelmartinez1345]

This was a great episode!!! Yes, this is a really good look into this engine type, and what could go wrong with them... I remember seeing several nylon camshaft gears coming apart and becoming a blockage in oil pump inlet snorkels... Then causing bearing failures because of oil starvation... Also several engines had jumped time and ran poorly and had heavy internal engine damage...It is almost as if these things were made of plastic, to fall apart... Good show!!!

[@squangan]

I’m over 14 years into owning an ‘09 5.4 3v which still runs quiet as the day I bought it. I’ve made several repairs to it but am more than happy with my almost decade and a half use out of it. At least with the later ones like mine proper maintenance seems to be the key. I used to get worried by all these videos talking about what crap they are but then I learned to take them with a grain of salt. There are videos talking down almost every engine made these days.

[@dev9614]

I got a 07 expedition with 220k miles for 6 years I make sure i do oil changes only thing i had to replace is fuel pump and catalytic converters guess we got lucky?

[@Little3160]

I have an 07 Lincoln Mark LT, bought it in 09 with 16,000 miles. Now at 142,000 miles and it stills run like new. I never followed Ford’s 10k mile oil change, I’ve always changed oil at 4k intervals. Find a good quality oil and stick to it. As far as oil goes, I’ve used motorcraft oil first 2 years of ownership, and I switched over to Pennzoil platinum synthetic 5w 20 oil. Tune up was done a little late, 133k miles, but spark plugs came out easy. With proper care and maintenance, and not racing to every stop light these engines can last.

[@mazdaman1286]

They should do a race series for this engine. Points could be awarded for making it onto the starting line...

[@trentryan27]

Winner is last 1 still running

[@Wagonman5900]

Are there any rules regarding internal modifications or power output?

[@SlimPickins_07]

I have a 4.6 3v that runs 8s. It is just another modular Ford at the end of the day when you fix the nick nack issues.

[@atlaslion5128]

@@SlimPickins_07 4.6 was good though not nearly as problematic as the 5.4

[@SlimPickins_07]

@@atlaslion5128 They are nearly identical engines

[@richarddobson4725]

Love watching these videos, tearing down engines of a size that petrol heads here in the UK can only dream about. You made me laugh when you said in a 4x4 this engine was underpowered. Try driving a truck like mine ( 2018 Ford Ranger ) with a 2.2L 4 cylinder diesel then say it's underpowered. More big engines please.

[@yeahitskimmel]

5.4L is still what we call a small block lol. Just plz don't look up how much power our 7 and 8L motors made back when we had more strict environmental rules than y'all do

[@ouchfoss]

It makes PERFECT sense. Job security! I can only imagine how much extra work this gave the dealerships and other repair shops over the years. Unreliability does hurt your image though

[@agentstevehaines9164]

This is definitely one of the best engine teardown videos i have seen. Well done!

[@flat6targa]

My dad was thinking of you today as he was cracking loose the head bolts on a Mack truck.

[@rosewd2]

That engine looks like it had 1 or 2 oil changes in the last 200k miles. Most of the 5.4 engine problems originate from the roller rollers. There is a reason Ford has a redesigned roller follower for these engine. Now the follower oil hole is smaller - which raises the oil pressure to the phasers, and the oil hole now points at the point where the roller in the foller contacts the cam - keeps the needle bearings lubricated Changing out all 24 of them with a set of gaskets will cost about 300$ Too bad ford didn't recall all these engines and put them in for you.

[@pauljoey7977]

@@navyphyrfitr6550 amen to that

[@HAL-dm1eh]

@@navyphyrfitr6550 All the good ones are making videos on YT (and now Rumble), just like the best of everything else.

[@standhd]

Roller Roller?

[@hugh007]

The lack of oil changes didn't do that 5.4 any good. Possibly even run low on oil a few times. Thanks for the video

[@AbcAbc-sp1od]

@@standhd he meant roller follower

[@Theoriginalmalcontentcorner]

Love the teardowns, Eric! Keep up the good work.

[@rayshutsa6690]

Thank you for another great teardown. It is always good to see what went wrong with the engine. Love your channel content also commentary. ❤🇨🇦

[@andrewsmart2949]

i like the 3V V8 and V10,very powerful,yes they need to be maintained and thats why they usually fail when they are thrashed and neglected

[@certifiedbruhmoment2973]

Truth bro. Like you just gotta take care of it like a normal human being. Also I see people using the wrong oil for it too.

[@standhd]

I like the 4.2 V6….not a lot of issues, but I guess I’m smaller in a world were BIGGER is better!

[@certifiedbruhmoment2973]

@@standhd I would've gone with the 4.6 v8 but there was nothing when i was looking so i bought my truck

[@standhd]

@@certifiedbruhmoment2973 I was on the verge of buying a early 2000’s V8 F150….I blew up my 99 4.2, and I needed a vehicle, FAST. I came across the afore mentioned truck, but the seller didn’t get back with me in time; and my wife and I TRIED to buy it….we texted, and left numerous voice messages….to no avail after we agreed on a price and a look over. I don’t even know what V8 that truck had. I ran across a 2003 4.2 XL Sport, and I snapped it up immediately. My 99 was an XLT with the 4.2, and that engine withstood a lot of neglect from my dumb ass; tough little engine. I blew a head gasket by not paying attention to the radiator leak coming from a freeze plug over the starter and mixing different types of coolant because of the leak. The guy eventually got back with me, but it was already too late. So now, I am very diligent about the maintenance on my latest truck. I do my own oil changes, and I check things under the hood quite often.

[@certifiedbruhmoment2973]

@@standhd yeah I get you those engines are really good. But I loved the 4.6 v8 because it's very reliable, where I live we got no e85 so I don't need a flex fuel system. But like I said I couldn't find any near by. The 2007 ford f150 I got was a pretty much fully loaded lariat it was just missing the sun roof and sub in the back. Super crew can with a 6.5 foot box and other stuff. And really low km because I live in Canada. 150 000km with is about 70 000 miles roughly. And it had a 5.4 which I was hesitant about, but the owners had take good care of it. They were selling it because they bought it to hall a 5th wheel camper but bought a rv so I snagged it

[@ts302]

Thank you Eric! Interesting how the 2010 F150 4.6 3V does not have the same issues as the 5.4. My truck's 4.6 3V has 305K (km or 190K miles) and still runs like new. Just the basic maintenance and not hammering it when cold.

[@Prestiged_peck]

After 08 all the 3v engines got a better plug design, and most got the iron tensioners again, all the 2011+ 3vs have iron tensioners and slightly better oil passages.

[@throttleblipsntwistedgrips1992]

Post 09 modulars went from 4 thread spark plug holes to 9 thread is why. That being said, I've owned 3 early/mid 90s mod motors and never blew a plug or cracked an intake.

[@jamesrichardson559]

Ford used the 4.6 in the police Crown Vics and everyone knows how durable they are.

[@Prestiged_peck]

@@88irocztpi all 3v v8s from ford got phasers the phasers on the 5.4 go bad due to bad oil pressure and the oil passages being a bad design that causes the oil to overheat and sludge.

[@ts302]

@@88irocztpi My 4.6 3V has cam phasers.

[@patriotkennethburlingham7059]

I know how it is. got a first-gen FX4 and had the exact same thing happen. I caught in time at about 175,000 replaced the water pump, oil pump upgrade, and the ford OEM timing kit. Runs pretty good now at 196,000. I did have some problems in the transmission valve body and has to replace the rubber check balls and stick the overdrive accumulator back into its hole. Runs great. Love your videos.

[@tjhessmon4327]

The failure mode with the 5.4 as well as the 4.6, were the original oil pressure controlled cam chain tensioners. The gaskets of the cam tensioner leaks, causing low oil pressure on the right cylinder head (passenger side), and in the cam phasers. The other problem is the stick spark plugs, just like the 4.6L They can be fixed, as Ford updated the timing chain tensioner assembly after 2006. What exacerbated the problem was aftermarket parts, which fail early, especially cam phasers, and cam chain tensioner bits. Using motor craft parts and using the high volume smelling oil pump. Fixes the issues, relative to this engine. The same rail failure happened to me when I used an aftermarket replacement part, causing me to go back in and replace the guides with OEM guides.

[@toddbob55]

5.4 Are Awesome engines....just gotta update Timing tensioners. 420,000 miles on our work truck

[@anthonys7534]

People are lazy and can’t change oil. Then they say the motor is junk. These engines also have great low end torque

[@warrenself]

@@anthonys7534 I change my oil in my 4.6 2V every 3K miles. Reason being I’ve had the opportunity in tech school to tear down a modern engine (2.0 GTDI Ecotec) and I instantly ditched any and all marketing and hype for extended oil changes. All 4.6 and 5.4 Modular’s have at least some small oil passages up top, 3V’s with phasers had even more. Oils and filters are cheaper than a reman engine and labor.

[@danp7463]

@@anthonys7534 I like mine. I have 265k+ miles on mine. I've owned it since new and have always used synthetic oil and changed if whenever I was in doubt.

[@halleffect1]

I'm not denying the general consensus, just my personal experience servicing 2 F150's both with 5.4's- one has 221k miles and runs fine, the other has 200k and needs the roller followers replaced. both have been cared for. I think these engines need regular oil changes more than others to live a long life.

[@victorwanstreet3038]

yes they do

[@andrewschmitt5792]

Just wait till it needs spark plugs

[@halleffect1]

@@andrewschmitt5792 the plugs have been replaced, and the updated part# doesn't have issues.

[@AbcAbc-sp1od]

This is very true. A lot of "work" truck owners think that just because it's not a "fancy" car, they can neglect oil changes (maintenance) on these 5.4 trucks. That's just stupid... These engines are very unforgiving of lack of maintenance.

[@halleffect1]

@@jima3129 nope, guy still hasn't brought the truck by for the followers. I'm wondering if the lifters should be replaced at the same time?

[@unpenitrible]

Hey Eric, I don't know if anyone has ever suggested this or told you before, but sometimes if you use a little heat from the likes of a propane torch in the area of the dipstick o-ring, it can really loosen em up.

[@benfreeman9717]

I'd love to see a GM 3800 series II 3.8 V6 on your bench. I've driven 3 cars well over 300,000 miles with that engine and I'm still using the 3rd as a daily driver. Seems like they're invincible as long as you take care of them. I think those engines normally fail because of the plastic intake plenum leaking or because of coolant loss resulting in overheating. Also, the plastic coolant elbows WILL break at some point and need to be replaced with the metal version. Seems like on cars with those engines, if you completely run out of coolant, the temp gauge stays in the middle. The only clue you're overheated is because of severe knocking when you accelerate. I had one overheat and then it ran fine for a few months before spinning a bearing. Anyway, loving your content! Keep it up!

[@randallstewart8487]

Yes that plastic elbow will fail,was that what caused it to over heat,the 3800 3.8 is one of the,if not the best V6 ever produced with proper routine maintance!

[@jacedamon922]

Dude thank you so much for taking this apart now I can work on mine

[@DOCTOR_KIA]

man idk. my pops had a 04 5.4 3v and he had it until the trans went out at 235k miles never gave him issues and he definitely didn’t take care of it. 3v’s get some much hate for people not taking care of them also lmao

[@Bobsnarls]

I just had the heads and timing redone on my 5.4 3V F-150 and that's 261K miles later. Also replaced those beautiful exhaust manifolds. It's running great (again for now) **Knock on wood**. I only use the truck for "trucking" purposes but change the Oil / Filter myself every 3-4K miles. For the past 4 years I've told myself "I'll run it until it dies". Well, we'll see lol!

[@justyourbasicdad]

I guess I was lucky. I had a 2005 Expedition with this engine that was still running fine when I sold it earlier this year with 250k miles on it. The only problems I had were coil packs and an alternator that needed replacing around 200k.

[@rainmant5724]

Thanks for another great autopsy! I worked at a independent shop and dealer from 88-93, so I definitely understand why tools end up bent (loved the toyota crank bolt!!). I am jealous, as I had to put junk back together when the customer wouldn't give me the ok to fix it!

[@AbcAbc-sp1od]

If the customer doesn't okay it, did you at least charge them for taking it apart?

[@crushed2543]

The Toyota freaking crank bolt no kidding

[@byronlemay2166]

I have this engine in my '04 that I bought new back in the day. Runs like new...just keep the oil clean and don't beat on it when it's cold.

[@jamesrichardson559]

The engine is this video looks like it never had the oil changed.

[@dougrobinson8602]

That's basically the recipe for any engine. Warmup should be under gentle load, with rpm's under 2500 or so until oil is good and warm. Car manufacturers these days call out ridiculously long oil change intervals. Generally, you want to change oil at half the recommended interval, and use good oil. I'm a fan of Mobil One for most engines. It's good enough for a Porsche factory fill, so....

[@BobTheBreaker9]

Seems like a recipe for many engines

[@byronlemay2166]

@@BobTheBreaker9 Yeah, but this one in particular has a bunch of components that rely on oil pressure and the gasket on the back of the chain tensioner is weak...so dirty oil will tear it up. That's likely what happened to this engine. Tensioner didn't work resulting in the chain slapping into the cover creating all the fine chunks and then it broke the guide...the guy should have got it fixed as soon as he started hearing that racket. My engine is nice and quiet but as soon as I hear anything it'll get fixed STAT.

[@byronlemay2166]

@@dougrobinson8602 Yep...here in Denver it can be -10 during a winter morning and my neighbors will fire up the engine and rip down the street immediately. I always give mine a few minutes at idle before it gets moving. Seems like common sense really can't be taught?

[@lordsilvis1048]

I love the 5.4! Opened up the oil passages, got comp cams cam phaser limiter etc. In a nutshell, I built it up. It’s a great runner, and pulls very hard down low up to around 6,200rpm.

[@npudz9287]

My first pickup has the 4.8L triton v8 and that now has 330, 000kms. Still starts, no knocks, idles well. Body is falling apart, but the engine is incredible.

[@benjaminwayneb]

We've had dozens of 5.4 engines in our fleet and never had a problem other than exhaust manifold studs.

[@snoofayy6150]

that's good maintenance chief 👍

[@NoahDoane]

Are they the 2v engines? Those were pretty bulletproof.

[@dchun81]

What year vehicles are in your fleet?

[@yeahitskimmel]

Y'all got E-series chassis?

[@freedomisntfree_44]

Someone stayed on top of the oil changes, these last of taken care of but can’t slip up on maintenance

[@kristensorensen2219]

Love the introduction especially the fine engineering🤣!! Clearly the goal of selling garbage is a growing work in progress with automotive engineering. Amazing timing mess! Good entertainment sir!!😀👍

[@warrenself]

3K mile oil changes work wonders on these engines. All 4.6 and 5.4’s have some small oil passages up top but 3V engines have even more just because of the VVT components. Also doesn’t help when people who don’t know what they’re doing work on the 3V variants.

[@SlimPickins_07]

This. I worked at Ford with the engineers were investigating these issues. The mustangs didn't have half of the problems as trucks. You know why? People in Mustangs generally took better care of their vehicles, changed the oil, etc. People in trucks were using junk fram filters and going 20k miles on an oil change.

[@BuckingHorse-Bull]

People were cheap and didn't do proper maintenance. I've owned 3 5.4 3v and all of them have never let me down. Because I use high quality engine oil, Shell gas and Motor craft parts.

[@randywilliams5337]

Good tear down. I have knowledge of these bad engines and rocker arms. One thing I'm finding very interesting on all your teardown is the amount of sparkalies in the head s of the engines. Oil filters are good down to I forget how many microns. Seems filters should be better. I need to find a few sites that check oil filters. Thank you for all the work you have done and showed us.

[@lizzard8785]

The arch nemesis strikes again..... that darn dip-stick, lol. Love your content bro, keep it coming!

[@tomg4084]

I had an 04 3v made it 330,000 miles towing trailers every day they're not as bad as people think they are just change the oil. I feel like I got my money's worth and I would buy another one before I would buy a chevy or especially a dodge!

[@351cleavland]

You work for Ford's marketing dept, don't you : D

[@gageb556]

I thought the same thing. Then got an 01 5.3 Yukon. With 300k. Runs great and only paid 750$

[@CobaltLobster]

That's brave. Or a fool's errand.

[@SwingArmCity]

Oh ya? My dad can beat up your dad!

[@aehornak]

I've got a 2009 Expedition and my 5.4 3V is still towing strong at 220,000 miles ... not seeing the issues. Runs strong and tows hard. With regular oil changes, it runs great.

[@rodnewcomb]

Love your video's! I'd like to put in a request to see a Ford Duratec 3.0 (2010 variety) if you happen to come across one. If these are totally impractical to tear down, that's cool - as I've heard they are a bit of a disposable engine.

[@aqw4009]

While I'd like to see more econo box 4/3 cylinder engines. I also assume they aren't profitable at all given how many are just warranty failures. Like maybe taking apart a Theta or Gamma engine (totally because I don't own both versions..)

[@volvomeister]

Yeah, I'd be cool to see one of them that self destructed from vibration

[@Arrozconchopsticks]

Would like to see a Gamma, used to have a 15 Rio.

[@markbulva4188]

Had one that had 420000kms on it when I totaled it. Kept the oil clean and often changed. Had the original phasers and timing chains

[@adamkane3736]

'08 and up 3v's had a some revisions that made them much less prone to failure than their earlier counterparts. The one you tore apart here is an earlier one, pre-improvements, and had to have been making a heck of a racket for quite a while...which equals neglect and abuse. One of the most well known fixes in the later ones was the plug/head rework that fixed the broken/stuck plug issue. They have the updated cam phasers that don't seem to fail nearly as often, and in general don't seem to suffer from the oiling issues. I have a 2012 Expedition with over 212K miles and just now blew a tensioner seal. I replaced the tensioners, installed a Melling 340HV pump, and new guides. I have a couple of noisy roller followers that I'm going to replace as soon as the parts arrive. Other than that, it's been a rock solid engine, considering it's been far from babied it's whole life (towing, off-roading, etc). Talking to mechanic friends of mine, it's no different than any other manufacturer nowdays. They see Hemi's with chewed up cams, GM's with pooched heads, Nissan V8's with rings that come apart if you look at them wrong, etc...just as often as anything else. Hard to find anything very reliable anymore.

[@wranglersnmt]

So glad I stumbled across this channel, absolutely love your tear down vids! Any chance you could get your hands on a Chrysler 2.7 V6? Was always fascinated with the failure rates on those in Dodge Intrepids etc etc back in the day. Love your videos!

[@kestrael7237]

It has its issues but I still stand by the 5.4 we had in our 97 Eddie bauer, that thing was still running good after 363k miles the day we finally traded it in for a new truck. My dad was religious about the maintenance and that’s really the only thing that made it that far

[@motormouth2472]

That would have been the old 2 valve per cylinder version which is much more reliable

[@justsumguy2u]

The plastic shrapnel from the blown-up tensioner sure did wreak a lot of havoc, no doubt. I know I've said this before, but I've always respected the fact that you don't sell questionable parts---I'd buy parts from you. In contrast, some of the yards that I've bought complete engines from (sold to me in "good running condition") were in worse shape than the one I was replacing---this includes cracked heads and rod knock

[@OffTheBeatenPath_]

Always 40,000 miles on engines from wreckers...lol

[@ttesfirefighter850]

Great Video! I really enjoyed watching

[@wizard_of_poz4413]

They are great when they're running for sure. I've never had a huge amount of experience with that one but I've owned a 16v for a long time

[@dave29339]

I have this engine. IMHO, the main problem is the oil-pressure driven timing tensioners, which are plastic(!) and have tiny gaskets that blow out and cause oil pressure to the heads to drop. Then you get the roller follower issues, cams, phasers, etc. If Ford would have fixed the stupid upper end oiling issues this would have been a decent engine. The bottom end is very solid and it runs great when everything is working properly.

[@jackpatteeuw9244]

The early spark plug problems really gave the engine a bad reputation early on, but this issue was resolved by 2008. By the last few years of production which were only installed in Expeditions and Navigators. The two biggest changes were the upgraded high volume oil pump (Melling had redesigned the pump several years earlier) and a complete redesign of the phasers.

[@brianstough5286]

@@jackpatteeuw9244 "...resolved by 2008..." You do realize that "by 2008" this engine had been used in trucks for 11 years - cars for 15 years? 2008 was WAY TOO LATE. Remember the "bailout that wasn't a bailout"??? It was needed because of Triton engines and 6.0 diesels (6point uh oh) and the 6.4 diesels and all the other poor engineering decisions made by ford over a period spanning the 90's and early 2000's. (and the recommended maintenance intervals published by the marketing team)

[@jackpatteeuw9244]

@@brianstough5286 I can not disagree with most of what you said ! The 3V engines also needed to be well maintained. No extended oil changes !! I happened to be intimate with the whole diesel 6.0L and 6.4L diesel fiasco. Place the blame on Navistar and upper management. Who could have forecasted that after the success of the Navistar 7.3L (diesel) they would design 2 bad engines in a row ! This decision cost FoMoCo millions of $$$ !

[@brianstough5286]

@@jackpatteeuw9244 It has been tradition for ford to blame their suppliers for the issues they've caused. Whose fault was it that they failed to check the Firestone tires - if firestone had actually provided bad tires?? (Of course, ANY brand of tire would have failed at the 24PSI recommended inflation (ford's recommendation on the door sill sticker AND owner's manual) ANY REPUTABLE MANUFACTURER HAS A Quality Assurance Department that does "destructive testing" and Non-Destructive testing of critical parts!!! Whose fault was it that Ford took an engine delivered from Navistar and "changed out" the turbo's to try to compete with GM's new DURAMAX??? Whose fault was it that your TRITON engines were given a "competitive" recommendation for oil change (and other maintenance) intervals?? For benefit of the doubt purposes, let's just assume that the engineers did not approve of the Marketing Department's decision to "match" GM's maintenance intervals??? Every single person that "defends" ford's engines the way you do EMPHASIZES VERY LOUDLY that you MUST change the oil much more frequently that ford recommended for these engines... Please "disagree" with me some more AFTER you've looked up these few items. ESPECIALLY the "fix" for the RECALL on the ford/firestone fiasco

[@jackpatteeuw9244]

@@brianstough5286 As I mentioned, I have first hand knowledge of the 6.0L/6.4L fiasco. Navistar made all of the design decisions. I don't know what you are talking about changing the turbo.

[@odgie5228]

Do you put the parts through a washer? I'd love to see what they look like after. Thanks for the content, I love watching.

[@johncowhig7196]

I would like to say I enjoyed this video. I am very interested in learning how to fix cars. I'm 60 yrs. old and I know a little about cars but I wish I knew more. My friend from work changes my oil and other things I need done on my 2017 toyota camry Le. I just wish I could fix my own brakes. Thanks so much for the video.

[@imatter4619]

I've had my 2006 expedition brand new and now with 118k miles absolutely NOTHING has gone wrong with it. It still has every original part, including the serpentine belt. Love this car.

[@nickd.4512]

There is a mechanic, ford tech make you loko, who made a video on how and why that exact chain guide breaks and makes the passenger side jump time. Both you guys have very informative channels love watching them. Your is definitely a broarder spectrum, his is pretty good for ford and especially 5.4 repairs specifically.

[@bryanbrozy4477]

Lucky for me he's my mechanic locally. I have a 2004 5.4 3v. I'm at 225k and going strong. Goes to show you with proper maintenance these aren't so bad. I'm hoping to see 300k before I put it to rest

[@TheOptimusprimefan]

If you take care of them they're good engines. Most problems I saw in the dealership was people not changing their oil like they should and the sludge plugging up the cam phasers and trashing the engine

[@randymagnum143]

@@navyphyrfitr6550 if I can't run Delo 400 15/40 in it, I don't want it. (:^(3

[@jerryhernandez96]

Got a used one with 192k miles without knowing the issues for $2500, got the timing guides replaced after they broke and clogged the pick- up tube, and new high volume oil pump, currently at 205k miles with the phasers locked with no tune runs fine for now.

[@billbob4856]

Fyi the chain rails go on some of the modular motors if cheap oil filters without anti-drainback valves are used. Something with the oil pressure needing to build lets the chain slam into the guide on startup. Over time the guide brakes. Motorcraft or higher end filters will hold the pressure for longer off-times and the chain doesn’t slap as hard. Some sources also suggest this slap-chain guide issue is why the 2V modular motors went from 5W-30 recommended oil to 5W-20 around 2000. Also, congrats to the people who got 200,000 miles on their 2V and theirs still ran like new. I’d be willing to bet those miles were years ago though. You get one of these now (high or low milage) and you better prep to at minimum be replacing the plastic intake manifold and gaskets soon. Do all the plugs (torqued properly) after the manifold, and once one of those coils goes you better do all of them. The 2V motors do seem to “keep on going” though. “Running like new”? From my experience, no. My experience has been more like “it keeps starting and getting me to work but has a slight miss I’ve given up solving 4 years ago. Oh! Just hit the 3,000 mile mark. Gotta top off the oil cause I know it’s a quart low. At least it’s not a 5.4L 3v; guess I’ll keep it”. That’s a more accurate statement. This is if from 3 different trucks, all 3 available 2V displacements, over a 15 year period.

[@DJDinaggio]

Most of the problems you've described are either caused by poor maintenance or by chronic abuse. It's also a mystery how the 4.6L 3V can be so much more reliable when it's basically the same engine with a shorter block deck and stroke. I guess Mustang owners change their engine oil more frequently.

[@AbcAbc-sp1od]

You nailed it.... Mustang owners tend to treat the 4.6 like a "nice" car engine. Pickup owners tend to treat the 5.4 like a "beater" work truck lol Treat a 4.6 the same way, you'd get the same issues.

[@DJDinaggio]

@@AbcAbc-sp1od Yeah, and I bet those 5.4 owners continue to drive for thousands of miles with the engine ticking away like a time bomb until it goes kaboom.

[@AbcAbc-sp1od]

@@DJDinaggio exactly

[@iaam117]

I sued Ford and won over this engine in my ex 2005 super-duty I bought brand new. 4 times to the ford shop to fix fuel injectors. 4th time was a charm. 1st 2nd and 3rd time they only changed one injector. Not only a bad engine, Ford insisted on continuing the bad engineering with bad service. Lemon law saved my ass.

[@arthurrodesiler3109]

They just paid you off. They did not admit to anything.

[@toddbob55]

update timing tensioners and no problems.....our 5.4 has 420k miles on work truck

[@standhd]

@@toddbob55 Is that 420 thousand miles, or a metric measurement??????

[@gunnerzetnacylonn7293]

Would love to see a Late 80's to early 90's Chrysler 2.2L or 2.5L turbo II out of a Dodge Omni GLH or a Dodge Daytona taken apart on this channel. Keep up the good work.

[@birdmandave]

Keep up the awesome videos Eric

[@edjackson4389]

I have this engine in my 09 F250 single cab 2wd and I've been totally happy with it. Frequent oil changes, regularly rev it to redline, and no lengthy idling and they last a very long time. I have had trouble with cracked exhaust manifolds, but that's it, so they arent all junk

[@RRaucina]

And I have the 4.6 2 valve with the good tranny.. Kiss the thing every time I open the hood. Before you buy a used Ford you need 2 hours on the internet researching the junk years for engines. Check your VIN'S!

[@edjackson4389]

@@RRaucina Same with GM. I've had just as much trouble with them since 2012

[@Bigfoothawk]

You're just lucky

[@mikegreen2229]

I’ve heard most of these problems could’ve been avoided with very frequent oil changes… that once they sludge up, it’s game over.

[@Slane583]

As much as I dislike the 5.4 3v Triton I will blame its' faults on people who just ignore doing any proper maintenance on them to begin with. IMHO, if you can't afford to, or don't want to do any basic maintenance on a vehicle you probably shouldn't own one. Vehicles are a privilege not a need.

[@deranged731]

I've had out 2010 f150 since new. Oil changes every 3-4k and she's still good at 155k. I would never buy one used unless you know it's entire oil change history.

[@mikebrosnan2895]

I have a 2006 F150 with 209,000 on it. All original parts never opened up. its been supercharged since 10,000 and I beat on it pretty good. its on its second transmission, 2nd rebuilt rear end, and 3rd flexplate (spun the center out of two OEM units, it now has an SFI approved flexplate). I change the oil every 5,000 miles with Mobil 1 Extended Performance 5w-30, and spark plugs every 35,000-40,000.

[@mikegreen2229]

@@mikebrosnan2895 Nice! Just look at the baked on black oil vapors inside the one on the video. Not sure if they all get that

[@Slane583]

@@mikebrosnan2895 Even with you horsing on your truck and breaking things on it you still fall in the same category as the guy above. It has lasted so long and continues to work properly because you're keeping up with regular maintenance. You change your oil regularly and if something breaks you get it replaced. There's loads of older F150's in my area with these 5.4 3v in them and they all sound like crap. You can tell one is going down the road because they all have a horrible knock or cracked exhaust manifolds that make it sound like a knock. Nine times out of ten the truck itself looks like it's rusting into the ground. People just drive them until they blow and scrap the truck. It's like the 3.6l v6 in my stepfathers Impala and my mothers Colorado. It has a bad rap for failing because it's an engine that doesn't tolerate missed oil changes. If it's maintained like it should be it can be decent. The same goes for the 5.4 3v, it has bad design flaws and those flaws don't like missed or neglected oil changes. My dislike of the 5.4l 3v isn't really the engine itself, but the horrible spark plug design that Ford thought was a good idea. Spark plugs should be the easiest thing for the owner to replace. If they break easily when they need replacing then it's a terrible design. Yes, anti-seize will help but not everyone uses it as they should. :)

[@user-fi3fx5my2s]

I think as rule, you should pull pan while it's down, seem like when you don't it's nasty. Great vid.

[@usd25674]

I have the engine in a expediton, absolutely love it. Now at 356,000 miles.

[@wudznutt6732]

I've had one of these in a 2004 FX4 for 154,00 miles. Sure, it has it's quirky little sounds but as long as it pulls as well as it does, I'll keep her going.

[@junor747]

Those little sounds means it needs a timing job ASAP!

[@junor747]

kzbin.info/www/bejne/pIK5fKGaZ9dgrdk

[@madisonjam85]

Interesting the three universally loved engines he mentioned are straight sixes. Coincidence? I think not.

[@davidsanderson5466]

Had a 5.4 triton in an f350 worktruck which was fully loaded with tools and put on over 275,000 miles before selling it. We only had one spark plug blowout and a stupid plastic heater core connection breaking. We drove thing hard as well, 5000-6000 mile oil changes. It was a little underpowered but was super reliable with cold a/c.

[@krunk485]

I am running a 5.4L 3 valve. After 345,000 km it needed the timing chain tensioner since it was in 4 pieces. The compression test came back with minimum 190 lbs per cylinder. This engine ran 12 hours in -40C on a mountain highway with a shattered timing chain tensioner. Since the engine was being torn apart I opted to shine up the heads, replace the entire timing chain assembly, cam phasers, water pump, entire belt assembly, and the spark plugs. The coils and wires were already replaced 10,000 km prior. The cams and valves were in perfect condition. Do your oil changes every 5000 km.

[@djosbun]

My 6.8L V10 (same class of engine as the 5.4) has 271,000 miles and runs like new. These are very good engines if they are MAINTAINED properly.

[@alb12345672]

One big difference though, it don't have the variable cam phasors.

[@chantelrhine8965]

302 most reliable ever got a 94 Ford with the 5.0 and never had a issue 300000 and still kicking

[@andrewcolsen]

That’s the Windsor 302, much more reliable. Problem is GM and Ford both don’t stick to what they know and what’s reliable that they’ve perfected and tune those engines from there.

[@AngryVikingwGuitar]

I have a foxbody with 260k on the odo. Compression numbers are like 10 below stock spec. I'm making roughly 300WHP and absolutely rag on the poor thing and it never gives a word of complaint. Love the 302/5.0... I gave up on American cars once the 2000's hit and am now strictly a BMW/Honda guy :P

[@PaintHerWhite]

I used to deliver in a Ford Econoline that had 411,000 miles on it when I got it (bottom man on the station totem pole!). I drove that for 2 years. 300 Straight six. Started every time, about 75 times a day. But it drank oil.

[@austin3626]

Oil changes are your friend with that engine especially. We had an 05 F150 we sold in 2013 with 245,000 miles on it. It developed that cam phaser issue, it needed a lot of work when we sold it

[@sharbelhaj75]

i love this video, i have the 5.4 engine and i did the timing on it twice already and the same issue. full of in trouble.

[@kingdaniel3519]

The problem with the 3v is the oil pump. The pump doesn't push enough oil to lubricate the top end AND run the VCT. Get a Mellings HV oil pump and you correct 90% of the problems.

[@corystansbury]

That seems fairly logical. Might be a good way to get a reasonable beater truck? I assume the 3V motors drop the resale a bunch.

[@kingdaniel3519]

@@corystansbury Not as much as you would think. Even with it's problems, the 5.4 still pulls a pretty penny, especially in this sellers market. Maybe if gas continues to remain high for a while, a shit ton of people may get desperate for a more economical car. It may be different where you're at but here, truck prices are absolutely insane.

[@aramjudge5]

Love the motor. Made at least 60k last year off of them, and for some reason people keep buying them and fixing them lmao. Love it.

[@SaberSlayer88]

unfortunately a lot of people cant afford anything better and are not educated on the vehicle they are purchasing prior to signing on the dotted line. these 5.4 3v vehicles are dirt cheap! 08 expeditions for less than 10k in good shape are perfect for hauling a family around. just the engine is trash.

[@jimandersen3003]

you one of the 6.0 guys that spend $10 k to make them illegal so they work?

[@wralford]

I bought a used 2011 E350 Super Duty extended cargo van with the 5.4L V8 SOHC 16V MFI FFV. The previous owner was a fleet that used it mostly on the highway. You said that the E-series stuck with the 2-valve configuration. When I first got it, all 8 of the $250/each coils had to be replaced, but after that, it's been smooth and strong. I regularly tow my '97 Volvo 850 and 7x14' cargo trailer with no problems. If I had known about the pitfalls of this engine, probably wouldn't have bought it, but the beast has been reliable -- which is good because the Volvo is more likely to need [expensive] work than the big Ford van. I of course watched this tear-down with fascination with the hopes that any problems can be avoided.

[@brianfalls5038]

After purchasing a 2006 Expedition, January of last year then I started hearing some real horror stories about the 5.4. So far mine is running just fine but then I also change my oil religiously every 4000-5000 miles and it currently is just under 150,000 miles

[@antoniovillanueva308]

With skill, understanding, and maintenance these engines can be made to last. Maybe. Pickups often take a beating and are often loosely maintained.

[@417powerhouse3]

I understand the hate of the 4.6 and 5.4 but being that I own a 4.6 sn95 mustang I'm building it to not only be reliable and dependable but also pushing it's capabilities NA even built. the problem wasn't the entire platform it was more over head design. the problem the 3v had plug issues was the plugs they used and the fact that instead of the standard 9thread heads they went with a 4thread head. dumb yes especially when you looking at a stock 9.6:1 compression ratio. with the right information they can actually perform well enough to give 4v cars a run for their money. me personally with my car I was going to 5.4 4v swap my 96 but after researching the modifications I said. ope and stuck with the 4.6 build. it's a stock crank stock block 4.6 with mmr forged aluminum rods, and Pistons. clevite bearings, mmr timing assembly, stock 5.4 4v tensioners bc they're cast iron and not plastic, b series 4v heads from a Lincoln aviator, gt500 profiled 4.6 cams, 268/272 LSA 116, 223 duration, at .475 lift. upgraded springs lifters and rockers, aviator intake for the stock imrc plates tuned, flat top pistons for about 11.3:1 compression ratio, ported heads port matched intake, longtubes, I'm looking for 450-500 ish na. just gotta know how to deal with them.

[@BruceLee-xn3nn]

At least its ford and not LS

[@JimTheZombieHunter]

Decades ago I bought a K-30 hard case plow truck as a parts doner to do a 4x4 conversion .. the previous year I had actually driven the truck in it's intended function. It started first key every time and ran like a champ. Long story short .. when I tore the truck down I didn't need the engine so passed it off to a mate who was looking to put it into his Monte Carlo. We decided to open it first to get a bearing heath check, and possible refresh .. well heck .. That thing was thousands of hours beyond toast. I recall rocking the pistons (worn skirts) and wondered how it hadn't sounded like bolts in the spin cycle .. horrific grooves in the cylinders, a busted ring, cam toast, and an intake recessed into the head. Seen many similar in my decades since .. always surprised at just how frigged a plant can be and still purr like a kitten. I don't have the energy I once did .. but I think some times that it might be fun to see what's left internally of my daily ex-cop 4.6 once the rest of the floor falls out of it in three or four years.

[@sammorgan2390]

I've been binge watching engine teardown videos ...Thank you