Triton 5.4L 3V Engine Reliability

[Lynnii2]

I also owned a Toyota 4.7l v8 with 280k miles. Yes, very reliable but you needed to change the timing belts and components every 90k miles. If you changed the timing chain and components on the 5.4l 3v every 90k it is right up there in reliability.

I was able to drive 250,000 miles before the rattle started on my truck and I believe it was cause I used the 5w-30 full synthetic since I have owned it every 5,000 miles.

 

[Lynnii2]

Pre 2010 was the 2V 5.4L. Had 03 with 225k routine maintenance only, no issues. A tad underpowered with just 265hp but decent torque. Moved up to a 3V ‘10, same judicious maintenance. Had to have the timing job done at 136k. Plastic guides broken, tensioner gaskets failed and leaking, VCTs bad, new melling oil pump with timing job. She blew up cruising the I20 in nowhere SC at 142k, no warning signs, multiple left bank cam codes, cam and other cam/valve failures. Emergency purchase of only reasonably priced 4x4 within 75mi. ‘20 XLT, hd tow. He is a little exaggerated but not wrong. The engine will fail or cost you a lot at some point. Whether that cost is worth it is up to the individual. I have had numerous vehicles with 150k to 300k on them and that was the first engine issue I have had. By the volume of failures and lack of a fix by Ford the engine is a POS compared to most others.

Sounds like faulty parts or installation or a combination of both. The 2v 5.4 are good engines. I had a 1999 with over 500,000 miles on original engine and transmission before I sold it and never had a problem with it.

 

[inmanlanier]

To the OP - I had done some similar survey to the community starting a year ago. Here is the link. I see numerous of the responders to this post were also participating in that one. https://www.expeditionforum.com/thr...m-phaser-parts-et-al-end-of-life.57564/page-2

On entry#39 I summarized my conclusions, much based on research I had done and empirical data (i.e. the responders here and elsewhere). I don't wish to repeat the details discussed in said post, but in a nutshell I've found the only risk for this vintage motor (not the sticking spark plug population - that's another matter) is the cam phasers, tensioners, and chain guides. As I state there, at one time I saw some number that was 3% of the population - huge in terms of manufacturing/design defect rates, but fortunately small to us as individuals. I basically concluded that until you hear the classic cold start symptoms on most or every startup - you have no issue. Numerous folks responded that they have gone many many miles. I recommend you go read that entry I made earlier this year.

 

[BigOleFordFan]

Well, my '011 is nearing 100K, and the engine & transmission have been solid so far.

Outside of a few minor electrical issues, the blower motor, and the air ride sensor module, everything else is still good, and I drive it about 75 miles/day Mon-Fri, with an avg of 15-16mpg highway, and I do the routine maintenance regularly, so nottaproblemo....

I recently took it to my trusted local shop for a look-see at the front suspension, and the tech said factory shocks & springs were so-so, but the control arms & other related parts would need replacing soon, so I will have them do all of that, plus the brake pads & rotors as soon as winter goes away

Soooo...I'm a gonna drive it till it dies...

 

[RobE]

Well, my '011 is nearing 100K, and the engine & transmission have been solid so far.

Outside of a few minor electrical issues, the blower motor, and the air ride sensor module, everything else is still good, and I drive it about 75 miles/day Mon-Fri, with an avg of 15-16mpg highway, and I do the routine maintenance regularly, so nottaproblemo....

I recently took it to my trusted local shop for a look-see at the front suspension, and the tech said factory shocks & springs were so-so, but the control arms & other related parts would need replacing soon, so I will have them do all of that, plus the brake pads & rotors as soon as winter goes away

I just drove 410 miles in my 2011 Expedition King Ranch 200k miles with non-ethanol 89 and ran it at 75-80mph mostly interstate with 5 passengers and a full bit of luggage and averaged 19mpg. I was heavy footed also. On the way down I averaged 21mpg, but speeds were slower.

 

[Gary Waugh]

My 08 expedition has 250k miles and still runs perfectly, doesn’t burn any oil and apart from the normal consumables (oil, filter, tires, etc) the only thing it has needed is a new radiator as the old one started to leak.. it has been a fantastic vehicle, I bought it new in 08.

 

[Trainmaster]

My experience with my '08 is exactly the same as Gary Waugh's right above.

I have no complaints about any motor that will give me 250,000 miles without ever opening it up for anything!

 

[ManUpOrShutUp]

221k on mine. I think the 2 biggest repairs that I've done were the intake manifold gasket and the water pump. The timing job isn't something I wish to tackle, but I would pay for it if not for the fact that the PA salt is eating her alive. I think she will rot out before the engine goes. My last Ford suffered the same fate.

 

[durb]

nothing but love for the 5.4 and the 5.0 starting to like the wifes 3.5

 

[dr2024]

2006 5.4 3V Expedition with about 190k miles.

At 130k did a full timing set renewal. Delighted I did it, the engine has been quieter and smoother. Runs like a sewing machine, happy engine.

I didn’t stint - chains, guides, sprocket, chain tensioners, phasers, cam solenoids, and since I was in there I also swapped in the higher volume Melling oil pump, replaced the dynamic balancer (why not), roller followers (recommended) and hydraulic valve lifters. All Motorcraft parts, save the Melting oil pump.

(I had weird noises, local shop didn’t want to touch it, said drive it till it dies. I then did the full timing set myself, found one of the chain tensioners had a failed/leaking oil gasket. Come to find out the noise was from two loose spark plugs. Those loose plugs were filthy with carbon, and a subsequent “Italian water tuneup” knocked out a significant amount of carbon from the cylinders).

5k interval oil changes with Dino before, full synthetic at ~4k after.

At 160k had the transmission rebuilt (drum cracked).

Miscellaneous replacement of failed components -> throttle position sensor, Fuel Pump Driver Module (FPDM), alternator, transmission fluid lines to & from the coolers (point corrosion underneath a plastic line support, leakage noticed and replaced before catastrophic failure).

Lessons learned/recommendations -
Motorcraft timing parts are worth it (Freedom
Racing sells good kits).
Replace the FPDM as preventive maintenance after about 150k, the original design places the aluminum back against steel and corrosion will eat the aluminum until a fragment spalls and shorts the electronics. FPDM is not expensive, DIY replacement is straight forward (above left wheel well, lowering spare aids access) and the new part has standoffs so corrosion failure won’t recur.

Preventive maintenance is worthwhile - engine oil & filter, air & fuel filters , transmission fluid, diff & transfer case fluids, spark plugs, & V-belt tensioner replaced near 130k.

 

[Johnathan M]

221k on mine. I think the 2 biggest repairs that I've done were the intake manifold gasket and the water pump. The timing job isn't something I wish to tackle, but I would pay for it if not for the fact that the PA salt is eating her alive. I think she will rot out before the engine goes. My last Ford suffered the same fate.

Yeah. The PA salt. Horrible. My last two Ford SUVs died from rust long before any engine problems shut them down. They actually were still fine but wouldn't pass inspection. Sold them to people I knew in other states where there weren't body inspections and they continued to run them long after I couldn't anymore.

 

[Contender54]

I've got 311,000 and counting, on my 2006 F150 5.4L 3V.
They like clean oil.

 

[bloodhound]

Pre 2010 was the 2V 5.4L. Had 03 with 225k routine maintenance only, no issues. A tad underpowered with just 265hp but decent torque. Moved up to a 3V ‘10, same judicious maintenance. Had to have the timing job done at 136k. Plastic guides broken, tensioner gaskets failed and leaking, VCTs bad, new melling oil pump with timing job. She blew up cruising the I20 in nowhere SC at 142k, no warning signs, multiple left bank cam codes, cam and other cam/valve failures. Emergency purchase of only reasonably priced 4x4 within 75mi. ‘20 XLT, hd tow. He is a little exaggerated but not wrong. The engine will fail or cost you a lot at some point. Whether that cost is worth it is up to the individual. I have had numerous vehicles with 150k to 300k on them and that was the first engine issue I have had. By the volume of failures and lack of a fix by Ford the engine is a POS compared to most others.

2005 was the first year of the 3V 5.4L.

 

[mr_dave]

I just recently watched a couple of his videos bashing the 5.4L engine. I don't get the hate especially from a "professional" mechanic. So many of these engines are in vehicles with over 200,000 miles, my Expedition included. I think this guy has discovered that take-down and hit-piece videos get a lot of views and a lot of viewer engagement so that's what he does.

Car Wizard is a die hard "GM guy." He also runs a youtube channel so he's going to say anything to get views and clicks so he can get paid. Is he 100% wrong? No, but he definitely blows the issues out of proportion.