Workshop Manuals Factory service & repair Ford

Ford common faults and how to fix them

Faults that are well known on Ford models we hold manuals for: what the owner notices, what causes it, and the pages in our manuals that cover the repair.

5.4 Triton broken spark plugs: F-150 and Expedition (2004–2008)

Symptoms

The engine runs normally. The trouble starts at a plug change, usually around 100,000 miles. A plug is very tight, then snaps, and the lower half stays in the cylinder head. The same thing happens with the 4.6 3-valve, so Mustang GT spark plugs from 2005 and Explorer V8 plugs need the same care.

Cause

The 3-valve Triton uses a two-piece spark plug with a long ground electrode shield that sits deep in the head. Carbon builds up between the shield and the head, so the shield seizes while the top of the plug turns. Ford TSB 08-7-6 covers the 5.4 3V built before 9 October 2007 and the 4.6 3V built before 30 November 2007, in the F-150, Expedition, F-Super Duty, Mustang, Explorer and Explorer Sport Trac.

Fix

Ford's 5.4 Triton spark plug removal method is to back each plug out only 1/8 to 1/4 of a turn, fill the well with carbon solvent and leave it to soak for at least 15 minutes, then work the plug back and forth by hand. Expect about 33 lb-ft (45 Nm) to turn it. Don't use air tools. If an F-150 has a broken spark plug, the shield is pulled out with Rotunda special tool 303-1203, a tap and puller set that works through the plug hole, so the head stays on the engine.

Repair instructions on this site

Sources: Ford TSB 08-7-6 (supersedes 08-1-9); Wikipedia — Ford Modular engine.

F-150 cam phaser: 5.4 Triton ticking at idle and start-up rattle

Symptoms

A ticking or knocking from the top or front of the engine once it is warm, loudest at hot idle and gone above about 1,200 rpm. Some engines also rattle for a few seconds after a cold start. The noise is often likened to a diesel. It affects the 5.4 Triton 3-valve in the F-150, Expedition and Super Duty, and the 4.6 3-valve in the Mustang GT and Explorer.

Cause

The 3-valve engines time their camshafts with oil-pressure-driven phasers, controlled by a variable camshaft timing (VCT) solenoid on each bank. Low oil pressure at hot idle lets the phasers knock. Ford's bulletins list the usual reasons: a clogged or non-standard oil filter, the wrong oil grade (5W-20 is specified), worn phasers, and on engines built between 11 January and 14 February 2006, stuck lash adjusters.

Fix

Start with the pre-checks in Ford's bulletin on 5.4 Triton ticking and start-up rattle: confirm the noise with the oil above 71°C, fit a Motorcraft filter and the correct oil, and check the VCT solenoids. If the knock at hot idle is more than lightly audible, the bulletin says to replace the cam phaser and sprocket on that bank, about 2.5 to 3.7 hours per bank on a 2004–05 F-150. The F-150 cam phaser replacement is covered in the camshaft procedure. A ticking cam cover on a 2006 engine points to TSB 06-9-11 and new lash adjusters.

Repair instructions on this site

Sources: Ford TSB 05-15-8, 06-19-8 (supersedes 06-4-7) and 06-9-11; Wikipedia — Ford Modular engine.

6.0 Powerstroke oil cooler and EGR cooler: coolant loss and head gaskets (2003–2007)

Symptoms

Coolant pushes out of the degas bottle cap, the level keeps dropping with no outside leak, and there is white smoke from the exhaust. Under load, such as towing or climbing a hill, the engine overheats and loses power, and the cab heater may blow cold. Some trucks get oil in the coolant. These are the best-known 6.0 Powerstroke problems in the F-250, F-350, Excursion and E-Series.

Cause

The 6.0 Powerstroke oil cooler sits in the coolant flow under the intake. Its coolant passages block up, so the EGR cooler downstream runs short of coolant, overheats and cracks. Coolant then enters the exhaust and the cylinders. A leaking oil cooler heat exchanger also puts oil into the coolant. Ford TSB 09-8-3 covers the 2003–2007 F-Super Duty, 2003–2005 Excursion and 2004–2009 E-Series.

Fix

Ford's bulletin on 6.0 Powerstroke coolant loss works through the degas bottle and cap, then pressure-tests the 6.0 Powerstroke EGR cooler and checks the oil cooler for restriction. A blocked oil cooler is serviced with a new heat exchanger kit rather than a whole cooler. Where a 6.0 Powerstroke head gasket is found leaking, the bulletin also has you test the turbocharger for over-boost. Refill to the MIN mark on the degas bottle with the engine cold.

Repair instructions on this site

Sources: Ford TSB 09-8-3 (supersedes 08-11-3), 09-18-12 (supersedes 07-23-14) and 06-18-16; Wikipedia — Ford Power Stroke engine.

6.0 Powerstroke FICM: hard start, no start and code P0611

Symptoms

The engine cranks for a long time before it starts, or does not start at all, worst in cold weather. Once running it may be rough, misfire or lack power. There may be no fault code, or P0611 and various injector circuit codes.

Cause

The 6.0 uses electro-hydraulic injectors fired at 48 volts. The fuel injector control module (FICM), mounted on the engine, has a DC-DC converter that raises battery voltage to 48 volts. Low battery voltage makes the converter work harder, and engine heat and vibration shorten its life. Ford's bulletin on the 6.0 Powerstroke FICM says the fault may be in the converter half or the main circuit board half of the module.

Fix

Test the batteries first: the bulletin needs at least 11.5 volts key on, engine off, before going further. Then watch the FICM main power reading on a scan tool while the injectors are primed. It must stay above 45 volts. If it drops below that, the bulletin replaces the faulty half of the module. The FICM tests for a 6.0 Powerstroke hard start cover the wiring and power supply checks. On 2003–2004 trucks, also check the glow plug control module connectors (TSB 04-17-13).

Repair instructions on this site

Sources: Ford TSB 10-12-6 and 04-17-13; Wikipedia — Ford Power Stroke engine.

Crown Vic intake manifold: 4.6 V8 coolant leak in the Crown Victoria and Mustang (1996–2002)

Symptoms

Coolant seeps or sprays from the front of the intake manifold, near the thermostat housing. The coolant level drops, there is a sweet smell after driving, and if the crack opens up the engine can overheat quickly. The same 4.6 V8 is in the Mustang GT, Thunderbird and 2002 Explorer V8, as well as the Grand Marquis and Town Car.

Cause

The 4.6 2-valve engine of this period has a composite (plastic) intake manifold with the coolant crossover moulded into its front. That crossover, at the first runner, cracks with age and heat. Ford TSB 02-2-2 covers the 1996–2001 Crown Victoria and Mustang, the 1996–1997 Thunderbird and the 2002 Explorer, plus the Mercury and Lincoln twins.

Fix

Inspect the crossover at the front of the manifold for coolant seepage, as Ford's Crown Vic intake manifold bulletin shows. If it is leaking, the manifold is replaced with the revised service kit listed in the bulletin. Ford ran several owner programmes that extended the warranty on this 4.6 intake manifold. They have long expired, but they show how widespread the fault is. Refill and bleed the cooling system afterwards.

Repair instructions on this site

Sources: Ford TSB 02-2-2; Ford owner notification programmes 97M91, 01M02 and 05N04; Wikipedia — Ford Modular engine.

Ford Explorer timing chain: 4.0 SOHC V6 rattle at start-up (1997–2001)

Symptoms

A knocking or rattling from the front left of the engine for up to two minutes after starting, then quiet. Left alone it gets longer and louder, and can become a constant rattle at idle. It affects the Explorer, Mountaineer, Explorer Sport and Sport Trac with the 4.0 SOHC V6, the overhead-cam version of the 4.0 introduced for 1997.

Cause

The 4.0 SOHC V6 drives its camshafts with three chains: a front chain to the left bank, a rear chain to the right bank and a chain from the crank to a jackshaft. Each has a hydraulic tensioner and plastic guides. Ford's bulletin on the Ford Explorer timing chain noise says the oil gallery to the left tensioner drains after the engine stops, so air in the tensioner lets the chain slap at start-up. Worn guides make it worse.

Fix

For the start-up knock, Ford replaces the left tensioner with a revised kit (XU2Z-6K254-AA, left side only), following the 4.0 SOHC timing chain tensioner procedure. If the guides or cassettes are worn, they are replaced with the timing set. The rear chain sits between the engine and gearbox, so it cannot be reached without removing one or the other. Ford extended cover on the tensioners and the front guide under owner programmes 00M12 and 01M01.

Repair instructions on this site

Sources: Ford TSB 99-26-5; Ford owner notification programmes 00M12 and 01M01; Wikipedia — Ford Cologne V6 engine.