What do you know about the 2005 Triton V 10 motor?

[REVRON-FRF]

I had a 2000 Ford truck with the V8 Triton motor that ended up throwing several spark plugs, so we parted ways! I hear the V 10's had a similar problem up until when? I am looking at a 2005 Class A with the Triton V10. I also read and hear... but am not sure ... that 2005 was a transition year where they used the old 2 valve heads on that motor that threw spark plugs, but changed sometime during the production year to the 3 valve heads and solved the problem. Do you know this to be true? If so, how can I know which motor this Class A has ... does the VIN indicate so? Plz talk to me...

 

[Larry N.]

I have a 2007 Ford F-150 with that Triton V-8 and with its 65,000 miles I've never had so much as a cough from that engine. It's been for long highway trips, it's been off road quite a bit, it's been on lots of gravel roads, it's been through snow, slush, icy roads, summer heat in the desert and more, and I'm still on the original plugs and wires.

I'll probably change the belts and hoses later this year because of the age, but the truck has been solid for all these years.

I had a V-10 on a 2010 Bounder for a couple of years that also never gave me a minute's problem.

 

[REVRON-FRF]

I think the spark plugs get kicked out as the miles get to 100k or more... but then again, a heavy RV puts a whole more work on the motor, so ??????? One can Google the internet and read of a number of similar events for the 2 valve motor...

 

[DonTom]

I think the spark plugs get kicked out as the miles get to 100k or more... but then again, a heavy RV puts a whole more work on the motor, so ??????? One can Google the internet and read of a number of similar events for the 2 valve motor...

I've heard that most of the problems with the early V-10s was usually after the first spark plug change and was caused by over torquing the new spark plugs above the spec. The later V-10s had a few more threads and was then less of an issue.

-Don- Q., AZ

 

[Onyrlef]

The spark plug problem had nothing to do with number of valves. The two valve only had 3 or 4 threads, they went to twelve (I believe) on the 3 valve, which would include your '05. The other issue is manifold studs rusting off. I regularly douse mine with phosphoric acid.

 

[REVRON-FRF]

Right on the valve statement... but as I understand it and was saying, when they came out with the 3 valve head, they also solved the spark plug problem. I am told... that 2005 was a year in which they used the 2 valve heads early in the production year and starting using the 3 head valves later in the production year, solving the problem... ???

 

[Onyrlef]

Right on the valve statement... but as I understand it and was saying, when they came out with the 3 valve head, they also solved the spark plug problem. I am told... that 2005 was a year in which they used the 2 valve heads early in the production year and starting using the 3 head valves later in the production year, solving the problem... ???

I believe they went to deeper thread for the spark plugs in '02. You can do a google search for the difference in a 2 valve and 3 valve and and you'll see the covers are quite a bit different. That's how to easily tell one from the other at a glance.

 

[REVRON-FRF]

Thanks, I will do just that!

 

[John From Detroit]

Yes from what I recall Fords were often Found On Road Dead after blowing their plugs out. The problem was that only about 3 turns were actually engaged on the plug (That's all there was on the hole 3 times round the thread went) The solution was to drill it out and re-tap it with a full length tap.. But Ford originally used the short thread to save a few cents per ride.. Ended up doing a lot of warranty work
Or so went the story.,

One of several reasons I'm not a ford fan.

 

[REVRON-FRF]

When did they make things right? ... what year did they fix it on the V10?

 

[Professor David]

When did they make things right? ... what year did they fix it on the V10?

The spark plug issue on the v10 was from 1999 to 2005.

 

[REVRON-FRF]

That's the problem. The Class A I am looking at is a 2005 ... so did it get the old engine or new?... I guess I need to look at it and see what kind of valve covers it has...

 

[darsben]

That's the problem. The Class A I am looking at is a 2005 ... so did it get the old engine or new?... I guess I need to look at it and see what kind of valve covers it has...

If it's a 2005 registration then my guess it has a 2004 engine in it. The year of manufacture is the complete motor home. The chassis could be a 2004 or even earlier. The title/registration reflects the year the completed motor home rolled off the line

 

[Professor David]

That's the problem. The Class A I am looking at is a 2005 ... so did it get the old engine or new?... I guess I need to look at it and see what kind of valve covers it has...

If you really like the unit, get a quote to have the spark plug issue fixed and offer less the repair cost. I’m not sure how much that would cost? Maybe 1 to 2 grand? Others here will know.

 

[Jubilee]

It’s a simple job to put the cal-van type spark plug inserts in, especially in a class A.
Probably want to replace spark plugs and coils in a used unit anyway.
I helped my Grandson install inserts in his 2002 chassis class A v10 about a year ago. Took about 6 hours.
Insert kit was $60 Amazon. Locktite 266 was about $20. I don’t know what the plugs and coils cost. He replaced injectors also.
Just need shop air and bore scope. Plenty utube videos.

 

[REVRON-FRF]

Yeah, I had to do that same thing... twice... with a 2000 F 150. It was not hard at all... I guess the way to really do this is just do it in advance and head off any problem.

 

[ennonne]

The spark plug thread issue on was fixed in the 2002 timeframe.
There is no 2005 F53. 2004 has the 2-valve engine and 4 speed trans, 2006 had the 3-valve and a 5 speed trans. A 2005 model year coach could be built on either chassis. A look at the dash will tell you if it's a 4 or 5 speed.

And most folks agree that over-torquing the plugs isn't an issue, but under torquing is.

 

[Professor David]

Yeah, I had to do that same thing... twice... with a 2000 F 150. It was not hard at all... I guess the way to really do this is just do it in advance and head off any problem.

Yes, if you like the unit, fix this issue before you hit the road. I would look at this as a legit issue to talk the seller way down in price. If you can do the work yourself, then you are basically paying yourself labor costs. Win win.

 

[DonTom]

And most folks agree that over-torquing the plugs isn't an issue, but under torquing is.

That is the very first time I heard that!

But I looked it up and I see you're correct:

"For V10 spark plugs, the recommended torque specifications are as follows:

• Use anti-seize compound and only tighten to 7-15 ft.-lbs.
• Start the plugs by hand to detect cross-threading.
• If the threads are stripped, kits are available to repair them.
• The torque number depends on the number of threads in the head.
• The manual says 12 lbs, but more may be needed to prevent plug damage.
• For the 2009 6.8L V10 3V, use nickel anti-seize for Motorcraft spark plugs.
• The "timesert" brand is recommended for thread repair."

I assume they mean plug hole damage above and not "plug damage".

-Don- Q., AZ

 

[DonTom]

One of several reasons I'm not a ford fan.

I think that depends on the year and model more than a brand name.

I am not a V-10 fan and I went out of my way to avoid it when I purchased my Y2K RV--during the years when almost every RV was using that Ford V10. I am very happy with the GM 7.4L MPFI engine in my Y2K motorhome.

I would not have purchased my Class A that I am in right now if it had the V-10. This 2022 motorhome has the new Ford V8, 7.3 L. IMO, the Chevy MPFI V8, 7.4L and the Ford 7.3L are both great engines.

But I realize many people are very happy with their V-10s. But a high revving small (below 7L) engine with many more moving parts than necessary and rather poor MPG just isn't my thing.

To me, even high revving motorcycles sound like junk that is ready to fall apart. I prefer that high torque low RPMs engines when climbing up a hill--one of the main reasons I prefer EVs--where you don't even notice when you're going uphill and no gears change. But I won't live long enough to see a decent E-RV made with the supporting necessary charging infrastructure.

-Don- Q., AZ