5.0 Engine blown up at just under 58k miles

[Kimball Knight]

There also seems to be a disproportionate number of 5.0 owners on forums. I recall a poll on the other big F-150 forum on order status and what engine everyone selected. The 5.0 made up over 50% of the consumer custom orders from that data pool in 2020. Now I have heard for custom orders the 5.0 is actually the most selected engine…but most dealers order a majority of 2.7 EcoBoost for general stock. That is the most sold motor by far. Majority of F-150 are not custom ordered by the end user. What I am getting at is V8 owners tend to be more on the side of an enthusiast, and end up here on a forum. All those leased 2.7s driving around with an owner without a care in the world? They aren’t here posting about freak failures because they don’t care to be on a vehicle board.

I've had V-8s for all my trucks for the last 50 years. Then I bought a 2021 Expedition with the 3.5 EcoBoost. Even though the paperwork said it has similar performance to the 5.0 I didn't think so, it just didn't feel right. I sold the Expedition and ordered a '23 F150 with the V-8. So far, gas mileage is better in this F150 than the Expedition. 0-60 is not impressive though 50-100 happens in the blink of an eye. I wouldn't buy another six unless that is the only option.

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[UNIKRN150]

I've had V-8s for all my trucks for the last 50 years. Then I bought a 2021 Expedition with the 3.5 EcoBoost. Even though the paperwork said it has similar performance to the 5.0 I didn't think so, it just didn't feel right. I sold the Expedition and ordered a '23 F150 with the V-8. So far, gas mileage is better in this F150 than the Expedition. 0-60 is not impressive though 50-100 happens in the blink of an eye. I wouldn't buy another six unless that is the only option.

I ordered the 5.0 because every vehicle I’ve ever owned with a V8 put smiles on my face like no other could. With the possible exception of my 68 MGB. THAT little thing was a blast!

I didn’t realize until AFTER I placed my order that the “GEN14 5.0” had been completely redesigned to accommodate A.S.S. and Cylinder Deactivation.?

But the more I read about those changes, the more excited I was to experience the upgrade in power and tech although… I DID get an ESP just in case!

Then… I “won” the shattered valve lottery!?

After they fixed it, I spent the next 20,000 miles stress testing that monster at every opportunity and it seems to just mock me asking... “is THAT all you have”?!!

I know the V8 ICE engine isn’t long for this world and it’s a damn shame that we are likely the last generation on earth to experience the rush of a pissed off American V8 gasoline powered engine, slamming you back in your seat and telling you “what’s what” with a roar that the dinosaurs would envy.

 

[ks54703]

Until the engine is taken apart and inspected we will never know and may never know the cause if FORD directs the repairing dealer to put the engine in the case and return it as is. All else is internet speculation. This person was wise enough to buy extended protection that is HOPEFULLY through Ford. My nephew just got turned down on a very similar circumstance after being sold a 3rd party warranty. Nephew ended up having a mechanic friend install at HIS own expense a junkyard engine.

Good luck, hope you included a rental in your Ford ESP plan.

 

[Pedaldude]

If I were to bet on the cause: it wouldn’t be mechanical but a problem with the engine management that caused detonation; which with the very high static compression of the Coyote can cause a rapid catastrophic failure of this nature in an otherwise sound engine.

Either losing timing, spark or the air/fuel ratio goes too lean and boom!! A $10K engine is instant scrap metal through no fault of its own because of a software or electronic glitch, or maybe one of the sensors or wires.

These are pretty much racing engines to eke out the most efficient power to weight ratio while getting okay MPG. It’s not like back in the day where you could nurse an engine along for a few thousand miles with it running like shit.

High performance engines usually fail spectacularly unless they just wear out from high mileage.

You probably lost the piston first and after it was obliterated over a few revolutions, the connecting rod was no longer held in place and was punched through the block as it was flailed around by the crankshaft while still being powered by the remaining cylinders.

If it were just a dropped valve, that cylinder would have lost compression and while the piston would have been damaged; it would not have been enough for the wrist pin to fall out of the cylinder and let the connecting rod run amok

Checking the fault codes would provide additional clues. To be safe; I would recommend replacing the ECM as well as checking all the wiring so that the replacement engine doesn’t suffer the same fate.

Good luck with your truck! Hopefully the dealership can get it fixed timely and with care.

 

[Samson16]

They aren’t here posting about freak failures because they don’t care to be on a vehicle board.

I counted 4 other F-150s in my neighborhood while walking the dogs for our one mile roundtrip and none of them post here lol.

Mine is the only PB

 

[UNIKRN150]

It’s not like back in the day where you could nurse an engine along for a few thousand miles with it running like shit.

I think you're right about that and for the reasons you stated. When I lost my valve my brain went immediately into "old school V8 mode" and I was certain that I had a clogged fuel filter or a dying fuel pump. It felt just like that.
Interestingly though... I could still start the engine and it would "run" (like shit) for about 30 seconds or so and die. Looking back, I guess it was the ECM trying desperately to keep the engine from running. I'm REALLY LUCKY I didn't do more damage by restarting the engine over & over again. I won't ever do THAT again!

 

[apMechorse]

OK, so update time:

Service manager just replied to my text requesting an update. Ford has approved the warranty claim - to repair the engine. They authorized the short block and cylinder head replacement on the side that failed. They also have no ETA, as it sounds like many of the parts are on nation-wide back order - I know, I was shocked too!

Personally I have mixed feelings on the decision to repair rather than replace, but anyone with more experience rebuilding truck engines care to weigh in on this?

Since this is now officially covered under the warranty, I'm currently waiting for him to try and deny my request for a rental - much like they always try to.

 

[KTM753]

Good news on the warranty approval!!! That's a win.

 

[apMechorse]

I even got a '23 Power boost as my rental/loaner!

Now I can try to see for myself what all the hype is about. Lol

 

[JExpedition07]

The short block is the entire rotating assembly and block of the engine below the heads. That’s basically mostly a new engine besides one head.

 

[apMechorse]

The short block is the entire rotating assembly and block of the engine below the heads. That’s basically mostly a new engine besides one head.

Just with more work on the part of the service department.

With concern focused on everything being back-ordered I'm wondering how long the wait will be for parts vs an entire engine.

 

[Pedaldude]

They must be hurting for long blocks; since the shop time at a dealership to install two heads and remove reuse/inspect one must surely be more than the cost of a long block.

Either that or the service manager is milking Ford. It makes no sense to me, especially with a DOHC engine. The long blocks are made on an assembly line in a clean room literally by people who do the same thing every day; while dealerships are basically the opposite of that.

 

[apMechorse]

The long blocks are made on an assembly line in a clean room literally by people who do the same thing every day; while dealerships are basically the opposite of that.

And that is my biggest concern with this whole process. The one that was built by people who do this everyday blew up @ 57k so I'm sure the one put together by the over worked guy with eighteen different current projects who started working on my truck two weeks ago but had to stop for a parts hold will remember exactly where he left off and nothing will be missed.

As a fellow line mechanic, I'm sure it'll be fine. ?

 

[JExpedition07]

Do all of those changes apply to the f150 version too? You gen3 guys are able to rev up to 7500 like the Mustangs?!? Or is it same internals but a software limiters on RPMs?
I know with mine it had a different intake or exhaust camshaft, different exhaust manifold, and i believe more piston cooling.

I believe gen 1 (11-14) was a cast crankshaft and powdered metal rods. Gen 4 is a forged steel crankshaft and sinter forged steel connecting rods. The new ones can take a lot more rpm and power than 1st gens. Redline on the current F-150 V8 is 6,800 rpm from the factory, those gen 1 were 5,500 rpm redlines.

Peak horsepower is claimed at 6,000 rpm, but I think the newer ones are a little under-rated checking out dyno runs on premium…I think they are making a bit more than 400 crank horsepower and that the power still builds passed the 6,000 rpm 400 HP rating. Problem is it’s very difficult to dyno the 5.0, since the trucks speed limiter kicks in before you hit redline at a 1:1 ratio.

In summary, the reason the F-150 version does not rev to 7,500 is because we have lower lift torquey camshafts and a torquey intake manifold, the gains beyond 6,000 rpm diminish fast since the engine is tuned for more mid range twist and runs out of breathing room. Lower lift cams perform better in the low end, higher lift better in the top end (like the mustang). They countered this by upping the size of the intake manifold and throttle body for the 4th gen, so it does breath good up to almost 7,000 rpm, but after that torque starts falling off fast and there is little power to be gained up there without swapping in the Mustangs cams—but then you give up the low end power to do that. Beyond 2018 they are both running the same 12:1 compression.

 

[gagliano7]

I know I chose the 5.0 specifically because I had repeated bad/underpowered experiences with the Ecoboost in my 2014 Escape, right up until it melted a hole in the #3 piston at 130k.

Fortunately the dealer was able to tie it to a coolant service bulletin and Ford replaced it for for free. But even the brand new engine seemed underpowered and bogged down on the highway. It actually seemed to be worse than the old one.

So yeah, while custom ordering my truck I for one was not going the Ecoboost route.

I had a 2016 2.0 ecoboost and that thing was an animal. Surprised yours felt slow.

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