Ford’s flagship V8 has been around since 1996 with the 4.6L that led to the 5.4L. Most of the most common problems developed with the 2004-2013 3 valve engine but some problems spanned all engine generations. The most popular issue but easiest to fix, is the ignition system. The 3 valve 5.4L Triton contains a coil-on-plug design. Each cylinder has a separate coil that fits onto the spark plug. The design is very efficient but can lead to excessive heat. 

Preventative maintenance of plugs and coil boots can ensure no issues arise, the rubber that covers the spring at the coil output prong to the spark plug can deteriorate with age and weak spots in the rubber can cause the spark to jump to the plug well instead of the spark plug. Another issue we see is oil or coolant can make their way into the boot and that will affect the performance of the coil. When a failure happens you may experience cylinder misfires especially during accelerating or around 50 to 60mph in overdrive. You may notice a jerking or bucking that can be mistaken for transmission issues. Keeping new plugs and coils installed and 50-75k mile intervals is cheap insurance for your engine.

Due to the heat from the coils and a specialized spark plug Ford has had a slew of issues with the plugs. Early models of the 2 valve would blow plugs out of the cylinder and newer 3 valve engines tend to break plugs when removed.

Depending on what state you are in you may experience fuel pump issues. Trucks equipped with a 5.4L Triton 3 valve engine uses a module to control fuel line pressure by pulse width modulation of the fuel pump. Rust can be this modules worst enemy. Early model trucks attached the aluminum driver module directly in contact with the steel frame. After time the corrosion will eat a hole through the aluminum housing and allow water and outside elements to short out the electronics. Symptoms can be a P1233 Fuel pump Driver Module (FDM) Offline. Ford has released an updated replacement fuel pump driver module that comes with a kit to space the module away from the frame.

The third and most expensive problem, is the triton timing chain system. Failure occurs with tensioners, and the variable valve timing components. Startup is where the problem is first detected with a light rattling noise usually until the engine warms up. At cruising speeds under light acceleration the noise may be present as well. Keeping a 3k mile oil change is critical on these engines due to the underperforming oil pump and not keeping components lubed. While the timing components of cam phasers and tensioners can fail from on their own the lack of lubrication is the most likely culprit.

When the chain loses tension from failed timing guides the noise will increase. This all snowballs into Variable Valve Timing failure causing metal to be dumped into the engine..

Updates to the 5.4L 3 Valve Triton Engine

• To address the spark plug blowing out and thread issues. Heads are welded providing new a new stronger surface. We then drill & tap providing more threads than the factory engine.
• To address the timing failures: We use updated new OEM timing components with upgraded tensioners & guides to prevent chain slap & failure.
• To address valve failure: New valves, locks, guides, seats, rockers & lifters are installed in every engine to eliminate valve train noise & failure.
• A new updated high flow oil pump is installed to provide oil to demanding components needing constant lubrication at the top end of the engine.
• hypereutectic graphite coated pistons are installed to create a tighter fit and reduce wear for the life of the engine.
• To address cylinder head gasket failures: We install all new OEM multi-layer steel head gaskets to ensure protection against the high heat operating temperatures of this engine.
• A new oil pan and timing cover are installed to make for a easy install