Took on my first work on a 5.4 3V (in an '05 F150) today. Okay, what I've seen of post-squarebody F150's so far is that they just don't seem to age well and the 5.4 is, at the least, prone to exhaust leaks. Trim parts, interior pieces, etc. aren't available or are hard to find, especially in comparison to GM trucks that I can get door handles, climate control knobs, etc. for at most any parts house - in stock. I'm guessing that comes from the fact the F150 has been split off from the 250/350 for quite a while, making all cosmetic parts relevant to only a few models where Chevys are the same over 10/20/30 series, and usually stay that way for 5-8 years at a time.
But what really amazes me is under the hood of this truck. Plugs... well, of course we already know about those, but thankfully none broke on this one. I could do the VC gaskets and plugs in an LS-powered Chevy in the time it takes to do the plugs alone on the 5.4, even if it has the updated plugs that you don't have worry about snapping off. I'm going to guess doing VC gaskets on a 5.4 would take as long as doing exhaust manifolds, VC gaskets, and plugs on an LS, but then there's the EXHAUST MANIFOLDS on this engine. Remove fender liner (no biggie), remove exhaust (which won't actually come all the way out on the passenger side, after separating the Y-pipe), remove starter (3 bolts that are tight as the blazes and take the perfect combination of tools to gain access to), then use $100 worth of extensions, open end wrenches, and swivels to get at the studs, half of which are jammed right up against the upper control arm/coil over tower. Break half the studs, drop sway bar (because the passenger half of the Y-pipe won't come all the way out and make room), then fish the manifold out in just the right fashion, and go buy another $75 in tools I've never needed for anything else to drill out the studs that have barely a fist's space in front of them inside the frame.
No wonder a GMT800 goes for 50% more than an equivalent F150.
But what really amazes me is under the hood of this truck. Plugs... well, of course we already know about those, but thankfully none broke on this one. I could do the VC gaskets and plugs in an LS-powered Chevy in the time it takes to do the plugs alone on the 5.4, even if it has the updated plugs that you don't have worry about snapping off. I'm going to guess doing VC gaskets on a 5.4 would take as long as doing exhaust manifolds, VC gaskets, and plugs on an LS, but then there's the EXHAUST MANIFOLDS on this engine. Remove fender liner (no biggie), remove exhaust (which won't actually come all the way out on the passenger side, after separating the Y-pipe), remove starter (3 bolts that are tight as the blazes and take the perfect combination of tools to gain access to), then use $100 worth of extensions, open end wrenches, and swivels to get at the studs, half of which are jammed right up against the upper control arm/coil over tower. Break half the studs, drop sway bar (because the passenger half of the Y-pipe won't come all the way out and make room), then fish the manifold out in just the right fashion, and go buy another $75 in tools I've never needed for anything else to drill out the studs that have barely a fist's space in front of them inside the frame.
No wonder a GMT800 goes for 50% more than an equivalent F150.
