2018 5.0L - Engine Rattle Noise On Deceleration And/Or Acceleration ***TSB 18-2354***
01-27-2019, 05:55 PM
#521
Junior Member
I track my mileage on Fuelly and it has gone down since I did the TSB, but I was attributing that to winter blend fuels. I do not see the change as dramatic
Last edited by pboerschlein; 01-27-2019 at 08:13 PM.
01-27-2019, 06:49 PM
#522
01-28-2019, 09:34 AM
#523
Ambitious But Rubbish
Dropped mine off at the dealer today and they are going to tear back into it and "start from square one" even though the TSB has been applied.
My service advisor has been great through all of this. Curious to see what they find or do next.
My service advisor has been great through all of this. Curious to see what they find or do next.
01-28-2019, 12:52 PM
#524
Senior Member
01-28-2019, 03:04 PM
#525
So what are the main differences between the '17 and '18 Coyote? In my mind there are three. First is the addition of direct injection. Second is the switch to spray bore cylinder liners in lieu of pressed in steel liners. Third is a bump in compression from 11:1 to 12:1. What do all of those have in common? They are all part of the combustion process and affect the relationship between the pistons and cylinder walls. Did Ford make any changes because of the above to piston to cylinder wall clearances? Are we chasing the right goose? Were there similar problems with any of the engines that used spray bore liners before 2018? That would include the 5.8L GT500 and the 5.2L GT350. However, neither of those engines used direct injection. Again, are we chasing the right goose?
01-28-2019, 03:31 PM
#526
Senior Member
One of the ford aftermarket engine builders seems to think that there was a mixup on piston sizing. There are at least 3 different size factory pistons they use, depending on final bore dimension of the block. The builder thinks the wrong pistons got used in the wrong blocks. However, I do not believe this is everyone’s problem. I think that many are related to issues with cam drive or valvetrain or even di.
01-28-2019, 04:12 PM
#527
Engineer
The dealer just called me after having my truck for over a week and having an engineer from Ford come out. The verdict, it needs a new timing solenoid. I’m suuuuuuurrreeee that’ll fix it....... Got a reply from another fella on YouTube maybe gooherman is right. They drained his oil and it found an abundance of metal shavings. This is such a pain in the ***.
01-28-2019, 04:22 PM
#528
The dealer just called me after having my truck for over a week and having an engineer from Ford come out. The verdict, it needs a new timing solenoid. I’m suuuuuuurrreeee that’ll fix it....... Got a reply from another fella on YouTube maybe gooherman is right. They drained his oil and it found an abundance of metal shavings. This is such a pain in the ***.
01-28-2019, 04:24 PM
#529
I agree
I tend to agree. I did however go through Detroit customer relations once I started getting the run around. I also have a Lawyer now.
01-28-2019, 04:38 PM
#530
One of the ford aftermarket engine builders seems to think that there was a mixup on piston sizing. There are at least 3 different size factory pistons they use, depending on final bore dimension of the block. The builder thinks the wrong pistons got used in the wrong blocks. However, I do not believe this is everyone’s problem. I think that many are related to issues with cam drive or valvetrain or even di.
I guess the other common denominator here seems to be that a cold engine is more likely to make the noise than the same engine once it reaches operating temp. To me that points more toward the pistons than the valvetrain. Did Ford find it necessary to open up the piston clearances because of the spray bore liner? Do the cylinder walls expand at a different rate because of the spray bore liners? They are supposedly much thinner than a pressed in liner...Did they have to account for that when they set clearances?
Does the DI spray more fuel when the engine is cold and does that cause some sort of compression knock? Could they reduce the amount of fuel being sprayed at low engine temps? I notice on my truck that the engine cranks quite a bit longer on cold startup than what I am used to on newer vehicles. Why is that? Is that common with DI?
How does coasting under engine braking play into all this? Should the shifting schedules of the ten-speed be modified to not allow downshifting until the engine reaches normal operating temperature?
