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My bud and me each bought '16 RCSB's with the 5.0 V8.
He just pulled his 4,500 pound Airstream from the east coast to the west coast and everywhere in between spending a lot of time in the Rockies. No problems, no oil consumption.
I build both the 3.5TT eco and the 5.0L Coyote; I know the internals of both engines very well. From a design stand-point, the Coyote is more refined and well thought out. Ford clearly chose their A-team designers to work on the 5.0L platform. The bottom end is real solid, cam caps are doweled and the head gaskets seal real well, even under boosted applications. The main bearings always look perfect when we tear them down.
All the external oil & coolant connections at the heads, block and turbos on the 3.5 are opportunities for additional leak paths. Historically the DI-only 3.5 engine suffers from VCT phaser issues, chain stretch and carbon on the intake valves with high mileage. I don’t see those issues on the 5.0L to-date.
If you typically own your vehicles for 5 years or less, it probably doesn’t matter and either engine will be fine (no arguing the 3.5 eco is quicker), but if you tend to keep a vehicle for a long time or put a lot of miles on your truck the turbos and all their related complexities can make for a more expensive cost of ownership over the long haul. Highly stressed engines tend to have more issues.
I owned my last F150 for 17 years. When I bought my ‘15 new I chose the 5.0L for all the reasons above, since I plan on keeping it just as long as my last one.
My bud and me each bought '16 RCSB's with the 5.0 V8.
He just pulled his 4,500 pound Airstream from the east coast to the west coast and everywhere in between spending a lot of time in the Rockies. No problems, no oil consumption.
We love ours.
Sweet Airstream! Have you ever done the Urban Air Adventure? After the great experience this past spring, looks like they will be returning to Logan, OH again next year. Highly recommended event!
Very good engine. Owned 3 in 3 different cars and truck. 1 had some problems, but related to manufacturing defect rather than a design flaw. Ford fixed it and been fine ever since.
Brenspeed did a high mileage Mustang a couple of years ago, and tore down a 160,000 mile 5.0, found nothing wrong, supped it up and ran great numbers.
I used to be a 5.0 evangelist. In reality, it's no better than any other engine Ford produces. Considering the EcoBoost puts out better numbers consistently and is about as reliable...the 5.0 becomes somewhat irrelevant.
I'll admit, they do sound good. When they're running properly, they're smooth and power is linear. After a lot of research though, there are a lot of sleeper defects in these engines that most people have been told are "normal." Based on all the information out there, the 5.0 is nothing special. Search for BBQ tick, dropped valves, oblong cylinder, defective heads, knock, tapping, water pump, broken IMRC, VCT solenoids, stretched chains, fractured oil pump gears, not to mention the usual Ford engineering failures (the throttle body comes to mind) and so on and so forth. It's definitely not the great engine a lot of people make it out to be. In fact, it's the worst engine I've personally ever had in a vehicle. That might just be my luck, but I'm sure I'm not the only one that has had the experiences I've had with it.
Personally, I am wary of the latest updated V8 engine in which they replaced metal cylinder sleeves with some kind of chemical coating and added an extra set of valves etc. for direct injection added to normal injection.
First of all, companies have been hard-coating aluminum cylinders in lieu of iron liners for decades. PTWA is just the latest version of it and ford started doing it 5+ years ago.
Second, what "valves" did they add for dual injection? And you do realize ford added dual injection to the ecoboost a year before the 5.0, right?
07-30-2018, 08:00 PM
