Smokin Joe

Look closely at the pic. The long timing chain runs from the crankshaft up around the intake cam, down to an idler sprocket, back to the other intake cam then back down to the crankshaft. What powers the exhaust cams, they can't spin themselves. That's where the secondary chain comes into play.

SkiSmuggs

You don't put the miles on that I have been. I've averaged 25K a year, so I would be changing oil every several weeks. My 10K interval was based on the Ford oil meter. Now that I am driving a winter beater and the truck is only driven once or twice a week, I will probably change more often. Previously, at 10K intervals I was still changing oil every 3 months. With my cross country trip last June, I had a 6 week interval. With your kind of driving, I would probably go with 5K or 6 months. Oil life is a mix of miles driven and time in engine. I always use full synthetic Mobil One. My dealer says they use Mobile One for customers requesting full syn.

Azuri

Someone will have to do some digging to find out since the part numbers don't always change but the letters at the end of the part do as many of us know. A complete part number change may not have taken place and won't be as obvious to see. A beefed up secondary or timing change may only get a engineering change. Where I work the letter changes are called ECN or ECL (Engineering Change Level)

TurboSalsa

Chris74,

Out of curiosity, how much does it cost to replace a turbo? I don't think I've seen a bill yet.

Chris74

I'll double check when I get back to the office tomorrow but I believe it was around $600 for a left side turbo.

johndeerefarmer

With the way I drive and tow, the computer on the old truck would say change at 7500 miles. I did that once but the oil smelled so bad on the new truck I am reducing it. Yeah, it would get expensive for you, but you can always just sit in the truck in the garage and pretend, but drive the "beater" to work.

Madorski

This is interesting - I worked with the fleet manager of our company (2500+ employees, ~1000 trucks) and speced out my truck. We were going to test 3 EB trucks, the 3rd F-150 ended up being a 5.0.

Part of the issue here is definitely an 'ownership' issue. Guys who run fleet trucks have no sense of ownership, save for a very small percentage. I flipped out on an excavator operator last summer because he dragged a skid across my tailgate and did some damage. His response? "It's just a work truck". Too bad for him it is *my* work truck, and I want to keep this for a long time. I do my maintenance every 5K due to the conditions I'm in (mining, forestry, off-road at least 50% of the time).

I do 75-100,000 km per year in my truck and we tend to swap them out around 175K. I've had mine since April and rolled over 50K last week.

Some guys don't care.

3.7's for them all! Or even better, put them in the old Silvy 1500 WT's with 4.3's!

dcfluid

Bravo on posting some proof. More info than what most people with issues would provide which leads to skepticism on forums.
I am still skeptical of actual amounts of failures as the fleets for the oil & gas industries , forestry, and hydro in my area (northern BC) have not been having a failure rate of their F150s like you have, and a large portion are Ecoboosts.

Joewee3.5

The drivers of these trucks have to be to blame at least to some extent. Who knows if their foot is to the floor at all times or the put garbage oil in and change it every 12k. I change my oil every 5k with synthetic and just rolled 60k miles.

Cord

I'm on Oasis trying to download all that I can in 72 hours. Came across this SSM and was wondering if it would prevent me from repairing the timing chain in my garage?

Already know that if you do this job, you will need a new crankshaft bolt. Apparently the OE bolt is a torque to yield design.