Prior to the 6.8L V10 Triton engine being released in 1999, Ford offered a 7.5L V8 that had been around since 1968. The 7.5 V8 was a fan favorite in the commercial truck space and was a popular gas option in light of the International/Powerstroke diesel engines. Despite the large demand for the V8, the engine had to be produced on a separate assembly line which was not cost efficient, leading to the demise of the 7.5L V8 gas engine.
After the demise of the 7.5, the only non-diesel options for truck drivers were the 5.4 Triton and the 4.6 Triton. However, these engines lacked the power for commercial applications and did not meet the hauling requirements for Super Duty trucks.
In step the 6.8L Triton V10 gas engine. Coming in cheaper and with more horsepower than the Powerstroke diesels, the engines provided highly capable towing capacity at a more affordable price point. However, the downside is the fuel economy faired worse than the diesels and needed premium gasoline.
The 6.8 Triton V10 lasted in production until 2019. Horsepower ranged from 305hp-362hp and with torque measuring from 420-457lb ft.
Ford 6.8 Triton V10 Vehicle Applications
- 1999-2010 Ford F250 Super Duty
- 2005-2010 Ford F350 Super Duty
- 1999-2005 Ford Excursion
- 1999-2019 Ford E250 and E350 Ecoline
- 2005-2019 Ford F450/F550
- 2012-2019 Ford F650/F750 medium duty trucks
- 1999-2019 F53 Chassis (motorhomes)
Common Ford 6.8 Triton V10 Engine Problems
- Spark Plug Blowout (pre-2002)
- PCV Hose Crack
- Exhaust Manifold Failure
1. Triton V10 Spark Plug Blowout
Pre-2002 V10 Triton engines have an unfortunate design flaw within the cylinder head and spark plug designs that can cause the plugs to actually eject out of cylinder head, or weld themselves to it.
The Triton V10 engines used a cast iron engine block and aluminum cylinder heads that have centrally mounted spark plugs. Compared to the aluminum cylinder head, the spark plugs were made out of steel, which has very different heat tolerances compared to aluminum.
The biggest design flaw came with the spark plugs holes in the cylinder head. At only 5 inches of depth, the spark plugs had to be extremely short to fit within their respective wells in the cylinder head. To accommodate for the short depth, Ford shortened the length of the threads, leaving only about 4 threads on the spark plug compared to most traditional spark plugs with 10+. Therefore, there was very little holding the spark plugs into place to start with.
Because of the heat properties, the threads essentially get welded into the head, which weakens the material and the hold. Two things happen when the Triton V10 spark plugs weld themselves to the head:
- You can’t get the spark plugs out when you try to replace them because they are essentially welded in place
- The plugs literally blow out of the head because the material weakens and breaks
Prevent Triton Spark Plug Blowout
There are a few handy tips that can help prevent this issue for OEM plugs, like not over-torqueing the spark plugs, using anti-seize, etc. However, due to the poor spark plug design and metal properties of the head and OEM plugs, the safest option is to use a thread repair kit such as HeliCoil or Cal Van.
These kits essentially require you to re-tap the plug hole and then install a thread insert that will hold the spark plugs in place. The thread inserts are designed so that the materials won’t melt into each other and cause future blowout.
Here is an example of a good Triton Spark Plug Kit: https://www.jbtools.com/cal-van-tools-38900-ford-insert-repair-kit/
2. Triton Cracked PCV Hose
Modern gas engines have a gas recirculating system called Positive Crankcase Ventilation, or PCV. When an engine burns gasoline, it creates waste gasses as a byproduct. While most of these gasses enter the exhaust system where they are burned again, some of these gasses get stuck in the engine.
When the waste gasses get trapped, they make their way down to the crankcase which holds oil below the engine. If the gasses sit in there for too long it can ruin the oil and cause serious engine problems. So the PCV system has a valve within the crankcase that releases these waste gasses and recirculates them back into the intake manifold for them to get re-burned in the engine again.
When the PCV valve releases the gasses back to the intake manifold it does so through the PCV hose. The hose is connected to the intake manifold from the PCV valve.
The PCV hose is made of plastic and therefore is prone to cracking on the 6.8 Triton. When the hose cracks, the intake manifold loses pressure and air can leak out of the intake system, leading to a number of performance related issues.
PCV Hose Crack Symptoms
- Rough idling (most common)
- Whistling or hissing sound from the engine
- Cylinder misfires
- Bad fuel economy
Fortunately, replacement options are as simple as ordering a new PCV hose and installing it. The hose is relatively accessible within the engine bay so DIY’ing this repair should be pretty simple, even for novice mechanics.
3. Triton V10 Exhaust Manifold Failure
Exhaust manifolds bolt up to the engine cylinders and the exhaust system. They transfer used engine air to the exhaust system where it is then released into the atmosphere.
On the Triton 6.8, the bolts or studs that connect the manifold to the engine block are prone to rusting and failing. This generally happens over a number of years and tends to be more prone in areas where salty air is more common. When these bolts fail, it doesn’t cause any catastrophic damage. The manifold won’t fall out from underneath the car when you are driving.
However, the bolts will loosen and therefore create and exhaust leak. When this happens, you lose all backpressure created and therefore can experience a handful of performance related issues.
Exhaust Manifold Leak Symptoms Triton 6.8
- Loud exhaust noise
- Loss of acceleration
- Smelly exhaust (can smell from inside the car usually)
- Bad fuel economy
While rusted out bolts are usually the cause on the Triton, leaks can also be caused by cracked exhaust manifolds. If the manifold itself cracks, you will need to replace the full manifold. If it’s just bad bolts causing the problem, you can buy an inexpensive bolt kit and fix the issue pretty easily.
Repair Kit: https://amzn.to/3b9RPNr
Ford 6.8 Triton V10 Reliability
Is the 6.8 Triton V10 reliable? Overall, this engine is well built and is highly reliable. Outside of the common spark plug blowout issue, there aren’t really any costly problems that the 6.8 Triton is known for. The spark plug issue can be fixed preventatively with a repair kit that costs a few hundred bucks. The only other known common problems are super simple and inexpensive fixes.
The engine block, internals, etc. are all highly reliable and likely won’t cause any engine failure issues before the 200,000 mile mark. Overall, these engines are considered very reliable and can last well beyond the 200,000 mile mark. However, once you start eclipsing that mark you can expect to start experiencing a handful of maintenance-related repairs with things like water pumps, fuel pumps, hoses, gaskets, etc.
The only potential downside to the engine is its very poor fuel economy. You can expect to get 8-10mpg in the Triton V10. If you are a very conservative driver, you may be able to see closer to 12mpg, but nonetheless, the fuel mileage certainly makes this an expensive gas guzzler.
For those who have the 6.8 Triton in a motorhome or who primarily use it for hauling heavy items, just note that problems are likely to occur slightly earlier into the engines life due to additional stress put on the engine from the weight.
Thank you for your very good article on common problems found with the Ford Triton V10 engine. I have a 2013 33 ft. Class A motorhome with a Ford Triton V10. Am I correct in understanding that the spark plug problem is only with pre-2002 Triton V10s? If that’s the case, then Ford must have recognized the problem and rectified it.
Bill – that is correct that the issue was only pre-2002, shouldn’t be anything to worry about with your 2013.
What about 07 f350 ?
He litterally just said Pre-02… 07 is after 02
😂😂😂😂
What about 2002 and newer engines? How are they rated
Great Read !!! Thanks
I just purchased a 2016 27′ motor home with the 6.8 triton v10. The test drive felt peppy with decent acceleration. Do I need to use premium gas or can I use regular.?
I would use the mid grade at least. I’m in CO and our lowest grade at this altitude is 85 and I hear pinging when I use straight 85 octane.
There’s never a good case to be made for mid-grade, unless you’re custom-tuned for it.
From the factory, vehicles are most commonly tuned for 87-octane, and higher-performance stuff is tuned for 91-octane.
Mid-grade 89-octane price is a tax on people who don’t know better, who think they’re doing right for their car, but are wrong.
Fill it with what the owner’s manual recommends, unless you know it’s got a custom tune for a specific octane of gas.
What does your owner’s manual advise you to use?
My Super Duty with the 6.8, the owner’s manual is very clear about 87 octane.
If you’re buying higher octane gas, you’re wasting money needlessly.
the 6.8 is low compression ratio made use regular fuel using premium not worth it really
Just purchased a 1999 Ford XLT V10 truck. It’s got 19200 miles on it, paid about $7800. Hope it was a good choice. Going be pulling a 36′ 5th wheel.
That seems like you overpaid.
Is there any none oil pump problems on the v10
I have a 2012 31ft rvwith only 22oook on it. lost oil pressure while driving home and span a shell warranty won’t pay didn’t no if it was a problem with this motor?
is the 2008 v10 have the spark plug issues or did ford fix problem. ford f350 crew cab
A couple more issues these V10s were known for was rocker arms falling off on the early models (probably fixed in ’02 with the plug issue) and the 3 valves suffering from oil pump failure. Despite the issues they had, these are extremely tough engines that can handle serious abuse with basic maintenance. Most of the issues I see normally don’t start to occur until they have racked up many miles and commonly hit 300k still going strong. My only complaint on performance is the fuel economy. I’m sure some refinements could have been made to squeeze a few more mpg out of them, but mileage seems to stay about the same whether they are loaded down or not. Stop at every gas station you see if you are on a long haul.
Where’s this nonsense about requiring premium fuel coming from?
The owner’s manual is clear about 87 octane.
That had me worried a bit I just filled my 2004 f250 with 87 ( Just bought the truck so was my first fill up) and today the truck started loosing acceleration and acting weird. But after this read I’m thinking the spark plug issue is what it is?
I am considering buying a 2002 small bus with the triton v10. Would it have the new sparkplug modification to prevent them from blowing out? Can the plugs be changed without taking the engine out?
I’m not sure if this is the right forum for this question but hopefully some of you guys have some perspective to share.
I’m considering buying an F250 xlt with the Triton V10 gas engine. I borrow the truck to tow my 5,000 lbs boat often. I’ve noticed that it burns or leaks transmission fluid when I tow at high speeds on the interstate. This is with overdrive off as that is what the manual says.
Should I just leave overdrive on when towing? I’m wondering if it’s just a leak or if this is related to the high rpms it’s running while towing.
I drove a couple for a company full size passenger van first time drove it empty i burned rubber across the intersection i drove hard every day it was the most comfortable ride ever never got a back driving more then 8 hours a day
It was comforting to read about the reliability of the V 10. I just purchased a 2002 Winnabago on an E 450 Chassis. It eats gas between 8 and 10 mpg and seems a bit slow on the hills, other motor homes passing me up. I assume newer V 10 with 6 speed makes a difference and of course Diesels.
I am satisfied that I will leave well enough alone and no longer seek for better mileage or performance
I have a 2003 Winnwbago Sightseer 30B with the 6.8L V-10 with the 6 speed transmission. I believe that the chassis is 2002 F53. Does this engine have the plug blow out issue or is it engine prior to 2002?
I have a 99 F250 6.8l had spark plug problems. heli- coil did fix it. reflashed pcm with latest programing milage jump to 16 mpg. I can live with that. would recomend anyone with 6.8l get reflash for pcm. my truck is 4×4.
Maybe you can help, We have a 2018 Coachman Pursuit with the v10. First the fuel modulator went out. in the middle of the interstate. it was fixed . Our problem now is 3 times the engine just won’t start ? Sit for a anout 30 mins and majic it cranks right up. Any advice ?
My 2008 F350 “pings” very noticeably with anything less than 89 octane. Which is considered mid grade at most California gas stations. Is there a possible mechanical issue ? Truck runs and tows beautifully. Very happy with it . Has been trouble free , 85000 miles
I have a 2004 Triton v10 that recently started idling high
I have a 2015 Ford E-350 with the V-10 with 54,500 miles that just went through a head gasket that likely has trashed the engine and left us sitting over 1,000 miles away from home. Not so bullet proof now is it!
I have a 2003 Lazy Daze on an E450 V10 Chassis with about 95K miles. I am not currently having any significant problems although I have not had it out in awhile. If it has been sitting for a week or a couple months or over the winter and I go to start it it always starts right up. If I have been driving for awhile and stop someplace for 30 minutes or so and go to start it it won’t start. Through trial and error I have found if it does not start right up I need to turn the key completely off and then try again. It almost always starts right up on the second try as long as I have turned the key totally off. Any ideas what is going on there?
This so sounds like a chip in the key issue or chip reader!. Do you have a second key to try? That would be my first test!
This is a 2003. My keys are just keys; nothing fancy. I don’t even have a button for the door locks. This has to be something with the starting sequence and probably fuel pressure. But I am not a mechanic. Might be something with the ignition switch but since it always starts when cold I don’t think that is it.
In 2015 my wife and I purchased a Thor motorhome it has the Triton V10 6.8 L made by Ford. We purchased this vehicle for our retirement to do some traveling. Now to our surprise they told us the engine was shot recommended replacing it it only has 24,000 Miles on it. We are nine months out of warranty it has five years 60,000 miles. The oil is changed regularly and they check it before every trip it is now at a Ford dealer getting diagnosed it was diagnosed before by a truck repair shop. 24,000 miles it’s not a lot of miles now if it needs a new engine my wife and I will have to get into our retirement funds to pay for it. I am hoping Ford will show some heart and help us pay for this catastrophe.
Read the article. It’s all there