Having just swapped my 97 F-150 4x4 s/c 4.6 for a 2000 F-150 s/c 4x4 5.4 I can honestly say get the 5.4 if you are looking for power right from the box. No comparison. The 4.6 jumped fine off the line but at speed there wasn't much there for passing or just speeding up hills. The 5.4 has lots more power and just responds better to throttle input. And with no mods and only 800 miles so far my gas mileage has actually improved with the 5.4. I am no longer running around at 3000 plus rpms to get it to go. Just my .02 cents.

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2000 F-150 Lariat S/C 4x4 ORP 5.4L Bright Red/gold

 

Either engine would be fine! I bought mine off the lot, and had 2 choices of trucks to pick from. Mine, and a extended cab fire engine red, 5.4 with less factory accessories. I picked mine primarily because I didn't want to wait 4-6 weeks to order and I also really wanted a regular cab/long box combo.

I SuperChipped and K&N FIPK'd mine and it really woke the darn thing up! Next up is my Gibson exhaust as soon as I can clear the debate about factory vs aftermarket systems in my head. My advice, unless you're going to be doing some heavy duty towing, go with the 4.6, save the inital cost and get slightly better MPG. Wait until Y2K+1 and get the 240HP version, had I known I would have.

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2000 F-150 XLT, Reg Cab/Long Box, Styleside, Oxford White, Dark Graphite Int., 4x4, 4.6L, 3.55 L/S, Off-Road pkg (Skid Plates, Cab Steps, Heavy Duty Shock Absorbers, LT265/70R17SL), Class III Towing pkg with Heavy Duty Cooling pkg, 4 wheel disk ABS, Overhead Console, Factory In-Dash CD, Remote Keyless Entry, and Sliding Rear Window.

Added: K&N FIPK, Cabin Air Filtration, Ventvisors, Ford Bug Deflector, New: Ford Bedliner, SuperChip

 

RPFB: Your assertion that "...all 2000 model trucks with the 4.6W (if that engine is still used) 5.4, and 6.8 have the piston slap fixed, as did many '99 models..." reads like you have some authority to your knowledge.

Nobody has offered an explanation of the reason(s) for "piston slap" encountered by our members -- and does anyone else find it very convenient that Ford is swapping engines -- rather than risking having anyone disassembling them and perhaps 'discovering' any design flaw?

Do you have it on any authority as to what is the cause of these particular 'piston slap' problems -- and in particular -- do you know what measures were implemented to affect a permanent 'fix'?

Tks, in advance, for your comment.

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Y2K™

Toreador Red, Keyless XLT SC SB 5.4L E4x4 4wDisc/ABS, 3.73LS, Skid, HD 7700# Towing, LT-245's on Chrome, Tube-Steps, Captain's, 6CD, Tonneau, named: "Nick"

 

Y2K, I understand it is poor piston to wall clearance control during production. Please correct me if I am wrong as I have not actually measured the clearance.

Chris

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98 SC 4.6L stepside, Gibson headers, Gibson single exhaust, superchip, Intake mods, Piaa's, high end audio stuff.

 

I heard that it was a "piston to cylinder wall" phenomenon that occurs very rarely when normal production clearances add up in a specific way. A very small percentage of engines are affected, and so many of these engines were made that just because the problem affects someone that is active on the internet doesn't mean that it affects everyone or even a significant percentage of units.

When this problem first came to light, the affected engines were replaced and the slapping engines were disassembled and examined. I am pretty sure that they know what caused the problem. The delay in getting the fix out probably was the Ford powertrain engineering team ensuring that their fix was effective.

Engines are being replaced because the affected customers would not accept a fix that involves replacing the pistons and rods in their existing engines. Customers are much more satisfied when the engine is replaced rather than repaired by their dealer.

There is a TSB that lists when the fix was introduced on the Windsor engine line. I don't remember the exact date, but it was during 1999 model production. While I am an Engineer, I do not work for Ford, Ford Powertrain Engineering, etc... and as such my info comes from the same sources as everyone else. If you keep on top of it, you'll hear when these problems are resolved.

 

Well I have to give my two cents on the whole thing.... I have driven all three engines at one time or another, and would never get a V6 in an F150. The 4.6L was an improvement, but it is still a gutless wonder when not towing something....(trying not to offend anyone.) I personally have the 5.4L and love it, and wouldn't trade it for anything. Love the power and the response that I get when I am towing the boat and I want to pass someone. Hits 70 to 80 very fast without delay or hesitation. Just my two cents...

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1999 F-150 4x4 Offroad, SuperCab, Prairie Harvest Gold, 5.4L Triton w/ K&N Air Filter, Lund Interceptor Bug Guard, Lund Headlight Covers, Smittybilt Outland Sport Bumper Gaurd w/ Hella 500 & 550 Driving lights, Access Roll-up Cover, Bedliner, Ford Reciever Hitch Cover, Taillight Covers, Bridgestone Dueler AT's

Future Mods:
Gibson Cat-Back Exhaust, 4" Lift w/ 34 OR 35 Inch Mickey Thompson's, 2 or 3 Inch Body Lift

 

My opinion is much the same as most others,

If you are towing heavy loads or like to race alot (of course race is a relative term for a trcuk), get the 5.4

If you only tow light to moderate loads and only "race" occasionally . . . I've had no problems with my 4.6. Especially in town, when I get the urge to "race" my engine accelerates quite nicely from a stop up to around 70kph or so (45 mph roughly), which is all I really want to do in the city.

On the hwy, it cruises very nicely and passes very well when I'm doing anywhere from (80 kph up to 100kph . . . 50mph to 60 mph). Since the spped limit here is 60mph on the hwy, I really have no need to go alot faster than that.

The only downfall I find with my engine is that the power isn't really there past around 70mph for passing or whatnot. But like I said earlier, the amount of time I demand power in that situation is virtually nil . . . so the 4.6 is fine for my purposes.