Poor Design: Ford's Decades of Engine Failures

How Ford Managed to Build Decades of Engine Failures

Let me be blunt — Ford has built some truly legendary engines over the years. But we’re not here for those. We’re here to talk about the other ones. The ticking timebombs. The overhyped, underbuilt engines that turned everyday Fords into driveway ornaments.

As a 52-year-old ASE Certified Master Mechanic, I’ve been elbow-deep in Ford engines since mullets were mainstream. And let me tell you...

Ford has managed to screw up engines in every single decade since the 1970s.

This post is a decade-by-decade takedown of Ford’s worst engines — each tied to specific models, years, and catastrophic flaws.

Let’s kick this off where the trouble started…

The 1970s: When Emissions Killed Muscle and Ford Killed Reliability

Instead of redesigning smarter engines, Ford slapped on emissions band-aids, killed power, and unleashed some of the most gutless, glitchy motors ever shoved into a car.

Ford’s 460 Big-Block: From Beast to Boat Anchor

This engine started the decade strong — the legendary 460 cubic inch (7.5L) V8 once pushed out 365 hp.

By 1975? That same engine was wheezing out just 212 hp.

That’s over 150 ponies vanished into thin air — thanks to catalytic converters, EGR valves, and Ford’s half-baked carb systems.

I remember a buddy’s '77 Thunderbird with a 460. Gorgeous car. But it would stall at every red light when the A/C was on.

Why?

Ford’s genius “Variable Venturi” carburetor. A two-barrel abomination introduced in ’77 to improve mileage.

Instead, it delivered misfires, stalls, and tuning nightmares so bad, Ford’s own techs couldn’t figure them out.

It was so hated, most owners just ripped it off. I swapped my buddy’s for a Holley carb — instant fix.

Want to keep scrolling? You should. Because the 460 wasn’t the only V8 Ford murdered in the name of emissions.

Mustang II & the Cologne V6 Catastrophe

Enter the Mustang II (1974–78) — the Pinto in a leather jacket.

Ford stuffed in a 2.8L Cologne V6. Sounded cool. Ran like crap.

The problem? Tiny oil passages that clogged faster than a deep-fried artery.

Ticking lifters. Worn cams. By 50k miles, it sounded like a broken sewing machine.

I cracked open a '76 Mustang II engine once — the cam lobes were completely flattened from oil starvation.

Mechanics had to drill out the oil passages or retrofit an external oiler kit — imagine needing surgery on your brand-new V6.

That’s not innovation. That’s industrial sabotage.

Still with me? Good. Because it gets worse...

The 255 Windsor: The V8 That Should’ve Stayed a V6

In 1980, Ford created a crime against combustion: the 255 Windsor V8.

It was basically a neutered 302. Just 120 horsepower, and paired with that same miserable Variable Venturi carb.

That engine made full-size cars feel like they were dragging anchors.

My high school buddy Mike had a hand-me-down ’80 Ford LTD with the 255. We used to call it “the V8 that thinks it’s a lawnmower.”

It pinged on premium fuel and finally blew a head gasket at 60k.

If you got stuck with one of these back then, your best fix was to rip it out entirely and swap in a 302 or 351.

Even Ford fans were like, “This is a V8?”

But this was just the warm-up act. The ‘70s were bad... but the ‘80s brought new tech and turbo failures that left scorched wallets and cracked heads in their wake.

Scroll on, friend. The next decade cranks the pain dial even higher.

The 1980s: Turbo Dreams, Cracked Heads, and Diesel Delusions

The 1980s were supposed to be Ford’s comeback decade.

Fuel injection was replacing carbs. Turbos were the new buzzword. And Ford wanted to prove it could be modern, fast, and efficient.

But instead of fixing its '70s mistakes, Ford just found new ways to blow things up — literally.

Let’s kick it off with the one word that always meant engine roulette back then:

Turbo.

The 2.3L Turbo: Power Now, Problems Tomorrow

Ford’s first big turbo push came with the 2.3L turbocharged inline-4 in the 1984–86 Mustang SVO and the Thunderbird Turbo Coupe.

On paper, it was a rocket. These cars flew.

But here’s the part Ford forgot to test: long-term heat management.

That turbocharged 2.3? It cooked itself alive.

The turbochargers overheated, seals failed, and head gaskets blew faster than birthday candles.

One of my customers had an ’86 Turbo Coupe. Loved it. Until it started billowing white smoke on the freeway.

Blown turbo seals. Oil getting sucked into the intake. $1,200 turbo job — in 1988 dollars. Ouch.

You think that’s bad? Just wait ‘til I tell you what happened when a valve warped under boost.

Spoiler: he traded it in for a Toyota the next week.Sacrilege in Detroit.

And the next Ford engine was even worse — it didn’t need boost to break. It did it all on its own.

The 2.9L Cologne V6: One Hot Mess

Next up, the infamous 2.9L Cologne V6 — found in 1986–1990 Ford Rangers and Bronco IIs.

This one looked solid on paper.

Fuel-injected, mid-size torque, European roots. What could go wrong?

Here’s what: cylinder heads that cracked like dropped eggs.

The design had weak cooling passages. Overheat it once — just once — and it could fracture like an iPhone screen.

I had an ’88 Bronco II in my shop where both heads cracked.

Both.

I pulled the intake, and there were hairline cracks right between the valves. Coolant was leaking straight into the combustion chambers.

The customer didn’t even realize it until it started idling like a V-twin lawnmower.

And the fix? New heads. Machine work. New gaskets.

$1,500 later and the guy was begging to go back to a carbureted straight-six.

Think the worst is over?

Not even close. Because now we’re going diesel.

And not the good kind.

Ford’s Diesel Experiment: A BMW Mistake in a Lincoln Suit

Oh yeah, this actually happened.

In 1984–85, Ford stuffed a BMW-sourced 2.4L turbo-diesel into the Lincoln Continental Mark VII.

Think about that: a heavy, luxury coupe with 115 horsepower.

It was so slow, it felt like towing a boat uphill… in reverse.

And reliability? Hah.

Those BMW diesels hated American fuel — the sulfur content, the cold starts, the long distances. Fuel injection issues, cracked heads, and general “why did they do this?” energy.

You’d be lucky if one made it past 60,000 miles without major surgery.

One guy I knew yanked the whole thing and swapped in a small-block Ford. Said it was “the best thing I ever did.”

Lincoln never talked about that diesel again.

And just when you think the 1980s were wrapping up with all the junk behind them…

Ford unleashed the engine that would become a full-blown scandal in the ‘90s.

It started quietly. A few head gasket failures here and there.

But it grew into a nationwide epidemic that tanked resale values, ruined family cars, and pissed off lifelong Ford loyalists.

Keep reading — this one’s legendary.

Coming Up Next: The 3.8L Head Gasket Crisis That Killed Ford's Reputation in the '90s

One engine.

Millions of vehicles.

And an entire decade where head gaskets blew like popcorn.

In the next section, you’ll meet the 3.8L Essex V6 — the engine that took down the Taurus, the Windstar, and Ford’s credibility.

And guess what? It wasn’t just one gasket… or one recall. It was a design flaw that Ford knew about — and let fester.

So if you thought the '80s were rough...

Just wait ‘til the '90s.

The pain is only getting started.

The 1990s: Head Gasket Hell and the Decade Ford Broke America’s Trust

Welcome to the 1990s.

Grunge ruled the airwaves. The Taurus ruled the roads.

And under the hood? Ford stuffed in an engine so notorious it should’ve come with a warning label:

The 3.8L Essex V6.

This thing didn’t just fail.

It failed in every way that mattered — and it did it millions of times.

The 3.8L Head Gasket Epidemic: One Engine to Fail Them All

You name the model — Taurus, Sable, Thunderbird, Cougar, Mustang, Windstar, Continental.

If it had a 3.8L V6 in the '90s, there’s a good chance it blew its head gaskets by 80,000 miles.

Some blew by 50k.

Some blew twice.

And what made it worse? Ford knew it was happening. They even quietly extended warranties on some models — but never owned up to the full-scale disaster.

I must’ve replaced a hundred 3.8 head gaskets in the ‘90s alone.

You could tell by the sweet smell of coolant in the exhaust before the customer even opened the hood.

Shop Story:

I had a guy tow in a ‘95 Mercury Sable with 67,000 miles on the clock. Great shape. Clean interior. Still had the dealership sticker.

It was idling rough, smoking a little. I ran a compression test.

Three cylinders were basically dead.

Pulled the heads — sure enough, both gaskets were cooked, and the front head was warped beyond machining.

We had to junk it.

Customer nearly cried. It was his late wife’s car.

And Ford? They offered him a $200 coupon toward a new one.

A coupon.

That’s not customer service. That’s corporate bull with a bow on top.

Don’t Take It From Me – The Forums Exploded Too

One user on an old Taurus forum nailed it:

“I’m so fed up with Ford… If they can’t step forward and accept that they screwed up, then we should let our feet do the walking… right down the block to their competitors.”

Oof.

That’s from a Ford loyalist — someone whose family had driven nothing but Blue Ovals since the 1930s.

After two 3.8L failures, he defected to Honda. Forever.

He wasn’t alone.

By the late ‘90s, resale values on Taurus and Windstar models with the 3.8L V6 plummeted.

Used car lots didn’t want them. Mechanics hated working on them.

It was a total brand-destroyer.

And It Wasn’t Just Head Gaskets…

Ford’s “new” Modular V8s (like the 4.6L SOHC) debuted in the ‘90s and were actually pretty solid… until 1996.

That’s when Ford decided to get “clever” and switch to a plastic intake manifold on the 4.6 V8.

Spoiler alert: it cracked. A lot.

Usually right around the thermostat housing or coolant crossover.

The result? Coolant all over your spark plugs. Engine overheating. A sudden case of wallet-lightening syndrome.

Shop Story:

We had a ‘98 Grand Marquis come in with steam pouring out of the hood.

The plastic intake had split open like a baked potato.

The guy thought he needed a radiator. I showed him the crack in the intake, and his jaw dropped.

We replaced it with the revised one (aluminum crossover), but the damage was already done — slight head warp, misfire codes, coolant in the oil.

All because of a plastic part that should’ve never been plastic.

And yes — Ford eventually recalled them… but only for fleet Crown Vics and cop cars.

Because apparently if you’re not a cop, your engine bay doesn’t deserve to stay together.

The F-150’s Secret Engine Killer: The 4.2L V6

Let’s not forget the 1997–2002 F-150 base engine — the 4.2L Essex V6.

Guess what? Same family as the 3.8.

Guess what else? It was even worse.

The lower intake manifold gaskets on these things would fail silently — and leak coolant straight into the intake.

Which led to hydrolocking.

Which led to bent rods and engines blowing apart on startup.

No warning. No check engine light.

Just “crank, crank, BANG.”

The fix? A new engine.

The cost? Around $4,000, minimum.

The feeling? Pure betrayal.

Spark Plugs Go Airborne: The Triton V8 Timebomb Begins

Starting in the late ‘90s, Ford’s 2-valve Triton V8s (4.6L, 5.4L) in trucks and vans developed a cute little party trick.

They’d launch spark plugs right out of the heads.

Why? Because Ford only used four threads to hold each plug into an aluminum head.

Eventually, that thread would wear out… and POW — spark plug ejection.

Sometimes it cracked the coil. Sometimes it stripped the threads.

And sometimes, it left drivers stranded in the middle of traffic, with a dead cylinder and a hole in their head.

Literally.

Shop Story:

One of my fleet customers had a ‘99 F-250 5.4L that spit out the #4 plug on the freeway while towing a trailer.

The guy thought his engine exploded. We had to install a thread repair insert on the side of the highway.

Ever try threading aluminum with exhaust pulsing into your face?

Yeah. Good times.

This issue carried well into the 2000s… and Ford still never issued a proper recall.

They just “updated the torque spec” and called it a day.

Thanks for nothing.

Coming Up Next: The 2000s – Flying Spark Plugs, Broken Diesels & Bulletproof Bankruptcies

Just when Ford owners thought it couldn’t get worse… it did.

The 2000s gave us spark plugs that broke in half, cam phasers that rattled like a coffee can full of bolts, and the most hated diesel engine of all time.

And it all cost owners thousands.

If you thought head gaskets were bad…

Wait until your $50,000 Super Duty needs $6,000 in repairs before 100k miles.

Up next: the “bulletproof diesel” that had to be bulletproofed just to survive.

Don’t look away now — the worst is coming.

Ford rolled into the new millennium with bold promises, new tech, and shiny new engines.

But what they delivered?

Was a parade of catastrophic screwups, shady engineering shortcuts, and an engine so cursed that “bulletproofing” it became a full-time business.

Let’s pop the hood on the worst decade Ford’s ever engineered.

The 2000s: Spark Plugs That Explode, Diesels That Self-Destruct & The Era of Expensive Fixes

Welcome to the “modern” era — where Ford told customers they were getting smarter, more efficient, longer-lasting engines.

But what they actually got was a crash course in how NOT to design a powertrain.

It all started with a spark plug problem...

But not the one you think.

The Great Spark Plug Ejection (Still Blowing in the Wind)

You remember those Triton 2-valve V8s from the late ’90s?

They didn’t retire in the 2000s.

They kept firing spark plugs out of their aluminum heads like rockets.

We’re talking 2000–2003 F-150s, Expeditions, Econoline vans — all still running with only four threads in their plug holes.

And when those threads went? So did your spark plug.

Straight out the top. Sometimes mid-commute.

I had an ’01 F-150 shoot a plug through the coil pack and dent the hood from the inside.

Think about that.

The engine was literally trying to escape itself.

Ford never issued a true recall.

Just a shrug and a “use anti-seize and torque carefully.”

Thanks for the tip.

The Two-Piece Spark Plug Nightmare: The Fix That Made It Worse

In 2004, Ford said: “Let’s fix the spark plug issue.”

So they redesigned the plug for their 3-valve Triton V8s.

And somehow… made it worse.

These new plugs (used from 2004–2008 in 4.6L and 5.4L V8s) had a long, two-piece design.

Over time, carbon buildup fused the lower sleeve to the head.

And when you tried to remove it?

SNAP.

The bottom half stayed stuck in the cylinder head.

You ever pull out half a spark plug and stare into the void?

It’s not a good feeling.

Shop Story:

A guy brought in his 2005 F-150 with 90k miles. Just wanted a routine tune-up.

We warned him — spark plugs might break.

He said, “How bad could it be?”

Two hours later, we had four broken plugs, a special extraction kit on order, and his truck on the lift for two days.

Final bill: $900. Just for spark plugs.

He nearly fainted. I nearly punched a wall.

That’s Ford’s “modern” engine design for ya.

The Phaser Fiasco: Built Ford Tick

Now let’s talk about the cam phasers in the 5.4L and 4.6L 3V engines.

These are little devices that adjust valve timing for better efficiency.

When they work, they’re great.

When they fail? They make your engine sound like it’s full of ball bearings and regret.

It’s a metal-on-metal ticking, usually at idle. Sometimes called the Ford phaser rattle.

It starts soft. Then it gets louder.

Then your timing gets sloppy. Your mileage tanks. Your engine runs like a lawnmower with anxiety.

Shop Story:

I had a customer with an ’06 F-150. Came in complaining of “a little ticking.”

Popped the hood — it was like a coffee can full of bolts had been dropped into the valve cover.

We did new cam phasers, new timing chains, tensioners, and an oil pump — $2,100.

That’s more than a month’s mortgage in some parts of the country.

All because Ford cheaped out on oil pressure tolerances.

You want to scroll past this part — but trust me, the next engine burned Ford’s reputation to the ground.

Literally.

The 6.0L Power Stroke Diesel: The Engine That Built a Lawsuit Industry

Let me say it loud for the people in the back:

The 6.0L Power Stroke diesel (2003–2007) is the worst engine Ford has ever sold.

And that’s saying something.

This V8 diesel, made by Navistar (under contract for Ford), was supposed to replace the legendary 7.3L.

It had more power. More torque. More tech.

It also had more failure points than a Jenga tower made of spaghetti.

What Went Wrong? Let’s Count the Ways:

• Head bolts too weak → blown head gaskets
• EGR coolers → ruptured and leaked coolant into the engine
• Oil coolers → clogged and caused EGR cooler failures
• Injectors → failed from poor oil quality or electrical gremlins
• High-pressure oil pump (HPOP) → prone to sudden catastrophic failure
• FICM (Fuel Injection Control Module) → couldn’t handle low voltage from weak batteries

If you’re thinking, “That sounds expensive…”

You’re right.

A fully “bulletproofed” 6.0L Power Stroke — with ARP head studs, upgraded oil cooler, and EGR delete — would cost $6,000 to $10,000.

And if you didn’t do that? You were just waiting for the next $3,000 repair.

Shop Story:

One of my commercial clients had three 2006 F-350s. All 6.0s. All under 90k miles.

Two had already blown head gaskets. One had the turbo fail. All three had EGR cooler issues.

He finally asked me, “Should I just sell them all?”

I said, “Only if you don’t want to see me every month.”

He sold them. Got Duramaxes. Never looked back.

Ford Got Sued. Hard.

It was so bad, Ford eventually got hit with class-action lawsuits over the 6.0L’s reliability.

Internal documents revealed they knew the issues existed before launch .

But they pushed it out anyway.

Dealers were swamped. Owners were furious. Ford’s heavy-duty image took a direct hit to the transmission tunnel.

Some folks still run 6.0s today… but only after dumping thousands into “bulletproofing” them.

It’s the only engine I’ve seen where a whole aftermarket industry grew around making it less terrible.

Ford should’ve named it the 6.0L Wallet Stroke — ‘cause that’s what it gave everybody.

Oh — And Let’s Not Forget the 4.0L SOHC V6

This beauty went into Rangers, Explorers, and Mustangs from the early 2000s.

Its claim to fame?

Timing chains… mounted on the back of the engine.

So when they failed — and they did — you had to pull the engine to replace them.

One of the worst design decisions I’ve ever seen. Plastic chain guides that shattered like glass, sometimes under 100k miles.

Job cost? Around $1,800.

And no, it wasn’t a “maybe.” It was a “when.”

Coming Up Next: The 2010s – Turbo Trouble, Coyote Oil Burners, and Brand New Broncos Going Boom

The 2010s were supposed to be Ford’s big comeback decade.

New tech. Direct injection. Twin-turbo efficiency. The glorious return of the 5.0 V8.

But instead, we got timing chains that stretched, valves that dropped, and coolant systems that set cars on fire.

You thought the 6.0 was bad?

Wait ‘til your brand-new Fusion catches fire. Or your Focus RS blows its head gasket at 10k miles.

Or your 2021 Bronco… drops a valve and nukes its engine.

Yeah. It’s happening.

Scroll on — because the “EcoBoost” era has some dark secrets under that hood…

The 2010s: EcoBoost Explosions, Coyote Oil Guzzlers & Engines Dying Before Their First Oil Change

This was Ford’s “tech-forward” era.

They promised smaller engines with bigger power and better fuel economy.

And for a moment? It looked like they nailed it.

Turbocharged EcoBoost engines. Direct injection. 10-speed transmissions. The return of the 5.0 Coyote V8.

People were hyped.

But then… the warning lights started flickering.

And the engines started dropping — one by one.

The 1.6L EcoBoost: Engine Fire in Aisle Three

Let’s talk about the 1.6L EcoBoost.

Found in 2013–2014 Escapes, Fusions, and a handful of Euro Fords.

It was supposed to be a fuel-sipping turbo four. Instead, it became a four-alarm fire hazard.

The problem? A flawed cylinder head design led to overheating.

Coolant leaked internally. Oil leaked externally.

And under the right conditions? That oil hit a hot turbo and went boom.

Ford had to recall over 230,000 vehicles after multiple engine fires were reported.

Imagine driving your new Escape and suddenly smelling smoke.

That’s not a recall — that’s a rescue mission.

Shop Story:

A client towed in a 2014 Fusion. Hood scorched. Plastic melted. Fire extinguisher powder everywhere.

He said, “I just saw smoke and bailed.”

Engine was toast. Wiring cooked. Warranty covered it — barely.

But he never drove another Ford again.

The Focus RS: Performance Power… with a Factory Defect

Ah yes. The 2016–2017 Focus RS.

300+ horsepower, all-wheel drive, rally-car dreams.

And then… at 5,000 miles?

Head gasket failure.

Turns out Ford installed the wrong head gasket at the factory. They used the Mustang’s 2.3L gasket instead of the RS-specific one.

So coolant leaked. Combustion pressure spiked. And brand-new RS owners were towed to dealerships — furious.

Ford fixed it under warranty — replacing the gasket and sometimes the entire cylinder head.

But the damage was done.

The RS had become a punchline overnight.

Forum quote from a very salty RS owner:

“This isn’t a performance car… it’s a $40,000 science experiment. I didn’t sign up for engine surgery before my first oil change.”

Oof.

The 3.5L EcoBoost V6: Boosted Brilliance with Hidden Costs

Ford’s most successful turbo engine is the 3.5L EcoBoost V6.

It powers millions of F-150s and SUVs. It hauls. It flies. It tows like a diesel.

But early versions (2011–2014) had issues:

• Condensation in the intercooler caused misfires in humid conditions.
• Timing chains stretched prematurely — especially with longer oil change intervals.
• Carbon buildup on intake valves (thanks, direct injection) led to power loss and rough idling.

Fixing that chain rattle? ~$2,000. Walnut blasting the valves? ~$500.

Not catastrophic — but not cheap, either.

Especially when it hits before 100k miles.

Shop Story:

One guy had a 2012 F-150 EcoBoost. Complained it “hiccuped” every time it rained.

I popped off the intercooler and poured out a half cup of water.

That’s not a joke.

It was like a turbo-powered humidifier under the hood.

The Coyote 5.0 V8: Sounded Sweet, Drank Oil Like a Sailor

Ford brought back the legendary 5.0L “Coyote” V8 in 2011.

Mustang GTs rejoiced. F-150s roared. Torque came easy.

But by 2018, owners noticed something strange.

They’d check their dipstick at 3,000 miles…

And it was bone dry.

Some Coyotes were burning a quart of oil every 500–1,000 miles.

The culprit? A new plasma-coated cylinder liner process that wasn’t sealing rings properly on some engines.

Ford said it was “within spec.”

Owners said it was bull.

If your brand-new F-150 is guzzling oil before its first tire rotation? That’s not “normal.” That’s defective.

Shop Story:

One customer brought his 2019 Mustang GT in for an oil change.

It was 2.5 quarts low.

He didn’t drive it hard. Didn’t beat on it.

Ford told him to “monitor it.” Instead, he traded it in for a Camaro SS.

That should tell you everything.

Internal Water Pumps: Engine Russian Roulette

Ford’s 3.5L and 3.7L Duratec V6s — found in Edge, Flex, Explorer, and Fusion — had one nasty design flaw:

Internal water pumps.

When they failed — and they did — coolant would leak into the engine oil.

No external leak. No warning.

Just a spun bearing, a dead engine, and a $5,000 repair.

Sometimes all before 100,000 miles.

The fix? Replace the water pump proactively around 80k.

Cost? About $1,200–$1,600.

If you waited too long? Full engine replacement.

Ask me how I know.

The Final Nail: The 2021 Bronco Engine Failures

Just when it seemed Ford had moved on…

They launched the all-new 2021 Ford Bronco with the 2.7L EcoBoost V6.

And within months?

Engines started dropping valves.

Brand-new trucks. Sometimes under 3,000 miles.

Valves fractured. Pistons ate the pieces. Engines died on the freeway.

NHTSA got involved. Ford replaced dozens — quietly.

The suspected issue? Improper heat treating on the valve material.

Imagine saving for years, finally buying your dream off-roader…

And the engine grenades before the first oil change.

Yeah. That happened.

Shop Story:

We had a 2021 Bronco in with only 2,400 miles on the clock.

No compression in one bank. Oil full of metal.

We didn’t even bother opening it up. Just called the dealer for a full engine swap.

That customer? Drove his wife’s Wrangler until it was fixed… and never looked back.

So... Has Ford Finally Learned?

Honestly? It’s hard to say.

Some of their new engines — like the 7.3L “Godzilla” V8 — look promising.

And the 2nd-gen EcoBoosts are better than the early ones.

But the pattern still lingers.

Rushing out new tech. Under-testing it. Leaving customers to find the bugs — the expensive way.

For every bulletproof Ford motor, there’s a spark plug, gasket, or valve waiting to wreck it.

And for every enthusiast who swears by their F-150…

There’s another who’s still paying off an engine replacement.

Looking for Alternatives?

Here’s what I tell customers when they’ve had enough:

• Want a reliable truck? Toyota Tundra (5.7 V8) or GM’s 6.2L V8 Sierra are solid.
• Hate turbos? Look for port-injected V8s or older non-EcoBoost Fords.
• Need a performance car? The Camaro SS 6.2L or Challenger R/T 5.7 are durable, fun, and drama-free.

Avoid anything with:

• Internal water pumps
• Known head gasket histories
• Two-piece spark plugs
• Direct injection only (unless you’re cool with carbon cleanings)

Final Verdict: Five Decades of Engine Nightmares

From the Pinto to the Bronco, from head gaskets to dropped valves, Ford has made every kind of engine mistake imaginable.

Some were engineering oversights.

Others were rushed releases.

And a few? Were just plain greedy cost-cutting disasters.

But the result is the same: Millions of drivers paid the price.

And mechanics like me? We just kept fixing the carnage.

If you’ve made it this far — congrats. You’ve just survived a 50-year journey through Ford’s biggest engine failures.

You’re now smarter, savvier, and hopefully, more skeptical when someone says:

“It’s a Ford. You know they make good engines now, right?”

Yeah?

Tell that to the guy whose Bronco ate a valve last Tuesday.

And remember: research before you wrench. Always.

Ready for a part two? We can cover the transmissions Ford ruined next.

Because trust me…

This engine mess?