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ENGINE – 5.0L – NEW TORQUE-TO-YIELD CYLINDER HEAD BOLT KIT AND NEW PROCEDURES – SERVICE TIP FORD: 1988 THUNDERBIRD 1988-91 CROWN VICTORIA 1988-95 MUSTANG 1991-93 THUNDERBIRD LINCOLN-MERCURY: 1988 COUGAR 1988-90 TOWN CAR 1988-91 GRAND MARQUIS 1988-92 MARK VII 1991-93 COUGAR LIGHT TRUCK: 1988-95 BRONCO, ECONOLINE, F-150-350 SERIES ISSUE: In 1992, the type of cylinder head bolts used on the 5.0L engines was changed to the torque-to-yield bolts. Depending on the build date of the engine, the 1992 model year engines came with either torque-to-yield bolts or standard torque, not a combination of the two (2). In 1993, torque-to-yield bolts were used on all 5.OL engines. ACTION: Refer to the following for proper bolt identification, usage and torque specifications. ^ The two (2) types of bolts being used are physically different. Refer to Figure 1. ^ The standard torque bolt is a non-flanged hex head bolt. ^ The torque-to-yield bolt is a flanged head bolt. ^ The two (2) types of bolts may be used on any of the 5.0L engines. ^ The bolts must be all the same style on each cylinder head. CAUTION: DO NOT USE BOTH TYPES OF CYLINDER HEAD BOLTS ON ONE (1) CYLINDER HEAD. EACH CYLINDER HEAD MUST HAVE ALL OF ONE (1) TYPE OF RETAINING BOLT: STANDARD TORQUE OR TORQUE-TO-YIELD. The torque-to-yield cylinder head bolts will be available only in a packaged kit (F3ZZ-6065-E). The kit will contain the following: Five (5) 7/16-14×3.94 Bolts Five (5) 7/16-14×2.49 Bolts One (1) 3/8-16×7/16-3.93 Stud One (1) Instruction Sheet (I.S. # 6605) Some applications use a various quantity of studs for fastening of items to the cylinder head. TORQUE SPECIFICATIONS FOR THE NON-FLANGED STANDARD HEX HEAD BOLTS, TIGHTEN IN TWO (2) STEPS AS FOLLOWS:

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FORD: 1980-86 LTD 1980-92 CROWN VICTORIA 1980-93 MUSTANG, THUNDERBIRD LINCOLN-MERCURY: 1980-86 MARQUIS 1980-87 CONTINENTAL 1980-92 GRAND MARQUIS, TOWN CAR 1980-93 COUGAR 1984-92 MARK VII LIGHT TRUCK: 1980-93 BRONCO, ECONOLINE, F-150 This TSB article is being republished because of the occasional need for the information it contains. Originally published as TSB 83-13-10 in June of 1983, this article is not easily locatable in many dealerships today; the model application has been updated. Also, The Service Manual contains this information. ISSUE: A no 3-4 upshift condition or a slipping 4th gear may result from ^ Direct clutch checkball leaking ^ Missing plug in end of output shaft ^ Case bore wear ^ Leakage at O/D band servo piston and/or case bore ^ Seal leakage at 3-4 accumulator piston ^ Blocked hydraulic circuit condition ^ Improper valve body attaching bolt torque ^ Leaking governor circuit ^ Torque converter damper/hub malfunction ACTION: Road test, diagnose and repair the transmission as required. Refer to the following diagnostic and repair procedure for service details.

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FORD: LINCOLN: 2002-2005 Crown Victoria, Mustang, Explorer 2002-2005 Town Car 2003-2005 Expedition 2003-2005 Navigator 2004-2005 F-150 MERCURY: 2002-2005 Grand Marquis, Mountaineer This article supersedes TSB 04-17-5 to update the model year and vehicle line coverage. ISSUE Some 2003-2005 Expedition/Navigator, 2004-2005 F-150 vehicles equipped with a 9.75? or 8.8? limited slip rear axle, and 2002-2005 Explorer 4dr, Mountaineer, Crown Victoria, Grand Marquis, Town Car, and Mustang vehicles equipped with 8.8? limited slip rear axle, may exhibit a chatter, shudder, a binding sensation, or a vibration during low speed turns. On 4×4 vehicles, the sensation may appear to be originating from the front axle or the steering gear. ACTION First verify the condition. On 4×4 trucks ensure that the vehicle is in 2WD, to isolate the rear axle. On all vehicles, turn the wheel fully right (or fully left) and then accelerate the vehicle. If the condition is verified to be in the rear axle, replace the limited slip clutch pack. SERVICE PROCEDURE

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1. Make sure the front wheels are in the straight-ahead position. 2. WARNING: To avoid the risk of serious personal injury, read and follow all warnings, notes and instructions in the deactivation procedure. Deactivate the supplemental restraint system (SRS). For additional information, refer to Section 501-20B. 3. Connect the battery ground cable. 4. Position the front seats rearward. 5. Disconnect the battery ground cable. 6. Through the glove compartment opening, remove the instrument panel support brace bolt. 7. Disconnect the aspirator hose from the housing. 8. Disconnect the RH bulkhead connector. 1. Loosen the bolt. 2. Disconnect the RH bulkhead connector. 9. Close the glove compartment door. 10. Remove the RH lower instrument panel insulator. 1. Disconnect the power point electrical connector. 2. Remove the courtesy lamp from the lamp socket. 3. Remove the RH lower instrument panel insulator. 11. Remove the tunnel brace trim cover. 12. Remove the instrument panel tunnel brace. 1. Remove the nuts. 2. Remove the brace. 13. Position the steering column brace aside. 1. Remove the nut. 2. Position the steering column brace aside. 14. Separate the intermediate shaft from the steering column shaft. 1. Remove and discard the pinch bolt. 2. Separate the intermediate shaft from the steering column shaft. 15. Position the RH and LH cowl side trim panels aside. Position the RH and LH front door weatherstrips aside. 16. Remove the RH and LH A-pillar trim panels.

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1998-2002 Continental FORD: 1998-2006 Town Car 1996-1999 Taurus SHO 2000-2006 LS 1998-2006 Crown Victoria, Mustang
1998-2006 Navigator 2000 Taurus 2002-2003 Blackwood 2002-2005 Thunderbird 2003-2005 Aviator 2003-2006 Focus
2004-2006 Taurus MERCURY: 2005-2006 Five Hundred, Freestyle 1998-2006 Grand Marquis 1997-2006 E-Series, Expedition, F-150
2000 Sable 1999-2006 F-Super Duty 2004-2005 Sable 2000-2005 Excursion, F-53 2005-2006 Montego 2001-2006 Escape 2002-2005 Mountaineer 2002-2005 Explorer 2005-2006 Mariner 2005-2006 Escape Hybrid 2006 Mariner Hybrid LINCOLN: 1997-1998 Mark VIII This article supersedes TSB 04-16-01 to update the vehicle applications and model years.
NOTE
FOLLOW THIS TSB PROCEDURE ONLY IF THERE ARE NO SPECIFIC MISFIRE TSBs/SSMs RELEASED FOR THE VEHICLE SYMPTOM BEING
EXPERIENCED. ISSUEnApproximately 50% of coil on plug (COP) coils returned for warranty do not have a problem.
ACTION The misfiring cylinder must be identified through Self-Test misfire codes or through WDS Power Balance. Rule out base engine problems, rule out fuel problems, and then look at ignition problems (be sure to rule out coil primary circuit issues).
Once the above steps have been completed, and the issue is in the secondary part of the ignition system, the oscilloscope procedure outlined in this TSB can isolate the difference between a coil or spark plug problem.