Ford F-150 13th Gen
Weaknesses, engine ratings and buying advice
The 13th-gen F-150 (2015–2020) is the truck that changed the game — Ford went aluminum body-in-white while every other full-size was still stamped steel, knocking 700 lbs off the curb weight. Over 5 million units sold across the run. If you're shopping one, the two dates that matter are 2017 (new 10-speed 10R80 transmission arrives, plus the refreshed 3.5L EcoBoost with its own set of headaches) and 2018 (2.7L EcoBoost goes to gen-2 with port + direct injection, 3.3L Ti-VCT V6 replaces the aging 3.5L Duratec base engine).
The engine pick is everything. The 3.3 V6 (2018–2020, base trim) is the forum-consensus "most bulletproof engine in the lineup" — port + DI, no carbon buildup, 250k-mile ownership reports with just oil changes. Not for heavy towing, but the cleanest long-term pick. The 2.7 EcoBoost gen-2 (2018+) is the sweet spot for most buyers — dual injection, proven to 200k+, turbos hold up with synthetic-only oil. Gen-1 2.7 (2015–2017, Lima plant) had quality issues — avoid. The 5.0 Coyote gen-2 (2015–2017) is the V8 to buy; the gen-3 Coyote (2018–2020) has an active oil-consumption class action, some trucks burning 1 quart per 2,000 miles.
The one to walk away from: 3.5 EcoBoost, especially 2017–2019. The cam phaser rattle (variable valve timing mechanism rattles on startup) is a 3-5 second cold-start "bag of bolts" sound that ends in a $3,000–$5,000 job to replace all four VCT units plus PCM reflash. Ford's CSP 21N03 extended coverage through January 2023 — check the VIN for open coverage before buying. The other 3.5 EB time bomb is the internal water pump, buried under the timing cover. When it fails, coolant dumps straight into the crankcase and kills the bearings. Water pump alone: $2,300. With engine damage: $7,000–$8,000.
The 10R80 10-speed (2017+) has its own lawsuit — *O'Connor v. Ford*, filed 2023, covers F-150 + Ranger + Mustang + Expedition. Symptoms start as early as 30,000 miles: shudder at 30–50 mph, harsh 1-2 shifts, "slips out of gear for 30 seconds with no power." Ford's latest TSB 24-2101 is the current software fix. Out-of-warranty rebuild: $6,000–$8,500. The old 6R80 6-speed (2015–2017) is the tank — 60k fluid changes, runs past 200k. Skip the 10-speed class action entirely by hunting a 2015–2016 truck with 6R80.
Test-drive checklist: cold-start listen for 3.5 cam phaser rattle, watch coolant level for 3.5 water pump seep, drive 30–50 mph steady throttle to feel 10R80 shudder, pull the dipstick on any 5.0 after freeway miles (oil consumption check), inspect aluminum body panels for amateur repair (proper aluminum work needs dedicated shop — bed-side panel replacement alone runs $3,500). 2026 market: 2018 XLT 2.7 EcoBoost with 70k miles sits around $25,000–$32,000. Lariat 3.5 EB averages $31,500 but discount heavily if cam phaser CSP isn't already done. Raptor runs $35,000+, low-mile specimens break $60,000.
The sleeper play: XLT 2.7 EcoBoost gen-2 + 10R80 with Ford ESP extended warranty. You get the good engine, insurance on the transmission class action, and still under $30k for a 4-year-old half-ton.
450 PS
F-150 Raptor · Benzin
Raptor HO — 450 hp twin-turbo, desert not highway
Legendary!286 PS
3.5L Cyclone V6 Benzin
2 weaknesses
Good ChoiceGenerations
Engine Overview
The Ford F-150 13th Gen is available with 6 engine variants — from 253 to 460 hp.
Ford's first diesel for F-150 since 1980s. Discontinued — crankshaft and valve issues on early models. Later production more reliable.
- !! Crankshaft bearing failure from 130,000 km
Early production (2018-2019) had crankshaft bearing issues. Ford redesigned for later models. Catastrophic if bearing fails — engine replacement needed.
Symptoms: Deep knocking noise, metal in oil, sudden loss of oil pressure, engine seizure - !! Recall: brittle intake valves
Intake valves made from Silchrome Lite overheated during machining, becoming brittle. Can break and cause engine failure. Recall issued for 2018-2019 models.
Symptoms: Engine misfire, loss of compression, catastrophic engine failure - !! EGR cooler carbon clogging from 100,000 km
Carbon deposits clog EGR cooler core over time. Reduces exhaust flow and increases combustion temperatures. Common on all modern diesels.
Symptoms: Reduced power, increased exhaust temperatures, check engine light
+ 2 more engine weaknesses + vehicle weaknesses
2.7L EcoBoost V6 Gen1 — the entry-level turbo in the F-150. 325 hp from 2.7 liters: impressively efficient. Watch for valve guide defect on April 2016 – January 2017 production (TSB, free cylinder head replacement under warranty). Plastic oil pan leaks from thermal cycling. Carbon buildup like the 3.5L Gen1. Gen2 (2018+) fixes most issues.
- !! Valve Guide Defect (April 2016 – Jan 2017) from 80,000 km
TSB 17-2077: valve guides in heads from April 2016 – Jan 2017 production defective. Free head replacement under warranty.
Symptoms: Blue/white smoke, oil consumption, CEL P0300-P0306 - !! Wastegate Failure / Underboost from 100,000 km
The 2.7 EcoBoost Gen1 is prone to internal wastegate wear — worn shaft and diaphragm failures in the actuator. One-sided failure causes asymmetric boost drop. Dealer turbo replacement often runs $4,000 for both.
Symptoms: P0299 underboost code, metallic ticking on deceleration, sluggish response under load - !! Turbo Oil Cold Soak — Startup Smoke from 80,000 km
Ford TSB 20-2207 for 2018-2020 models: oil pools in the turbine housing when parked and burns off on the next startup. Revised oil supply tube (JU7Z-9T516-A) limits pooling.
Symptoms: White or blue smoke on cold start, oil smell after shutdown, no lasting damage if caught early
+ 3 more engine weaknesses + vehicle weaknesses
Naturally aspirated base V6 for F-150. Reliable but lacks power for towing. Replaced by 3.3L in 14th gen.
- !! Timing chain stretch from 160,000 km
Timing chain can stretch at higher mileage causing rough idle and timing issues. Less problematic than EcoBoost chains.
Symptoms: Rattling on cold start, rough idle, check engine light - !! Water pump failure from 130,000 km
Internal water pump can fail causing coolant leak. Located behind timing cover, labor-intensive replacement.
Symptoms: Coolant loss, overheating, coolant mixing with oil
3.5L twin-turbo V6, Gen 2 from 2017 — the big change was adding port injection alongside direct injection, which eliminated the carbon buildup problem. In High Output Raptor trim it makes 450 hp, standard F-150 gets 375-400 hp. Not an emotional engine — it sounds like an efficient twin-turbo V6, which is exactly what it is. But the torque from 2,500 rpm onwards is relentless, holding flat until 5,000 rpm before falling off a cliff. Cam phaser failure on 2017-2020 is THE topic: cold-start rattle, worst case chain skip. Ford CSP 21N03 expired, repair costs $3,000-5,000. Exhaust manifold studs snap from turbo heat cycling. Plastic valve covers crack around 60k miles — an engineering choice that should have been aluminum. Wastegate rattle is cosmetic but annoying. Different 10R80 calibration in the Raptor. Oil changes every 5,000 miles with full-synthetic 5W-30.
- !! Cam Phaser Failure (2017-2020) from 80,000 km
THE Gen2 topic: hydraulic phasers fail from ~50k miles. Ford CSP 21N03 (expired). $3-5k repair. July 2018 and October 2019 revisions improved the parts.
Symptoms: Knock/tick at warm idle, CEL P0011/P0012 - !! Exhaust Manifold Warps — Studs Break from 90,000 km
Turbo heat + original design with too few studs → warping and breakage. Ticking on cold start.
Symptoms: Ticking/squeaking on cold start - !! Turbo Coolant Line Leak from 80,000 km
The bi-turbo coolant supply and return lines become brittle from thermal cycling and leak. Sudden coolant loss under load can cause overheating — especially dangerous when towing.
Symptoms: Sweet smell, low coolant without visible puddle, overheat warning while towing
+ 3 more engine weaknesses + vehicle weaknesses
Gen 3 Coyote from 2018 — the key upgrade was dual fuel: direct injection plus port injection simultaneously. The port injectors keep the intake valves clean, eliminating the carbon buildup problem of DI-only engines. 460 hp at a 7,500 rpm redline. At idle the familiar Coyote tick, at part throttle a smooth V8 hum, at wide-open past 5,000 rpm the cross-plane character comes through — not as sharp as a flat-plane but fuller and deeper. Active exhaust valves let you choose between neighbor-friendly and antisocially loud. VCT solenoids on exhaust bank 2 are the known issue — Ford TSB 18-2360 covers it. High-pressure fuel pump can fail around 50k miles. Ignition coils are heat-sensitive, replace prophylactically if tracking the car. Tuning potential is enormous: Whipple Gen 5 supercharger gets 700+ hp with near-stock reliability. Oil changes 5W-20 every 5,000 miles.
- !! High-Pressure Fuel Pump Failing from 80,000 km
The direct injection high-pressure fuel pump on the 5.0 Coyote Gen3 can fail, leading to starting difficulties or power loss. Known failure tendency especially after 80,000 km.
Symptoms: Difficult cold starting, power loss, rough idle, check engine light - !! Head Gasket Failed — Overheating Damage from 80,000 km
The Coyote 5.0 V8 from 2011 is known for head gasket failures, especially after overheating events. Engine overtemperature from cooling system problems leads to warping of the aluminium head.
Symptoms: White smoke from exhaust; oil level rising with coolant mixed in (mayonnaise effect at oil filler cap); coolant loss without visible external leak. - !! Recall 2024: Intake Valve Fracture (Model Years 2021–2022)
2024 recall covering approximately 91,000 vehicles from model years 2021–2022 with the 5.0 Coyote due to possible intake valve fractures. Engine failure and power loss possible.
Symptoms: Sudden power loss; engine failure while driving; warning lights.
+ 6 more engine weaknesses + vehicle weaknesses
3.5L twin-turbo V6, Gen 2 from 2017 — the big change was adding port injection alongside direct injection, which eliminated the carbon buildup problem. In High Output Raptor trim it makes 450 hp, standard F-150 gets 375-400 hp. Not an emotional engine — it sounds like an efficient twin-turbo V6, which is exactly what it is. But the torque from 2,500 rpm onwards is relentless, holding flat until 5,000 rpm before falling off a cliff. Cam phaser failure on 2017-2020 is THE topic: cold-start rattle, worst case chain skip. Ford CSP 21N03 expired, repair costs $3,000-5,000. Exhaust manifold studs snap from turbo heat cycling. Plastic valve covers crack around 60k miles — an engineering choice that should have been aluminum. Wastegate rattle is cosmetic but annoying. Different 10R80 calibration in the Raptor. Oil changes every 5,000 miles with full-synthetic 5W-30.
- !! Cam Phaser Failure (2017-2020) from 80,000 km
THE Gen2 topic: hydraulic phasers fail from ~50k miles. Ford CSP 21N03 (expired). $3-5k repair. July 2018 and October 2019 revisions improved the parts.
Symptoms: Knock/tick at warm idle, CEL P0011/P0012 - !! Exhaust Manifold Warps — Studs Break from 90,000 km
Turbo heat + original design with too few studs → warping and breakage. Ticking on cold start.
Symptoms: Ticking/squeaking on cold start - !! Turbo Coolant Line Leak from 80,000 km
The bi-turbo coolant supply and return lines become brittle from thermal cycling and leak. Sudden coolant loss under load can cause overheating — especially dangerous when towing.
Symptoms: Sweet smell, low coolant without visible puddle, overheat warning while towing
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| 10-Speed Auto Shudder — THE F-150 Issue from 2017 10R80 auto: vibration at 35-45 mph like driving over rumble strips. Torque converter clutch slips. CDF clutch drum migration. Multiple TSBs, $5,500-7,000 repair. Symptoms: Vibration at 35-45 mph, juddering on upshift, harsh gear changes from 80,000 km | High |
Top Reported Issues
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Known Problems and Issues +
A total of 34 weaknesses have been documented for the Ford F-150 13th Gen (2015–2020) — 28 engine-related and 6 vehicle-related. Typical issues affect Gearbox, Body, Brakes, Suspension. Considered reliable: Cyclone-3.5-V6 (3.5L Cyclone V6).
F-150 (PowerStroke-3.0-V6, 2018–2020) — Be Careful: Crankshaft bearing failure, Recall: brittle intake valves, EGR cooler carbon clogging. Power: 250 PS.
F-150 (EcoBoost-2.7-V6-Gen1, 2015–2017) — Be Careful: Valve Guide Defect (April 2016 – Jan 2017), Wastegate Failure / Underboost, Turbo Oil Cold Soak — Startup Smoke. Power: 325 PS.
F-150 (EcoBoost-3.5-V6-Gen2, 2017–2020) — Be Careful: Cam Phaser Failure (2017-2020), Exhaust Manifold Warps — Studs Break, Turbo Coolant Line Leak. Power: 375 PS.
F-150 (EcoBoost-3.5-V6-Gen2, 2017–2020) — Be Careful: Cam Phaser Failure (2017-2020), Exhaust Manifold Warps — Studs Break, Turbo Coolant Line Leak. Power: 450 PS.
F-150 (Coyote-Gen3, 2018–2020) — Be Careful: High-Pressure Fuel Pump Failing, Head Gasket Failed — Overheating Damage, Recall 2024: Intake Valve Fracture (Model Years 2021–2022). Power: 395 PS.
What to watch out for with the Ford F-150? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
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Last updated: February 2026 · All information without guarantee