Used Ford F-150 13th Gen (2015-2020): Buyer's Guide

The 2017 Ford F-150 had 15 NHTSA recalls. The 2020 had 4. Same platform, same aluminum cab, same basic shape. The reliability arc across this generation is steep, and it splits by powertrain as much as by year. The 3.5L EcoBoost sold in 2015 and 2016 uses a single timing chain that owners on F150EcoBoost.net have been posting about for over a decade. The version sold from 2018 uses a dual-chain system with port injection added on top of direct injection. They carry the same badge but they are different engines in important ways.

This guide covers the 13th generation F-150 specifically: 2015 through 2020, built on Ford's P558 platform. It's the truck that introduced the aluminum body, restructured the engine lineup twice, and generated a class-action lawsuit over its 10-speed transmission. Here's what you need to know before you write the check.

This Generation at a Glance

The 13th gen launched for 2015 as a near-total rebuild. Ford switched the body panels, bed, and cab from steel to high-strength aluminum, shedding up to 700 lbs compared to the previous generation. The frame remained steel. Four engine options launched at once: a 3.5L naturally aspirated V6, the new 2.7L EcoBoost, the carryover 3.5L EcoBoost, and the 5.0L Coyote V8.

A meaningful mid-cycle update arrived for 2018. Ford replaced the naturally aspirated base engine with a new 3.3L V6, updated both EcoBoost engines with port injection alongside the existing direct injection, added the 3.0L Power Stroke diesel to the lineup, and pushed the 10-speed automatic to nearly all powertrains. Co-Pilot360 driver assist technology became available as a package on higher trims.

The 2017 model year introduced the second-generation 3.5L EcoBoost with dual timing chains and debuted the 10-speed transmission for the first time in a pickup truck.

Available Powertrains

See year-specific listings: 2015 | 2016 | 2017 | 2018 | 2019 | 2020

Powertrain and Trim Breakdown

Base V6: The Low-Risk Option

The naturally aspirated base V6 does not appear in the complaint threads the way the EcoBoost does. The 3.5L Ti-VCT V6 in 2015-2017 and the 3.3L Ti-VCT in 2018-2020 are simple, reliable units paired exclusively with the 6-speed automatic in all years. No turbochargers. No timing chain stretch concerns. No carbon buildup from direct injection. Towing peaks around 7,600 lbs, and fuel economy trails the 2.7L EcoBoost.

If you're buying a work truck at 100,000-150,000 miles and the base V6 is under the hood, the mechanical risk floor is genuinely low. Focus on year, condition, and service records rather than which V6 variant it has.

2.7L EcoBoost V6: Two Different Engines

The 2.7L is the most discussed engine on F150EcoBoost.net because it offers the best power-per-dollar ratio in the lineup. The 2015-2017 and 2018-2020 versions have meaningfully different reliability profiles.

2015-2017 2.7L EcoBoost (Phase 1):

The Phase 1 2.7L runs on direct injection only. Fuel does not wash over the intake valves during normal operation, so carbon accumulates on the backs of the valves over time. By 80,000-100,000 miles, owners report rough idle, hesitation under acceleration, and misfires. The fix is walnut blasting: a shop forces crushed walnut shells through the intake ports to physically remove the deposits. Cost runs $500-$1,200 depending on labor rates. It is not an emergency at 80,000 miles, but it is a recurring expense on any Phase 1 EcoBoost.

The Phase 1 2.7L also used a single timing chain system that can stretch prematurely, particularly when oil changes are extended or the wrong viscosity is used. The symptom is a rattle on cold start that disappears once the engine reaches operating temperature. When the rattle persists past warm-up, the chain needs replacement at $1,400-$2,500. This is not universal, but threads on F150EcoBoost.net and Ford Truck Enthusiasts forums document enough cases to take seriously on any 2015-2016 example.

The 2015-2016 2.7L also developed a reputation for composite oil pan seal failures. The oil pan is plastic, sealed to the aluminum block with RTV silicone. The two materials expand and contract at different rates through heat cycles, and the seal seeps over time. Repair requires dropping the pan and resealing it, a labor-intensive job costing $800-$1,500 at a shop. Check the underside for fresh oil film near the pan-to-block seam on any 2015-2016 example before buying.

2017 sweet spot: The 2017 2.7L is still Phase 1 (same timing chain design as 2015-2016), but it comes paired with the 6-speed automatic, not the 10-speed that arrived with the new 3.5L that year. A clean 2017 2.7L with the 6R80 lets you sidestep the 10-speed transmission concerns entirely while avoiding the worst first-year 2015 recall count.

2018-2020 2.7L EcoBoost (Phase 2):

Ford updated the 2.7L for 2018 with port injection alongside the existing direct injection. The dual-injection system largely eliminates the carbon buildup problem because fuel now washes over the intake valves on each cycle. Timing chain durability improved alongside the injection redesign. Torque increased from 375 to 400 lb-ft.

The 2018+ 2.7L switched to the 10-speed (10R80). The same shudder, harsh shift, and gear-hunting complaints documented on the 3.5L apply here too, though forum threads at F150Forum.com suggest the 2.7L generates fewer complaints than the 3.5L on the 10-speed. Test the transmission during your drive.

3.5L EcoBoost V6: Phase Matters More Than Year

The 3.5L is the performance and towing flagship and the most researched engine in this generation. It went through two distinct engineering iterations, and the reliability difference between them is significant.

3.5L EcoBoost Phase 1 (2015-2016):

The Phase 1 3.5L uses a single timing chain and direct injection only. Ford never issued a recall covering this, but forum consensus at F150EcoBoost.net is that timing chain stretch is a documented failure mode at 60,000-100,000 miles on some examples. Symptoms include cam timing codes (P0011, P0012, P0014, P0016, P0017) and a chain rattle on cold start. Replacement costs $1,500-$3,000 at a shop.

Carbon buildup on intake valves affects the Phase 1 3.5L identically to the Phase 1 2.7L. Plan for a walnut blast service around 80,000-100,000 miles at $500-$1,200.

Fuel dilution is also a documented issue on Phase 1 EcoBoosts. Oil analysis results posted on BobIsTheOilGuy.com forums show fuel dilution readings above 2% at 5,000-mile intervals on some engines, which accelerates bearing wear. Change oil at 5,000 miles, not the extended intervals Ford specifies for non-turbo engines.

3.5L EcoBoost Phase 2 (2017):

Ford redesigned the 3.5L for 2017 with dual timing chains, one per cylinder bank. This directly resolves the single-chain stretch problem. Power increased to 375 hp and 470 lb-ft. The 2017 also debuted the 10-speed 10R80 automatic, paired exclusively with the 3.5L that year.

The dual-chain fix is real and meaningful. The 10-speed is the new concern. See the inspection checklist for how to evaluate it.

3.5L EcoBoost Phase 2+ (2018-2020):

The 2018 update added port injection alongside direct injection, matching what Ford did to the 2.7L. This prevents carbon buildup on intake valves. The 2018+ 3.5L is the most refined version of this engine in the 13th gen: dual timing chains from 2017, plus dual injection to eliminate the carbon issue.

The 10-speed transmission remains. It's the subject of a class-action lawsuit (O'Connor v. Ford Motor Company, Northern District of Illinois) covering 2017-2020 F-150s. Owners report harsh downshifts, shuddering under light throttle at highway speeds, and gear hunting between gears. Ford has issued multiple TSBs addressing the 10R80, including PCM reprogramming and valve body replacement procedures. Forum consensus at F150Forum.com and among the broader F-150 community is that the software fixes provide temporary improvement at best. The mechanical root cause, related to clutch pack wear and valve body failures, often reasserts.

This does not mean every 10-speed truck is a problem truck. Many owners report no issues. But it is the specific thing to diagnose during your test drive before purchase.

5.0L Coyote V8: Simpler, But Check the Phasers Cold

The 5.0L V8 is the choice for buyers who want a linear throttle response without turbocharger lag, who do heavy towing and want a powertrain they understand, and who are willing to accept 18-19 mpg to get there. It runs on regular fuel. There is no turbocharger system to maintain.

5.0L Coyote Gen 2 (2015-2017):

The Gen 2 Coyote makes 385 hp and 387 lb-ft, paired with the 6-speed automatic. The variable cam timing phasers are the reliability concern. When oil pressure is insufficient or the phasers wear, they rattle and eventually fail. Failure rate estimates compiled from Ford Truck Enthusiasts forums and autofixdaily.com put it at 20-30% on 2011-2017 Coyote engines in the 80,000-150,000 mile range. Repair cost: $800-$2,500 depending on extent of wear. Full phaser replacement with associated timing chain work can reach $5,000-$6,500.

Ford issued TSB 21N03 covering cam phaser repairs: trucks under 70,000 miles got 100% coverage, and 70,000-79,999 mile trucks got 66% coverage. The extended window is now closed. Verify in service records whether this repair was completed under the TSB and what mileage was on the truck at time of service.

The symptom is unmistakable: a ticking or rattling noise on cold start that follows engine RPM and does not fade after five minutes of warm-up. If you hear this during a cold start, the phaser system is compromised. Walk away or negotiate a significant discount and budget for the repair.

5.0L Coyote Gen 3 (2018-2020):

Ford updated the 5.0L for 2018 with improved internal components. Power increased to 395 hp and 400 lb-ft. The cam phaser failure rate drops to an estimated 15-20% on Gen 3 engines per community data from F150Forum.com, so lower but not eliminated. Still check a cold start.

The Gen 3 Coyote switched to the 10-speed automatic for 2018. If you specifically want to avoid the 10R80, the 2016-2017 5.0L with 6-speed is the last window. A clean 2016 or 2017 5.0L with service records, phasers that sound right on a cold start, and no 10-speed concerns is one of the most mechanically straightforward trucks in this generation.

3.0L Power Stroke Diesel (2018-2020)

The 3.0L diesel arrived in 2018 as an option on Lariat and above trims. It makes 250 hp and 440 lb-ft and returns around 25 mpg combined in 2WD, the best fuel economy in the lineup. The diesel commands a significant premium used.

Two failure modes define ownership risk.

The Bosch CP4.2 high-pressure fuel pump relies on diesel fuel for internal lubrication. North American diesel fuel exceeds 520 microns in lubricity rating; the pump was designed for 460 microns. Metal-on-metal friction gradually destroys the pump internally. When it fails, metal debris contaminates the entire fuel system. Injector replacement, fuel rail replacement, and line flushing can exceed $10,000 total. The aftermarket solution is a CP4 bypass kit (sometimes called a "disaster prevention kit"), priced at $200-$400, which routes a small fuel return line to the high-pressure pump for additional lubrication. Ask specifically whether this has been installed on any used diesel F-150 before you buy. If not, install it immediately after purchase.

Diesel particulate filter clogging is the second concern. The DPF requires high exhaust temperatures to burn off accumulated soot through passive regeneration. A truck used primarily for short trips cannot reach those temperatures, and the filter clogs. A clogged DPF triggers limp mode and can require replacement at $1,500-$3,500. A DieselF150Forum.com thread documenting owner mileage and driving patterns consistently shows that highway-driven trucks fare far better than city-commute trucks.

Ask the seller how the truck was typically driven. A diesel F-150 logging 20,000 highway miles per year is a reasonable used buy. A diesel F-150 used for 10-mile city commutes is an expensive risk.

Trim-Specific Notes

The 13th gen F-150 runs six trim levels: XL, XLT, Lariat, King Ranch, Platinum, and Limited, with the Raptor as a separate performance model.

XL and XLT are the work-truck tiers. The XL is the only trim in the generation that shipped with MyFord Touch (the older, notoriously sluggish touchscreen) or no touchscreen on 2015 base trucks. Sync 3, Ford's vastly improved interface with an 8-inch screen, arrived on higher trims for 2016 and spread across the lineup. If infotainment responsiveness matters to you, avoid 2015 XL trucks with MyFord Touch.

Lariat is where the truck starts to feel genuinely finished. Heated and ventilated front seats, leather, and Sync 3 with Apple CarPlay and Android Auto (2016+). The Lariat represents the best combination of livability and value on the used market.

King Ranch and Platinum add premium leather, Bang and Olufsen audio on some trims, and distinctive styling without any meaningful change to the powertrain or reliability picture. The value gap between a used Lariat and a used Platinum is real; the reliability difference is not.

Limited is the top non-Raptor trim. Massaging front seats, 22-inch wheels, unique badging. It carries the same mechanical concerns as the rest of the lineup.

Packages worth hunting for:

• Tow Package: Adds integrated trailer brake controller, upgraded cooling, and trailer swing assist. Critical if you plan to tow.
• Max Trailer Tow Package: Required to reach 12,200-13,200 lb towing ratings on 3.5L EcoBoost and 5.0L trucks. Without it, tow ratings are significantly lower.
• FX4 Off-Road Package: Adds transfer case protection skid plate, hill descent control, and electronic locking rear differential.
• Pro Trailer Backup Assist: Available from 2016 on XLT and above. Useful if you back a trailer regularly.

The Raptor uses a unique 3.5L High Output EcoBoost (450 hp), Fox Racing shocks, and a widened body. The Phase 2 timing chain improvement applies here from 2017. Raptor pricing lives in a different segment and deserves its own evaluation. The cam phaser and 10-speed concerns from the standard lineup apply.

Which Model Years to Target Within This Gen

2015: The highest-risk year. Sixteen NHTSA recall campaigns, including brake master cylinder seal failures (brake pedal to the floor), door latches that could fly open in cold weather, and seat belt pretensioners that sparked localized interior fires on some units. Both EcoBoosts are Phase 1. MyFord Touch on base trims. Only buy a 2015 if every recall is verifiably closed and you price the remaining EcoBoost maintenance risk into the offer.

2016: Thirteen recalls, but many of the same underlying concerns. The brake master cylinder recall (campaign 20V-332 / 20S31) covers 2016 trucks. Sync 3 arrived on higher trims as a genuine improvement. Phase 1 EcoBoost timing chain and carbon buildup risks remain unchanged. Verify every open recall before purchase.

2017: A real engineering step forward on the 3.5L EcoBoost with the dual timing chain, but the 10-speed transmission arrived simultaneously and the first year of any new transmission carries the most complaints. The recall count jumped back to 15 partly from new powertrain rollout issues. The specific value here: a 2017 2.7L or 5.0L with the 6-speed avoids the 10R80 entirely while getting you past the worst first-year recall numbers.

2018: The major mid-cycle inflection point. Dual injection on both EcoBoosts eliminates the carbon buildup problem. The 3.0L diesel expanded the lineup. Co-Pilot360 became available. Recall count fell to 13, with campaigns more routine than in 2015-2017.

2019: Recall count dropped to 6. Same improved powertrains as 2018. One of the best used values in the generation. Most of the 10-speed transmission software updates had been applied by this production year.

2020: Four recalls, all routine. The most refined version of the platform. This is the year to buy if you want the cleanest example. Prices reflect that, but the reliability payoff is real.

Pre-Purchase Inspection Checklist

Before the test drive, run the VIN through recall lookup. The 2015-2017 trucks have three specific campaigns to verify: the door latch recall (TSB 16-0155, FSA 18N03), the brake master cylinder recall (20V-332), and seat belt pretensioner concerns. All must be closed before you buy.

Cold start is mandatory. Every engine check below requires a cold engine.

For any 5.0L Coyote V8: Start it cold. If you hear a tick or rattle that follows engine RPM and does not fade after five minutes of idling, the cam phasers are compromised. Ask a seller who warmed the truck up before you arrived to come back when it's cold. This symptom does not appear on a warm engine. A cold-start cam phaser rattle is a $800-$5,000 repair; negotiate or walk.

For any 2015-2016 EcoBoost (2.7L or 3.5L): Listen for a chain rattle in the first 30 seconds of cold start. If it sounds like a diesel on startup and then quiets, that's normal cold-start chain noise. If it persists past warm-up or sounds mechanical at idle, investigate the timing chain before buying. Also check the underside of the 2.7L for oil seepage at the oil pan seam.

For any 10-speed equipped truck (2017 3.5L, all 2018-2020 except base V6): Drive it in city traffic with real stop-and-go acceleration. Put it through multiple 20-40 mph acceleration cycles. Any jerking when pulling away from a light, shuddering under light throttle at 35-50 mph, or a harsh clunk when downshifting into slow-speed corners is the 10R80 complaint pattern. A seller who says "Ford updated the software and it's fine now" may be right, but verify with your own butt-dyno during the drive. The class action (O'Connor v. Ford) is still active as of 2026; the underlying issue has not been fully resolved industrywide.

For any 2018-2020 3.0L diesel: Ask specifically: "Has the CP4 bypass kit been installed?" If not, budget $200-$400 to do it immediately. Ask about typical driving patterns. If the seller primarily used it for short city trips, walk away or have the DPF checked by a shop first.

Ask about spark plug history on any EcoBoost: Ford's official interval is 100,000 miles, but forum consensus at F150EcoBoost.net is 60,000 miles or sooner under boost. Neglected plugs misfire, and sustained misfires damage catalytic converters. A converter replacement on the 3.5L EcoBoost runs $800-$1,500 per bank.

Check the door latches on 2015-2017 trucks: Firmly close each door and try to open it from outside immediately. Cold-weather latch failures can present even after TSB repairs on some trucks.

Aluminum body history check: Uneven body panel gaps at the doors or hood suggest collision repair. Aluminum repair on 13th gen F-150s requires a Ford-certified aluminum shop. Uncertified repair can leave hidden structural problems. Ask about accident history and match it against the Carfax.

Running Costs

Annual fuel cost estimate based on 15,000 miles/year at $3.20/gallon for 2WD configurations. Fuel economy drops 1-3 mpg in 4WD.

One critical maintenance note for all EcoBoost trucks: change oil at 5,000 miles, not the extended intervals Ford permits on non-turbo engines. Oil analysis threads on BobIsTheOilGuy.com consistently show fuel dilution levels above 2% in EcoBoost engines at extended intervals, and elevated fuel dilution accelerates bearing wear. The cost of an extra oil change per year is nothing compared to a bearing job.

The diesel is the cheapest to fuel but the most expensive to maintain. Fuel filters at 10,000-15,000 miles. DEF refill every 5,000 miles. EGR cooler cleaning at 100,000+ miles. Budget for it going in.

Frequently Asked Questions

Is the 13th gen Ford F-150 3.5L EcoBoost reliable? It depends entirely on the model year. The 2015-2016 Phase 1 has timing chain stretch and carbon buildup issues documented across thousands of forum threads on F150EcoBoost.net and F150Forum.com. The 2018-2020 Phase 2+ with dual injection and dual timing chains is significantly more reliable. The 2017 sits between: the chain design improved, but the 10-speed transmission arrived that year. For Phase 2+ reliability, buy 2018 or newer.

What year 13th gen F-150 should I avoid? The 2015 is the highest-risk year in this generation. Approximately 16 NHTSA recalls, including brake master cylinder failures where the pedal goes to the floor, door latches that fly open in cold weather, and seat belt pretensioner fire risks. Both EcoBoosts are Phase 1. If you must buy a 2015, every recall must be verifiably closed and the Phase 1 EcoBoost maintenance risk should be priced into the deal.

Is the 5.0L V8 or the EcoBoost more reliable in this generation? A 2016-2017 5.0L V8 with the 6-speed automatic is arguably the most mechanically predictable combination in the 13th gen: no Phase 1 timing chain concerns, no 10-speed, and cam phaser risk that is checkable with a cold start. The EcoBoost delivers better fuel economy and more torque; the V8 is simpler to diagnose and has a long documented track record.

How many miles does a 13th gen F-150 last? With proper maintenance, 200,000-250,000 miles is achievable on the base V6 and Phase 2 EcoBoost engines. The 5.0L V8 has well-documented examples past 200,000 miles. The biggest variable is oil change interval on EcoBoost trucks and whether cam phaser issues on V8 trucks get caught before they escalate.

Does the Ford F-150 10-speed transmission have problems? Yes. The 10R80 is the subject of an active class-action lawsuit (O'Connor v. Ford Motor Company) covering 2017-2020 F-150s. Documented complaints include harsh downshifts, shuddering under light throttle, and gear hunting between gears at highway speeds. Ford has issued multiple TSBs but many owners report that software fixes provide only temporary relief. Diagnose this during a real-world test drive, not by asking whether recalls are closed.

Bottom Line

The 2019 or 2020 F-150 with the 2.7L or 3.5L Phase 2+ EcoBoost is the best version of this generation. Phase 2+ dual injection solved the carbon buildup problem. Recall counts dropped to 4-6 by those years. The 10-speed is still present, so test it.

For buyers who specifically want to avoid the 10-speed transmission: hunt for a 2016 or 2017 5.0L V8 or a 2017 2.7L EcoBoost, all of which came with the 6R80 6-speed. Do the cold-start cam phaser check on the V8. It's a known issue, not a deal-breaker, as long as it's priced and documented properly.

Run every VIN through a recall check. CarScout members can set alerts on specific powertrain, year, and trim combinations to track price drops on exactly the configuration you're targeting. Plans start at $5/week, $15/month, or $99/year at usecarscout.com.

Data sourced from NHTSA recalls database, EPA fuel economy data, and real owner experiences from F150EcoBoost.net, F150Forum.com (including the 2015-2020 Blend Door Actuator Master Thread and the 13th Gen Common Issues thread), Ford Truck Enthusiasts Forums (ford-trucks.com), DieselF150Forum.com, and BobIsTheOilGuy.com. See the full Ford F-150 market data for pricing and inventory.