The 2021 Ford F-150 has 20 NHTSA recalls. The 2020 has 4. Same nameplate. Completely different ownership experience. With over 108,000 F-150s listed on dealer lots right now, finding one isn't the hard part. Finding the right one is.
Why the F-150
It's the best-selling vehicle in America for over four decades. The used market reflects that: massive inventory, competitive pricing, and a huge aftermarket parts ecosystem. Available powertrains range from a 20+ mpg turbocharged V6 to a 400-hp naturally aspirated V8 to a plug-in hybrid. Towing capacity goes up to 14,000 lbs depending on configuration. Whether you need a work truck, a family hauler, or a weekend toy hauler, an F-150 trim exists for the job.
Generations at a Glance
Two platforms cover the modern used market:
13th Generation (2015 to 2020) was a landmark redesign. Ford replaced the steel body with military-grade aluminum alloy, dropping 700 lbs of curb weight. Engine options include the 2.7L EcoBoost V6, 3.5L EcoBoost V6, 5.0L Coyote V8, and a 3.0L PowerStroke diesel (2018 to 2020). The 6-speed automatic carried over from 2015 to 2016 with some engines, then the 10-speed 10R80 automatic phased in starting with 2017 models. A significant mid-cycle refresh in 2018 brought updated styling, new interior tech, and the diesel option.
14th Generation (2021 to present) is a full redesign with 92% new parts. The 10-speed automatic is now universal across all powertrains. Ford added the 3.5L PowerBoost hybrid (430 hp, 570 lb-ft) and fold-flat front seats. Interior tech jumped to a 12-inch touchscreen with SYNC 4. The 3.0L diesel was dropped after 2021. The 5.0L Coyote V8 continues as the naturally aspirated option. Towing capacity increased to 14,000 lbs.
Known Issues by Year
2015 to 2017: The Aluminum Transition
The 2015 was the first aluminum-body F-150. Ford mostly nailed the transition, but these years carry specific risks.
NHTSA is currently investigating 1.27 million 2015 to 2017 F-150s for unexpected downshifts that lock the rear wheels. 138 complaints describe the truck suddenly dropping gears at highway speed. This investigation was opened in March 2025 and is still active.
The 2016 and 2017 each carry 12 to 13 recalls. Notable items include seat recliner mechanism failures (the seat back may not restrain the occupant in a crash), engine block heater fire risks, door latch failures, and seatbelt pretensioner issues. The early 2.7L EcoBoost in these years had reports of carbon buildup in the intake and intercooler condensation causing misfires in cold, humid conditions.
2018 to 2019: The Refresh Sweet Spot
The 2018 refresh brought updated styling and the 10-speed transmission across all engines. The 2018 carries 13 recalls, including a gear shift cable clip that can unseat (letting the shifter show Park while the truck isn't actually in Park), seat recliner failures, and headlight DRL issues. The 2019 drops to 6 recalls: seat recliners, headlights, battery cable corrosion, and engine block heater fire risk.
By 2019, many early-production bugs were worked out. The 10R80 transmission had two years of software calibration updates. The 2.7L EcoBoost's condensation issues were mitigated with revised intercooler plumbing. If you're buying a 13th-gen, 2019 and 2020 are the targets.
2020: The 13th-Gen Peak
Four recalls. The lowest of any recent model year. Covers tire bead damage, headlight DRL brightness, battery cable corrosion, and a starter assembly fire risk. All have straightforward fixes. The platform was fully mature at this point.
2021: First Year, Full Reset
Twenty recalls. That number isn't a typo. Ford redesigned 92% of the parts, and the teething problems show. Key recalls:
- Driveshaft fracture causing loss of drive power or vehicle control. Two separate recall campaigns (21V986000 and 21V381000).
- Windshield bonding failure that could cause the windshield to separate in a crash.
- Brake fluid leak reducing braking performance.
- Seatbelt misrouting that may not properly restrain the occupant.
- Wiper motor failures in rain and snow.
The 2021 scored 58/100 on reliability indices, the worst of any recent F-150. Powertrain complaints dominated, with 332 reported issues. First-year-of-a-new-platform risk is real.
2022 to 2023: Platform Maturing
The 2022 carries 13 recalls, including two more driveshaft campaigns, a steering column wiring issue, and incorrectly tightened wheel lug nuts from the factory. The 2023 drops to 6 recalls, covering airbag deployment, parking brake activation while driving, and axle hub spline damage that can cause rollaway.
A class-action lawsuit alleges that 2017+ F-150s with the 10R80 transmission suffer from gear slipping, harsh shifting, and jerking during low-speed acceleration. Ford issued TSB 23-2250 for the 10R80, which involves a PCM/TCM reprogramming and, in some cases, valve body replacement. Ask any seller if this TSB was applied.
The 10-Speed Transmission: The Recurring Theme
The 10R80 is the thread running through every model year from 2017 onward. NHTSA complaints describe "skipping," "lurching," and "slamming" between gears, especially during cold starts. Owners report replacement transmissions that develop the same behavior. Ford's software updates have improved but not fully resolved the issue. A replacement transmission runs $5,000+.
Cam Phasers: The Other Big Ticket
Both the 5.0L Coyote V8 and the 3.5L EcoBoost are susceptible to cam phaser wear. Symptoms are a rattling or ticking noise on cold starts that fades after 30 seconds. One owner reported cam phaser replacement at 31,000 miles and again at 72,000 miles on a 2017 3.5L EcoBoost. The repair costs $2,000 to $3,500 depending on the engine. The 5.0L Coyote also has a known "Coyote tick" that Ford has acknowledged but not fully addressed.
What to Inspect Before Buying
For Any F-150 with the 10-Speed (2017+)
- Test drive when the transmission is cold. The 10R80's worst behavior shows on cold starts. Pay attention to 1-2 and 2-3 upshifts. Harsh engagement, hesitation, or a "clunk" dropping into reverse are red flags.
- Ask about TSB 23-2250. This transmission software recalibration addresses harsh shifting and delayed engagement. A truck that's had it applied will shift noticeably better than one that hasn't.
For 5.0L Coyote V8 Models
- Cold start the engine and listen. A rhythmic rattle or tick in the first 30 seconds is cam phaser wear. It's not immediately catastrophic, but budget $2,000 to $3,500 for the eventual repair.
- Check oil level and condition. The Coyote V8 can consume oil, especially in 2018 to 2019 models. A low dipstick on a truck with recent service suggests consumption.
For EcoBoost Models (2.7L or 3.5L)
- Same cold-start listen for cam phaser noise. The 3.5L EcoBoost is equally susceptible.
- Check for boost leaks. During the test drive, floor it from a stop. Hesitation or a surge in power followed by a drop can indicate a cracked charge pipe or intercooler leak. Turbo replacement runs $1,500 to $2,500 per side.
- On 2015 to 2017 2.7L models, ask about intercooler condensation issues. A misfire code (P0300-P0306) in the vehicle history is a flag.
For 2021+ Models
- Crawl under the truck and look at the driveshaft. Two recall campaigns cover driveshaft fractures. Run the VIN through a recall lookup to verify completion.
- Check all wheel lug nuts with a torque wrench if looking at a 2022. Recall 22V675000 covers factory under-torqued lugs.
For All Years
Run the VIN through a recall check. With 4 to 20 recalls per model year, there's a high probability your specific truck has outstanding work.
Running Costs
Fuel economy varies significantly by powertrain:
| Engine | Combined MPG | Est. Annual Fuel Cost |
|---|---|---|
| 2.7L EcoBoost V6 (4WD) | 20 mpg | ~$2,200 |
| 3.5L EcoBoost V6 (4WD) | 19 mpg | ~$2,400 |
| 5.0L Coyote V8 (4WD) | 18 mpg | ~$2,600 |
| 3.5L PowerBoost Hybrid | 24 mpg | ~$1,900 |
The 2.7L EcoBoost is the fuel economy leader among gas engines. The PowerBoost hybrid adds about $3,000 to $5,000 to the purchase price but saves roughly $500 to $700/year at the pump.
Long-term maintenance costs favor the 5.0L Coyote V8 for its simpler, naturally aspirated design (no turbos to fail, no intercooler plumbing to leak). The trade-off is lower fuel economy and no factory turbo torque for towing. EcoBoost engines need more frequent oil changes (5,000 to 7,500 mile intervals recommended by owners, not the 10,000-mile factory interval) and will eventually face turbo-related expenses. Both engine families need cam phaser attention.
Which Years to Target (and Which to Skip)
Target the 2019 or 2020. The 13th-generation platform was fully sorted by then. The 10-speed transmission had years of calibration updates. Recalls dropped to single digits. The 2020 is the safest bet with only 4 recalls. The 2019 is a close second and typically $2,000 to $4,000 cheaper.
The 2023 to 2024 are the best 14th-gen options if you want the redesign. Recall counts dropped from 20 (2021) to 6 (2023) and 4 (2024). The platform is maturing, the PowerBoost hybrid is proven, and most early driveshaft and wiring issues are resolved.
Skip the 2021. Twenty recalls. Driveshaft fractures. Windshield bonding failures. Brake fluid leaks. First-year growing pains at their worst.
Be cautious with 2015 to 2017. The active NHTSA investigation into sudden downshifts affecting 1.27 million trucks is unresolved. If you buy in this range, prioritize the 5.0L V8 (it paired with the 6-speed automatic in some configurations, avoiding the 10R80 entirely in 2015 to 2016).
The 2018 is a mixed bag. Updated styling and the diesel option are appealing, but 13 recalls and the first full year of the 10-speed across all engines make it riskier than the 2019.
Bottom Line
The engine choice matters as much as the model year. The 5.0L Coyote V8 is the simpler, more reliable long-term option. The 3.5L EcoBoost is the better tow rig with more torque but higher maintenance costs. Whichever you choose, cold-start the engine and listen for cam phaser noise, test the transmission when it's cold, and run the VIN through a recall check. The 2019 to 2020 is the sweet spot for value. The 2023 to 2024 is the pick if you want the latest platform.
Data sourced from NHTSA recalls database and 108,000+ active dealer listings tracked by CarScout. See the full Ford F-150 market data for year-by-year pricing.