13th Generation · 2015–2020

Ford F-150: Owner & Buyer Guide

What breaks, what it should cost to fix at an independent shop versus a dealer, when routine service comes due, and what to check before you buy.

Last reviewed: July 2026Reviewed by a drivway-verified technicianCovers 2.7L/3.5L EcoBoost, 5.0L V8 & 3.3L V6

The short version

The Ford F-150 is America's best-selling vehicle for good reason: it's capable, configurable, and tough. As a full-size truck it asks for a bit more upkeep than a compact — the things that actually cost money are the 10-speed automatic's early shift quirks and cam phaser wear on some engines. Catch both early and an independent shop keeps the bills sensible.

Reliability: Good — capable and durable, but more to maintain than a compact.

What owners like

Huge capability — towing, payload, and engine choices
Lightweight aluminum body resists rust
Strong parts and aftermarket support
EcoBoost engines make big torque for the class

What to watch

Fuel economy is modest, especially with the V8
More complex and costly to repair than a small car
Early 10-speed automatics had shift quirks
Cam phaser rattle on some EcoBoost and V8 engines

Common problems & what they should cost

Independent ranges reflect typical parts + labor at a competent independent shop. Dealer ranges reflect published estimator averages. Your quote depends on your area, parts choice, and related work.

10-speed transmission harsh shifts

2017+ · varies

Early 10R80 automatics could clunk or hesitate between gears. Many cases are resolved by a software reflash or a proper fluid service before any internal work — get it diagnosed before authorizing a rebuild.

Fluid + reflash$200–450Dealer / chain$300–700

Cam phaser rattle (EcoBoost & 5.0L)

Cold start · 80k+ mi

A rattle for a second or two on cold start points to worn cam phasers. Catching it early keeps it a phaser job rather than a damaged-cam job, so don't ignore it.

Independent$900–1,800Dealer / chain$1,600–3,000

Aluminum body / panel repair

After collision

The aluminum body resists rust but needs a body shop tooled for aluminum. Confirm the shop is properly equipped before authorizing any panel work.

Panel work$500–2,500varies by damageDealer / chain$800–3,500

Spark plugs & ignition (EcoBoost)

~60k–100k mi

Turbo EcoBoost engines are harder on plugs and coils than a naturally aspirated engine. Fresh plugs cure most rough-idle and misfire complaints for modest money.

Independent$180–380Dealer / chain$300–550

Heads up: a full-size truck costs more to service than a compact, but an independent shop still beats the dealer on nearly every job. Ranges are illustrative — price the specific job for your truck through a drivway inquiry.

Maintenance milestones

Interval	What's due
Every 5,000–7,500 mi	Oil & filter (synthetic; shorter for EcoBoost or towing), tire rotation, quick chassis look-over.
~15,000 mi	Cabin & engine air filters; brake inspection; listen for cam-phaser rattle on start.
~30,000 mi	Transmission fluid if towing; differential and transfer-case fluid check; coolant condition.
Every 3 years	Brake fluid — time-based; front brakes wear faster on a loaded truck.
~60,000 mi	Spark plugs (EcoBoost); full brake service; drive-belt and hose inspection.
~100,000 mi	Spark plugs (V8); coolant replacement; transfer-case and differential fluid change.

Good to know: EcoBoost engines are turbocharged — stick to synthetic oil and don't stretch intervals, especially if you tow. Heat and boost wear these engines, not miles alone.

Buying a used one? Check these first

A 20-minute inspection catches the issues that actually cost money on this generation. Bring this list to your pre-purchase inspection.

Start it stone cold and listen. A one-to-two-second rattle on cold start can mean cam phasers — the most expensive thing to miss on this truck.
Drive through all the gears. Feel for harsh or hunting shifts from the 10-speed; a reflash or fluid service may be all it needs — or a bargaining point.
Inspect the frame and underbody. The aluminum body resists rust, but the steel frame and brake lines still corrode in salt states.
Check for towing wear. Ask whether it towed heavy; inspect brake, tire, and transmission-fluid condition accordingly.
Scan for codes and watch the turbos (EcoBoost). Confirm no boost or misfire codes and no excessive smoke under hard acceleration.
Confirm recall and campaign history by VIN. Several 13th-gen campaigns exist; verify they were completed.

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Frequently asked

Is the Ford F-150 reliable?

Generally yes — the 13th-gen F-150 is durable and capable, though as a full-size truck it has more systems to maintain than a compact car. The main items to watch are the 10-speed and cam phasers.

What are common Ford F-150 problems?

The most reported issues are 10-speed transmission shift quality, cam phaser rattle on some EcoBoost and V8 engines, and EcoBoost ignition wear — all best addressed early.

How much does cam phaser repair cost?

Roughly $900–1,800 at an independent shop versus $1,600–3,000 at a dealer, depending on the engine. Addressing the rattle early keeps it from becoming a far more expensive camshaft job.

Are F-150 repairs expensive?

They cost more than a small car's, but an independent technician can handle most maintenance and repairs for far less than a dealership — the gap is often widest on big jobs.