The 13th-gen F-150 is a solid truck, but the mechanical story changes a lot depending on which year and engine you're looking at. A 2015 with the old 6-speed behaves nothing like a 2018 with the 10-speed and a diesel option. Here's what actually breaks, and what it costs to fix.
The 10-speed transmission (2017 and up)
Ford dropped the 10R80 10-speed automatic into the truck for 2017. It's the single most consistent complaint source in this generation. Owners report harsh, erratic shifts, a low-speed shudder, and clunking between gears. One forum case involved a failed shift module that needed the assembly replaced. Parts for that kind of repair ran around $500 plus roughly $95 for a gasket and filter, but a full transmission replacement (which shows up in forum threads) climbs well past that.
There are active class-action lawsuits alleging serious shifting problems on 2017-and-later trucks. Treat that as an allegation, not settled fact. What's clearer: transmission software has been a recurring headache across engine and transmission generations here. Transport Canada records a recall on 2015-2017 trucks where a software fault could suddenly drop the transmission into second gear. Note that the 2015-16 trucks used the 6-speed, so this wasn't a 10R80 issue. Software gremlins hit multiple setups.
EcoBoost and V8 engine problems
The 3.5L EcoBoost V6 and the 5.0L V8 both have documented weak spots.
Cam phasers are the expensive one. These are part of the variable valve timing system, and when they wear you get a loud, rough idle. Consumer Reports logged an owner account of a 2018 3.5L EcoBoost with worn cam phasers quoted around $4,000 to fix. That's not a small bill on a truck you bought cheap.
Timing chain and tensioner noise is mostly an early-build problem. Ford documented 2011-2015 3.5L GTDI engines built on or before May 29, 2015 making a ticking or rattle from the top front cover on cold start. So the very earliest 2015 trucks fall in the window, but production changes mid-2015 largely sorted it. 2016-2020 trucks are reported far less affected. One owner noted the fault was usually the oil-filled tensioners failing rather than the chain snapping, and considered it less catastrophic in the 3.5L than in other Ford engines.
On the V8 side, spark plug ejection is the known one. The cylinder head threads are too shallow, and a plug can back out, giving you a tapping or knocking noise, misfires, and a check engine light. Plug replacement runs about $328 to $438. If the head threads are damaged and need inserts, expect more. EcoBoost engines also get carbon-tracked plug misfires, addressed through TSBs with revised plug boots and updated gap specs. That's an ongoing service item, not a one-and-done.
Oil consumption and the diesel
A buyer's-guide source flags 2018-2020 trucks with the 5.0L V8 for excessive oil consumption, burning 1-3 quarts every thousand miles. That's a single secondary source, but it lines up with a complaint that shows up repeatedly in owner communities. If you're eyeing a 5.0L from those years, check the dipstick and ask the seller how often they top up.
The 3.0L Power Stroke diesel arrived for 2018. Two failure modes stand out. The Bosch CP4.2 high-pressure fuel pump relies on diesel for internal lubrication, and when it goes it's the most catastrophic failure owners describe. Carbon also builds up on the EGR cooler core and can eventually clog it, forcing a replacement. Owner reports are mixed. One 2018 diesel at 110,000 miles reported no engine or emissions trouble at all, while another raised crankshaft bearing concerns. It's a small-volume engine with a wide spread of outcomes.
| Problem | Years | Typical cost (CAD) |
|---|---|---|
| 10-speed harsh shift / shudder | 2017-2020 | ~$595 parts (module job) |
| Cam phaser wear (3.5L / 5.0L) | 2018 | ~$4,000 |
| V8 spark plug ejection | 2015-2020 | $328-$438 |
| Timing chain tensioner noise | 2015 (early build) | varies |
What this means when you're shopping
Price makes the math interesting. On the Canadian market the median 2015 sits at $22,990 and the 2017 at $23,888, while a 2019 runs $33,985. A single cam phaser repair at $4,000 erases most of the gap between a cheap early truck and a newer one. Buy the bargain, hit the big repair, and you've spent newer-truck money on an older truck.
So aim narrow. A 2016 with the 5.0L or 3.5L skips both the earliest timing-chain build window and the first-year 10-speed. If you want a 2017 or later with the 10-speed, drive it hard through the whole gear range and feel for shudder or clunking. On any 5.0L from 2018-2020, watch the oil level. On a diesel, get proof of fuel-system health and factor the CP4.2 risk into your offer. The truck itself is well-regarded. The trouble is almost always in the specific engine and transmission combo, so let the test drive and the service records decide.
What these Ford F-150 years cost right now
Live Canadian price benchmarks for every year in this generation:
2015 F-150 prices2016 F-150 prices2017 F-150 prices2018 F-150 prices2019 F-150 prices2020 F-150 prices