Ford F-150 Truck 13th Generation 2015-2020 Review

2018年更新,3.5升发动机底部replaced with a more efficient 3.3-liter version of the same engine, with slightly higher power and torque outputs. Advances include a new twin-injection system with new indirect injectors in the intake manifold that work in tandem with the direct injectors in the combustion chambers. Mated to a new ten-speed automatic transmission, its EPA fuel consumption improves from 20 mpg combined for the 2WD 3.5, to 22 mpg for the similarly configured 3.3. The manifold injectors also prevent the problem of carbon buildup on the intake valves at high mileages that direct-injection engines often suffer from.

At launch, this was the most efficient F-150 engine, achieving a combined EPA figure of 22 mpg in 2WD format. While F-150 fuel efficiency is generally good, it isn't quite the advance most people were expecting, given the 700-odd-pound mass reduction by going for aluminum construction. Blame turbocharged engines' propensity to be heavier on fuel in the real world than in the EPA tests they are designed to ace. Unfortunately, the 2.7-liter engine is prone to carbon build-up on the intake valves, as are many direct-injection engines, and common symptoms are rough running, misfiring, hesitation, and power loss. It's not always severe and rarely debilitating, but can affect efficiency. Having the valves walnut blasted to clean them is a labor-intensive job that requires no replacement parts but can cost up to $600. Oil-pan leaks and dodgy ignition coils can also rear their heads occasionally. Ford added port injection for the 2018 model year, increasing torque output to 400 lb-ft and addressing the carbon-buildup problem in the process.

The 3.5-liter EcoBoost V6 engine first appeared in 2009 and is a proven unit, with most of its kinks having been ironed out over the years. That being said, the first-generation 3.5 EcoBoost suffered from carbon buildup on the intake valves, just like various other direct-injection Ford engines, in addition to timing-chain issues. The carbon buildup is addressed in the second-generation version of the engine from the 2017 model year, with Ford adding port injection. The design of the cam phasers is also changed to improve reliability and curb the tapping noise they tend to make when they age. Ford made changes to the cam-chain in the latter part of the first-generation 3.5's production run and by the time the 2015 F-150 came along, these problems were mostly relegated to the past. Only 2015 and 2016 F-150s use the older engine and six-speed automatic transmission. From the 2017 model year, the new version of the engine is used, mated to the new ten-speed automatic transmission. Outputs vary from a minimum of 365 hp at launch to 450 hp in the facelift flagship trims.

The 5.0-liter Coyote V8 engine can trace its lineage back to the SOHC 4.6-liter Ford Modular V8 of the 1990s and has been redeveloped and refined ever since. It has been used in the F-Series since 1997. For the 13th-generation F-150, the Coyote is available in two forms, with the older 385-hp version doing duty until the updated 395-hp engine arrived for the 2018 model year, adding direct injection to the existing manifold injection and utilizing a new plasma spray-on bore liner that eliminates the need for cast-iron cylinder liners. However, this version tends to drink oil. Like many Ford engines, ticking and tapping sounds may affect the Coyote and while some of these are completely harmless, like the sound the direct injectors make on the later engine, others can be caused by piston slap, cam phasers, or be tappet noise. The older, port-injection engine should be free from any clicking or tapping sounds.

The 3.0-liter turbo-diesel PowerStroke V6 engine was introduced as part of the 2018 mid-life F-150 update and while it is the least powerful engine in the lineup with 250 hp, its torque output is a stout 440 lb-ft and its EPA fuel economy is also the best in the range with figures of 22/30/25 mpg. However, this is not worlds apart from the best gas engines in the lineup and you have to take into account the increased running costs of the diesel engine, including more frequent oil changes, topping up diesel exhaust fluid, and cambelt replacements, as this engine does not have a cam chain. You're unlikely to save much in the long run, despite the superior economy.

The XLT comes with the 325-hp 2.7-liter turbocharged V6 engine as standard, with the 3.5-liter EcoBoost V6 or 5.0-liter V8 being optionally available. It gets 17-inch alloy wheels, automatic headlights, front fog lights, cruise control, a 4.2-inch driver-information display, and power adjustment for the door locks, windows, and mirrors. The infotainment system gains smartphone integration, Bluetooth, and auxiliary and USB inputs. The 2017 model year brings in the new ten-speed automatic transmission on the 3.5-liter EcoBoost engine only and the 2018 facelift brings in the updated engines and wider availability of the ten-speed auto.

套索可用相同的引擎当the XLT but runs on 18-inch alloy wheels and adds the 302A Luxury Option Group with its ten-way electrically adjustable, heated, and ventilated front seats, a 110-volt power outlet, remote engine start, rear parking sensors, a backup camera, keyless start, a leather-trimmed steering wheel, dual-zone climate control, an eight-inch digital gauge cluster with a trip computer, and an updated MyFord Touch infotainment system with an eight-inch screen. The 2018 facelift adds the more advanced Ford Sync 3 infotainment system with additional connectivity features.

The King Ranch is a luxurious trim near the top of the range and comes as standard with the V8 gas engine, with the 3.5-liter EcoBoost or diesel engine optional. It isn't much cheaper than the Platinum and the main differences between these trims are that they have different approaches to interior styling and material choices and the right one for you would come down to your personal preference. It adds a few features to the Lariat's list, including running boards, remote engine start, a heated steering wheel and rear seats, a universal garage-door opener, HD Radio, navigation, and a premium audio system.

The Platinum comes with the same standard and optional engine choices as the King Ranch. Some additional features over the King Ranch include 20-inch alloy wheels, power-retractable running boards, rain-sensing wipers, massaging front seats, blind-spot monitoring, and rear cross-traffic alert.

The top-of-the-line Limited arrives for the 2016 model year and is the most luxurious and expensive of the range. Powered exclusively by the 387-hp turbocharged 3.5-liter V6 EcoBoost engine (uprated to 450 hp for the 2018 model year), it runs on 22-inch alloy wheels and has various unique, model-specific exterior styling features. Other features that set it apart is a standard dual-pane panoramic moonroof, adaptive cruise control, and lane-departure warning.

基于XLT削减大部分斯坦dard features, the Raptor is a specialist off-road focused F-150 only available with the high-output version of the 3.5-liter EcoBoost V6 engine producing 450 hp and 510 lb-ft of torque, mated to a ten-speed automatic transmission and standard 4WD system. It joined the lineup as a 2017 model. It is 6.4 inches wider than normal F-150s and Fox off-road dampers and a ride height increased by a full two inches are par for the course. It runs on a special set of 17-inch alloy wheels shod with chunky BFGoodrich tires and its advanced AWD system has various terrain modes. The entire frame is reinforced and it comes with under-body skid plates and trim-specific interior finishes, including leather/cloth upholstery.

Naturally aspirated V6 gas engines

Part code: CYFS12F5X

Average price: $26 for six

Turbocharged V6 gas engines

Part code: CYFS12YPCT

Average price: $30 for six

V8 models:

Part code: CYFS12F1X

Average price: $48 for eight

2.7L and diesel engines without stop-start

Type: Ford OEM 12V battery, part code BXT94RH7730

Replacement: Every 3 to 5 years

Average Price: $135

3.5L without stop-start

Type: Ford OEM 12V battery, part code BXT48H6610

Replacement: Every 3 to 5 years

Average Price: $135

Engines with stop-start

Type: Ford OEM 12V battery, part code BAGM94RH7800

Replacement: Every 3 to 5 years

Average Price: $185

There have been a few problems with the cam drives of 3.5-liter and V8 engines. The 3.5-liter V6 engines may experience failure of the cam phasers, which may exhibit as rough running, power loss, and rattling or clicking sounds from the engine bay. Problems can manifest as soon as 25,000 miles. Cam phasers cost around $140 each and there are two of them. It's a labor-intensive job that may cost anything from $700 to $1,200 in total. The 5.0-liter V8 engine may suffer from faulty cam-chain tensioners, which will also cause rattling and clicking. Failure to address the problem may necessitate a new chain for around $190 and hundreds of dollars of associated labor costs. Engine damage could follow if the problem is ignored and the chain slips, causing damage to the valves. This will run into the thousands of dollars to fix.

Mileage:From 25,000 miles

Cost:From $700

How to spot:Cyclic rattling/clicking sounds, especially on a cold start at idle

Excessive oil consumption can afflict the 2018-2020 F-150 with the 5.0-liter Coyote V8 due to excessive intake manifold vacuum sucking oil into the piston on deceleration and shut-off. Oil consumption may exceed one quart per 3,000 miles and some owners have recorded 1.5 quarts per 1,000 miles. Ford issued a service bulletin outlining the issue and prescribed replacing the oil-level indicator, oil filter, and oil, and/or reprogramming the powertrain control module, but did not issue a recall. This resulted in a class-action lawsuit against Ford for unexpected stalling and engine failures. No damage will ensue unless the oil level is not monitored and becomes low enough to cause engine damage. Many of these vehicles are still under warranty and Ford is aware of the problem, so at least have the ECU reprogrammed and monitor oil consumption.

Mileage:From new

Cost:N/A

How to spot:Oil level drops and requires frequent top-ups

Carbon buildup on the backs of the intake valves is a relatively common problem in engines with direct injection. Early 2015-2017 F-150s with the V6 gas engines also suffered from this. In many cases, the problems were minor and the engines were able to cover several hundred thousand miles before symptoms such as power loss, stuttering, rough idling, hesitation, misfires, and increased fuel consumption reared their heads. Walnut blasting the intake valves to clean them can cost between $400 and $600 and no parts have to be replaced. Walnut blasting is recommended for direct-injection engines every 70,000-100,000 miles. The carbon buildup problem should not apply to the facelifted 2018+ F-150s, as they gained manifold fuel injectors that keep the intake valves clean.

Mileage:70,000-100,000 miles

Cost:$400-$600

How to spot:Stuttering, power loss, hesitation, misfires, increase fuel consumption, rough idling

13th-generation F-150s may suffer from rodent damage due to the use of soy-based wiring insulation that rodents like to eat and use for building nests. This has been a problem for various automakers and prevention includes inspecting for rodent droppings, keeping foodstuffs that may attract rodents away from the vehicle, using mothballs and liquid peppermint, and wrapping the wiring in something that repels rodents. Left unchecked, the damage to the vehicle's wiring can amount to thousands of dollars to put right.

Mileage:From new

Cost:Varies, depending on the damage

How to spot:Electrical faults, evidence of rodents' presence

There were many complaints about the new ten-speed automatic transmission's inconsistent behavior on 2017-2019 F-150s. There were reports of rough shifts, a delayed downshift on the diesel engine, slow shifts, jerking, slipping, bucking, clunking, and a general inability to find the right gear. Most of these problems are related to the new transmission's adaptive learning module and its calibration. Clearing it and updating its software should address most issues. This should be done at the next service. If problems persist, there might be something physically wrong with the transmission. Be sure that the transmission software has been updated to FJDS release 108.04 or newer.

Mileage:Under 10,000 miles

Cost:N/A

How to spot:Rough, delayed, bucking, clunking, or inconsistent gear shifts

Some 2018 F-150s with the ten-speed transmission may experience a disconnection of the gear selector's cable holder. When the shift linkage disconnects, the transmission selector's position may not correspond to the currently selected gear range. This fault is covered by service bulletin 18S10 and the fault should be rectified free of charge, since the affected vehicles were recalled.

Mileage:From new

Cost:Free recall repair

How to spot:The vehicle can still roll away despite Park being selected

Early 2015-2016 F-150s with the old six-speed transmission may exhibit a harsh shift from fifth to fourth gear at partial throttle at speeds between 25 and 35 mph, but this is usually only a calibration problem that can be rectified by reprogramming the powertrain control module to the software with the latest calibration. This problem is outlined in Ford service bulletin TSB15-042.

Mileage:任何mileage

Cost:$125

How to spot:Abrupt or harsh downshift from fifth to fourth gear on a very light throttle between 25 and 35 mph.

Ford issued a recall for some 2015-2019 F-150s equipped with an engine-block heater. There is a possibility that water and contaminants can penetrate the heater's splice connector, resulting in an inoperative heater at best and at worst, a short that might pose a fire risk when the heater is plugged into a power source. These problems are outlined in TSB 18C45 and 19C11. If you buy a used F-150 with an engine-block heater, enter its VIN on the NHTSA website to see whether it was recalled and make sure the heater's cable has been replaced.

Mileage:任何mileage

Cost:Free recall repair

How to spot:An inoperative engine-block heater or a short when connecting it

Ford's use of aluminum lug-nut caps on steel lug nuts have caused various problems. The lug-nut cap may delaminate from the steel core, swell, or seize, making it virtually impossible to remove the lug nuts, or resulting in thread damage. If you cannot remove the lug nuts yourself, you might be charged a small fee for a specialist workshop to do it. You'll have to buy new lug nuts at around $40 for a set of 24 from a non-OEM supplier for a one-material steel lug nut with no aluminum cap. This is recommended.

Mileage:From 10,000 miles

Cost:$40 for parts

How to spot:The wrench does not fit over the lug-nut cap or the lug nut cannot be removed

第一个三年的13代f - 150生产saw problems with a new type of seal that Ford used in the brake-fluid reservoir that may allow brake fluid to seep into the vacuum brake booster, causing it to fail and resulting in a loss of braking power. Certain 2013 and 2014 F-150s were recalled because of the fault and Ford presumably improved the design on subsequent models, but continued to use the potentially defective seal through the 2018 model year, so failures could still occur. The only solution is to replace the master cylinder.

Mileage:From around 40,000 miles

Cost:$760

How to spot:Huge pressure required on the brake pedal to stop the vehicle.

Ford has recalled millions of cars for defective door-latch pawl springs and the 2015-2017 F-150 is affected as well. Freezing temperatures may cause doors to not close fully, fly open while driving, and leave the "door ajar" warning light on the dashboard permanently lit. The problems are outlined in service bulletin TSB 17S33 and are to be fixed for free under the recall conditions.

Mileage:From new

Cost:Free recall repair

How to spot:Doors don't want to stay shut, door-ajar warning won't extinguish, and doors open by themselves.