Ford F-150 (13th Gen) Buyer's Guide: 10R80 Transmission and EcoBoost Issues (2015-2020)
Ford · F-150 · 13th gen · 2015–2020
2015-2020 Ford F-150 13th gen buyer guide: known 10R80 transmission issues, cam phaser failure, IWE hub problems, 5.0L oil consumption. Expert analysis for used buyers.
Mirko4 min read
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The 13th-generation Ford F-150 introduced a fully aluminum body and a new 10-speed automatic, but its most prominent risk signal is the 10R80 transmission's harsh shifting and gear hunting behavior, a widespread condition with multiple TSBs. While the truck retains strong resale value and capability, buyers of 2015-2020 models should verify transmission performance, cam phaser health on 3.5L EcoBoost engines, and 4WD IWE system integrity.
Generation Overview
Production spanned 2015 to 2020, with a major refresh in 2018 that updated the front fascia, interior materials, and introduced a standard 10-speed automatic across most trims. The 2018 refresh also brought the 3.0L PowerStroke diesel and revised the 5.0L Coyote V8 to dual injection (port and direct). Available trims ranged from work-oriented XL to luxury Limited. The aluminum body saved weight but introduced repair complexities for body shops. This generation is the first to fully transition from the previous steel-bodied F-150.
Known Issues
10R80 Transmission Harsh Shifting / Gear Hunting
A pervasive issue across the 10-speed automatic found in nearly all 2017-2020 F-150s. Drivers report hard shifts, clunking, and the transmission hunting for gears at low speeds. Ford issued multiple TSBs and software updates (e.g., TSB 19-2365, 20-2287) but no official recall. Some owners require valve body replacement or full transmission rebuild.
- Who it affects: All models with the 10R80, especially 2017-2020. Earlier 6-speed units (2015-2016) are not affected.
- Severity: High – repair costs range from $500 (software flash) to $4,000+ (new transmission).
- What to watch for: Test drive on varied terrain; note hard 2-3 or 5-6 upshifts and hesitation when accelerating from a stop.
3.5L EcoBoost Cam Phaser Failure
A rattling noise at cold start (typically lasting 1-3 seconds) indicates variable cam timing (VCT) phaser wear or failure. The noise results from oil pressure loss allowing the phaser to rattle against the timing chain. Repair requires replacing phasers, timing chains, and often the oil pump.
- Who it affects: 3.5L EcoBoost (2015-2020). Reports are most frequent on 2017-2019 models.
- Severity: Medium to High – repair costs $2,500-$4,000. Left unaddressed, phaser debris can clog oil passages and damage the engine.
- What to watch for: Listen for a metallic rattle for the first few seconds after a cold start (engine must sit 8+ hours).
IWE Hub Failure (4WD Models)
The Integrated Wheel End uses vacuum-actuated hubs to engage/disengage four-wheel drive. The check valve in the vacuum line fails or the hub actuator seals leak, causing grinding noises from front wheels, especially during low-speed turns. The issue often triggers a warning light.
- Who it affects: All 4WD F-150s (2015-2020). More common in cold climates.
- Severity: Medium – repair costs $300-$800 per side. If ignored, the hub actuator can seize and damage the CV axle.
- What to watch for: Grinding or clicking from front hubs when turning at low speeds. Check that the front wheel rotates freely when 4WD is disengaged.
Sunroof Drain Clogs
The panoramic sunroof's drain tubes become blocked with debris, causing water to overflow into the cabin – typically onto headliners, seats, or footwells. Mold and electrical damage can result.
- Who it affects: Models with the optional panoramic roof (especially 2017-2020).
- Severity: Medium – water damage repair $500-$2,000+; mold remediation adds cost.
- What to watch for: Damp carpet on driver/passenger side, musty odor, or water stains on headliner after rain.
Sub-Variant Issues
5.0L V8 Oil Consumption (2018-2020)
If you're looking at a 5.0L Coyote V8, this adds another layer of risk. Engines built between 2018 and mid-2020 may consume oil at rates up to 1 quart per 1,000 miles due to redesigned cylinder liners that allow oil to bypass piston rings. Ford issued a warranty extension (10 years/150,000 miles) for certain models, but out-of-warranty engines face repair costs of $3,000-$6,000.
- Severity: High – unchecked consumption can cause catalytic converter damage or engine seizure.
- What to watch for: Check oil level every 500 miles after purchase. Look for blue smoke from exhaust on startup or acceleration.
FAQ
What are the most common problems with the Ford F-150 (13th Gen) (2015-2020)?
10R80 transmission harsh shifting and gear hunting is the most common complaint on later trucks, while the 3.5L EcoBoost's cam phaser failure affects the whole range. 4WD models can also develop IWE hub failure.
Is the Ford F-150 (13th Gen) (2015-2020) reliable?
Yes, overall — this generation is broadly dependable, with known issues sitting at moderate severity and largely addressed through software updates or straightforward repairs rather than major redesigns.
Are there Ford F-150 (13th Gen) years to avoid?
10R80 harsh shifting complaints concentrate in 2017-2020 trucks that received the newer 10-speed automatic, while 2015-2016 trucks with the earlier 6-speed avoid that specific issue but still carry EcoBoost cam phaser risk.