2020 Ford F-150 Problems: 27 Known Issues

On the 2017-2020 Ford F-150 3.5L EcoBoost V6 (twin-turbo GTDI), second-gen 3.5L EcoBoost engines develop a loud rattle/knock from the front timing cover for 2-5 seconds on cold start (and sometimes at idle). The variable-cam-timing (VCT) phasers have a lock pin that fails to engage on startup, allowing the phaser to rattle against the cam sprocket. Over time the phasers and timing chain wear, which can throw cam/crank correlation codes and, if ignored, lead to further timing component damage. Ford acknowledged it in service bulletins and a Customer Satisfaction Program with an extended warranty.

On the 2011-2024 Ford F-150, the wastegate on the 3.5L EcoBoost turbochargers fails, either sticking (carbon/corrosion binding the valve and actuator arm) on early vacuum-operated designs or through electronic actuator/position-sensor faults on 2017-and-newer electric-actuator turbos. A stuck-closed wastegate causes overboost (P0234) and a metallic rattle, while a stuck-open wastegate or sensor/actuator faults cause underboost (P0299) and trip the powertrain into reduced-power limp mode. A failed electronic actuator can lead to turbocharger actuator or turbocharger assembly replacement, making it an expensive failure; for a disconnected actuator rod on 2021-2025 trucks Ford released the rod, springs and clips as separate parts (SSM 54392). Ford also issued TSB guidance (e.g., wastegate-arm rattle spring kits on 2017 3.5L) for related linkage slack.

On the 2011-2025 Ford F-150, p0299 sets when actual boost is about 4 psi or more below the commanded value for several seconds, dropping the truck into reduced-power limp mode (orange wrench light). On EcoBoost F-150s the most common causes are NOT the turbos themselves but cheaper upstream parts: a loose or popped cold-side intercooler boot/clamp, a torn orange rubber diaphragm inside the electronic turbocharger bypass (blow-off) valve, and cracked charge-pipe couplers. On 2024 F-150s with the 3.5L PowerBoost (Lariat/XLT/XL), Ford TSB 24-2264 says the upper air deflector can deform and restrict intake air to the right-side (passenger) turbocharger, causing turbo overspeed and damage (replacement deflector RL3Z-19E525-A); on 2021 PowerBoost trucks built on or before Sep 30, 2021, TSB 24-2257 traces P0299 to a restricted right air cleaner outlet pipe. Wastegate-actuator sticking can also contribute. Owners frequently — and wrongly — replace turbochargers when a smoke test would have found a hose or the bypass-valve diaphragm.

On the 2018-2020 Ford F-150 5.0L Coyote V8 (Gen 3), third-generation 5.0L Coyote V8 trucks consume oil at an abnormally high rate (greater than ~1 quart per 3,000 miles) with no visible external leaks. Ford TSB 19-2365 attributes it to high intake-manifold vacuum during deceleration fuel shut-off pulling oil past the rings/valve guides and through the PCV system into the combustion chamber. Owners report having to top off oil between changes and risk running low if they do not monitor it. A class action alleges Ford's 'fix' (a lower dipstick mark) masks rather than cures the consumption.

On the 2018-2021 Ford F-150 5.0L V8, the 5.0L Coyote V8 can develop a ticking or rattling noise at startup, often from the cam phasers. This is similar to issues in the Mustang GT. The noise typically diminishes after the engine warms up but can indicate phaser wear.

On the 2011-2020 Ford F-150, on the F-150, P0700 is a generic "MIL request" companion code the PCM stores whenever the transmission control strategy has logged an underlying transmission fault — it points to a problem but never names it by itself. On the extremely common 6R80 six-speed automatic (F-150 2011-2020, plus the 6R80 in Expedition/Navigator), the fault that most often drives P0700 is a failing internal molded leadframe (the plastic wiring harness/module inside the transmission that houses the output/input/turbine speed sensors and connects the shift solenoids to the valve body, Ford p/n AL3Z-7G276-D). As the leadframe's soldered connections and speed sensors degrade, the PCM sets P0700 alongside the real culprit codes — typically output-speed-sensor and gear-ratio codes such as P0720, P0722, P0731, P0715 and/or P1500. Note the mid-production architecture change: on the earlier 2009-2010 6R80 units the TCM lives in a separate leadframe/Mechatronic module that talks to the PCM (so P0700 can also accompany a lost-communication U-code), while on 2011+ trucks Ford integrated the TCM logic into the PCM and companion codes store directly there. Newer F-150s (2017+) use the 10R80 10-speed, where P0700 more often stems from valve-body/solenoid and TCM software issues rather than a leadframe.

On the 2017-2023 Ford F-150, the 10R80 10-speed automatic (introduced on the 2017 F-150) is widely reported to shift harshly: jerking, clunking, banging on the 1-2 and 2-3 shifts, hesitation, gear hunting, and occasional limp-mode with a 'Transmission Not in Park' or 'drive mode not available' message. Many trucks also exhibit a torque-converter lockup-clutch shudder felt as a vibration around 30-45 mph. Root causes traced in later TSBs include adaptive-calibration mismatch during break-in, CDF drum bushing migration, and valve-body bore wear/scoring. A class action (O'Connor v. Ford, N.D. Illinois) covers the defect.

On the 2017-2023 Ford F-150, the 10R80 10-speed automatic transmission can develop a shudder during light acceleration, typically between 25-50 mph. This is caused by torque converter clutch issues and affects many F-150s. Ford has released multiple TSBs to address related concerns, including PCM reprogramming for harsh shifts (TSB 18-2274) and main control valve body replacement for a sticking torque converter clutch valve (TSB 20-2117).

On the 2019-2020 Ford F-150 All engines, on certain 2019-2020 F-150s, the fastener securing the Power Distribution Box (PDB) 12V cable and the Battery Monitoring Sensor (BMS) eyelets to the positive battery terminal may not be properly torqued, partly due to leftover wiring-eyelet adhesive on the BMS terminal interfering with metal-to-metal contact. This 'soft joint' creates intermittent high resistance that can cause flickering or inoperative instrument-panel displays, loss of braking or steering assist, and engine stalling. Worse, the resistive connection can overheat, leading to smoke, melting, or fire. Ford issued Safety Recall 19S40 (NHTSA 19V805) covering about 135,725 U.S. vehicles built at the Dearborn and Kansas City plants in mid-to-late 2019. This is a positive-terminal connection defect — separate from negative/ground cable corrosion no-start gripes and distinct from the FPDM corrosion issue. The related positive battery cable assembly is Ford PN JL3Z-14300-E.

On the 2013-2020 Ford F-150, the Accessory Protocol Interface Module (APIM) — the computer behind the SYNC 2 and SYNC 3 touchscreen — is a very common failure on 2013-2020 F-150s. Its internal electronics and onboard flash storage degrade over time, producing a black/unresponsive screen (sometimes with backlight on), constant reboot loops stuck at the Ford logo, frozen touch input, and loss of backup-camera display, navigation, phone, and HVAC controls routed through the screen. It usually starts intermittently and worsens. Because the screen also displays the federally mandated rearview camera, a dead APIM is more than a convenience issue.

On the 2015-2023 Ford F-150, the HVAC blend door actuators can fail, causing clicking noises from the dashboard and inability to control air temperature. Air may blow only hot or only cold regardless of settings. Multiple actuators are used and any can fail.

On the 2018-2023 Ford F-150 All engines with Auto Start-Stop, f-150 owners frequently report that the Auto Start-Stop system stops functioning, throwing a 'Start-Stop not available — see owner's manual' message. Owners report the battery dropping below threshold repeatedly, with the feature disabling itself even on relatively new trucks. While the dropout itself is benign, the underlying weak/degraded battery can cause harder starts, electrical glitches, and repeat battery costs.

On the 2018-2020 Ford F-150 3.0L Power Stroke V6 turbo-diesel (Lion), the 2018-2020 F-150 3.0L Power Stroke diesel uses a Bosch CP4.2 high-pressure fuel pump. The CP4 was engineered for high-lubricity European diesel, not U.S. ultra-low-sulfur diesel, so its internal roller/cam followers can run dry and gall. Air ingress and cavitation accelerate the wear. When the pump fails it doesn't just stop — it 'grenades,' sending metal shavings throughout the entire high-pressure fuel system, destroying injectors, rails, lines, and the tank in a cascade. Owners have reported failures as early as ~48,000 miles, and the resulting whole-system replacement commonly runs $8,000-$15,000+. It is the single most catastrophic issue for the F-150 diesel.

On the 2011-2020 Ford F-150 3.5L EcoBoost V6, the 3.5L EcoBoost's high-pressure direct (GDI) injectors run at diesel-like pressures and are a common failure item, especially at higher mileage and after heat-soak. A stuck-open or electrically failing injector floods a cylinder and can wash down neighboring cylinders on the same bank, producing a cold-start misfire that often smooths out once warm.

On the 2019-2020 Ford F-150, ford recalled 2019-2020 F-150 pickups under campaign 25S72 (NHTSA 25V442000) for a rearview camera software error. On an affected truck the camera can display a blank image when the driver shifts into reverse, or the reversing image can stay up on the display after the backing event has ended and the truck is shifted out of reverse. NHTSA classified this under Back Over Prevention: Software. A blank image reduces the driver's view of what is behind the pickup while backing, and an image that lingers after the truck is moving forward is a distraction. Ford states both situations can increase the risk of a crash. The same campaign covers a long list of other Ford and Lincoln vehicles built in overlapping years; the F-150 portion is limited to the 2019 and 2020 model years.

On the 2015-2020 Ford F-150, f-150 trucks equipped with the large twin-panel (panoramic) sunroof have reports of the tempered glass spontaneously shattering or 'exploding' with a loud bang, sometimes at highway speed, raining glass into the cabin. Owners and a class action attribute it to the ceramic enamel paint band on the glass edge weakening the tempered panel combined with stress from the large opening and track hardware. Ford has not issued a recall, so repairs are usually out of pocket or via insurance.

On the 2009-2024 Ford F-150, the foam gasket that seals the roof-mounted center high-mount stop lamp (CHMSL / third brake light) against the cab dries out, compresses and shrinks with heat and UV exposure, breaking the watertight seal. Rainwater then runs down inside the cab from the roof opening, soaking the headliner, rear seat area and carpet, and can corrode wiring or foster mold. It is one of the most widely reported non-powertrain complaints across multiple F-150 generations. Ford's Special Service Message 21317 tells technicians to inspect the high-mounted stop lamp for water intrusion on early-build 2010 SVT Raptors. Ford has no warranty extension for this repair.

On the 1997, 2004-2020 Ford F-150 All engines, f-150s have a long-running problem with rainwater entering the cab from the top rear of the cab. Two sources dominate: the foam/rubber gasket behind the high-mounted third brake light dries out and cracks, and the butyl-tape seal around the fixed rear window (or the slider track) deforms with age. Water runs down inside the cab, soaking the headliner and rear carpet and pooling behind the rear seat. Water that stays trapped can also rust the cab corners.

On the 2015-2023 Ford F-150, on 2015+ aluminum-body F-150s with the power-locking/keyless tailgate, the electric tailgate lock actuator weakens and fails — it clicks but won't lock/unlock, operates intermittently (especially in cold weather), grinds, or quits entirely so the tailgate won't open from the key fob or handle. A second, well-documented failure mode is the tailgate releasing or unlocking on its own: a connector near the spare tire lets in snow, ice, and road salt, corroding the circuit and sending a false release signal to the BCM, which can open/unlock the tailgate unexpectedly (a security and cargo-loss concern). Ford addressed water-induced unintended tailgate opening on 2015-2018 F-150s with Customer Satisfaction Program 20N01 (free through March 31, 2030 or 150,000 miles), and certain 2018 trucks are also covered by latch recall 21S53 (NHTSA 21V983). Replacing the actuator is an easy DIY.

On the 2004-2020 Ford F-150, the rear axle (commonly the 8.8-inch) develops a speed-dependent whine or howl as the pinion bearing and ring-and-pinion gears wear, often the most common source of axle noise on Ford trucks. The noise typically appears under acceleration or on deceleration and changes with throttle. On limited-slip units, worn clutch packs add a chatter or shudder during slow tight turns. Neglected or contaminated gear oil, and never-changed fluid, accelerate the wear.

On the 2004-2024 Ford F-150, ford's 4x4 F-150s use a vacuum-operated Integrated Wheel End (IWE) system instead of conventional locking hubs: vacuum keeps the front hubs UNLOCKED in 2WD and is released to lock them for 4WD. The system relies on vacuum lines, a hood-area solenoid, and a check valve that are highly vulnerable to water, road salt, and cracking. A single leak causes the hubs to partially engage, producing a loud grinding or clicking from the front wheels under acceleration/deceleration in 2WD — a hallmark symptom that typically disappears in 4-Auto/4-High because removing vacuum fully locks the hub. It is among the most-searched F-150 4x4 noise complaints and is covered by TSBs 20-2028 and 24-2189A.

On the 2017-2021 Ford F-150 3.5L EcoBoost, the water pump on the 3.5L EcoBoost can seep or leak coolant. If the leak gets bad, coolant runs low and the engine can overheat. On the F-150 the pump is mounted outside the engine and driven by the belt. The transverse 3.5L EcoBoost uses an internal pump driven by the timing chain instead. A leak usually starts small, with coolant stains on the front of the engine near the pump. One Gen 2 F-150 Raptor owner on a forum saw fluid coming from the water pump area, with staining on the front of the block, at about 10,000 miles. In one technician's case, a 2017 F-150 XLT 3.5L was overheating, its cooling fans ran constantly and the degas (coolant) bottle was empty. A pressure test found the water pump leaking. These are individual owner and shop reports, not a count of how often the pump fails. Ford says its Motorcraft replacement pump is durability-tested to the equivalent of 10 years or 150,000 miles.

On the 2015-2024 Ford F-150, ford's two-piece factory lug nuts (a steel core with a thin chromed/stainless decorative cap) trap moisture between the layers. The steel core corrodes and the resulting rust bloom swells the cap outward, so the standard 21mm/22mm socket and the truck's own lug wrench no longer fit. Owners discover the problem during a roadside flat tire and are unable to remove the wheel, and over-torqued or distorted caps can also compromise proper clamping. The issue affects F-150, Expedition, and Navigator and was the subject of a (dismissed) class-action suit.

On the 2015-2020 Ford F-150, the sealed, non-serviceable front hub/bearing assemblies on 13th-gen F-150s wear out and produce a speed-dependent humming or grinding that gets louder with speed and can shift with cornering load, plus steering-wheel/floor vibration.

On the 2012-2020 Ford F-150, the evaporator core inside the dash develops small refrigerant leaks that slowly bleed the system down, leaving the A/C blowing warm or only cold intermittently; a musty odor is a common companion complaint. Because the evaporator is buried behind the dash, the leak is easy to miss and repeat 'recharge' visits don't hold. CarComplaints documents evaporator-leak complaints across several model years, and it is one of the more labor-intensive HVAC repairs on the truck.

On the 2011-2024 Ford F-150, both the 3.5L and 2.7L EcoBoost turbos use exhaust wastegates whose actuator arm/linkage develops play as the bushings wear. The result is a distinctive metallic rattle — most noticeable for the first ~30-60 seconds after a cold start and at light throttle — coming from the turbo area. It is a common EcoBoost complaint because it sounds alarming, but it is usually a wear/NVH issue rather than an immediate failure. Ford has issued TSBs: 3.5L wastegate-rattle bulletins and a 2025 TSB for 2024 2.7L trucks (built on/before Oct 4, 2024) where a missing wave spring between the wastegate actuator lever arm and the turbine housing causes the rattle on both turbos.

On the 2011-2020 Ford F-150, the EVAP canister purge valve (purge solenoid) on F-150s commonly sticks in the open position, allowing raw fuel vapor from the charcoal canister to be pulled into the intake when it shouldn't be. This floods the cylinders with vapor — owners report a vehicle that cranks but won't start (or stumbles badly) immediately after filling the tank, then runs fine once it clears. A stuck-open or leaking purge valve, along with cracked/collapsed lines between the canister, valve, and intake manifold, is the most common trigger for P0496 (EVAP flow during a non-purge condition) and a frequent cause of P0455/P0442 large/small leak codes. Ford issued TSB 19-2132 covering loose or partially connected EVAP vapor lines (DTC P04F0/P144C) on 2018-2019 F-150s with the 2.7L or 3.5L EcoBoost. The check-engine light is the usual first symptom; drivability impact ranges from none to hard-start/rough-idle. The OEM purge valve part number is AU5Z-9C915-B (aftermarket cross-refs: Dorman 911-222, Standard CP1-prefix units).