2016 Ford F-150 Problems: 32 Known Issues

On the 2015-2020 Ford F-150, the vacuum pump that provides brake assist on EcoBoost F-150s can fail, resulting in a hard brake pedal and reduced braking assist. Since turbo engines don't produce intake vacuum like naturally aspirated engines, they rely on this pump.

On the 2013-2018 Ford F-150 3.5L EcoBoost V6, the brake master cylinder rear cup seal can roll or the cylinder can develop an internal/external leak, allowing brake fluid to migrate from the front-circuit reservoir into the vacuum brake booster. This causes a longer/softer pedal, increased pedal effort, and reduced or lost front-brake function, lengthening stopping distance and raising crash risk. This recurred across several recalls on F-150 trucks: 2013-2014 trucks (NHTSA 16V-345 / Ford 16S24) and 2017-2018 3.5L EcoBoost trucks (NHTSA 25V-236 / Ford 25S37, with predecessors 20S31 and 22V-150).

On the 2013-2018 Ford F-150 3.5L EcoBoost, the brake master cylinder rear cup seal can roll or fail, allowing brake fluid to leak from the front-circuit reservoir into the brake booster. This drops fluid in the front brake circuit and can reduce or eliminate front-wheel braking (rear brakes remain). Drivers report a long/soft pedal traveling near the floor, a brake warning light, and a low reservoir often with no visible external leak. The defect has driven repeated recalls on 3.5L EcoBoost trucks — 16S24/16V-345 (2013-2014), 20S31/20V-332 (2014-2017), 22S11/22V-150 (2016-2018), and 25S37/25V-236 (2017-2018) — and caused documented non-injury crashes.

On the 2011-2016 Ford F-150 3.5L EcoBoost V6 (Gen 1), distinct from the cam-phaser cold-start rattle, the first-generation (2011-2016) 3.5L EcoBoost suffers genuine primary timing-chain wear ('stretch') because of its long chain routing and the high loads of a twin-turbo direct-injection V6. As the chain pins and rollers wear, the cam-to-crank relationship drifts and the PCM logs P0016 (and related correlation codes). The first symptom is usually a brief metallic rattle on cold start that worsens over time. Wear typically appears around 100,000-150,000 miles, often accelerated by extended oil-change intervals. Left unrepaired, the chain can skip teeth or break, causing catastrophic valve-and-piston contact. This is a high-demand search because the 3.5 EcoBoost is the volume engine in millions of F-150s.

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 2015-2019 Ford F-150 2.7L EcoBoost, the 2.7L EcoBoost engine can develop oil leaks from the oil pan RTV seal. The leak often appears at the rear of the oil pan and can drip onto exhaust components, causing a burning oil smell. This is common on trucks with higher mileage.

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 2011-2016 Ford F-150 3.5L EcoBoost V6 (Gen 1, direct-injection only), first-generation 3.5L EcoBoost F-150s use direct injection only (no port injection), so fuel never washes the back of the intake valves. Oil vapor from the PCV system bakes onto the valves and forms hard carbon deposits that restrict airflow and disturb valve sealing. Owners typically begin noticing symptoms around 80,000-125,000 miles: rough idle, cold-start stumble, hesitation or a misfire/shudder under hard acceleration, and reduced fuel economy. Ford has no approved chemical cleaning procedure for these valves and generally directs replacement rather than service, making walnut-blasting the practical fix. Later Gen 2/Gen 3 3.5L engines added port injection (dual injection) which largely prevents new buildup, so this issue is specific to the 2011-2016 direct-injection-only trucks.

On the 2015-2017 Ford F-150, water can enter the door latch and freeze, and the latch actuation cable can become bent or kinked. Either condition can leave a door that appears closed but is not fully engaged with the striker, allowing it to open while driving, or a door that will not open or will not close at all. Ford recalled roughly 1.3 million F-150 (2015-2017) and 2017 Super Duty trucks (Ford 17S33 / NHTSA 17V-652).

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 1997-2020 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. Because the cab cavity drains poorly, trapped water rots the cab corners and lower rear seat area from the inside out. Owners report mildew smell, wet rear floor, foggy windows, and corroded seat-belt anchors over time. CarComplaints documents this prominently on the 2010 model year, and forum reports span the 1997-2014 trucks heavily.

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 acknowledged the leak in Special Service Message 21317, which tells technicians to inspect the high-mounted stop lamp for water intrusion on early-build 2010 SVT Raptors. NOTE: there is NO confirmed Ford 10-year/150,000-mile warranty extension for this repair — that program (TSB 23-074-23 / warranty extension XG1) belongs to RAM/Stellantis and was mistakenly attributed to Ford in some sources.

On the 2015-2023 Ford F-150 All (body, engine-independent), 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). It is a popular F-150 search and an easy DIY.

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 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 2009-2017 Ford F-150, the 6R80 six-speed automatic (2009-2017 F-150) is generally durable but is widely reported for a harsh, banging 1-2 upshift and erratic/flaring shifts, with thousands of NHTSA complaints. The internal solenoid body 'lead frame' (the mechatronic wiring carrier) can crack or develop failing solenoid calibration, and the adapt strategy struggles to relearn after service. The classic symptom is a 1-2 shift so abrupt owners describe it as a jolt that could 'knock a cup of coffee out of your hand.' Towing, worn fluid, and never-serviced 'lifetime' fluid accelerate the problem. It is a top transmission search for this generation.

On the 2015-2018 Ford F-150, when a front seat belt pretensioner deploys in a crash, it can generate excessive sparks/hot gas that ignites insulation, carpet, or wiring inside the B-pillar, potentially starting a vehicle fire. Ford recalled about 2 million 2015-2018 F-150 trucks (about 1.6 million in the U.S.) after 23 reports of smoke or fire in North America, including several trucks destroyed by fire. NHTSA campaign 18V-568 (Ford 18S27).

On the 2015-2019 Ford F-150 All engines, the upper instrument-panel material on F-150 XL and XLT trims warps, lifts, and separates at the defroster vents, especially in hot, sunny climates. Owners report the dash bubbling and pulling apart within months of purchase in some cases, with a sticky or distorted surface near the windshield. Ford acknowledged the defect in TSB 19-2041 (also covered by 20-2268), instructing dealers to replace the entire upper instrument-panel section. The TSB applies only to XL/XLT trims — Lariat and higher use a different dash material that is not prone to warping. The problem is cosmetic (no safety impact) but widespread enough to spawn owner complaints and legal inquiries; the warranty repair is a multi-hour job (6.0-7.0 labor hours).

On the 2011-2016 Ford F-150, the 2011-2016 F-150 uses a belt/column electric power-assist steering (EPAS) system that replaced the old hydraulic pump. Owners report the dash lighting up with a 'Power Steering Assist Fault — Service Now' or wrench warning, after which the assist cuts out and the wheel becomes very heavy, often at low speed in parking lots or during a turn. The failure is usually an intermittent electrical connection or a failed torque/steering-angle sensor or the EPAS motor buried in the rack, sometimes triggered by low battery voltage or a software calibration fault. While the F-150 was not part of Ford's large 2011-2013 sedan EPAS recall (423k Flex/Taurus/MKS), the truck shares the failure mode and it is heavily reported on owner forums.

On the 2015-2020 Ford F-150, the two-piece driveshaft uses a center support (carrier) bearing that can wear out, causing vibration and noise. The rubber support degrades over time, especially in hot climates or with heavy towing. Ford TSB addresses this issue.

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 2004-2020 Ford F-150, ford modular V8s (and the EcoBoost V6 turbo manifolds) are notorious for snapping the small (8mm) exhaust-manifold-to-head studs/bolts. They are installed without anti-seize and corrode/fatigue from repeated heat cycling; on the turbo EcoBoost engines, a large share of the turbo/manifold weight hangs off the fasteners. The classic symptom is a ticking/tapping noise that is loudest on a cold start (when the manifold gap is widest) and fades as the engine warms and metal expands — caused by exhaust escaping past the broken fastener. It is a heavily-searched DIY topic because fasteners that break flush with the head are difficult to extract.

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 one of the most-searched EcoBoost noises because it sounds alarming but 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 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 2015-2019 Ford F-150 All engines, after the F-150 switched to a largely aluminum body in 2015, owners began reporting paint bubbling, blistering, and peeling on the aluminum hood, roof, and side panels, often within a few years of purchase. The defect is attributed to iron particle (galvanic) contamination of the aluminum before painting and/or primer adhesion problems, which lets corrosion form under the clear coat and lift the paint. Ford issued TSB 17-0062 (2002-2017 F-150) directing technicians to replace corroding aluminum panels, and a class-action lawsuit (later dismissed only as to the named plaintiff) alleged Ford knew of the issue. Owners note the body-panel corrosion warranty only applies if a panel 'perforates' — which aluminum effectively cannot — making warranty relief difficult. The defect is cosmetic but expensive to repair properly.

On the 2013-2020 Ford F-150 All (infotainment, engine-independent), 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. This is one of the highest-volume F-150 electronics searches.

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 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. Because the wheel-speed sensor lives in the hub, a wobbling bearing or damaged tone ring commonly triggers ABS and traction-control warning lights and disables those systems. Failures are frequently reported around 80k-120k miles and are often confused with IWE noise on 4WD trucks.

On the 2015-2023 Ford F-150, the plastic pressurized coolant degas (overflow/expansion) bottle and the plastic quick-connect tees/Y-fittings that route coolant between the block, radiator, and bottle develop hairline cracks and seep, especially at seams and hose necks and in cold weather where the square-cut O-rings on the quick-connects shrink. Owners chase a slow coolant loss and sweet smell that is hard to pinpoint because the crack only weeps under pressure or when cold. If ignored it can lead to low-coolant overheating.

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. It commonly sets injector-circuit codes (P0201-P0206) alongside misfire codes (P0300-P0306) and occasionally a total-misfire/knock code. It is frequently misdiagnosed as coils or plugs before the injector is found.

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 2011-2020 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 real OEM purge valve part number is AU5Z-9C915-B (aftermarket cross-refs: Dorman 911-222, Standard CP1-prefix units).