Ford F-150 (13th Gen, 2015-2020) Owner's Hub

Last verified: June 2026.

The 13th-generation Ford F-150 (2015-2020, chassis P552) is the truck where Ford bet the best-selling vehicle in America on aluminum. The cab and bed switched from steel to a military-grade aluminum alloy, dropping roughly 700 pounds, and the whole point was fuel economy and payload without a rust-prone bed floor. Eleven years and a full generation later, that bet looks smart: these trucks shrug off the bed and cab corrosion that eats steel pickups in the salt belt. What owners argue about now is which engine to buy, whether the 10-speed shudder is really fixed, and what a body shop charges to fix an aluminum fender.

Should you buy one in 2026

A clean 13th-gen F-150 in 2026 trades from around $15,000 for a high-mile XL up to $48,000 for a loaded Limited or a low-mile Raptor. The value is in the middle: a 2.7L or 3.5L EcoBoost XLT or Lariat with records is the truck most people should be shopping. The aluminum body means you are not buying someone else's rust, and the parts are everywhere because Ford built millions of them.

• Good for: daily driving with real truck duty, towing 5,000 to 13,000 pounds depending on engine and config, salt-belt owners who are tired of rusty beds, and anyone who wants a modern truck with a huge parts and accessory ecosystem.
• Bad for: buyers who want the cheapest possible collision repair, anyone allergic to turbos who still wants the best fuel economy, or someone expecting a base 3.3L V6 to tow like the EcoBoost.
• Skip if: the 3.5L EcoBoost has a loud cold-start rattle, the 10-speed shudders after its software update, or the VIN shows open fire-risk recalls that were never closed.

The engines, honestly

This generation offered more engine choices than any F-150 before it. The naturally aspirated base V6 (3.5L through 2017, 3.3L from 2018) is honest and cheap but works hard with a load; it runs 5W-20. The 2.7L EcoBoost is the value sweet spot, strong and efficient, and it runs 5W-30. The 3.5L EcoBoost is the tow champion, 375 hp and 470 lb-ft from 2017 on, also 5W-30. The 5.0L Coyote V8 is the simplest, most durable choice and the one to buy if you distrust turbos; it runs 5W-20 and holds 8.8 quarts with a filter. A 3.0L Power Stroke diesel joined in 2018 for the long-haul tower.

The viscosity split is the single most-confused maintenance fact on this truck. EcoBoost engines take 5W-30. The V8 and the naturally aspirated V6 take 5W-20. Putting EcoBoost 5W-30 in a 5.0L V8 is the most common oil mistake owners make.

The maintenance that actually matters

Change the oil on time and these trucks routinely pass 200,000 miles. The two things that separate a long-lived EcoBoost from an early rebuild are the cooling system and clean oil; the turbos do not forgive neglect the way the V8 does.

• Every 5,000 to 7,500 miles: oil and the Motorcraft FL-500S filter (FL-2062-A cartridge on the 2.7L), and rotate tires at the same visit.
• Every 30,000 miles: engine air filter (FA-1883) on dusty duty, cabin filter (FP-79/FP-92), brake inspection.
• Around 100,000 miles: spark plugs on the EcoBoost engines (sooner if you tow in heat or dust), coolant service, and a hard look at the 3.5L EcoBoost cam phasers if you hear a cold-start rattle.

The aluminum body is the headline feature and the one real trade-off. It does not rust, which is why these hold value, but a collision repair costs more and needs a shop with aluminum-certified techs and a separate clean room. Budget for that if you buy one to keep.