Some 2015-2021 Ford and Lincoln vehicles may exhibit an illuminated MIL with diagnostic trouble codes (DTCs) P0011, P0012, P0014, P0015, P0016, P0017, P0018, P0019, P0021, P0022, P0024 and/or P0025. Pinpoint test HK in the Powertrain Control and Emissions Diagnosis (PC/ED) or in Section 303-14 of the Workshop Manual (WSM) has been updated to address this concern.
full bulletin at NHTSA ↗2016 Ford F-150 powertrain problems
moderate Owners of the 2016 Ford F-150 have filed 318 NHTSA complaints about the powertrain, typically surfacing around 75,000 miles at roughly $2,500 to repair (U.S. federal records, as of July 2026). Source: NHTSA Office of Defects Investigation. See powertrain across all vehicles →
Failure mileage
Complaints
318
Recalls
0
Avg fix
$2,500
| Model year | powertrain complaints |
|---|---|
| 2012 F-150 | 617 |
| 2013 F-150 | 1,188 |
| 2014 F-150 | 335 |
| 2015 F-150 | 191 |
| 2016 F-150 (this page) | 318 |
| 2017 F-150 | 273 |
| 2018 F-150 | 679 |
| 2019 F-150 | 465 |
| 2020 F-150 | 199 |
4crashes
1injury
When does it fail?
Of the 318 powertrain complaints filed for the 2016 Ford F-150, here's the actual mileage breakdown — failures cluster heaviest at 75,000-100,000 mi.
0-25k
25-50k
50-75k
75-100k
100-125k
125-150k
150k+
Each bar shows the share of total complaints filed at that mileage range. Peak failure window highlighted. Some owners report problems earlier; some make it well past 150,000 miles symptom-free. Maintenance habits and driving conditions shift the curve as much as mileage alone.
What stands out
Owners have filed 318 powertrain complaints with NHTSA against this vehicle, but no formal recall covers the issue — the federal record reflects what manufacturers have admitted, not everything owners are reporting.
Powertrain accounts for 19% of all owner complaints filed against this vehicle, across 12 categories tracked.
Is there a fix? Manufacturer service bulletins
The manufacturer has issued service bulletins covering powertrain on this vehicle — documented repair instructions, service campaigns, or warranty extensions sent to dealers. A TSB isn't a recall (it's not a free safety remedy), but it's the manufacturer acknowledging the issue and how to fix it.
During service and repair requiring removal and replacement of a crankshaft bolt and/or crankshaft damper, achieving proper torque of the crankshaft pulley bolt is critical. Incorrect torque may allow the bolt to loosen resulting in the timing gear breaking and engine damage. Replacement of the bolt is critical to the repair and accurately following the installation procedure in the Workshop Manual (WSM) Section, 303-01 is extremely important. The bolt torque procedure can be found in the crankshaft front seal removal and installation procedure or in the engine assembly procedure.
full bulletin at NHTSA ↗Some 2003-2020 Expedition/Navigator and 2006-2020 F-150 (non-Raptor) vehicles equipped with 4WD may exhibit grinding/clicking/ratcheting noise from the front wheel area. This may be due to partial engagement of the integrated wheel ends (IWE). To correct this condition, follow the Service Procedure to remove and cap the vacuum supply line or to reprogram the transfer case control module (TCCM) and replace any worn vacuum and/or IWE components.
full bulletin at NHTSA ↗Some 2013-2018 F-150 vehicles equipped with electronic shift on-the-fly (ESOF) 4-wheel drive (4WD) may exhibit an intermittent grinding noise while driving in 2-wheel drive (2WD) mode most commonly on acceleration. ESOF can be identified as it does not have a 4WD AUTO (4A) position on the mode selector switch (MSS). This may be due to a loss of vacuum to the integrated wheel end (IWE) actuators and/or wear of the IWE components. To correct the condition, follow the Service Procedure steps to reprogram the transfer case control module (TCCM) and replace any worn vacuum and/or IWE components.
full bulletin at NHTSA ↗Some 2013-2018 F-150 vehicles equipped with Electronic Shift On-The-Fly (ESOF) 4-wheel drive (4WD) may exhibit an intermittent grinding noise while driving in 2-wheel drive (2WD) mode most commonly on acceleration. This may be due to a loss of vacuum to the integrated wheel end (IWE) actuators and/or wear of the IWE components. To correct the condition, follow the Service Procedure steps to reprogram the transfer case control module (TCCM) and replace any worn vacuum and/or IWE components.
full bulletin at NHTSA ↗Source: NHTSA manufacturer communications. Bring the bulletin number to your dealer or shop.
What owners are reporting 3 most recent
The contact owns a 2016 Ford F-150. The contact stated while driving 65 MPH, the vehicle would not properly accelerate. The contact turned off and restarted the vehicle however, the failure persisted. The check engine and the transmission warning lights were illuminated. The contact was able to safely drive to the residence. The vehicle was taken to the dealer and the contact was informed that…
While Driving at about 25 MPH Powertrain light (orange wrench) came on indicating an issue with the powertrain. Pulled off road and turned truck off and attempted to turn back on, truck would not turn back on. Disconnected battery and reconnected the battery and vehicle started with a check engine light. attempted to put truck into reverse/drive, vehicle would lunge either forwards or reverse and…
The contact owns a 2016 Ford F-150. The contact stated while driving 70 MPH with the Adaptive Cruise Control feature activated, the power train warning light illuminated, and the vehicle decelerated independently. The accelerator pedal was depressed but the vehicle failed to respond. The vehicle was taken to an unknown dealer where it was diagnosed that the output speed sensor had failed and…
Had powertrain trouble with your 2016 Ford F-150?
File a complaint with NHTSA → It's free, official, and how every report above got here — owner filings are the federal safety record this page is built on.
Common questions
How serious is the powertrain problem on the 2016 Ford F-150?
It's a documented issue but not catastrophic. 318 complaints have been filed. Repairs average $2,500 and most owners catch it before it causes a breakdown.
At what mileage does the powertrain typically fail?
Across the 138 complaints that reported odometer mileage, most powertrain failures cluster between 46,000 and 112,000 miles, with the median around 75,000. A quarter of owners report trouble before 46,000; a quarter make it past 112,000. Maintenance history matters more than the odometer alone — this is the reported failure window, not a guarantee.
What does it cost to fix?
Independent shops typically charge around $2,500 for powertrain repairs on this vehicle. Dealer pricing tends to run 20-40% higher. The exact figure depends on the specific failure mode, parts availability, and your local labor rates. If you're outside factory warranty, an extended service contract often covers this category.
Are there any recalls related to powertrain?
No active recalls currently cover powertrain issues on this vehicle. The complaints filed represent owner-reported failures that haven't risen to the level of a manufacturer-issued recall — but they're still worth knowing about before you buy or budget for repairs.
Related
Complaint and recall data sourced from the National Highway Traffic Safety Administration (NHTSA)
public records database. Verify the raw federal record at
nhtsa.gov/vehicle/2016/Ford/F-150.
Severity ratings are derived from reported crashes, fires, injuries, and fatalities. Repair cost estimates are
independent-shop national averages and may differ in your area. Some links on this page are affiliate links.