Ford/EcoBoost 3.5
Ford · Bi-turbo

Ford F-150 EcoBoost 3.5

F-150·Mk13·2015–2020·3,497 cc·Verified 13 Jul 2026

"Had the PCV recall sorted at around 40k miles, no stalling since, and this thing still pulls my trailer like nothing's back there."

SOLID
63/ 100
"Torquey V6 workhorse, but confirm recall status before buying"
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Power Variants

365 hp · 569 Nm
EcoBoost 3.5 (Gen1 carryover)
2015-2016
Port-injection-only tune carried over from the first-generation 3.5 EcoBoost architecture, paired with earlier turbo hardware.
375 hp · 637 Nm
EcoBoost 3.5 (Gen2)
2017-2020
Revised engine adding direct injection alongside port injection, with updated turbos and cooling for more torque and better throttle response. Also the version most associated with the charge air cooler condensation misfire complaint.

Recommendation

Prefer the 2017-2020 Gen2 tune for the extra torque and improved throttle response from the added direct injection, but confirm the charge air cooler condensation TSB has been addressed since this issue is specific to the Gen2 cooling design. Regardless of which tune, the PCV and wiring recalls affect both, so a VIN check matters more than the model year or advertised power figure.

99
Max HP
571
Torque Nm
8,000
Oil interval km
2
Recalls
6
Known issues

Known Issues

Engine-Related Recalls (PCV Oil Intrusion / Wiring Harness Fire Risk)€0 (dealer recall repair) · 0-200,000 kmCRITICAL

NHTSA has issued more than one engine-related recall covering 2015-2019 F-150 3.5 EcoBoost trucks. One campaign addresses a PCV system valve fault that can allow oil into the intake tract and cause stalling or rough running; a separate campaign addresses an engine bay wiring condition linked to fire risk. Both are repaired free of charge at a Ford dealer.

Stalling or rough running, sometimes without a warning light
Check engine light
Burning smell or visible smoke in rare cases
DIY: Not applicable, dealer remedy required
Charge Air Cooler Condensation Misfire€150-600 · 30,000-150,000 kmHIGH

In cold, humid conditions, condensation can collect in the charge air cooler and get pulled into the cylinders under boost, causing a rough stumble or multiple misfire codes. This is a well documented characteristic of the Gen2 (2017+) 3.5 EcoBoost and is addressed by a Ford TSB involving a redesigned cooler or drain modification rather than a full recall.

Rough running or stumble specifically under boost in cold/humid weather
Multiple cylinder misfire codes appearing together
Symptom clears once engine warms up or cooler drains
DIY: Moderate, cooler replacement or drain kit installation
Cam Phaser / VCT Solenoid Rattle€300-900 · 60,000-150,000 kmMODERATE

Carried over from the first-generation 3.5 EcoBoost, some early 2015-2016 units can develop a rattle from worn cam phasers or VCT solenoids, most noticeable on cold start. Less common on the revised Gen2 (2017+) engine but still reported.

Rattling noise on cold start that fades as oil pressure builds
Cam timing fault codes
Rough idle when severe
DIY: Moderate to expert, front cover work required for solenoid or phaser replacement
Carbon Buildup on Intake Valves€300-800 · 100,000-180,000 kmMODERATE

The Gen2 engine adds direct injection alongside port injection, which helps but does not eliminate carbon buildup on the intake valve backs, a known characteristic of direct-injected engines. Buildup reduces airflow and can cause hesitation or rough idle over time.

Hesitation or reduced throttle response
Rough idle developing gradually
Reduced fuel economy
DIY: Moderate to expert, walnut blasting or intake cleaning service required
Poor Idle Quality / Stop-Start System Issues€100-400 · 50,000-150,000 kmMODERATE

Owners report rough or uneven idle, often traced to a marginal battery affecting the stop-start system rather than an engine fault. Upgrading to an H8 AGM battery resolves symptoms in many reported cases.

Rough idle
Erratic stop-start behaviour
Vibration at idle
DIY: Easy, battery replacement is DIY-friendly
Electrical and Electronic Module Faults€200-1,500 · 80,000-180,000 kmLOW

Owner-reported data shows a higher than average rate of electrical and electronic faults on this generation, ranging from minor sensor issues to occasional module failures. Not engine-destructive but a recurring source of warning lights and diagnostic time.

Warning lights with no clear mechanical cause
Infotainment or module dropouts
Intermittent fault codes that clear and return
DIY: Moderate, diagnosis requires a capable multi-module scan tool
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Official Recalls

RecallENGINE - PCV System / Oil Intrusion

PCV valve fault can allow oil into the intake tract, leading to stalling or rough running, on certain 2015-2019 F-150 3.5 EcoBoost trucks

Remedy: Dealer inspection and PCV component replacement at no cost, verify via NHTSA VIN lookup
RecallENGINE - Engine Bay Wiring

Wiring condition in the engine compartment linked to potential fire risk on certain 3.5 EcoBoost F-150 trucks

Remedy: Dealer inspection and wiring repair or reroute at no cost, verify via NHTSA VIN lookup

Buying Checklist

Run the VIN through NHTSA's recall database and confirm the PCV and wiring engine recalls are marked complete
Test drive in cold or damp conditions if possible, or ask directly about any history of multi-cylinder misfire under boost
Load-test the battery and check for an H8 AGM upgrade or budget for one if idle feels rough
Perform a full OBD2 scan across all modules, not just the engine, to surface stored electrical faults
Listen for cam phaser rattle on a cold start, most relevant on 2015-2016 build trucks
Inspect both turbochargers and intercooler plumbing for boost leaks, oil seepage, or actuator wear
Ask about any intake cleaning or carbon buildup service history, especially past 100,000 km

Service Reality

Community oil interval8,000 km
Oil specificationFord WSS-M2C945-A/B1 5W-30 full synthetic (confirm exact spec against the owner's manual for the specific model year)
Est. ownership cost (2yr)€1,200-3,500 over 3 years depending on recall completion status and turbo/cooling system maintenance
Real mix fuel consumption13.5 L/100km

Strong Points

✓High torque output suited to heavy towing and hauling
✓Bi-turbo layout gives strong low-end pull with minimal turbo lag for a truck engine
✓Gen2 (2017+) revisions improved throttle response and added direct injection alongside port injection
✓Recall repairs are covered at no cost by Ford dealers
✓Broad parts availability and strong dealer/independent shop familiarity with the platform

Also Found In

Ford Expedition (2015-2020, 3.5 EcoBoost)Lincoln Navigator (2015-2020, 3.5 EcoBoost)Ford F-150 Raptor (2017-2020, high-output 3.5 EcoBoost tune)Ford Police Interceptor Utility (2016-2019, Explorer-based, 3.5 EcoBoost)

Time Bomb Parts Inspect Proactively

Engine-related recalls (PCV and wiring)
Run the VIN immediately and confirm both recalls show as completed before purchase
Any mileage
Charge air cooler
Check for the TSB fix or drain modification; test drive in cold/damp conditions if possible to check for misfire
30,000-150,000 km
Battery (H8 AGM)
Load-test battery; replace with H8 AGM if weak to prevent idle and stop-start issues
80,000-120,000 km
Turbocharger wastegate actuators
Inspect for boost irregularities and actuator play given the bi-turbo layout
120,000-180,000 km

Tuning Risk If This Example Has Been Modified

MODERATE
Signs of modification
•Aftermarket tune, with established providers for this platform including Gearhead, MPT (Motive Performance Technologies), Unleashed, Boostking, and TLTech; community consensus favors an adaptive/remote tune with real-world datalogging revisions over a one-time dyno tune, since trucks vary individually
•Transmission (TCU) tune for the 6R80 automatic, commonly bundled with an engine tune specifically to improve shift quality and torque management under increased power
•Aftermarket intercooler (Wagner, CVF, and Mishimoto are commonly referenced brands), though community discussion notes the stock intercooler is generally adequate for a mild tune and mainly becomes a real upgrade priority for towing-plus-tuning combinations or serious power builds
•Oil catch can; opinion is somewhat divided in the community on Gen 2 specifically, since dual direct-and-port injection reduces (but does not eliminate) intake valve carbon buildup compared to the pure-direct-injection Gen 1 engine
•Cold air intake, downpipes, and cat-back exhaust
•Big single or twin-turbo upgrade on serious builds; real long-term forum accounts document these engines running 400-500+whp reliably on a completely stock long block and stock fuel system for tens of thousands of miles
Can this be hidden before a sale?

A tune on this platform can generally be reverted to a stock-reading file, so a clean scan is not proof the truck was never tuned.

Physical checks that still work, even after a reflash
•Aftermarket intercooler, intake, downpipe, or exhaust still physically present despite a stock-reading ECU
•A catch can installed, or evidence one was fitted and later removed (bracket holes, fittings, or hose routing inconsistent with stock)
•Spark plugs replaced more frequently than the stock ~50,000-60,000 mile interval would suggest, since higher cylinder pressure from a tune is understood in the community to accelerate plug wear
•Misfire, rough idle, or reduced power symptoms consistent with intake valve carbon buildup, since at least one experienced community tuner specifically notes this can still occur on the Gen 2 engine (attributed to EGR and EVAP vapor routing in the calibration, not just the PCV), despite the added port injection reducing the severity compared to the Gen 1 engine
•Recently replaced ignition coils, spark plugs, or intercooler with no matching service record
Weak points if pushed
Intake valve carbon buildup
Significantly reduced compared to the earlier pure-direct-injection Gen 1 engine thanks to added port injection, which helps wash the valves, but at least one experienced tuner in the community states plainly that carbon buildup still occurs on the Gen 2 engine, attributing it primarily to EGR and EVAP system vapor routing built into the factory calibration rather than the PCV system alone
Not exclusively tuning-related, though present on tuned and stock Gen 2 trucks alike
Spark plugs and ignition coils
Higher cylinder pressure from a tune is understood to stress the ignition system more than stock, and community guidance suggests tuned trucks may need plug changes more frequently than the stock interval, though stock heat-range plugs are generally considered adequate unless cylinder pressures are pushed considerably higher
Timing chain / cam phasers
General reliability write-ups for the wider 3.5 EcoBoost family (spanning multiple generations) list timing chain wear and cam phaser problems among the more common repairs, with at least one Gen 2 owner account describing a cam phaser issue; the second generation is described by multiple sources as having improved timing components over the first generation, but this should be treated as a reduced risk rather than an eliminated one
Makes these known issues worse
Carbon Buildup (Intake Valve)Spark Plug / Ignition Coil Wear
Supporting mods and risk

This is a comparatively tuning-tolerant engine by reputation: real long-term forum accounts document heavily tuned examples (400-500+whp, big single or twin-turbo upgrades) running for tens of thousands of miles on a completely stock long block and stock fuel system without failure, and the 6R80 automatic transmission is generally considered capable of handling significant additional power with at most a clutch pack upgrade. The main practical considerations for a tuned example are less about catastrophic failure and more about accelerated wear items: more frequent spark plug service, intercooler capacity under sustained load (especially if the truck is both tuned and used for towing), and continued vigilance around carbon buildup despite the Gen 2 engine's port-injection improvement over Gen 1. A tuned truck with no attention to any of these represents somewhat more risk than a documented, properly maintained example, but this platform does not show the kind of specific catastrophic tuning-linked failure mode seen on some other engines in this database.

This profile reflects consensus from F150Forum.com and F150Ecoboost.net (including detailed long-term reliability threads from tuned owners) and general EcoBoost 3.5 reliability write-ups (CoPilot, MotorVerso, Daily Car Tips, The Lemon Law Experts), not manufacturer-confirmed limits. Several of the most severe documented issues (intercooler condensation, pure carbon buildup from direct-injection-only fueling) are specific to the earlier Gen 1 engine (2011-2016) and are explicitly described as addressed or reduced on this Gen 2 engine (2017+), though some baseline concerns (EGR-related carbon, cam phasers) persist to a lesser degree. Treat any suspected tuned or previously tuned example as needing a full pre-purchase inspection (compression test, spark plug/coil condition, intercooler condition, and a review of tuner and tune history) rather than relying on an OBD scan alone.

Buying Advice

The 3.5L EcoBoost is a genuinely capable and torque-rich truck engine, and the Gen2 (2017+) revision with added direct injection is generally the stronger buy over the 2015-2016 tune. The main non-negotiable step before purchase is a VIN check against NHTSA's recall database, since both the PCV oil intrusion and engine bay wiring recalls are safety-related and repaired free at any Ford dealer. Beyond the recalls, expect normal turbocharged direct-injection maintenance items: charge air cooler condensation misfires in cold weather, occasional cam phaser rattle on earlier builds, and carbon buildup over high mileage. Electrical gremlins are more common on this generation than the mechanical side of the engine, so a full module scan is worth the extra time. Once recalls are confirmed complete and the battery and idle are healthy, this engine holds up well under heavy use.

Community Sentiment

Generally positive with some caution. Owners rate the torque and towing performance highly, and most recall-related concerns are resolved once the VIN is checked and repairs completed. Idle roughness tied to a weak battery is a recurring but easily fixed complaint. Electrical faults draw more owner frustration than any core engine mechanical issue.

Frequently Asked Questions

// 20 logged
❯Is the EcoBoost 3.5 reliable?

The Ford F-150 EcoBoost 3.5 has a reliability score of 63/100, rated "SOLID". Torquey V6 workhorse, but confirm recall status before buying

❯What problems does the EcoBoost 3.5 have?

The most frequently reported issues are Engine-Related Recalls (PCV Oil Intrusion / Wiring Harness Fire Risk), Charge Air Cooler Condensation Misfire, Cam Phaser / VCT Solenoid Rattle, Carbon Buildup on Intake Valves, among others. See the Known Issues section above for symptoms, affected mileage, and repair costs.

❯Does the EcoBoost 3.5 have engine-related recalls (pcv oil intrusion / wiring harness fire risk) problems?

Yes, this is a documented issue on the EcoBoost 3.5, typically appearing around 0-200,000 km. NHTSA has issued more than one engine-related recall covering 2015-2019 F-150 3.5 EcoBoost trucks. One campaign addresses a PCV system valve fault that can allow oil into the intake tract and cause stalling or rough running; a separate campaign addresses an engine bay wiring condition linked to fire risk. Both are repaired free of charge at a Ford dealer. Typical repair cost: €0 (dealer recall repair). DIY difficulty: Not applicable, dealer remedy required.

❯Does the EcoBoost 3.5 have charge air cooler condensation misfire problems?

Yes, this is a documented issue on the EcoBoost 3.5, typically appearing around 30,000-150,000 km. In cold, humid conditions, condensation can collect in the charge air cooler and get pulled into the cylinders under boost, causing a rough stumble or multiple misfire codes. This is a well documented characteristic of the Gen2 (2017+) 3.5 EcoBoost and is addressed by a Ford TSB involving a redesigned cooler or drain modification rather than a full recall. Typical repair cost: €150-600. DIY difficulty: Moderate, cooler replacement or drain kit installation.

❯Does the EcoBoost 3.5 have cam phaser / vct solenoid rattle problems?

Yes, this is a documented issue on the EcoBoost 3.5, typically appearing around 60,000-150,000 km. Carried over from the first-generation 3.5 EcoBoost, some early 2015-2016 units can develop a rattle from worn cam phasers or VCT solenoids, most noticeable on cold start. Less common on the revised Gen2 (2017+) engine but still reported. Typical repair cost: €300-900. DIY difficulty: Moderate to expert, front cover work required for solenoid or phaser replacement.

❯Does the EcoBoost 3.5 have carbon buildup on intake valves problems?

Yes, this is a documented issue on the EcoBoost 3.5, typically appearing around 100,000-180,000 km. The Gen2 engine adds direct injection alongside port injection, which helps but does not eliminate carbon buildup on the intake valve backs, a known characteristic of direct-injected engines. Buildup reduces airflow and can cause hesitation or rough idle over time. Typical repair cost: €300-800. DIY difficulty: Moderate to expert, walnut blasting or intake cleaning service required.

❯Does the EcoBoost 3.5 have poor idle quality / stop-start system issues problems?

Yes, this is a documented issue on the EcoBoost 3.5, typically appearing around 50,000-150,000 km. Owners report rough or uneven idle, often traced to a marginal battery affecting the stop-start system rather than an engine fault. Upgrading to an H8 AGM battery resolves symptoms in many reported cases. Typical repair cost: €100-400. DIY difficulty: Easy, battery replacement is DIY-friendly.

❯Does the EcoBoost 3.5 have electrical and electronic module faults problems?

Yes, this is a documented issue on the EcoBoost 3.5, typically appearing around 80,000-180,000 km. Owner-reported data shows a higher than average rate of electrical and electronic faults on this generation, ranging from minor sensor issues to occasional module failures. Not engine-destructive but a recurring source of warning lights and diagnostic time. Typical repair cost: €200-1,500. DIY difficulty: Moderate, diagnosis requires a capable multi-module scan tool.

❯Is the EcoBoost 3.5 worth buying used?

The 3.5L EcoBoost is a genuinely capable and torque-rich truck engine, and the Gen2 (2017+) revision with added direct injection is generally the stronger buy over the 2015-2016 tune. The main non-negotiable step before purchase is a VIN check against NHTSA's recall database, since both the PCV oil intrusion and engine bay wiring recalls are safety-related and repaired free at any Ford dealer. Beyond the recalls, expect normal turbocharged direct-injection maintenance items: charge air cooler condensation misfires in cold weather, occasional cam phaser rattle on earlier builds, and carbon buildup over high mileage. Electrical gremlins are more common on this generation than the mechanical side of the engine, so a full module scan is worth the extra time. Once recalls are confirmed complete and the battery and idle are healthy, this engine holds up well under heavy use.

❯Should I buy a Ford F-150 with the EcoBoost 3.5 engine?

Prefer the 2017-2020 Gen2 tune for the extra torque and improved throttle response from the added direct injection, but confirm the charge air cooler condensation TSB has been addressed since this issue is specific to the Gen2 cooling design. Regardless of which tune, the PCV and wiring recalls affect both, so a VIN check matters more than the model year or advertised power figure.

❯What should I check before buying a used EcoBoost 3.5?

Before buying, check: Run the VIN through NHTSA's recall database and confirm the PCV and wiring engine recalls are marked complete; Test drive in cold or damp conditions if possible, or ask directly about any history of multi-cylinder misfire under boost; Load-test the battery and check for an H8 AGM upgrade or budget for one if idle feels rough; Perform a full OBD2 scan across all modules, not just the engine, to surface stored electrical faults; Listen for cam phaser rattle on a cold start, most relevant on 2015-2016 build trucks.

❯How many km will a EcoBoost 3.5 last?

There's no fixed mileage limit, it depends on maintenance. The parts worth budgeting for proactively are: Engine-related recalls (PCV and wiring) (Any mileage), Charge air cooler (30,000-150,000 km), Battery (H8 AGM) (80,000-120,000 km), Turbocharger wastegate actuators (120,000-180,000 km). Engines that clear these checkpoints with documented maintenance commonly continue well beyond typical ownership periods.

❯Is there a recall for the engine - pcv system / oil intrusion on the EcoBoost 3.5?

PCV valve fault can allow oil into the intake tract, leading to stalling or rough running, on certain 2015-2019 F-150 3.5 EcoBoost trucks Remedy: Dealer inspection and PCV component replacement at no cost, verify via NHTSA VIN lookup

❯Is there a recall for the engine - engine bay wiring on the EcoBoost 3.5?

Wiring condition in the engine compartment linked to potential fire risk on certain 3.5 EcoBoost F-150 trucks Remedy: Dealer inspection and wiring repair or reroute at no cost, verify via NHTSA VIN lookup

❯How much does it cost to maintain a EcoBoost 3.5?

Estimated ownership cost is €1,200-3,500 over 3 years depending on recall completion status and turbo/cooling system maintenance, based on known issues and typical service needs.

❯What is the real-world fuel consumption of the EcoBoost 3.5?

Owners report real-world fuel consumption of around 13.5 L/100km, compared to the official figure of 12.4 L/100km.

❯What oil should I use in a EcoBoost 3.5, and how often?

Community-reported real-world usage suggests changing oil every 8,000 km using Ford WSS-M2C945-A/B1 5W-30 full synthetic (confirm exact spec against the owner's manual for the specific model year), often more conservative than the official service schedule.

❯Is it safe to tune or remap the EcoBoost 3.5?

The EcoBoost 3.5 is commonly modified, with a moderate risk level when pushed beyond stock. Typical weak points under tuning: Intake valve carbon buildup, Spark plugs and ignition coils, Timing chain / cam phasers.

❯What other cars use the EcoBoost 3.5 engine?

The EcoBoost 3.5 is also found in: Ford Expedition (2015-2020, 3.5 EcoBoost), Lincoln Navigator (2015-2020, 3.5 EcoBoost), Ford F-150 Raptor (2017-2020, high-output 3.5 EcoBoost tune), Ford Police Interceptor Utility (2016-2019, Explorer-based, 3.5 EcoBoost).

❯What do owners say about the EcoBoost 3.5?

Generally positive with some caution. Owners rate the torque and towing performance highly, and most recall-related concerns are resolved once the VIN is checked and repairs completed. Idle roughness tied to a weak battery is a recurring but easily fixed complaint. Electrical faults draw more owner frustration than any core engine mechanical issue.

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