2013 Ford Escape Lug Nut Torque & Bolt Specs

The 2013 Ford Escape lug nut torque is 100 ft-lbs (135 Nm), tightened with a 19mm socket on M12x1.5 studs. Torque in a star pattern in two passes (snug, then final), and re-check after the first 50–100 miles of driving. Use a calibrated torque wrench — not an impact gun — for the final pass.

Lug nut torque: 100 ft-lbs (135 Nm) · Socket size: 19mm · Thread: M12x1.5.

This page is the OEM-referenced fastener summary for the 2013 Ford Escape. Use it before any maintenance or repair job where torque values matter — brake work, wheel changes, suspension service, engine teardowns, or oil changes. Specs are pulled from manufacturer service literature, cross-checked against community data, and updated as new chassis variants become available.

Ford lug-nut torque varies more by chassis than most makes — 100 ft-lbs for Focus/Fusion/Fiesta, 150 ft-lbs for half-ton F-150, and 165 ft-lbs for Super Duty F-250/F-350. F-150s from 2004-2014 use a 21mm OEM socket, while 2015+ aluminum-body trucks moved to the larger 22mm. Ford torque-to-yield (TTY) head bolts are standard from the early 2000s — do not reuse them, ever.

Common fastener categories on the 2013 Ford Escape

Wheel / lug nut torque and thread spec (covered above)
Brake caliper bracket bolts (typically 80-130 ft-lbs) and slide/guide pins (18-35 ft-lbs)
Engine oil drain plug torque — rarely above 30 ft-lbs; always use a new crush washer
Transmission pan, valve cover, and intake manifold bolts (low torque, often 89-106 in-lbs)
Suspension control arm, sway bar, tie rod end and ball joint torque
Spark plug torque (typically 10-15 ft-lbs on aluminum heads — do not exceed)
Differential cover bolts (RWD/4WD only) and transfer case fasteners

Repair guidance for this model year

For 2013 model-year work: This era introduced widespread torque-to-yield (TTY) bolts on head, main, and crank pulley fasteners. TTY bolts stretch permanently when torqued and must not be reused — the spec calls for a fresh bolt every time. Always verify TTY status against the FSM before reassembly.

Tools you will need

Metric socket set (8mm-22mm), 6-point impact-rated
Calibrated torque wrench (10-150 ft-lbs covers most automotive jobs; add a 0-250 ft-lbs wrench for truck lug nuts)
Breaker bar (24" minimum) for initial loosening
Penetrating oil (PB Blaster or Kroil) for any fastener over 5 years old
Anti-seize on stainless or dissimilar-metal threads; thread-locker (Loctite blue) on critical reassembly

Frequently asked questions

What is the lug nut torque on a 2013 Ford Escape?

The OEM-specified lug-nut torque for the 2013 Ford Escape is 100 ft-lbs (135 Nm), using a 19mm socket on M12x1.5 thread studs. Use a calibrated torque wrench in a star pattern, in two passes (50% and 100%), and re-check after 50-100 miles of driving.

What socket size do I need for the 2013 Ford Escape lug nuts?

The 2013 Ford Escape uses a 19mm socket. A 6-point impact-rated socket is recommended over a 12-point chrome socket — 12-points round off lug nuts under impact-driver use.

Are the 2013 Ford Escape fasteners metric or SAE?

Metric is the standard for this vehicle. Most fasteners on this vehicle are metric (M6, M8, M10, M12, M14). Bring a full metric set; SAE substitutes can round the head. Bolt-head markings are the fastest way to confirm grade and material at the bench.

Other Ford Escape years

Same model, different model year — fastener spec may change. Always confirm against the year for your VIN.

→ 2013 Ford Escape oil drain plug torque & size

→ 2013 Ford Escape suspension & steering torque specs (control arm, ball joint, tie rod)

All 57 2013 Ford Escape fastener specs

Per-bolt torque, wrench size, and thread spec for the 2013 Ford Escape, sourced from OEM service literature and verified against community shop data. Values pair imperial (ft-lb) and metric (Nm) where the manufacturer publishes both. 10 of the 57 fastener specs on this page are independently verified against OEM service manuals and manufacturer torque data (last reviewed June 2026).

Wheels — 2013 Ford Escape

Wheel and lug nut spec for the 2013 Ford Escape. At the wheels, the wheel lug nut torques to 100 ft-lbs (135 Nm) (19mm drive, M12x1.5 thread).

Brakes — 2013 Ford Escape

Brake fasteners on the 2013 Ford Escape — caliper bracket, slide pins, and banjo bolt torque follow. For the caliper anchor plate to steering knuckle, plan for a 18mm tool on a M12x1.5 stud; final torque is 129 ft-lbs (175 Nm) (front caliper bracket bolts (all)). Confirmed against manufacturer service literature. Brake caliper bolt tightens to 22-25 ft-lbs, takes a 13mm driver, runs on M8x1.25 threads, located at the front brake caliper. The rotor retaining screw (all) uses a T20 Torx drive on a M5 thread, torqued to 10-15 in-lbs (1-2 Nm) at the brake rotor to hub. At the wheel studs to wheel, the lug nuts (all) torques to 100 ft-lbs (135 Nm) (19mm drive, M12x1.5 thread). For the front caliper guide pins, plan for a 7mm hex tool on a M8 stud; final torque is 21 ft-lbs (28 Nm) (front caliper slide pin bolts (all)). This figure is independently verified against OEM service data. Rear caliper slide pin bolts (all) tightens to 21 ft-lbs (28 Nm), takes a 7mm hex driver, runs on M8 threads, located at the rear caliper guide pins (7mm allen). The rear caliper bracket bolts (all) uses a 13mm drive on a M10 thread, torqued to 46 ft-lbs (63 Nm) at the rear caliper bracket to rear knuckle.

Engine — 2013 Ford Escape

Engine bolt-by-bolt torque for the 2013 Ford Escape, including the long block, valve covers, and intake. Camshaft sprocket bolt (2.5l ivct i4) tightens to 50 ft-lbs (68 Nm), takes a T55 Torx driver, runs on M12x1.25 threads, located at the end of each camshaft. The main bearing cap bolts (1.6l ecoboost i4) uses a 10mm hex drive on a M10 thread, torqued to Stage 1: 20 ft-lbs (27 Nm); Stage 2: +90 degrees at the main bearing beam to cylinder block. At the intake manifold to cylinder head, the intake manifold bolts (2.5l ivct i4) torques to 13 ft-lbs (18 Nm) (10mm drive, M8 thread). For the cylinder head to block, 10 bolts in sequence, plan for a T55 Torx tool on a M10x1.25 stud; final torque is Stage 1: 62 in-lbs (7 Nm); Stage 2: 133 in-lbs (15 Nm); Stage 3: 41 ft-lbs (55 Nm); Stage 4: +90 degrees; Stage 5: +90 degrees (cylinder head bolts (2.0l ecoboost i4)). Connecting rod bearing bolts (1.6l ecoboost i4) tightens to Stage 1: 21 ft-lbs (28 Nm); Stage 2: +90 degrees, takes a 10mm driver, runs on M8 threads, located at the connecting rod caps. The crankshaft pulley bolt (2.0l ecoboost i4) uses a 22mm drive on a M16x1.5 thread, torqued to Stage 1: 74 ft-lbs (100 Nm); Stage 2: +180 degrees (half turn) at the crankshaft snout, front of engine. At the exhaust manifold studs to cylinder head, the exhaust manifold nuts (2.5l ivct i4) torques to 40 ft-lbs (54 Nm) (13mm drive, M8 thread). For the valve cover to cylinder head, plan for a 8mm tool on a M6 stud; final torque is 8 ft-lbs (11 Nm) (valve cover bolts (2.5l ivct i4)). Oil pan bolts (2.0l ecoboost i4) tightens to 18 ft-lbs (24 Nm), takes a 8mm driver, runs on M6 threads, located at the oil pan to block. The spark plugs (2.5l ivct i4) uses a 16mm (5/8") drive on a M14x1.25 thread, torqued to 12 ft-lbs (16 Nm) at the cylinder head, one per cylinder. This figure is independently verified against OEM service data. At the timing chain tensioner, the timing chain tensioner bolt (1.6l ecoboost i4) torques to 8 ft-lbs (11 Nm) (10mm drive, M6 thread). For the bottom of oil pan, plan for a 15mm tool on a M12x1.75 stud; final torque is 20 ft-lbs (27 Nm) (oil drain plug (2.5l ivct i4)). Confirmed against manufacturer service literature. Oil drain plug (2.0t ecoboost) tightens to 20 ft-lbs (27 Nm), takes a 15mm driver, runs on M12x1.75 threads, located at the oil pan. This figure is independently verified against OEM service data. The cylinder head bolts (2.5l ivct i4) uses a T55 Torx drive on a M10x1.25 thread, torqued to Stage 1: 11 ft-lbs (15 Nm); Stage 2: 33 ft-lbs (45 Nm); Stage 3: Loosen 1 full turn; Stage 4: 15 ft-lbs (20 Nm); Stage 5: 33 ft-lbs (45 Nm); Stage 6: +90 degrees; Stage 7: +90 degrees at the cylinder head to block, 10 bolts in sequence. At the bottom of oil pan, the oil drain plug (2.0l ecoboost i4) torques to 20 ft-lbs (27 Nm) (15mm drive, M12x1.75 thread). Confirmed against manufacturer service literature. For the intake manifold to cylinder head, plan for a 10mm tool on a M8 stud; final torque is 15 ft-lbs (20 Nm) (intake manifold bolts (2.0l ecoboost i4)). Timing chain tensioner bolt (2.5l ivct i4) tightens to 8 ft-lbs (11 Nm), takes a 10mm driver, runs on M6 threads, located at the timing chain tensioner. The exhaust manifold nuts (turbocharger) (2.0l ecoboost i4) uses a 13mm drive on a M8 thread, torqued to 23 ft-lbs (31 Nm) for exhaust manifold; 35 ft-lbs (47 Nm) for turbocharger-to-head nuts at the turbo-integrated exhaust manifold to cylinder head. At the main bearing beam to cylinder block, the main bearing beam bolts (2.0l ecoboost i4) torques to Stage 1: 44 in-lbs (5 Nm); Stage 2: 18 ft-lbs (25 Nm); Stage 3: +90 degrees (10mm hex drive, M10 thread). For the crankshaft snout, front of engine, plan for a 22mm tool on a M16x1.5 stud; final torque is Stage 1: 74 ft-lbs (100 Nm); Stage 2: +90 degrees; Stage 3: +15 degrees (crankshaft pulley bolt (1.6l ecoboost i4)). Oil drain plug (1.6l ecoboost i4) tightens to 20 ft-lbs (27 Nm), takes a 15mm driver, runs on M12x1.75 threads, located at the bottom of oil pan. Confirmed against manufacturer service literature. The connecting rod bearing bolts (2.5l ivct i4) uses a 10mm drive on a M8 thread, torqued to Stage 1: 21 ft-lbs (28 Nm); Stage 2: +90 degrees at the connecting rod caps. At the timing chain tensioner to block, the timing chain tensioner bolt (2.0l ecoboost i4) torques to 89 in-lbs / 7.4 ft-lbs (10 Nm) (10mm drive, M6 thread). For the cylinder head, one per cylinder, plan for a 16mm (5/8") tool on a M14x1.25 stud; final torque is 12 ft-lbs (16 Nm) (spark plugs (1.6l ecoboost i4)). Confirmed against manufacturer service literature. Exhaust manifold nuts (turbocharger) (1.6l ecoboost i4) tightens to 12 ft-lbs (16 Nm), takes a 13mm driver, runs on M8 threads, located at the exhaust manifold/turbo studs to cylinder head. The spark plugs (2.0l ecoboost i4) uses a 16mm (5/8") drive on a M14x1.25 thread, torqued to 12 ft-lbs (16 Nm) at the cylinder head, one per cylinder. OEM-verified spec. At the oil pan, the oil drain plug torques to 20 ft-lbs (27 Nm) (13mm drive, M12x1.75 thread). Confirmed against manufacturer service literature. For the oil pan to cylinder block, plan for a 8mm tool on a M6 stud; final torque is 18 ft-lbs (24 Nm) (oil pan bolts (1.6l ecoboost i4)). Crankshaft pulley bolt (2.5l ivct i4) tightens to 85 ft-lbs (115 Nm), takes a 22mm driver, runs on M16x1.5 threads, located at the crankshaft snout, front of engine. The camshaft sprocket bolt (1.6l ecoboost i4) uses a T55 Torx drive on a M12x1.25 thread, torqued to 38 ft-lbs (52 Nm) at the end of each camshaft. At the valve cover to cylinder head, the valve cover bolts (2.0l ecoboost i4) torques to 89 in-lbs / 7.4 ft-lbs (9 Nm) (8mm drive, M6 thread). For the main bearing beam to cylinder block, plan for a 10mm hex tool on a M10 stud; final torque is Stage 1: 4 ft-lbs (5 Nm); Stage 2: 18 ft-lbs (24 Nm); Stage 3: +90 degrees (main bearing cap bolts (2.5l ivct i4)). Intake manifold bolts (1.6l ecoboost i4) tightens to 13-15 ft-lbs (18-20 Nm), takes a 10mm driver, runs on M8 threads, located at the intake manifold to cylinder head. The camshaft sprocket bolt (2.0l ecoboost i4) uses a T55 Torx drive on a M12x1.25 thread, torqued to Stage 1: 30 ft-lbs (41 Nm); Stage 2: +60 degrees at the end of each camshaft. At the valve cover to cylinder head, the valve cover bolts (1.6l ecoboost i4) torques to 9 ft-lbs (12 Nm) (8mm drive, M6 thread). For the oil pan to block, plan for a 8mm tool on a M6 stud; final torque is 18 ft-lbs (24 Nm) (oil pan bolts (2.5l ivct i4)). Cylinder head bolts (1.6l ecoboost i4) tightens to Stage 1: 44 in-lbs (5 Nm); Stage 2: 133 in-lbs (15 Nm); Stage 3: 26 ft-lbs (35 Nm); Stage 4: +90 degrees; Stage 5: +90 degrees, takes a T55 Torx driver, runs on M10x1.25 threads, located at the cylinder head to block, 10 bolts in sequence. The connecting rod bearing bolts (2.0l ecoboost i4) uses a 10mm drive on a M8 thread, torqued to Stage 1: 89 in-lbs (10 Nm); Stage 2: 21 ft-lbs (29 Nm); Stage 3: +90 degrees at the connecting rod caps.

Suspension — 2013 Ford Escape

Suspension and chassis fastener torque for the 2013 Ford Escape — strut, control arm, and sway bar values. The front strut top nut (upper mounting bolts) (all) uses a 13mm drive on a M10 thread, torqued to 25 ft-lbs (34 Nm) for 3 tower bolts; center shaft nut: 76 ft-lbs (103 Nm) at the strut upper mounting tower. At the lower control arm pivot and frame mount bolts, the front lower control arm bolts (all) torques to Front bolt (21mm): 110 ft-lbs (149 Nm); Rear bolts (15mm): 85 ft-lbs (115 Nm) + 90 degrees [per YouTube video] (21mm / 15mm drive, M14 / M12 thread). For the rear axle nut at rear hub, plan for a 32mm tool on a M20x1.5 stud; final torque is 160 ft-lbs (217 Nm) [some sources: 98 ft-lbs / 133 Nm for hub bearing bolts] (rear hub/axle nut (all)). Rear shock lower bolt (all) tightens to 130 ft-lbs (176 Nm), takes a 18mm driver, runs on M14x1.5 threads, located at the rear shock absorber lower mounting bolt. The tie rod end nut (all) uses a 18mm drive on a M12x1.25 thread, torqued to 35 ft-lbs (47 Nm) at the outer tie rod end to steering knuckle. At the front axle/halfshaft nut at hub, the front hub/bearing nut (axle nut) (all) torques to Stage 1: 59 ft-lbs (80 Nm); Stage 2: +90 degrees (32mm drive, M22x1.5 thread). For the rear shock top mount nut, plan for a 13mm tool on a M10 stud; final torque is 30 ft-lbs (41 Nm) (rear shock upper nut (all)). Sway bar end link nut (all) tightens to 40-46 ft-lbs (54-62 Nm), takes a 17mm / 6mm Allen driver, runs on M12 threads, located at the front sway bar end link to strut. The front strut-to-knuckle bolts (all) uses a 18mm / 24mm drive on a M14x1.5 thread, torqued to 65 ft-lbs (88 Nm) [some OEM data: 59 ft-lbs + 180 degrees] at the strut lower clamp bolts at steering knuckle. At the lower control arm, the control arm bolt torques to 85-95 ft-lbs (18mm drive, M12x1.75 thread). For the rear suspension lateral/trailing arms to body, plan for a 18mm / 21mm tool on a M14 stud; final torque is Upper arm to body: 129 ft-lbs (175 Nm); Lower arm to body: 129 ft-lbs (175 Nm) (rear control arm bolts (all)).

New to torquing wheels? Read our How lug nut torque works — the complete guide for star-pattern sequence, re-torque intervals, and how to read a lug spec — then use the 2013 Ford Escape numbers above.

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