2005 Ford F-150 Lug Nut Torque & Bolt Specs

The 2005 Ford F-150 lug nut torque is 150 ft-lbs (203 Nm), tightened with a 21 mm socket on M14x2.0 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: 150 ft-lbs (203 Nm) · Socket size: 21 mm · Thread: M14x2.0.

This page is the OEM-referenced fastener summary for the 2005 Ford F-150. 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 2005 Ford F-150

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 2005 model-year work: Always use a calibrated torque wrench for safety-critical fasteners, and replace lock washers and crush washers on every 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 2005 Ford F-150?

The OEM-specified lug-nut torque for the 2005 Ford F-150 is 150 ft-lbs (203 Nm), using a 21 mm socket on M14x2.0 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 2005 Ford F-150 lug nuts?

The 2005 Ford F-150 uses a 21 mm 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 2005 Ford F-150 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 F-150 years

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

→ 2005 Ford F-150 oil drain plug torque & size

→ 2005 Ford F-150 suspension & steering torque specs (control arm, ball joint, tie rod)

→ 2005 Ford F-150 engine & transmission mount torque specs

All 104 2005 Ford F-150 fastener specs

Per-bolt torque, wrench size, and thread spec for the 2005 Ford F-150, sourced from OEM service literature and verified against community shop data. Values pair imperial (ft-lb) and metric (Nm) where the manufacturer publishes both.

Wheels — 2005 Ford F-150

Wheel and lug nut spec for the 2005 Ford F-150. For the wheels, plan for a 21mm tool on a M14x2.0 stud; final torque is 150 ft-lbs (203 Nm) (wheel lug nut). Lug nut tightens to 150 ft-lbs (203 Nm), takes a 21mm driver, runs on M14 x 1.5 threads, located at the wheels.

Brakes — 2005 Ford F-150

Brake fasteners on the 2005 Ford F-150 — caliper bracket, slide pins, and banjo bolt torque follow. Rear caliper slide pin / swing bolt (small pivot bolt for hinged caliper style) tightens to 27 ft-lbs, takes a 14 mm driver, runs on M10 threads, located at the hinged single-bolt style rear caliper pivot pin. The rear brake caliper bracket bolts (bracket to rear axle/knuckle) uses a 18 mm drive on a M14x1.5 thread, torqued to 184 ft-lbs at the rear caliper mounting bracket to rear axle flange/knuckle, 2 bolts. At the front caliper guide pin bolts holding caliper to bracket, 2 bolts, the front brake caliper slide pin bolts (caliper body to bracket) torques to 47 ft-lbs (15 mm drive, M12x1.25 thread). For the front wheel hub, plan for a 24mm tool on a M16x2.0 stud; final torque is 185 ft-lbs (250 Nm) (front brake caliper bracket bolt). Banjo bolt (brake hose to caliper — front and rear) tightens to 26 ft-lbs, takes a 17 mm driver, runs on M10 banjo bolt threads, located at the brake flex hose banjo fitting at caliper body. The brake line tube nut fittings uses a 10 mm or 11 mm flare nut (line) wrench drive on a SAE 3/16 inverted flare: 3/8-24 UNF; larger: 7/16-24 UNF thread, torqued to 10-15 ft-lbs for 3/16 lines; 18-22 ft-lbs for larger lines at the all double-flare brake line fittings throughout system. At the front brake caliper, the brake caliper bolt torques to 25-30 ft-lbs (13mm drive, M8x1.25 thread). For the rear caliper slider/guide pin bolts to bracket, 2 bolts, plan for a 14 mm tool on a M10 stud; final torque is 22 ft-lbs (rear brake caliper slide pin bolts (caliper body to bracket)). Front brake caliper bracket bolts (bracket to steering knuckle) tightens to 148 ft-lbs, takes a 18 mm driver, runs on M14x1.5 threads, located at the front brake caliper mounting bracket to steering knuckle, 2 bolts.

Engine — 2005 Ford F-150

Engine bolt-by-bolt torque for the 2005 Ford F-150, including the long block, valve covers, and intake. The thermostat housing bolts uses a 10 mm drive on a M8 thread, torqued to 89 in-lbs (10 Nm) at the thermostat housing to intake manifold coolant crossover. At the engine block lower sides (one per bank), the knock sensor bolt torques to 15 ft-lbs (20 Nm) (13 mm drive, M8 thread). For the bracket connecting block-mounted bracket to rubber mount insulator, plan for a 18 mm tool on a M12x1.5 stud; final torque is 53 ft-lbs (72 Nm) (engine mount insulator bracket to engine support insulator bolts). Main bearing cap cross bolts (side bolts) tightens to 30 ft-lbs initial; then +90 degrees (TTY), takes a 13 mm driver, runs on M10 threads, located at the cross-bolt positions in main bearing caps (numbered 21-30). The crankshaft position (ckp) sensor bolt uses a 8 mm drive on a M6 thread, torqued to 89 in-lbs (10 Nm) at the lower front of block near trigger wheel. At the one sensor per bank near vct housing at front of head (2 total), the camshaft position (cmp) sensor bolt torques to 89 in-lbs (10 Nm) (8 mm or T30 Torx drive, M6 thread). For the oil pan, plan for a 16mm tool on a M14 x 1.5 stud; final torque is 19 ft-lbs (26 Nm) (oil drain plug). Oil filter tightens to 12 ft-lbs (16 Nm), takes a Oil filter cap wrench driver, runs on Spin-on filter (3/4-16 SAE) threads, located at the oil filter housing, passenger side engine block. The oil pan bolts uses a 10 mm drive on a M8x1.25 thread, torqued to Ford FSM 3-stage: Stage 1 ~2 Nm, Stage 2 20 Nm (15 ft-lbs), Stage 3 +60 degrees (see notes for full sequence) at the bottom of engine block, oil sump (m8 hex flange pilot bolts). At the manifold-to-y-pipe collector flange nuts, the exhaust manifold to y-pipe / catalytic converter nuts torques to 30 ft-lbs (40 Nm) (15 mm drive, M10x1.5 thread). For the left-side (driver) engine mount through-bolt, plan for a 24 mm tool on a M16x1.5 stud; final torque is TTY — refer to Ford service manual procedure (engine mount through bolt (lh side)). Torque converter to flexplate nuts tightens to 27 ft-lbs (36 Nm), takes a 15 mm driver, runs on M10 threads, located at the torque converter studs through flexplate, 4 nuts. The valve cover bolts (lh and rh) uses a 8 mm drive on a M6 thread, torqued to 89 in-lbs (10 Nm) at the top of each cylinder head; 15 bolts lh, 14 bolts rh. At the connecting rod big end, 2 bolts per rod (16 total), the connecting rod cap bolts torques to 32 ft-lbs + 105 degrees (TTY) (Torx T45 or 10 mm drive, M9 proprietary (small hex or Torx T45) thread). For the front of crankshaft, single center bolt, plan for a 1-3/16 in or 30 mm tool on a M20x1.5 stud; final torque is Stage 1: 103 ft-lbs (see notes for full sequence) (harmonic balancer / crankshaft damper pulley bolt). Power steering pressure tube fitting tightens to 48 ft-lbs (65 Nm), takes a 19 mm driver, runs on Metric flare or AN fitting threads, located at the high-pressure line fitting at pump or steering gear. The exhaust manifold nuts (manifold to head) uses a 15 mm drive on a M10x1.5 thread, torqued to 18 ft-lbs (25 Nm) per OEM FSM; Summit Racing two-pass: 18 ft-lbs then 26 ft-lbs at the exhaust manifold nuts on studs, both banks. At the each cylinder head, 10 bolts per head (20 total), the cylinder head bolts torques to Stage 1: 30 ft-lbs (all bolts, center-out sequence) (see notes for full sequence) (13 mm 12-point or Torx E14 drive, M11 torque-to-yield head bolt thread). For the cylinder head, plan for a Sensor socket tool on a M12 stud; final torque is 19 ft-lbs (26 Nm) (cylinder head temperature (cht) sensor). Oil pan drain plug tightens to 10 ft-lbs (14 Nm), takes a 15 mm driver, runs on M14x1.5 threads, located at the bottom of oil pan, threaded drain hole. The ignition coil bolt (coil-on-plug) uses a 8 mm drive on a M6 thread, torqued to 53 in-lbs (6 Nm) at the each coil-on-plug to valve cover, 1 bolt per coil (8 total). At the oil pump to engine front cover / block, the oil pump bolts torques to 89 in-lbs (10 Nm) — FSM; Summit Racing: 177 in-lbs + 60 degrees TTY for performance builds (10 mm drive, M8 thread). For the belt tensioner to front of engine block, plan for a 15 mm tool on a M10x1.25 stud; final torque is 18 ft-lbs (25 Nm) (accessory drive belt tensioner bolts). Oil pump screen and pickup tube to oil pump bolts tightens to 89 in-lbs (10 Nm); Summit Racing adds +45 degrees for performance, takes a 8 mm driver, runs on M6 threads, located at the pickup tube flange to oil pump body. The exhaust manifold studs (to cylinder head) uses a Stud installer or double-nut method drive on a M10x1.5 (stud into aluminum head) thread, torqued to 9 ft-lbs (12 Nm) at the exhaust manifold stud-in-head, m10 studs. At the pickup tube brace/spacer to engine block or ladder, the oil pump screen and pickup tube spacer / strap bolt torques to 18 ft-lbs (25 Nm) (10 mm drive, M8x1.25 thread). For the bellhousing lower inspection / dust cover, plan for a 15 mm tool on a M10 stud; final torque is 25 ft-lbs (34 Nm) (flexplate inspection cover bolts). Throttle body bolts tightens to Stage 1: 80 in-lbs (see notes for full sequence), takes a 10 mm driver, runs on M6 threads, located at the throttle body to upper intake manifold, 4 bolts. The engine mount insulator bracket to cylinder block bolts uses a 18 mm drive on a M12x1.5 thread, torqued to 46 ft-lbs (63 Nm) at the lh and rh motor mount bracket-to-block, each side. At the flexplate to crankshaft, rear of engine (6 bolts), the flexplate bolts (automatic transmission) torques to 59 ft-lbs (80 Nm) — OEM FSM; Summit Racing performance: 177 in-lbs + 60 degrees TTY (12 mm drive, M12x1.25 thread). For the cylinder head, plan for a 16mm Socket tool on a M14 x 1.25 stud; final torque is 11 ft-lbs (15 Nm) (spark plug). Water pump pulley bolts tightens to 18 ft-lbs (25 Nm), takes a 10 mm driver, runs on M8 threads, located at the pulley to water pump hub. The water pump bolts uses a 10 mm drive on a M8x1.25 thread, torqued to 18 ft-lbs (25 Nm) at the water pump to engine front cover. At the oil filter adapter plate to engine block, the oil filter adapter bolts torques to 18 ft-lbs (25 Nm) (10 mm drive, M8x1.25 thread). For the right-side engine mount through-bolt nut, plan for a 24 mm tool on a M16x1.5 stud; final torque is 184 ft-lbs (250 Nm) (engine mount through nut (rh side)). Timing chain hydraulic tensioner bolts (each bank) tightens to 18 ft-lbs (25 Nm), takes a 13 mm driver, runs on M8x1.25 threads, located at the each bank, 2 bolts per tensioner (4 bolts total). The cam phaser / vct sprocket assembly bolt (each camshaft) uses a 18 mm (or T60 Torx on some variants) drive on a M12 camshaft bolt thread, torqued to Stage 1: 30 ft-lbs (40 Nm); Stage 2: +90 degrees additional rotation at the front of each camshaft, one bolt per phaser (2 total). At the fuel rail to intake manifold (both banks), the fuel rail (injection supply manifold) bolts torques to 89 in-lbs (10 Nm) — FSM; Summit Racing: 89 in-lbs + 90 degrees TTY (8 mm drive, M6 thread). For the alternator to bracket lower pivot bolt, plan for a 15 mm tool on a M10 stud; final torque is 18 ft-lbs (25 Nm) (generator (alternator) lower mounting bolts). Intake manifold bolts (lower — to cylinder heads) tightens to Stage 1: 18 lb-in (see notes for full sequence), takes a 10 mm driver, runs on M8x1.25 threads, located at the lower intake manifold to cylinder heads, 4 bolts per side (8 total). The camshaft bearing cap bolts (all journal caps) uses a 8 mm drive on a M6 thread, torqued to Initial 53 in-lbs, then +45 degrees (TTY per Summit Racing); final value 89 in-lbs (10 Nm) at the along top of each camshaft, all regular caps. At the idler pulley bracket, front of engine, the accessory drive belt idler pulley bolt torques to 18 ft-lbs (25 Nm) (15 mm drive, M10x1.25 thread). For the lh and rh timing chain guides inside engine front cover area, plan for a 10 mm tool on a M8 stud; final torque is 89 in-lbs (10 Nm) (timing chain guide bolts). Oil pressure switch tightens to 10 ft-lbs (14 Nm), takes a 22 mm or sender socket driver, runs on 1/8 NPT tapered pipe thread threads, located at the engine block near oil filter. The rear main oil seal retainer bolts uses a 8 mm drive on a M6 thread, torqued to 89 in-lbs (10 Nm) at the rear main seal housing to block. At the engine-transmission support crossmember to frame rails, the engine/transmission support frame crossmember bolts torques to Horizontal pinch bolts: 85 ft-lbs (115 Nm); Vertical bolts: 30 ft-lbs (40 Nm) (18 mm (horizontal); 15 mm (vertical) drive, M12 (horizontal); M10 (vertical) thread). For the ps pump to mounting bracket, plan for a 15 mm tool on a M10 stud; final torque is 18 ft-lbs (25 Nm) (power steering pump bolts). Main bearing cap bolts — vertical (inner and outer) tightens to Pass 1: 89 in-lbs (all 1-20) (see notes for full sequence), takes a 13 mm (inner); 10 mm (outer) driver, runs on M11 (inner); M8 (outer side bolts) threads, located at the main bearing caps, numbered 1-20 (inner = bolts 1-10, outer = bolts 11-20). The a/c compressor bolts uses a 15 mm drive on a M10 thread, torqued to 18 ft-lbs (25 Nm) at the a/c compressor to bracket and block. At the center mega journal cap on each camshaft, the camshaft mega journal bearing cap bolts torques to 53 in-lbs + 45 degrees (TTY) (8 mm drive, M6 thread). For the exhaust manifold and downstream pipes (4 sensors total), plan for a 22 mm O2 sensor socket tool on a M18x1.5 stud; final torque is 34 ft-lbs (46 Nm) (heated oxygen sensor (ho2s)). Engine front cover bolts (timing cover) tightens to Stage 1 (bolts 1-5): 18 ft-lbs (25 Nm) (see notes for full sequence), takes a 13 mm / 15 mm driver, runs on M8x1.25 (most); M10x1.5 (2 studs) threads, located at the timing cover to engine block, multiple bolt sizes and positions.

Drivetrain — 2005 Ford F-150

Drivetrain and driveline fasteners for the 2005 Ford F-150 — axle, transmission, and differential plugs. At the front driveshaft u-joint to transfer case output flange, the front driveshaft to transfer case output flange bolts (4wd) torques to 76 ft-lbs (103 Nm) (12-point 12 mm socket drive, M12 12-point thread). For the pinion shaft retention bolt in differential carrier, plan for a 10 mm tool on a M8 stud; final torque is 22 ft-lbs (30 Nm) (rear axle differential pinion shaft lock bolt). Transmission mount nuts (mount to crossmember) tightens to 76 ft-lbs (103 Nm), takes a 18 mm driver, runs on M12x1.5 threads, located at the transmission rubber mount stud nuts at crossmember. The front halfshaft (cv axle) flange bolts to front differential output shaft uses a 12-point 12 mm socket drive on a M12 12-point thread, torqued to 60 ft-lbs (82 Nm) at the cv axle inner flange to front differential output shaft flange (4wd). At the transfer case mounting flange to transmission output adapter, the transfer case to transmission adapter bolts and nuts (4wd) torques to 37 ft-lbs (18 mm drive, M12 thread). For the rear differential housing side or upper plug, plan for a 3/8 in drive square tool on a 3/8 in square drive or 1/4 NPT stud; final torque is 22 ft-lbs (30 Nm) (rear differential filler plug). Rear differential housing cover bolts (8.8-in axle — steel cover) tightens to 33 ft-lbs (46 Nm), takes a 13 mm driver, runs on M10x1.25 threads, located at the rear differential cover, 10 bolts. The rear axle housing mounting bolts (to frame/hanger brackets) uses a 21 mm drive on a M14 thread, torqued to 66 ft-lbs (89 Nm) at the axle housing attachment to suspension components. At the ring gear to differential carrier, 10 bolts, the rear differential ring gear bolts (8.8-in axle) torques to 77 ft-lbs (105 Nm) — FSM; Ford Performance 8.8 sheet: 97-102 ft-lbs (18 mm drive, M12x1.25 LEFT-HAND THREAD thread). For the pinion shaft nut at front of rear differential housing, plan for a 1-3/8 in or 35 mm tool on a 7/8-20 SAE or M22 stud; final torque is Minimum 140 ft-lbs initial (see notes for full sequence) (rear axle pinion nut (crush sleeve axle)). Transmission-to-engine bolts (bellhousing) tightens to 44 ft-lbs (60 Nm), takes a 18 mm driver, runs on M12x1.75 threads, located at the transmission bellhousing to engine block. The differential cover bolt uses a 13mm drive on a M8x1.25 thread, torqued to 25-35 ft-lbs at the differential cover. At the transmission support crossmember to frame rail bolts, the transmission crossmember to frame bolts torques to 66 ft-lbs (18 mm drive, M12x1.5 thread). For the rear driveshaft u-joint strap bolts to rear differential pinion flange, plan for a 12-point 12 mm socket tool on a M12 12-point stud; final torque is 76 ft-lbs (103 Nm) (rear driveshaft to rear axle pinion flange bolts). Rear axle differential bearing cap bolts (8.8-in) tightens to 77 ft-lbs (105 Nm), takes a 18 mm driver, runs on M12x1.25 threads, located at the differential bearing caps in axle housing. The transfer case electronic shift motor bolts uses a 8 mm or T27 Torx drive on a M6 thread, torqued to 89 in-lbs (10 Nm) at the electronic shift motor (encoder motor) to transfer case housing (3 bolts).

Suspension — 2005 Ford F-150

Suspension and chassis fastener torque for the 2005 Ford F-150 — strut, control arm, and sway bar values. For the bottom of front strut/shock unit to lower control arm through-bolt, plan for a 1-3/16 in or 30 mm tool on a M22 or M24 stud; final torque is 351 ft-lbs (front strut lower mount nut (strut to lower control arm)). Outer tie rod end nut tightens to 111 ft-lbs, takes a 21 mm driver, runs on Castle nut, 21 mm threads, located at the outer tie rod ball stud through steering knuckle. The front sway bar bracket to frame bolts uses a 15 mm drive on a M10 thread, torqued to 25 ft-lbs (per Ford spec range 19-25 ft-lbs) at the front sway bar bushing bracket to frame rail. At the front wheel hub bearing to steering knuckle, 4 bolts, the front hub bearing assembly bolts (4wd) torques to 148 ft-lbs (200 Nm) (18 mm drive, M14x1.5 thread). For the pitman arm taper on recirculating ball steering gear output shaft, plan for a 33 mm tool on a SAE taper / M20 stud; final torque is 173-233 ft-lbs (pitman arm to steering gear nut). Idler arm to center link ball stud nut tightens to 56-75 ft-lbs, takes a 21 mm driver, runs on Castle nut, 21 mm threads, located at the idler arm ball stud through center link. The pitman arm to center link (drag link) ball stud nut uses a 21 mm drive on a Castle nut, 21 mm thread, torqued to 56-75 ft-lbs at the pitman arm ball stud through center link. At the cv axle stub nut at front hub, 36 mm center nut, the front cv axle / halfshaft hub retainer nut (4wd center nut) torques to 20 ft-lbs (27 Nm) (36 mm drive, M36 or proprietary thread). For the all four wheels, 6 lug nuts per wheel (24 total), plan for a 21 mm tool on a M14x2.0 stud; final torque is 150 ft-lbs (203 Nm) (lug nuts (all four wheels)). Front lower control arm to frame pivot bolts/nuts tightens to 258 ft-lbs (350 Nm) — confirmed by multiple installation sources (see notes for full sequence), takes a 24-27 mm driver, runs on M16 or M18 threads, located at the lower control arm front and rear frame pivot points. The steering shaft pinch bolt (intermediate shaft to steering gear input) uses a 15 mm drive on a M10 thread, torqued to 30-40 ft-lbs at the intermediate steering shaft to steering gear input pinch bolt. At the idler arm bracket mounting bolts to frame (2 bolts), the idler arm bracket to frame bolts torques to 125-169 ft-lbs (21 mm drive, M14 thread). For the rear wheel hub to rear axle flange, 4 bolts, plan for a 21 mm tool on a M14 stud; final torque is 136 ft-lbs (rear wheel bearing / hub assembly mounting bolts (rear axle flange)). Front strut upper mount nuts (3-stud top hat) tightens to 52 ft-lbs (70 Nm), takes a 18 mm driver, runs on M12 threads, located at the top of front strut/shock through strut tower, 3 nuts. The rear leaf spring u-bolt nuts uses a 15/16 in or 22 mm drive on a 9/16-18 or M14 (check U-bolt dimensions) thread, torqued to 4-stage sequence: Stage 1: 30 ft-lbs (see notes for full sequence) at the rear axle housing u-bolts, 4 nuts per side (8 total). At the top of rear shock at frame hanger bracket, the rear shock absorber upper mount torques to 66 ft-lbs (90 Nm) (18 mm drive, M12 thread). For the bottom of rear shock at rear axle u-bolt plate or bracket, plan for a 21 mm tool on a M14x1.5 stud; final torque is 66 ft-lbs (90 Nm) (rear shock absorber lower mount bolt (to rear axle bracket)). Front hub spindle retainer nut (2wd — large outer spindle nut) tightens to 295-296 ft-lbs, takes a 1-3/4 in or specialized spindle nut socket driver, runs on Large SAE spindle thread threads, located at the outer spindle nut clamping hub/rotor on 2wd models. The front upper control arm to frame pivot nuts uses a 21 mm drive on a M14x1.5 thread, torqued to 114 ft-lbs (per 1A Auto repair video); 83-112 ft-lbs per Ford specs document range at the upper control arm forward and rearward frame pivot bolts. At the sway bar end link lower nut at lower control arm, the front sway bar end link nut (lower, to lca) torques to 66 ft-lbs (18 mm drive, M12 thread). For the lower ball joint taper stud through steering knuckle, plan for a 22 mm tool on a Castle nut, 22 mm stud; final torque is 111 ft-lbs (front lower ball joint nut). Front upper ball joint nut tightens to 85 ft-lbs, takes a 21 mm driver, runs on Castle nut, 21 mm threads, located at the upper ball joint taper stud through steering knuckle. The hub assembly bolt uses a 21mm drive on a M14 x 1.5 thread, torqued to 129 ft-lbs (175 Nm) at the front wheel hub.

Body — 2005 Ford F-150

Body fasteners on the 2005 Ford F-150. Bed mount bolts tightens to 59 ft-lbs, takes a 18 mm driver, runs on M12 threads, located at the pickup bed to frame mounting bolts (typically 6 bolts). The cab mount bolts uses a 15 mm (bottom socket) drive on a M12x1.5 thread, torqued to 76 ft-lbs at the cab body to frame mounting bolts, 6 total (3 per side).

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 2005 Ford F-150 numbers above.

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