2010 Ford F-150 Lug Nut Torque & Bolt Specs

The 2010 Ford F-150 lug nut torque is 150 ft-lbs (203 Nm), tightened with a 21mm 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: 21mm · Thread: M14x2.0.

This page is the OEM-referenced fastener summary for the 2010 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 2010 Ford F-150

Repair guidance for this model year

For 2010 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

Frequently asked questions

What is the lug nut torque on a 2010 Ford F-150?

The OEM-specified lug-nut torque for the 2010 Ford F-150 is 150 ft-lbs (203 Nm), using a 21mm 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 2010 Ford F-150 lug nuts?

The 2010 Ford F-150 uses a 21mm 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 2010 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.

→ 2010 Ford F-150 oil drain plug torque & size

→ 2010 Ford F-150 suspension & steering torque specs (control arm, ball joint, tie rod)

→ 2010 Ford F-150 engine & transmission mount torque specs

→ 2010 Ford F-150 brake job torque specs (caliper, bracket & slide pins)

All 111 2010 Ford F-150 fastener specs

Per-bolt torque, wrench size, and thread spec for the 2010 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 — 2010 Ford F-150

Wheel and lug nut spec for the 2010 Ford F-150. The wheel lug nut uses a 21mm drive on a M14x2.0 thread, torqued to 150 ft-lbs (203 Nm) at the wheels. At the wheels, the lug nut torques to 150 ft-lbs (203 Nm) (21mm drive, M14 x 1.5 thread).

Brakes — 2010 Ford F-150

Brake fasteners on the 2010 Ford F-150 — caliper bracket, slide pins, and banjo bolt torque follow. At the abs tone ring sensor to knuckle, the abs wheel speed sensor bolt torques to 20 ft-lbs (10mm drive, M8 thread). For the brake hose to caliper inlet, plan for a 14mm tool on a M10 banjo stud; final torque is 26 ft-lbs (brake caliper banjo bolt (brake hose flow bolt)). Rear brake caliper guide pin bolts tightens to 22 ft-lbs, takes a 11mm driver, runs on M8 threads, located at the rear caliper guide pins. The front brake caliper guide pin bolts uses a 13mm drive on a M10 thread, torqued to 27 ft-lbs at the caliper guide pins / slide pins (front). At the dust shield to knuckle/axle, the brake disc shield bolts torques to 159 in-lbs (10mm drive, M8 thread). For the brake hose bracket to wheel knuckle, plan for a 10mm tool on a M10 stud; final torque is 22 ft-lbs (brake flexible hose bracket bolt). Front brake caliper bracket bolts (anchor plate) tightens to 184 ft-lbs, takes a 18mm driver, runs on M14 threads, located at the caliper bracket to front steering knuckle. The front brake caliper bracket bolt uses a 24mm drive on a M16x2.0 thread, torqued to 185 ft-lbs (250 Nm) at the front wheel hub. At the front brake caliper, the brake caliper bolt torques to 25-30 ft-lbs (13mm drive, M8x1.25 thread). For the rear caliper bracket to rear axle knuckle, plan for a 18mm tool on a M14 stud; final torque is 184 ft-lbs (rear brake caliper bracket bolts (anchor plate)).

Engine — 2010 Ford F-150

Engine bolt-by-bolt torque for the 2010 Ford F-150, including the long block, valve covers, and intake. For the valve cover to cylinder head, plan for a 8mm tool on a M6 stud; final torque is 89 in-lbs (valve cover bolts (cam cover)). Intake manifold bolts (lower — to cylinder heads) tightens to Stage 1: 18 lb-in; Stage 2: 71-106 lb-in (approx 89 in-lbs target) per Ford FSM; Summit Racing: 100 in-lbs + 30 degrees TTY, 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 coil-on-plug (ignition coil) bolts uses a 8mm drive on a M6 thread, torqued to 53 in-lbs at the individual ignition coils to valve cover. At the oil pump to block, the oil pump bolts torques to 177 in-lbs then +60° (10mm drive, M8 thread). For the thermostat housing / coolant outlet, plan for a 8mm tool on a M6 stud; final torque is 89 in-lbs (thermostat housing bolts). Timing chain tensioner bolts tightens to 18 ft-lbs, takes a 10mm driver, runs on M8 threads, located at the hydraulic timing chain tensioner to block/head. The engine mount through nut (rh side) uses a 24 mm drive on a M16x1.5 thread, torqued to 184 ft-lbs (250 Nm) at the right-side engine mount through-bolt nut. At the crankshaft rear flange, the flexplate / flywheel bolts torques to 177 in-lbs then +60° (13mm drive, M10 thread). For the camshaft bearing caps to cylinder head, plan for a 8mm or T30 Torx tool on a M6 stud; final torque is 53 in-lbs then +45° (camshaft journal / bearing cap bolts). Connecting rod bolts tightens to 32 ft-lbs + 105°, takes a 10mm driver, runs on M9 threads, located at the connecting rod cap to rod. The throttle body bolts uses a 10 mm drive on a M6 thread, torqued to Stage 1: 80 in-lbs; Stage 2: +90 degrees additional (per 2004-2008 F-150 Fear No Fix repair video); FSM: 89 in-lbs final at the throttle body to upper intake manifold, 4 bolts. At the engine block near oil filter, the oil pressure switch torques to 10 ft-lbs (14 Nm) (22 mm or sender socket drive, 1/8 NPT tapered pipe thread). For the each bank, 2 bolts per tensioner (4 bolts total), plan for a 13 mm tool on a M8x1.25 stud; final torque is 18 ft-lbs (25 Nm) (timing chain hydraulic tensioner bolts (each bank)). Vct solenoid bolts tightens to 70 in-lbs then +30°, takes a 8mm driver, runs on M6 threads, located at the vct oil control solenoid to cylinder head. The main bearing cap bolts (inner vertical) uses a 13mm drive on a M11 thread, torqued to Stage 1: 89 in-lbs (all) | Stage 2: 18 ft-lbs (inner) | Stage 3: 30 ft-lbs (oute (see notes for full sequence) at the main bearing caps to block. At the water pump to timing cover/block, the water pump bolts (coolant pump) torques to 177 in-lbs then +60° (10mm drive, M8 thread). For the fuel rail to intake manifold (both banks), plan for a 8 mm tool on a M6 stud; final torque is 89 in-lbs (10 Nm) — FSM; Summit Racing: 89 in-lbs + 90 degrees TTY (fuel rail (injection supply manifold) bolts). Vct phaser assembly bolts (cam phaser/sprocket bolts) tightens to 133 in-lbs then +90°, takes a 10mm or T40 Torx driver, runs on M8 threads, located at the camshaft phaser to camshaft. The water pump pulley bolts uses a 10 mm drive on a M8 thread, torqued to 18 ft-lbs (25 Nm) at the pulley to water pump hub. At the along top of each camshaft, all regular caps, the camshaft bearing cap bolts (all journal caps) torques to Initial 53 in-lbs, then +45 degrees (TTY per Summit Racing); final value 89 in-lbs (10 Nm) (8 mm drive, M6 thread). For the lh and rh motor mount bracket-to-block, each side, plan for a 18 mm tool on a M12x1.5 stud; final torque is 46 ft-lbs (63 Nm) (engine mount insulator bracket to cylinder block bolts). Engine mount insulator bracket to engine support insulator bolts tightens to 53 ft-lbs (72 Nm), takes a 18 mm driver, runs on M12x1.5 threads, located at the bracket connecting block-mounted bracket to rubber mount insulator. 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 exhaust manifold stud-in-head, m10 studs, the exhaust manifold studs (to cylinder head) torques to 9 ft-lbs (12 Nm) (Stud installer or double-nut method drive, M10x1.5 (stud into aluminum head) thread). For the one sensor per bank near vct housing at front of head (2 total), plan for a 8 mm or T30 Torx tool on a M6 stud; final torque is 89 in-lbs (10 Nm) (camshaft position (cmp) sensor bolt). Heated oxygen sensor (ho2s) tightens to 34 ft-lbs (46 Nm), takes a 22 mm O2 sensor socket driver, runs on M18x1.5 threads, located at the exhaust manifold and downstream pipes (4 sensors total). The cylinder head bolts uses a 13mm (2011 12mm bolt), 12mm (2012-2014 11mm bolt) drive on a M11x2.0 (2011) / M11x1.5 (2012-2014) thread, torqued to Stage 1: 30 ft-lbs | Stage 2: +90° | Stage 3: +90° at the cylinder head to block. At the engine mount bracket to cylinder block, the engine mount / insulator bracket-to-block bolts torques to 46 ft-lbs (bracket to block) (18mm drive, M12 thread). For the manifold-to-y-pipe collector flange nuts, plan for a 15 mm tool on a M10x1.5 stud; final torque is 30 ft-lbs (40 Nm) (exhaust manifold to y-pipe / catalytic converter nuts). Valve cover bolts (lh and rh) tightens to 89 in-lbs (10 Nm), takes a 8 mm driver, runs on M6 threads, located at the top of each cylinder head; 15 bolts lh, 14 bolts rh. The harmonic balancer / crankshaft damper pulley bolt uses a 1-3/16 in or 30 mm drive on a M20x1.5 thread, torqued to Stage 1: 103 ft-lbs; Stage 2: back off 1/4 turn (90 degrees); Stage 3: 74 ft-lbs final (Summit Racing procedure). Alternative Ford procedure: 90 Nm, loosen 1 full turn, retighten 50 Nm, then +85-95 de at the front of crankshaft, single center bolt. At the high-pressure line fitting at pump or steering gear, the power steering pressure tube fitting torques to 48 ft-lbs (65 Nm) (19 mm drive, Metric flare or AN fitting 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). 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 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 water pump to engine front cover, the water pump bolts torques to 18 ft-lbs (25 Nm) (10 mm drive, M8x1.25 thread). For the exhaust manifold to cylinder head, plan for a 13mm tool on a M8 studs / M8 nuts stud; final torque is Stage 1: 18 ft-lbs | Stage 2: 26 ft-lbs (exhaust manifold bolts/nuts). 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 timing chain guide bolts uses a 8mm drive on a M6 thread, torqued to 89 in-lbs at the chain guides to block/head. At the main bearing cap lateral cross-bolts, the main bearing cap cross bolts (side bolts) torques to 30 ft-lbs then +90° (12mm drive, M10 thread). For the pickup tube flange to oil pump body, plan for a 8 mm tool on a M6 stud; final torque is 89 in-lbs (10 Nm); Summit Racing adds +45 degrees for performance (oil pump screen and pickup tube to oil pump bolts). Oil pan bolts tightens to 89 in-lbs then +45°, takes a 8mm driver, runs on M6 threads, located at the oil pan to block. The accessory drive belt idler pulley bolt uses a 15 mm drive on a M10x1.25 thread, torqued to 18 ft-lbs (25 Nm) at the idler pulley bracket, front of engine. 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 intake manifold to cylinder heads, plan for a 10mm tool on a M8 stud; final torque is 100 in-lbs then +30° (intake manifold bolts). A/c compressor bolts tightens to 18 ft-lbs (25 Nm), takes a 15 mm driver, runs on M10 threads, located at the a/c compressor to bracket and block. The flexplate bolts (automatic transmission) uses a 12 mm drive on a M12x1.25 thread, torqued to 59 ft-lbs (80 Nm) — OEM FSM; Summit Racing performance: 177 in-lbs + 60 degrees TTY at the flexplate to crankshaft, rear of engine (6 bolts). 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 exhaust manifold nuts on studs, both banks, plan for a 15 mm tool on a M10x1.5 stud; final torque is 18 ft-lbs (25 Nm) per OEM FSM; Summit Racing two-pass: 18 ft-lbs then 26 ft-lbs (exhaust manifold nuts (manifold to head)). Oil filter adapter bolts tightens to 18 ft-lbs (25 Nm), takes a 10 mm driver, runs on M8x1.25 threads, located at the oil filter adapter plate to engine block. The harmonic balancer bolt (crankshaft damper) uses a 1-1/4 in (32mm) drive on a M20 thread, torqued to Stage 1: 103 ft-lbs | Stage 2: Loosen 1/4 turn | Stage 3: 74 ft-lbs at the crankshaft snout. At the bellhousing lower inspection / dust cover, the flexplate inspection cover bolts torques to 25 ft-lbs (34 Nm) (15 mm drive, M10 thread). For the bottom of oil pan, threaded drain hole, plan for a 15 mm tool on a M14x1.5 stud; final torque is 10 ft-lbs (14 Nm) (oil pan drain plug). Ignition coil bolt (coil-on-plug) tightens to 53 in-lbs (6 Nm), takes a 8 mm driver, runs on M6 threads, located at the each coil-on-plug to valve cover, 1 bolt per coil (8 total). The generator (alternator) lower mounting bolts uses a 15 mm drive on a M10 thread, torqued to 18 ft-lbs (25 Nm) at the alternator to bracket lower pivot bolt. At the belt tensioner to front of engine block, the accessory drive belt tensioner bolts torques to 18 ft-lbs (25 Nm) (15 mm drive, M10x1.25 thread). For the engine front cover to block, plan for a 10mm tool on a M8 stud; final torque is 18 ft-lbs then +60° (engine front cover (timing cover) bolts). Engine front cover bolts (timing cover) tightens to Stage 1 (bolts 1-5): 18 ft-lbs (25 Nm); Stage 2 (bolts 6-7): 35 ft-lbs (50 Nm); Stage 3 (bolts 8, 11-15): 18 ft-lbs (25 Nm); Final: +60 degrees TTY per Summit Racing, 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. The oil drain plug uses a 15mm drive on a M14x1.5 thread, torqued to 19 ft-lbs at the bottom of oil pan. At the cylinder head, the spark plug torques to 11 ft-lbs (15 Nm) (16mm Socket drive, M14 x 1.25 thread).

Drivetrain — 2010 Ford F-150

Drivetrain and driveline fasteners for the 2010 Ford F-150 — axle, transmission, and differential plugs. Transmission-to-engine bolts (bellhousing) tightens to 44 ft-lbs (60 Nm), takes a See notes driver, located at the transmission bellhousing to engine block. The front driveshaft flange bolts (4x4) uses a 12mm 12-point drive on a M10 12-point thread, torqued to 76 ft-lbs at the front driveshaft to front differential / transfer case. At the pinion shaft, rear differential, the pinion nut (rear differential) torques to Crush sleeve method – torque to achieve 15-19 in-lbs new bearing preload (1-5/16 in or 33mm drive, M30 fine thread). For the transmission mount to crossmember/frame, plan for a 18mm tool on a M12 stud; final torque is 76 ft-lbs (crossmember to frame) / 35 ft-lbs (mount to transmission) (transmission crossmember / mount bolts). Rear differential housing cover bolts (9.75-in axle) tightens to 35 ft-lbs (48 Nm), takes a 13mm driver, located at the rear differential cover, 9.75-in axle. The front driveshaft to transfer case output flange bolts (4wd) uses a 12-point socket (see notes) drive, torqued to 76 ft-lbs (103 Nm) at the front driveshaft, 4wd models. At the ring gear to carrier, 9.75-in axle, the rear differential ring gear bolts (9.75-in axle) torques to 110 ft-lbs (149 Nm) (See notes drive). For the transfer case adapter, 4wd, plan for a See notes tool; final torque is 37 ft-lbs (50 Nm) (transfer case to transmission adapter bolts and nuts (4wd)). Rear differential ring gear bolts tightens to 75 ft-lbs, takes a 18mm driver, runs on M12 threads, located at the ring gear to differential carrier. The rear axle differential bearing cap bolts (8.8-in) uses a See notes drive, torqued to 77 ft-lbs (105 Nm) at the rear differential, 8.8-in axle. At the transmission bellhousing to engine block, the transmission-to-engine (bellhousing) bolts torques to 35 ft-lbs (15mm drive, M10 thread). For the transmission mount to crossmember, plan for a See notes tool; final torque is 76 ft-lbs (103 Nm) (transmission mount nuts (mount to crossmember)). Rear driveshaft flange bolts tightens to 76 ft-lbs, takes a 12mm 12-point driver, runs on M10 12-point threads, located at the rear driveshaft to rear axle flange / transfer case output. The front halfshaft (cv axle) flange bolts to front differential output shaft uses a See notes drive, torqued to 60 ft-lbs (82 Nm) at the front axle, 4wd. At the transfer case adapter to transmission, the transfer case adapter bolts (4x4) torques to 37 ft-lbs (15mm drive, M10 thread). For the rear axle to frame, plan for a See notes tool; final torque is 66 ft-lbs (89 Nm) (rear axle housing mounting bolts (to frame/hanger brackets)). Rear differential cover bolts (9.75-in aam) tightens to 33 ft-lbs, takes a 13mm driver, runs on M10 threads, located at the rear differential cover. 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 rear driveshaft yoke to pinion flange, the rear driveshaft to rear axle pinion flange bolts torques to 76 ft-lbs (103 Nm) (12-point socket (see notes) drive). For the transmission crossmember, plan for a See notes tool; final torque is 66 ft-lbs (90 Nm) (transmission crossmember to frame bolts). Rear differential filler plug tightens to 22 ft-lbs (30 Nm), takes a 3/8-in square driver, runs on 3/8-in square drive threads, located at the rear differential housing. The rear axle pinion nut (crush sleeve axle) uses a 1-5/16 in or 33mm drive, torqued to Minimum 140 ft-lbs initial; final per rotational preload spec at the rear differential pinion. At the rear differential carrier, the rear axle differential pinion shaft lock bolt torques to 22 ft-lbs (30 Nm) (See notes drive). For the rear differential cover, 8.8-in axle, plan for a 13mm tool; final torque is 33 ft-lbs (46 Nm) (rear differential housing cover bolts (8.8-in axle — steel cover)). Rear differential ring gear bolts (8.8-in axle) tightens to 77 ft-lbs (105 Nm), takes a 5/8 in driver, located at the ring gear to carrier, 8.8-in axle. The transfer case electronic shift motor bolts uses a 8mm drive, torqued to 89 in-lbs (10 Nm) at the transfer case, 4wd electronic shift models.

Suspension & Steering — 2010 Ford F-150

Suspension & Steering fasteners on the 2010 Ford F-150. The rear leaf spring u-bolt nuts uses a 7/8 in drive on a 9/16-18 Grade 8 thread, torqued to Stage 1: 30 ft-lbs | Stage 2: 59 ft-lbs | Stage 3: 89 ft-lbs at the rear leaf spring u-bolts to axle pad. At the upper control arm inner bushing bolts to frame, the front upper control arm bolts (silent block) torques to 111 ft-lbs (21mm drive, M14 thread). For the rear shock lower mount to rear lower control arm, plan for a 30mm tool on a M20 stud; final torque is 351 ft-lbs (shock absorber-to-lower arm bolt/nut (rear)). Front lower control arm bolts (pivot / silent block) tightens to 258 ft-lbs, takes a 27mm (nut) / 21mm (bolt) driver, runs on M20 threads, located at the front and rear lower control arm pivot bolts to frame/crossmember. The upper ball joint nut uses a 21mm drive on a M14 thread, torqued to 85 ft-lbs at the upper ball joint stud to steering knuckle. At the front sway bar to lower control arm, the sway bar end links (front) torques to 59 ft-lbs (18mm drive, M12 thread). For the outer tie rod end to steering knuckle, plan for a 21mm tool on a M14 stud; final torque is 85 ft-lbs (tie rod end nut). Strut lower pinch bolt / nut tightens to 406 ft-lbs, takes a 30mm driver, runs on M20 threads, located at the strut lower end to lower control arm. The lower ball joint nut uses a 24mm drive on a M16 thread, torqued to 111 ft-lbs at the lower ball joint stud to steering knuckle. At the strut rod nut through upper strut tower, the upper strut tower nuts (top mount) torques to 46-47 ft-lbs (21mm drive, M14 thread). For the wheel studs, all four corners, plan for a 21mm tool on a M14x2.0 stud; final torque is 150 ft-lbs (203 Nm) (wheel lug nuts).

Body/Frame — 2010 Ford F-150

Body/Frame fasteners on the 2010 Ford F-150. At the truck bed to frame, the bed mount bolts torques to 52-55 ft-lbs (18mm drive, M12 thread). For the body-to-frame cab mounts, plan for a 15mm (bottom) / 22mm (cage nut) tool on a M14 stud; final torque is 85 ft-lbs (cab mount bolts).

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 2010 Ford F-150 numbers above.

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