2011 Ford F-150 Lug Nut Torque & Bolt Specs

The 2011 Ford F-150 lug nut torque is 177 in-lbs then +60°, tightened with a 13mm socket on M10 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: 177 in-lbs then +60° · Socket size: 13mm · Thread: M10.

This page is the OEM-referenced fastener summary for the 2011 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 2011 Ford F-150

Repair guidance for this model year

For 2011 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 2011 Ford F-150?

The OEM-specified lug-nut torque for the 2011 Ford F-150 is 177 in-lbs then +60°, using a 13mm socket on M10 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 2011 Ford F-150 lug nuts?

The 2011 Ford F-150 uses a 13mm 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 2011 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.

→ 2011 Ford F-150 oil drain plug torque & size

→ 2011 Ford F-150 suspension & steering torque specs (control arm, ball joint, tie rod)

→ 2011 Ford F-150 engine & transmission mount torque specs

All 112 2011 Ford F-150 fastener specs

Per-bolt torque, wrench size, and thread spec for the 2011 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 — 2011 Ford F-150

Wheel and lug nut spec for the 2011 Ford F-150. Wheel lug nut tightens to 150 ft-lbs (203 Nm), takes a 21mm driver, runs on M14x1.5 threads, located at the wheels. The lug nut uses a 21mm drive on a M14 x 1.5 thread, torqued to 150 ft-lbs (203 Nm) at the wheels.

Brakes — 2011 Ford F-150

Brake fasteners on the 2011 Ford F-150 — caliper bracket, slide pins, and banjo bolt torque follow. The abs wheel speed sensor bolt uses a 10mm drive on a M8 thread, torqued to 20 ft-lbs at the abs tone ring sensor to knuckle. At the brake hose bracket to wheel knuckle, the brake flexible hose bracket bolt torques to 22 ft-lbs (10mm drive, M10 thread). For the dust shield to knuckle/axle, plan for a 10mm tool on a M8 stud; final torque is 159 in-lbs (brake disc shield bolts). Brake caliper banjo bolt (brake hose flow bolt) tightens to 26 ft-lbs, takes a 14mm driver, runs on M10 banjo threads, located at the brake hose to caliper inlet. The rear brake caliper bracket bolts (anchor plate) uses a 18mm drive on a M14 thread, torqued to 184 ft-lbs at the rear caliper bracket to rear axle knuckle. At the caliper guide pins / slide pins (front), the front brake caliper guide pin bolts torques to 27 ft-lbs (13mm drive, M10 thread). For the front wheel hub, plan for a 24mm tool on a M16 x 2.0 stud; final torque is 185 ft-lbs (250 Nm) (front brake caliper bracket 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 bracket bolts (anchor plate) uses a 18mm drive on a M14 thread, torqued to 184 ft-lbs at the caliper bracket to front steering knuckle. At the front brake caliper, the brake caliper bolt torques to 25-30 ft-lbs (13mm drive, M8x1.25 thread).

Engine — 2011 Ford F-150

Engine bolt-by-bolt torque for the 2011 Ford F-150, including the long block, valve covers, and intake. 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 crankshaft snout, plan for a 1-1/4 in (32mm) tool on a M20 stud; final torque is Stage 1: 103 ft-lbs | Stage 2: Loosen 1/4 turn | Stage 3: 74 ft-lbs (harmonic balancer bolt (crankshaft damper)). Flexplate inspection cover bolts tightens to 25 ft-lbs (34 Nm), takes a 15 mm driver, runs on M10 threads, located at the bellhousing lower inspection / dust cover. The oil filter uses a Oil filter cap wrench drive on a Spin-on filter (3/4-16 SAE) thread, torqued to 12 ft-lbs (16 Nm) at the oil filter housing, passenger side engine block. At the rear main seal housing to block, the rear main oil seal retainer bolts torques to 89 in-lbs (10 Nm) (8 mm drive, M6 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). Accessory drive belt tensioner bolts tightens to 18 ft-lbs (25 Nm), takes a 15 mm driver, runs on M10x1.25 threads, located at the belt tensioner to front of engine block. The main bearing cap bolts (inner vertical) uses a 13mm drive on a M11 thread, torqued to Stage 1: 177 in-lbs (all) | Stage 2: 30 ft-lbs (outer only) | Stage 3: 48 ft-lbs (see notes for full sequence) at the main bearing caps to block. At the crankshaft rear flange, the flexplate / flywheel bolts torques to 177 in-lbs then +60° (13mm drive, M10 thread). For the exhaust manifold stud-in-head, m10 studs, plan for a Stud installer or double-nut method tool on a M10x1.5 (stud into aluminum head) stud; final torque is 9 ft-lbs (12 Nm) (exhaust manifold studs (to cylinder head)). 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 knock sensor bolt uses a 13 mm drive on a M8 thread, torqued to 15 ft-lbs (20 Nm) at the engine block lower sides (one per bank). At the intake manifold to cylinder heads, the intake manifold bolts torques to 100 in-lbs then +30° (10mm drive, M8 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). Flexplate bolts (automatic transmission) tightens to 59 ft-lbs (80 Nm) — OEM FSM; Summit Racing performance: 177 in-lbs + 60 degrees TTY, takes a 12 mm driver, runs on M12x1.25 threads, located at the flexplate to crankshaft, rear of engine (6 bolts). The torque converter to flexplate nuts uses a 15 mm drive on a M10 thread, torqued to 27 ft-lbs (36 Nm) at the torque converter studs through flexplate, 4 nuts. At the throttle body to upper intake manifold, 4 bolts, the throttle body bolts torques 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 (10 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). Engine mount bracket bolts tightens to 41 ft-lbs, takes a 18mm driver, runs on M12 threads, located at the engine mount bracket to block. 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 valve cover to cylinder head, the valve cover bolts (cam cover) torques to 89 in-lbs (8mm drive, M6 thread). For the vct oil control solenoid to cylinder head, plan for a 8mm tool on a M6 stud; final torque is 70 in-lbs then +30° (vct solenoid bolts). 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 intake manifold bolts (lower — to cylinder heads) uses a 10 mm drive on a M8x1.25 thread, torqued 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 at the lower intake manifold to cylinder heads, 4 bolts per side (8 total). 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 connecting rod cap to rod, plan for a 10mm tool on a M9 stud; final torque is 60 ft-lbs (rod bolt stretch method: 0.0058–0.0062 in) (connecting rod bolts). Camshaft journal / bearing cap bolts tightens to 53 in-lbs then +45°, takes a 8mm or T30 Torx driver, runs on M6 threads, located at the camshaft bearing caps to cylinder head. 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 oil pump to block, the oil pump bolts torques to 177 in-lbs then +60° (10mm drive, M8 thread). For the bottom of oil pan, plan for a 15mm tool on a M14x1.5 stud; final torque is 19 ft-lbs (oil drain plug). 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 power steering pressure tube fitting uses a 19 mm drive on a Metric flare or AN fitting thread, torqued to 48 ft-lbs (65 Nm) at the high-pressure line fitting at pump or steering gear. At the right-side engine mount through-bolt nut, the engine mount through nut (rh side) torques to 184 ft-lbs (250 Nm) (24 mm drive, M16x1.5 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). Water pump bolts (coolant pump) tightens to 177 in-lbs then +60°, takes a 10mm driver, runs on M8 threads, located at the water pump to timing cover/block. 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 chain guides to block/head, the timing chain guide bolts torques to 89 in-lbs (8mm drive, M6 thread). For the engine block near oil filter, plan for a 22 mm or sender socket tool on a 1/8 NPT tapered pipe thread stud; final torque is 10 ft-lbs (14 Nm) (oil pressure switch). 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 engine front cover bolts (timing cover) uses a 13 mm / 15 mm drive on a M8x1.25 (most); M10x1.5 (2 studs) thread, torqued 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 at the timing cover to engine block, multiple bolt sizes and positions. At the exhaust manifold to cylinder head, the exhaust manifold bolts/nuts torques to Stage 1: 18 ft-lbs | Stage 2: 26 ft-lbs (13mm drive, M8 studs / M8 nuts thread). For the camshaft phaser to camshaft, plan for a 10mm or T40 Torx tool on a M8 stud; final torque is 133 in-lbs then +90° (vct phaser assembly bolts (cam phaser/sprocket bolts)). Fuel rail (injection supply manifold) bolts tightens to 89 in-lbs (10 Nm) — FSM; Summit Racing: 89 in-lbs + 90 degrees TTY, takes a 8 mm driver, runs on M6 threads, located at the fuel rail to intake manifold (both banks). 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 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 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). 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 oil filter adapter bolts uses a 10 mm drive on a M8x1.25 thread, torqued to 18 ft-lbs (25 Nm) at the oil filter adapter plate to engine block. At the a/c compressor to bracket and block, the a/c compressor bolts torques to 18 ft-lbs (25 Nm) (15 mm drive, M10 thread). For the main bearing cap lateral cross-bolts, plan for a 12mm tool on a M10 stud; final torque is Stage 1: 89 in-lbs | Stage 2: 22 ft-lbs | Stage 3: +60° (main bearing cap cross bolts (side bolts)). Spark plug tightens to 11 ft-lbs (15 Nm), takes a 16mm Socket driver, runs on M14 x 1.25 threads, located at the cylinder head. The timing chain tensioner bolts uses a 8mm drive on a M6 thread, torqued to 89 in-lbs at the hydraulic timing chain tensioner to block. At the bottom of oil pan, threaded drain hole, the oil pan drain plug torques to 10 ft-lbs (14 Nm) (15 mm drive, M14x1.5 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). Crankshaft position (ckp) sensor bolt tightens to 89 in-lbs (10 Nm), takes a 8 mm driver, runs on M6 threads, located at the lower front of block near trigger wheel. The engine mount insulator bracket to engine support insulator bolts uses a 18 mm drive on a M12x1.5 thread, torqued to 53 ft-lbs (72 Nm) at the bracket connecting block-mounted bracket to rubber mount insulator. At the oil pan to block, the oil pan bolts torques to 89 in-lbs then +45° (8mm drive, M6 thread). For the idler pulley bracket, front of engine, plan for a 15 mm tool on a M10x1.25 stud; final torque is 18 ft-lbs (25 Nm) (accessory drive belt idler pulley bolt). Cylinder head bolts tightens to Stage 1: 18 ft-lbs | Stage 2: 30 ft-lbs | Stage 3: +90° | Stage 4: +90°, takes a 13mm (2011-12), 12mm (2013-14) driver, runs on M12x1.75 (2011-2012) / M11x1.50 (2013-2014) threads, located at the cylinder head to block. The timing chain hydraulic tensioner bolts (each bank) uses a 13 mm drive on a M8x1.25 thread, torqued to 18 ft-lbs (25 Nm) at the each bank, 2 bolts per tensioner (4 bolts total).

Drivetrain — 2011 Ford F-150

Drivetrain and driveline fasteners for the 2011 Ford F-150 — axle, transmission, and differential plugs. For the rear differential cover, plan for a 13mm tool on a M10 stud; final torque is 33 ft-lbs (rear differential cover bolts (9.75-in aam)). Differential cover bolt tightens to 25-35 ft-lbs, takes a 13mm driver, runs on M8x1.25 threads, located at the differential cover. The transfer case to transmission adapter bolts and nuts (4wd) uses a See notes drive, torqued to 37 ft-lbs (50 Nm) at the transfer case adapter, 4wd. At the transmission mount to crossmember/frame, the transmission crossmember / mount bolts torques to 76 ft-lbs (crossmember to frame) / 35 ft-lbs (mount to transmission) (18mm drive, M12 thread). For the ring gear to differential carrier, plan for a 18mm tool on a M12 stud; final torque is 75 ft-lbs (rear differential ring gear bolts). 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 transmission-to-engine bolts (bellhousing) uses a See notes drive, torqued to 44 ft-lbs (60 Nm) at the transmission bellhousing to engine block. At the transfer case, 4wd electronic shift models, the transfer case electronic shift motor bolts torques to 89 in-lbs (10 Nm) (8mm drive). For the rear differential housing, plan for a 3/8-in square tool on a 3/8-in square drive stud; final torque is 22 ft-lbs (30 Nm) (rear differential filler plug). Transmission-to-engine (bellhousing) bolts tightens to 35 ft-lbs, takes a 15mm driver, runs on M10 threads, located at the transmission bellhousing to engine block. The rear differential housing cover bolts (8.8-in axle — steel cover) uses a 13mm drive, torqued to 33 ft-lbs (46 Nm) at the rear differential cover, 8.8-in axle. 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 front axle, 4wd, plan for a See notes tool; final torque is 60 ft-lbs (82 Nm) (front halfshaft (cv axle) flange bolts to front differential output shaft). Rear axle pinion nut (crush sleeve axle) tightens to Minimum 140 ft-lbs initial; final per rotational preload spec, takes a 1-5/16 in or 33mm driver, located at the rear differential pinion. The transfer case adapter bolts (4x4) uses a 15mm drive on a M10 thread, torqued to 37 ft-lbs at the transfer case adapter to transmission. At the rear differential cover, 9.75-in axle, the rear differential housing cover bolts (9.75-in axle) torques to 35 ft-lbs (48 Nm) (13mm drive). For the pinion shaft, rear differential, plan for a 1-5/16 in or 33mm tool on a M30 fine thread stud; final torque is Crush sleeve method – torque to achieve 15-19 in-lbs new bearing preload (pinion nut (rear differential)). 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 rear differential ring gear bolts (9.75-in axle) uses a See notes drive, torqued to 110 ft-lbs (149 Nm) at the ring gear to carrier, 9.75-in axle. At the front driveshaft, 4wd models, the front driveshaft to transfer case output flange bolts (4wd) torques to 76 ft-lbs (103 Nm) (12-point socket (see notes) drive). For the rear differential, 8.8-in axle, plan for a See notes tool; final torque is 77 ft-lbs (105 Nm) (rear axle differential bearing cap bolts (8.8-in)). Transmission mount nuts (mount to crossmember) tightens to 76 ft-lbs (103 Nm), takes a See notes driver, located at the transmission mount to crossmember. The rear axle housing mounting bolts (to frame/hanger brackets) uses a See notes drive, torqued to 66 ft-lbs (89 Nm) at the rear axle to frame. At the transmission crossmember, the transmission crossmember to frame bolts torques to 66 ft-lbs (90 Nm) (See notes drive). For the rear driveshaft yoke to pinion flange, plan for a 12-point socket (see notes) tool; final torque is 76 ft-lbs (103 Nm) (rear driveshaft to rear axle pinion flange bolts). Front driveshaft flange bolts (4x4) tightens to 76 ft-lbs, takes a 12mm 12-point driver, runs on M10 12-point threads, located at the front driveshaft to front differential / transfer case.

Suspension — 2011 Ford F-150

Suspension and chassis fastener torque for the 2011 Ford F-150 — strut, control arm, and sway bar values. Hub assembly bolt tightens to 129 ft-lbs (175 Nm), takes a 21mm driver, runs on M14 x 1.5 threads, located at the front wheel hub.

Suspension & Steering — 2011 Ford F-150

Suspension & Steering fasteners on the 2011 Ford F-150. The sway bar end links (front) uses a 18mm drive on a M12 thread, torqued to 59 ft-lbs at the front sway bar to lower control arm. At the rear leaf spring u-bolts to axle pad, the rear leaf spring u-bolt nuts torques to Stage 1: 30 ft-lbs | Stage 2: 59 ft-lbs | Stage 3: 89 ft-lbs (7/8 in drive, 9/16-18 Grade 8 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). Front upper control arm bolts (silent block) tightens to 111 ft-lbs, takes a 21mm driver, runs on M14 threads, located at the upper control arm inner bushing bolts to frame. The front lower control arm bolts (pivot / silent block) uses a 27mm (nut) / 21mm (bolt) drive on a M20 thread, torqued to 258 ft-lbs at the front and rear lower control arm pivot bolts to frame/crossmember. At the strut lower end to lower control arm, the strut lower pinch bolt / nut torques to 406 ft-lbs (30mm drive, M20 thread). For the strut rod nut through upper strut tower, plan for a 21mm tool on a M14 stud; final torque is 46-47 ft-lbs (upper strut tower nuts (top mount)). Upper ball joint nut tightens to 85 ft-lbs, takes a 21mm driver, runs on M14 threads, located at the upper ball joint stud to steering knuckle. The shock absorber-to-lower arm bolt/nut (rear) uses a 30mm drive on a M20 thread, torqued to 351 ft-lbs at the rear shock lower mount to rear lower control arm. At the lower ball joint stud to steering knuckle, the lower ball joint nut torques to 111 ft-lbs (24mm drive, M16 thread). For the wheel studs, all four corners, plan for a 21mm tool on a M14x1.5 stud; final torque is 150 ft-lbs (203 Nm) (wheel lug nuts).

Body/Frame — 2011 Ford F-150

Body/Frame fasteners on the 2011 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 2011 Ford F-150 numbers above.

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