2014 Ford F-150 Lug Nut Torque & Bolt Specs

The 2014 Ford F-150 lug nut torque is 150 ft-lbs (203 Nm), tightened with a 21mm socket on M14 x 1.5 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: 150 ft-lbs (203 Nm) · Socket size: 21mm · Thread: M14 x 1.5.

This page is the OEM-referenced fastener summary for the 2014 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 2014 Ford F-150

Repair guidance for this model year

For 2014 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 2014 Ford F-150?

The OEM-specified lug-nut torque for the 2014 Ford F-150 is 150 ft-lbs (203 Nm), using a 21mm socket on M14 x 1.5 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 2014 Ford F-150 lug nuts?

The 2014 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 2014 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.

→ 2014 Ford F-150 oil drain plug torque & size

→ 2014 Ford F-150 suspension & steering torque specs (control arm, ball joint, tie rod)

→ 2014 Ford F-150 engine & transmission mount torque specs

All 112 2014 Ford F-150 fastener specs

Per-bolt torque, wrench size, and thread spec for the 2014 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 — 2014 Ford F-150

Wheel and lug nut spec for the 2014 Ford F-150. The lug nut uses a 21mm drive on a M14 x 1.5 thread, torqued to 150 ft-lbs (203 Nm) at the wheels. At the wheels, the wheel lug nut (m14x1.5) torques to 150 ft-lbs (203 Nm) (21mm drive, M14x1.5 thread).

Brakes — 2014 Ford F-150

Brake fasteners on the 2014 Ford F-150 — caliper bracket, slide pins, and banjo bolt torque follow. 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 rear caliper guide pins, plan for a 11mm tool on a M8 stud; final torque is 22 ft-lbs (rear brake caliper guide pin bolts). Front brake caliper guide pin bolts tightens to 27 ft-lbs, takes a 13mm driver, runs on M10 threads, located at the caliper guide pins / slide pins (front). 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 abs tone ring sensor to knuckle, the abs wheel speed sensor bolt torques to 20 ft-lbs (10mm drive, M8 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). Front brake caliper bracket bolt tightens to 185 ft-lbs (250 Nm), takes a 24mm driver, runs on M16 x 2.0 threads, located at the front wheel hub. 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 (m8x1.25) torques to 25-30 ft-lbs (13mm drive, M8x1.25 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)).

Engine — 2014 Ford F-150

Engine bolt-by-bolt torque for the 2014 Ford F-150, including the long block, valve covers, and intake. For the engine mount bracket to block, plan for a 18mm tool on a M12 stud; final torque is 41 ft-lbs (engine mount bracket bolts). Harmonic balancer / crankshaft damper pulley bolt tightens 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, takes a 1-3/16 in or 30 mm driver, runs on M20x1.5 threads, located at the front of crankshaft, single center bolt. The vct solenoid bolts uses a 8mm drive on a M6 thread, torqued to 70 in-lbs then +30° at the vct oil control solenoid to cylinder head. At the each bank, 2 bolts per tensioner (4 bolts total), the timing chain hydraulic tensioner bolts (each bank) torques to 18 ft-lbs (25 Nm) (13 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). 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 main bearing cap cross bolts (side bolts) uses a 12mm drive on a M10 thread, torqued to Stage 1: 89 in-lbs | Stage 2: 22 ft-lbs | Stage 3: +60° at the main bearing cap lateral cross-bolts. 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 water pump to timing cover/block, plan for a 10mm tool on a M8 stud; final torque is 177 in-lbs then +60° (water pump bolts (coolant pump)). Intake manifold bolts tightens to 100 in-lbs then +30°, takes a 10mm driver, runs on M8 threads, located at the intake manifold to cylinder heads. The thermostat housing bolts uses a 8mm drive on a M6 thread, torqued to 89 in-lbs at the thermostat housing / coolant outlet. At the valve cover to cylinder head, the valve cover bolts (cam cover) torques to 89 in-lbs (8mm drive, M6 thread). For the throttle body to upper intake manifold, 4 bolts, plan for a 10 mm tool on a M6 stud; final torque is 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 (throttle body bolts). Oil drain plug tightens to 19 ft-lbs (26 Nm), takes a 16mm driver, runs on M14 x 1.5 threads, located at the oil pan. 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 exhaust manifold and downstream pipes (4 sensors total), the heated oxygen sensor (ho2s) torques to 34 ft-lbs (46 Nm) (22 mm O2 sensor socket drive, M18x1.5 thread). For the lower front of block near trigger wheel, plan for a 8 mm tool on a M6 stud; final torque is 89 in-lbs (10 Nm) (crankshaft position (ckp) sensor bolt). 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 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 alternator to bracket lower pivot bolt, the generator (alternator) lower mounting bolts torques to 18 ft-lbs (25 Nm) (15 mm drive, M10 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). Connecting rod bolts tightens to 60 ft-lbs (rod bolt stretch method: 0.0058–0.0062 in), takes a 10mm driver, runs on M9 threads, located at the connecting rod cap to rod. The exhaust manifold bolts/nuts uses a 13mm drive on a M8 studs / M8 nuts thread, torqued to Stage 1: 18 ft-lbs | Stage 2: 26 ft-lbs at the exhaust manifold to cylinder head. At the lower intake manifold to cylinder heads, 4 bolts per side (8 total), the intake manifold bolts (lower — to cylinder heads) torques 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 (10 mm drive, M8x1.25 thread). For the oil pump to block, plan for a 10mm tool on a M8 stud; final torque is 177 in-lbs then +60° (oil pump 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 flexplate inspection cover bolts uses a 15 mm drive on a M10 thread, torqued to 25 ft-lbs (34 Nm) at the bellhousing lower inspection / dust cover. 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 flexplate to crankshaft, rear of engine (6 bolts), plan for a 12 mm tool on a M12x1.25 stud; final torque is 59 ft-lbs (80 Nm) — OEM FSM; Summit Racing performance: 177 in-lbs + 60 degrees TTY (flexplate bolts (automatic transmission)). Engine front cover (timing cover) bolts tightens to 18 ft-lbs then +60°, takes a 10mm driver, runs on M8 threads, located at the engine front cover to block. The oil pump screen and pickup tube spacer / strap bolt uses a 10 mm drive on a M8x1.25 thread, torqued to 18 ft-lbs (25 Nm) at the pickup tube brace/spacer to engine block or ladder. At the chain guides to block/head, the timing chain guide bolts torques to 89 in-lbs (8mm drive, M6 thread). For the torque converter studs through flexplate, 4 nuts, plan for a 15 mm tool on a M10 stud; final torque is 27 ft-lbs (36 Nm) (torque converter to flexplate nuts). Coil-on-plug (ignition coil) bolts tightens to 53 in-lbs, takes a 8mm driver, runs on M6 threads, located at the individual ignition coils to valve cover. 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 pickup tube flange to oil pump body, the oil pump screen and pickup tube to oil pump bolts torques to 89 in-lbs (10 Nm); Summit Racing adds +45 degrees for performance (8 mm drive, M6 thread). For the rear main seal housing to block, plan for a 8 mm tool on a M6 stud; final torque is 89 in-lbs (10 Nm) (rear main oil seal retainer bolts). Camshaft position (cmp) sensor bolt tightens to 89 in-lbs (10 Nm), takes a 8 mm or T30 Torx driver, runs on M6 threads, located at the one sensor per bank near vct housing at front of head (2 total). The exhaust manifold to y-pipe / catalytic converter nuts uses a 15 mm drive on a M10x1.5 thread, torqued to 30 ft-lbs (40 Nm) at the manifold-to-y-pipe collector flange nuts. 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 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 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 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 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 cylinder head to block, plan for a 13mm (2011-12), 12mm (2013-14) tool on a M12x1.75 (2011-2012) / M11x1.50 (2013-2014) stud; final torque is Stage 1: 18 ft-lbs | Stage 2: 30 ft-lbs | Stage 3: +90° | Stage 4: +90° (cylinder head bolts). 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 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 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 hydraulic timing chain tensioner to block, plan for a 8mm tool on a M6 stud; final torque is 89 in-lbs (timing chain tensioner 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 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 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 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). Main bearing cap bolts (inner vertical) tightens to Stage 1: 177 in-lbs (all) | Stage 2: 30 ft-lbs (outer only) | Stage 3: 48 ft-lbs (see notes for full sequence), takes a 13mm driver, runs on M11 threads, located at the main bearing caps to block. The oil pan bolts uses a 8mm drive on a M6 thread, torqued to 89 in-lbs then +45° at the oil pan to block. At the bracket connecting block-mounted bracket to rubber mount insulator, the engine mount insulator bracket to engine support insulator bolts torques to 53 ft-lbs (72 Nm) (18 mm drive, M12x1.5 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 bolts tightens to 18 ft-lbs (25 Nm), takes a 10 mm driver, runs on M8x1.25 threads, located at the water pump to engine front cover. The camshaft journal / bearing cap bolts uses a 8mm or T30 Torx drive on a M6 thread, torqued to 53 in-lbs then +45° at the camshaft bearing caps to cylinder head. At the crankshaft rear flange, the flexplate / flywheel bolts torques to 177 in-lbs then +60° (13mm drive, M10 thread).

Drivetrain — 2014 Ford F-150

Drivetrain and driveline fasteners for the 2014 Ford F-150 — axle, transmission, and differential plugs. Transmission crossmember / mount bolts tightens to 76 ft-lbs (crossmember to frame) / 35 ft-lbs (mount to transmission), takes a 18mm driver, runs on M12 threads, located at the transmission mount to crossmember/frame. The rear differential ring gear bolts (8.8-in axle) uses a 5/8 in drive, torqued to 77 ft-lbs (105 Nm) at the ring gear to carrier, 8.8-in axle. At the transfer case adapter, 4wd, the transfer case to transmission adapter bolts and nuts (4wd) torques to 37 ft-lbs (50 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 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 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 transmission mount to crossmember, the transmission mount nuts (mount to crossmember) torques to 76 ft-lbs (103 Nm) (See notes 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). Rear axle differential pinion shaft lock bolt tightens to 22 ft-lbs (30 Nm), takes a See notes driver, located at the rear differential carrier. The pinion nut (rear differential) uses a 1-5/16 in or 33mm drive on a M30 fine thread thread, torqued to Crush sleeve method – torque to achieve 15-19 in-lbs new bearing preload at the pinion shaft, rear differential. At the rear driveshaft to rear axle flange / transfer case output, the rear driveshaft flange bolts torques to 76 ft-lbs (12mm 12-point drive, M10 12-point thread). 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 halfshaft (cv axle) flange bolts to front differential output shaft tightens to 60 ft-lbs (82 Nm), takes a See notes driver, located at the front axle, 4wd. The rear differential cover bolts (9.75-in aam) uses a 13mm drive on a M10 thread, torqued to 33 ft-lbs at the rear differential cover. At the rear differential, 8.8-in axle, the rear axle differential bearing cap bolts (8.8-in) torques to 77 ft-lbs (105 Nm) (See notes drive). For the transfer case adapter to transmission, plan for a 15mm tool on a M10 stud; final torque is 37 ft-lbs (transfer case adapter bolts (4x4)). Rear axle housing mounting bolts (to frame/hanger brackets) tightens to 66 ft-lbs (89 Nm), takes a See notes driver, located at the rear axle to frame. The rear differential housing cover bolts (9.75-in axle) uses a 13mm drive, torqued to 35 ft-lbs (48 Nm) at the rear differential cover, 9.75-in axle. At the ring gear to differential carrier, the rear differential ring gear bolts torques to 75 ft-lbs (18mm drive, M12 thread). For the transmission bellhousing to engine block, plan for a 15mm tool on a M10 stud; final torque is 35 ft-lbs (transmission-to-engine (bellhousing) bolts). Transmission crossmember to frame bolts tightens to 66 ft-lbs (90 Nm), takes a See notes driver, located at the transmission crossmember. 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. At the transmission bellhousing to engine block, the transmission-to-engine bolts (bellhousing) torques to 44 ft-lbs (60 Nm) (See notes drive). For the front driveshaft, 4wd models, plan for a 12-point socket (see notes) tool; final torque is 76 ft-lbs (103 Nm) (front driveshaft to transfer case output flange bolts (4wd)). Rear differential ring gear bolts (9.75-in axle) tightens to 110 ft-lbs (149 Nm), takes a See notes driver, located at the ring gear to carrier, 9.75-in axle. The differential cover bolt uses a 13mm drive on a M8x1.25 thread, torqued to 25-35 ft-lbs at the differential cover.

Suspension — 2014 Ford F-150

Suspension and chassis fastener torque for the 2014 Ford F-150 — strut, control arm, and sway bar values. 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.

Suspension & Steering — 2014 Ford F-150

Suspension & Steering fasteners on the 2014 Ford F-150. 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 front sway bar to lower control arm, plan for a 18mm tool on a M12 stud; final torque is 59 ft-lbs (sway bar end links (front)). Shock absorber-to-lower arm bolt/nut (rear) tightens to 351 ft-lbs, takes a 30mm driver, runs on M20 threads, located at the rear shock lower mount to rear lower control arm. 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 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 upper ball joint stud to steering knuckle, plan for a 21mm tool on a M14 stud; final torque is 85 ft-lbs (upper ball joint 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 tie rod end nut uses a 21mm drive on a M14 thread, torqued to 85 ft-lbs at the outer tie rod end to steering knuckle. At the wheel studs, all four corners, the wheel lug nuts torques to 150 ft-lbs (203 Nm) (21mm drive, M14x1.5 thread). For the lower ball joint stud to steering knuckle, plan for a 24mm tool on a M16 stud; final torque is 111 ft-lbs (lower ball joint nut). Rear leaf spring u-bolt nuts tightens to Stage 1: 30 ft-lbs | Stage 2: 59 ft-lbs | Stage 3: 89 ft-lbs, takes a 7/8 in driver, runs on 9/16-18 Grade 8 threads, located at the rear leaf spring u-bolts to axle pad.

Body/Frame — 2014 Ford F-150

Body/Frame fasteners on the 2014 Ford F-150. For the truck bed to frame, plan for a 18mm tool on a M12 stud; final torque is 52-55 ft-lbs (bed mount bolts). Cab mount bolts tightens to 85 ft-lbs, takes a 15mm (bottom) / 22mm (cage nut) driver, runs on M14 threads, located at the body-to-frame cab mounts.

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 2014 Ford F-150 numbers above.

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