Ford F-150 vs Chevrolet Silverado 1500: Which Should You Buy?

Trucks cost truck money to run either way. The Silverado's lower asking price is often real, but so is its headline repair risk: an AFM lifter job runs $2,500 to $4,500 versus the Ford phaser job's $2,000 to $3,500. Both have transmission-service line items that settle many shifting complaints: GM's fluid flush for the 8-speed ($300 to $500), and software updates plus a fluid service for Ford's 10-speed. On EPA ratings the 2.7 EcoBoost beats the Chevy V8s on fuel; get insurance quotes on both.

Each truck has a famous engine risk and a transmission annoyance. Ford: 3.5 EcoBoost cam phaser rattle (2017 to 2020; complaints concentrate on the 3.5), oil consumption on some 2018 to 2020 5.0 V8s (Ford TSB 19-2365 reprograms the engine computer and fits a new dipstick), and 10-speed harshness that software updates often improve. Chevy: AFM lifter failure on 5.3 and 6.2 V8s (any warm-idle tick plus misfire code is the warning) and 8-speed torque-converter shudder, which GM's bulletin flush with Mobil 1 LV HP fluid resolves in many trucks. In both cases, repair-documented trucks are the de-risked buys, the paperwork is worth real money.

The F-150 feels lighter on its feet than its size suggests, and the EcoBoost torque arrives early, towing with the 3.5 is effortless when the engine is healthy. The Silverado rides a touch more settled unloaded and its V8s deliver their power with old-school linearity plus a better soundtrack. Cabin noise and visibility vary by cab and trim, so drive the exact configurations you are considering.

Ford led this era on features: Pro Trailer Backup Assist and SYNC 3 infotainment (both from 2016), and clever bed and tailgate options. Chevy counters with straightforward controls and, on the 2019 redesign, more camera and trailering aids. For used buyers the practical difference is trim-dependent, inspect the specific truck's equipment rather than assuming by badge.

Pick by engine risk and price, not badge loyalty. The F-150 offers the broader engine spread and aluminum body panels that suit rust country; the 5.0 V8 and 2.7 EcoBoost avoid the 3.5 EcoBoost's cam-phaser rattle, which demands the cold-start test, though a 2018 to 2020 5.0 deserves the oil-consumption question. The Silverado often undercuts it on price with simpler V8s, at the cost of the AFM lifter lottery and the 8-speed's shudder history, both manageable with a proper inspection. A documented, issue-clear example of either is the right truck; the wrong truck is whichever one you didn't inspect.

Each truck has a famous engine risk and a transmission annoyance. Ford: 3.5 EcoBoost cam phaser rattle (2017 to 2020; complaints concentrate on the 3.5), oil consumption on some 2018 to 2020 5.0 V8s (Ford TSB 19-2365 reprograms the engine computer and fits a new dipstick), and 10-speed harshness that software updates often improve. Chevy: AFM lifter failure on 5.3 and 6.2 V8s (any warm-idle tick plus misfire code is the warning) and 8-speed torque-converter shudder, which GM's bulletin flush with Mobil 1 LV HP fluid resolves in many trucks. In both cases, repair-documented trucks are the de-risked buys, the paperwork is worth real money.

Trucks cost truck money to run either way. The Silverado's lower asking price is often real, but so is its headline repair risk: an AFM lifter job runs $2,500 to $4,500 versus the Ford phaser job's $2,000 to $3,500. Both have transmission-service line items that settle many shifting complaints: GM's fluid flush for the 8-speed ($300 to $500), and software updates plus a fluid service for Ford's 10-speed. On EPA ratings the 2.7 EcoBoost beats the Chevy V8s on fuel; get insurance quotes on both.