2023 Ford F-150 Coolant Capacity & Type

The 2023 Ford F-150 holds between 12.3 and 16.2 quarts (11.6 to 15.3 liters) of coolant, depending on the specific engine option and whether the truck is equipped with a max trailer tow package. As an ASE-certified master technician, I regularly service this current generation of F-150s, and ensuring you use the correct modern coolant formulation is absolutely critical for the longevity of your engine, turbochargers, and hybrid systems.

Quick answer

• Total Cooling System Capacity: 12.3 - 16.2 quarts (11.6 - 15.3 liters) depending on the engine. PowerBoost hybrid models also feature a secondary cooling loop for the high-voltage battery and inverter.
• OEM Coolant Specification: Motorcraft Yellow Antifreeze/Coolant. This is a Phosphated Organic Acid Technology (P-OAT) coolant. The exact Ford specification number is WSS-M97B57-A2 (for pre-mixed) or WSS-M97B57-A1 (for concentrate). Do not mix this with the older Motorcraft Orange coolant.
• Mix Ratio: 50/50 mixture of coolant concentrate and distilled water, or simply use a 50/50 pre-diluted mix right out of the bottle. In extreme cold climates (below -34°F), a 60/40 coolant-to-water ratio may be used.

Capacity by engine option

Modern F-150s come with a wide array of powertrains. Here is the approximate initial fill capacity for the 2023 model year engines. Note: Capacities may vary slightly by a fraction of a quart if your truck has the Max Trailer Tow package (which includes an upgraded radiator).

The PowerBoost Hybrid also has a secondary Low Temperature Radiator (LTR) cooling loop for the inverter system that holds approximately 3 to 4 quarts of the same Motorcraft Yellow coolant.

Flush interval

Ford’s recommended maintenance schedule for the 2023 F-150 utilizes a stepped interval for coolant replacement:

• Normal Duty: The initial factory coolant should be drained and replaced at 100,000 miles or 5 years, whichever comes first. After that initial flush, the interval drops to every 50,000 miles or 3 years.
• Severe Duty: If you frequently tow heavy loads, idle extensively (fleet/police use), or drive in extremely dusty/hot environments, I recommend flushing the system at 60,000 miles, followed by 30,000-mile intervals thereafter.

How to refill & bleed

Because modern F-150s—especially the EcoBoost and PowerBoost variants—have incredibly complex cooling systems routed through turbochargers, transmission coolers, and heater cores, air pockets can be notoriously difficult to burp.

1. Drain the system: Make sure the engine is completely cool. Open the petcock valve at the bottom corner of the radiator and drain the old fluid into a catch pan.
2. Pull a vacuum (Highly Recommended): For the 2023 F-150, I strongly advise against standard "pour and burp" methods. Instead, use a vacuum coolant refill tool (like an Airlift). Connect it to the degas bottle (coolant reservoir) and pull a vacuum on the system to roughly 20-25 inHg.
3. Refill: Open the valve on your vacuum tool to draw the 50/50 Motorcraft Yellow mixture directly into the system. This completely eliminates air pockets in the turbo cooling lines and heater core.
4. Final Bleed: Fill the degas bottle to the "MAX" fill line. Turn the truck on, set the cabin heater to maximum heat and the fan on low. Let the truck idle until it reaches operating temperature and the thermostat opens.
5. Check and Top Off: Shut the engine off, let it cool, and double-check the degas bottle level. Top off to the MAX line if the level dropped.

Common cooling system issues

While the 2023 F-150 is still relatively new, it shares architecture with the previous few years. As a technician, here is what you should watch out for on this generation:

• Water Pump Weeping (5.0L V8): The Coyote V8 is generally bulletproof, but water pump shaft seal leaks are somewhat common as the miles rack up. Look for a white, crusty residue directly below the water pump pulley.
• Turbo Coolant Line Fittings (EcoBoost): The quick-connect fittings that supply coolant to the turbochargers on the 2.7L and 3.5L can occasionally seep due to extreme heat cycling and degraded O-rings over time.
• PowerBoost Secondary Loop Complexity: The hybrid system's secondary electric water pump and cooling loop can be sensitive to air intrusion. If this system runs low on coolant, it will often trigger reduced engine power warnings and disable hybrid electric drive modes to protect the battery and inverter.

Cooling system work on modern trucks requires precision. If you are experiencing overheating or don't have the vacuum tools needed to properly bleed a modern EcoBoost, don't risk a blown head gasket or fried turbos.

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