Ford F-150
BUYERS GUIDE – UTES & CAB CHASSIS MEDIUM
Ford Australia has released the Australianised F-150 that is backed by a nationwide dealer network and five-year, unlimited kilometre warranty.
Like all ‘150’ or ‘1500’ series utes from the USA, the Ford F-150 has a very limited payload capacity, around 1500 pounds, or 750kg. However, it has 4.5 tonnes towing ability, so should be popular with those who tow heavy trailers and caravans.
Performance isn’t a problem, because both the XLT and Lariat F-150 4×4 Crew Cab models feature a 3.5-litre EcoBoost twin-turbo 298kW/678Nm, V6 petrol engine, coupled to a 10-speed automatic transmission.
This aluminium head and block, twin-overhead-cam engine has Ford’s port-fuel and direct-injection (PFDI) system, which uses a pair of injectors per cylinder. Twin-intercooled turbochargers ensure on-demand power and minimised ‘lag’.
Like all imported and converted LHD North American utes the F-150 commands a high price tag, with RRPs starting at $106,950 plus on-road costs. The up-spec’ Lariat models start at $139,950.
There are four variants in the range, including short (3863mm) and long (3987mm) wheelbase models.
The late-2023 re-introduction of the F-Series was Ford’s effort to catch up with other American brands, Chevrolet and RAM.
The short wheelbase models have a 1676mm cargo tub and the long wheelbase models have a 1981mm tub.
At launch, the F-150 XLT equipment levels included: two-bar grille with chrome surround and black accents; 20-inch six-spoke, machined-face alloy wheels; chrome front and rear bumpers; black platform running boards; tailgate with flexible step and work surface; spray-in bed liner; cargo management locking cleats; part-time 4WD, with low-range gearing and rear diff lock; underbody skid plates; 12-way power driver’s cloth seat; 10-way power front passenger cloth seat; column gear shift; eight-inch centre touchscreen; satellite navigation system; seven-speaker sound system; eight-inch multi-view digital instrument cluster; FordPass™ Connect; dual zone automatic climate control; power adjustable foot pedals; fold out office workspace; six airbags; rear view camera; rear parking sensors; 4500kg-rated towbar and 12-pin trailer socket; Ford Pro-Trailer Back-Up Assist; cruise control; lane centreing; pre-collision assist with automatic emergency braking (AEB); across-traffic alert and trailer tow coverage and lane-keeping aid and driver alert system.
The F-150 Lariat (in addition to XLT gear) scores: full-time 4WD; mesh insert grille with chrome surround; chrome mirrors, door handles, belt mouldings, tow hooks and running boards; powered twin-panel moonroof; LED headlights, fog lights and tail lamps; powered tailgate; powered sliding rear window; leather-accented seats; heated and cooled front seats; heated rear outboard seats; 12-way power driver seat with memory settings; 12-way power front passenger seat; console mounted shifter; 12-inch centre touchscreen; 12-inch digital instrument cluster; B&O9 unleashed sound system by Bang & Olufsen9 with 18 speakers; power adjustable foot pedals with memory settings; front parking sensors; 360-degree camera; intelligent adaptive cruise control with stop-go; speed sign recognition; evasive steering assist; intersection assist and wireless phone charging.
Availability was from late-2023 and we picked up a long-wheelbase XLT model in early March 2024.
On and off road test
First up, we have to record that our off-road venturing was limited by the four-metre wheelbase of the F-150 and the fact that it was fitted with street-pattern tyres. These features combined to limit its off-road belly clearance and manoeuvrability, as well as tyre grip.
In a couple of months we’ll hopefully check out a shorter wheelbase, on- off-road-oriented version.
That said, we checked out the F-150’s off-road gearing and found low range very capable, particularly in conjunction with the electronically-actuated rear diff lock.
The lock could be driver-selected at speeds up to 32km/h, whether in 2WD or 4WD mode and we found it very useful for gaining extra lift-off traction on loose surfaces. The lock cancelled automatically once road speed exceeded 32km/h.
The 2WD-4WD-Low-range-4WD selection process was done by dashboard buttons and response from the transmission was almost instantaneous.
While we didn’t venture far off designated fire trails, we did plenty of gravel road driving and the big ute handled corrugations with aplomb – no bouncing or direction changes and a gentle, controlled ride.
It was also untroubled by typical Australian secondary bitumen roads, with their broken edges and potholes.
Highway cruising was also a doddle, with the 3.5-litre, twin-turbo petrol donk humming along at around 1400rpm at maximum legal speed. Light load – 400kg – driving resulted in average fuel consumption of 9.4L/100km and the V6 was happy on a diet of 91 octane straight petrol or 95 octane ethanol/petrol mix.
Incidentally, the fuel filler has a push-in cap, so there’s no need to spin off a tank lid, so you can’t forget to replace it.
We coupled up a two-tonnes ATM caravan to the big Ford and it hardly noticed the addition, other than the 180kg ball load dropping rear suspension ride height by around 100mm. Rear suspension ride quality was noticeably firmer, but not harsh. However, heavier ball weights would need rear air spring assistance or weight distribution bars, we felt.
Performance was unaltered, but towing fuel consumption went up to 14-16L/100km.
Our fuel consumption resulted from sensible operation of the 375hp donk. Push the loud pedal to the floor and the fuel consumption bar graph heads towards infinity, so you could easily see a thirst of 30L/100km … or more.
Speaking of the engine, it’s set well back in the large engine bay, which is good for weight distribution. Access looked reasonable, considering the plumbing necessary to connect twin turbos to an air-to-air intercooler.
We’re not fans of forward-facing air scoops, but in the case of the F-150 we’ll let Ford get away with it. To scoop creek water into that high-set air inlet, you’d need to be driving way too fast through too-deep water.
When running in cruise control – non-adaptive in the case of the XLT model – the transmission went into an auto-downshift program that helped maintain pre-set speed on downhill grades by multiple downshifts that multiplied the retarding effect of engine braking. The F-150 almost imperceptibly swapped cogs down to as low as fifth gear in the 10-speed auto box.
We couldn’t check out Ford’s Pro-Trailer Back-Up Assist trailer-towing assistance, because although it was fitted as standard to the F-150, it needed to be connected to a calibrated trailer with a sender unit. We’ll save that test for next time.
We did find that coupling to our test van was made much easier by the F-150’s excellent rear view camera, with its dotted centre line on the screen that showed the location and progress of the tow ball as we reversed.
Purpose built for cruising
What we like about North American pick ups is that they’re factory designed and built to tow heavy trailers over long distances without fuss or compromise. The Big Ford proved to be no exception.
We did a 1200km test over variety of roads and couldn’t fault the ute’s behaviour. The only time it felt out of place was in the inner-city, because it just didn’t fit very well. Commuting wasn’t in the F-150 design brief.
Also, getting in and out wasn’t exactly ergonomic, because of the height of the cab, but once installed, we soon felt right at home.
Entry and exit were aided by unobtrusive side steps and well-placed grab handles. The multi-adjustable powered front seats proved supportive and supplemented by a pedal array that powered in and out to suit leg length, as well as a tilt-telescope steering column.
The driver’s elbows were supported by integrated armrests that were a comfort boon on long hauls. The centre console lid unfolded as well, forming a mini-office desk or dinette.
Vision for the elevated driver’s perch was very good, despite the wide bonnet and the mirrors gave an excellent rear view along the sides of the caravan.
The column auto box selector took a little getting used to, but we loved the way it automatically flicked in to ‘P’ when the engine was turned off. We also liked the manual – ‘M’ – button on the end of the wand, allowing gears to be selected and held and the ‘+’ and ‘-‘ buttons allowed the driver to override the auto box’s gear choice at any time.
The central display screen wasn’t as large as the one in the more expensive Lariat versions, but it displayed all necessary info well enough. Touchscreen functions were supplemented by dials and switches for sound system and ventilation functions, thus minimising driver distraction.
Our rear-seat volunteers loved the three aft seats and found legroom almost excessive! These 1/3:2/3 split seats folded with a one-handed touch against the rear wall, providing a cavernous space for freight and revealing storage bins for items that included the towing tongue.
A fitting tailpiece was a rear tailgate that came standard with workbench facilities, including carpenter’s clamp slots and rulers in inches and centimetres. It also sported an inbuilt folding step, for easy access to the cargo bin.
Conclusion
If bought for its principal intended design purpose the Ford F-150 should be an excellent machine. Its performance was at least as that of good a big-bore diesel ute and the petrol fuel consumption surprised us pleasantly.
We liked the fact that there was virtually nothing more to spend after delivery. Most utes and wagons in the market need additional work, but we’d be happy to couple up a van and head bush in the F-150 without extras, other than a front ‘roo bar and some driving lights.
In contrast, most ute and wagon buyers are up for suspension upgrades or even GVM upgrades and those actions compromise the vehicle maker’s original warranty, no matter what after-market suspension providers tell you.
Many owners also soon find that a bit more grunt would be handy and that mans’ engine ‘chipping’, which definitely erodes warranty and may also be illegal.
Most ute and wagon buyers spend at least 10 grand setting up their machines for bush work and many spend two or three times that amount. In contrast, the F-150 is almost ready to go, out of the box.
The F-150 doesn’t even need rear vision mirror extensions, because the wide cab is a perfect base for its standard mirrors.
If the Lotto numbers came up, we’d have one!
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