The Ford F-150 isn't as comfortable or as powerful as some might like, but it's competent
and didn't bomb any crash tests the way several key competitors did.
When the first details were emerging about the redesigned 2009 Ford F-150, it looked like it would be heavy-duty to the point of overkill, following the Toyota Tundra’s lead in putting big specs ahead of everyday comfort, instead of the example of the friendlier Chevrolet Silverado and Dodge Ram.
As the most popular member of the country’s top-selling F-Series pickup line, the F-150 has to meet a broad array of needs, from basic work truck to luxury vehicle. And its stiff ride and sturdy but basic interior appointments seem at first to be ceding the high-profit market segment of the well-equipped crew cab to its more comfortable and refined competitors.
However, the F-150 is also built tougher than the Silverado or Ram in a key area that’s useful even to buyers who won’t be towing over 11,000 pounds or traversing the most challenging off-road conditions: crash safety.
The F-150 is one of only two full-size pickups with decent side-impact crash scores from the Insurance Institute for Highway Safety. Despite their size, the Silverado (and identical GMC Sierra), Ram, and Nissan Titan crumpled badly in a simulated 31-mph t-bone collision, leading to severe injuries for the crash test dummy. The F-150 (and the Toyota Tundra) earned the highest rating of Good, thanks both to a strong structure and to its torso-protecting side airbags.
The mid-level XLT SuperCrew model driven for this review feels more basic overall than its sticker price of nearly $40,000 would suggest. It doesn’t feel cheap or junky like a Nissan Titan (which at least is cheap) but it’s not as upscale as the comparably-priced Dodge Ram.
Climb in, and you’re greeted with a big and roomy but largely shapeless bench seat facing an attractive dashboard that’s built mostly from hard plastics. Dash panels fit together well but the Ram or Silverado have more pleasant appointments. The seat is wide enough for a middle passenger, but the center hump would keep anyone but a small child uncomfortable there, as in other trucks.
The instrument panel doesn’t have the mega-size buttons and knobs of some competitors that are designed to be used while wearing gloves, but that means the instruments can be closer together and thus easier to reach in normal use. The tested F-150 included Ford’s SYNC audio and communications system that incorporates a hands-free cell phone link, iPod integration, and voice-activated audio controls.
One ergonomic issue in the F-150 was the gauge cluster; the speedometer should have been bigger and higher up instead of tucked away at the bottom right. Pricier F-150 versions have even worse gauges, with fewer and smaller markings. The old F-150’s layout was clearer, with a big speedometer front and center.
See photo of the dash in the accompanying slideshow
The F-150 has a huge rear seat, with plenty of headroom and almost ridiculous amounts of leg space, but the cushion is squishy and could be higher. Several other trucks are comparable, but the F-150 does blow away the Chevrolet Silverado in rear seat space and comfort. Three-across seating is easy and comfortable. You can flip the seat cushion up against the seatback to convert that area into interior cargo space.
See photo of the rear seat in the accompanying slideshow
Behind the occupant cabin, the tested F-150 had the standard-length 5.5-foot bed, which has high sides that make it difficult to access without the optional side and rear steps. A longer bed is also available, which converts the truck’s cargo area into something more useful than a square with intruding wheel wells, though it makes the F-150 even bulkier.
See photo of the bed steps in the accompanying slideshow
In driving the F-150, your first impression may be that it’s bulkier than most pickups, thanks to its wide 47-foot turning circle. The Dodge Ram shaves nearly two feet from that; the Toyota Tundra three. However, out of parking lot situations, it doesn’t feel as big as its competitors, despite the high seating position. It’s easy to drive at speed, with good steering weight and reasonable handling responses.
However, as with the interior, much of the F-150’s drive feels more okay than excellent. The ride is stiff, bouncing more over bumps even than most competitors do. The 5.4-liter V8 doesn’t sound as rich as it might, and every competitor offers a larger engine. Other reviewers have said the F-150’s brakes work well in emergencies, but with lots of travel and a soft feel, the brake pedal doesn’t inspire a lot of confidence in routine driving. You also must keep more than the usual pressure on the pedal while in gear to keep the truck from making its way forward in gear.
And while the engine has no trouble powering one of the heaviest trucks in this class, it lacks the effortless feel of most of the others, which never show the slightest sign of straining without a load. The F-150, however, shows signs of straining; the transmission needed to downshift to maintain speed on a very slight incline, and the engine works harder to accelerate.
Despite its relative lack of power, Ford felt comfortable giving the F-150 the highest towing and payload capacities of any half-ton truck – up to 11,300 pounds of towing and 3,030 pounds of payload. A review from pickuptrucks.com said the F-150 handles all this cargo surprisingly well even with less engine than its competitors, and without a way to independently verify that on a test drive, we’ll have to assume they got it right.
Because of its weight, the F-150’s gas mileage doesn’t stand out in its class at 14 miles per gallon in the city and 18 on the highway. Even though its competitors have larger and more powerful engines, most of them return similar fuel economy.
The F-150 costs a bit less than its American competitors, but the Toyota Tundra and Nissan Titan are even less expensive. (Note that in comparing pickup truck prices, it's essential to look at the discounted prices; all large trucks have lots of discounts that make their sticker prices largely irrelevant. Not only does the sticker not tell you what you will pay, but it also will not tell you what you will pay relative to a competitor.)
However, neither the Titan nor the Tundra have any more of a comfort/luxury focus than the F-150 and both feel decidedly cheaper in many ways. And the trucks that do pull off the good balance between comfort and capability also fail to protect their occupants in side-impact collisions. The car-based Honda Ridgeline also did well in crash testing and is roomy and pleasant to drive, but its capabilities are more comparable to smaller trucks.
The F-150 could certainly be better as an everyday use truck. It could come closer to the Dodge Ram’s ride, interior quality, and overall refinement. It could get better gas mileage or have more power.
But with only six full-size half-ton pickups on the market, it’s harder to be picky than in other classes of car. If you want a truck that doesn’t feel as cheap as the Toyota Tundra, offers more capability than a Honda Ridgeline, and that will protect you from fracturing your ribs in a 31-mph collision, the F-150 is all you’ve got. But with its solid specifications and build quality, competent handling, and spacious interior, the winner by default isn't half bad.
Vehicle tested: 2009 Ford F-150 XLT
Vehicle base sticker price: $21,565
Vehicle sticker price as tested: $39,300
Vehicle estimated transaction price as tested: $31,981
Test vehicle provided by: Koons Ford of College Park, Md.
Photos by Brady Holt.
Comments
It should be noted that of all the 56 combinations of F-150 possible...only ONE is capable of Ford's claim of 11,300 towing and 3K+ payload. And to do that, you MUST have the "heavy duty payload package".
The majority of F-150s sold will have worse payload and towing than the competitors.
Matt: Now I agree that only one model (F150 XL with Heavy Duty Pkg) can haul 3K+ lbs payload, but then again, no other 1/2 ton on the market, no matter what equipment pkg is installed, can haul 3K+ lbs payload. So advantage, F150. Also, every model F150 (Rcab, Scab & Screw) can tow over 11K lbs. Like every other 1/2 ton on the market, you must get the tow package for max tow ratings, but that is only obvious.
Matt: Check out www. motorcraft .com and look up the 2009 F150's owner manuel. Pages 251-256 provide all the specs confirming my above post.
Sorry, not motorcraft .com, but actually www. genuineservice .com for the owners manuel.
Got something to say?
Examiner.com is looking for writers, photographers, and videographers to join the fastest growing group of local insiders. If you are interested in growing your online rep apply to be an Examiner today!