Chevrolet’s Ad:

Ford F-150 Real Life Video:

by John Suit

Source: GM, YouTube

Related posts:

1. Super Bowl XLVI Ads: Matthew Broderick and His Honda CR-V
2. Super Bowl XLVI Ads: 2013 Cadillac ATS
3. Fun Stuff: 2010 Chevy Equinox Smoke test Video

The YouTube channel for the 2011 Ford Explorer (and this applies to the 2012 models as well) has a good number of videos highlighting the features and capabilities of Ford’s newly-redesigned SUV.  I’m highlighting the snow-bound Explorer video and the aforementioned YouTube channel because of its (mostly) high-quality videos and informative content.

by John Suit

Source: YouTube

Related posts:

1. Video: Ferrari FF Plays in the Snow
2. 2011 Ford Explorer configuration site gives away pricing
3. PSA: Clean snow off of your car before driving (w/video)

It’s been a quick three months with my new 2011 Ford F-150 Lariat, and for a refresher on my impression of it, see the review I wrote on it.  In the past quarter, I’ve logged over 3,600 miles, virtually worry-free.  Read on for what’s been happening with my F-150.

Note: Starting with this Owner’s Log post, updates will be quarterly for the first year, semi-annually after that.

Stats:

Time Period: 10/19/2011 – 1/18/2011
Miles Driven: 3,601 (first quarter of ownership)
Average MPG: 16.3 mpg (reported by on-board computer, matches hand-calculated)

Costs:

Maintenance Costs: $0.00
Total Cost (non-fuel): $0.00

Services Performed:

none

Summary:

The F-150 has performed admirably for all it’s been tasked with, including hauling several hundred pounds of firewood, a load which consisted of lawn care equipment and personal belongings, as well as around 1,500 miles of highway driving through MD, VA and PA.  Gas mileage around town has been closer to 13 than to 15, which is a bit disappointing – but based on research I’ve done on several owner’s forums, the EcoBoost V6 engine isn’t fully broken in until somewhere between 5,000 and 8,000 miles.

Speaking of the EcoBoost engine, its power is amazing.  While trudging up the Pennsylvania Turnpike at highway speeds, the truck never downshifted out of 6th gear unless prompted to by my using the SelectShift feature of the transmission.  I only locked out 6th gear because the exhaust was “droning” when traveling around 65 mph, which held the engine’s revs at around 1,600.  Downshifting to 5th gear brought the RPMs up to around 2,000, which lessened the exhaust note considerably.  When driving around town with the bed 2/3 full of firewood, the only thing that reminded me of the load was that the rear leaf springs had sagged an inch or two.

I mentioned earlier that the city fuel mileage was lower than expected, but the highway mileage has been pretty good at 18 to 19 MPGs.  It would’ve been better, but the PA Turnpike includes a lot of uphill grades.

Also on the highway for several hours, I used a decibel meter on my iPhone to keep track of sound levels in the cab, and was quite pleased.  With all the windows closed, the meter registered an average of 73 dB, and with the driver’s window open a couple of inches, that number only climbed to 84 dB.

Armed with all the creature comforts the F-150 is carrying makes highway miles fly by; road trips seem a lot quicker than they really are.  The seats proved comfortable in most regards for the 300-mile trips, except for some lower back pain, which is probably due to an improperly-adjusted driver’s seat.  Turning on the heated seat made the pain go away.  Meanwhile, my wife had no comfort issues whatsoever, sleeping for hours on end.

The only real glitch I’ve experienced was with the SYNC and navigation systems, which froze up for a few minutes, as you’ll see below.

Dated Notes:

• 10.22.2011 – SYNC / Navigation froze.  The navigation functionality returned several minutes later, but it took a full stop (engine off, key out of the ignition, open driver’s door) to reset the radio.  Haven’t been able to replicate this issue since.

General Observations:

• The EcoBoost has a ton of power – the truck’s transmission doesn’t have to downshift on upgrade hills of even 4 degrees.
• Sirius in the F-150 has a much better signal than XM did in my 2010 Nissan Maxima.  Whereas the Maxima’s XM signal would cut out for brief periods in several places on my morning commute, the F-150′s signal only drops out once.  On the highway in Pennsylvania, the XM cut out so much on some days that I used my iPhone as an audio source instead.  The F-150, in contrast, rarely cut out.

by John Suit

Related posts:

1. Review: 2011 Ford F-150 EcoBoost Lariat
2. 2011 Ford F-150 Followup – 20% Increase in Fuel Economy?
3. Owner’s Log: MaximumPhil’s 2010 Nissan Maxima, Update 6

The current Ford Fusion has a nice interior, stylish exterior, decent power train options, and is a good value. While that may be working for now, it won’t in the near future.  With Hyundai’s Sonata and Volkswagen’s Jetta taking legitimate shots at the segment’s big guns (read: Honda Accord, Toyota Camry, Nissan Altima), a mild redesign just isn’t going to cut it.

To that end, Ford is borrowing a page from Hyundai’s book and ditching the V6 for 4-cylinder options.  At the same time, it has improved its hybrid offering, and is adding a plug-in Energi trim level, which ought to be interesting.  While the Fusion itself competes against the Toyota Camry and Honda Accord, the Energi plug-in hybrid will compete with the Prius Plug-In Hybrid and Chevrolet Volt.

Aside from the Energi, which is expected to achieve greater than 100 MPGe (gas/electric equivalency), the Fusion Hybrid should be rated at 47/44 city/highway, an improvement of 6 and 8 MPGs over the 2012 model, respectively.  Then there are the gasoline-only engines, of which there are three.  Two EcoBoost engines (1.6-liter and 2.0-liter) will be optional, with a naturally aspirated base engine.  While the EPA hasn’t certified the 2013 Fusion’s various engine options, Ford expects the 1.6-liter to garner 26/37 city/highway mileage.  The base engine will keep prices down, while the 1.6-liter will probably be the volume seller.  the 2.0-liter EcoBoost is the sporty option, and of course the Hybrid and Energi trim levels will be the fuel-economy headliners.

Besides engines, the 2013 Fusion will sport 6-speed automatics, with some trim levels sporting paddle shifters.  Further down the drive train, the Fusion will offer all-wheel drive for the first time, an option previously found only on its Lincoln MKZ sister car.

Enough talk of the drive train – let’s dissect the new sheet metal.  Starting out front, the front grille area is similar to the new Fiesta and Focus, while resembling the front of current Aston Martins.  The hood has sharp creases lifted from the Ford Taurus, as well as swept-back headlights.  The profile is reminiscent of Audi’s new A7 sportback, while the rear end really pulls from the new Focus’ design.  Two character lines run from front to back, one hiding the door handles and the other breaking up an otherwise flat sill area.

Wheel designs are on the sporty side, with very attractive designs, cribbing designs from BMW and Lincoln.  The new Fusion’s taillamps remind me of Ford’s Focus, but having the exhaust outlets integrated into the rear fascia is a classy move.

Inside, it’s more of the same from Ford, which is a good thing.  Ford’s current interior designers are right on the money, improving the cabins on all of its recently-redesigned vehicles.  Comfortable-looking seats feature plenty of bolstering for sportier trims, while a driver-oriented center stack keeps controls at easy reach.  MyFord Touch is present, of course, but it’s MyFord Touch 2.0, with a better layout for less-distracted driving.  An actual volume knob is present, which is one of the most-used controls while moving.

The dashboard on the new Fusion is also taller, which should translate to being better enveloped, versus feeling like you’re riding or driving atop the Fusion.  The instrument cluster hasn’t been touched too much, retaining its dual 4.2″ LCD screens which flank the analog speedometer.  Once the new Fusion goes on sale, check back for my impression of the materials used, but I expect quite a bit of soft-touch plastic, with harder plastics used in lesser-touched areas.

No vehicle redesign is complete without a listing of new technologies on offer, and the new Fusion is no exception.  The highlights include MyFord Touch for infotainment, Lane Keeping System, Adaptive Cruise Control, Blind Spot monitoring (BLIS), Active Park Assist and Auto Start/Stop.

Lane Keeping System helps drivers stay in their lanes by monitoring lane markings and then using a three-tier system to alert drivers.  The first tier uses an audible alarm to alert the driver, while the second tier vibrates the steering wheel to get a driver’s attention.  If all else fails, the third tier actually applies pressure to the steering wheel to keep the Fusion in its lane.

Adaptive Cruise Control (ACC) and Blind Spot Information System (BLIS) are already found on other Ford vehicles, and BLIS is currently an option on the Fusion.  ACC uses radar sensors in the front bumper to keep the Fusion a set distance from the vehicle in front of it, reducing engine power and applying the brakes to accomplish this.  BLIS uses sensors on the sides of the Fusion to detect cars where the driver may or may not see them, and illuminating LEDs in the side-view mirrors when cars are found.  The system also detects cross traffic in front and back, to help avoid accidents when pulling out or backing into traffic.

Active Park Assist (APA) uses the aforementioned sensors and electronic power steering to park the Fusion, once a suitable parking spot has been located.

Auto Start/Stop is a feature that has been found on several European-only models in the past several years, but is finally making its way to the US.  When the Fusion comes to a halt, the engine smoothly shuts down, and when the driver lifts their foot from the brake pedal, it’s restarted.  If you idle a lot in traffic, this feature will come in handy in keeping fuel usage down, and should be a must-buy option for anyone who drives in a city environment often.

In the end, the 2013 Ford Fusion should prove to be quite the competition for the stalwart Honda Accord, Nissan Altima and Toyota Camry, as well as Hyundai’s upstart Sonata.  Look for the new Fusion in Ford showrooms sometime this year – but my money is on late spring/early summer.

by John Suit

Source: Ford

Show Press Release

Related posts:

1. Hyundai announces Sonata Hybrid!
2. Ford Sync 2.0, er MyFord Touch
3. Review: 2010 Ford Fusion Hybrid

After buying a home earlier this year, it became apparent that while my wife’s Mazda Mazda6 can haul some things, it wasn’t suiting our needs quite right for bigger home projects, including landscaping and hauling firewood.  With that in mind, I went shopping for a pickup truck.  While a mid-sized pickup would suit our new needs, the fuel economy penalty is negligible when the smaller truck is equipped with a V6.  This limited the search to the Toyota Tundra, Nissan Titan, RAM 1500, GMC Sierra 1500, and Ford F-150.  The Titan didn’t have all the creature comforts I was looking for and the Tundra was in limited supply after the devastation in Japan earlier this year (so I couldn’t find one optioned out the way I liked).  That left the American truck makers, and while the Chevrolet Silverado is very similar to its twin, the GMC Sierra, I prefer the looks of the Sierra, so that dropped the potential truck pool to just three.

During my research, I drove several trucks from GMC and Ford, as well as a RAM 1500.  The RAM simply wasn’t quiet enough, even though it had the best ride of the three.  Now down to two, I borrowed a 2011 GMC Sierra from my friends at King Buick GMC and drove it for a few days.  It was a great experience, and gave me a taste of what my commuting life would be like behind the wheel of a full-size pickup truck.  The Sierra was sized just right, and fit into normal parking spaces.  It was missing the Bose stereo (which I listened to in another Sierra) and moonroof, two things I had put on my “must have” option list.

As a refresher, take a look at the review I wrote on the 2011 Ford F-150.

For this comparison, I used my experiences behind the wheel of each truck, and as usual, I’ve found something to like in each category about both trucks.  Let’s see how they stacked up:

Exterior: GMC Sierra

Yes, the new F-150 is a handsome truck, but the designers at GM really nailed the Sierra’s look.  It’s rugged, but refined, while the Ford more closely resembles a Tonka truck.  The dimensions of each truck just aren’t drastically different from each other, so this is a very subjective quality.  The big difference, though, is truck height.  Although Ford has stuck to a flat load floor, GM’s engineers gave their truck an actual transmission hump down the center of the cab’s floor.  This lowers the overall truck height by a few inches, making it easier to get in and out of.  The offset is that a flat load floor can be used to haul weather-sensitive objects such as big-screen TVs.

Interior: Ford F-150

This one is close.  While the faux light wood trim in the F-150 Lariat first turned me off, it has since grown on me, and has become a nice contrast to the black plastic and leather found elsewhere in the cab.  Meanwhile, the wood trim on the Sierra SLT is simply classy  The SLE trim level is completely different, missing the wood trim but still quite functional and more like a work truck.  Whereas GM’s designers have opted for an interior that looks more at home in a Tahoe or Suburban, Ford’s people have made the Expedition more like a truck on the inside.  With the 4.2″ LCD in the instrument cluster of the F-150, as well as SYNC and a better navigation system, the F-150 winds this part of the comparison.

Capacity/Capability: F-150

I probably won’t ever max out my F-150, in either hauling or towing.  That being said, Ford’s optional tailgate step and box side steps are a phenomenal addition to any full-size truck.  The tailgate step makes it really easy to get up into the truck bed, and the box side steps mean that anything that slid forward is easily retrieved.  On a side note, they’re probably my wife’s favorite feature – she loves showing off how easy it is for her to get up and into the bed, even though she’s only 5’3″ tall.  As a counterpoint, if you’re tall enough or don’t need to get into the bed that often, either truck will do.  The steps just give the F-150 the edge.  If you’re not going to tax either payload or towing capacity, you won’t miss out by picking the Sierra, so it becomes more of a personal preference.

Power Train: F-150

No big surprise here; the Sierra last had a redesign for the 2007 model year, and hasn’t seen any drivetrain improvements since then except the introduction of a 6-speed automatic.  The powertrain options in the GMC Sierra are more than adequate though, and the cylinder deactivation is a neat trick for saving fuel.  The current-generation F-150, however, was new for 2009, although it greatly resembles the 2004-2008 model, and is running on a similar platform.  The big news for the F-150 is the complete revamp of the engine lineup for 2011.  From a new base V6 to two new V8s, as well as the EcoBoost, the F-150 has this round wrapped up.  When comparing the trucks based on engine size, the 5.0-liter V8 from Ford is down on fuel economy by 1mpg in both city and highway driving (in 4×4 guise), but is up on power – 360/380 horsepower/torque compared to 315/335 hp/tq in the Sierra’s 5.3-liter V8.  If you opt for the EcoBoost V6 in the F-150, however, you match the Sierra’s fuel economy numbers for its 5.3-liter V8 in the city, but gain 1 mpg in highway driving, all the while besting its power, hauling and towing capabilities.  The EcoBoost engine in the F-150 is rated at 365 horsepower and 420 ft-lbs of torque.

Chassis/Suspension: F-150

In an interesting turn of events, my research shows that while the F-150 has a fully-boxed frame (read: stronger, more rigid), its bigger brothers, the F-250 and F-350, have C-channel-based underpinnings.  On the GM side of the fence, their Sierra 1500 has C-channels, while the Sierra 2500 and 3500 have fully-boxed frames.  Either way, the chassis and suspension on the F-150 are a notch above the Sierra’s, so they have a similar ride, but the Ford has more composed handling.  Neither truck could be confused with their grandfathers from the late 1990s.

Creature Comforts: F-150

SYNC is an awesome voice-activated system, and it’s tied into one of the easiest-to-use infotainment systems I’ve used.  The aforementioned 4.2″ LCD screen in the instrument cluster is also a big winner over the old, pixelated dashboard readouts.  The sound deadening on the Sierra was pretty good, but Ford’s engineers added an extra layer, and it’s whisper quiet in the F-150, even at 70mph (I read 73dB at 70mph on a decibel meter app on my iPhone, 75dB in the Sierra).  The F-150 wins by a good margin here.  I liked the radio in the Sierra because it allows for AM, FM and XM to be combined in one 6-preset block.  The optional Bose stereo sounds nice as well.

Overall Winner: 2011 Ford F-150

While Chevrolet’s Silverado Heavy Duty (HD) took the honors of Motor Trend’s Truck Of The Year (TOTY) for 2011, it’s no surprise why Ford’s F-150 has regained the crown for 2012.  The new engines have bumped the F-150′s capability to surpass that of GMC’s Sierra, and more importantly for a lot of owners, fuel economy too.  The GMC Sierra is a very attractive package though, with well thought out interior bits and a keen eye for the details.  With a refresh looming for 2013 or 2014 for the Chevrolet Silverado and GMC Sierra, I expect to be revisiting this subject in short order.

by John Suit

Thanks to Steve Francisco of King Buick GMC for the use of multiple 2011 GMC Sierras for this comparison and the review.

Related posts:

1. Review: 2011 GMC Sierra SLE
2. Review: 2011 Ford F-150 EcoBoost Lariat
3. Ford announces 2011 HD-Edition F-150 with 6.2-liter V8

While the body has stayed the same since the last review truck, meaning it’s still handsome, the drive train has gotten a huge upgrade, and this truck has a few more options on it.  For a refresher on last year’s truck, see my previous review.

Outside, the sheetmetal work is handsome, definitely muscular, and slightly Tonka-truckish.  While certain angles may make the F-150 appear small, it only appears so.  With a wheelbase of 145″ when equipped with the extended cab (SuperCab) and 6.5′ bed, its overall length is 19.25′ feet long – more than twice the length of a Smart ForTwo.  The F-150 is 97″ wide, just an inch and a half shy of the length of the Smart ForTwo.

Inside, the cabin is well-appointed, with a feature-rich steering wheel, the optional navigation system, SYNC, and for long-haul comfort, optional 10-way adjustable bucket leather seats featuring both heating and cooling.  The amount and design of controls at hand are well thought out, although temperature knobs for the dual-zone automatic climate control would be nice.  Furthermore, while there are a lot of plastic surfaces, they’re all nicely-grained.  A bit of debate over the 2010 F-150 Lariat surrounds the color of the plastic wood trim, which went from dark in the old truck to lighter in the new one.  At first, I thought it was a bit garish, but after spending some time behind the wheel, the light trim breaks up an otherwise dark feel.  The front arm rests and other often-touched areas have been thankfully covered in soft-touch rubberized plastics, while the hard-plastic window sill isn’t at all uncomfortable to rest your arm on, if the weather permits rolling down the windows.

One area in particular that has seen a great improvement over the 2010 model is the instrument cluster.  Whereas the previous model reminded you that you were driving a truck with chunky gauges, the 2011 model has blue-lit gauges with chrome bezels.  They wouldn’t be out of place in a luxury sedan, and really add a touch of class to a truck with an MSRP of over $45,000.  Ford has added its 4.2″ LCD to the instrument cluster of the 2011 F-150.  While the standard trip odometers and instantaneous fuel economy displays are present, the F-150 also includes a “Truck Apps” display, which shows yaw, pitch, steering angle and 4×4 status.  That, combined with the updated gauge cluster, present a higher-tech, more classy look.

For 2011, Ford has done to the F-150 what it did to the Mustang: completely revamped the engine options.  While the Mustang received new V6 and V8 engines, so has the F-150.  The four new engines include a 3.7-liter V6, 5.0-liter V8, EcoBoost 3.5-liter V6, and a 6.2-liter V8.  For the Lariat trim level, which I was in the market for, the 5.0-liter V8 is the base, with the EcoBoost being a $750 option.  Having experienced both engines in the F-150, I preferred the EcoBoost for its greater capability and superior fuel economy.  Ford’s torture test (and the results of that test) on a random EcoBoost also convinced me it had the chops to go the distance.  Check out the torture test’s web site for yourself – there’s some fun videos there.

For those of you new to EcoBoost, it’s Ford-speak for twin-turbocharged and direct-injected engines, which it expects to be at least optional on 80-90% of its offerings in a few years.  It gives the power of a V8, with better fuel economy.  In four-wheel drive F-150s, the EPA rates the 5.0-liter V8 at 14/19 city/highway, while the EcoBoost V6 achieves 15/21 city/highway, a boon if you spend a significant amount of time on the highway.

All the information on the EcoBoost means nothing without actually experiencing it from behind the wheel.  The EcoBoost-equipped F-150 has prodigious amounts of power and torque for any situation you may encounter, whether it’s an uphill freeway on ramp or passing a slower-moving vehicle.  Passengers have remarked to me that, “a truck just shouldn’t be this fast.”  Since the EcoBoost engine in the review vehicle wasn’t fully broken in yet, there was a small amount of turbo lag, where the turbochargers took a second or so to spool up before really adding power to the V6.  On a normal drive, you won’t ever notice the lag.  It’s not until you really mash the gas pedal that it shows up.  On the flip side, when cruising along at highway speeds, or even when coasting, the on-board computer will display a 22 to 24 MPG average, simply astounding for such a large vehicle with its boxy front end.  When the road gets curvy, you’ll want to be traveling at reasonable speeds, since the top-heavy F-150 isn’t going to carve corners like a low-slung sports car.  That being said, the truck’s handling is predictable, letting you know what’s going on at each corner.  Should you find yourself going into a corner too fast, the brakes are more than capable of slowing the truck down without any commotion – commendable for a front-heavy rear wheel drive vehicle.  Having actually had to panic stop in a corner, I can attest to the effectiveness of the brakes.  They won’t stop the F-150 like the brakes on a sports sedan, but they definitely aren’t a “push and pray” setup either.

Engine innovations aside, there are two options which come in quite handy on the F-150: box side steps and the tailgate step.  The tailgate step is available no matter which F-150 you’re looking at, but the box side steps are only available on 6.5′ and 8′ long beds.  Howie Long can make fun of them in GM’s truck commercials, they both come in handy for those of us less than 6′ tall.  The box side steps allow easy access to items in the front of the bed, while the tailgate step and grab handle make getting into and out of the bed safe and easy.  On the nice-to-have list is a bed liner, which the dealership did before I took delivery.  The spray-in bed liner is durable, and unlike a drop-in bed liner, won’t allow dirt and water to collect between it and the bed itself.

While a couple of days in the 2010 F-150 impressed me, in the two months I’ve owned my F-150, it has impressed me further.  A very compliant yet composed ride features no tire slap when driving over speed bumps.  The new electric power steering is dead on, giving good parking lot maneuvering, but weights up at highway speeds to aid in higher-speed stability.  It’s also quite communicative, letting the driver feel the truck’s traction and road surface imperfections very well, unlike a lot of the earlier electric steering systems.  Electric power steering is becoming popular in passenger cars and trucks, as it increases fuel economy and available power.  It works by replacing the hydraulic system (which uses engine power to boost driver input) with an electric motor (which uses the truck’s existing electrical system).

Ford has equipped all 2011 F-150s with its SelectShift 6-speed automatic, which features manual operation and a Tow/Haul mode.  The former is operated by a toggle switch on the side of the gear shift lever, which when in Drive, allows the driver to lock out the upper gears.  It’s particularly helpful when going downhill because the driver can use the engine to keep the truck’s speed in check.  When you put the truck in “M,” the toggle button allows the driver to select which of the 6 gears to use, which can be useful in the snow or off road.  Tow/Haul mode, enabled by pressing a button also located on the side of the gear shift lever, holds lower gears to keep the engine in its power band, and also downshifts on downhill grades to keep road speeds down.  The transmission is the only real source of complaint I have with the F-150.  When the transmission is cold, and even a few times when warm, shifts can be less than smooth.  While not completely jarring, it can be unnerving.  Follow my Owner’s Log reports on my F-150, in case the transmission becomes problematic, although reports on the various F-150 forums haven’t seen any major issues with it.

In the amenities department, the subject of this review has a few more goodies than the one I previously reviewed.  The 700-watt Sony audio system still impresses (even though its speakers took a good 1,000 miles to break in), but the optional navigation system is very intuitive, making it easy to use.  It’s the same unit found in the 2009 Lincoln MKS that I owned briefly, so I was already familiar with how it works.  Other differences between the last truck and this one include the generously-sized moonroof and the extended cab versus full-sized cab.  Ford calls it a SuperCab, whereas the full-sized cab is a SuperCrew.

Both cab lengths feature four doors, but the SuperCrew has four regular doors, while the SuperCab features front-opening “suicide” doors.  Equipped with the SuperCab, this truck has the 6.5′ bed, so while its overall length is quite close to that of a SuperCrew with 5.5′ bed, the bed itself is a foot longer to hold longer objects.  The SuperCrew Lariat F-150 is also available with a 6.5′ bed, but the resulting wheelbase and overall length mean it won’t fit in standard-sized garages or parking spots.  To aid in parking and trailering, Ford offers a backup camera, either mounted in the rear view mirror, or as in this truck, in the 8″ touch screen, which also displays navigation and climate control information.  While it’s available on other Ford vehicles, with the F-150, a black dotted line is displayed over the center of the rear view to help drivers line up with trailers.

On trucks not equipped with the oh-so-handy backup camera, the generously-sized side mirrors do a great job of pointing out objects on both sides of the F-150, with a built-in blind spot mirror on the driver’s side.  When parallel parking, they are big enough to easily show the curb, making it quite easy to place the truck in a parking spot.  Also, backup sensors can be equipped, with or without the backup camera, which also help, mostly in bringing the driver’s attention to smaller objects directly behind the truck.

With the option list almost fully-checked on this F-150, it’s easier to list what’s not on the truck: the Lariat Chrome Package, Max Payload Package and Max Towing Package.  Without the Chrome Package’s 20″ wheels and Pirelli Scorpion tires, the ride is a little softer, and from the research I’ve done, will handle driving in snow better.  The Max Tow package adds towing mirrors and a somewhat different suspension setup, easier to haul heavier trailers.  The Max Payload package adds stiffer leaf springs, adding almost 1,000 lbs to the payload capacity.

Conclusion:

Ford has a hit on its hands with the 2011 F-150.  Great power, decent fuel economy, and a laundry list of both functional and luxury options give it a winning combination.  If there’s anything to complain about, it’s the transmission, as I mentioned above, but nothing that I’ve seen so far has required a dealership visit.  With somewhere north of 650,000 different combinations, excluding paint color, there’s an F-150 out there for anyone who needs or wants a pickup truck, and with the engine options Ford has made for 2011, it’s got less of a penalty at the gas pump to boot!

Competitors: Chevrolet Silverado 1500, Dodge Ram 1500, GMC Sierra 1500, Nissan Titan, Toyota Tundra

As-Tested:

Year: 2011
Make: Ford
Model: F-150 4×4 SuperCab Lariat EcoBoost

EPA Fuel Mileage: 15/21 City/Highway

Base Price: $37,765

Options:

$750: EcoBoost 3.5-liter V6 (twin-turbo, direct injection)
$350: 3.55 Ratio Limited-Slip Axle
$2,495: Sony Navigation Radio (includes 10-speaker Sony audio system)
$995: Power Moonroof
$950: Lariat Plus Package (includes universal garage door opener, remote start, rear view camera, reverse sensing system)
$325: Box Side Steps
$375: Tailgate Step
$230: Trailer Brake Controller
$975: Heated/Cooled Front Seats
$1,420: Lariat Chrome Package (angular step bar, chrome power heated side mirrors)

Total: $45,210

Destination: $995
Lariat Premium Discount: -$1,000

As-Tested Price: $45,205

Post-purchase modifications: $475: Black 6″ running boards; $699: Vortex spray-in bed liner.  Total Price: $46,379.

Ford has an online Window Sticker viewer.  Click here to view the Window Sticker for the actual test vehicle.

by John Suit

Related posts:

1. Owner’s Log: 2011 Ford F-150 Lariat (10/2011 – 1/2012)
2. Review: 2011 GMC Sierra SLE
3. 2011 Ford F-150 Followup – 20% Increase in Fuel Economy?