The new F-150 features an updated, fully boxed frame to act as a more rigid platform, which allowed suspension engineers to make incremental improvements. Nothing revolutionary here. In fact, the overall suspension strategy of the truck is no different from the previous model (front coil-over shocks with double A-arms, and a rear live axle on leaf springs). The rear spring pack is wider and six inches longer, while the front uses a stronger stamped-steel lower control arm. Ford also uses two separate steering ratios, depending on which wheelbase and towing option package the truck has, to improve the often criticized numb F-150 feel. And it works.
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Our test unit came equipped with the popular 5.4-liter V-8, rated at 310 horsepower and 365 pound-feet of torque (320 horsepower and 395 pound-feet running on E-85). As strong as that sounds, it still felt taxed during normal driving. Make no mistake, with all the safety and strength-adding support to the frame and undercarriage, as well as sound-deadening material throughout the cabs, this is a heavy truck, and it drives like it. In fact, the new six-speed (really more like a five-speed with an extra overdrive) allows much of the engine’s inherent power to feel like it slips away. Chalk this up to Ford’s desire to achieve the best cruising fuel-economy numbers possible. Recently released EPA numbers list the 5.4-liter V-8 rated at 14/18 city/highway, with its new SFE F-150 (see sidebar) rated at 15/21.
New technologies like EcoBoost (a V-6 with V-8 power) and a new diesel are just around the corner, and at first glance seem worth the extra money. Ironically, Ford’s investment into size and strength (big towing and payload numbers) to keep core truck buyers happy could be the truck’s greatest weakness. Downsizing for efficiency and practicality could be in the cards for many new buyers, which means there could be an opportunity here for Ford’s long-ignored Ranger or something new in the vein of last year’s Ford Explorer America (wouldn’t be too difficult to hybridize a smaller pickup truck from that) or the coming Pontiac G8 ST.
Ford has a lead against just about every competitor in clever details. Inside, the vastly improved Gen-II SYNC technology helps provide directions to the cheapest fuel, your favorite football team’s full-year schedule, a seven-day weather report for the local area, and tons of music options. The tailgate step and arm-hold, pop-out sidesteps (for easier access into the bed) are fun to play with, and the new cargo management system makes it easy to clip in the separators, along with a tool chest and storage box.
The price range for the 2009 F-150 runs the entire spectrum. A regular-cab XL (rubber mats, bench seat, 4x2, 4.6-liter V-8) will start at just over $22,000, with a fully loaded Platinum (20-inch wheels, electric runningboards, 4x4, leather) will top out around $45,000. But is it enough?
Many will argue this is the wrong time to release a full-size pickup. The F-150 is Ford’s best-selling vehicle, however, and if it doesn’t remain a hit in the marketplace, there may be little hope for Ford’s survival.
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