We had a pair of Ford F-150s for our
2012 Truck
of the Year testing that represent two of the more popular trim levels:
a Platinum Edition EcoBoost and an XLT 5.0-liter V-8. New for this
year, but not on hand, are Ford's entry-level 302-horsepower, 3.7-liter
V-6 and the range-topping 411-horsepower, 6.2-liter V-8 from the Raptor
now available in the Lariat, Platinum, and Harley Davidson Editions.
We
extensively tested all four engine options early this year, including
strapping each one down to a chassis dyno, so we're very familiar with
power levels and delivery of the entire lineup.
" The testers who drove the 5.0-liter first were bigger fans, at least until they drove the ecoboost.
"
The
EcoBoost is the obvious orange in the apple crate here. Ford's throwing a
gasoline direct-injection, twin-turbo-fed V-6 under the hood of a full-size truck
is almost enough to knock the earth off its axis. What's even more
shocking is that an engine that looks like it would be at home
mid-mounted in a sports car is actually better than any of the
eight-piston offerings in maybe any company's lineup. It clearly checks
the box for Engineering Excellence, one of the key criteria for any Of
The Year competitor. Truck Trend editor Allyson Harwood noted, "On the
road, the EcoBoost makes the 5.0-liter look like obsolete technology.
The twin-turbo V-6 is incredibly quick and eager, power is abundant
throughout the rpm range, and I didn't really notice any lag."
All
our testers had similar remarks, and for good reason. The EcoBoost
delivers more torque to the ground than the big 6.2-liter up to roughly
5000 rpm and more than the 5.0-liter all the way up to 6000. In loaded,
towing, and uphill testing, several judges noted how hard the 5.0-liter
was working. "Power seems opposite of where you want it in a truck" to
"had to keep the throttle mashed while the transmission hunted" were
typical comments.
To
be fair, the testers who drove the 5.0-liter first were bigger fans, at
least until they drove the EcoBoost. "Moved over a half-ton with ease
at very impressive NVH levels," logged Lieberman, adding that the V-8
sounds "good and burbly." Kiino loved the "musclecar engine note" and
wondered if this is the "boss of trucks." The V-8 is obviously still a
good engine, but it's overshadowed by a great engine. This is often the
problem with advancement: People don't know what they've always wanted
until after they've experienced it.
It
seems as though Ford's big marketing push with the EcoBoost is centered
on fuel economy. During our testing, the EcoBoost turned in almost
identical numbers to the 5.0-liter V-8. Most consumers will look at that
and think there isn't really an advantage to buying the slightly more
expensive twin-turbo V-6 if the efficiency benefits prove negligible.
Were the performance between the two the same, we'd agree, but the
smaller engine's performance is closer to the 6.2-liter V-8's. If they
could just make it sound like a V-8, everyone would be happy.
Regardless
of the drivetrain, the judges were unanimously impressed with the
F-150's ability to earn its keep. In towing or hauling, the consensus
was both trucks only got better the harder they were working. "It rides
even better at 80 mph with a payload than without. It carries out its
business like there's nothing there," wrote Jurnecka. "As nice as the
ride was unloaded, it got even better loaded," agreed Harwood.
Even
in handling tests, the F-150 feels more planted and better balanced
with a payload in the bed. Some trucks feel as though the load is trying
to peel the truck off the asphalt and roll it over, but in fast turns,
the F-150 is still using both rear tires to put power down. We aren't
delusional about how people will use these trucks; no one is buying one
as a
sports car.
However, our performance driving translates directly to how an F-150
will handle in emergency situations. We'd be confident to throw one of
these, even loaded, through an emergency lane change.
Ford
tells us there are roughly 650,000 different ways to equip an F-150,
including engines, cabs, beds, wheelbases, and assorted options, but not
paint color. The moral of the story is, if you're seeking a truck and
can't spec out an F-150 to suit your needs, you may want to look into
buying your own personal freight train. Our judges found the XLT a more
honest approach to trucks, with Kiino calling it "clean and functional."
Jurnecka referred to it as "cheap, but palatable with the reduced
MSRP." The V-8 XLT comes in at $38,745, which was considered about right
for a work truck and seemed like a steal compared with the $50,115
Platinum Edition EcoBoost.
Ford
insists it gets crossover customers from some of the luxury brands who
tell them the interior is nicer in their F-150 than in the sport sedan
they traded in. While that might be a stretch, we agree the Platinum is
certainly nicer than the standard truck, although we'd still go for
something more utilitarian.
Both
the SuperCrew and SuperCab body styles offer plenty of room in front
and back. The Platinum's front seats are bisected by a center console
with enough storage for files, a large lunch, or even a medium-size pet.
The shifter is console-mounted, which a few judges found un-truck-like.
Others more accustomed to cars deemed it sporty and familiar. The XLT
retains the traditional column shifter with a bench seat in front and a
folding center backrest with cupholders. Clearly, Ford's marketing
department has missed a golden opportunity for yet another acronym with
this feature. We'd have called it the Storage On Demand Active Center
Accessory and Nutrition Holder, or SODACAN Holder for short. Yeah, Ford,
that one is free.
Storage
cubbies abound throughout the interior, along with such other
thoughtful design touches as extra power outlets and wide-opening doors.
We still have mixed feelings about Ford's Sync system, but it seems to
be evolving into something more useable than the first iteration. The
new gauge cluster features a 4.2-inch driver productivity display for
monitoring fuel economy, towing, and off-road driving data.
Platinum
and XLT front-seat configura-tions offer plenty of space for two or
three passengers, and all the judges, who range in height from under
5-to 6- feet, were able to find a comfortable seating position with good
visibility. Both cabs offer three-across seating on the rear bench with
fold-up seat bottoms for a huge amount of storage inside the SuperCrew.
Entry
and exit are relatively easy, though still require a step on the
runningboard or a good pull on the steering wheel or O.S. handle for
passengers. Which brings us to one of the few ergonomic complaints with
either truck. The Platinum edition includes power runningboards that
swing out when the door is opened. Just about every judge complained of
bruised shins, as the boards pop out during the roundhouse leg kick up
and into the truck. Yes, the runningboards are electronically
defeatable, but why have them if they just stay tucked up under the
body?
It
was hard finding fault with design elements or overall execution of any
of the F-150s. Several judges remarked that, were they in the market,
the EcoBoost F-150 SuperCrew would be their choice, hands-down. The more
utilitarian XLT or even something like an FX2 or FX4 trim level would
likely be chosen for value over something like the Platinum Edition.
Besides the 10 trim levels, Ford offers four engine choices: three that
represent solid traditional options, with the EcoBoost truly a step
forward in performance. The two transmission choices are six-speed
automatics with the higher-end option offering select-shift manual
modes. We all agreed the F-150s are built to work and felt better the
more they were challenged.
Ford
offers an enormous variety of configurations and designs, making the
truck tailorable to just about any need. It's the combination of
advancement in design, engineering excellence, efficiency, safety,
value, and the performance of intended function that has earned the Ford
F-150 the title of Motor Trend's Truck of the Year.
