Popularity of F-150 can’t be denied
In trucks, weight is the enemy in so many ways .. . . . . . .
Weight affects handling, payload, fuel economy and trailering ability. So if you can achieve the required amount of structural rigidity and toughness with a truck that’s lighter than your competitor, theoretically you should be able to out-tow, outhaul and out-handle your rival, all while using less fuel.
After all, a truck doesn’t just have to haul your stuff, it has to haul itself, too.
So when you consider that the density of aluminum, at 2,700 kilograms per cubic metre, is about one-third that of steel (8,050 kilograms per cubic metre), it’s tempting to use aluminum wherever you can.
It took Ford some significant engineering to switch the body and box of the F-150 from steel to aluminum, not only because the lighter skin required a stiffer steel frame, but also to deal with the issue of galvanic corrosion, a chemical process between dissimilar metals that would otherwise turn the aluminum into dust. An adhesive was developed to bond the aluminum to steel while providing insulation between the two.
Was it all worthwhile? Comparing the 2018 Ford F-150 to the 2018 Chevrolet Silverado suggests yes. (Detailed specifications of the 2019 Silverado are not yet available for comparison.)
The F-150 Platinum that’s today’s
subject, compared to the Chevrolet Silverado High Country with a 5.3-litre V-8 (the closest available comparison), has higher payload (1,483 kg to 961 kg) and higher towing (5,987 kg to 5,307 kg).
Interestingly, the difference in fuel economy is less encouraging, however, with the F-150 Platinum only 0.6 litres per 100 kilometres better than the Silverado for combined fuel economy ratings.
Of course, the question of aluminum’s durability — in light of the Silverado advertisement showing a toolbox crashing into the truck bed — is one that may never be answered, at least for skeptics. Those who like their F-150 will love the aluminum. Those who think aluminum is a mistake may never be convinced.
An exact comparison of the handling of the two competitors would require a back-to-back test, but the aluminum in the two generations of F-150 to use it so far does seem to create a truck that’s less trucky in its ride and handling than its steel-body predecessors. Less mass means less inertia, so bumps settle down more quickly and roll in corners is reduced.
One sacrifice to ride and handling that Ford has not been willing to make is the loss of rear leaf springs and a solid axle, so it will step out on washboard or bumps in corners. But Ford is betting capability is more important to its customers than coddling.
The Platinum comes standard with a 5.0-litre V-8, while a 3.5litre EcoBoost V-6 is optional. Either way, it has a 10-speed automatic transmission.
If you’re wondering how carmakers fit 10 speeds into the same bell housing as six, the short answer is they don’t. Ford says the 10-speed transmission uses six gears directly for some speeds and blends the ratios from those gears for other speeds.
It’s technology that works best with engines with wide torque bands. Smaller engines with peaky torque figures tend to make the transmission hunt. With a 5.0-litre V-8, it’s as smooth as silk.
The four-wheel-drive system offers 2x, 4x high and 4x low, as well as 4x automatic.
For trailering, the available Pro Trailer Assist makes child’s play out of reversing with a trailer. When activated, you use a small knob on the dash to steer by simply turning that knob in the direction you want the trailer to go. It calculates and applies the correct input to the steering wheel.
Reversing with a trailer is counter-intuitive, requiring left steering to make the trailer go right and vice-versa. It also is very easy to steer too much, creating a jackknife situation. Of course, I strongly recommend learning to do it manually, even with the system on board. It’s a skill that will pay off if you find yourself trailering with a vehicle that doesn’t have such a system.
The trailer assist program does work quite well: You have to set it up for your trailer by inputting the length of the trailer, the distance from the hitch to the axles and by attaching a crosshatch label on the trailer tongue that the camera uses to calculate the angle of steering. Depending on what you’re trailering and where you’re trying to put it, if you need a spotter doing it manually you’ll need a spotter with the assist, too.
I give mixed reviews on the powered running boards: When they deploy properly, they’re very handy. But for ice and snow, they can get wonky: Once, I went to put my foot on one just as it decided to pop back into the stowed position.
Ford lets you turn them off, which might be a good idea in some winter conditions. You can force them out, as you might wish to do for cleaning at a car wash, but you can’t leave them out: The system will revert back to automatic once you reach a certain speed.
Ford claims the F-150 is the best-selling pickup truck, and it is, technically. General Motors gives Ford a pass on that statistic by splitting its trucks into Chevy and GMC models, but the popularity of the F-150 can’t be denied.
The Platinum isn’t the top-ofthe-line F-150, but it’s close; only the Limited is more. While it may seem strange to pack so much luxury into a workaday vehicle, if it’s to be your only vehicle and you want some luxury either between job sites or after work, the Platinum has you covered. Premium materials, heated and cooled seats, Bang and Olafson sound system, and the majority of driver-safety toys will keep you pampered.