2018 F-150 LARIAT TICKS ALL THE BOXES
Ford’s signature pickup has more power, plenty of style and an enormous gas tank
Ford’s F-150 may be the bestselling vehicle in this country, but it’s not entering 2018 without numerous revisions, most notably new headlights, grilles and tail lights, and more power, too. We put experts David Booth and Derek McNaughton behind the wheel of the 2018 F-150 Lariat, with its revised 2.7-litre EcoBoost V-6 and new 10-speed automatic transmission. Here are their impressions.
DM: I would not want to be a Ford F-150 buyer today; the four engine choices — soon to be five when the diesel arrives — are all compelling. Choosing one would be hard. In the past, I’ve recommended the bigger 3.5-L turbo V-6, mostly because its 470 pound-feet of torque provides an awesome amount of power. But after some miles in our 2.7-L turbo V-6 tester — upgraded to 400 lb-ft of torque for 2018 — my loyalties are shifting. How could they not be? I achieved 11.2 L/100 km on the highway at a brisk and constant 120 km/h, and was never wanting for power. The overall average on this truck is currently registering a laudable 12.8 over its first 3,000 km. DB: Yep, this engine is sweet. For a mere 2.7 L, its ability to cruise even beyond 120 km/h — I may have touched a police-upsetting 140 km/h once or twice — is particularly impressive. Even when accelerating hard, say on an on-ramp to those otherwise-tobe-denied 140 km/h, there was never a harsh tone from the 2.7; it’s amazing that a truck-based V-6 could sound so smooth. I also recorded about the same fuel economy at 120 — 11.4 L/100 km, to be exact — but also noted that consumption went down dramatically to 8.5 L/100 km when I reduced my speed to 100 km/h.
Like many of Ford’s EcoBoost engines, the 2.7 L looks to be specifically tuned to show its best on the EPA’s dyno. DM: You’re right about smooth. At idle and under acceleration, the 2.7 is measurably quiet and never coarse, a lot like the truck itself. I like that you can hear the whistle of the turbo at times, too. It’s even more fun in Sport mode. I’m not sure anyone needs more power than this, except if they’re towing; but even here, the 2.7 can stand proud. I towed about 4,000 pounds (1,815 kilograms) and got 13.7 L/100 km, at mostly 100 km/h. Maximum towing with the 2.7 L ranges from 7,600 to 8,500 pounds (3,450 to 3,855 kg), depending on configuration.
Keeping the transmission in Tow-Haul mode helped the truck pull decently, eliminating any lugging and downshifting appropriately downhill, too. So, unless you’re regularly pulling race cars or tractors, the 2.7 L is a good fit. Now with port and direct injection, there’s no need to worry about carbon buildup, either. Only the diesel would lure me away from the 2.7 now. I’m not totally sold on the 10-speed, though, even though it works fine. Shifts were never a problem, but there’s a crispness absent. I heard a clunk once or twice when cornering. The gearbox just seems busy; not flustered, but not relaxed, either.
DB: The other thing I liked was the huge gas tank — 136 L — that registered no less than 1,032 kilometres of range when filled. Imagine that: not having to fill up for two or even three weeks, and even then it’s just a fiveminute pump at my local Esso. I could make it all the way from Toronto to Ottawa and back and still have enough to crawl in traffic a few times. For those EV advocates looking for the antidote to range anxiety, look no further than the 2.7-L F-150.
Also impressive on those longrange trips is the comfort inside the F-150. Oh, the ride isn’t quite limousine-like, but gone are the days of buckboard bounce. And the cabin? Absolutely luxurious. DM: Indeed, the seats and padding on the F-150 are excellent, fitting for a truck that really is an enjoyable place to spend swaths of time. On a whole afternoon of driving — which, with that big tank, meant never worrying about needing fuel — I never cramped up. All the nooks and cubbies are right where I want them. There were no squeaks, rattles of creaking anywhere in the cabin.
DB: I also — praise the Lord and pass the microchips — enjoyed using Ford’s latest infotainment system. Most of the bugs (shall we call them inconsistencies?) in the Sync 3 system are seemingly ironed out. Switching between audio and navigation system, for instance, was a doddle and I loved how Sirius radio was displayed.
DM: For sure. The F-150 has come so far and, despite the price tag, it’s the sales leader for trucks for this very reason — there is so little to harp about, having become so finely polished that it’s hard to find fault. I loved those power running boards, a $950 option. GM and Ram will be introducing their new trucks very shortly, but it will take some seismic shifts to unseat the F-150 from the throne.
DB: With its aluminum superstructure and sophisticated turbocharged engines, it will indeed take a radical remake from either to compete directly. Could we see an aluminized and turbocharged competition? Imitation is the sincerest form of flattery.