F-150 proves worth in winter weather
Aluminum truck more nimble
QUEBEC CITY — Despite the mascara some people put on winter — it’s so pretty, it’s so tranquil — it remains, if we are honest, the cruellest of seasons. In the depths of February, we call it the dead of winter because exposed flesh will freeze in 10 minutes or less. Winter, still, is something we need to get through, a test of endurance, resilience and neoprene boots.
On this day, with a howling north wind making -10 C feel more like -200, the 2015 Ford F-150 XLT is also getting through. Snow is deepening and blowing so hard that visibility is down to 100 metres. The driving is some of the worst I’ve seen; yet the truck and its heated cloth seats are tooting me along with such ease and in such comfort I could be wearing a Tommy Bahama. Indeed, with some country on the radio and only a little wind noise, the interior is as cozy as a log cabin with a wood stove. I should hibernate here until April. But what’s this? No auto climate control in our XLT model that stickers at more than $40,000? Really?
Never mind. We’re deep in this part of Quebec’s Charlevoix region to test the new, aluminum-bodied F-150 over a variety of off-road conditions, ranging from deep snow to ice to rocky inclines. Our trucks are equipped with BF Goodrich’s new allterrain tire, the KO2. These tires eat snow, though they tend to fare less well on sheer ice, though very few tires manage both ice and snow.
Still, this combination of tire and 4WD in the F-150 is ideal armour against what many Canadians face daily. A part-time AWD system — or a full-time 4WD system — is available in the 2015 F-150, the latter standard on Lariat models and up. This “4A,” or automatic mode, usually sends most of the power to the rear wheels, but automatically sends torque to the front wheels via a Borg Warner centre differential in a “grip before slip” system. It’s perfect for changing or alternating road conditions, not to mention good for secondary drivers who may be unsure how to engage 4WD or, worse, tend to forget about it on hard pavement, leading to binding issues that occur in part-time systems, damaging drivetrain components. A locking rear differential is also available in all models with the trailer tow package as well as the FX4. So far, so good.
More importantly, perhaps, is how the lighter, 2015 F-150 feels over roads that are not really roads but paths cut into places that vehicles were never intended to go. Here, the F-150 flexes not with the dexterity of a Hawaiian dancer, but the precision of a Navy SEAL. Sure, the truck still has a solid rear axle and, therefore, can sometimes ride like a truck, but there is less bucking than before. Shouldn’t a truck ride like a truck? It might be tough, but it isn’t rough. There is smoothness at every turn. The ride is nearly ideal.
The switch to aluminum and its resulting weight loss makes the F-150 accelerate better, brake sooner, and feel more nimble. No, it’s not going to hunt rabbits like a hungry wolf, but it’s easily the pack leader in trucks right now. Class-exclusive features make it stand out that much more, including a 360-degree camera, unique LED lighting in several places, a tailgate that opens with the key fob and a nifty Boxlink tie- down system.
Cabin shudder is also reduced. Visibility, in part due to doorsills that swoop deeper into the door, is very good. The electronic steering feels accurate, though more feedback would be nice. The new interior is a huge advance, with plastics used in a more discreet fashion, but the Microsoft Sync system, scheduled to be replaced (likely next year) is still wonky.
Trim levels have been slimmed to five (with many option choices), and engine choices kept to four. While XL regular cab 4x2 models start at $21,399, the Platinum Super Crew long-wheelbase tops out at $66,999 before $1,700 in freight.
Engine choices — all bolted to six-speed automatics — include a new 3.5-litre V6, a new 2.7-litre twin-turbo V6, a 5.0-litre V8, and the familiar 3.5-litre EcoBoost V6 producing the most torque and trailer-towing power of the bunch at 12,200 pounds with a fifth wheel or goose neck. Having sampled all four motors, it’s a tough call on which engine to choose. The 5.0-litre V8 is simple, strong and proven. The 3.5 EcoBoost is smooth, an absolute torque monster, and fast. It’s also remarkably quiet.
Of them all, though, this new twin turbo 2.7 with its compacted graphite iron block is particularly impressive, and not just from a build perspective. On the road, it could easily be confused with the 3.5-litre EcoBoost, providing almost as much torque as its bigger brother — 375 versus 420 pound-feet. But its delivery feels more youthful and more playful.
It brings a snarl and some attitude that makes it feel up to the jobs for a lightduty truck, able to tow as much as 8,500 pounds under a fifth-wheel hitch. Indeed, through a snowy and rutted field, the 2.7-litre engine felt crisp, responsive and not lagging in torque. (Our 2.7-litre later developed a problem on the drive, resulting in power loss and the smell of fuel.)
This engine should also return the best fuel economy of the bunch. It’s rated at 10.4 L/100 km highway in 4x4 models. Our actual return on this miserable day was closer to 13.5.