Ford has replaced its outdated recirculating-ball steering unit with a modern, more robust rack-and-pinion system. Lower operating friction and increased system stiffness translate to better steering feel and response. The new suspensions and steering hardware provide superior driving dynamics over a variety of surfaces. Detroit Bureau Chief Keebler comments, "This F-150 drives smaller than the two GM midsize pickups [Colorado and Canyon]."
What is a truck without a capable engine? Ford launches the new F-Series with two engine choices: a 5.4-liter SOHC, 24-valve Triton V-8 and a 4.6-liter SOHC 16-valve Triton V-8. The 231-horsepower, 4.6-liter V-8 has been improved and is adequate for most personal-use pickup buyers. But if you plan on towing or hauling sizeable loads, pony up to the all-new 5.4 this time around. The 300-horsepower 5.4 gets the spotlight this year, boasting a long list of technological innovations that improve response, boost power (especially at low engine speeds), decrease noise, and increase fuel economy. The hydromounted cast-iron block is topped off with new aluminum heads housing three valves per cylinder--two intake and one exhaust--operated by dual-equal variable cam timing.
This top-of-the-line Lariat SuperCab features richly stitched, premium leather seating, steering-wheel-mounted audio and climate control keys, plus the innovative overhead-rail system.
This new strategy allows several things to happen: Intake and exhaust valves are timed to open and close in unison to optimize engine performance across the entire rev range while enabling a higher (9.8:1) compression ratio to operate with regular-grade gasoline. Deep within the intake system, charge motion control valves (CMCV) at the end of each intake runner accelerate the intake charge at low engine speeds. These electronically controlled flaps induce the air/fuel mixture to tumble, causing it to burn quicker and more efficiently. CMCV, in conjunction with variable timing and spark control, helps produce 80 percent (292 pound-feet) of the engine's maximum 365-pound-feet of torque at just 1000 rpm. To better control this power, a new torque-based electronic throttle control (throttle-by-wire) system is now featured in both 5.4-and 4.6-liter engines. In addition to improved systems control that favors torque, the electronic throttle allows engineers to tailor the throttle to specific tasks. In fact, in 4x4 low-range, there's a dedicated accelerator response strategy for challenging or slippery conditions.
These aluminum rails power an optional rear-seat DVD player.
Ford exhaustively tuned both engines to produce the quietest powertrain possible. The 5.4 features a new block casting isolated with liquid-filled mounts and longer piston skirts, plus redesigned intake ports, magnesium valve covers, and tuned exhaust. Detroit Editor Lassa praises the superior NVH qualities: "The F-150's engine may be a half-notch above the Chevy Silverado, which has been my benchmark until now."
A brand-new 4R75E electronic four-speed automatic transmission, an evolution of the 4.6-liter's 4R70E, has been specially designed and upgraded to withstand the 5.4-liter's 365 pound-feet of torque. The new electronic throttle allows the engine and "smart" transmission to communicate more effectively. With its increased microprocessor speed, the transmission computes the output torque needed to maintain vehicle speed, predicts engine speed in the next gear, chooses the correct gear and converter state, and adjusts the next shift rpm accordingly. The transmission knows how and when to avoid gear hunting. Whether the task is towing, off-roading, driving in altitude, or across the country, shifts are executed more thoughtfully and seamlessly. Keebler says, "Nice transmission operation; shifts and torque converter work together smoothly."