FORD F-150 2017

Body and cabin

The all-aluminum body is unchanged, pending the 2018 remodel. Like its main rivals, the Ford F-150 2017 offers three cab styles, the uncontested favourite being the four-door crew cab. If you are interested in the extended cab (shorter than the crew cab), be aware that its rear half-doors still open front-to-back. For several years now, the competition has been supplying traditional doors that provide much better access.

All full-size trucks offer their share of accessories aimed at facilitating daily use or loading. The F-150 is no different; it can be ordered with small fold-down steps in front of the rear wheels, a retractable tailgate step and grab handle, and stowable loading ramps that adapt perfectly to the edge of the tailgate. Several types of box liners and steps can be factory installed, ensuring a longer warranty than dealer or independent suppliers.

The 2017 Ford F-150 Raptor, of course, pulls out all the stops: blacked-out trim, over-size logos, wide wheel-well mouldings, large all-terrain tires and an in-your-face skid plate under the front bumper. Its higher stance and larger width enhance both its commanding look and handling (see the Mechanicals section below).

Apart from exclusive leather trim, only a few small details distinguish the cab of a Raptor from the other Ford F-150 models. Depending on the model and equipment, occupants find themselves in a purely utilitarian, richly appointed or very high-tech environment. The quantity of information accessible via the trip computer and central screen is head-spinning; it really is a good idea to get familiar with the systems before heading off. Fortunately, large buttons and knobs provide easy access to all the common functions.

The Ford F-150 offers the best driving position of the segment thanks to a genuine footrest and a telescoping steering wheel on all models. The leather-trimmed bucket seats in the models we tested provided good support without being too firm, and crew cab versions have tons of interior space. No wonder that many families choose a pickup as their main drive, despite all the compromises this type of vehicle imposes in terms of maneuverability and fuel consumption.

Safety

The Ford F-150 was the first full-size pickup to offer 360-degree cameras and blind-spot monitoring (also covering a trailer, if applicable). However, automatic emergency braking is still not an option, even if adaptive cruise control is listed and even though both functions use the same technology. Moreover, a backup camera remains an option on base versions, at least until it becomes mandatory next year.

Occupants get excellent crash protection, as evidenced by the top ratings obtained in tests conducted by the U.S. government and the Insurance Institute for Highway Safety. However, the latter agency attributed the lowest score possible (1/4) for headlights, both for the standard halogens and the optional LEDs, quite simply because they do not light far enough in the majority of situations.

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 5 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick

Mechanical overview

This year, the most important changes for the Ford F-150 are hidden under the hood. The flagship engine of the series, the twin-turbo 3.5-litre V6 has been extensively revised. Lighter turbochargers, dual rather than single chain cam, both direct and dual-port injection with two separate injectors per cylinder are all measures that boost maximum torque to 450 lb-ft, a full 50 more than last year. Power also increases ten horsepower, to 375.

All that power is channelled by the very first ten-speed automatic transmission on the market. Developed jointly by Ford and General Motors, the transmission includes three overdrive gears, a Manual mode and a Progressive Range Selection gear lockout feature. When PRS is activated, the transmission automatically shifts between the available gears to maintain the engine it its ideal power range, which should be very practical when towing.

The other three engines offered last year are still listed: a naturally aspirated 3.5-litre (seldom requested), a 5.0-litre V8 related to that of the Mustang (very popular in Quebec), and a small but willing 2.7-litre twin-turbo V6. All are delivered with a six-speed transmission, but Ford expects to pair the new ten-speed with the V8 and the small turbo engine starting in 2018.

The redesigned 2017 Ford Raptor arrives exclusively with an even more powerful version of the 3.5-litre EcoBoost V6. Its 450 hp and 510 lb-ft of torque eclipse the power ratings of the old 6.2-litre V8, and official fuel efficiency ratings (Natural Resources Canada) promise a 20-percent improvement in fuel consumption.

As in the past, the Raptor is not just an exercise in style or brute strength. Exclusive Fox long-travel shock absorbers, 17-inch BF Goodrich all-terrain tires, raised ground clearance, specific skid plates, wider track and body and six programmable driving modes are among the modifications designed to enhance off-road performance.

And it all works, at least on an icy track at the Mecaglisse complex riddled with holes, ruts, steep inclines and a deep waterhole. The Raptor made easy work of those moderately difficult conditions, both in 4WD and in 2WD Sport mode, traction control deactivated. The truck is capable of a lot more than we inflicted on it, as proved by a professional driver in a brilliant, high-speed demonstration, most of it in a controlled skid.

The real surprise, however, is how the Raptor handles on the road. The abundant low-speed torque ensures explosive acceleration, and the long-travel suspension damping delivers the best comfort of any F-150 we have tested since 2015. Against all expectations, the Raptor proves very composed and tenacious in tight curves for such a high vehicle. The cab leans, of course, but the grippy all-terrain tires and the well-weighted steering—which communicates an suprising feel of the road—bring unexpected ease of handling to this heavy-weight vehicle.

The F-150 Lariat 4WD crew cab we drove between Montreal, the Laurentians and Lanaudière also proved solid, quiet and powerful. The new, well-spaced transmission uses each of its ten gears at the appropriate moment. It downshifts as necessary in an instant without any of the occasional jerks felt in the Raptor. Our only gripe concerns the ride, which is sometimes stiff and jittery—at least, with an empty box. We strongly suspect our tester’s 20-inch wheels contributed to the excessive firmness, but the competition certainly does better.