Down and dirty – that’s the way trucks like it. Despite the presence of those persnickety owners who regularly wax and scrub their cherished pickups, the Ford F-150 FX4 was designed to be used the way haulers were intended.
Last year, we compared a more bling-and-lifestyle-oriented Ford F-150 Lariat against a Dodge Ram Laramie and we concluded that, for most suburban light-duty haulers, the Ram was the clear winner. We barely got the insides of the wheel wells dusty during our evaluation of those two trucks, instead focusing on daily drivability and parking lot accessibility.
But this time we’ve got stuff to haul, cattle to move, mucky roads to traverse and not a single shopping mall in sight.
What is it?
The F-150 has been the best-selling pickup since many of our readers were toddlers, so if you’re not familiar with the basic premise of this vehicle, you’re not paying much attention. Our test FX4 model, unlike the Lariat we tested earlier, is more equipped for serious use – even if it was dolled up with thousands in luxury options.
The locking rear differential, trailer brake controller, off-road-oriented suspension and 18-inch wheels with marginally knobbier tires that come with the FX4 package add a bit more rough-and-tumble cred, although the most serious users would still probably be best off with a vinyl-interior, roll-up window base model and a quick run through the local farm or ranch supply’s truck accessory section.
Our tester, at $44,000 as-equipped, is a pretty expensive implement – but most of its core attributes can be found across the F-150 lineup.
What’s it up against?
Natural rivals are, of course, the Dodge Ram, Chevrolet Silverado, GMC Sierra, Nissan Titan and Toyota Tundra. Each is offered in an off-road-oriented configuration that more-or-less mirrors the F-150 FX4′s spec sheet: The Ram TRX, Silverado/Sierra Z71, Titan PRO-4 and Tundra TRD Off-Road.
Any breakthroughs?
When we first compared the F-150 and Ram, we noted that the Ford’s stiff frame, firm but controlled ride and comfortable interior had the makings of a great hauler, even if our evaluation stuck to heavily populated areas.
Our tester’s optional maximum trailer tow package included a trailer brake controller with a digital display, which combined with the standard 3.73 rear axle ratio allow the F-150 to tow an impressive 11,100 lbs (with a gross combined weight rating of 17,100).
How does it look?
It only took us a few minutes to make it look right: A brief romp through a mud puddle on our way down a dirt road – fine, maybe it was more like three or four repeated sloshings – gave the F-150 FX4 that sufficiently down and dirty look we craved. The mud that splashed up on every angle of our Sterling Grey Metallic test truck not only helped to hide its too-shiny tail lamps and silly FX4 badging, but it accentuated the flat sides and bulky nose.
The FX4 package drops any hint of chrome from the front fascia, which gives it a more downscale look than its premium pricing might otherwise convey. And it certainly doesn’t do anything for the long look of our 157-inch wheelbase test vehicle, optioned with the largest cargo box available on a four-door SuperCrew F-150. Viewed from the side, the F-150 goes on for miles and miles – but that could be an asset for some buyers. We snapped a few photos of it as it straddled half a parking lot – make sure to check out the gallery below.
Yet the F-150 possesses a back-to-basics look not seen in too many of its more gussied up rivals. It skips the organic, more blob-ish look you’ll find in Toyota and General Motors rivals, and while it’s not as aggressive as the Dodge, there’s a certain simplicity that appeals. Its more rugged, almost bland look might also make it slip a bit under the radar for those seeking a bit more obscurity in these spend thrift image-conscious times.
And on the inside?
We lambasted the F-150 Lariat we tested earlier for its mostly hard and shiny materials, which were partially responsible for its loss to the more luxurious Ram. Drop the price two grand and, err, we have the same complaints – perhaps even more amplified. At $44,000 as-tested, the F-150′s interior is a far cry from the more classically attractive offering from General Motors and the surprisingly well put-together cabin you’ll find in a Dodge. Rubbery leather seats, an oddly-textured shiny plastic appliqué and even fewer soft touches set the FX4 apart from the Lariat.
Despite the obvious cheapening in Ford’s material choices, the overall layout and execution remains top-notch.
The SuperCrew configuration means comfort for four ranch hands and a fifth in a pinch. Although the rear seat is far more hospitable than any previous SuperCrew, we still found the seat base to be a little too close to the ground for our liking. At least there’s more than enough stretch-out legroom available. Up front, the captain’s chairs of our tester were firm and bolstered just enough to both keep us in place over undulating terrain and to allow easy ingress and egress when making stops while exploring the back forty.
Ford’s impressive navigation system, including the latest variant of its Microsoft-developed Sync media connection, was present on our tester, enabling us to check sports scores and weather radar while out assessing the land. The rest of the controls, sourced from various other Ford products, are generally too small to use while wearing gloves or at a quick glance when driving. On all but the smoothest pavement, we found ourselves turning on the butt warmers when what we wanted was to adjust the volume.
But does it go?
Ford’s all-new 6.2-liter V8, which will make its debut in the F-150 SVT Raptor later in the model year, will eventually find its way under the standard F-150′s big hood. For now, however, the largest engine on offer is the automaker’s evergreen 5.4-liter Triton V8, a powertrain that has been continuously refined, but dates itself in its power rating and delivery. It won’t provide the exciting thrust, nor the low-end grunt, we’ve seen in Dodge’s Hemi or even in Toyota’s 5.7-liter V8. But what it does deliver is an exceptionally smooth and predictable driving experience.
Rated at 310 horsepower and 390 lb-ft. of torque, the V8 guzzles regular unleaded at a rate of 14 mpg in the city and 18 mpg on the highway. We found those fuel economy numbers to be a bit generous; our overall average was more along the lines of 13 mpg.
Torque is spread evenly across the range, meaning towing is a cinch for the F-150, even if race track acceleration is a bit behind the pack. We didn’t come close to testing the 11,100 lb. limit simply because we don’t own anything heavy enough. A utility trailer loaded up to a combined weight of about 4,500 lbs. was hardly noticeable except in slightly firmer shifts and a little more off-the-line hesitation. Over big hills, we saw little downshifting to compensate for the additional mass.
Without the trailer, the F-150 FX4 provided a slightly more flinty ride than we recalled in the Lariat we sampled earlier. That’s due, no doubt, to the firmer shocks and springs as well as the Goodyear Wrangler SR-A tires. Those aren’t our favorite set of shoes as they neither excel in dirt or mud or on pavement, but the aftermarket is wide open with choices for would-be F-150 FX4 buyers. The tires didn’t aid in the handling department, either, as we noticed a bit more rubbery vagueness to the tiller than we recalled from the sharp Lariat. Still, the steering is remarkably sharp for a big truck.
Off-road, this lumbering beast is best suited to plowing across rough fields and on paved roads, not climbing boulders or negotiating steep trails on the way to a favorite hunting or hiking spot. The massive wheelbase, which could hide a Smart Fortwo and a pair of Shriner’s cars in its length, helped take the edge off of wallowy terrain. The locking rear differential proved a boon in the muck and would also be a welcome addition for slippery boat ramps.
Used as it’s meant to be used, the F-150 strikes a solid compromise between daily drivability and rough and ready capability.
Why you would buy it:
Ranch, farm or commercial license plates adorn the bumpers of your current truck and you’re in need of a replacement.
Â
Why you wouldn’t:
A full-size pickup truck is something you use for hauling groceries; interior design and comfort and an aggressive exhaust note are big selling points for you.
Leftlane’s bottom line
Trucks weren’t initially meant to be family-friendly rides, but that’s what they’ve become over the years. For those seeking a more utility-oriented ride, it’s hard to go wrong with the F-150. Look beyond the luxury car-like price tag of our tester and you’ll find a ready-and-willing workhorse for thousands less. A solid truck with work-friendly attributes means it’s an excellent companion on a ranch or farm, or for commercial users who genuinely need its capacity. For these applications, we’d strongly recommend the F-150.
2010 Ford F-150 FX4 SuperCrew base price, $37,750. As tested, $44,000.
FX4 Luxury Package, $2,200; Maximum Trailer Tow Package, $330; Cargo Management Accessory Package, $200; Cargo rails, $115; Navigation, $2,430; Destination, $975.
Words and photos by Andrew Ganz.
Review: 2010 Ford F-150 FX4
Reviewed by
Andrew Ganz on
October 29
.
Down and dirty – that’s the way trucks like it. Despite the presence of those persnickety owners who regularly wax and scrub their cherished pickups, the Ford F-150 FX4 was designed to be used the way haulers were intended. Last year, we compared a more bling-and-lifestyle-oriented Ford F-150 Lariat against a Dodge Ram Laramie and [...]
Down and dirty – that’s the way trucks like it. Despite the presence of those persnickety owners who regularly wax and scrub their cherished pickups, the Ford F-150 FX4 was designed to be used the way haulers were intended.
Last year, we compared a more bling-and-lifestyle-oriented Ford F-150 Lariat against a Dodge Ram Laramie and we concluded that, for most suburban light-duty haulers, the Ram was the clear winner. We barely got the insides of the wheel wells dusty during our evaluation of those two trucks, instead focusing on daily drivability and parking lot accessibility.
But this time we’ve got stuff to haul, cattle to move, mucky roads to traverse and not a single shopping mall in sight.
What is it?
The F-150 has been the best-selling pickup since many of our readers were toddlers, so if you’re not familiar with the basic premise of this vehicle, you’re not paying much attention. Our test FX4 model, unlike the Lariat we tested earlier, is more equipped for serious use – even if it was dolled up with thousands in luxury options.
The locking rear differential, trailer brake controller, off-road-oriented suspension and 18-inch wheels with marginally knobbier tires that come with the FX4 package add a bit more rough-and-tumble cred, although the most serious users would still probably be best off with a vinyl-interior, roll-up window base model and a quick run through the local farm or ranch supply’s truck accessory section.
Our tester, at $44,000 as-equipped, is a pretty expensive implement – but most of its core attributes can be found across the F-150 lineup.
What’s it up against?
Natural rivals are, of course, the Dodge Ram, Chevrolet Silverado, GMC Sierra, Nissan Titan and Toyota Tundra. Each is offered in an off-road-oriented configuration that more-or-less mirrors the F-150 FX4′s spec sheet: The Ram TRX, Silverado/Sierra Z71, Titan PRO-4 and Tundra TRD Off-Road.
Any breakthroughs?
When we first compared the F-150 and Ram, we noted that the Ford’s stiff frame, firm but controlled ride and comfortable interior had the makings of a great hauler, even if our evaluation stuck to heavily populated areas.
Our tester’s optional maximum trailer tow package included a trailer brake controller with a digital display, which combined with the standard 3.73 rear axle ratio allow the F-150 to tow an impressive 11,100 lbs (with a gross combined weight rating of 17,100).
How does it look?
It only took us a few minutes to make it look right: A brief romp through a mud puddle on our way down a dirt road – fine, maybe it was more like three or four repeated sloshings – gave the F-150 FX4 that sufficiently down and dirty look we craved. The mud that splashed up on every angle of our Sterling Grey Metallic test truck not only helped to hide its too-shiny tail lamps and silly FX4 badging, but it accentuated the flat sides and bulky nose.
The FX4 package drops any hint of chrome from the front fascia, which gives it a more downscale look than its premium pricing might otherwise convey. And it certainly doesn’t do anything for the long look of our 157-inch wheelbase test vehicle, optioned with the largest cargo box available on a four-door SuperCrew F-150. Viewed from the side, the F-150 goes on for miles and miles – but that could be an asset for some buyers. We snapped a few photos of it as it straddled half a parking lot – make sure to check out the gallery below.
Yet the F-150 possesses a back-to-basics look not seen in too many of its more gussied up rivals. It skips the organic, more blob-ish look you’ll find in Toyota and General Motors rivals, and while it’s not as aggressive as the Dodge, there’s a certain simplicity that appeals. Its more rugged, almost bland look might also make it slip a bit under the radar for those seeking a bit more obscurity in these spend thrift image-conscious times.
And on the inside?
We lambasted the F-150 Lariat we tested earlier for its mostly hard and shiny materials, which were partially responsible for its loss to the more luxurious Ram. Drop the price two grand and, err, we have the same complaints – perhaps even more amplified. At $44,000 as-tested, the F-150′s interior is a far cry from the more classically attractive offering from General Motors and the surprisingly well put-together cabin you’ll find in a Dodge. Rubbery leather seats, an oddly-textured shiny plastic appliqué and even fewer soft touches set the FX4 apart from the Lariat.
Despite the obvious cheapening in Ford’s material choices, the overall layout and execution remains top-notch.
The SuperCrew configuration means comfort for four ranch hands and a fifth in a pinch. Although the rear seat is far more hospitable than any previous SuperCrew, we still found the seat base to be a little too close to the ground for our liking. At least there’s more than enough stretch-out legroom available. Up front, the captain’s chairs of our tester were firm and bolstered just enough to both keep us in place over undulating terrain and to allow easy ingress and egress when making stops while exploring the back forty.
Ford’s impressive navigation system, including the latest variant of its Microsoft-developed Sync media connection, was present on our tester, enabling us to check sports scores and weather radar while out assessing the land. The rest of the controls, sourced from various other Ford products, are generally too small to use while wearing gloves or at a quick glance when driving. On all but the smoothest pavement, we found ourselves turning on the butt warmers when what we wanted was to adjust the volume.
But does it go?
Ford’s all-new 6.2-liter V8, which will make its debut in the F-150 SVT Raptor later in the model year, will eventually find its way under the standard F-150′s big hood. For now, however, the largest engine on offer is the automaker’s evergreen 5.4-liter Triton V8, a powertrain that has been continuously refined, but dates itself in its power rating and delivery. It won’t provide the exciting thrust, nor the low-end grunt, we’ve seen in Dodge’s Hemi or even in Toyota’s 5.7-liter V8. But what it does deliver is an exceptionally smooth and predictable driving experience.
Rated at 310 horsepower and 390 lb-ft. of torque, the V8 guzzles regular unleaded at a rate of 14 mpg in the city and 18 mpg on the highway. We found those fuel economy numbers to be a bit generous; our overall average was more along the lines of 13 mpg.
Torque is spread evenly across the range, meaning towing is a cinch for the F-150, even if race track acceleration is a bit behind the pack. We didn’t come close to testing the 11,100 lb. limit simply because we don’t own anything heavy enough. A utility trailer loaded up to a combined weight of about 4,500 lbs. was hardly noticeable except in slightly firmer shifts and a little more off-the-line hesitation. Over big hills, we saw little downshifting to compensate for the additional mass.
Without the trailer, the F-150 FX4 provided a slightly more flinty ride than we recalled in the Lariat we sampled earlier. That’s due, no doubt, to the firmer shocks and springs as well as the Goodyear Wrangler SR-A tires. Those aren’t our favorite set of shoes as they neither excel in dirt or mud or on pavement, but the aftermarket is wide open with choices for would-be F-150 FX4 buyers. The tires didn’t aid in the handling department, either, as we noticed a bit more rubbery vagueness to the tiller than we recalled from the sharp Lariat. Still, the steering is remarkably sharp for a big truck.
Off-road, this lumbering beast is best suited to plowing across rough fields and on paved roads, not climbing boulders or negotiating steep trails on the way to a favorite hunting or hiking spot. The massive wheelbase, which could hide a Smart Fortwo and a pair of Shriner’s cars in its length, helped take the edge off of wallowy terrain. The locking rear differential proved a boon in the muck and would also be a welcome addition for slippery boat ramps.
Used as it’s meant to be used, the F-150 strikes a solid compromise between daily drivability and rough and ready capability.
Why you would buy it:
Ranch, farm or commercial license plates adorn the bumpers of your current truck and you’re in need of a replacement.
Â
Why you wouldn’t:
A full-size pickup truck is something you use for hauling groceries; interior design and comfort and an aggressive exhaust note are big selling points for you.
Leftlane’s bottom line
Trucks weren’t initially meant to be family-friendly rides, but that’s what they’ve become over the years. For those seeking a more utility-oriented ride, it’s hard to go wrong with the F-150. Look beyond the luxury car-like price tag of our tester and you’ll find a ready-and-willing workhorse for thousands less. A solid truck with work-friendly attributes means it’s an excellent companion on a ranch or farm, or for commercial users who genuinely need its capacity. For these applications, we’d strongly recommend the F-150.
2010 Ford F-150 FX4 SuperCrew base price, $37,750. As tested, $44,000.
FX4 Luxury Package, $2,200; Maximum Trailer Tow Package, $330; Cargo Management Accessory Package, $200; Cargo rails, $115; Navigation, $2,430; Destination, $975.
Words and photos by Andrew Ganz.
Rating:
