Ford F -150 XLT 2.7T 2024: the essentials at high price – road test

The F series of 14^e Generation is in the middle of a career in 2024. Taking advantage of this occasion, the manufacturer brings him some small aesthetic adjustments to differentiate it from the model launched in 2021. It is nothing very deep, but when I looked at the window label, I realized how much it is necessary to have the deep pockets to get a Ford F-150. The XLT trial model had an invoice of more than $ 78,000. Despite financial amazement, it is still the opportunity to revisit the F-150, but this time with its 2.7-liter Ecoboost V6 engine, a very popular engine in the range. Do we have it for her money, for $ 78,000?

Continuity

Ford has this ability to make an already effective design and to make it subtle improvements during a refreshment that modernized the F-150 without distorting it. After all this approach allows the 2021 to 2023 not to look too old too quickly. With the XLT version, we find ourselves at 3^e Equipment level out of the 8 available in the F-150 range. Like the XL, STX and TREMOR, the optical blocks obtain an orange strip which also serves as indicators in the center. For a more sporty look, the boxes are black as well as the development of the grille. For more complex headlights, you have to go to the Latiat and more that fully integrate the DEL technology. The test model with the black set ($ 675) had 18 -inch rims painted in black. In profile, there is no real change, and, for the rear, the internal configuration of the lights is revised and varied according to the level of equipment, the XLT does not have the most technological enlightening structure available.

The F-150 offers a very wide spectrum in terms of configuration whether for the cabin (ordinary, double, Supercrew team) or cash lengths (5 1/2, 6 1/2 and 8 feet). By continuing the 2021 model, the F-150 2024 will age well. As is always the case with a van of this segment, the assembly is released and the adjustments are wide between the panels.

The function

The interior presentation of the F-150 in its XLT version aims at the function and the good old practitioner. There will be visually no emotion, and it is correct insofar as this van is first and foremost supposed to be a working tool. Let’s say that gray tones and plastics dominate the space. The test model was dressed with a gray fabric with a dubious texture near the shortbread paper. As is always the case in this segment, the seats offer a good level of settings, but none allows you to feel supported.

The 12 -inch digital instrumentation is always aesthetically pleasant, but lack of configuration possibilities. Coming from Ford, this aspect still surprises me. There are only very few visual changes from one driving mode to another. Considering the history and popularity of the F, why not offer a collection of style as we can see in the new generation of the Mustang. We know that Ford is able to do it and do it well.

In the center, the multimedia screen is now 12 inch throughout the range for 2024. Integrating the SYNC4 program, it is functional and ergonomic in use. Ford masters this accessory well. On the console, the test model came with the interior work surface which releases a plane area to put a laptop or take its lunch in comfort on the site.

There are a lot of storage spaces spread across the cabin. It is clear that Ford is studying the slightest surfaces to optimize this aspect of the vehicle. At the rear with the Super Crew cabin, the clearances are very wide and allow you to have very good clearances. The comfort of the bench is limited with a backrest too vertical and without adjustments. Below, by raising the 60/40 divided seat, a large very functional floor is obtained which also allows you to release a storage box. Again, it’s very practical.

Le 2.7T

After removing the 3.3-liter V6, the small Ecoboost (double turbo) of 2.7 liters becomes the basic engine in the F-150. There are, of course, on other more powerful engines (5), but this V6 delivers the goods well for “normal” needs in terms of work. It offers a power of 325 horsepower as well as a generous torque of 400 pounds. Ford keeps the 10 -speed automatic. In general, this gearbox is hesitant in the first reports, but the staging is better successful with the 2.7T. The configuration to the test with its 3.55 bridge ratio allowing the towing of 4,173 kilos (9,200 pounds). Without load or even with a box full of logs, this engine is very well suited for people who need a van for light work or the occasional towing of a trailer. Its smallest displacement allows you to have decent fuel consumption without being exceptionally low. At the end of my test, I obtained an average of 11.3 liters/100 kilometers. Fortunately, despite the turbocompression, it works on ordinary essence.

On the road, do not expect to experience emotions behind the steering wheel of the F-150 XLT, it is not its mission. Management responds well, but it is too multiplied and does not communicate at all. I still wonder why all the vans must have such a poor calibration of the management. The suspensions absorb the many road imperfections well. The rear axle still hops a little, but with a load of 728 to 810 kilos (from 1,605 to 1,785 pounds) depending on the technical configuration, the whole is stabilized. A van is made to be loaded. I found the pedals very spongy on braking. Again, Ford could improve this feeling.

Ford includes for 90 days the Bluecruise semi-autonomous driving technology. The latter works very well, especially on the highway with turns executed in flexibility and without large jolts. It is not as evolved as GM’s Supercruise technology, but it remains interesting. At the end of the 90 days of trial included in the 302A group, even if you have all the techno on board, if you want to keep it accordingly, you will have to pay $ 2,750, this is an option.

Conclusion

The F series, of which the Ford F-150 has been the best-selling vehicle in Canada for 58 years. With its wide selection of configurations and engines, it is the van which has the widest spectrum of possibilities. In the case of the XLT, we do not target luxury or high performance, just what is necessary, the essential. Unfortunately, this essential is expensive at more than $ 78,000 for the trial model. Considering the quantity of F that are produced, almost a million, I explain myself very badly that prices are so high for consumers.

In return, now that the post-COVVIVE supply crisis is completed in vehicle production, the discounts are often back. The consumer has a greater room for maneuver for negotiations, and it is worth doing, because $ 78,000 is expensive.

Reliability is not intrinsic to the segment of full-size vans and the F-150 is no exception. In the specific case of the 2.7T motorization, since its introduction in 2015, its reliability is good, therefore RPM recommends this mechanics of the F-150.