Review: 2011 Ford F-150 (3.7 vs 5.0 vs 6.2 vs Ecoboost)

Posted on 04. Oct, 2010 by in Auto News

While my invitation to the media burnout fixed musta lost in the mail is gone, I attended a regional ride / drive event to cover the four new engines in the 2011 Ford F-150, compared to some of its domestic competitors. The afternoon included a relatively-lame autocross, a (short) drag strip and the real-world tests, unladen and towing. The product specialist has a point to ask everyone to tell their friends about this event. Fortunately for Ford, I got to tell a lot of people.

Chevy Silverado Z71 (5.3L, 6AT): The Z71 Chevy used to be a serious 4WD off-road package, but now it can be a knobby tired, softly sprung Prerunner his rig. That the Blue Oval boys stacking the cards in their favor shows, earn a wag of my finger. The Z71 was terrible on the autocross, but I put on my brakes way (3.73 gears?). At a dead heat with EcoBoost at the drag strip Irrelevant because the drag strip was short and sweet, though I preferred the throttle tip in the Chevy from a standstill in our mini-road course. Lose the Z71, Z06, add a little more under the hood and FoMoCo could be in trouble.

Dodge Ram 1500 (5.7L, 5AT): The "Big Horn" edition Ram was quite respectable in every performance metric, with more midrange than the 5.3L Chevy V8 lust and feel similar to the Ford 5.0L But I guess, in the real world, is not up to the impressive performance par if they stuck with Dodge 5-speed automatic. It's still a nice car, but here's proof that continuous improvement is not just for cars.

Ford F-150 V6 (3.7L, 6AT): These six-banger is the reincarnation of the powerful, efficient and legendary Ford inline six-cylinder. I noticed the rumbly exhaust first, then the 7000rpm redline tach without markings. The new engine is expected lusty midrange with variable valve timing, but the tach ran through the entire range of motion. That's right, a $ 18,000-ish truck rev to 7000rpm and a smile on someone's face. The light was soft cammer Ford (obviously) at the lower end, has the lowest tow ratings, but it is have seen by far the most exciting I truck for years. Maybe it's because Paul and I love both I-6 Ford (his little six of 1966, my 1994 big-six), but the vast majority of TTAC readers want this mill in their rig.

F-150 5.0L (6AT): the last 5.0 was a joke compared to it's faster / stronger / cheaper 4.9L inline six-cylinder brother, but this is a respectable mid-range engine more power than the 3.7L with a great sound for not much extra cash. And compared to the outgoing 4.6L truck, Dearborn gave us a reason to believe that multi-cam V8 have a place in big trucks: the final judgment of the EPA have the HEMI 5.3L Chevy and their work for them. Safe!

F-150 6.2L (6AT): Although a top option with BOSS 429-esque bonnet, a macho grunt engine sound and impressive, such as the bomb, an overweight (iron) 6.2L big block any transactions in a quick, streetwise F-150 has sounds. Crotch rocket experts say the same about Harley-Davidson V-Twin in modern bikes, so this engine is standard in the F-150 Harley-plastered explained. That said, I pray this BOSS-wannabe, anxiously waiting for my first test in a workhorse F-250: The Power Stroke diesel premium could be in trouble. But the F-150? Not so much.

F-150 EcoBoost (3.5L, 6AT): The "Eco-Brick" certainly appeals to urban cowboys and status seekers in the high street States. Gutsy move, but the numbers do not lie: there's whistle many low-end grunt with a mild turbo, with much-needed weight from the nose for the best autocross performance of the group. And while our mini drag race test was not a slam-dunk victory would EcoBoost mill destroy competition when it ran through more than one gear.

But truck users to create their collective actions America pick forklore could unimpressed: overload / maintaining the beast and I see a well-worn, multiple owners, Eco-Brick F-150 turbos eat in less than 200,000 miles. Reputable for sludge factories of VW and Audi, but it might as well pick suicide brand management.

Bottom line: I pray to Ford-based V6 XLT sets, for a MidBox option and research, how to use a sawzall / welder to buy the bed rails would reduce to a usable rel. Then again, there are no good "bed" on the market, so I doubt I would even consider a comparable Chevy or Dodge.

And while a drive trip and is not a substitute for actual seat time eclipsed Ford to compete with upscale interiors with full-color gauge display and big ICE systems, decent suspension, 6-speed transmission on the line for respectable fuel economy (filled or such promise) and a blizzard of configurations.

More to the point, this is to update a slam-dunk of the mid-cycle. If we look at it only in the future, check out Texas' Craigslist ads from the year 2025, if a fully depreciated Ford sold for more than a Chevy counterpart, the circle must be complete.