2021 Ford F-150 Review

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Competition has long been fierce in the full-sized pickup truck segment. When the Chevrolet Silverado 1500 and Ram 1500 got major redesigns in 2019, Ford needed to hit back hard with the 2021 F-150 to keep a grip on its coveted, longstanding title of “best-selling vehicle in America.”

Strike back big it has. The redesigned F-150 may only have mildly updated exterior styling, but the cabin has been thoroughly upgraded, there are numerous, unique job-site innovations inside and out, and it maintains an advantage over its chief American rivals when it comes to standard active safety features. Plus, Ford’s Active Drive Assist system—which can enable hands-free highway driving—is on the way to the F-150 later this year.

But the biggest news of all is the hybrid powertrain, the first ever for the F-150. Dubbed PowerBoost, the hybrid combines a 3.5-liter turbocharged V6 with a lithium-ion battery and a 35-kW electric motor, producing 430 hp and 570 lb.-ft. of torque, making it the most powerful engine in the F-150 lineup. It uses a special 10-speed automatic transmission crafted for the hybrid application, and the 4WD version is rated at a thrifty 24 mpg combined by the EPA.

We bought two 2021 F-150s for the CR autos test program, a Lariat hybrid and an XLT with the 2.7-liter EcoBoost V6. Myriad technical changes throughout have improved the F-150’s performance and creature comforts. But so far, our team has found a few things that could have been done better, including some aspects of the new hybrid’s powertrain.

If you’re a Consumer Reports member, our initial expert assessment of the Ford F-150 Lariat hybrid and F-150 XLT we purchased for our test program is available to you below. After we log more than 2,000 break-in miles on our F-150s, we’ll put them through more than 50 tests at the CR Auto Test Center, including those that evaluate acceleration, braking, fuel economy, handling, car-seat fit, and controls. CR members will get access to the full road-test results as soon as they’re available.

If you haven’t signed up yet, click below and become a member to access this full article and all of our exclusive ratings and reviews for each vehicle we buy and test. Joining also gives you full access to exclusive ratings for the other products our experts evaluate in several categories, including electronics and home appliances.

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CR’s Take

From the moment you step up into the tall cabin until even a brief time out on the road, it becomes obvious that Ford has made substantive improvements over the previous F-150. Cabin quality and design have taken steps forward, several of the truck-specific innovations are quite intriguing, and—although we would have liked to see more accomplished from a driving dynamics standpoint—the ride is less jittery and the handling is a tad sharper. And, unlike competing full-sized pickups from Chevrolet, GMC, and Ram, the F-150 comes standard with forward collision warning and automatic emergency braking with pedestrian detection on every trim level, which is highly commendable.

So far, we’ve been impressed with the hybrid’s smooth transitions back and forth between electric motor and gas engine, not to mention what feels like a nearly bottomless pit of power. We've noticed some occasional rough downshifts from the hybrid’s transmission, though.

Ford has challenged truck stereotypes over the past several years, pushing smaller-displacement and more fuel-efficient, turbocharged V6 engines to the forefront instead of traditional V8s, as well as bolstering fuel economy through a greater use of weight-saving aluminum for the truck’s body. We’re glad to see innovation continue in the form of the all-new hybrid powertrain, but questions remain. First, will truck buyers embrace a hybrid, especially considering its $2,105 price premium over the 2.7-liter EcoBoost V6, the F-150’s most popular engine? Second, will its real-world fuel mileage live up to its EPA rating? So far, the truck’s onboard computer has been telling us no.

We’ll find out the answer to the second question after both trucks make their way through our full testing regimen, which includes using a precise flow meter spliced into the truck’s fuel line.

What We Like

Prodigious powertrains: We’re impressed with the integration of Ford’s new PowerBoost hybrid, especially considering that the F-150 remains such a capable truck at its core. The hybrid has an abundance of effortless smooth power, and the transmission upshifts seamlessly. It will use electric propulsion—under a light throttle pedal—up to about 30 mph, and it shuts off the gas engine when coasting. A slight downside is that there's some hesitation when the truck switches between electric and hybrid modes. We noticed this primarily when cruising under electric power, then dipping into the throttle pedal quickly when looking for more acceleration.

While we enjoy driving the hybrid, the 2.7-liter EcoBoost V6 in our XLT test truck in no way feels like a second-rate choice. The 325-hp, turbocharged engine and 10-speed automatic transmission are carryovers from the 2020 model, and that’s just fine with us because it remains a gem of a powertrain, with a smooth engine stop/start system, loads of low-end power, and timely shifts from the transmission.

Innovative interior: The F-150’s reworked cabin has some clever new features, including available Max Recline front seats that can fold down to nearly a flat, 180 degrees—well-suited for taking a nap, such as during a lunch break or in a rest area on a long road trip. But the new feature that stands out the most to us is the Interior Work Surface, a $165 option that both of our test trucks have.

Here’s how it works: When the gear selector is in Park, you can press a button and have it power-folded down and tucked out of the way into the center console. This allows the center armrest to unfold and create a large, flat work surface between the front seats that can be used for all manner of tasks, including using a large laptop, doing paperwork and signing documents, or eating lunch. We used it for putting test notes about the F-150 into a laptop, and it worked great.

The Interior Work Surface option is available in both bench and captain’s chair seating configurations, from the base XL trim up to the top Limited.

User-friendly controls: We found most controls pretty straightforward and easy to use in both of our F-150 trucks. Lower F-150 trims come with an 8-inch infotainment touch screen, while higher trims—such as our Lariat hybrid—have a new 12-inch screen. The larger screen was fairly intuitive and very responsive, though the Lariat’s impressive-looking, configurable instrument cluster display is so thick with choices that it takes some getting used to.

Regardless of screen size, the F-150 gets the new Sync 4 infotainment platform, which now has the ability to receive over-the-air updates, meaning Ford can theoretically tweak or even add features throughout the life of the truck. Wireless Android Auto and Apple CarPlay compatibility is standard.

Workhorse features: Despite how luxurious some full-sized pickups have become, many F-150 owners rely on their vehicle as a work truck. As such, the hybrid comes with a new Pro Power Onboard feature that allows the truck to be used as a mobile generator producing 2.4 kW, with dual 120-volt 20-amp outlets in the bed. A slightly less powerful version is available on nonhybrid 2021 F-150 models. Ford claims the 2.4-kW system can power a couple of saws and an air compressor with an 85-hour run time on a full tank of gas. The hybrid’s optional 7.2-kW system, which includes four 120-volt outlets plus a 240-volt outlet, could certainly run a heater and your refrigerator in the event of a power outage, if not power your entire house. In fact, we heard stories about F-150 hybrids being used for exactly that purpose during a major winter storm in Texas.

Those who regularly pull trailers will be pleased to know that the F-150 hybrid can be configured to tow up to 12,700 pounds. But the true heavy-hauler is still the nonhybrid 3.5-liter EcoBoost V6, which is capable of towing up to 14,000 pounds.

Retooled tailgate: Recognizing that many owners use the tailgate as an impromptu workbench, every F-150 now comes with built-in clamp pockets on the tailgate to hold materials—such as lumber—when making cuts with a saw. Cleats mounted on the sides of the tailgate act as tie-down locations to hold extra-long items in the bed when the tailgate is dropped, a common event due to the short, 5½-foot bed configuration that most F-150s come with these days. The cleats also do double duty as bottle openers.

An available Tailgate Work Surface includes an integrated 48-inch ruler, and it has niches to prop up a cell phone, hold a cup, and store pencils. A tailgate step-and-grab handle is also included in the option, which makes it easier to get in and out of the tall bed.

Midlevel Lariat and higher trims are available with a power-operated tailgate, a feature that’s on our hybrid test truck. We can’t even begin to tell you how convenient it is to have a power tailgate that opens and closes via the key fob.

Quiet cabin: Whether in the XLT or the Lariat hybrid, the F-150’s cabin is luxury-car quiet. There’s very little road noise and only some minor wind rustling from the big side mirrors at highway speeds. The XLT’s 2.7-liter V6 delivers a smooth, carlike hum. The hybrid proved quiet, too, though you do hear some electric-motor-related whirring noises at times.

What We Don’t Like

Brake pedal feel: As we’ve experienced in some hybrids, the brake pedal in the F-150 hybrid doesn’t deliver as linear or normal a feel as the regular truck. It can seem overly grabby or touchy when driving at low speeds, such as in a parking lot, yet it requires more pressure than expected when hauling the truck down from higher speeds.

The hybrid’s loud idle: Typically in cold weather, after sitting for a few minutes with the truck running and accessories relying on the hybrid system, the gas engine will fire up loudly, idling at a rather high—and surprisingly noisy—1,500 rpm for a few minutes before shutting off again. We understand the need for the gas engine to come on in those situations, but the noise can be a bit startling.

High step-in: If you’re used to big trucks, it won’t come as a surprise how tall the F-150 sits off the ground. But if you’re coming from a car or even most SUVs, the big climb up into the F-150’s cabin will be quite a change. Our test trucks’ running boards and interior grab handles make things easier, but it’s still one step up onto the running board and another step up into the cabin as you pull yourself in. The Lariat’s optional power running boards clean up the truck’s exterior styling, but they make a surprising amount of racket every time they deploy down or retract.

What We'll Keep Our Eyes On

Fuel economy: Opting for the hybrid system adds extra costs, so we’re eager to see if it sets new standards for nondiesel fuel efficiency. Although the hybrid 4WD is rated at 24 mpg combined by the EPA, so far we’ve been seeing closer to 18 mpg from the truck’s onboard computer. We will conduct our own fuel-economy tests as the truck makes its way through our full test program.

Ride and handling: Both of our F-150s turn into corners with a slightly less clumsy character than before, but the steering is slow and offers little feedback, and the front end still feels more ponderous than the Silverado 1500 and Ram 1500. The suspension keeps road imperfections from punching through into the cabin as harshly as on the outgoing model, but it's still far from smooth, and the truck will get jittery and choppy on bumpy roads, leaving it a far cry from the plush comfort of the Ram 1500.

Hybrid’s clunky downshifting: We’ve noticed occasional clunky downshifts from the hybrid’s transmission, particularly when braking hard for a more sudden than expected stop. Although this isn’t out of character for a truck, it’s definitely something we will be keeping an eye on, particularly in comparison to what we’re experiencing with our nonhybrid F-150.

Lariat vs. XLT front-seat comfort: The front seats in both of our F-150s have suited most drivers reasonably well so far. It helps that both seats have two-way lumbar support, a feature that dials in lower-back support and can be a real savior on longer drives. The Lariat’s leather seats are a bit tauter than the XLT’s cloth upholstery, though, so for now the comfort nod appears to be pointing in the Lariat’s direction.

Over-the-air updates: We’re intrigued with Ford’s effort to prep the new F-150 to receive over-the-air updates. The company claims that it can beam updates to owner’s trucks, including new functions and additional features, as well as ways to support preventative maintenance. It says that a majority of these updates will take under 2 minutes to complete and can be scheduled at the owner’s convenience.

Safety & Driver Assist Systems

Every F-150 comes standard with forward collision warning and automatic emergency braking with pedestrian detection. The pedestrian detection component is vitally important because it addresses the unique risks of large trucks, which have compromised forward visibility because of monolithic front ends. Stepping up to the XLT trim and higher brings blind spot warning, rear cross traffic warning, rear automatic braking, and lane keeping assistance.

Ford is also offering its Active Drive Assist feature on the F-150, which will enable hands-free driving on certain mapped highways, akin to the Cadillac Super Cruise system. The company says coverage will include 100,000 miles of divided highways in all 50 states and Canada. To ensure that the driver is paying attention to the road, a camera will monitor their head position and eye gaze rather than just relying on a steering-wheel sensor to confirm engagement. Initially, only the hardware for Active Drive Assist will be available, with the software to use it expected to be available—for an additional fee—in the summer of 2021 via an over-the-air update.

Other safety features include Intersection Assist, which detects oncoming traffic while the driver is attempting a left turn. If there's a risk of a collision with an oncoming vehicle, the brakes will be applied to mitigate or avoid the collision.