REVIEW: 2026 Ford F-150

Ford F-150: Power and Passion

With the release of the facelifted F-150, Ford Australia is hoping last year’s production problems are behind it. Along with styling changes and a newly engineered steering system, the release also introduces the top-end Platinum version with tech, comfort and practical improvements.

Ford Australia invited a bunch of journalists to the launch of the upgraded Ford F-150 range in Melbourne recently, and we travelled extensively over two days across southern Victoria in all three models — the base XLT, the mid-spec Lariat and the premium Platinum. All models are available in either short or long wheelbase, with no price difference for the 12in (300mm) extended tray. We also had access to a Lariat at our Caravan of the Year 2026 event and were able to tow a variety of vans in the countryside around Flowerdale.

The F-150 is manufactured at the Ford Dearborn Truck Plant in Michigan, USA, and, as part of the F-Series range, has been a perennial bestseller. The local F-150 starts as a left-hand drive with USA compliance and is shipped to Ford Australia’s conversion partner, RMA Automotive, in Mickleham, Vic, which has recently undergone a system overhaul following teething problems with the conversion. With new quality controls and upgraded parts, including a new steering system, a revised wiring harness and RHD-specific lighting, Ford says it’s back on track to deliver customer expectations.

Remanufacturing takes place over three days, with hundreds of different parts going into the process. Current capacity is 22 vehicles a day on a production line heavy on automation and robotics.

What’s new?

Although the new release might be seen as more of a facelift than a new model, the range now introduces the Platinum version to the local lineup. Selling at $163,950, the Platinum will attract buyers with leather-trimmed massaging seats that lie flat, improved rear-seat storage, high-end safety features and electronically controlled shock absorbers. There are also a dual-opening tailgate and a folding tray cover.

Black styling features, including black alloy wheels and colour-coded bumpers, set the Platinum apart. By comparison, the chrome highlights on the XLT seem somewhat gaudy and old-fashioned.

All models have safety features like blind-spot monitoring with 360-degree cameras, automatic emergency braking, lane-keeping aid and dynamic stability control. But the XLT misses out on adaptive cruise control’s lane-centring and stop-and-go features, speed-sign recognition, evasive steering assist and more.

While the XLT might seem a basic model compared to the more upmarket Lariat and Platinum, in the USA, there are eight versions of the F-150, and there, the XLT is more mid-range, with two versions below it, so the cheapest local XLT version at $114,950 is far from a poverty pack. Disappointingly for many prospective buyers, the XLT has part-time 4WD, whereas the higher spec versions have the full-time systems we are used to in our Japanese offroaders.

Power to burn

Local engine choice is limited to the 3.5L twin-turbo petrol engine, and with the recent price difference to diesel, that might have been a stroke of genius. The comparatively modestly sized alloy-block V6 debuted in the F-150 in 2011 and has earned a reputation for dependability. It churns out an impressive 298kW of power and 678Nm of torque, with a throaty V8-like roar that will satisfy petrolheads. Matched with a 10-speed automatic gearbox, towing power was impressive and the acceleration was excellent for a 2.6T vehicle — if we are talking about the long wheelbase Platinum.

Our initial drive included a 10km loop that saw steep climbs and country roads, towing a horse trailer loaded with hay. It weighed in at 3500kg, so we had a fair assessment of its pulling power and ride. It sat comfortably on the road and aids like the Lariat and Platinum models’ 360-degree camera-assisted vision at roundabouts and turns. Towing Mode or Tow Haul Mode, which is common across the range, held gears longer and altered steering dynamics to provide more feel.

At our Caravan of the Year event, we towed a 3000kg van up Victoria’s notoriously steep Murchison Gap, and the F-150’s ample power made towing a pleasure. However, an interesting incident occurred when we noticed smoke pouring from the back of the ute. It looked ominous, but the source didn’t seem to be an oil leak. A quick phone call to Ford’s techs assured us that the problem was an overzealous overspray of rust protection that had found its way onto the hot exhaust and, on the run up the mountain, decided to send smoke signals. Sure enough, the problem soon sorted itself out, and we were on our way.

On the open road without a trailer, the F-150 is an effortless, roomy and comfortable ride. The Platinum has a wide range of electric adjustments for the seats, steering wheel and pedals, plus a massage mode, so it’s about as relaxed as you can get behind the wheel. And while the XLT gets cloth seats and needs manual adjustments, it’s still remarkably effortless to drive. The 10-speed box does its thing seamlessly in auto, and you can switch to manual if you like a bit more control. However, I didn’t get comfortable with the manual gear changes on either the right-side column shift in the XLT or the centre stick in the other two variants. Switching to manual is easy, but changing gears was awkward, especially on the column shift. I’d prefer paddle shifts on the steering wheel, especially in offroad situations or hilly driving, where you need both hands on the wheel. Even the vehicle’s safety features let you know if you drive with one hand on the wheel for too long.

I found all the other controls easy to navigate and mostly pretty intuitive. Cruise control, wipers, lights and so on are straightforward, and adjustments to the air-conditioner and sound system are accessible via dials rather than locked away behind screens. I also liked the way the lane departure system worked. It was subtle but accurate in its operation, but given that features like intuitive cruise control and collision avoidance are now in many modestly priced vehicles, I’m disappointed it’s not available across the range.

Ford quotes fuel consumption at 13.2L/100km, so with a 136L fuel tank, you should expect a range of nearly 1000km. During our drive, I regularly saw highway fuel consumption around 9.5L/100km, so with a light right foot, I consider that pretty exceptional for such a large vehicle. Large? The long wheelbase versions are 6.2m (20ft 3in) and 2.1m wide (6ft 9in), so yeah. For comparison, a Toyota LandCruiser 300 Series is 4.9m (16ft) long and 1.98m (6ft 6in) wide.

Our towing loop delivered around 22L/100km, which compares with my LandCruiser 200 Series, but in hilly conditions with the foot planted to the floor, you should expect figures over 30L/100km.

Keeping the 300 Series as a comparison, anecdotal evidence suggests average towing figures of 2–4L/100km, which is better than the F-150. What’s different is that the F-150 can tow 4500kg and comes with a suitably rated tow bar and a 70mm ball to suit. However, as with all the American utes in the 1500/150 series, there’s a catch.

Payload across the F-150 range varies from 878kg on the long wheelbase XLT to 704kg on the 145in short wheelbase Platinum. Adding a 400kg ball weight of a 4.5T van to the back of the Platinum leaves you 300kg to play with to include passengers, fuel and some snacks in an esky. That 2m cargo bed is looking a bit superfluous unless you opt for a gross vehicle mass (GVM) upgrade that can deliver a 1000kg payload or more. Costs will vary between $6–10k. Similar to the Ranger Super Duty released last year, all models of the F-150 include Ford’s Trailer Sway Control and the Pro Trailer Backup Assist, which uses a knob to let you ‘steer’ the trailer while reversing instead of using the steering wheel.

Tow Mode allows drivers to set the caravan dimensions into the system, which then optimises gear shifts and torque settings for the best towing experience. The mode changes suspension tuning and steering feel, operates trailer stability control, and increases engine braking. You can also lock out higher gears for more control and manually shift gears. Unlike many brands, Ford recommends towing in cruise control even when carrying heavy loads.

The caravanner’s choice

As much as the Platinum is king of bling, I’m leaning towards the XLT as the choice for towing a larger van. It’s a safe choice for a 3.5T van loaded to the gills and capable of hauling a 4.5T van without breaking into a sweat. The cloth seats and more basic fitout seem more in line with the rough and tumble of offroad travel, and the extra payload is significant — and that’s before you take into account the extra $50k needed for the top-of-the-line version.

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