Ford F-150

OVERVIEW

THE updated 2026 Ford F-150 has finally landed in Australia following a troubled start since launching Down Under in 2023.

Essentially a MY24 US model, the “new” F150 ushers in a third, range-topping Platinum variant

The formula remains the same: big aluminium-bodied five-seater aimed at those who want to tow heavy loads and lift heavy things.

The new F-150 arrives with price rises and a mostly unchanged driving experience but some important updates beneath the skin as well as more equipment and a styling freshen-up.

Locally, the F-150 range now spans XLT, Lariat and Platinum grades, with both short wheelbase (SWB) and long wheelbase (LWB) configurations.

Pricing starts from $114,950 before on-road costs for the XLT, rising to $143,950 + ORC for the Lariat and $163,950+ ORC for the flagship Platinum, with no price difference between SWB and LWB configurations within each trim level (previously LWB variants were $995 more).

The key difference between the two wheelbases is practicality. The LWB adds 300mm of extra tub length, making it the better choice for outright load space, while the SWB is slightly easier to manage in tighter environments; its shorter wheelbase also gives it a better ramp-over angle, an important consideration for those heading off-road.

Under the bonnet, all Australian-delivered F-150s get the unchanged 3.5-litre twin-turbo EcoBoost V6 producing 298kW and 678Nm.

It’s paired with a 10-speed automatic transmission.

In XLT models it’s a part-time four-wheel drive system but in Lariat and Platinum variants it allows for a differential in speed between front and rear axles, in turn allowing for a 4A mode that can be used on bitumen.

The grunty V6 enables the F-150’s 4500kg tow capacity.

Payload, however, is less impressive given the vehicle’s size, ranging from 704kg to 878kg, depending on the model.

That puts it below many dual-cab utes, including Ford’s own Ranger – leaving as little as 254kg remaining payload if you’re towing the full 4500kg.

The entry-level XLT picks up more gear, including the 12.0-inch central infotainment screen, which is a big step up on the 8.0-inch unit of the previous model. There’s also a 12.0-inch digital instrument cluster.

Other XLT gear includes 20-inch alloy wheels, power adjustable front seats, dual-zone ventilation, 360-degree camera and tyre pressure monitoring. The spare wheel is a temporary 18-inch unit mounted on steel wheels.

The load box gets a 12V power outlet and illumination.

As part of the 2026 update the new grille is finished in black, reducing the chrome overload outside and now features LED headlights.

Ford also added more underbody protection for those wanting to venture beyond the blacktop.

And there’s a new pre-installed wiring loom to make it easier to fit aftermarket driving lights.

The Lariat adds partial leather trim, a panoramic sunroof, a 14-speaker Bang & Olufsen, speed sign recognition, auto wipers, ambient lighting, memory function for the front seats and electrically adjustable pedals, wireless phone charging, adaptive cruise control, heated and ventilated front seats and heated outboard rear seats.

The Lariat also gets a new tailgate that can either be electronically raised and lowered or have the centre section swing out, as well as a power sliding back window.

The Lariat is the “bling” model for those who want plenty of shiny surfaces. It’s dripping with chrome outside and backs it up with more silvery touches in the cabin.

Previously the Lariat got Pirelli rubber, but as with the Platinum, it now shares its Hankook Dynapro AT2 tyres with the XLT.

The Platinum tops the range with a more premium, blacked-out aesthetic, upgraded front seats with massaging functionality, a camera to monitor the load area, a folding tonneau cover and various trim upgrades to step up the luxury flavour.

Electrically retracting side steps are fitted for convenience.

The Platinum also gets “continuously controlled damping shocks” to adjust the ride depending on the drive mode.

As part of the 2026 update, improvements have been made to the remanufacturing process – the extensive conversion from left- to right-hand drive.

A new electrical architecture is claimed to improve cyber security but also meant fitting a new electric power steering system; whereas previously it was a Ranger-sourced unit for Australian vehicles, the steering system is now supplied by the original American supplier.

Ford is also sourcing lights directly from the American supplier rather than laser cutting the lights locally to meet Australian regulations, as was done previously.

Across all variants, the F-150 leans heavily into comfort, space and long-distance usability rather than outright workhorse payload.

DRIVE IMPRESSIONS

There’s plenty of the old F-150 in the new F-150.

Sure, it looks sharper and has a smattering of extra gear - the massaging seats in the Platinum are a nice touch, able to get quite aggressive in their prodding and rolling - but the engine and basic suspension system is unchanged, ensuring familiarity while capitalising on the F-150’s strengths.

That said, as part of a rejig of the electrical architecture the F-150 required a new steering system.

It’s still light and a tad lifeless, but works well with the easy-driving ethos of the large truck.

Stepping up into the driver’s seat, the Ford F-150 immediately delivers on one of its biggest promises: effortless performance.

There’s a genuine sense of ease to the way the big pick-up truck moves.

Sure, the broad dimensions mean you need to be wary of its extremities in tight streets, but out on the open road it feels more at home.

With 298kW and 678Nm the 3.5-litre V6 twin-turbo engine serves up plenty of torque from way down in the rev range, which makes the F-150 feel strong and unstrained whether you’re pulling away from a stop or cruising at highway speeds.

Paired with a 10-speed automatic transmission, the powertrain is smooth and well-matched, generally intuitive in the ratios it selects.

The stop-start system is impressively seamless, cutting in and out cleanly and with minimal fuss, which contributes to the polished driving experience.

At highway speeds, the F-150 settles into its element.

At 100km/h, the engine is barely ticking over at around 1400rpm, reinforcing its relaxed, long-distance character. Again, no different to the model it replaces, but a reminder of how well the big pick-up truck works.

It’s quiet, comfortable and stable - the kind of vehicle that feels built for covering big distances with minimal effort.

Combined average fuel use is claimed at 13.4 litres per 100km and during our predominantly country road cruising we had it sitting just below that, hovering around 12L/100km - not bad given the size and performance on offer.

It means you should be able to eke close to 1000km from the 136-litre fuel tank.

Ride quality is a mixed bag, though. When unladen, there’s some jiggling from the rear end over uneven surfaces.

It’s not overly harsh, but it does remind you that this is still a work-capable vehicle underneath, complete with leaf spring suspension at the rear.

Differences between variants extend beyond just trim. The XLT sticks with a part-time four-wheel-drive system, which is fine for traditional off-road use.

Our drive program was purely on-road, which gives you an idea of the target market.

Ford also unleashed us with a few tonnes of trailer to experience what is a thoroughly accomplished towing setup. It lugs big loads remarkably easily.

The Lariat and Platinum step things up with an on-demand system featuring a centre differential, allowing for more flexibility and easier use across varying conditions.

That also helps with towing, especially on a wet road - the XLT in two-wheel drive means the grunt can potentially spin a rear wheel whereas the Lariat and Platinum can divert drive to all four wheels, making it easier to get things moving.

The tray is large and well thought out, with multiple tie-down points including fixed and removable options that Ford calls BoxLink.

The tailgate design evolves across the range from a simple drop-down unit in the XLT, to the more versatile split-opening setup in higher grades.

That split tailgate is powered down and up (a gentle push and the electric motors do the rest) while also allowing the centre section to be swung out.

Inside, usability is a consistent strength. Storage is everywhere, from deep door pockets with integrated cupholders and a second binnacle mid-way up the lining as well as useful slim compartments alongside the centre console.

Even in higher trims where some space is sacrificed for added features like the folding gear selector, the cabin remains one of the most practical in the segment.

Ultimately, the F-150 doesn’t try to be a sports ute or a highly technical off-roader.

Instead, it leans into comfort, space and effortless usability - and in that role, it’s very effective.

It’s a relaxed, capable tourer with serious presence, backed by a drivetrain that delivers exactly what buyers in this segment are looking for.

The latest iteration doesn’t change a successful formula - albeit one that is still a long way from its potential in Australia - but instead builds on it, while adding some luxury for those who want more.