2026 Ford F-150 review: Australian first drive

Ford hasn’t enjoyed the smoothest of sailing since it introduced its American icon, the Ford F-150, to the Australian market.

It was plagued by several recalls spurred by quality issues, with the saga ending eventually in a stop-sale order, which remained in place for much of 2025.

Meanwhile, Ford introduced an updated version in its home market in the United States, first on sale in 2024.

It is now that updated version that has arrived in our country, two years after its debut in the US.

It’s heralded by a new high-end model grade named Platinum, which takes the mantle as the flagship variant in the three-trim range.

Priced from $114,950 plus on-road costs for the XLT version, buyers will have to pay an extra $29,000 for the mid-spec Lariat grade ($143,950 plus ORCs), and then a further $20,000 for the all-new Platinum trim.

Ford has issued product tweaks that now mean the long-wheelbase versions cost the same as the short-wheelbase alternative – it was a $1000 difference previously.

All versions are powered by the same 3.5-litre twin-turbocharged petrol V6, which continues to output 298kW and 678Nm through a four-wheel-drive system.

However, one reason you may stump up for the higher-spec Lariat and Platinum grades is the ‘4A’ automatic four-wheel-drive system, which can be used on sealed surfaces. Alternatively, the cheapest XLT grade gets a switchable two-wheel-drive system.

Other niceties included on the Lariat are the heated and ventilated seats, Pro Access swinging tailgate, chrome 20-inch wheels, adaptive cruise control, and panoramic sunroof.

Meanwhile, Platinum goes even better by automatic, retractable side steps, massage seats with six-way lumbar adjustment, Continuous Controlled Dampers adaptive suspension, and a 360-degree camera system.

Regardless, the XLT is no bare-bones special. It gets the same 12-inch infotainment system running wireless/wired Apple CarPlay and Android Auto, 20-inch wheels, reflector LED headlights, spray-in tub bedliner, Pro-Trailer backup assistance, and satellite navigation. In place of adaptive cruise control, it has a non-adaptive solution without lane-centring.

As for how it feels inside the cabin, it’s expansive whether you’re getting settled in the first or second row.

There’s ample adjustment through the seats and steering wheel to get a comfortable driving position (it’s easier with powered adjustment in the Lariat/Platinum), and you feel as though you’re in a different postcode to the front passenger.

There are even adjustable pedals that move fore and aft as needed – handy stuff to ensure you’re as comfortable as can be.

A wide divide between driver and front passenger sees bountiful storage solutions. There are two twin cupholders within reach, plus trays, pockets, and tubs aplenty. Other bits to note are dual gloveboxes, a sunglasses holder, wireless smartphone charger (for Lariat and Platinum), and a gargantuan centre console.

One highlight is the fact that there are no real telltale signs of a non-factory conversion. Even though Ford Australia converts this vehicle from left- to right-hand drive in Mickleham, Victoria, there’s a surprising amount of OE parts used and there are no obvious creaks and rattles.

This can be the experience when a car’s been pulled apart and put back together again.

Ford has said that it’s improved its checks and balances throughout the conversion process to ensure there are no more recalls, but refrained from specifically saying what methodology has changed. Regardless, we will wait until units are delivered to see whether the quality has improved.

Second-row passengers are treated to a ridiculous amount of leg room, even if you’re nearly 200cm tall like me. There’s a fair amount of head room beneath the sunroof in Lariat and Platinum grades, but if you’re chasing ultimate head room, the XLT entry-level version (without sunroof) is the way to go.

Likewise, there is impressive space side to side.

The seat bases flip upwards to reveal a foldable storage box for all kinds of long items, but its primary use could be for toolboxes or wood. However, this is only available on the Lariat and Platinum.

You can easily access the spray-in bedliner tub with a powered tailgate in the Lariat and Platinum, which can alternatively swing out sideways to allow easier access into the tub.

So far, the Lariat and Platinum grades sound like they get all the goodies – and it’s true, they do. However, the XLT version is at least $29,000 cheaper, and feels similarly nice inside the cabin.

There are nice cloth seats, the interior surfaces and panels are largely the same, and you get the same 12-inch infotainment suite.

This infotainment runs a landscape version of Ford’s SYNC software, and it presents just as well as portrait versions found in the Ranger or Everest.

It’s not quite the same as the portrait-mount SYNC screen, but navigating between the various menu screens is simple, thanks to shortcuts along the bottom of the 12-inch screen. There is a healthy amount of physical buttons too, which we love.

There is digital radio, native satellite navigation, and wireless smartphone mirroring, which worked as expected on test. I will say that there was some lag when switching between functions and menus, though nothing that grew frustrating.

The digital instrument cluster features cool graphics to show which driving mode you’re in. In the Lariat and Platinum, the centre console gear selector folds out of the way, but this is a bit of a gimmick and it sounds gravelly and cheap in operation. I was happier using the column-mounted shifter of the XLT variant.

USB ports are on hand, as are 12-volt outlets to charge devices.

As with the pre-facelift Ford F-150, services take place every 15,000km or 12 months, whichever comes sooner. Ford offers a five-year prepaid package that costs $1968, averaging $394 per annum.

The car is covered by the same five-year/unlimited-kilometre warranty as other Ford models.

Unlike other cars and utes sold in Australia, the updated Ford F-150 doesn’t have a specific, five-star ANCAP rating. Instead, it gets a Platinum 81 per cent rating based on testing of its safety assistance systems alongside other full-size pick-ups.

The F-150 is kitted with safety measures such as six airbags, non-adaptive cruise control, lane-keep assist, blind-spot monitoring, rear cross-traffic alert (including tow cover), and a rear-view camera in the base XLT variant.

Lariat and Platinum benefit from an updated, adaptive cruise control with lane-centring, tweaks to the autonomous emergency braking that provides intersection support, and front parking sensors.

All systems behaved appropriately during the launch drive – I was impressed by the lane-centring's ability to keep the big rig positioned squarely within the lane markings.

Another aspect that owners may or may not have a keen eye on – but probably should in this economic environment – is the F-150’s fuel efficiency. With a 136-litre fuel tank, the F-150 costs about $320 to fill up at current, inflated fuel prices of 235 cents per litre.

The 3.5-litre twin-turbo V6 drinks 13.4 litres of petrol for every 100 kilometres on a mixed driving cycle – that’s the same for every trim grade too.

Country-road driving saw the Platinum version return 13.2L/100km in my testing. However, it quickly shoots up from there: a short tow test saw fuel consumption jump to 22.8L/100km.

That’s par for the course when towing up to 3500kg – but something to be wary of nonetheless.

Even more impressive was how effortlessly the F-150 towed such a heavy load. The V6 petrol engine felt strong even on uphill sections, while the 10-speed automatic transmission picked appropriate shift points to maintain momentum through all kinds of speed changes.

I loved the ‘Pro-Trailer’ back-up assistance that helps you reverse the trailer in the direction you want to park while towing bulky loads. It may not be useful to seasoned pros, but for towing newcomers like me, it was helpful assistance.

The Platinum-spec F-150 does towing best because it’s able to use the adaptive damping system (in the Tow/Haul mode) to iron out some of the ‘bucking’ effect that can occur with something on the back, and it makes for a more controlled towing experience overall.

Ride comfort in general is impressive – the big F-150 is able to smooth over bigger bumps and undulations, but it’s the small corrugations that jiggle the body about consistently. It stops well short of being uncomfortable, but it’s not able to deal with the minor imperfections nearly as well as bigger impacts.

The 10-speed automatic transmission generally does a good job of serving the right gear ratio for a given situation, but can occasionally stumble over itself in kick-down acceleration. This kick-down acceleration is sometimes accompanied by a shunt sensation.

That said, once that 3.5-litre twin-turbo V6 is on song, the F-150 becomes a very fast-moving mass. It feels every bit as powerful as its 298kW/678Nm outputs advertise, despite its sizeable 2.5-tonne weight.

Overtakes are a non-issue, as you’re properly shoved backwards in your seat and there’s no fuss as the powertrain simply gets on with the job.

To that point, there were no real indications of wind or road noise that could crop up after the conversion process.

The only real issue with the conversion process is the bespoke side mirrors, which aren’t the easiest to see through when looking at the side of the vehicle. In contrast, the Ford Ranger’s wide side mirrors are much easier to use.

It’s a difficult vehicle to manoeuvre in tight spaces, which further exacerbates the issue. Even in short-wheelbase versions, it’s too big to fit in regular perpendicular parking spots and you’ll likely be looking for specific trailer spots (or parallel parks) everywhere you go.

There’s a heavy-set steering quality to the steering system, whose rack is borrowed from the Ford Ranger Raptor. It means you’ll likely need a firm grip on the steering wheel to not only nose the front end around corners, but also to keep it set correctly between tight lane markings on country roads.

This is a vehicle that really needs a purpose in order for its greatest qualities to shine through. Whether you’re towing horse floats regularly, hauling a caravan around the nation as grey nomads, or you require a 4500kg braked tow ability for farm work, the F-150 will feel well suited to these tasks.

As luxurious as it is, it’s less appropriate for anything else.

So, though this updated version may be the best it’s ever been thanks to useful tech, improved amenities, copious amounts of storage space, and a characterful engine that even churns out a nice sound, it could be too cumbersome to drive for anyone other than the above.

Ford sees a delineation between the F-150 and those chasing a Ranger Super Duty, but don’t discount that the real trade-focused buyers should be buying a Ford Ranger Super Duty anyway.

Tom started out in the automotive industry by exploiting his photographic skills but quickly learned journalists got the better end of the deal. With tenures at CarAdvice, Wheels Media, and now Drive, Tom's breadth of experience and industry knowledge informs a strong opinion on all things automotive. At Drive, Tom covers automotive news, car reviews, advice, and holds a special interest in long-form feature stories.

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