2017 ford f 150 xlt -
2017 Ford F-150 XLT
Stock #: T20302A
2017 Ford F-150 XLT
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No one in truck-dazzled Texas even notices average-looking F-150 pickups on skinny tires.
They roll beneath the glitter, sort of entry-level trucks thoroughly overshadowed by gleaming, black-wheeled monsters big as some European villages.
Mass matters in Texas. Whether we’re talking steaks, trucks or cup-size, bigger seems better here – and giant pickups must be more powerful and capable than mousy, stripped-down “work” trucks, right?
Well, I’m not so sure now -- and I blame it on the 2017 Ford F-150 Sport I had recently, a truck so common in appearance that not even glossy teenager-blue paint could make it pop.
Despite modest 18-inch wheels and cloth interior, though, my F-150 Sport packed a .357 Magnum of sorts under the hood – the new-generation 3.5-liter EcoBoost V-6 and a smoothly effective 10-speed automatic.
Don’t mess with it, I learned. Anything with 375-horsepower need not be pretty.
When Ford redesigned its crown-jewel F-150 a few years ago, giving it a crisp new aluminum body to go with its EcoBoost engines, the truck radiated industrial style.
I was left with one perplexing question: How could a regular-looking pickup possibly cost $48,215? Then, I turned the key.
Even my mid-range pickup had a big eye-catching five-bar grille squeezed by stacked headlamps with a distinctive indention between the top and bottom lights.
Meanwhile, a raised hood with deep character lines in the center conveyed a sense of power – and rightly so – while the SuperCrew’s large, mostly square body managed to look more taut than tepid.
A slight line carved above the door handles helped, as did deeper etchings above the truck’s wheel-arches that kind of stretched the body.
Unfortunately, those tight arches swallowed six-spoke 18-inch wheels shod with 265/60 tires, leaving them mostly invisible.
In back, though, a good-looking, lightly sculpted tailgate nicely complemented the F-150’s large, vertical tail lamps, providing some horizontal yen to the upright yang.
Still, after I had circled the big truck slowly several times, I was left with one perplexing question: How could a regular-looking pickup possibly cost $48,215?
Then, I turned the key.
Granted, the new-gen EcoBoost and 10-speed automatic only account for $2,500 of the truck’s lofty window-sticker, bloated with more than $12,000 in mostly functional options.
The motor and tranny so dominated the Sport’s personality that its price sometimes seemed reasonable – sort of.
Besides the jump to 375 horsepower, the new EcoBoost got a 50 lb.-ft. boost in torque to 470 at 2,500 rpm thanks to a new block, turbochargers and fuel injection.
Don’t expect any immediate grins, however, from the Sport’s aggressive, chrome-tipped exhaust. The EcoBoost is so quiet at idle dogs can barely hear it. Give the throttle a jab and none of that will matter. Though the engine felt a tad turbo-soft initially, it began to boil at about 25, causing the rear tires on my rig to scratch the pavement for traction.
Even light jabs at the throttle brought a strong surge and instant 10-mile-per-hour jump in speed. Sixty arrives in an estimated 5.5 seconds – speed that just doesn’t seem possible from a 213.5-cubic inch engine in a 5,000-pound truck.
More important to truck-people, a two-wheel-drive F-150 SuperCrew with the new engine can tow more than 10,000 pounds, and is rated at 18 miles-per-gallon in town and 25 on the highway.
Generally, most two-wheel-drive SuperCrews don’t ride badly at all for old-school, body-on-frame pickups.
Someone at Ford ordered the truck I had with the “max trailer-tow” package – a $1,200 option – giving it moves that could rival those of a stagecoach.
The motor and tranny so dominated the Sport’s personality that its price sometimes seemed reasonable – sort of.
Big Blue bounced, bobbed and stumbled stiffly over every imperfection in the road, making me long for a truck with standard suspension. (Incidentally, my pickup also had Ford’s nifty “pro trailer backup assist” that allows you to guide a boat onto a lake ramp with a knob).
Likewise, the Sport had fairly slow steering, but it was precise and conveyed a bit of road feel – and besides, who in their right mind would try to push a full-size pickup into a high-speed corner? Not me, officer.
Actually, I didn’t slide around much in the truck’s basic black cloth interior, which I kind of liked.
As in all F-150s, the Sport had a massive dashboard in black plastic dominated by a display screen in the center chocked full of Sync 3 techno stuff that didn’t much interest me.
The center-stack also included 12-volt and 110-volt outlets, while the modest cloth seats offered reasonable bolsters and patterned centers. Plastic also covered the door panels and broad console, adding to the truck’s tough wash-and-wear feel.
And if you need room for several large, loud, combative teen-agers, the expansive back seat appeared to have enough head- and legroom to accommodate a couple of NFL future felons.
Pickups like the F-150 Sport kind of baffle me. I wonder how much longer automakers will be able to stuff their big trucks with high-priced options and lavish profits.
In spite of their near-luxury prices, full-sized pickups remain the most capable, competent and probably best-built vehicles in the auto industry – even when they keep low profiles.
2017 Ford F-150 Sport
- What I liked most: The F-150’s stout new EcoBoost engine, a road-beast that can supposedly still get 25 mpg on the highway.
- What I would change: The truck’s flinty, unforgiving trailer-towing suspension.
- MSRP: Base price, $37,140; as equipped, $48,215.
- Fuel Economy: Rated at 18 mpg in town, 25 on the highway and 21 combined, with the filler on the left.
- Official Color: Lightning Blue.
- Odometer reading when tested: 5,659 miles.
- Weight: Approximately 5,000 pounds.
- Length-width-height: 209.3 inches long/79.9 inches wide/76 inches tall.
- Fuel-tank capacity: 36 gallons.
- Towing capacity: 10,400 pounds.
- 2017 Ford F-150 Sport in a few words: More proof that full-size pickups are the most capable vehicles on the road.
- Warranty: Three-year, 36,000-mile basic; five-year, 60,000-mile powertrain.
- Final assembly location: Dearborn, Mich.
- Manufacturer’s website: Ford
Photo Credit: Ford
2017 Ford F-150 Models and Trim LevelsBy Product Expert Posted in Ford, Ford F-150 on Thursday, October 13th, 2016 at 7:44 pm
Ford F-150 fans will be happy to know that the next edition of their favorite truck will be arriving soon. New F-150 models will soon be making their first appearance on dealership lots everywhere. Anyone considering the new truck will have several 2017 Ford F-150 models and trim levels to choose from.
2017 Ford F-150 Model Lineup
Ford offers the 2017 F-150 in three cab styles: regular, SuperCab and SuperCrew. Three bed lengths are also offered: 5.5-foot, 6.5-foot and 8-foot. Finally, the truck is available in seven trim levels: XL, XLT, Lariat, King Ranch, Platinum, Limited and Raptor. Each trim level adds a different collection of standard features.
Read More: Learn more about the fuel economy ratings offered by the 2017 Ford F-150
2017 F-150 XL
- 17-inch wheels
- Trailer sway control
- Vinyl flooring
- Driver information display
- Bluetooth connectivity
2017 F-150 XLT
- Remote keyless entry
- Ford MyKey system
- USB connectivity
- Smartphone app integration
- Power windows and locks
2017 F-150 Lariat
- Heated, auto-dimming mirrors
- Heated and ventilated seats and dual-zone climate control
- 110-volt power outlet
- Blind-spot monitoring with rear cross-traffic alerts
- Leather upholstery
2017 F-150 King Ranch
- Western styling
- Surround view camera
- Adaptive cruise control with forward collision warnings
- LED headlights and taillights with automatic high beams
- Automated parallel parking system
2017 F-150 Platinum
- 20-inch wheels
- Power-deployable running boards
- Aluminum interior trim
- Leather seats
- Leather-wrapped, heated steering wheel
2017 F-150 Limited
- 22-inch wheels
- Wood interior trim accents
- Special styling
- SiriusXM Satellite radio
- SYNC 3 infotainment system
Rounding out the 2017 F-150 lineup is the Raptor trim. This special model comes equipped with a variety of performance features that maximize the truck’s off-road capabilities. Raptor models also come equipped with Ford’s all-new 3.5-liter EcoBoost V-6 engine.
When the 2017 Ford F-150 arrives, stop by Brandon Ford to take one of these great new trucks for a test drive. Until then, take a look at our selection to learn more about everything we have to offer here at Brandon Ford.
This entry was posted on Thursday, October 13th, 2016 at 7:44 pm and is filed under Ford, Ford F-150. You can follow any responses to this entry through the RSS 2.0 feed. Both comments and pings are currently closed.Источник: https://www.brandonford.com/blog/2017-ford-f-150-models-and-trim-levels/
XLT 4x4 SuperCab Styleside 6.5 ft. box 145 in. WB
2017 Ford F-150 Specs
|Front head room||41 "|
|Rear head room||40 "|
|Front shoulder room||67 "|
|Rear shoulder room||66 "|
|Front hip room||63 "|
|Rear hip room||65 "|
|Front leg room||43.9 "|
|Rear leg room||33.5 "|
|Maximum cargo capacity||31.6 cu.ft.|
|Body width||79.9 "|
|Body height||77.2 "|
|Ground clearance||9.3 "|
|Gross weight||6,300 lbs.|
|Fuel tank capacity||23.0 gal.|
|EPA mileage estimates||17 City / 23 Hwy|
|Base engine size||3.5 liters|
|Base engine type||V-6|
|Maximum towing capacity||5,000 lbs.|
|Turning radius||23.5 ''|
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The Ford F-150 is a famous, popular truck, but many drivers think the newest model year is too expensive. The solution may be to buy an older model year, like the 2017 F-150. Before doing so, however, you need to know the most common problems about this model year via Car Complaints.
The 2017 Ford F-150’s exterior problems
The exterior of the 2017 F-150 has a lot of reported problems on Car Complaint. That said, compared to this model year’s other issues, these exterior complaints aren’t that bad. The most common problem with the F-150’s exterior — and its third most common issue overall — has to do with its latches. Sometimes the doors simply won’t open.
Some drivers reported this issue occurring in the winter, while others said it happened in other seasons. Some blame the 2017 Ford F-150’s electrical system, but a design problem could also be the cause. While this was a common issue, it wasn’t a huge problem for most drivers.
Another common exterior issue has to do with the windows and paint. During the winter, some drivers reported the window suddenly shattering. In other seasons, some said the paint chipped. The latter issue is clearly more serious, but both are frustrating.
The 2017 F-150’s interior issues
The most common and serious problems with the 2017 F-150, however, have to do with its interior. Many drivers reported the brakes suddenly giving out.
According to the National Highway Traffic Safety Administration (NHTSA), several crashes and injuries have been reported due to the 2017 F-150’s brake failure. This is the 2017 F-150’s most common issue on Car Complaints. It’s a serious concern, but no brakes recall has been issued.
Another common problem with the 2017 Ford F-150 involves its engine stalling. This is the second most common issue about the 2017 F-150 on Car Complaints. Many drivers complained about this issue. It hasn’t caused any crashes or injuries yet, according to the NHTSA.
That said, this engine stalling issue has caused at least three car fires. Since car fires will always be dangerous, it’s possible that this engine issue will lead to future injuries. The concern also affects many engines available to the F-150. It’s unknown how much it costs to fix this problem.
The 2017 Ford F-150 is still a good truck
Despite all of these problems, especially for a relatively new truck, the 2017 Ford F-150 remains a great truck that satisfies many of its owners. One of the big reasons why the F-150 is a beloved truck involves its selection of diesel engines. These are powerful and practical — exactly the type of engines that truck drivers seek.
On top of this, the F-150 is still one of the best trucks on the market today. Other trucks will likely be more problematic. Furthermore, while some of the F-150’s issues on Car Complaints are severe, they aren’t common when taking everything into consideration.
Many other trucks suffer from severe and chronic issues. For example, Ram and Jeep trucks have experienced the “death wobble” for years. The F-150, on the other hand, doesn’t have issues that are this severe.
Enter the term “2017 Ford F-150” into Google's search engine, and we bet that, by the time you type the second F, the search bar will autocomplete your query to “2017 Ford F-150 Raptor.” Well, if your internet history includes a heavy focus on cars, as ours does, it might. Even if the world’s biggest search engine seems to be eagerly anticipating that high-performance off-road truck as much as we are, there’s a little bit of Raptor to look forward to in the regular 2017 F-150, because the Raptor’s new 3.5-liter twin-turbocharged V-6 and 10-speed automatic transmission are headed for the latter’s option sheet.
More Gears, Even More Power!
On a macro level, the ’17 F-150 is the same as the ’16 model, which means the new EcoBoost powertrain is the headline news for the nameplate. The new EcoBoost V-6 replaces the first-generation 3.5-liter EcoBoost V-6, which has been optional throughout the F-150 lineup since 2011. With “only” 375 horsepower and 470 lb-ft of torque, the pedestrian-duty F-150’s EcoBoost represents the lower state of tune for this engine. We’re still waiting on final power figures for the Raptor, but it’s guaranteed to have far more than 400 horsepower. Everything’s relative, though, and even the regular-grade 3.5 is certifiably meaty, edging out its predecessor by 10 horsepower and 50 lb-ft of torque. Ford calls this EcoBoost “all new,” and indeed it carries over only the old engine’s bore center dimension, piston displacement, and cylinder liners. The block is new, the turbos are new, the cooling system (which features new flow paths and a higher-volume, higher-rate water pump) is new, and the fuel-delivery system now employs both direct and port injectors for improved emissions and more power.
The engine comes paired exclusively with a 10-speed automatic transmission co-developed with General Motors. The unit cleverly packs its six clutches and four planetary gearsets into a package barely larger and heavier than the six-speed it replaces, and its ratios and internals are shared with the General Motors version. The bellhousing is, of course, unique to Ford—no, you can’t bolt the Camaro ZL1’s 10-speed automatic to an EcoBoost, even though their inner bits are identical—as are the transmission software and shift strategy. The 10-speed’s ratio spread, at 7.4, is wider than the six-speed’s, but not by much. First gear is shorter than its six-speed equivalent, and 10th gear is slightly taller than the old automatic’s sixth. The arrangement promises quicker off-the-line acceleration and slightly lower engine revs at highway speeds. As before, the 3.5-liter EcoBoost is the de facto top-dog engine in the F-150 lineup, packing far more peak torque (an additional 83 lb-ft) than the 5.0-liter V-8. Like the V-8, the base 285-hp 3.5-liter V-6 and the mid-level 2.7-liter twin-turbocharged V-6 EcoBoost both go unchanged for 2017 and keep the six-speed automatic.
Perhaps More Eco, Definitely More Boost
We really liked the F-150’s previous combination of the 3.5-liter EcoBoost and the six-speed automatic. The powertrain provides plenty of thrust and is nicely polished, which was enough for us to give it a win in a recent two-truck comparison test with the V-8–powered F-150. That EcoBoost proved quicker than the V-8, more comfortable towing, and smoother in operation—but, crucially, it was more “boost” than “eco.” The other 3.5-liter EcoBoost F-150s we’ve tested failed to post appreciably better fuel-economy numbers than their eight-cylinder counterparts, despite higher EPA figures. Final EPA estimates for the new engine are forthcoming, but as before, they should be higher than the V-8 model’s. Ford can claim up and down that its EcoBoost offers the best of both worlds—fuel economy (eco!) and power (boost!)—but even with the efficiency-boosting measures applied to the new 3.5-liter EcoBoost, we predict the 10-speed automatic will do the heavy lifting when it comes to improving the truck’s EPA ratings.
HIGHS: Doesn't suffer from shift-itis, new twin-turbo V-6 as good as old twin-turbo V-6.
Credit the 10-speed’s smaller steps between gear ratios, which help keep engine speeds low more of the time. Step onto the F-150’s gas pedal lightly, and you can easily accelerate at a normal rate (i.e., not holding up traffic) without the engine breaking 3000 rpm. This is key, because the six-speed’s wider gaps between gear ratios encouraged higher revs from the old EcoBoost to build speed, thus keeping its turbochargers “in the boost” more of the time. The 10-speed, on the other hand, makes it easier to avoid dipping too far into the throttle in normal driving, which should improve the EcoBoost’s real-world fuel economy.
Don’t underestimate extra power, though. As one Ford engineer put it, the additional 50 lb-ft of maximum torque is great for foot-to-the-floor drag racing or towing, but it also means there’s more off-peak torque at the lower engine speeds where many drivers spend most of their time. Should you want to poke a stick in the EcoBoost, though, the transmission is game to help provide maximum thrust. Floor the accelerator, and the transmission clicks off clean, firm shifts about 400 rpm shy of the indicated redline. We’re told that torque falls off precipitously between about 5300 rpm and the 5750-rpm fuel cutoff, so Ford programmed the transmission to short-shift and keep the engine on boil. As for the engine itself, it feels pretty much exactly like the outgoing 3.5-liter EcoBoost, with more punch.
You Can’t Have Too Many Gears
Clever software tuning keeps the transmission’s multitude of gears from feeling busy or shift crazed. In part-throttle acceleration, the computer skips gears, typically starting in first before jumping to third, then fifth, and then going quickly gear to gear (sixth, seventh, eighth, etc.) as the driver eases off the gas pedal upon reaching the desired road speed. The same thinking applies to downshifts, with the transmission taking greater leaps—say, from 10th to eighth to fifth to third to first—rather than shuffling through every gear as the vehicle slows to a stop. This alleviates the juddering sensation common in other mega-gear-plus transmissions that try to keep pace with the driver’s braking when downshifting sequentially through lower gears.
LOWS: The 10-speed automatic is only offered with the 3.5-liter EcoBoost for now.
There are really only two scenarios during which the 10-speed will shift sequentially, and they couldn’t be more different. The first is during wide-open-throttle events, from a standstill to top speed, where the transmission winds out each gear all the way. The second is, essentially, the EPA’s fuel-economy test cycle. To replicate this kind of throttle input in the real world, you’d need to place an eggshell between your foot and the gas pedal—and then attempt to accelerate the F-150 without breaking that shell. We only explored the full-throttle method.
For the ever-critical towing aspect of trucking, the 10-speed doesn’t disappoint. We drove a 2017 F-150—with a big dual-axle trailer that Ford claimed amounted to 9900 pounds of ballast—back to back with a 2016 model with the same load. Although we can’t speak to the V-6’s power advantage over its predecessor, the 10-speed holds a clear edge. Its extra ratios afford more options when downshifting, such as when descending a steep grade, and the shifts are even rev matched in Tow/Haul mode for maximum smoothness. The six-speed, by comparison, is slower to shift and feels lumpier when selecting a lower gear; it can also be caught out trying to choose among gears.
The only wrinkle in the 10-speed’s suit is occasional part-throttle hesitation when shifting out of third gear, when it seemed like it was searching for the next gear but taking its time doing so. Ford says the transmission’s programming is nearly final, and that this issue is on the chopping block. We’ll have to wait for a full test to see how effective the combination of the new V-6 and the 10-speed is at quickening the F-150 and improving its fuel economy, but our first impressions are positive. The Raptor’s take on this powertrain will be hotter, for sure, but the everyday version will serve far more buyers as a $2095 option on the base, regular-cab 2017 F-150 XL (with the longer eight-foot bed)—and costing between $1300 and $2095 on more expensive trim levels; it is standard on the F-150 Limited. Already, the 2.7-liter and 3.5-liter EcoBoost engines power nearly 65 percent of all new F-150s, with the V-8 and the base non-turbo V-6 duking it out for the scraps. This new version—and its 10-speed automatic—should continue to tip the F-150’s sales mix in favor of EcoBoost.
2017 Ford F-150 3.5L V-6 EcoBoost
front-engine, rear- or rear-/4-wheel-drive, 3-, 5-, or 6-passenger, 2- or 4-door truck
King Ranch, $52,475;
twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injection
213 in3, 3496 cm3
375 hp @ 5000 rpm
470 lb-ft @ 2500 rpm
10-speed automatic with manual shifting mode
Wheelbase: 122.4-163.7 in
Length: 209.3-250.5 in
Width: 79.9 in
Height: 75.1-77.3 in
Passenger volume: 69-136 ft3
Curb weight (C/D est): 4500-5400 lb
PERFORMANCE (C/D EST)
Zero to 60 mph: 5.3-5.7 sec
Zero to 100 mph: 15.9-16.3 sec
Standing ¼-mile: 14.0-14.4 sec
Top speed: 105 mph
FUEL ECONOMY (C/D EST)
EPA city/highway driving: 16-19/21-26 mpg
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