2010 Ford F-150 FX4: Still Built Ford Tough

On this, one of the most filling of weekends, we’re often asked what we’re thankful for. And although the answers heard around the dining room table are often insightful dedications to family and friends, there’s some merit to the oft-simplistic thanks offered up from the obligatory kid’s table. Sure, a peaceful nation, a loving family, and good friends are all swell things to have, but let’s be honest: what kind of kid isn’t thankful for their Xbox 360?

And it’s that kind of unabashed honesty that would lead more than a few guys to say quick thanks for their F-150, if the social obligations of the grown-up table would allow it. And for good reason: the best-selling vehicle in Canada, no other vehicle has ingrained itself upon the Canadian psyche quite like the ubiquitous Ford pickup truck. Having spent the last five decades hauling everything from hay to hockey gear and everything in between, it’s long been the benchmark by which pickup trucks are measured.

And for good reason. Swathed in conservatively styled sheetmetal, the latest F-150 is to pickup trucks what the Toyota Corolla is to compact cars: universally appealing. Although treated to a variety of grilles, wheels, arches, flares, tailgates, cabs, and bedsides depending on the model, the basic silhouette is the quintessential truck: big, boxy, and businesslike. Fitted with the black fender flares and grille that denote the FX4 Off-Road model, the test vehicle delivery unto me was even more businesslike than most, which is exactly how I prefer my trucks, but more on that later.
Underneath, the FX4 benefits from a few features that lend further credibility to the “Off Road” script emblazoned upon its flanks. Moving beyond the same ultra-rigid fully boxed frame that underpins all F-150s, the biggest addition is the installation of a locking differential within the familiar rear axle housing. Produced by renowned driveline component manufacturer GKN, the electronic locking unit is closer in design to the incredibly robust locking unit fitted to Jeep’s benchmark Wrangler Rubicon than to the majority of other locking truck differentials. First off, unlike the locking differential fitted to GM’s Sierra and Silverado models, the GKN unit is 100% user controlled; pulling the transfer case/4x4 knob outward turns it on, while pushing the knob back in turns it off. In contrast, the GM unit is activated by a 200 rpm difference in rear wheel speed. Secondly, the electronic locking differential remains engaged at higher speeds than most, only switching off at a whopping 106 kilometres per hour in 4WD low, and 40 kilometres per hour in 4WD high. Allowing enough wheel speed to clean out the tire treads, it works great in mud and even better in the undulating and oftentimes precarious backcountry that makes up so much of Canada’s wilderness.

And yet, although the underpinnings may be ready for anything the plaid-shirted, Dakota vest-wearing crowd might throw at this hunting season, the interior is 100% oxford shirt and three piece suit-approved. Upholstered in black leather with a variety of nice styling touches, it makes a great place to pass the daily commute with big, supportive captain’s chairs and a downright ridiculous amount of room in every direction. Out front, it’s the interior’s practicality that strikes most occupants first; there’s enough rubber-bottomed bins, cupholders, shelves and cubbies to fit nearly anything you might need to access, while the expansive center console allows for everything to be stowed safely out of sight. In the rear of the SuperCrew cab is the lauded flat load floor with folding seat bottoms. As Ford is eager to point out, the cab’s interior capacity is enough to allow for a 52” flat screen TV to be loaded into the rear with seats folded up. Although I (sadly) didn’t get to test that particular feat, I did use the truck to haul the usual load of sportsman’s gear that accompanies the first weeks of autumn, and found the flat floor to be quite handy. Allowing longer bags and boxes to be stowed level, it allows easier access to things that would otherwise have to be removed from the truck and placed on a flat surface to open properly. Of course, it goes without saying that legroom for any rear seat passengers is a non issue, and the rear seat earned some pretty decent kudos for being a pleasant departure from the sit-up-and-beg seating position of some other truck’s rear seats.

Under way, the F-150 is, as you’d expect, a bit of a mixed bag. On one hand, it’s got some of the longest highway legs you’re liable to find in a pickup truck, passing mile after mile in supreme comfort. The long wheelbase and good high speed suspension tuning works wonders for the ride, while the well insulated cabin is nearly devoid of wind and road noise. With the Sync system negating the need to ever take your eyes off the road or your hands off the wheel, it’ll take you from Vancouver to Winnipeg without the slightest hint of discomfort. And of course, once you’re there, it’ll take you right back of Winnipeg just as quickly so as to avoid any further discomfort you might have experienced upon arriving at your destination.

Sadly, the same can’t be said of its inner city street smarts. Proving itself a product of the rural areas that require such a product, the FX4 specifically isn’t quite the city slicker that the more luxurious XLT, King Ranch, and Platinum models of F-150 are. At slower speeds, there’s no getting around the restrictions on comfort imposed by the leaf sprung rear axle, nor is there any avoiding the lethargic nature of the aging 5.4 litre V8 engine. Certainly capable of sprinting off the line with a good amount of verve by virtue of a super short first gear, it’s abysmally slow to react once underway. Fitted with a six speed automatic gearbox, the cut and thrust of Vancouver’s heavy traffic always keeps the big F-150 a frustrating step behind the inputs of your right foot.

Thankfully, that one weakness appears to be in its twilight. With a new engine lineup coming to the F-150 next year, it’s suspected that the F-150 will gain both fuel economy and better road manners. Which should make this one hell of a truck. Already a fantastic pairing of tool-like robustness and cosseting comfort, it’s proven itself nearly the perfect mix for the more truck buyers than any other pickup. Earning repeat customers like no other vehicle, it’s done literally everything one could ask of a vehicle from maintaining ranchland to building roads; all the while helping hard working Canadians earn a living. And if that’s not something worth being thankful for, I don’t know what is.