Feature > New Vehicle Reviews
2005 Ford F-150
Going One Better on the New and Improved Model
story & photos by Steve Temple
You’d have to be Rip Van Winkle not to have noticed Ford’s redesign of the F-150. Truck enthusiasts are already well familiar with this revamped version that’s a cornerstone vehicle in the foundation of Ford’s model line. A massive amount of engineering was required to tool up this new model introduced last year, so it’s not surprising that it will not have any noticeable changes in its 2005 model. Hey, if it ain’t broke, why fix it?
Actually, for off-roading, we don’t really want to fix anything, but there are a few things we’d like to add. Before we wade into that stream of thought, though, we should cover a few basics on the production model. The F-150 comes in a wide variety of flavors, which helps to explain why it’s been America’s best-selling vehicle for more than a couple decades now. Not surprisingly, we prefer Rocky Road — you know, the FX4 version designed for off-roading, which is the one we’ll be focusing on here.
Available only on 4WD models (no surprise there) with a variety of cab and bed configurations, the FX4 version includes both cosmetic and functional additions. On the aesthetic side, the FX4 features body-color bumpers, steel interior accents, unique aircraft-inspired gauges, chrome-ringed air vents, and other enhancements. Off-roaders will likely be more interested in the skid plates, fog lights, tow hooks, shocks tuned for off-road, and the more aggressive 3.73 rear axle ratio.
The stock wheels measure 17 inches (wrapped with P255/70R tires, which look a bit small and too mild on the tread), and 18-inch machined alloy wheels are optional. The FX4 comes only with the 300hp 5.4L 3V EFI V8 engine, which is a good thing, because the 231hp 4.6-liter simply doesn’t have enough beans for more demanding off-road conditions.
Other options include two-tone paint, leather captain’s chairs, and a flow-through center console with floor shifter. The latter is said to be a first for a full-size pickup.
You can also get rear quarter windows that power down, an optional power-sliding rear window, and a techy looking overhead rail system that allows for customizing of interior storage. Owners can snap various modules into it, such as a first aid kit, a toolkit, DVD system, and other accessories that are offered by Ford and aftermarket outfitters.
These extra goodies on FX4 sound appealing, but are they sufficient for an off-road adventure? To determine that, we put the FX4 through its paces on a four-wheeling excursion in the hills towering over the “Grapevine” section of California’s I-5 freeway (which is in the process of being developed, so check it out now before they start paving the roads).
On the graded dirt roads that wind over hill and dale, the FX4 barely registered the lack of pavement. The two-wheel drive setting handled the mild conditions with little effort, and the cab is so well insulated, we almost might have been still on the I-5.
If you’ve been dozing a bit like ol’ Rip, that’s one of the big improvements on the new F-150. As noted in our previous articles on the latest suspension lifts for the new F-150, the frame has been substantially beefed up with boxed rails, with particular emphasis on reducing noise and vibration. The chassis also features a sophisticated new suspension that boasts a 1.5-inch track width increase. In front, the F-150 is equipped with a double wishbone, coil-over-shock suspension for both two- and four-wheel-drive models-Ford engineers decided to eliminate the traditional torsion bar found on four-wheelers to improve the handling.
Aluminum lower control arms reduce unsprung mass and are designed to break away in an accident. In back you’ll find a Hotchkiss-style rear suspension with a unique rear shock absorber setup that places the shocks outboard of the vehicle’s frame for improved control of body lean and a better ride. This design also reduces the axle skipping and skating that can occur on washboard road surfaces. Rear leaf springs are 20 percent wider to reduce sway and improve towing capacity. A rack-and-pinion steering replaces the old truck’s recirculating ball unit and contributes to the new F-150’s precise steering response.
Pushing further into the wilderness and more challenging terrain, the electronic switch to 4W Hi is as easy as changing stations on the radio. However, the manual transfer case required a more deliberate motion to move into 4WD-low range. On either setting, the FX4 F-150 managed to feel smaller than its enlarged dimensions would suggest as we threaded through brush and clambered over berms and rocks.
Certainly, part of the Ford F-150’s off-road capability can be attributed to the excellent brakes. Four-wheel discs with ABS and EBD are standard, along with beefier rotors and 60-percent stiffer calipers. Discs are vented all around, and off-road stopping distances have been reduced by 13 percent, according to Ford.
The pedal is easy to modulate on steep descents, making it very easy to apply just the right amount of pressure regardless of the driving situation. In fact, our only complaint about this four-wheel-vented-disc ABS setup was a slight degree of fade we experienced during a rapid downhill run through a canyon which required heavy use of the whoa pedal. When ABS does engage, on paved or dirt surfaces, the system is barely noticeable, just doing its job efficiently without being instrusive.
Handling is likewise remarkable. Ford spent some time tuning this truck for a fun-to-drive character. The F-150 takes corners with a flat attitude, and weight transitions nicely in tight S-curves. The new rack-and-pinion steering is responsive, almost sharp, and the suspension is largely unfazed by uneven surfaces. It pounds bumps into submission without unsettling the driver, and virtually erases hobby-horsing on washboard roads or seamed pavement.
What about those off-road mods we’d like to add to the FX4? We figured you probably wouldn’t mind our jotting down a wish list of goodies, since that’s probably why you’re reading this publication in the first place.
In the case of the FX4, as mentioned earlier, the stock all-terrain 17-inch tires don’t fill the wheelwells enough. Maybe they’re a reasonable and economical compromise for somebody who occasionally heads off road in moderately challenging terrain, but we like the tougher stuff. That’s why big knobbies would be our first order of business, but to go to truly massive meats, you’re also looking at suspension lift (now available from Explorer Pro Comp, Fab Tech and Rancho, as we’ve noted in previous issues). Those lift kits often include a custom skid plate, so the one that comes stock on FX4 can be used as a snack tray instead. A hefty winch on the front bumper would be welcome addition as well, along with some accessory lights, and, well, we could go on...
Looking ahead to the future, with production now up to speed, the new-generation F-Series settles in for an expected eight- to ten-year run. Look for various updates along the way, but no basic design changes. Insider sources also see the F-Series adding a six-cylinder diesel option sometime fairly soon, perhaps by 2006. Ford was close to offering a 4.5-liter unit from International Truck, but cancelled in the face of recall issues with the 6.0-liter PowerStroke V8 that International builds for Ford’s Super Duty line. Ford is checking out other engines and suppliers so it can be first with a diesel in a light-duty full-size pickup.
Also said to be in the F-Series future: a brand-new five- or six-speed automatic transmission. As we noted at the outset, Ford is good at offering all sorts of flavors for the F-150, which should keep it as a favorite choice among 4x4 truck enthusiasts for a long time to come. All we want is to add a few more toppings for some off-road adventures.
