Romeo, MI -- Shaken, not stirred is the best way to describe a day at the Ford proving grounds in Romeo Michigan. Here, I put the 2013 version of the F-150 through three tests: trailering with a 4,082 kg (9,000 lb) trailer, a wet skid-pad braking while executing a turning manoeuver, and a drive over the paved test strips for dynamic suspension testing. Just in case I needed a point of comparison, Ford had 2014 versions of the Ram 1500 and Chevy Silverado 1500 present, as well as the Toyota Tundra.
Ford did their best to ensure all four trucks were equally equipped. Engines and transmissions were standard: The Toyota Tundra had the 5.7L iForce V8 with a 6-speeed automatic; the Chevrolet Silverado a 5.3L Ecotec 3, aluminum V8 and 6-speed automatic; the Ram 1500 came with the new 5.7L and the new 8-speed automatic; and the Ford F-150 used the 3.5L EcoBoost V6 and a 6-speed automatic.
Amusingly enough, in two out of the three tests, powertrain had nothing to do with how well each truck performed. On the skid pad, it was about some suspension, some electronics (ABS software), and probably 15% tire choice. Only the pavement test sections gave the suspension and chassis a workout.
On the hill climb, with a 4,082 kg trailer hooked to each truck, power came into play and even axle ratios helped out, somewhat. Of course, what goes up must come down, so there was a bit of a test within the test that involved trailer hill-descent control, and to a lesser degree, trailer-sway control.
Putting pickups to the test
The wet skid pad involved getting the trucks up to 40 km/hr then making a lane change. On the second run, in mid-lane change, I was to activate the ABS.
The Tundra had the most body lean and felt a bit loose under braking. The Chevrolet Silverado 1500 seemed to have the most intrusive, but least effective ABS system, while the Ram 1500 felt like a large sports car and was the only one that actually squealed the right front tire on ABS activation. The Ford F-150 managed to stay neutral in steering and to provide great breaking without any dramatics such as a nosedive or sway while turning.
Test No. 2 involved four severely rough sections of pavement. Section one involved the equivalent of a heavily potholed street. I was supposed to hold the truck’s speed at 24 km/hr. I can tell you right now that the road was so rough I couldn’t lock my foot onto the accelerator pedal to hold the specified speed.
The second section featured larger, deeper and more spaced out potholes. I managed to hold the 24 km/hr speed for this section, as I did for the remaining ections. The third “street” was a pretty straightforward washboard road, but the speed went up to 40 km/hr. And the final stretch of rough pavement was the equivalent of a cobblestone road that had seen better days.
The pickup that fared the worst in this test was the Toyota Tundra. Taking the Toyota Tundra over this course was an exercise in frustration. No matter what I did, holding at the speeds recommended, the Tundra remained very loud inside and out, as well as uncomfortable to ride in.
In third place sits the Ram 1500, and that is based on its feeling of pounding into the large potholes like it didn’t have enough suspension travel to handle the drop. It actually does have adequate suspension travel, but it was harsh. Ironically, this means that the washboard road should have sent it skittering from side to side, yet it didn’t.
Second place goes to the Chevrolet Silverado 1500. The first section was still rough, particularly with my poor speed control. However, during the rest of the test (the washboard road in particular) the Silverado 1500 was easily controlled. I felt quite comfortable.
The winner by a bumper length was the Ford F-150. It was the best on the first stretch of potholed road, and it went over the washboard strip without rattling my teeth one bit. The Ford F-150 was also the most controllable over all road surfaces.
The last abusive test for the pickup durability challenge was the trailer hill climb. Here, the Ford F-150 came out on top by a trailer hitch. The Toyota Tundra struggled mildly, while the Ram 1500 and Chevrolet Silverado 1500 were under a bit more strain than expected. The Ford F-150 with Ecoboost pulled the cleanest and had the highest top speed at the top of the hill, although all of them did make it to legal highway speeds going up the 7% grade.
On the hill test decent, all of the hill-descent controls worked, but Ford’s had the best speed control and the easiest activation.
Built Ford Tough?
When put side-by-side with the comparably equipped Toyota Tundra, Ram 1500 and Chevrolet Silverado 1500, the Ford F-150 does not have the gigantic lead that it had over its competitors in the past. The introduction of new models outside the Ford name has closed the gap significantly. However, there is still a gap and it still puts the Ford F-150 ahead. It looks as if Ford will continue to claim that the F-150 “owns work” and continues to be the bestselling truck in Canada -- for now.
Ford did their best to ensure all four trucks were equally equipped. Engines and transmissions were standard: The Toyota Tundra had the 5.7L iForce V8 with a 6-speeed automatic; the Chevrolet Silverado a 5.3L Ecotec 3, aluminum V8 and 6-speed automatic; the Ram 1500 came with the new 5.7L and the new 8-speed automatic; and the Ford F-150 used the 3.5L EcoBoost V6 and a 6-speed automatic.
Amusingly enough, in two out of the three tests, powertrain had nothing to do with how well each truck performed. On the skid pad, it was about some suspension, some electronics (ABS software), and probably 15% tire choice. Only the pavement test sections gave the suspension and chassis a workout.
On the hill climb, with a 4,082 kg trailer hooked to each truck, power came into play and even axle ratios helped out, somewhat. Of course, what goes up must come down, so there was a bit of a test within the test that involved trailer hill-descent control, and to a lesser degree, trailer-sway control.
 |
| Photo: Ford |
Putting pickups to the test
The wet skid pad involved getting the trucks up to 40 km/hr then making a lane change. On the second run, in mid-lane change, I was to activate the ABS.
The Tundra had the most body lean and felt a bit loose under braking. The Chevrolet Silverado 1500 seemed to have the most intrusive, but least effective ABS system, while the Ram 1500 felt like a large sports car and was the only one that actually squealed the right front tire on ABS activation. The Ford F-150 managed to stay neutral in steering and to provide great breaking without any dramatics such as a nosedive or sway while turning.
 |
| Photo: Ford |
Test No. 2 involved four severely rough sections of pavement. Section one involved the equivalent of a heavily potholed street. I was supposed to hold the truck’s speed at 24 km/hr. I can tell you right now that the road was so rough I couldn’t lock my foot onto the accelerator pedal to hold the specified speed.
The second section featured larger, deeper and more spaced out potholes. I managed to hold the 24 km/hr speed for this section, as I did for the remaining ections. The third “street” was a pretty straightforward washboard road, but the speed went up to 40 km/hr. And the final stretch of rough pavement was the equivalent of a cobblestone road that had seen better days.
The pickup that fared the worst in this test was the Toyota Tundra. Taking the Toyota Tundra over this course was an exercise in frustration. No matter what I did, holding at the speeds recommended, the Tundra remained very loud inside and out, as well as uncomfortable to ride in.
In third place sits the Ram 1500, and that is based on its feeling of pounding into the large potholes like it didn’t have enough suspension travel to handle the drop. It actually does have adequate suspension travel, but it was harsh. Ironically, this means that the washboard road should have sent it skittering from side to side, yet it didn’t.
Second place goes to the Chevrolet Silverado 1500. The first section was still rough, particularly with my poor speed control. However, during the rest of the test (the washboard road in particular) the Silverado 1500 was easily controlled. I felt quite comfortable.
The winner by a bumper length was the Ford F-150. It was the best on the first stretch of potholed road, and it went over the washboard strip without rattling my teeth one bit. The Ford F-150 was also the most controllable over all road surfaces.
 |
| Photo: Ford |
The last abusive test for the pickup durability challenge was the trailer hill climb. Here, the Ford F-150 came out on top by a trailer hitch. The Toyota Tundra struggled mildly, while the Ram 1500 and Chevrolet Silverado 1500 were under a bit more strain than expected. The Ford F-150 with Ecoboost pulled the cleanest and had the highest top speed at the top of the hill, although all of them did make it to legal highway speeds going up the 7% grade.
On the hill test decent, all of the hill-descent controls worked, but Ford’s had the best speed control and the easiest activation.
 |
| Photo: Charles Renny |
Built Ford Tough?
When put side-by-side with the comparably equipped Toyota Tundra, Ram 1500 and Chevrolet Silverado 1500, the Ford F-150 does not have the gigantic lead that it had over its competitors in the past. The introduction of new models outside the Ford name has closed the gap significantly. However, there is still a gap and it still puts the Ford F-150 ahead. It looks as if Ford will continue to claim that the F-150 “owns work” and continues to be the bestselling truck in Canada -- for now.
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