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STYLING8.0/10
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Safety8.0/10
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PRACTICALITY10.0/10
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USER-FRIENDLINESS9.0/10
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FEATURES8.0/10
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POWER9.0/10
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COMFORT7.0/10
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DRIVING FEEL8.0/10
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FUEL ECONOMY7.0/10
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VALUE6.0/10
No other segment in the auto industry is quite as classically competitive as the one made up of half-ton trucks.
It’s here we see the most frequent model-year updates and monthly price adjustments, all in the name of selling pickups to the people who need them — not to mention those who don’t. In the case of the 2024 Ford F-150, changes are subtle enough to be described as the if-it-ain’t-broke-don’t-fix-it kind. A nip here, a tuck there, and voilà — Ford’s got a fresh truck.
Styling: 8/10
That’s not a knock against this best-selling half-ton, with its refreshed styling setting it apart from its predecessor just enough to count. It’s up front where the most noticeable change took place, with a new grille and headlights giving the 2024 F-150 a slightly different look.
As part of this year’s changes, the STX appearance package that was formerly offered on the entry-level F-150 XL has been morphed into a standalone trim. It doesn’t have the flourishes found elsewhere in the lineup, like the anodized yellow accents on the F-150 Tremor, although the fender vents feature subtle green highlights to match the stitching on the seats.
Unfortunately, those neon touches were ditched from this tester, with the optional FX4 package ($2,035) trading them for a bunch of extra black accents including the bumpers and wheels. The cabin’s also a bit dull as a result — or so it seems, considering just how fancy this truck and others can get, particularly as more of them approach six-figure territory. In fact, there’s nothing wrong with form following function as it does here, particularly with a pickup that’s predicated upon practicality first and foremost.
User-Friendliness: 9/10
Against that backdrop, the interior layout makes an awful lot of sense, with tons of storage and straightforward switchgear. That includes a full complement of climate controls made up of buttons and dials, and more of the same for the audio system. Best of all — at least as far as this author is concerned — is this truck’s classic column-mounted gear selector, although other trims use a lever on the console instead.
Outward visibility is outstanding thanks in no small part to the tapered window sills up front that allow the door mirrors to be mounted lower than they would be otherwise. (This has been an F-150 hallmark for 20 years and counting.) Overall, the big windows and high seating position put the driver in prime position to take command of what’s a rather large vehicle overall. The lone disappointment is the quality of the mandatory back-up camera, which is beset by resolution issues on the 12-inch infotainment display.
Practicality: 10/10
Of all the trucks in this segment, the F-150 has long been among the best for its ingeniously effective utility. More than a big, empty space, the interior is teeming with enough cubbies and cup holders for both work and family life. When it comes to the former, the optional Mobile Office package ($765) that turns the entire console into a fold-out surface that’s entirely flat is the latest in a long line of Ford’s simple solutions that make this truck especially useful.
This tester’s crew cab configuration — the only way to get the twin-turbocharged 3.5L V6 with the STX trim — means there’s plenty of space for a family of four inside, plus there’s a 5-foot-5 bed bolted to the back that’s spacious enough for work or play. (The combination of a crew cab and a longer 6-foot-5 bed is offered with most other F-150 trims.) Payload capacity with this particular pickup is 909 kg (2,004 lb), while it can tow as much as 4,717 kg (10,400 lb) when properly equipped.
Power: 9/10
When it comes to what’s under the hood of the F-150 STX, there’s a trio of options available. The standard twin-turbocharged 2.7L V6 and optional 5.0L V8 are both offered with the choice of rear- or four-wheel drive, while the 3.5L only comes paired with the latter. (The engine choices are the same throughout the rest of the lineup, although other trims can be had with a hybrid, too.) Every engine is teamed with a 10-speed automatic transmission.
Output with the optional EcoBoost engine — that’s what Ford calls its turbo motors — is a whopping 400 hp and 500 lb-ft of torque. That’s plenty of pulling power, with the sound of the turbos spooling up filling the cabin as a sort of audible preview of what’s to come as the F-150 surges ahead in a hurry. Meanwhile, the 10-speed transmission works well in most scenarios, although the occasional shift can feel a bit clunky, particularly at city speeds.
Fuel Economy: 7/10
The three-letter prefix Ford uses for the name of its turbocharged engines is a bit of a stretch. In other words, this one is way more boost than eco — not that it’s especially inefficient, but this 3.5L isn’t all that miserly, either. This truck’s estimated combined consumption rate of 12.3 L/100 km is barely better than the V8 version’s (12.8), while it’s worse than the Ram 1500 is rated for with its new straight six-cylinder (11.5).
During this week-long test, which saw some 400 km racked up mostly on the highway with only the rear wheels receiving power, the indicated average finished at 12.5 L/100 km. (That number would get significantly worse with four-wheel drive engaged.) All F-150 trims — excluding the Raptor versions, which are effectively entirely different trucks — run on regular-grade gas.
Features: 8/10
In spite of being the second trim in the F-150 lineup, this STX version doesn’t come cheap — nor does it come with heated seats. That’s right: heated seats aren’t part of the package in a pickup that starts at nearly $65,000 before freight and taxes, nor are they offered optionally; they don’t enter the mix until the XLT trim that’s next in line, and even then they aren’t standard. Instead, they’re part of a package that adds another $4,090 to the price tag.
Looking past that bizarre bit of information, there’s a decent amount of stuff included — or offered — here, starting with wireless Apple CarPlay and Android Auto connections, as well as a built-in Wi-Fi hotspot and satellite radio, both of which required paid subscriptions. There’s also a 12-inch digital instrument display, plus the 12-inch touchscreen that’s used to run the infotainment system. (Both of those displays are now standard across the F-150 lineup, marking another noteworthy change this year.)
Options run the gamut from this tester’s FX4 package that includes some off-road goodies — all-terrain tires, beefed-up suspension, and underbody skid plates — to upgraded towing equipment and a spray-in bedliner, among others. And since every half-ton truck needs a tailgate with a gimmick these days, or so it seems, Ford now optionally offers one with a centre section that swings open sideways like a door. It’s available on the XLT trim and higher.
Safety: 8/10
Even the entry-level F-150 XL — which this STX trim is based on — comes with advanced safety features like forward collision warning with automatic emergency braking, post-collision braking, lane departure warning and keeping assistance, and blind-spot monitoring. Meanwhile, the XLT trim adds equipment like surround-view cameras, as well as the option to add adaptive cruise control that works in stop-and-go traffic. That’s also how to get Ford’s so-called Blue Cruise hands-free highway driving system.
Comfort: 7/10
Driving a pickup like this one without any payload beyond perhaps a couple people inside can fairly be described as undesirable. It’s not that it’s entirely intolerable, but the way the unsprung weight of the wheels and tires tugs at the suspension across pressure cracks and potholes, plus the way the whole truck pitches back and forth on precast concrete highways, is all enough to compromise the drive experience at least a little. That’s especially true for the uninitiated who are shopping for a truck for the first time.
Beyond those unbecoming qualities, the ride is smooth and comfortable. Likewise, the seats are surprisingly supportive in a truck that’s based on a fleet special trim built for companies to lease by the dozens. But again, the absence of heated seats — not to mention the same for the steering wheel — is a rather glaring omission, especially in this market. Considering the F-150 features standard smartphone mirroring — and access to Google (or Apple) Maps or Waze as a result — Ford would do well to ditch the integrated navigation system in favour of heated front seats.
Driving Feel: 8/10
The lack of steering weight and resistance betrays the overall size of the F-150, but then the electrically power-assisted system is precise and makes the truck easy to manoeuvre in close confines. That doesn’t mean its turning circle is especially tight, but it’s easy to place this pickup exactly where it’s intended. It’s the brakes that are the bigger disappointment, as they lack the initial bite that’s to be expected in such a big, heavy vehicle, with plenty of pedal travel before they grab on noticeably to bring this truck to a halt.
Value: 6/10
The 2024 Ford F-150 STX is offered in the choice of cab-and-half or crew cab configurations, although the 3.5L V6 only comes in the latter. Opting for the cozier cab — which, it’s worth noting, comes paired with a longer 6-foot-5 bed — means a starting price of $58,260 before options and freight, while the crew cab version kicks off at $64,590. Meanwhile, this tester, which was loaded up with a handful of options, crested the $70,000 mark before tax.
Of course, trucks like this one are heavily incentivized. At the time of this writing, Ford was in the midst of its so-called “employee pricing” campaign, which was enough for this tester and all its upgrades to be a cheaper truck than the STX trim’s suggested starting price. Individual dealers may also offer further discounts. However, it’s important to note that those price drops can vary wildly from month to month. For example, a similarly equipped Ram 1500 had an as-tested price within $1,500 of this Ford; but available incentives at the time amounted to less than $4,000 off.
The Verdict
Switching the STX kit from an appearance package to a standalone trim means there’s yet another way to buy an F-150. Naturally, that’s Ford’s goal — flood the market with appealing versions of its profitable pickup for people to pick from — and it’s what has helped turn this one into the best-selling half-ton of the bunch. That’s why the automaker could afford to roll out a few simple changes this year to spruce up the F-150 just enough to cement its place at the top of the segment. It doesn’t, however, make it excusable to funnel shoppers into evermore expensive trims to get a feature as simple as heated seats.
Engine Displacement | 3.5L |
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Engine Cylinders | Twin-turbo V6 |
Peak Horsepower | 400 hp @ 6,000 rpm |
Peak Torque | 500 lb-ft @ 3,100 rpm |
Fuel Economy | 14.5 / 9.7 / 12.3 L/100 km cty/hwy/cmb |
Cargo Space | 5’5” / 1,651 mm bed |
Model Tested | 2024 Ford F-150 STX 4WD Supercrew |
Base Price | $64,590 |
A/C Tax | $100 |
Destination Fee | $2,395 |
Price as Tested | $72,260 |
Optional Equipment
$5,175 — 3.5L EcoBoost V6, $2,075; FX4 package, $2,035; Tow/haul package, $1,075; Mobile Office package, $765; Spray-in bedliner, $600; Engine block heater, $375; STX series discount, -$1,750
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