2007 Ford F-150 Review

Specifications

GM recently invited us to their GMC Sierra/Chevy Silverado Truck Challenge, where we got a chance to drive the Sierra and Silverado back to back with their main competition, including the Dodge Ram, Ford F-150 and Toyota Tundra. Although it didn’t reflect the real working conditions of these trucks, it offered an excellent opportunity to discover each truck’s unique character and how they perform differently under similar conditions. While there was no off-roading component, there was a demonstration of the Eaton locking differential that comes standard on all GM trucks, whether configured in 2WD or 4WD. Other components of the Challenge included towing, a stability control test and then a handling and braking test. While the GMC/Chevy Challenge doesn’t measure up to the Truck King Challenge in terms of thoroughness or realistic work conditions, it was far simpler and clearer with trucks that fairly represent most companies’ volume models (excluded was the Nissan Titan because it doesn’t sell in the same volumes as any of the others).

Chevy Silverado 1500

The Chevy Silverado was all new for the 2007 model year, featuring a totally re-engineered GMT900 platform, which is as rigid as available in the segment. Compared to the outgoing model, the new chassis is undeniably stronger, meaning a quieter, more secure ride, greater towing and payload capacities and less of the usual pickup truck twist and shimmy. Out on the towing course (a 1500 Light Duty model equipped with the 367-hp 6.0L Vortec and trailering package), the GM trucks felt like the trailers were welded to the chassis because of the complete control they had over their loads, executing turns and coming to hard stops with hardly any additional bucking, body roll or twist. On the handling course it translated into sure, flat cornering and quick, confident stops thanks to the disc brakes and ABS on the models we tested. Most Silverados and Sierras will come with the 315-horsepower 5.3-liter V8 with Active Fuel Management cylinder deactivation, which helps the GM models achieve the best V8 fuel economy in the Light Duty segment. All GM pickups also feature an Eaton locking differential that can mechanically lock both rear wheels at a center differential if one wheel starts spinning excessively. The demonstration showed that it can get you out of some ditches or over certain obstructions where even 4WD might not help.

Another great leap that this generation of Silverado made was in interior quality, which is faultless in the ‘Classic pickup’ interior trim, focusing on basic amenities, lots of storage space and clear functionality, while the ‘Luxury’ interior can dress up the dash in wood trim, plus a top notch stereo, climate control and even navigation. Of course, without all those options the Chevy is one of the most affordable trucks on the market starting at $18,100, and the Silverado and Sierra can be configured with three cab sizes, two cargo bed lengths, five different suspension options, towing packages, 2WD or 4WD, five engine options and a variety of interior and customization options. I get dizzy just thinking about ‘em. There is guaranteed to be a Sierra or Silverado that can be tailored to suit your specific needs, and GM reps on hand informed us that a hybrid is on the way shortly (will be at the LA auto show next week) and a Light Duty diesel is in development.

GMC Sierra 1500

Since most in the GMC Sierra and Chevy Silverado lineup are twins in everything but name and exterior design, I need to point out the one truck that steps out of line, the black sheep of the GM family, if you will. The GMC Sierra Denali is the uncontested top dog amongst GM’s Light Duty trucks, with a 6.2L Vortec powerplant sourced from the Cadillac Escalade pumping out 403 hp and 417 lb-ft of torque and a monster exhaust note when you bury the throttle. I’d have to say that this truck was the king of the handling course, with 22-inch tires and GM’s Z60 suspension upgrade, designed for maximum street performance and the attitude to match with its signature Denali chrome honeycomb grille.

But GMC is also the Professional Grade brand, so it’s not all Denali play, it’s also Heavy Duty work with GM’s Sierra and Silverado 2500 and 3500 carrying the big loads. GM had a couple of 2500 HD trucks on hand loaded up with over 10,500 pounds on a trailer for the Heavy Duty towing demonstration, in which the GM trucks once again showed the fortitude of the new chassis, which is upgraded and reinforced for the HD models. The Sierra HD’s 6.6L V8 Duramax turbo-diesel with 365 horsepower and 660 lb-ft of torque is mated to an industrial strength six-speed Allison transmission to combine for a maximum towing capacity of 16,700 pounds when equipped with a fifth-wheel hitch, and the big diesel had no trouble pulling the trailer up to speed just as the brakes were more than capable of bringing it back to a stop. Upgrades to the engine introduced in ‘07 carry forward, and include a diesel particulate filter system that reduces smog-forming emissions.

Ford F-150

While this pickup challenge may not have come at the best time in the F-150’s life cycle, don’t start feeling sorry for it. Despite being on the market for several years and with many predicting an entirely new model within the next year or two, the best-selling Ford fared surprisingly well thanks to huge progress made when designing this generation for its 2004 introduction. Not only does it look stunning with the bold, yet traditional grille (although several grille treatments are available), but the so-called quiet steel that surrounds the cabin makes it as silent inside as Ford’s advertisements claim. Meanwhile, the outboard-mounted shocks give it the stability of many newer trucks with the same comfort as the older generation. Out on the handling course, the Ford offered the best compromise between a civil, car-like ride and confident cornering at speed.

There’s good reason that Ford sells close to a million F-150s every year, and that’s because it is an excellent all-round performer, and like the Chevy and GMC, it’s available in an endless number of cab, cargo, interior and powertrain combinations. Special editions like the new Harley-Davidson F-150 keeps things hot with a pumped up 5.4-liter V8 making 450 horsepower and 500 lb-ft of torque, thanks to a twin-screw supercharger and a water-to-air intercooler. Even though its mainstay engine, the 5.4L Triton V8 with 300 hp and 365 lb-ft of torque is outgunned in the Light Duty category, it’s still plenty quick and offers a best-in-class 11,000-pound towing capacity in F-150 guise, although its dated chassis never quite seemed as in control of the trailer nor as eager to pull it up to speed with its overtaxed engine. Meanwhile, the F-250, F-350 and the mother-of-all-pickups F-450 Super Duty trucks can do all manner of heavy lifting, towing up to 24,600 pounds if properly equipped. The F-250 we tested was outfitted with a 6.4-liter Power Stroke diesel that delivers a maximum of 350 horsepower and 650 lb-ft of torque and handled its trailer surely and smoothly. For those on a budget, try looking at the F-150; it starts at the bargain basement price of just $17,345.

Dodge Ram 1500

Like the Ford F-150, the Dodge Ram has also been on the market in its current form for several years, but in 2006 Dodge’s engineers adopted a fully boxed frame for the Ram’s body-on-frame chassis. The fully boxed frame, complete with ultra-rigid hydroformed components, helped increase the 1500’s torsional rigidity, carrying ability (GVWR) and impressive towing capabilities. Despite the improvements, the Dodge Ram lagged behind all of the others in terms of handling, particularly with a trailer attached, although in its defense the Ram is reputed to be the off-road king of the bunch (especially if equipped with the Power Wagon off-roading package).

In 2006, Dodge also added the Multi-Displacement System (MDS) to the Hemi engine, which shuts down 4 of 8 cylinders when the truck is just cruising under light loads. MDS helps save gas, providing up to 20 percent fuel savings, and cuts down on emissions when the truck doesn’t need full power. It was also the first cylinder deactivation system introduced in the segment.

Dodge also offers diesel-powered heavy-duty models with up to 24,000 pounds of towing capability, though there were none on hand to test. The Mega Cab, introduced in ‘06, set the bar for interior space, offering enough room for the whole New England Patriot’s offensive line with Tom Brady at the wheel. But the heart of the Dodge Ram lineup is the 5.7L V8 Hemi, pumping out 345 horsepower and 375 lb-ft of torque, no longer officially best in class, but still the sentimental favorite with that Hemi rumble and one of the best ad campaigns that quickly elevated the Hemi to iconic status in about as much time as it took to coin the phrase, “Yeah, it’s got a Hemi.”

Although the Ram has struggled with the most expensive starting price for 2007, for 2008 its price drops from MSRP $21,505 to MSRP $21,155.

Toyota Tundra

This year, the new Tundra arrived with every intention of upsetting the established order. Until 2007, the Tundra had always been a ‘tweener, neither mid-size nor full-size and never quite adapting to the wide variety of needs and tastes in the North American market – the only market that counts for full-size pickups. Now hitting the full-size segment in full-size sheetmetal with three cab configurations, two bed lengths, a V6 and two V8s, the new Tundra is finally capable of matching its rivals with up to 30 different variations. However, the main draw will likely be the i-Force 5.7L V8, an engine that bests the North American V8 mainstays for power, torque and fuel efficiency, except the Chevy 5.3 Vortec with regards to the latter. By the numbers it makes 381 horsepower and a staggering 401 lb-ft of torque, meaning it is also in the 10,000+ pound towing club, aided by a sturdy chassis and big, strong brakes. With that kind of power it made short work of hauling its trailer up to speed and maneuvering the street circuit, but not quite as smoothly as the Chevy or GMC.

While the styling and interior are a bit of an acquired taste, it’s Lexus-like quiet with a smooth, refined ride and handling that is the match of any standard configuration in the segment. The Tundra is at least the equal of any truck on the market, but it will have to work twice as hard in order to get the attention of guys whose loyalty is measured in family generations rather than model generations. And with Toyota’s reputation for reliability (although the Tundra has been hit hard with an uncharacteristic number of initial problems) and the expected durability of a workhorse like this, it might be many, many years before they start getting repeat customers. Overall, though, it did everything well to impress on an analytical level, and it’s got all the right numbers and parts, but it commands a bit of a premium. This said Toyota is trying its hand with incentives and low-interest financing to lure customers away from GM, Dodge and Ford. The last stage of the new Tundra roll out is a heavy-duty model with diesel power, previewed by the Tundra Dually Diesel concept shown at the recent SEMA show and expected to debut next year.

Conclusions

Buying a pickup truck is usually a matter of necessity, whether as a contractor who needs it for work or a weekend warrior who needs substantial towing or payload to get their toys to the right playground. If you’d just like to have a truck for a truck’s sake, I’d have to point you to the Sierra Denali or upcoming F-150 Harley Davidson edition, or perhaps the Dodge Ram Power Wagon if you prefer crawling over rocks to running the highway. In this company, the Dodge Ram seems the farthest from the mark, lacking the composure and ability that the rest displayed despite the legendary Hemi; the Mega Cab is something else, though – you could get lost in there with all that room.

However, if it’s a definite work truck or towing tool that you’re after and a decision you must make with your head, it’s a slim difference between the GM trucks and the Tundra, so I would recommend pricing out the specific model your needs dictate. While the Tundra has the edge in power and refinement, the Chevy is indeed like a rock, feeling as if it could tow the Titanic out from the ocean floor, and it beats the Tundra in fuel consumption by a surprisingly substantial margin. Call me a sucker for sentimentality and styling, but the Ford just speaks to me; its handling-and-comfort balance is superb, and despite the weak-kneed 5.4L Triton V8 (in this company), it can still manage as much towing as you could ask for from a half-ton truck, though not as smoothly as the leaders in this category. And despite some incontrovertible evidence that leaves it far behind in performance, when I look at the lineup of trucks, I know I would pick an F-150. While my head might say differently, my gut says Ford.