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I'm going to go out on a whim here and say any truck newer than 2008 isn't old enough to be in the ballot box for most reliable. They're reliable because they're new, give them a few years and they'll show their true colors(good or bad).
If you ask me, for all around driving, the most reliable where the early fuel injection models before they switched to 3v/variable timing. Pretty much late 80s-03. 96+ get bonus points for having obd2.
function as a pickup as well as enough style to take the wife to dinner
most reliable
best drivetrain / dependability / power
feasability of shadetree mechanic to make general repairs without 10k worth of tools
basically if you had to pick 1 F150 to drive for the rest of your life what year, model, trim package would it be?
My pick would definitely be an OBS F150 with 4.9 5speed with 3.55. The most reliable and bulletproof combo ever put on the rosd.
function as a pickup as well as enough style to take the wife to dinner
most reliable
best drivetrain / dependability / power
feasability of shadetree mechanic to make general repairs without 10k worth of tools
basically if you had to pick 1 F150 to drive for the rest of your life what year, model, trim package would it be?
For longevity, anything I6 with the timing gears. The 4 speed manual, rear wheel drive..
For safety, comfort, and build quality, the 2017 F150 5.0 platinum.
for mpg, my 2023 powerboost..
for no gas.. new lightening..
for best noise and best fun truck imo the first generation lightening..
function as a pickup as well as enough style to take the wife to dinner
most reliable
best drivetrain / dependability / power
feasability of shadetree mechanic to make general repairs without 10k worth of tools
basically if you had to pick 1 F150 to drive for the rest of your life what year, model, trim package would it be?
1977 F-150 4x4, 351M, C-6, long bed, regular cab and a 2007 FX4 Scab Flareside, 5.4-3v, auto. Together, they just work.
Old thread.... but since I`m here, my vote is for any vehicle with this engine:Ford 300 irrigation pump. This one is equipped with extra cooling devices due to the radiators on these units being inadequate to cool the engine in very hot weather The 300 cu in (4.9 L) six was first offered in the F-Series for 1965. It is essentially a 240 cu in (3.9 L) with a longer stroke of 3.98 in (101 mm). The two engines are nearly identical; the differences are in the rotating assembly and combustion chamber sizes in the head (the heads are interchangeable). It produced 170 hp (127 kW) (gross). The 300 became the base F-Series engine in 1978 at 114 hp (85 kW) (horsepower number changes due to Ford switching to net power ratings in 1971). Power outputs were increased to roughly 122 hp (91 kW) during the early 1980s, before fuel injection was introduced. This became the primary engine of the line, eclipsing the 240. Unlike the Falcon engine, it featured separate intake and exhaust manifolds, which could be easily replaced with aftermarket manifolds offering the promise of even more power, through the installation of larger carburetors and a higher flowing exhaust system.
Also during the late 1960s and early 1970s, the 300 was used in larger vehicles such as dump trucks, many weighing into the 15,000 lb (6,804 kg) to 20,000 lb (9,072 kg) range. These engines were equipped with a higher flow HD (Heavy Duty) exhaust manifold and forged crankshafts and rods since the engines were going to be constantly working in the 3,000–4,000 rpm range. These rare yet effective manifolds had a much higher exhaust flow rate because many of these engines would spend hours at 3,000 rpm or more. Due to their straightforward and high flowing design, enthusiasts often seek these manifolds out because they allow turbochargers to be easily retrofitted to the engine.
Beginning in 1978, the engine displacement was advertised in metric, becoming "4.9 L." Fuel injection and other changes in 1987 pushed output up to 150 hp (112 kW) horsepower with an 8.8:1 compression ratio. Even though this engine was renowned for its durability, low-end torque, and ease of service, it was gradually phased out. Production ended in 1996, making it the last inline-six gasoline engine offered in a Ford car or light truck in North America. It was replaced by the 4.2L Essex V6 for 1997 in the radically redesigned F-150 and the E-150 and E-250. The 300 was mated to the Ford C6, E4OD, AOD, ZF S5-42 and S5-47 transmissions, as well as the Mazda built M5OD 5-speed manual transmission, and the Borg-Warner T18, Tremec RTS, and New Process NP435 4-speed manual transmissions.
Race car driver Scott Donohue raced a rally truck with a Ford 300 inline-six in it and won the Baja 1000 three times. This engine is also used by Stewart & Stevenson in the MA Baggage Tow Tractor,[2] and Harlan in their standard tow tractors,[3] as well as a multitude of other pieces of equipment, such as ski lifts, power generators, wood chippers, tractors, and, until they converted to diesel engines, most UPS trucks. In stationary service (generators and pumps) fueled with LPG or natural gas, this engine is known as the CSG-649.
Applications:
1965–1996 Ford F-Series (F-100, F-150, F-250, F-350, and F-600)[4]
For comfort I love my 2013 Lariat, 5.0 screw. Been pretty much trouble free. My all time favorite was my 89, long bed, dual tank, 4spd 302 fleet truck. Got it for $11k with 11 miles on it.
3 weeks later I had a date with my future Wife. She knew I had just gotten the F-150. Trying to impress her, I picked her up in my '66 Mustang with a crazy built 289 that rattled windows and she said, "Where's the truck?"
She married me and pretty much stole my truck for the next 2 years.
I've owned F150's made in 1985, 1995, 1998, and 2003. My 2014/5.0 is significantly better than any of them. It runs faster, gets better fuel mileage, has more payload, will tow more, is more comfortable to ride in and has had fewer problems. I'm at 138,000 and all I've done is replace a water pump.
The 85 and 95 both had the old 300 I6 engines in them. They were dependable engines with lots of torque. But I wouldn't go back. The 98 and 03 had the 4.6L V8 that was a dog. No power at all, wouldn't pull anything. I traded the 03 for a 2007 Tacoma that I still have. Compared to either the 98 or the 03 the Tacoma gave up only 10HP, but it also gave up 1500 lbs. It would easily pull a heavier trailer than those Ford's.
Let's not get too nostalgic about those old trucks. They sure do bring back a lot of memories for some of us older guys but if we're honest they weren't nearly as capable or dependable as what we have today. Back in the day an engine that lasted 150,000 miles was considered exceptional. Today most of would be disappointed in one that didn't last 250,000 miles.
1978-1984, manual tranny, any engine (except the V-6, yes, it existed, briefly)
Easy to work on, few issues, and tough as nails with twin I-beam front ends and 9" rear.
I had a 1980 which I abused the hell out of, and it never gave me any trouble.
I heard those I-beams were a bi*** to work on...I'm new to trucks. Other than building super duty 4-650s, changing them to super singles, and making 6x6s out of them, I know not much else. I come from civics and mustangs...and accords, oddly enough, as I helped a buddy build his up to be a fun sleeper...nothing crazy, but definitely something to make people go "wait, wtf was that??"
Owned a handful of Ford trucks through the years, starting with a brand new 1968 F100 that cost me $1,995.00 which inclued two options: long wheel base, and a 360 V/8. My present truck is a 2014 F150 XLT crewcab with a 5.0 V/8. This is the first truck I've owned that rides better than a car. Maintenance has been simple so far. The only thing I dislike on this truck is changing the semi-hidden horziontal oil filter, which has ALWAYS been a messy ordeal. Finally fixed this by moving it to a location in front of the radiator. This was the last year of the all steel bodied F150's. I won't consider replacing this with a newer model truck of any brand.
On the flip side of this subject, the worst truck I've ever owned was a 2010 F150 XLT crewcab with a 4.6 V/8. At 30,000 miles it starved itself of oil in the top end. The Ford dealership replaced it with a REBUILT 4.6 that lasted 30,000 miles before it started to have a knock in the top end. The regional Ford marketing rep saved Ford by selling me the current F150 at dealer cost. (BTW - the dealership wasn't going to help me at all with this issue)
For me it is an Aluminum truck. Living in New England with Salt on the road and a truck that can take a beating, I'd have to say 2015+ just for that reason. I did love my 11 F150, but after the cab corners went, I wouldn't get a steel one I have to daily drive.
I'd say the simplicity of the 11 maintenance was nice, but the Aluminum on the 15+ win the battle for me. I currently own an 18 and love it.
01-30-2015, 01:38 PM
Ford 300 irrigation pump. This one is equipped with extra cooling devices due to the radiators on these units being inadequate to cool the engine in very hot weather
The 300 cu in (4.9 L) six was first offered in the F-Series for 1965. It is essentially a 240 cu in (3.9 L) with a longer stroke of 3.98 in (101 mm). The two engines are nearly identical; the differences are in the rotating assembly and combustion chamber sizes in the head (the heads are interchangeable). It produced 170 hp (127 kW) (gross). The 300 became the base F-Series engine in 1978 at 114 hp (85 kW) (horsepower number changes due to Ford switching to net power ratings in 1971). Power outputs were increased to roughly 122 hp (91 kW) during the early 1980s, before fuel injection was introduced. This became the primary engine of the line, eclipsing the 240. Unlike the Falcon engine, it featured separate intake and exhaust manifolds, which could be easily replaced with aftermarket manifolds offering the promise of even more power, through the installation of larger carburetors and a higher flowing exhaust system.
Ford 300 irrigation pump. This one is equipped with extra cooling devices due to the radiators on these units being inadequate to cool the engine in very hot weather
The 300 cu in (4.9 L) six was first offered in the F-Series for 1965. It is essentially a 240 cu in (3.9 L) with a longer stroke of 3.98 in (101 mm). The two engines are nearly identical; the differences are in the rotating assembly and combustion chamber sizes in the head (the heads are interchangeable). It produced 170 hp (127 kW) (gross). The 300 became the base F-Series engine in 1978 at 114 hp (85 kW) (horsepower number changes due to Ford switching to net power ratings in 1971). Power outputs were increased to roughly 122 hp (91 kW) during the early 1980s, before fuel injection was introduced. This became the primary engine of the line, eclipsing the 240. Unlike the Falcon engine, it featured separate intake and exhaust manifolds, which could be easily replaced with aftermarket manifolds offering the promise of even more power, through the installation of larger carburetors and a higher flowing exhaust system.
