While the 2021 F150 may look like it received only cosmetic changes, Ford has reported that 92% of the truck was either redesigned from scratch or updated. I'd like to compile as much of the major changes as we can find. While power boost is the big deal, there are some rather significant changes behind the scenes that might be of interest. Feel free to provide additions and corrections, I'll edit this post.


Aerodynamics
C-Pillar: "optimized".
Tailgate landing: "optimized".
Rear Wheels: air deflectors added.
Spoiler: Active air dam drops 3.1" (RWD) or 3.5" (4x4) above 40 mph.
Side Mirrors: "optimized".


Electrical
Base Inverter: 400w 110v, plug added to the bed.
Pro Power Onboard: 2000w, 110v.
Powerboost Pro Power Onboard: 2.4kw, 110v or 7.2kw, 220v/110v. Automatic engine control to recharge battery/handle heavy loads.


Functional Changes
Steering: Adaptive steering added
Trailer Reverse Guidance: brought over from the F250
Active Drive Assist: Hands-free style driving
Sync 4.0: Swipe to maneuver some screens
Physical Buttons added: Settings, Audio Tune


Interior Changes
Console shifter: Folds down in all models.
Center console: Folds forward and flat. (optional upgrade).
Touchscreen: 8" is the new 4", 12" optional on XLT, standard on higher trims.
Max Recline Seating: Front seats fold flat (King Ranch and above).


Braking
Rear rotor: Diameter, thickness, swept area increased.
Brake Booster: Changed from vacuum to electric


Suspension
Wheel Track: Increased by just under 1". (includes frame re-enforcements)
Roll Bar: Links moved from the control arms to the knuckles.
Shocks: Monotube on higher trim levels.
Rear Springs: Composite for lower GVWR trucks. Raptor may get rear coil springs.
Front Track: Increased 0.3 inches.
Rear Track: Increased 0.7 inches.

4x4
Electrically Integrated Wheel Ends: The actuators are mounted on the wheel ends, and the housing is now plastic.


Other Mechanical
A/C Compressor: Changed from belt driven to electric (Powerboost only?)
Steering: Electric assist motor on the steering shaft to decrease low speed effort and control high speed sensitivity.
Frame: Increased Rigidity, Reduced Thickness.
Cooling: Power boost gets an integrated double coolant system with two coolant overflow tanks. Not sure how they are integrated, but have seen the two tanks.
Tailgate: Power open/close, c-clamp recesses, imperial and metric ruler, place to set your phone while watching F150 how-to videos, tie-down/bottle opener loops.

 

#refresh...it’s not a new truck and that’s why people don’t even notice the ‘new’ truck over the ‘old’ truck from the outside...

A new neighbour just moved to the area and he has one (Lariat, I believe base)...a few nights ago he came over and said he wished he had gotten the ‘fancy’ LED headlights I have in my truck (2020...) 😂😂😂

 

Yes, the IWEs no longer have the vacuum system. Better? Couldn't be worse.

 

Need verification of this. Just because the new IWE's have an appendage does not mean they are not still vacuum. There is at least one line in the engineering doc that appears to be a vacuum line with a vacuum connector.

The change could be that vacuum now exists continually on the line, and the actuator has been moved to the IWE.

Can someone with a 2021 4x4 check? Pictures would be nice! Pics of the area where the vacuum brake booster used to sit as well, would like to see the electric booster (although it might be inside the cab).

Another thing I'd like checked... hybrids... still running belt driven a/c compressors?

 

It is a new truck and if you had one you would know the difference is huge!

As for the headlights, I will take the led drl’s on my XLT 302a over the pixelated prior years higher trims.

 

Link to the engineering doc?

 

file:///C:/Users/john/AppData/Local/Temp/2021.pdfAttached Files
File Type: pdf
2021.pdf (141.7 KB, 0 views)

I'll throw this in as well.
Quote:
When 4WD operation is anticipated, the TCCM will engage the LH "A" and RH "B" IWE. Position sensors in each IWE indicate the clutch ring moved to the engaged position.

When 4WD operation is required, the TCCM provides a PWM voltage to the transfer case clutch field coil. The energized field coil moves a ball and ramp cam to engage a clutch as necessary to provide torque to the front axle.

The TCCM receives individual wheel speed sensor information from the ABS module over the HS-CAN2 network. If all four wheel speeds do not match within a calibrated time and clutch command, a DTC is stored. If either hubs fails to engage, the concern is most likely caused by a mechanical failure of the differential, axle shaft, IWE, or wheel hub. If both hubs fail to engage, the concern is most likely caused by a mechanical failure of the front differential, front driveshaft, or transfer case.
this from fords WSM

 

Nothing to indicate the IWE's are electromagnetically actuated, and not enough resolution in the doc, hence the need to verify there are no vacuum lines running to the IWE's. No worries, this will get sorted out soon enough as there are already 4x4 2021's sitting in garages and driveways.

 

Looks like they just moved the actuators to the new EIWE's, vacuum is still used to disengage them.

Reorganized the layout a bit, hope it's easier to read.