![]() They’re the same sort as last year, but they look more prominent. The outgoing truck was set up this way, too. I’m pretty sure other truckmakers could make a similar statement, but what about what may happen in the course of ownership? This seems odd on a vehicle that’s going to get used, abused and modified by so many buyers. When I asked Ford about this, they said their frame assembly is so accurate they don’t need them. It’s also worth pointing out that there are no eccentrics (green) for alignment adjustment at the inner pivots. The coil-over shock mounts much the same as it did before, and the attachment point (yellow) looks to be about 70% of the way out from the inner pivots, so the motion ratio for the spring and the damper is close to 0.70. The lower control arm is a nice-looking steel weldment made of two main pieces that look to be hydroformed. By that I mean it’s not the high-mount type that puts the ball joint (yellow) above the tire, but it’s also not the low in-wheel mount that places a lot of stress on the upper arm and its ball joint and inner pivots. The upper control arm employs the same sort of mid-mount placement the last generation F-150 used. Basically, the new F-150 has a bit more track width. I tend to rely most on specs I can see printed on charts, so that’s what I’m going with. An online source said it was three-quarters of an inch wider, but I got something different when I compared the 20 F-150 track width specs on the Technical Specifications Sheet: the 2021 has 0.3 inches more track width across the front and 0.7 inches at the back. One Ford source said it was an inch wider. I’ve received conflicting information on the new F-150’s track width. I’m going to keep you guessing until the last possible minute. But that’s not the only thing that’s different about it. The knuckle has been redesigned and weight-optimized. But eagle-eyed Ford fans might be able to spot a difference even here.Īs before, it’s a double wishbone setup with an aluminum knuckle (yellow arrow) and steel upper and lower control arms (green). Let's take off the wheels, break out the colorful arrows and see what Ford's engineers managed to change without much fanfare.Īt first glance, the front end looks similar to the last generation. Though we touched on them a bit in our F-150 review, this is called a Suspension Deep Dive for a reason. Yes, you can lump me in with the “save the sidewalls” crowd.Įven though there are no marquee changes to the suspension of the 2021 Ford F-150, there are some interesting and thoughtful tweaks worth examining. ![]() It’s fitted with the XLT Sport Appearance package, which normally swaps out the standard 17-inch wheels for an 18-inch setup, but this truck has been further “upgraded” to 20-inch wheels and tires, which is the kind of thing I tend to scoff at on a 4x4. It has four-wheel drive, a 2.7-liter EcoBoost V6 engine, and its suspension has the standard GVWR - which is 6,600 pounds in this cab configuration. This truck is the volume-selling XLT model with a crew cab. We’re about to take a good look at the underpinnings of the brand-new 2021 Ford F-150. ![]() ![]() That stuff is all well and good, but what about the suspension that makes this truck work?įear not, friends. But last time around the talk was centered on its then-new aluminum body, and this time all the attention is being paid to the new hybrid powertrain, the folding shifter and the big touchscreen. I don’t need to tell you that any all-new redesign of the Ford F-150 is a big deal. 2021 Ford F-150 Suspension Deep Dive Ford didn't draw attention to them, but there are many subtle-but-significant changes ![]()
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