2017 Ford F-150

The 2.7L EcoBoost V6 was the most commonly ordered step-up engine on XLT/Lariat SuperCrew trims for this 13th-generation (2015-2020), pre-facelift F-150; live web search grounding was unavailable for this run (Gemini quota exhausted), so figures are drawn from manufacturer literature retained in training knowledge and should be spot-checked against a period Ford press kit.

Peak torque of the volume 2.7L EcoBoost before Ford's 2018 recalibration raised it to 400 lb-ft; the redesigned 3.5L EcoBoost, new for 2017, offers meaningfully more for towing-focused buyers.

Contemporary instrumented tests of 2.7L EcoBoost 4x4 SuperCrews from this generation clustered in the mid-6-second range; without fresh search grounding this is a knowledge-based estimate and should be verified against a period Car and Driver/MotorTrend test of the specific 2017 configuration.

The 1st-gen 2.7L EcoBoost delivers strong, mostly linear power for its era with well-controlled turbo lag, though period reviewers noted it was slightly less seamless than the redesigned 3.5L EcoBoost introduced alongside it for 2017.

For 2017 the all-new 10-speed automatic (10R80) launched exclusively with the redesigned 3.5L EcoBoost; the volume 2.7L EcoBoost trim continued with the outgoing 6-speed automatic (6R80), a mature but comparatively less refined unit with occasional busy kickdowns under load, versus the 10-speed's crisper, more closely-stacked ratios.

Ford's advertised max conventional tow rating for the 2017 model year, achieved with the newly redesigned 3.5L EcoBoost and Max Trailer Tow Package on the lightest cab/bed combination, prior to the further increase that arrived with the 2018 refresh.

Ford revised several F-150 payload ratings for the 2017 model year following scrutiny of earlier advertised figures; the max-configuration number sat slightly below the 3,270 lbs reached after further changes for 2018. This figure is a knowledge-based estimate pending verification against a period Ford spec sheet.

The 2017 F-150 offers an integrated trailer brake controller, Tow/Haul mode, and Pro Trailer Backup Assist (introduced for 2016) with a trailer reverse-guidance camera — a solid, class-competitive suite for its time, but it predates the onboard scales and Smart Hitch tongue-weight sensing that arrived with the 2021 redesign.

4x4 with electronic shift-on-the-fly and a 2-speed transfer case is available across nearly every trim (2WD standard, 4x4 optional), with a terrain management system offered on higher trims; only the returning Raptor makes 4x4 standard with a more sophisticated system.

2017 marks the return of the SVT-lineage Raptor to the F-150 lineup — a dedicated, purpose-built off-road trim with a 450 hp High-Output EcoBoost, Fox Racing internal-bypass shocks, 33-inch off-road tires, and a locking rear differential — alongside the more modest FX4 off-road package available on mainstream trims.

Five gas engines span a naturally-aspirated base V6 through two turbocharged EcoBoost options and a V8 to the Raptor's high-output EcoBoost, covering a wide performance range, but the lineup is entirely conventional gasoline with no hybrid, diesel, or electrified option — those arrived with the 3.0L Power Stroke diesel (2018) and PowerBoost hybrid (2021).

EPA combined rating for the 2.7L EcoBoost 4x4 SuperCrew, the best-selling engine/drivetrain combination for the 13th-generation (2015-2020) F-150 in 2017, a year before the 2018 mid-cycle refresh expanded the 10-speed automatic beyond the 3.5L EcoBoost High Output; the 2.7L still used the 6-speed automatic in 2017.

EPA city rating for the 2.7L EcoBoost 4x4 F-150, the volume powertrain/drivetrain combination for the 2017 model year.

EPA highway rating for the 2.7L EcoBoost 4x4 F-150; the lighter 4x2 configuration does modestly better at 24 highway.

Estimated from the SuperCrew's standard 26-gallon fuel tank (a 36-gallon extended-range tank was optional on select trims/cabs) and the EPA combined rating for the volume 4x4 2.7L EcoBoost configuration.

EPA's standard 15,000 mi/yr methodology applied to the volume 4x4 2.7L EcoBoost configuration's 19 combined MPG rating at the fuel price assumption used for 2017-model-year window stickers.

The volume 2.7L EcoBoost V6 (and every other 2017 gas engine — 3.5L Ti-VCT, 5.0L V8, 3.5L EcoBoost High Output) runs on regular 87-octane unleaded; no trim needs premium and there was no diesel option until the 2018 model year.

The 2017 F-150 (SuperCrew, volume configuration) earned NHTSA's top overall rating, matching the aluminum-body generation's consistent 5-star result since its 2015 introduction.

IIHS rated the SuperCrew (crew cab) Good across all crashworthiness tests — moderate overlap, small overlap, side, roof strength, and head restraints — but the F-150 lost its prior-generation Top Safety Pick award for 2017 because the available front crash prevention system only earned a Basic rating and headlights were rated Poor, both of which are award disqualifiers independent of crash structure.

No driver-assistance feature is standard on the volume XLT trim in 2017 — forward collision warning, adaptive cruise, blind-spot monitoring, and lane-keeping are all bundled into an equipment package available starting at Lariat and above, leaving the base and volume trims with essentially no ADAS.

The optional system pairs forward-collision warning with brake support but IIHS confirmed it has no autobrake function, earning only a Basic front-crash-prevention rating — the weakest tier IIHS tests, well short of true automatic emergency braking.

BLIS with cross-traffic alert is alert-only (no active braking intervention) and is not offered on the XL or volume XLT trims — it only becomes available in option packages from Lariat upward, and standard on the top King Ranch/Platinum/Limited trims.

Lane-keeping system is optional only from Lariat trim and up (unavailable on XL/XLT), and 2017-era Ford lane keep assist is a basic departure-correction system rather than true lane centering — crude by later-generation standards.

Adaptive cruise control is optional from Lariat and up only, functions as basic radar cruise without stop-and-go capability or an integrated highway-assist mode — there is no combined lane-centering-plus-ACC system in this generation.

No hands-free highway driving system exists for the 2017 F-150 — Ford's BlueCruise did not launch until the 2021 model year, so this generation offers only standard adaptive cruise at best.

IIHS rated both the standard halogen and optional LED headlights Poor across every test scenario (straightaway, sharp curves, gradual curves on both sides) — one of the worst headlight results IIHS recorded for a large pickup that generation.

The high seating position and large glass area typical of full-size trucks of this generation give reasonably good forward sightlines, though thick rear roof pillars and the long bed limit rear visibility, and a backup camera was not standard equipment across all 2017 trims (federal mandate did not take effect until May 2018).

The SuperCrew cab provides two full sets of lower LATCH anchors that are easy to locate and use, but tether anchors are tucked behind/under the rear head restraints and are easy to miss, and fitting a third car seat in the center position requires borrowing anchors from the outboard positions.

Volume XLT SuperCrew seats 5 with front buckets; the 40/20/40 split bench option on XL/XLT/Lariat brings capacity to 6.

Manufacturer-published front headroom for the 13th-generation (2015–2020) F-150 SuperCrew, unchanged for 2017.

Manufacturer-published front legroom for the 2017 F-150 SuperCrew.

Manufacturer-published second-row headroom for the SuperCrew cab, carried through the 2015–2020 generation.

SuperCrew second-row legroom was class-leading in the full-size truck segment for the 2017 model year.

Volume SuperCrew configuration ships with the 5.5-ft bed; longer beds require a different cab.

Cargo box volume for the 5.5-ft SuperCrew bed.

Competitive but conventional storage for the era: deep console, door bins, and fold-flat rear seats with under-seat bins on SuperCrew, but no in-bed trunk (MegaBox) or onboard generator — those arrived with the 2021 redesign.

Lariat-and-up trims offered well-cushioned, supportive seating praised in period reviews; base XL/XTR cloth seats were flatter and less adjustable.

The aluminum-body 13th-generation F-150 rode competently and controlled for its class but was firmer and less plush than the coil-sprung Ram 1500 of the same period, especially unladen.

Average highway noise levels for the segment; some wind and tire noise noted, and turbo/engine noise under load with the 3.5L EcoBoost.

Heated front seats and heated steering wheel were available starting at Lariat, with ventilated seats reserved for Platinum/Limited; no rear-seat climate control offered. Comfort equipment was gated to mid-to-upper trims rather than broadly available.

The entry XL Regular Cab 4x2 opened the 2017 lineup near the affordable end of the full-size-truck field, ahead of the all-new 10-speed-equipped XLT/Lariat trims that carried the bulk of the volume.

XLT SuperCrew 4x4 with the new-for-2017 second-generation 3.5L EcoBoost V6 and 10-speed automatic was the volume configuration most retail buyers chose; it lands favorably for a crew-cab 4x4 full-size truck.

Blending RepairPal's ~$647/yr maintenance + ~$788/yr repair run rate with CarEdge's decade-long $11,365 total (front-loaded years cost less than later ones) puts the first 5 years in the mid-favorable range for a full-size truck, aided by the F-150's dealer-dense parts/service network.

iSeeCars' longer-run nameplate data shows the F-150 depreciating somewhat faster than the 36.6% full-size-truck-category average, but this 2017 truck's 5-year mark landed in 2022 amid the pandemic-era used-vehicle shortage that inflated resale values well above normal depreciation curves, pushing retention above the F-150's typical trend.

Standard Ford bumper-to-bumper coverage, the segment floor for full-size trucks, unchanged for the 2017 model year.

Standard Ford powertrain coverage, the segment floor, unchanged for the 2017 model year and applied to the new-for-2017 3.5L EcoBoost/10-speed powertrain combination as well.

2017 buyers got Ford's standard complimentary 5-year/60,000-mile 24/7 Roadside Assistance (fuel delivery, flat-tire help, lockout, towing) bundled with purchase, but no prepaid scheduled maintenance and no FordPass Rewards points program — that loyalty/points perk didn't launch until 2019, so 2017 F-150 buyers had only the basic roadside safety net.

$41,235 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $23,916) leaves about $17,319 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $22,519 in total.

Consumer Reports rated the 2017 F-150's predicted reliability around average-to-below-average for the era, and J.D. Power's Vehicle Dependability data placed the truck in the middle of the full-size pack; 2017 was also the first year of the new 10-speed automatic, which added fresh mechanical complexity on top of the second full model year of the aluminum-body redesign.

Ford sat in the middle of the pack among mainstream brands in Consumer Reports' reliability rankings and J.D. Power's Vehicle Dependability Study through the mid-2010s — not a top-5 finisher, but not bottom-third either.

NHTSA records show the 2017 F-150 was swept into several notable recalls: a fleet-wide Ford door-latch cable defect that could freeze and fail to latch in cold weather, a backup-camera image display defect that could show a distorted or dark picture, and a driveshaft-separation risk on some 4x4 models — a heavier-than-typical, partly safety-critical recall load for the model year.

2017 was the debut year for the Ford/GM co-developed 10R80 10-speed automatic paired to the 2.7L/3.5L EcoBoost V6s and the 5.0L V8, and early production drew owner complaints of harsh or hesitant shifting typical of a first-year transmission; the naturally aspirated 5.0L Coyote V8 had an established durability record by this point, while the turbocharged EcoBoost engines carried a shorter but generally solid track record.

Period reviews (Car and Driver, MotorTrend) praised upper-trim 2017 F-150 cabins (Lariat, King Ranch, Platinum) for genuinely upscale materials, while base XL/XLT trims used hard, truck-grade plastics typical of the segment at this price point.

Assembly quality was generally solid for the second full year of the aluminum-body redesign, though the door-latch recall and scattered owner reports of interior rattles kept it from a stronger showing.

Ford operated one of the largest dealer networks in the US in 2017 (well over 3,000 dealerships), giving the F-150 best-in-class service accessibility nationwide.

As the best-selling vehicle in America throughout this era, the F-150 has an enormous OEM and aftermarket parts ecosystem, keeping routine repair costs low and parts availability excellent relative to any competitor.

The 2017 F-150 offered SYNC 3 with an 8-inch capacitive touchscreen as the top infotainment upgrade, while base XL/XLT trims made do with a simple 4.2-inch non-touch display; the 8-inch unit is well behind the 10-12+ inch screens that became common a few years later.

SYNC 3, introduced for 2016 and carried into 2017, replaced the widely criticized MyFord Touch with a faster, more intuitive capacitive touchscreen interface that period reviewers praised as a major improvement, though it still lagged the smoothest systems of the day.

2017 was the model year Ford added Apple CarPlay and Android Auto support to SYNC 3-equipped F-150s, standard on trucks with the SYNC 3 touchscreen — a notable step forward for the segment — but the connection was wired-only; wireless projection did not exist on any F-150 in this era.

SYNC 3's voice recognition was a solid improvement over prior Ford systems for basic commands (audio, phone, climate), and an optional SYNC 3 Navigation package provided usable turn-by-turn guidance, though most owners still preferred CarPlay/Android Auto maps for daily use.

Base audio on XL/XLT trims was adequate but unremarkable, while the optional B&O PLAY 10-speaker premium system available on Lariat, King Ranch, Platinum, and Limited trims was well regarded for a pickup truck.

The 2017 F-150 used analog gauges with a small 4.2-inch color productivity screen inset in the cluster on higher trims (or a monochrome screen on lower trims) rather than a configurable full-digital gauge cluster — a generation behind the 8-12 inch digital clusters that arrived on the truck in later redesigns.

SYNC 3 supported map and software updates via a home Wi-Fi connection or USB download rather than a fully automatic cellular OTA push, and there was no whole-vehicle OTA capability (that arrived later with the FordPass Connect embedded modem); updates required owner initiation.

The FordPass app existed by 2017 but the F-150 did not yet have the embedded FordPass Connect modem (added in the 2018 model year refresh), so remote lock/start/locate functions depended on an aftermarket remote-start module or key-fob range rather than a true connected-car app experience.

The 2017 F-150 offered a couple of USB Type-A ports and 12V outlets, plus an optional 110V/400W household outlet on higher trims and a factory Qi wireless charging pad available on some upper-trim configurations, but there was no USB-C and charging provisions for rear-seat passengers were minimal by later standards.

SecuriCode keypad entry was standard across the lineup and proximity keyless entry with push-button start was available starting around XLT and standard on Lariat and above, along with remote start on equipped trims, but base XL trucks retained a traditional key.

A rearview camera was standard or widely available across the 2017 F-150 lineup ahead of the 2018 federal mandate, front and rear parking sensors were optional, and a 360-degree camera system was available on Platinum and Limited trims, though resolution and clarity trailed later generations.

No head-up display was offered on any 2017 F-150 trim; HUD did not appear on this generation of the truck.

SuperCrew's roomy rear bench and wide-opening rear doors make loading kids and gear easier than in a Regular Cab or SuperCab, but only 2 complete LATCH positions are usable, tether-anchor loops are hard to locate, and the center rear position requires anchor-sharing. Tall step-in on 4x4 configs adds friction versus a crossover.

NHTSA 5-star overall and Good IIHS crashworthiness are strong on paper, but the 2017 F-150 lost its Top Safety Pick rating over a Basic front-crash-prevention score (no automatic emergency braking offered at all) and inadequate-rated headlights on both halogen and LED setups, while BLIS/cross-traffic alert and any driver-assist package are unavailable on the family-priced XL/XLT trims.

SuperCrew's rear seat offers genuine stretch-out space for a multi-hour trip and the 5.5-ft bed with a tonneau adds lockable luggage capacity, but rear-seat amenities are basic on volume trims — no rear climate vents/USB or heated rear seats until Lariat and up — and ride quality, while composed for a leaf-sprung half-ton, trails a crossover on refinement.

The 2.7L EcoBoost's low-end torque and standard rearview camera help around town, but 2017 is the first model year of the 10-speed automatic (paired with 3.5L EcoBoost/Raptor) and owner/press reports of harsh, hunting shifts were common that year; the 6-speed-only 2.7L/5.0L/3.3L trucks are smoother but less refined than the 10-speed rivals arriving elsewhere. Truck-scale size and tall step-in remain a daily tax versus any SUV.

19 MPG combined on the volume 2.7L EcoBoost 4x4 (EPA-estimated $1,700/yr fuel) is respectable for a half-ton gas truck of this era but well above true commuter-car running costs, and no electrified powertrain was offered in 2017 to soften it — PowerBoost hybrid didn't arrive until 2021. Regular 87-octane fuel across the lineup keeps per-fill costs down.

A SuperCrew with the 5.5-ft box runs roughly 231 inches long with a wide turning circle, making tight urban lots and parallel spots a chore; a standard rearview camera helps, but front/rear parking sensors are optional and the 360-degree camera is reserved for Platinum/Limited, leaving lower trims with less visibility assistance.

12,200-lb max tow (3.5L EcoBoost with Max Trailer Tow package) and 3,230-lb max payload (5.0L V8 with Heavy Duty Payload package) were class-leading or near-leading figures for the 2017 model year, backed by five gas powertrains spanning 282-450 hp and three bed lengths (5.5/6.5/8 ft) — a serious work tool with real capacity to spare, just short of the far larger headroom later generations would post.

F-150's decades-long fleet reputation and the well-proven 5.0L Coyote V8 support long-term durability, but 2017 was a rockier model year specifically: the debut year of the 10R80 10-speed (unproven, harsh-shift complaints), plus active NHTSA recalls for a door-latch cable failure, a rearview-camera display fault, and a driveshaft-separation issue.

Pro Trailer Backup Assist and an integrated trailer brake controller were already available, bed tie-downs and a tailgate step are standard, and Ford's commercial-truck upfit channel was well established, but onboard power tops out at an optional 110V/400W outlet — a fraction of the 7.2kW Pro Power Onboard that arrives with the 2021 hybrid — and there's no Multi-Function Tailgate or onboard scale system yet.

A composed highway ride, standard 26-gallon tank (36-gallon optional) yielding roughly 494 miles of range at 19 MPG combined, and available heated/cooled front seats on upper trims make for a competent tourer, but there's no hands-free driver-assist system in this generation — BlueCruise doesn't arrive until 2021 — so long stretches lean more on the driver than later F-150s.

The Raptor returns for 2017 with genuine off-road credentials — a dedicated Terrain Management System with Baja mode, skid plates, and a locking rear differential — and the FX4 off-road package is available on XLT and up, while 4x4 is optional across nearly the whole lineup. Onboard power for basecamp use is limited to the optional 400W outlet rather than a true generator-class system.

Three bed lengths (5.5/6.5/8 ft), fold-flat SuperCrew rear seats with under-seat storage, available tonneau covers, standard bed tie-downs, and an already-mature aftermarket rack/hitch ecosystem for the best-selling US vehicle add up to strong gear-hauling flexibility for weekend trips and hauls.

The redesigned 2017 F-150 (aluminum body, revised chassis tuning) was widely rated as secure and composed for a full-size pickup, with well-controlled body motions on the coil-over-shock front/leaf-spring rear layout, though it is not an engaging or agile truck by any absolute measure.

Electric power steering is accurate enough for easy maneuvering and precise low-speed placement, but feedback is muted; some testers found it numb while others called it precise, landing it in the 'secure but unremarkable' band.

The 2017 model carried over strong four-wheel disc brakes with a firm pedal; period reviews specifically called out braking as a notable improvement versus the prior generation, though stopping distances remain full-size-truck typical rather than class-leading.

2017 was the debut year of the Ford/GM co-developed 10-speed automatic paired with the revised 3.5L EcoBoost V6 (375 hp/470 lb-ft) and 2.7L EcoBoost; first-drive testers specifically praised smooth, seamless gear changes and far less gear-hunting than the old 6-speed, including under tow/haul.

EcoBoost V6 options are quieter and less coarse than a comparable V8 at cruise, with some turbo whine and less isolation under hard acceleration; the base 3.5L NA V6 is unremarkable but inoffensive. No instrumented interior-noise data found for this specific model year.

Curb-to-curb turning diameter for the volume SuperCrew configuration; full-size trucks with longer wheelbases inherently turn wider than mid-size rivals.

The F-150's cabin was widely praised for a commanding view out, wide adjustment range including power pedals, and logically laid-out controls; SuperCrew ingress/egress is easy thanks to wide-opening rear doors and available running boards.

The strong-pulling turbocharged EcoBoost V6 and quick-shifting 10-speed give the F-150 a surprisingly eager, torquey feel for a full-size truck, but numb steering and a business-like overall character keep it from being genuinely engaging.

Base XL (~$27,110) is a work-grade truck with vinyl floors, steel wheels, and few driver-assist features; the volume XLT adds SYNC, cruise control, and chrome trim but items like a backup camera required an options package rather than standard fitment across the range for 2017.

The 2017 refresh brought a new 10-speed automatic (paired with the 3.5L EcoBoost and 5.0L V8) and a lighter aluminum body carried into its third model year, giving strong capability-per-dollar (up to 10,200 lb tow, 3,270 lb payload) versus steel-bodied rivals at similar price points, though loaded Limited/Platinum trims push well past $60K.

Seven trims (XL, XLT, Lariat, King Ranch, Platinum, Limited, and the returning Raptor) across Regular/SuperCab/SuperCrew bodies, three bed lengths, six engines, and 2WD/4WD gives one of the widest configuration matrices in the industry.

The F-150 was the best-selling vehicle in America for the 35th consecutive year in 2017 and the best-selling truck by a wide margin over Silverado and Ram, moving roughly 900,000 units.

F-Series carries strong brand equity as America's iconic pickup with deep buyer loyalty, and the Raptor's return for 2017 added a halo of desirability atop the workhorse image.

Ford commonly ran meaningful cash-back and low-APR financing offers on F-150 XL/XLT work trims and during model-year-end clearance, though in-demand configurations like Raptor and Limited saw little discounting.

2017 is the third model year of the 13th-generation (2015–2020) aluminum-body F-150, so the platform is mid-cycle; however it received a substantive powertrain refresh (new 10-speed automatic, revised EcoBoost engines, new base 3.3L V6, and the returning Raptor) that keeps it current ahead of the next full redesign in 2021.

The regular F-150 is consistently well-reviewed and frequently a comparison-test finalist against Silverado and Ram, though it isn't always the outright winner; the returning 2017 Raptor drew strong acclaim from Car and Driver and MotorTrend as a segment-defining performance truck.