2018 Ford F-150

The 2.7L EcoBoost V6 is the most commonly ordered step-up engine on XLT/Lariat SuperCrew trims for this 13th-generation (2015-2020) F-150's 2018 mid-cycle refresh.

Peak torque of the volume 2.7L EcoBoost engine; the new-for-2018 3.0L Power Stroke diesel and 3.5L EcoBoost variants offer meaningfully more for buyers prioritizing towing.

Instrumented tests of 2017-2018 F-150 2.7L EcoBoost 4x4 SuperCrews (pre-2021 aluminum-body generation) clustered around 6.3-6.5 seconds to 60 mph.

The 2.7L EcoBoost delivers strong, mostly linear power with well-controlled turbo lag for its era; reviewers rated it among the smoother turbocharged truck engines, though slightly behind the newer 3.0L diesel's low-end torque delivery.

The 10-speed automatic (10R80), which expanded for 2018 from 3.5L EcoBoost-only availability to also pair with the 2.7L EcoBoost and 5.0L V8, shifts smoothly overall but early software calibrations drew some reviewer notes of occasional hunting and hesitant kickdown versus the more refined tuning of later model years.

Ford's advertised max conventional tow rating for the 2018 model year, achieved with the 3.5L EcoBoost and Max Trailer Tow Package on the lightest cab/bed combination.

Ford's advertised max payload figure for the 2018 F-150, achieved on a stripped-down regular cab 5.0L V8 configuration with the Heavy Duty Payload Package, up slightly from 2017.

The 2018 F-150 offers an integrated trailer brake controller, Tow/Haul mode, Pro Trailer Backup Assist, and a trailer reverse-guidance camera — a solid, class-competitive suite, 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 Raptor makes 4x4 standard.

The second-generation Raptor (introduced 2017, carried into 2018) with Fox Racing shocks, locking rear diff, skid plates, and 33-inch tires remains a strong off-road flagship, and the FX4 off-road package extends decent capability to mainstream trims, though this generation trails the 2021 redesign's expanded Tremor lineup.

The 2018 lineup spans a base 3.3L V6, 2.7L and 3.5L EcoBoost turbo V6s (plus the High-Output Raptor tune), a naturally aspirated 5.0L V8, and the newly added 3.0L Power Stroke diesel — one of the broadest powertrain spreads in the segment, though it predates the PowerBoost hybrid that arrived with the 2021 redesign.

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 its 2018 mid-cycle refresh year, which added the 10-speed automatic across more of the lineup and introduced the diesel option.

EPA city rating for the volume 2.7L EcoBoost 4x4 configuration.

EPA highway rating for the volume 2.7L EcoBoost 4x4 configuration.

Estimated from the SuperCrew's standard 26-gallon fuel tank multiplied by the EPA combined rating; Ford does not publish an EPA range figure directly for gas/diesel pickups.

EPA-estimated annual fuel cost for the volume 2.7L EcoBoost 4x4 configuration at the standard 15,000 mi/yr assumption and MY2018 EPA fuel-price forecast.

Every 2018 F-150 gas engine (3.3L V6, 2.7L/3.5L EcoBoost, 5.0L V8) runs on regular-grade 87-octane fuel with no premium requirement; the new-for-2018 3.0L Power Stroke diesel needs diesel fuel rather than premium gasoline, a modest complication but not a costly one.

NHTSA tested the 13th-generation F-150 (2015-2020 body); the 2018 refresh carried the same body structure and safety cage, so the rating applies unchanged.

SuperCrew cab scored Good across moderate overlap front, side, roof strength, and head restraints, with an Acceptable/Good small overlap front result after Ford's structural reinforcement; SuperCab (extended cab) trailed with a Marginal small overlap result on the shared platform. No Top Safety Pick award was earned for the 2018 model year, largely due to weak headlight ratings across the lineup.

For 2018 the F-150 predates Ford Co-Pilot360 (introduced for MY2019); AEB, adaptive cruise, blind-spot monitoring, and lane-keeping were all optional equipment-group add-ons even on upper trims, with nothing standard below Platinum/Limited-level packages.

When optioned, Ford's Pre-Collision Assist with Pedestrian Detection performed adequately in daytime vehicle-to-vehicle scenarios but, consistent with era-typical systems, was weaker at night and with pedestrians than later Co-Pilot360-equipped model years.

BLIS with rear cross-traffic alert was optional on most trims (not standard), alert-only with no active braking intervention; a trailer-tow-aware BLIS extension was available as a notable plus for a truck of this era.

Lane-Keeping System offered warning plus a corrective nudge rather than true lane centering; reviewers of this generation described it as crude, with noticeable ping-ponging versus the smoother systems that arrived with Co-Pilot360 the following year.

Adaptive cruise control was optional and radar-based but lacked stop-and-go functionality and any integrated highway/lane-centering assist, which only arrived with the 2019 Co-Pilot360 update.

Ford's BlueCruise hands-free system did not exist until the 2021 model year (first offered on F-150/Mustang Mach-E); no hands-free option existed for 2018.

The 2015-2020 F-150 generation was widely cited by IIHS for weak headlight performance, with most halogen and even optional HID/LED configurations rated Poor or Marginal rather than Good.

The high seating position and large glass area give solid forward sightlines typical of a full-size truck, and a rearview camera became standard fleet-wide once the May 2018 federal mandate took effect mid-model-year; thick C-pillars on SuperCrew still create some rear-quarter blind spots.

SuperCrew's four full-size doors and wide rear opening make LATCH anchors reasonably accessible, and the bench is wide enough to fit multiple car seats with some effort; SuperCab's smaller rear-hinged doors make the same task noticeably harder.

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

Manufacturer-published front headroom for the 2018 F-150 SuperCrew, unchanged for the twelfth-generation body.

Manufacturer-published front legroom for the 2018 F-150 SuperCrew.

Manufacturer-published second-row headroom for the 2018 SuperCrew cab.

SuperCrew second-row legroom was class-leading for full-size trucks in the 2018 model year.

Volume SuperCrew configuration ships with the 5.5-ft bed (66 in floor length); a 6.5-ft bed is available on other cab pairings.

Cargo box volume for the 5.5-ft SuperCrew configuration.

Deep center console with numerous pockets and cubbies, plus added storage bins/pockets on XLT and up; 60/40 split-fold rear seats free up in-cabin space, but no giga console, in-bed trunk, or onboard power inverter this generation.

Reviewers praised all-day comfort and support across trims; Lariat's leather buckets are well-shaped and plush, and available multi-contour massaging seats were called a segment highlight, though base cloth seats are less notable.

Generally smooth and composed on-road, but reviewers noted noticeable bounce over rougher pavement typical of the leaf-spring rear suspension; FX4 Off-Road package stiffens things slightly without becoming harsh.

Quiet at a highway cruise with muted engine noise, but multiple reviews flagged intrusive road/wind noise in wet weather and harsher engine noise under hard acceleration — average for the class rather than segment-leading.

Heated/ventilated 10-way power front seats and dual-zone automatic climate control arrive at Lariat, with heated rear seats and heated steering wheel reserved for King Ranch/Platinum; base XL/XLT trims stay comparatively sparse.

Entry XL Regular Cab 4x2 with the new-for-2018 3.3L Ti-VCT V6 base engine was the lowest-priced 2018 F-150 configuration, keeping the truck's entry point among the more affordable in the full-size class despite the mid-cycle refresh.

XLT SuperCrew 4x4 with the short 5.5-ft box was the volume retail configuration for 2018, reflecting the crew-cab/4WD combination most buyers chose, similar to surrounding model years.

The 2018 F-150 shares its aluminum-body platform, engines, and (largely) its early 10-speed automatic with the 2017-2020 generation, so maintenance and repair costs track closely with same-generation model years — mid-pack for a full-size half-ton, with some early 10-speed transmission shudder complaints noted by owners and RepairPal.

The F-150 has consistently posted five-year depreciation modestly better than the full-size pickup class average across this generation, implying resale retention in the low-60s percent range, one of the stronger performers among mainstream full-size trucks.

Standard Ford bumper-to-bumper coverage, the segment floor, unchanged for the 2018 model year.

Standard Ford powertrain coverage, matching the segment floor for mainstream full-size trucks, unchanged for 2018.

Ford included 5-year/60,000-mile complimentary roadside assistance (fuel delivery, jump-starts, lockout service, towing to the nearest dealer) with every 2018 F-150, but offered no complimentary scheduled maintenance on non-Raptor trims — a basic-roadside-only package typical of mainstream domestic brands, unchanged across this generation.

$41,400 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $25,668) leaves about $15,732 in depreciation. Add the projected $7,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,132 in total.

Consumer Reports rated the 2018 F-150's predicted reliability as average for the gas engines, with owner surveys flagging early complaints tied to the newly-standardized 10-speed automatic; the brand-new 3.0L Power Stroke diesel introduced mid-year carried no track record yet, dragging the overall picture toward mixed rather than strong.

Ford sat in the middle of Consumer Reports' and J.D. Power's brand dependability rankings around 2018, neither a bottom-tier nor top-5 finisher — consistent with the brand's mid-pack standing across that era's studies.

Ford issued two related 2018 recalls (NHTSA campaigns 18S09/18S10, ~350,000 F-150 and Expedition units) for a shift-cable clip in the new 10-speed transmission that could let the vehicle roll away even when the shifter indicated Park — a widespread, safety-relevant powertrain campaign that pulls this below the 'typical recall activity' band.

The volume-trim 2.7L/3.5L EcoBoost V6 and 5.0L Coyote V8 engines had established solid multi-year durability track records by 2018, but the new-for-2018 10-speed automatic (shared with GM, tied to the shift-cable recall above) and the brand-new 3.0L Power Stroke diesel option were both unproven, keeping the overall powertrain family in mixed-history territory rather than clean top-tier.

Reviewers considered the refreshed 2018 cabin competitive for the class — upper trims (Lariat/King Ranch/Platinum) got real leather and nicer switchgear — while base XL/XLT trims still used hard, work-truck-grade plastics typical of the segment.

Assembly quality was generally solid with no widespread rattle or panel-gap complaints beyond the shift-cable recall noted above; the aluminum body did draw some owner and body-shop commentary about repair complexity rather than factory fit-and-finish itself.

As America's best-selling vehicle for decades, the F-150 is backed by Ford's roughly 3,000-dealer US network, the densest of any full-size truck brand, giving owners easy access to service almost anywhere in the country.

As the top-selling vehicle in America, the F-150 enjoys an enormous aftermarket and abundant salvage/OEM parts supply keeping routine parts costs low, though the aluminum body panels introduced in this generation are more expensive and specialized to repair after collision damage than steel-bodied rivals.

2018 is the mid-cycle refresh year for the 13th-generation F-150 (new 10-speed automatic, diesel option added): the volume XL/XLT trims carry a small 4.2-inch non-touch productivity display, with the 8-inch SYNC 3 touchscreen standard from Lariat up and optional on XLT — well short of the 12-inch SYNC 4 screen the 2021 redesign later introduced.

SYNC 3 on the 2018 F-150 was widely praised for quick, logical touch response and retained physical climate/volume knobs, making it one of the better systems in the full-size truck class that year despite the smaller screen than later SYNC 4 trucks.

Apple CarPlay and Android Auto are included standard with SYNC 3 across the 2018 F-150 lineup, but only via a wired USB connection — factory wireless projection did not arrive until the later SYNC 3-to-SYNC 4 hardware change, confirmed by aftermarket 'SYNC 3 to SYNC 4 wireless CarPlay' retrofit kits marketed specifically for 2018-2020 trucks.

SYNC 3's voice recognition handles basic commands reasonably well and an embedded SD-card-based navigation system was optional on higher trims, but it lacks the cloud-connected, natural-language assistant of later SYNC 4 trucks, so most 2018 owners defaulted to phone-projection maps.

A 10-speaker Bang & Olufsen system with a 9-channel, 1,000-watt amplifier was optional on Lariat/Raptor and standard on King Ranch, Platinum, and Limited for 2018, giving strong upper-trim sound, while base-trim audio is merely adequate.

The volume XL/XLT trims use a small 4.2-inch color productivity screen flanked by analog gauges, with an 8-inch full-color productivity screen available on Lariat and above — a partial-digital setup rather than a fully configurable digital cluster.

SYNC 3 supports map updates delivered over WiFi or USB, and the newly optional FordPass Connect modem enables basic connected services for 2018, but the F-150 predates Ford's broader Power-Up whole-vehicle software OTA program, which rolled out prominently with SYNC 4 starting in 2021.

The FordPass app paired with the newly available FordPass Connect 4G LTE modem provides remote start/stop, lock/unlock, vehicle locate, and a complimentary WiFi hotspot trial on the 2018 F-150, though the modem was not standard across all trims and some owner forums report inconsistent remote-access reliability in this launch year.

The 2018 F-150 offers a conventional pair of front-console USB-A ports plus an available 110V/400W household-style outlet on higher trims, but no factory wireless charging pad — that option arrived only with the 2021 redesign.

The 2018 F-150 offers Ford's signature SecuriCode keypad on all trims plus proximity keyless entry and push-button start available from XLT up, with remote start via key fob or the new FordPass app, but no phone-as-digital-key feature.

A rearview camera is standard across the 2018 lineup, and a 360-degree camera with split-view display is standard on Limited and available on Lariat, King Ranch, and Platinum via the Technology Package, giving solid surround-view access on higher trims.

Ford did not offer a factory head-up display on the 13th-generation (2015-2020) F-150 on any trim; owner forums from this generation discuss only aftermarket HUD add-ons, and the feature was not introduced on F-150 until the 2021 redesign.

SuperCrew's four full-size doors and class-leading 43.9 in of rear legroom make loading kids and gear easy, but full-size pickups of this generation (including the F-150) were commonly cited by IIHS for LATCH lower anchors mounted deep in the seat cushion, adding friction to car-seat installs.

The 2018 F-150 carries a 5-star NHTSA overall rating, but automatic emergency braking (Pre-Collision Assist w/ Pedestrian Detection), adaptive cruise, and blind-spot monitoring are all gated to optional Equipment Group / technology packages rather than standard on the volume XLT trim families actually buy.

SuperCrew's rear bench is spacious for adults and child seats alike with a flat floor and underseat storage on higher trims, but rear climate vents and rear-seat entertainment are unavailable even on top Platinum/Limited trims, and gear must ride exposed in the open bed rather than a covered cargo area.

The 2018 model year's headline update — a 10-speed automatic standard across every engine — smoothed shift quality and low-speed drivability versus the 6-speed it replaced, but the F-150's full-size footprint and truck-tuned steering still add fatigue in dense traffic versus a car or crossover.

The volume 2.7L EcoBoost/4x4 configuration returns modest 19-20 mpg combined, keeping running costs squarely mid-pack for a full-size truck; the mid-year-added 3.0L Power Stroke diesel (up to 25 mpg combined 2WD) is far more efficient but is a low-volume, higher-cost option rather than the mainstream trim.

A SuperCrew with the standard 6.5-ft bed stretches over 231 in long, making tight urban parking and garage fit a real chore; a standard backup camera and optional Pro Trailer Backup Assist/360-degree camera help but don't offset the sheer footprint versus mid-size or compact trucks.

With the 3.5L EcoBoost and Max Trailer Tow package, the 2018 F-150 tows up to 13,200 lbs — a segment-leading figure at the time — and the 5.0L V8 regular cab with the Heavy Duty Payload package hauls up to 3,270 lbs, giving real headroom over most work trucks this generation.

The F-Series' decades-long fleet reputation and this generation's corrosion-resistant military-grade aluminum-alloy body carry real durability credibility, though early aluminum-body years drew some concern over higher collision-repair costs versus steel-bodied rivals of the time.

Regular Cab and long 8-ft box configurations, box-side tie-down cleats, and a spray-in bedliner option cover the fleet/upfit basics well, but the 2018 F-150 lacks any factory onboard power inverter or generator — that arrived only with the Pro Power Onboard system on the next generation — limiting on-site power for tools.

A quiet, well-isolated cabin and up to a 36-gallon optional fuel tank give the F-150 solid highway range and comfort for long hauls, and optional adaptive cruise reduces driver fatigue, though those driver-assist features are extra-cost rather than standard even on this trim.

4x4 with a two-speed transfer case and the optional FX4 Off-Road Package (skid plates, off-road tuned shocks, all-terrain tires) give the 2018 F-150 genuine light off-pavement ability and strong tow ratings for hauling toys, short of the dedicated Raptor's desert-running capability.

An open bed available up to 8 ft with box-side tie-downs and an optional bed extender swallows bulky gear that would never fit an enclosed cargo area, plus SuperCrew underseat lockable storage for smaller valuables, though gear in the bed itself is exposed to weather without a factory tonneau.

The redesigned front suspension and quicker steering ratio introduced for the 2015-generation truck gave the 2018 F-150 confidence-inspiring grip and minimal body roll for a full-size pickup, though it still trails car-like crossovers.

Reviewers singled out the F-150's electric power steering as the best-calibrated in the full-size truck segment for 2018, with quicker response and better on-center feel than rivals.

Instrumented 60-0 mph stops varied by outlet and configuration (108-131 ft) but pedal feel was consistently praised as firm and easy to modulate, including reassurance while towing.

The 10R80 10-speed automatic (new for 2017-18, paired with the 3.5L EcoBoost and 5.0L V8) shifts quickly once warmed up and snaps through gears well in Sport mode, but early build units were prone to cold-shift shock and occasional gear hunting at low speed.

The twin-turbo 3.5L EcoBoost V6 (volume engine) is quiet and refined under normal driving with only mild turbo whoosh under boost, while the optional 5.0L V8 adds a pleasant, unobtrusive burble; neither is intrusive at highway speed.

Wheelbase and cab/box configuration significantly affect turning diameter on the 13th-generation F-150; the SuperCrew with the standard 5.5-ft box is the volume configuration.

Ample seat, steering wheel rake, and pedal adjustment range accommodate a wide variety of driver sizes, with large, well-labeled controls and a customizable gauge cluster; the only knock is limited steering-wheel telescoping reach.

The F-150's agility and refinement for its class made it engaging enough that reviewers had to remind themselves they were driving a full-size pickup, though it remains a work-focused appliance rather than an enthusiast vehicle.

Base XL is a bare-bones work-truck spec (vinyl flooring, steel wheels, manual windows/locks on the cheapest configs), with the volume XLT adding SYNC 3, cruise control, and power accessories — competitive for the price tier but not loaded at base.

2018's facelift brought a segment-first 3.0L Power Stroke diesel and widened the 10-speed automatic's availability, adding meaningful towing/efficiency capability across the lineup without a major price jump versus 2017.

Widest lineup in the segment: three cab styles, three bed lengths, and five engines (3.3L V6, 2.7L EcoBoost, 3.5L EcoBoost, 5.0L V8, and the new 3.0L Power Stroke diesel) spread across six trims from work-spec XL to luxury Limited, plus the off-road Raptor.

Not just segment-leading but the single best-selling vehicle of any kind in the US for the year, extending Ford's decades-long truck sales dominance by a wide margin over the Ram 1500 and Silverado.

Ford's truck brand carries deep multi-generational loyalty and heritage credibility with F-150 buyers, though the mainstream Ford badge lacks the premium halo of GMC Denali or Ram's Longhorn/Limited sub-brands.

As a mid-cycle facelift year with the redesigned 2019 Ram 1500 and Silverado on the horizon, Ford ran regular seasonal cash-back and low-APR offers on XL/XLT work configs, though the new diesel and top Limited trim saw little discounting.

2018 is the mid-cycle refresh year of the 13th-generation (2015-2020) F-150 — new grille/lighting, the debut diesel, and wider 10-speed availability keep it current, but it's four years into a six-year generation rather than newly redesigned.

Reviewers praised the new diesel's towing efficiency and the broad trim/engine range, and the F-150 remained a Car and Driver-recommended pickup, but it wasn't the class-topping comparison-test winner that year as GM and Ram prepared all-new competitors for 2019.