2019 Ford F-150

The 2.7L EcoBoost V6 is the standard engine on the volume XLT SuperCrew and the most common configuration for the 2019 model year.

Peak torque of the standard 2.7L EcoBoost V6 on the volume XLT trim, arriving at 3,000 rpm.

Instrumented test result for the 2.7L EcoBoost with 4x4, representative of the volume XLT configuration.

The 2.7L EcoBoost delivers strong low-end torque with minimal turbo lag in everyday driving, though reviewers note some coarseness under heavy load compared with the smoother-revving V8.

The 10-speed automatic (standard on all engines except the base 3.3L, which uses a 6-speed) shifts smoothly and decisively in most conditions, with only occasional hunting under trailer load.

Class-leading conventional towing figure for 2019 when properly equipped with the Max Trailer Tow package.

Best-in-class payload rating for 2019 when equipped with the 5.0L V8 and Max Payload package.

Available Pro Trailer Backup Assist, backup camera with Dynamic Hitch Assist, trailer-coverage blind-spot monitoring, and tow/haul mode cover most of a modern towing suite, though an integrated trailer brake controller remains an option rather than standard equipment.

4x4 is available across nearly every trim via electronic shift-on-the-fly transfer case, but is not standard on any trim and offers only basic terrain modes outside the FX4/Raptor packages.

The F-150 Raptor gives the lineup genuine desert-racing credibility with 11.5 in of ground clearance, long-travel FOX suspension, and 315/70R17 off-road tires, while the FX4 package adds skid plates and off-road tuning to mainstream trims.

Five distinct gas engines were available for 2019 — 3.3L V6, 2.7L EcoBoost V6, 5.0L V8, 3.0L Power Stroke diesel V6, and the 3.5L High-Output EcoBoost in the Raptor — covering a wide capability range, though the lineup lacks any electrified option, which didn't arrive until the 2021 PowerBoost hybrid.

EPA-rated combined fuel economy for the volume 2019 F-150 configuration — 2.7L EcoBoost V6, 4x4, 10-speed automatic, SuperCrew — the best-selling engine/drivetrain combination for the 13th-gen truck in its final model year before the 2021 PowerBoost hybrid and 2.7L update.

EPA city rating for the 2.7L EcoBoost 4x4 F-150, the volume powertrain/drivetrain combination for 2019.

EPA highway rating for the 2.7L EcoBoost 4x4 F-150; the 4x2 configuration does modestly better at 26 highway.

Estimated from the standard 26-gallon fuel tank on the 2019 F-150 SuperCrew and the EPA combined rating for the volume 4x4 2.7L EcoBoost config. An optional 36-gallon tank (standard on Limited/Raptor, available with Max Trailer Tow/Heavy Duty Payload packages) extends range meaningfully.

Derived from the EPA combined rating (21 MPG) for the volume 4x4 2.7L EcoBoost config at standard EPA assumptions of 15,000 mi/yr and contemporary (2019) regular-gas pricing of roughly $2.60/gal.

Every 2019 F-150 engine — 3.3L V6, 2.7L/3.5L EcoBoost, 5.0L V8, and 3.0L Power Stroke diesel — runs on regular 87-octane gasoline or standard diesel with no premium requirement; Ford recommends premium only for maximum-performance/towing scenarios on the EcoBoost engines, not as a requirement.

NHTSA awarded the 2019 F-150 crew cab a 5-star overall rating, with 5 stars for driver and passenger across frontal and side test modes.

The 2019 F-150 crew cab was the only full-size pickup to earn Good ratings in every IIHS crashworthiness test that year, including best-in-class small-overlap front (driver and passenger side) results, but it fell short of Top Safety Pick because headlights on every trim tested were rated Marginal or Poor.

Ford made Co-Pilot360 (Pre-Collision Assist with pedestrian-detecting AEB, Lane-Keeping System, auto high-beams, rear camera) standard on every 2019 F-150 trim — a first for a domestic full-size truck — but blind-spot monitoring with cross-traffic alert was standard only from XLT up (optional on base XL) and adaptive cruise remained an option limited to Lariat and above.

IIHS rated the F-150's standard front crash prevention system Superior for vehicle-to-vehicle avoidance, among the best results of any pickup tested that cycle.

BLIS with cross-traffic alert is standard from XLT up (optional on base XL) but is alert-only with no active steering intervention and no trailer-length-aware coverage in 2019.

The standard Lane-Keeping System provides departure warning and corrective nudges rather than true lane centering; a smoother centering function was only available bundled with the optional adaptive cruise/technology package on upper trims.

Adaptive cruise with stop-and-go was a competent but optional feature sold as a separate package limited to Lariat and above, so most F-150 buyers in 2019 did not have it available at all.

Ford's BlueCruise hands-free system did not exist yet in 2019 (it launched in 2021 on other Ford/Lincoln models before reaching the F-150), so no hands-free highway driving was offered on this model year.

IIHS rated every 2019 F-150 headlight setup Marginal or Poor: halogen reflector units on XL/XLT/Lariat scored Poor, and even the King Ranch/Platinum LED headlights were rated inadequate in curve tests despite acceptable straightaway performance.

Reviewers consistently praised the SuperCrew's commanding driving position, large glass area, and standard rear-view camera, with only modest blind zones from the roof pillars and tailgate.

The SuperCrew's wide rear doors and flat bench make installing car seats workable, but LATCH lower anchors are set deep in the seat cushions typical of trucks of this generation, requiring some digging to locate and clip.

The 2019 F-150 SuperCrew, the volume cab configuration, seats six with the standard 40/20/40 split-bench front seat; buyers who option front buckets with a console drop to five. Unchanged from the rest of this 2015-2020 generation.

Front headroom sits mid-band for full-size trucks on this generation's cab, unchanged for 2019; the optional panoramic moonroof trims it slightly on equipped trims.

Front legroom is above mid-pack for the segment, unchanged from prior and subsequent model years on this generation's cab structure.

SuperCrew rear headroom is toward the top of the full-size truck band, a benefit of the tall SuperCrew greenhouse carried over unchanged through 2019.

SuperCrew rear legroom is a class strength, near the top of the full-size truck normalization band and routinely cited by reviewers as among the roomiest rear seats in the segment for this generation.

The 5.5-ft box standard on SuperCrew, the volume cab/bed pairing, is the shortest bed Ford offers on the F-150, trading cargo length for cab room; the optional 6.5-ft box narrows that gap.

Bed volume on the standard SuperCrew 5.5-ft box is mid-pack for the segment.

Bucket-seat configurations get a fold-flat console shifter that opens an available flip-over work surface, plus a standard 400W/110V console outlet and large door bins — competitive everyday storage, but well short of the larger console, higher-output onboard power, and gear-shift-dial work surface Ford would introduce with the 2021 redesign.

Front and rear seats are comfortable for most trips on the volume XLT cloth buckets/bench, with Consumer Reports rating front-seat comfort a solid 4 out of 5 across this generation; higher trims (Lariat/King Ranch/Platinum/Limited) add more cushioning, power adjustability, and massage (Limited), but base-trim seats are unremarkable on long hauls.

The F-150 retains a leaf-spring solid rear axle for 2019, and Consumer Reports rated ride quality only 2 out of 5 for this generation, describing it as jumpy and unsettled, particularly with an unladen bed over broken pavement — a clear weak point versus the coil-spring Ram 1500.

Consumer Reports rated cabin noise an excellent 5 out of 5 for this generation, describing the interior as almost silent with minimal wind or road noise intrusion at highway speed.

Heated and ventilated front seats are available from Lariat up, with a heated steering wheel and heated rear seats added on King Ranch/Limited — a solid trim spread for 2019, but the base 400W console outlet is modest next to rivals' larger inverters and there is no equivalent to the 2021 redesign's Pro Power Onboard.

Entry XL Regular Cab 4x2 with the 3.3L Ti-VCT V6 was the lowest-priced 2019 F-150 configuration, one of the more affordable entry points in the full-size truck class.

XLT SuperCrew 4x4 with the short 5.5-ft box was Edmunds' "Most Popular" 2019 F-150 configuration, reflecting the crew-cab/4WD combination most retail buyers chose.

CarEdge projects $719/yr average maintenance cost and RepairPal reports a higher-than-segment-average $788/yr average annual repair cost for the F-150; combined, this places 5-year upkeep above the mid-size-truck norm but mid-pack for a full-size half-ton.

iSeeCars finds the F-150 depreciates 37.9% after five years (vs. 36.6% for the full-size pickup class average), implying roughly 62% value retention — one of the stronger resale performers among mainstream full-size trucks, though not year-specific to 2019.

Standard Ford bumper-to-bumper coverage, the segment floor, unchanged for the 2019 model year.

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

Ford included 5-year/60,000-mile complimentary roadside assistance (fuel delivery, jump-starts, lockout service, towing to the nearest dealer) with every 2019 F-150, but offered no complimentary scheduled maintenance — a basic-roadside-only package typical of mainstream domestic brands.

$42,915 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $26,607) leaves about $16,308 in depreciation. Add the projected $7,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,808 in total.

Consumer Reports rated the 13th-gen F-150 average-to-below-average predicted reliability through the late 2010s, driven largely by the new-for-2017 10-speed automatic and infotainment/electrical complaints; 2019 carried the same powertrain lineup with no major reliability step-change.

Ford sat mid-pack in Consumer Reports brand reliability rankings and J.D. Power VDS/dependability studies for most of the 2015-2020 model cycle, neither a bottom-tier nor top-tier brand.

The 2019 F-150 was subject to several recalls (door latch freeze-up carried over from the wider 2015-2018 Ford door-latch campaign, a rearview camera image delay, and an occupant classification system fix) — typical volume for a high-production truck, none involving fire or major structural/safety defects.

The 5.0L Coyote V8 and 2.7L/3.5L EcoBoost V6 twin-turbo engines were mature and well-proven by 2019, though EcoBoost direct injection carries known long-term carbon-buildup concerns; the 10-speed automatic's rough early (2017-2018) reliability record had largely settled by the 2019 model year.

Base XL/XLT trims used hard, utilitarian plastics typical of a work truck, while Lariat/King Ranch/Platinum/Limited trims offered notably richer leather and soft-touch surfaces — competitive for the segment but not class-leading at volume-trim level.

By its fifth model year on the aluminum-body architecture, assembly quality and panel fit had matured past the early-generation wind-noise and gap complaints seen in 2015-2016, with generally solid reported initial quality.

Ford maintains one of the largest dealer networks in the US (~3,000 dealers), with deep service capacity for its best-selling model.

As the best-selling vehicle in America for decades, the F-150 has an enormous OEM and aftermarket parts supply chain, keeping parts cheap and readily available; routine repair costs run in line with or below full-size truck segment norms.

The 2019 F-150 carries the 2018 mid-cycle refresh's SYNC 3 setup: entry trims get a small 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 introduced with the 2021 redesign.

SYNC 3, carried over from the 2018 refresh, 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 for 2019 despite the smaller screen than later SYNC 4 trucks.

Apple CarPlay and Android Auto are included standard with SYNC 3 across the 2019 F-150 lineup, but only via a wired USB connection — factory wireless projection did not arrive until the SYNC 3-to-SYNC 4 hardware change in later model years, confirmed by the existence of aftermarket 'SYNC 3 to SYNC 4 wireless CarPlay' retrofit kits specifically for 2019-2020 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 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 2019, 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 optional FordPass Connect modem enables basic connected services, but the 2019 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 optional FordPass Connect 4G LTE modem provides remote start/stop, lock/unlock, vehicle locate, and a complimentary WiFi hotspot trial on the 2019 F-150, though the modem was not standard across all trims.

The 2019 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 2019 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 FordPass app, but no phone-as-digital-key feature.

A rearview camera is standard across the 2019 lineup, and a 360-degree camera with split-view display is standard on Limited and available on Lariat, King Ranch, Platinum, and Raptor 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 later redesigns.

The SuperCrew's four full-size doors open wide and its rear legroom is among the roomiest in the segment, making car-seat installs and stroller/gear loading easy, though the 13th-generation cab lacks the lockable underseat storage that later F-150 redesigns added.

Ford Co-Pilot360 (automatic emergency braking with pedestrian detection, blind-spot monitoring with trailer coverage, lane-keeping, auto high beams, rear camera) became standard equipment across every 2019 F-150 trim including base XL, a notable running change from 2018 when it was optional on lower trims, and NHTSA rated the SuperCrew 5 stars overall — but IIHS scored the platform only Marginal on the passenger-side small overlap front test and worse on Regular Cab/SuperCab structures, keeping it off the Top Safety Pick list.

SuperCrew's near-front-matching rear legroom and headroom give strong all-row space for long trips, and Lariat-and-up trims add rear climate vents, heated rear seats, and a panoramic sunroof, though the base-through-XLT range keeps most family-friendly comfort features optional extras.

The standard 10-speed automatic (expanded across the lineup in the 2018 refresh) and torquey EcoBoost V6 options make stop-and-go traffic and highway merging smooth and low-effort, but the full-size footprint and wide turning circle remain tiring in tight urban streets and garages versus smaller trucks and crossovers.

The volume 2.7L EcoBoost trim returns an EPA-estimated 20/26/22 MPG city/highway/combined (2WD), average for a full-size gas truck, but the 3.0L Power Stroke diesel option (new for the 2018 refresh, continued in 2019) reaches 22/30/25 MPG — a genuine efficiency standout unmatched by any gas engine in the segment at the time, even though it's not the volume trim.

A 360-degree camera and front/rear parking sensors are available to ease tight maneuvers, but they're optional above base trims, and the F-150's full-size length and width (up to roughly 232 in with the 8-ft box) make it inherently harder to park and thread through cities than smaller trucks.

The 2018 mid-cycle refresh raised max tow to 13,200 lbs (3.5L EcoBoost with Max Trailer Tow Package) and max payload to 3,270 lbs, both class-competitive figures for 2019, and three bed lengths — 5.5-ft, 6.5-ft, and a genuine 8-ft box — cover jobsite runs through full-size cargo hauling.

By 2019 the aluminum-body 13th-generation platform had four model years of real-world fleet use behind it, with the 10-speed transmission and EcoBoost/diesel powertrains largely settled after early teething issues, giving it a proven track record that a newly-launched platform can't match.

Standard bed tie-downs, an available spray-in bedliner, tailgate step, LED bed lighting, and Ford's Qualified Vehicle Modifier upfit network cover most work needs, though the optional bed-mounted 110V outlet tops out around 400W — far short of the multi-kilowatt onboard power systems later F-150 generations would add.

A quiet, well-isolated cabin and up to a 26-gallon fuel tank on several configurations deliver solid highway range between stops, but adaptive cruise control is optional only on higher trims and full lane-centering/hands-free driving aids were still years away for the F-150, leaving long-haul driver-assist fatigue reduction behind where the segment would soon move.

4x4 is available across nearly every trim, the FX4 Off-Road Package adds off-road-tuned monotube shocks, skid plates, all-terrain tires, and hill descent control for light trail work, and the second-generation F-150 Raptor tops the range with a 450-hp High-Output EcoBoost V6, FOX Racing shocks, and Terrain Management for genuine desert-running capability.

Three bed-length choices topping out at a genuine 8-ft box beat most full-size rivals' single or dual bed options, and standard tie-downs plus an available spray-in bedliner and tailgate step make hauling and securing bulky gear straightforward.

The mid-cycle-refreshed 2019 F-150 (unchanged from the well-received 2018 update) was regarded as secure and composed for a full-size half-ton, with reviewers noting it steers and handles about as well as anything in the class, though body control still trails car-based crossovers as expected for a body-on-frame truck.

Electric power steering on the 2019 F-150 was described as linear and reasonably communicative for a truck this size, an improvement over rivals of the era, but still short of true feedback and numb off-center like most full-size pickups.

Braking performance was called out as vastly improved with the 2018 update carried into 2019, with confidence-inspiring stops, though some testers found pedal feel soft or lacking precision underfoot.

The volume 2.7L EcoBoost V6 paired with Ford's new-for-2018 10-speed automatic (carried unchanged into 2019) was consistently praised for a smooth, turbine-like takeoff and well-timed, silky shifts that keep the engine in its broad torque band with no notable drivability complaints.

The 2.7L EcoBoost is quiet and refined at cruise with good vibration isolation, described by reviewers as 'extremely smooth and quiet,' though it can turn coarser and more vocal under hard acceleration typical of a turbocharged truck V6.

Ford's specifications for the 2015-2020-generation F-150 (unchanged for the 2019 model year) list a curb-to-curb turning diameter of approximately 42.6 ft for the volume SuperCrew 5.5' box configuration; 4x4 and longer-box configurations run larger, up to roughly 48-53 ft.

The 2019 F-150's cabin was well regarded for its commanding driving position, wide adjustability, and clear sightlines, with generally well-placed controls, though rearward visibility is compromised in SuperCrew configurations by the high beltline and small rear glass typical of the segment.

The volume EcoBoost-equipped F-150 is competent and confidence-inspiring rather than exciting — pleasant to drive but appliance-like for most buyers, with genuine enthusiast appeal reserved for the separately-modeled Raptor rather than the mainstream lineup.

Base XL is a work-grade truck (vinyl floor, steel wheels, minimal infotainment) — competitive but not generous versus the all-new-for-2019 Ram 1500, which loaded more standard convenience content at a similar price point.

Strong capability-per-dollar thanks to the broad EcoBoost/diesel engine lineup and class-leading towing, but pricing across the range ($28,155–$70,560) climbs quickly on well-equipped trims, keeping it fair rather than a standout bargain.

Unmatched configuration matrix: 7 trims (XL, XLT, Lariat, King Ranch, Platinum, Limited, Raptor), 3 cab styles, 3 bed lengths, and 5 engines including a diesel — a work-to-luxury range with virtually no gaps.

The undisputed volume and sales leader of the full-size segment and the best-selling vehicle in America outright, outselling the next-closest rival by roughly 35%.

F-Series carries an iconic, loyal-following brand halo within the truck segment and anchored Ford's position as America's best-selling brand for a 10th straight year in 2019.

As the segment's volume leader, F-150 didn't need desperation pricing, but typical truck-segment rebates and 0%-style financing offers were commonly available on XL/XLT trims through 2019, giving buyers modest but real negotiating room.

Mid-cycle: the 13th-generation F-150 (2015–2020) received its facelift and powertrain overhaul (new 10-speed automatic, new 3.0L Power Stroke diesel) for 2018, so 2019 carries current-for-its-era tech but is not a new platform — the next full redesign arrives for 2021.

Well-reviewed and a repeat Fleet Truck of the Year winner with class-leading towing (13,200 lbs), but it lost the headline 2019 Motor Trend Truck of the Year comparison test to the all-new Ram 1500, keeping it just short of top-of-class recognition that year.