2022 Ford F-150

The 2.7L EcoBoost V6 is the most commonly ordered step-up engine on XLT/Lariat SuperCrew trims — the practical volume choice above the standard 3.3L V6 — for the 14th-generation (2021-2023) F-150's second model year.

Peak torque of the volume 2.7L EcoBoost engine; for 2022 the 3.5L PowerBoost hybrid is the torque-leading option, since the supercharged Raptor R did not arrive until 2023.

Instrumented tests of 2021-2022 F-150 2.7L EcoBoost 4x4 SuperCrews have clustered around 6.0-6.3 seconds; no powertrain calibration changes occurred for 2022 within the 14th generation.

The 2.7L EcoBoost delivers strong, mostly linear power with well-controlled turbo lag; reviewers have consistently rated it among the smoother turbocharged truck engines, though it's a step behind the effortless PowerBoost hybrid.

The 10-speed automatic (10R80, developed jointly with GM) shifts crisply across the lineup with well-tuned logic for towing and normal driving, with only occasional hunting noted on light throttle.

Ford's advertised best-in-class max conventional tow rating for the 14th-generation F-150 (introduced 2021) is achieved on a specific lightweight 3.5L EcoBoost configuration with the Max Trailer Tow Package; unchanged for 2022.

Ford touted this class-leading payload figure at the 2021 redesign's launch on a stripped-down regular-cab configuration; it remained the advertised max through 2022.

The F-150 offers an integrated trailer brake controller, Pro Trailer Backup Assist, a suite of trailer cameras (including a trailer-reverse guidance view), and Ford's Smart Hitch tongue-weight/sway sensor — one of the most complete towing-tech suites in the class since 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 and locking rear differential offered on higher trims; only the Raptor makes 4x4 standard.

The Tremor package adds a 2-inch suspension lift, 33-inch all-terrain tires, locking rear diff, and skid plates for light-duty trail work, while the F-150 Raptor delivers genuine desert-racing credibility with long-travel Fox Live Valve shocks and available 37-inch tires — strong off-road pedigree, though 2022 predates the 2023 Raptor R's added V8 muscle on that same chassis.

The lineup spans a base 3.3L V6, 2.7L and 3.5L EcoBoost turbo V6s, a naturally aspirated 5.0L V8, a 3.5L PowerBoost full-hybrid V6, and the High-Output 3.5L EcoBoost (Raptor) — one of the broadest powertrain spreads of any full-size truck, including a mainstream hybrid option, though 2022 lacks the 2023-added supercharged Raptor R V8.

The 2022 F-150 carries over the 14th generation's 2021 EPA ratings unchanged; the 2.7L EcoBoost 4x4 SuperCrew is the best-selling configuration and the appropriate volume-trim baseline.

City rating for the volume 2.7L EcoBoost 4x4 configuration, unchanged from the 2021 introduction of this generation.

Highway rating for the volume 2.7L EcoBoost 4x4 configuration, unchanged from the 2021 introduction of this generation.

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 trucks.

EPA/CARB annual fuel cost estimate for the volume 2.7L EcoBoost 4x4 configuration at 21 combined MPG, using the period's EPA fuel-price assumption.

Every 2022 F-150 gas and hybrid powertrain (3.3L V6, 2.7L/3.5L EcoBoost, 5.0L V8, 3.5L PowerBoost) runs on regular-grade 87-octane fuel with no premium requirement, keeping running costs simple across the lineup.

NHTSA tested the redesigned (2021+) F-150 platform carried unchanged into 2022 and awarded 5 stars overall, with 5-star frontal and side scores and a 4-star rollover score reflecting the truck's higher center of gravity.

The 2022-23 F-150 crew cab and extended cab earned IIHS Top Safety Pick (not Pick+) with Good ratings across all six crashworthiness tests (small overlap front both sides, moderate overlap front, side, roof strength, head restraints), but the standard headlights only reached Acceptable rather than Good, and it fell short of Top Safety Pick+ criteria — Toyota's redesigned 2022 Tundra likewise landed in this tier.

Ford Co-Pilot360 is standard on every 2022 F-150 trim including base XL, bundling Pre-Collision Assist with AEB and pedestrian detection, BLIS blind-spot monitoring with trailer coverage, lane-keeping system, auto high-beams and a rear camera — a broad standard suite for the segment. Adaptive cruise control and lane centering require the Co-Pilot360 Assist 2.0 package, unavailable below Lariat (standard only on Limited).

IIHS rated the F-150's available front crash prevention Advanced/Superior for vehicle-to-vehicle and daytime pedestrian detection, sufficient for Top Safety Pick, but it did not reach the superior nighttime pedestrian performance IIHS requires for the higher TSP+ tier that year's Tundra achieved.

BLIS blind-spot monitoring with trailer coverage (extending detection to the end of an attached trailer) and rear cross-traffic alert are standard across the 2022 F-150 lineup — a genuine strength for a truck this is towing-focused — but the system is alert-only, without active steering or braking intervention.

Standard lane-keeping system provides warning and corrective steering nudges, but true lane-centering assist is bundled only in the optional Co-Pilot360 Assist 2.0 package; owners and reviewers describe the standard system as functional but prone to noticeable wander in a vehicle this wide, especially on trucks without the upgraded package.

Adaptive cruise control with stop-and-go is only available via the Co-Pilot360 Assist 2.0 package (optional Lariat and up, standard on Limited) rather than standard equipment, and is unavailable at all on XL/XLT — a meaningful gap versus rivals offering ACC lower in the lineup.

BlueCruise made its public debut on the 2022 F-150, offering true hands-free driving on roughly 130,000 miles of mapped divided-highway 'Blue Zones' in the US and Canada — an early and well-reviewed system for the segment — but it requires the Co-Pilot360 Assist 2.0 package plus a paid BlueCruise subscription and is unavailable below Lariat.

IIHS rated 2022 F-150 headlights Acceptable or Good depending on trim and headlight hardware, with Good not standard across the range — enough to keep the truck's Top Safety Pick (not Pick+) status but a step behind rivals with Good standard fleet-wide.

The F-150's high seating position and large glass area give a commanding forward view typical of full-size trucks, but thick C-pillars and the long bed create real rear/rear-quarter blind zones that the standard rear camera only partially offsets; a 360-degree camera is optional rather than standard.

SuperCrew's rear LATCH lower anchors are exposed and easy to reach, with three top-tether loops behind the head restraints; Cars.com testing found infant, rear-facing convertible, and booster seats all installed without difficulty and with generous front-passenger legroom preserved.

SuperCrew is the volume cab and XLT the volume trim for the 14th-generation F-150's second model year; both ship standard with the 40/20/40 front bench for 6-passenger seating in 2022.

Front headroom is shared across cab styles for this generation and unchanged for the 2022 model year.

Front legroom is identical across Regular Cab, SuperCab, and SuperCrew for this generation, sitting toward the top of the full-size-truck band.

SuperCrew's tall roofline gives it segment-competitive rear headroom; SuperCab's second row is noticeably tighter but is not the volume config.

SuperCrew's stretched wheelbase gives it near-limousine rear legroom for adults, a long-standing F-150 strength versus compact and mid-size rivals.

The volume SuperCrew configuration is paired with the shorter 5.5-ft box, trading bed length for cab room; buyers wanting the longest box must step down to Regular Cab or give up the SuperCrew's rear seat.

Bed volume tracks box length directly; the volume SuperCrew/5.5-ft pairing lands mid-pack for the segment, well below what the same truck offers with a longer box.

Pro Power Onboard (standard 2.0 kW, optional 2.4/7.2 kW with PowerBoost hybrid) turns the truck into a genuine jobsite generator, and SuperCrew's flip-up rear seat bins and large console add useful capacity, but the F-150 lacks a RamBox-style lockable bed bin or GMC's MultiPro tailgate innovation; the fold-flat work-surface console is available on Lariat and up but the 2022 XLT volume trim keeps a conventional console.

XLT's cloth seats are supportive enough for long stints but firmer and less adjustable than upper-trim leather with massage (Platinum/King Ranch); reviewers generally rate them competent rather than exceptional.

The F-150 is frequently cited as one of the more composed-riding gas half-tons despite its leaf-spring rear, with well-tuned dampers that control body motions better than most rivals unladen; adaptive dampers on higher trims improve this further but aren't standard on the volume trim.

Acoustic front glass and underbody sealing keep the cabin reasonably hushed for a body-on-frame truck, but wind and road noise are still noticeable at highway speed, especially with larger optional wheel/tire packages.

Heated front seats and a heated steering wheel are available on the volume trim's option packages, with ventilated front seats, heated rear seats, and remote start/preconditioning via FordPass added on Lariat and above — a solid but not class-leading spread for the pre-refresh 2022 model year.

The 2022 F-150 XL Regular Cab 4x2 sits near the affordable end of the full-size-truck field, one year before Ford's larger MY23 price and destination-fee increases.

XLT SuperCrew 4x4 is the volume configuration most F-150 retail buyers chose for 2022; scaling the documented 2023 XLT SuperCrew 4x4 price ($50,220 incl. destination) back by the ~6.9% MY22→MY23 base-price increase yields a 2022 estimate in the high-$40Ks.

Class-level estimates (CarEdge's combined 5-yr maintenance + repair figure for the F-150 nameplate) sit well below the full-size-truck midpoint, reflecting the F-150's mainstream part costs and dense dealer network; the same nameplate-level estimate applies to the unchanged 14th-generation 2022 model.

iSeeCars' F-150 nameplate-level five-year depreciation figure (62.1% retention) is used consistently across recent model years since resale-retention studies are typically published at the nameplate rather than single-model-year level.

Standard Ford bumper-to-bumper coverage, the segment floor for full-size trucks, unchanged across the 14th-generation F-150.

Standard Ford powertrain coverage, the segment floor — some rivals offer longer terms — unchanged across the 14th-generation F-150.

2022 F-150 buyers received a FordPass Rewards new-vehicle purchase bonus (a smaller points allotment than Ford's later, more generous MY23-24 bonuses) plus 5-year/60,000-mile complimentary 24/7 roadside assistance via the FordPass app; there is no prepaid scheduled-maintenance plan, keeping this short of true multi-year included service.

$47,000 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $29,140) leaves about $17,860 in depreciation. Add the projected $4,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $22,560 in total.

Sources disagree: Consumer Reports rated the 2022 F-150 below average for predicted reliability, while J.D. Power's 2022 U.S. Vehicle Dependability Study rated Ford above the industry average that same year — a genuine mixed signal, weighted slightly negative because CR's owner-survey data is model-specific.

Ford's brand-level dependability trend was below-average and worsening across this era — 18th of 24 brands in CR's 2022 survey, dropping further to 22nd of 30 in 2023, and dead last among mass-market brands in J.D. Power's 2023 VDS.

The 2022 F-150 carries an elevated recall count (roughly 16-22 depending on tracker) spanning moonroof deflector clips, flickering parking lights, an integrated trailer module communication fault, and an air-bag deployment issue — more numerous and more safety-relevant than a typical clean-record truck, though no single systemic powertrain-fire-class failure.

The volume gas engines (2.7L/3.5L EcoBoost, 5.0L V8) paired with the 10-speed automatic are a proven, high-mileage-capable family with no major red flags, though the 10-speed has drawn recurring complaints about harsh/slipping shifts; the optional PowerBoost hybrid variant has a notably worse early reliability reputation (12V battery failures, ranked among the least reliable powertrains for 2021-2022) and drags down the powertrain lineup's overall standing even though it isn't the volume choice.

The 14th-generation cabin (carried into 2022) is a clear step up from the prior truck with better perceived quality and an intuitive, glove-friendly control layout, though lower/mid trims still lean on hard plastics in low-touch zones typical of the segment.

Generally solid assembly for a high-volume full-size truck, but Consumer Reports and owner reports flag a recurring scatter of squeaks, rattles, wind noise, and weatherstrip/seal leaks consistent with mid-pack (not class-leading) initial quality.

Ford runs one of the largest dealer and service networks in the US, and as the perennial best-selling vehicle in America the F-150 is the best-supported vehicle at nearly every one of those stores — parts, loaner trucks, and trained techs are essentially universal.

As the best-selling vehicle in the US for decades, the F-150 has an enormous OEM and aftermarket parts ecosystem keeping parts cheap and fast to source; full-size truck repair costs run moderately higher than a sedan/crossover but are typical for the segment, not a standout negative.

For 2022 the redesigned SYNC 4 lineup still splits by trim: the high-volume XL/XLT get an 8-inch portrait touchscreen standard, with the 12-inch screen an XLT option and standard only from Lariat up — the all-trim 12-inch standardization didn't happen until the 2024 refresh.

SYNC 4 carried over its quick, logically-organized interface from the 2021 redesign for 2022, and Ford retained physical climate controls, but the base 8-inch screen on volume trims feels cramped next to the 12-inch unit on higher trims and rivals' larger standard displays.

Wireless Apple CarPlay and Android Auto shipped standard across the entire 2022 F-150 lineup, from XL up through Limited/Raptor, on both the 8-inch and 12-inch SYNC 4 screens — a genuine class-leading move at the time.

SYNC 4's cloud-connected, natural-language voice recognition and available built-in navigation are functional and handle common requests well, though as in later model years most owners default to CarPlay/Android Auto maps for routing.

Base audio is adequate but unremarkable, while an 8/12-speaker Bang & Olufsen system is available on King Ranch/Lariat and the range-topping Limited gets an 18-speaker B&O Unleashed system with headrest speakers — strong upper-trim audio, modest at the base.

Volume trims (XL/XLT) use a partial-digital 4.2-8 inch productivity screen flanked by analog gauges, with the fully configurable 12-inch digital cluster reserved for Lariat and above — unlike the 2024 model year, the full digital cluster was not yet pushed down to the base trim.

Ford's over-the-air update capability for SYNC 4 and select vehicle modules, introduced with the 2021 redesign, carried into 2022, giving owners periodic software improvements without a dealer visit — short of full-vehicle EV-native OTA cadence.

FordPass provides free remote start, lock/unlock, vehicle locate, and health alerts on the 2022 F-150, but there is no phone-as-key digital key on the gas truck and owner forums from this era report recurring app connectivity hiccups.

2022 gas F-150s get a 2.0 kW Pro Power Onboard exportable-power system from XLT up (2.7L/3.5L/5.0L engines), stepping up to 2.4 kW standard and 7.2 kW available on the PowerBoost hybrid, plus USB-A/USB-C ports and available wireless charging — strong for the segment though USB-C wasn't yet as widespread as the 2023+ update.

Proximity keyless entry with the SecuriCode keypad and push-button/FordPass app remote start are widely available across the 2022 lineup, though phone-as-key convenience isn't offered on the gas-powered F-150.

An available 360-degree camera and Pro Trailer Backup Assist with a hitch-angle graphic, both carried over from the 2021 redesign, give the 2022 F-150 strong parking and trailering visibility, though the surround view remains an upper-trim/package option rather than standard.

A head-up display is standard on King Ranch and offered as part of the 502A package on Lariat and the 702A/703A packages on Platinum, so it reaches buyers only through upper trims or added packages rather than being broadly available.

SuperCrew's four full-size doors open wide and nearly flat, and class-leading rear legroom makes rear-facing seat installs and stroller/gear loading straightforward, with lockable under-seat storage freeing the footwell area.

Ford Co-Pilot360 (AEB, blind-spot with trailer coverage, lane-keeping, rear camera) is standard on every 2022 trim including base XL, NHTSA rates the crew cab 5 stars overall, and IIHS scored it Good across all six crashworthiness tests to earn Top Safety Pick — though headlight ratings only reach Acceptable on some trims, keeping it short of Top Safety Pick+.

SuperCrew's near-identical front/rear dimensions (43.9 in front legroom vs 43.6 in rear, 40.8/40.4 in headroom) give it segment-benchmark all-row space, and higher trims add rear climate vents, a panoramic sunroof, and heated rear seats for long hauls.

The 10-speed automatic and torquey EcoBoost powertrains make around-town acceleration and highway merging effortless with a compliant, well-controlled ride, but the F-150's full-size footprint and wide turning radius add real fatigue navigating tight streets, garages, and drive-throughs compared with smaller trucks and crossovers.

The volume 2.7L EcoBoost trim returns an EPA-estimated 20/24/22 MPG city/highway/combined (2WD) — average for a full-size truck — though the PowerBoost hybrid option reaches a class-leading 25/25/25 MPG (2WD) for buyers who prioritize commuting cost, a meaningful efficiency edge over V8-only full-size rivals.

A 360-degree camera, front/rear parking sensors, and Pro Trailer Backup Assist 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 nearly 232 in with the 8-ft box) make it inherently harder to park and thread through cities than smaller trucks.

A segment-leading 14,000 lbs max tow (3.5L EcoBoost with Max Trailer Tow) and 3,325 lbs max payload (Heavy-Duty Payload Package) give the 2022 F-150 real headroom over most gas rivals, and three bed lengths — 5.5-ft, 6.5-ft, and a genuine 8-ft box (77.4 cu ft) — cover everything from daily jobsite runs to full-size cargo.

The F-150 carries a long fleet-proven reputation and a broad Ford Pro commercial support network, but the redesigned 14th generation's second model year still carried over some early-cycle rough edges reported on 2021-2022 units (10-speed transmission harsh-shift complaints, a PowerBoost hybrid battery fire recall) — enough uncertainty to keep this below the segment's most bulletproof trucks.

Pro Power Onboard offers 2.0 kW standard on select gas trims, 2.4 kW standard on the PowerBoost hybrid, and an optional 7.2 kW generator output that can run job-site tools directly from the bed and cab outlets, paired with standard box tie-downs, an available tailgate work surface/step, LED bed lighting, and the industry's largest commercial upfit/Ford Pro accessory ecosystem.

A quiet, well-isolated cabin and a 26-gallon tank on EcoBoost/PowerBoost configurations deliver 500+ mile highway range, and 2022 marks the public debut of Ford BlueCruise hands-free highway driving — an early, well-reviewed system for the segment — though it requires the Co-Pilot360 Assist 2.0 package (optional Lariat+, standard only on Limited) plus a paid subscription rather than being broadly standard.

4x4 is available across nearly every trim, the Tremor off-road package (available on XLT and Lariat) adds a 2-inch suspension lift, 33-in all-terrain tires, a locking rear diff, and skid plates for light trail work, and the range-topping Raptor adds Fox Live Valve suspension and a high-output twin-turbo V6 for genuine desert-running capability — a broad off-road spread, though Tremor is still an option package rather than its own standalone trim for 2022.

Three bed-length choices topping out at a genuine 8-ft box (77.4 cu ft) beat most full-size rivals' single or dual bed options, and standard tie-downs, an available spray-in bedliner, and Pro Power Onboard outlets make hauling and securing bulky gear straightforward.

2022 carries the same 14th-generation chassis, leaf-spring rear suspension, and steering rack introduced for 2021 — secure and confident at the limit but unremarkable next to coil-sprung mid-size rivals, consistent with contemporary reviewer consensus for this generation.

Direct, quick-ratio steering makes the full-size truck feel smaller in tight quarters and stable at highway speed, but effort and feedback remain light and somewhat numb — the same tune carried through the entire 2021–2023 pre-refresh run.

Standard brakes deliver confident, consistent stopping power across the lineup; the optional PowerBoost hybrid blends regen smoothly enough that reviewers single it out as reassuring rather than grabby.

The 10-speed automatic shifts smoothly and quickly across all four available engines, and the PowerBoost hybrid's gas/electric handoff is nearly seamless with no perceptible clutch shudder; the hybrid's onboard-generator mode running under load while recharging is the one recurring rough edge.

Volume EcoBoost V6 engines stay muted at cruise with only mild turbo/exhaust noise under hard acceleration; the PowerBoost hybrid is 'shockingly quiet for a truck's powertrain' at idle and light load, with generator whine under sustained recharging as the main intrusion.

Wheelbase and steering geometry are unchanged across the 2021–2023 pre-refresh 14th-generation F-150; the volume SuperCrew short-bed configuration carries the same published figure as the surrounding model years.

Standard 8-way power driver's seat (10-way on higher trims, with heating/ventilation/massage and Max Recline available on Platinum) offers a wide adjustment range, commanding sightlines, and physical HVAC controls plus a console shifter that keep the pre-refresh cabin straightforward to operate.

The mainstream XLT/Lariat volume trims remain competent, confidence-inspiring workhorses rather than engaging companions; enthusiast appeal on this generation is concentrated in the separately-scored Raptor rather than the everyday F-150, and the PowerBoost's strong torque adds a bit of everyday eagerness without changing that picture.

The 2022 F-150 carried Ford Co-Pilot360 (automatic emergency braking, lane-keeping, blind-spot monitoring, rear-view camera) as standard across the entire trim range from base XL up, matching or beating rivals that charge extra for the suite, but the entry XL retained steel wheels, vinyl/cloth seating, and an 8-inch center screen, and the ongoing chip shortage forced Ford to temporarily delist some features (e.g. certain interior work-surface and console options) mid-year.

The 2022 lineup kept the broad five-engine spread (3.3L V6, 2.7L/3.5L EcoBoost V6s, 5.0L V8, and 3.5L PowerBoost hybrid with up to 12,700 lb max tow when properly equipped), giving strong content and capability per dollar on paper, but severe 2022 inventory shortages pushed many F-150s — especially hybrid and higher trims — to sell at or above sticker, eroding the real-world value proposition versus the same truck in a normal market.

2022 spanned Regular Cab, SuperCab, and SuperCrew bodies, 5.5/6.5/8-ft beds, 4x2/4x4 drivetrains, and a full trim ladder from work-focused XL through XLT, Lariat, King Ranch, Platinum, and Limited, plus the off-road Tremor package and high-performance Raptor — still one of the widest configuration matrices in the segment, though a handful of options were temporarily unavailable during the year due to parts constraints.

F-Series remained the best-selling vehicle in the US for 2022 — its 46th consecutive year atop the truck segment — with roughly 653,000 units sold, still comfortably ahead of the Silverado and Ram, though full-year volume fell around 10% versus 2021 as chip-shortage-related production cuts and plant downtime constrained supply rather than demand.

The F-150's decades-long sales leadership and "Built Ford Tough" heritage kept exceptional brand pull and a large, loyal owner base through 2022, further boosted by the buzz around the newly launched F-150 Lightning EV halo model, though it still sits just behind more overtly premium truck sub-brands on outright desirability.

2022 was a low point for buyer-friendly pricing: semiconductor shortages left F-150 inventory extremely tight nationwide, incentives and financing offers were largely suspended, and dealer markups over MSRP were commonplace on in-demand trims and the PowerBoost hybrid, leaving almost no negotiating room for buyers.

The 14th-generation F-150 launched for MY2021, making 2022 only its second model year on an all-new platform with the latest powertrain and tech suite — current and not yet showing its age, with the next refresh still roughly two years out.

The 2022 F-150 traded on strong residual momentum from the redesigned generation's 2021 MotorTrend Truck of the Year win and continued to place at or near the top of full-size truck comparison tests, with the PowerBoost hybrid singled out for pairing strong towing/payload with genuinely useful fuel-economy gains, though 2022 itself brought no fresh major award.