The 5.4-liter V8 remains the top engine. Its power output is often erroneously reported as 320 hp and 390 lb-ft of torque; those ratings apply to E85 use where EPA Combined rating is 12 mpg. On gasoline, the 5.4-liter makes 310 hp and 365 lb-ft of torque and an EPA Combined rating of 16 mpg. Of all half-ton pickups Ford’s 5.4-liter is the least powerful of the upgrade engines, slightly trailing the Nissan Titan and way behind the Dodge Hemi, GM 6-liter or 6.2-liter, and Toyota’s 381-hp 5.7-liter. Only a GM with a four-speed automatic might be slower, so if you want a truly fast F-150 you’ll have to consider aftermarket upgrades.

Both the four- and six-speed automatics work smoothly, anxious to get into that fuel-saving top gear as soon as possible; engaging Tow/Haul mode will stretch out the shift points and not require a carpet-flattening mash of the pedal to affect a downshift. On long descents or climbs where you might prefer to use fifth-gear instead of sixth you don’t get the choice because the shifter offers just D321 positions; other half-ton pickups are superior in this respect.

Although similar to last year’s architecture, the 2009 F-150 has a fully boxed frame so it is 10-percent more resistant to twist and one hundred pounds lighter. The front suspension has been upgraded to a dual ball-joint design pioneered and still used by BMW and found on the Expedition sport-utility, while the rear suspension continues with long leafs and outboard shocks.

The sheer mass of the F-150 combines with that architecture to deliver a very good ride (by pickup standards) and quiet composure. Sure, it will skip on bumpy corners and move around over dry wash scrabble at speed but it doesn’t get upset or noisy. The steering is nicely weighted and requires little correction because of good directional stability. Longer wheelbases will still bob or pogo-stick on some expansion joints and expressway surfaces but it never becomes fatiguing.

Brakes get the job done with their ultimate performance based as much on tire choice and weight in the bed as anything else. Electronic stability control and anti-lock brakes are standard across the board. The FX4 offers a locking differential option for the best traction, and in many cases the suspension tuning on an FX4 produces the best ride quality over marginal roads and city potholes.

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