Ford F-150 Platinum 2026 launch review

Amid a climate catastrophe, ever-stricter emissions regulations and surging oil and fuel prices, ploughing along in a giant American pickup feels as acceptable as selfies at a funeral.

But mega trucks like this revised-for-2026 Ford F-150 remain wanted and needed by Aussies, for heavy towing, luxury touring, bulky hauling and for those seeking warehouse-like cabin space. They’re also, indisputably, lovely things to play at being King of the Road in.

But there have been cracks. The right-hand-drive full-size American truck market is retracting, and our F-150 icon has endured well-publicised teething troubles. Remanufactured in Victoria to an impressive factory-like level they may be, but nevertheless the model’s endured component faults, product recalls and a lengthy pause on deliveries to right the wrongs.

Meanwhile, Ford’s introduced its diesel Ranger Super Duty, engineered in Australia and outgunning the big F-150 in payload, GCM and GVM, while matching its 4500kg towing. Ford’s in-house friendly fire, you’d say.

Helping separate the pair is the new 2026 F-150 Platinum model, which builds on cheaper XLT and Lariat grades with classier exterior styling and deep luxury to the vast cabin.

The F-150 line-up also receives exterior design updates and a few new features, but don’t expect revolution. 

We should forgive Ford and its remanufacturing partner RMA Automotive the initial teething troubles with the right-hand-drive conversion. Some 500 parts are swapped or modified to make it happen, and it’s a giant undertaking. 

For the new F-150, they had to upgrade to a fully-networked electrical architecture requiring all new major wiring harnesses and advanced cyber-security (sounds time-consuming); an updated steering rack with the required steering tuning and calibration, and after customer feedback, there’s now a pre-wired high-beam loom for aftermarket driving light installation, and constant 12-volt power on pin nine of the trailer plug for powering caravan electrical systems.

Pictured: 2026 Ford F-150 XLT

But now over two years in, these updated versions must prove their dependability for Ford to claw back lost ground to rivals RAM 1500, Chevy Silverado 1500 and Toyota Tundra.

Not so palatable are price rises, although a positive is if you choose the short wheelbase (which is in no way short) with 5.5-foot box (1705mm) or the long wheelbase with 6.5-foot box (2005mm), prices are the same.

The base XLT is $114,950, up $7-8000 over before. The mid-spec Lariat is a mighty jump at $143,950, although that’s only $3000-4000 up. Our flagship new Platinum is a chunky $163,950: pricier than a Chevy Silverado 1500 ZR2 ($144,900) and RAM 1500 Limited ($159,950), but cheaper than Toyota’s V6 Platinum Tundra ($172,990).

Pictured: 2026 Ford F-150 Lariat

Unchanged is the F-150’s 3.5L EcoBoost V6 offering 298kW and 678Nm, mated to Ford’s 10-speed auto transmission. Economy’s 13.4L/100km and your fuel tank’s a mighty 136L.

The Platinum model has a more mature and slightly sportier presentation inside and out. There are body colour and contrast black features complemented by a gloss black grille and gloss black 20-inch alloys.

Arguably the most significant differentiator for Platinum is the addition of continuously controlled damping shocks. These are linked to the F-150’s different driving modes to help with control, handling and comfort, with particular focus on bespoke damping for the Tow/Haul and Sport modes.

Other bits unique to Platinum are:

• Black Ford badging
• Auto power-deployable black side steps
• Multi-folding hard tonneau cover
• Multi setting massage functionality in seat back and seat bottom
• Platinum branded elements on front scuff plates, steering wheel, front seats, and console lid

Meanwhile, the base XLT’s inclusions are as follows, with the new equipment for 2026 in bold.

• LED reflector headlamps and fog lamps
• Black painted front grille
• New LED taillamp design
• New 20-inch six-spoke alloy wheel design
• 360-degree camera
• Tailgate with flexible step and work surface
• Chrome door handles
• Black/Chrome combination side steps
• Underbody protection skid plates (front differential, transfer case, fuel tank) 
• 12-inch infotainment touchscreen
• 12-inch driver’s digital instrument cluster
• Dual zone climate control
• Electronic locking rear diff
• Front recovery hooks
• Underbody skid plates
• Pro trailer back-up assist

The mid-spec Lariat gains:

• LED projector headlamps with dynamic bending and auto levelling
• Full-time 4WD
• Heated and power-adjust mirrors with power-folding
• New 20-inch alloy wheel design
• Pro Access (swing door) tailgate
• Extended length chrome side steps (SWB only)
• Lockable, foldable rear under seat storage
• Powered sliding rear window
• Powered twin panel moonroof
• Wireless charging
• Rear heated seats (outboard seats)
• Rear underseat storage
• Leather interior trim
• 14 Speakers Bang & Olufsen Sound system
• Auto climate controlled (heat & cooled) front seats

Weights and measures are all important, and there are plenty to dive into depending on grade and if it’s LWB or SWB.

Kerb weight is from 2462kg up to 2636kg; GVM from 3315kg to 3360kg; and GCM from 7365kg to 7410kg. Payload is best in the XLT LWB at 878kg, and worst with our Platinum SWB at 704kg.

How does the Ford F-150 Platinum drive?

The decision to move into full-size American trucks isn’t something to be taken lightly. Positively, you sit above practically all other road users, enjoy lounge-like space inside and are safe in the knowledge there’s power, torque and hauling ability in spades.

With the LWB 6.2-metres long, parking one in town or a car park is an absolute punish. As is trying to turn one or stay between white lines on a tight road. And brimming the 136L tank when fuel is at $2.50 a litre (or worse) has you pining for a Toyota Prius in your life. Maybe.

I was keen to test the Platinum’s smart suspension, especially in Sport mode. There are no miracles to report, sadly. I’d hopped out of the XLT grade with its stock dampers, after experiencing the expected and typical jittery ride and a bit of bouncing on poor country roads. Hey, it’s leaf sprung, unladen and a massive truck, so it’s all par for the course.

On similar choppy roads, the Platinum’s trick damping couldn’t change the above laws of physics. I couldn’t test the two trucks on exactly the same stretch of road, but when the bitumen smoothed out, or on the highway, the Platinum felt decidedly plusher. 

I’d suggest the adjustable damping will prove most useful to the towing fraternity. My tow test was brief, with a 3-tonne horsebox strapped on. Positively, the control was excellent in Tow/Haul mode, and the V6 petrol unperturbed by the extra weight. Again, all as expected.

For the general drive, visibility’s superb, comfort level in the pilot’s seat exceptional and on smooth tracks and highways it truly glides along. The V6 settles into a quiet thrum, and it’s a fantastic way to go truckin’.

You miss a yee-haw V8 rumble, but the 3.5L turbo is absolutely fit for purpose. The torque on tap is mega, and acceleration for such a unit never ceases to amaze. A bit more animal exhaust bark would be welcome, but Ford has clearly gone for refinement and impressive cabin insulation as the preference. Probably the right idea.

The ten-speed auto is a smoothie too, aside from very rare hesitations at low speed. It shifts cogs imperceptibly for the most part, although paddle shifters on the steering wheel would be appreciated, rather than daft little buttons on the gear shifter.

Fuel use? Not as bad as expected. We travelled hundreds of kilometres on country roads and highways and returned in the low-13s per 100km. With the three-tonne horse box behind, it settled at 18L/100km.

Handling is okay considering its size, but you must exercise caution. Not only is it hard to keep on its correct side of the road, but cornering too hard, especially on a greasy bit of track, is pushing your luck. Keep it tidy and it’s a rewarding, relaxing and safe-feeling drive in this full-time four-wheel-drive.

Steering is rather light, making it nice to manoeuvre in town, but devoid of much feel everywhere else. No problems with brakes, which feel easily up to the job.

Kudos for well-calibrated driver aids too. There’s welcome stuff like intelligent adaptive cruise control, rear cross traffic alert (integral for this giant) and blind spot monitor, but the less loved stuff like lane centring, lane keep and speed sign recognition generally keep quiet and give a gentle nudge rather than having a screaming fit.

How is the Ford F-150 Platinum’s interior?

If money’s no object, the Platinum is absolutely the F-150 to go for if planning distance touring. 

Exceptional comfort for long days in the saddle is invaluable, and while the cheaper Lariat is damn good in that department, our Platinum turns it up to eleven, starting with being greeted by electric pop-out side-steps.

Key are spongy, leathery front seats able to power fold almost completely flat. They’re wide chairs too, so you can have a restful snooze in serious comfort. If only there were a rising footrest it’d be fully business class.

They’re heated, ventilated, memory and massage, with the latter having a variety of types and intensity. It can get pretty full-on. Having each butt cheek raised independently off the seat base is not your typical road trip experience. Keeps you alert, I suppose.

The dashboard presentation may not be cutting edge, but is very functional and oozes common sense, with proper analogue knobs and buttons for climate control adjustment.

Along with a digital driver display there’s a 12-inch touchscreen running Ford’s SYNC 4 operating system – it may be getting on a bit, but remains one of the best in the business. Still requiring a cable for Apple CarPlay and Android Auto feels old hat.

A 360-degree camera is absolutely necessary in such a big truck, but higher quality cameras and screen wouldn’t go amiss. And while a 14-speaker B&O system is fitted, the nature of a ute cabin means the audio will never feel as immersive as in a hatchback.

A few hard plastics feel stingy in a vehicle costing over $170k on the road, but armrests are sink-in, bottle and storage space exceptional, and there are USB-C ports everywhere.

You could almost have a bath in the giant centre console storage under the arm rest, but again, at this price, it should have heating/cooling functionality. The electric rising and folding gear shifter’s quite cool, and when it’s hidden, the centre armrest can be used as a flat table-like area for a laptop or food preparation.

There are acres for rear travellers when it comes to knee, toe and head room, even with the Platinum’s light-bringing glass roof. But a far cheaper Cannon Alpha ute has its rear seats able to power slide forward and recline, which would be welcome in this F-150. You sit quite upright and the floor is high so you lose under-thigh support.

Rear chairs are heated and the whole row lifts to reveal a storage box. It’s a good use of space, but the plastics feel too flimsy, and may be liable to damage if you’ve got heavy, metal kit in there.

A clever new addition is a Pro Access tailgate. It’s standard on Lariat and our Platinum, where the tailgate folds conventionally with electric assistance, but there’s also a manual (push button) swing out door for an easier reach into the tub for your kit. Clever, and damn useful… no more dust, mud or wet on your shirt when reaching in.

The difference between SWB and LWB is all in the tub, not the wheelbase/cabin itself. The LWB’s is exceptional at over two metres in length. There’s a spray-in liner and ample tie-down points, but there’s no domestic power socket which we find so useful in the likes of Ranger pickups.

What are the Ford F-150 Platinum’s ownership costs?

Pre-paid servicing is $1968 for five-years/75,000km, which is fairly reasonable, and less than a Ford Ranger Super Duty.

Ford offers five years/unlimited kilometres of warranty, which matches everything else in the brand’s range. Reassuring, considering the well reported problems of the first batch of F-150s.

Fuel use of 13.4L/100km is just about palatable considering the size of this truck, and you’ll be saving dollars next to V8 rivals. But with the current mighty jump in petrol costs, anyone heading off on a lap of Australia in an F-150 will be sweating.

The honest verdict

There’s no revolution here with the latest F-150 model, but it remains a desirable, comfortable and well-equipped full-size truck: It’s been America’s best-seller for almost half a century, and that doesn’t happen with being a competent all-rounder.

The Platinum grade is the most sophisticated in the line-up, and its lay-flat massage seats are a revelation. For those enduring lengthy distances, such a feature could be a deal-breaker.

Pictured: 2026 Ford F-150 Lariat

The Platinum’s adjustable damping didn’t reveal enough comfort and competence gain to make it the sole reason to jump up from the Lariat – it remains a truck in driving feel over less-than-smooth roads. But for towing, it may be a welcome addition.

Those thinking of dropping this amount of money on such a truck should test it thoroughly with their own van attached to see if it makes a marked difference.

Ford’s own cheaper Ranger Super Duty in incoming XLT grade threatens the F-150’s sales – yes it’s diesel, smaller and not as luxurious, but its abilities outgun the big American’s.

Time will tell if Ford has ironed out all the F-150’s quality dramas, and if appetite remains for such vehicles as emissions rules and fuel prices get increasingly more painful.

Overall, this F-150 Platinum is hard not to love. The V6’s grunt, exceptional cabin luxury and decent drive experience make it absolutely fit for purpose. And if you’re got the coin, plumping for the range topper as the ideal touring hauler is simple to justify.