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2021 Ford F-150 Hybrid Gets Official EPA Fuel Economy Figures

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Last month, we revealed fuel economy ratings for the 2021 Ford F-150 hybrid, or 3.5L PowerBoost V6 models, for Canada. Now, the EPA has released those same ratings for the U.S., and, well, they’re exactly the same – 24 miles-per-gallon in the city and 24 miles-per-gallon on the highway, for a combined rating of 24 mpg.

That equates to an annual fuel cost of $1,300, based on 45 percent highway and 55 percent city driving with 15,000 annual miles and using current fuel prices. Using these figures, the 2021 Ford F-150 hybrid costs $2.19 to drive 25 miles.

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These numbers are substantial improvements over what was offered in the previous-gen Ford F-150. The 2020 model equipped with Ford’s 2.7L EcoBoost V6 is rated at 18 mpg in the city, 23 on the highway, and 20 combined, for example. Meanwhile, the 3.5L EcoBoost V6 offers fuel economy ratings of 16 mpg in the city, 22 on the highway, and 18 combined.

The 2020 F-150 equipped with the 2.7L EcoBoost features an annual fuel cost of $1,600, $300 higher than the PowerBoost, and costs $2.63 per 25 miles to drive. Meanwhile, the 3.5L EcoBoost has an annual fuel cost of $1,750 and costs $2.92 per 25 miles to operate.

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Thus, it’s pretty clear that the 2021 Ford F-150 hybrid provides far cheaper operating costs than existing models. But on top of that, it’s also the most powerful engine in the 2021 lineup, producing 430 horsepower and 570 pound-feet of torque – the most torque ever in an F-150. That’s enough to edge out its non-hybrid counterpart, Ford’s 3.5L EcoBoost V6, which is now rated at 400 horsepower and 500 pound-feet of torque.

Despite its power advantage, however, the Ford F-150 PowerBoost carries lower payload and towing capacity ratings than the non-hybrid 3.5L EcoBoost powerplant. The PowerBoost comes with a max payload rating of 2,120 pounds, while the EcoBoost can carry up to 3,250 pounds. In terms of towing, the EcoBoost is rated at a maximum of 14,000 pounds, while the PowerBoost will pull up to 12,700 pounds.

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The 3.5L PowerBoost option can be added to any trim level of the 2021 Ford F-150, so long as it’s a SuperCrew cab. The PowerBoost is an extra-cost option on all 2021 Ford F-150 models, but the price depends on the trim level. Adding PowerBoost to the XL and XLT trims adds $4,500 to the MSRP, $3,300 for the Lariat, $2,500 to the King Ranch and Platinum trims, and $1,900 for the Limited trim.

We’ll have much more on the new F-150 hybrid very soon, so be sure and subscribe to Ford Authority for the latest Ford F-Series newsFord F-150 news, and continuous Ford news coverage.

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Written by Brett Foote

Brett's lost track of all the Fords he's owned over the years and how much he's spent modifying them, but his current money pits include an S550 Mustang and 13th gen F-150.

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6 Comments

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  1. So the question is, after the initial outlay for the PowerBoost, how long does it take, in fuel savings, to break even? Of course that depends on the price of gas; as that goes up, you’ll close the gap more quickly. And for the owner who keeps their vehicle 8-10 years, what maintenance costs are you looking at in terms of battery replacement and the electric motor? Is the 2.7 a better long-term value proposition?

    • The On Board generator means that you will be able to save money if you need generator capability since you don’t need to buy a new one, and pay for generator fuel and maintenance.

  2. True, no doubt. I’m just thinking of the average schlub like me who doesn’t tow, but often needs the bed for hauling loads of brush, moving tons of boxes, etc.; and a lot of passenger/dog room. I love my 8 but will have a hard decision when the lease is up.

  3. Where’s the plug-in hybrid F150?

    Also, why aren’t we seeing any talk about a BEV F150 with an onboard range extender? This seems like it would be the “dream” setup, with all the advantages of a BEV drivetrain, and the range (or MUCH better) of an ICE drivetrain. Give it a 400HP EV motor (or a dual-motor setup totaling 400HP), and a battery big enough to handle peak power and ~60+ EV miles. Add a ~100HP range extender to maintain battery level while driving/towing/hauling, and the total package price should be lower than the BEV version they are teasing.

    Honestly, I don’t know why manufacturers aren’t taking this approach. The hybrid drivetrain adds unnecessary complexity and compared to either an all-electric drivetrain or a conventional ICE. The efficiency would be better than even a plug-in hybrid, and the range would be better than ANY other setup. With a smaller battery than a BEV, the added generator “skid” may even come in at a lower price than the larger battery in the BEV.

    As for manufacturing, it would seem easy to design with a lot of common parts between the BEV F150 and one of the smaller car engines (for the range extender). They could possibly even have the same frame/platform as the BEV version. Better yet, with the range extender built as a drop-in skid, it could simply be a power train option on the same base vehicle.

  4. I bought a 2015 4X2 with the 2.7. Fuel mileage was really good. When they said they were gonna make a PowerStroke for the F-150, I waited. I bought a 2019 3.0 liter PowerStroke and ordered a 4X2 and my mileage is outstanding. City is 24-26 mpg and highway is 30-32 mpg. For a full size truck you couldn’t ask for anything more!!!!

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