Ford F-150 Platinum CrewCab FX4 Diesel: Still a contender in the light duty diesel marketplace?

It’s Déjà vu allover again. I say this because it’s been two years ago since I reviewed the all-new F-150 Platinum CrewCab FX4 Diesel; so not much has changed for 2020. However, I can’t say that for the 2021 model, which is scheduled to receive a significant mid-cycle refresh. By then, Ford is also expected to debut its F-150 EV, based on a skateboard platform (such as the one used for the Rivian RT1 active pickup).

Since Ford was one of the very first to offer a diesel engine on a light-duty pickup, others have followed, such as the Ram beforehand, and the Chevrolet Silverado afterwards. Still nothing from Toyota, and Nissan has now dropped the Cummins diesel from its Titan lineup.

So, the question needs to be asked, is the Powerstroke V6 diesel worth the extra moolah over the EcoBoost V6 or even the Coyote 5.0-liter V8; and how does it stack up to Ram’s Ecodiesel and the Silverado Duramax?

The diesel Ram 1500 is nothing new. Its 3.0-liter EcoDiesel has already been through an emissions scandal involving its VM (Fiat) Motori–supplied V-6. Unavailable for 2018, the turbodiesel has made a comeback with a bit more power, now producing 260 ponies and 480 pound-feet of torque, which is a gain of 20 horses and 60 pound-feet over the previous gen. The EcoDiesel, which comes with a mandatory 3.92:1 final drive, is a $5,090 upgrade over the 3.7-liter Penastar V-6.

Ford was second to jump on the light-duty-diesel bandwagon when it began offering its own turbo 3.0-liter V-6. The engine comes from Europe, a cousin of the turbodiesel that Jaguar Land Rover installs in Range Rovers, among others. However, it’s the weakling in this comparison, with 250-horsepower and 440 pound-feet. Ford complicates things by offering its diesel in different trims at different price points. In my tester, it was a $4,750 option.

Newest on the scene is Chevrolet's 3.0-liter six. It was also developed in Europe, but unlike the others, it’s wholly new and arranges the cylinders in a straight line. Just as Ford has repurposed the "Power Stroke" branding of its heavy-duty engine for its light-duty six, Chevy christens this turbodiesel "Duramax" in the hope that you'll make a mental connection to the 910-lb-ft monster that goes into the brand's HD trucks. The Duramax makes the most power of the bunch, with 277 horses on tap, and the second-most twist, with 460 pound-feet. Also, like Ford's setup, the cost for the diesel option depends on trim. In the Silverado LTZ, it's a $2,495 charge.

Getting down to the trim packages, it’s no doubt that Ford has one of the best high-zoot packages out there, compare to the GM twins, even though the Chevrolet Silverado has the High Country. The Ram not only has its Limited package but an extremely succulent Laramie Longhorn.

As we all know these light-duty diesels can pull a tree stump with little effort, so this means it can trailer just about anything in its GWR rated category. Second is EPA mileage, which Ford ranks second place.

Ford looses out to Ram in the infotainment category, with the Ram’s available 12-inch touchscreen can almost rival Tesla’s. That issue should be addressed on the 2021 update. However, the F-150 started the trend for panoramic moonroofs, which Ram followed suit for 2019, and Nissan now offers for its 2020 Titan refresh. However, remember that Nissan is no longer a player in the diesel market.

There’s no doubt that the current-gen F-150 is a tight package, with its military-grade aluminum envelope and ergonomic layout. No wonder that the F-150 pickup is the bestselling truck for 41-years straight.

The F-150 and Silverado share the same 10-speed transmission, although you’d never know it by driving them. It isn't so much that the Ford's version is conspicuous, it's that the Silverado's works as seamlessly as the inline-six that turns it. Chevy's powertrain shines but never so brightly as when hooked to a 6,650-pound trailer. If all I ever did was tow, the Duramax might be enough to win me over.

Compared to my son’s 2017 F-150 XLT with the 5.0-liter engine, his truck is super quicker, and does not have what I refer to as an obnoxious start stop, when in que at stoplights. Somehow engineers have the illusion that this is a fuel saver; however, the jury is still out for me.

The Silverado also tops a lot of objective stats, including payload, as-tested price, and acceleration. It is the lightest of the bunch, which negates Ford's lighter aluminum-body strategy. Even the full-tilt Ram 1500 weights less than the F-150.

But while its equipped with the Duramax and the Z71 off-road package, rides better than previous-generation Silverado I’ve tested, although it’s no match for the Ram's supple ride and adept handling. The scary thing for this comparison is that the Ram isn't just a good truck; it's damn near perfect. On the other hand, the F-150 with its FX4 off-road package, hops and shakes endlessly after an otherwise minor bump in the road. Thankfully, the same can’t be said for the regular 2WD version.

The real knockout punch is at the pump. Returning 30 mpg, the Ram bests its competition by a wide margin. I should note that there is a slim but very real possibility that the Ram didn't experience a single particulate-filter-regen event during the mileage I logged. These periodic self-cleanings - think colon blow for your exhaust - consume extra fuel. Even if we doubled the worst-case scenario, adding half a gallon of diesel to our tally, the Ram would still have averaged a best-in-test 27 mpg. Towing economy was essentially a wash, with only a 1-mpg spread among the pickups.

Ford still has the edge over trailer backup, which automatically backs a trailer up with no issues. Neither the Silverado or Ram has anything like close to it. The F-150 also has (what Howey Long once referred to as a “Man-Step”). True, Ram has its bi-folding tailgate and GMC has its mult-tailgate (which so far has refused Chevrolet from using).

Granted, my tester was a 2019 model, although, as I mentioned beforehand, is virtually a carryover for 2020. That said, the base MSRP came out to be $58,345. Total window sticker made it $69,415, meaning these was over $1,000 in options, discounting the designation charge of $1,585. Options included the 701A Equipment Group ($2,340), the Ruby Red paint upgrade ($395), the Turbodiesel upgrade ($3,000), panoramic roof ($1,495), Trailer Tow Package ($995), Telescopic power mirrors $250), FX4 Off-Road Package ($905), and spray-in bedliner ($595). Yes, 70 grand seems a little extreme, but given that the powertrain can easily live as long as the body, one has a vehicle that could conceivably last at least 50-years.