By Chuck Giametta
What changes will make the 2022 Ford F-150 different?
A 700-plus-horsepower Raptor R is on the way. So is the first all-electric F-150. Ford promises the Raptor R for calendar 2022, although whether it’ll officially be a 2022 model or a ’23 is unclear. The pure-electric EV is set for a model-year-2023 release, with
Coming off a model-year-2021 redesign, returning versions of this half-ton pickup won’t change significantly for model-year 2022. That’s not to suggest Ford won’t continue to fine-tune the ’22 F-150 lineup – especially in light of competition from the updated 2022 Chevrolet Silverado and GMC Sierra and the fully redesigned 2022 Toyota Tundra.
Expect some new features – an innovative cargo-management system is rumored – and yet another new appearance package is likely. This on the heels of the late-model-year-2021 introduction of the redesigned “regular” Raptor. It improved upon its predecessor’s performance but retained a twin-turbo V-6 versus the Raptor R’s expected supercharged V-8.
Overall, the ’22 F-150 will carryover the fresh styling, modernized interior, and new powertrains — including a gas-electric hybrid – that arrived with the 2021 redesign. The first all-new F-150 since model-year 2015, it retained cabs and beds made of aluminum and a lineup spanning no-frills work trucks to leather-slathered luxury liners.
Should I wait for the 2022 Ford F-150 or buy a 2021?
Wait if you’re panting for the wildest Raptor yet and believe the R will launch as a ’22 model. With unique styling — and likely a version of the engine that makes 760 horsepower in the Mustang Shelby GT500 — the Raptor R is Ford’s answer to the audacious Ram 1500 TRX (say T-Rex) and its 702-horse Hellcat V-8.
Wait as well if you’re curious about Ford’s plans to steal some thunder from the ’22 F-150’s refreshed rivals. It’ll be a challenge to further expand this truck’s cornucopia of features, technology, and trims. But bet the automaker will try.
Buy a 2021 F-150 if you recognize a pickup that already offers configurations, powertrains, and features to meet most any owner’s needs. The ’21 is fundamentally the same truck as the ’22, but without the ‘22’s expected model-year price increase.
Either way, you’ll choose from three body types: two-door Regular Cab, extended SuperCab with rear-hinged back doors that don’t open independently, and SuperCrew crew cab with four conventional doors. Depending on body style, 5.5-, 6.5-, and 8-foot cargo beds will return.
Ford could expand already-abundant trim levels, but the core 2022 roster should begin again at the entry-level XL and ascend through XLT, Lariat, King Ranch, Platinum, and Limited grades. Also returning will be the “regular” Raptor, a four-wheel-drive (4WD) SuperCrew designed for higher-speed off-road use, such as desert running.
Expect at least eight engine choices: two V-8s (three V-8s if the Raptor R is a ’22) and a half-dozen V-6s. The hybrid powertrain – Ford calls it the PowerBoost system – will again team a twin-turbo V-6 with electric-motor assist for 570 pound-feet of torque. And the available turbodiesel-V-6 should again rate 27 mpg in highway driving, a notable achievement for a full-size 4WD pickup.
Will 2022 Ford F-150 styling be different?
Expect some fresh color choices for mainstream F-150s. New equipment packages would likely introduce their own wheels or graphics. But returning XL, XLT, Lariat, King Ranch, Platinum, and Limited grades will otherwise reprise the updated styling that came with the ’21 redesign. They’ll retain handsome, squared-up forms and the trademark beltline dip at the front roof pillars.
Per today’s big-pickup trend, each ’22 F-150 model grade and most packages will again have a distinct grille. Expect a dozen or so variations, from a black, two-bar unit on the XL to a chrome, single-bar with satin surround and six silver bars on the Limited. Other grilles will again feature black, honeycomb, stone-gray, and chrome accents. LED headlamps are optional on the XLT and standard starting with the Lariat; steering-linked LED headlights are also available.
Look for two-tone paint to again be available on XLT and Lariat and standard on the King Ranch (which should also return a monochromatic appearance package). A satin-aluminum tailgate applique should remain optional for King Ranch and standard on Platinum and Limited. Among popular variations, expect the STX package and Tremor trim to return with their own graphics and wheels and, in Tremor’s case, with an upgraded suspension and 33-inch all-terrain tires on matte-finished 18-inch alloy wheels.
Indeed, wheel size and design will continue as F-150-model differentiators. Expect standard 17-inch steel wheels on the XL and XLT, 18-inch alloys on Lariat and King Ranch, and 20-inch alloys on Platinum and Limited. A variety of alloys up to 20 inches should remain optional on the other models. (Example: 20s cost $1,395 as a stand-alone option on the ’21 Lariat). Wheel looks will again include chrome, polished aluminum, and contrast-color pockets. Standard tires should remain all-seasons with 2WD and on all Limiteds, and all-terrain with 4WD on the other models.
The 2022 F-150 Raptor will also carryover the look of its ’21 counterpart. Exclusives will again include a “F-O-R-D”-stamped black-out grille, hood and front fenders with functional air vents, special bumpers, and unique 17-inch alloys.
Bulging quarter panels will help make the ’22 Raptor 6.7 inches wider than other F-150s and accommodate standard 35-inch all-terrain tires or optional 37s, the largest tires factory-fitted to any half-ton pickup. (By comparison, the F-150’s 20-inch all-terrain tires are 34 inches in diameter.)
Raptor ground clearance is 12 inches with the 35s and 13.1 with the 37s. Other ’22 4WD F-150s will again have 9.7 inches of ground clearance. The Raptor R – be it tabbed a ’22 or ’23 model – will likely amp up the “regular” Raptor’s looks with its own grille, bodywork, and wheels.
As with other full-size pickups, the crew cab will continue to dominate 2022 F-150 sales. With a choice of 5.5- and 6.5-foot-long cargo beds, expect the SuperCrew to again be available in all trim levels, with Limited, King Ranch, Platinum, and Raptor grades offered again only as SuperCrews.
The ’22 F-150s’s regular-cab and extended SuperCab bodies will return with 6.5- and 8-foot beds in XL and XLT grades; the SuperCab should also be available again in Lariat trim. All cab styles feature two wheelbases (the distance between front and rear axles), commensurate with their long- or short-bed configuration. Wheelbases range from 122.8 inches for the regular-cab short-bed to 164.1 for the SuperCab long-bed.
Expect a remote tailgate release to remain optional on the XLT and standard starting with the Lariat. A power tailgate should again be standard on the Limited and optional at around $695 on all but the XL and XLT. Useful LED box lighting should again be optional on the XLT and standard on Lariat and above. Factory accessories will again include drop-in and spray-in bedliners; stowable loading ramps; and hard, soft, and retractable box covers (ranging from $525-$1,695). An aluminum cross-bed storage toolbox should again be available at around $795.
A new cargo-management system Ford calls Flexbed could debut on the ’22 F-150, providing a greater variety of bed compartments. (Sidenote: where an engine would ordinarily be, the ’23 F-150 EV will have a “frunk,” a watertight, illuminated “front trunk” with multiple power points. Some reports say it’ll be made more accessible by a grille engineered to drop down or fold open.)
Expect all ’22 F-150s to be available with a panel molded into the inside of the tailgate that creates a flat work surface with utility trays, anchor points, and other job-assistors. We’d suggest Ford consider even more possibilities.
The ’21 F-150’s only tailgate was a conventional, one-piece drop-down. Competitors offered more variety – Ram a 60/40-split side-opening, bottom-hinged Multifunction Tailgate and Silverado and Sierra a Multi-Flex sectioned gate with integrated step. Rivals also featured rear bumpers with molded footholds that make reaching over the box sides or stepping into the bed less cumbersome than Ford’s available fold-out stair-and-stanchion contraption.
Don’t anticipate much change to the 2022 F-150 cabin. It’ll repeat the redo that came with the model-year-’21 redesign. It modernized familiar rectangular themes by imposing fewer severe angles. It also upgraded infotainment systems, and all ’22 F-150s will continue standard with Ford’s latest Sync 4 software. It doubled the computing power of Sync 3 and improved conversational voice recognition. Wireless Apple CarPlay, Android Auto, and WiFi hotspot capability will remain standard. So will Sync AppLink compatibility for apps like Waze.
Expect an 8-inch central-dashboard touchscreen to remain standard for the ‘22 XL and XLT. A 12-inch display should again be optional for the XLT and standard on Lariat and above. Imbedded navigation, which doesn’t rely on a cell signal to deliver real-time GPS mapping, should remain an XLT and Lariat option at around $795 and standard on King Ranch and above.
A 12-inch digital gauge cluster should remain standard on ’22 F-150s starting with the Lariat grade. It can display truck-specific graphics and animations keyed to selectable drive modes, plus off-roading data and turn-by-turn navigation.
Seating capacity will remain a maximum of three for the regular cab and six for the SuperCab and SuperCrew. Expect a 40/20/40-split front bench to remain standard on XL, XLT, and Lariat. Front buckets will again be standard starting with the King Ranch and optional otherwise.
Cloth upholstery should remain standard on the XL and XLT, with vinyl and sport cloth optional. Leather should remain standard for Lariats with front bench seats and optional for those with buckets. For ’21, the Lariat’s leather buckets were a bargain at $650. They upgraded to the King Ranch’s 10-way power driver’s seat with memory and multi-adjustable power front passenger seat, both heated and ventilated and with power lumbar support. Platinum and Limited seats will again include all that, even greater adjustment, and power massaging.
Feel like a nap? Ford’s Max Recline front buckets should remain optional for King Ranch, Platinum, and Limited at around $340. Their backrest folds back nearly flat, with the bottom cushion rising to meet the back cushion and the upper back support rotating forward 10 degrees.
A steering-column transmission stalk should remain standard on XL, XLT, and Lariat. Expect a center console with a shift lever to again be included with the XLT and Lariat Sport Appearance packages and otherwise standard on models with bucket seats.
The F-150’s class-exclusive folding shift lever should return as standard with the center console. With the vehicle in Park, a button power-hinges it forward to lay level with the console, opening storage space. And at around $165, a rigid work surface that folds down between the driver and front passenger should again be available on all ’22 F-150s with any front-seat type. It’s roughly 15×10 inches.
Among other noteworthy cabin features, expect dual-zone automatic climate control, a heated steering wheel, and a power tilt/telescope steering column to again be optional on the Lariat and standard above. Look for the Platinum to return with real oak interior accents, the King Ranch with real Sapele wood, and the Limited with real carbon fiber.
For SuperCabs and SuperCrews, a power sliding rear-window insert with defroster should again be optional on XLT models and standard on Lariat and above. For SuperCrews, a twin-panel moonroof would again be standard for the Limited and optional on all but the XL, at around $1,495.
The 60/40 split rear seat makes for easy three across room in the SuperCab and SuperCrew, and heated outboard sections should again be optional for the Lariat and standard on King Ranch and above. Standard starting with the Lariat is a convenient lockable under-seat storage bin. It adds to abundant interior storage space that includes dual gloveboxes.
The ’22 F-150 Raptor furnishes the room of other SuperCrews and comes with a specific digital gauge cluster, steering-column-mounted aluminum paddle shifters, and a competition-style orange centering slash on the steering-wheel rim. Aluminum interior trim is standard.; options include carbon-fiber accents and Recaro-brand front buckets.
All this will again make any 2022 F-150’s cabin suitable accommodating. But there are some nits to pick.
We’d suggest Ford reconsider the digital cluster’s look: keep it informative but make it less cartoonish. Harder to remedy for ’22 would be installing larger buttons for many secondary tasks, such as manual-climate control and choosing camera views. At least they’re balanced by suitably sized knobs for primary audio, climate, 4WD selector functions.
To move the floor shifter from Park you need to hit a release button awkwardly located on the side of its handle. Using its manual gear-selection function forces clumsy interactions with another button and a too-small toggle.
Finally, the rear-seat backrest doesn’t recline, and the lower cushion is flat and lacking in thigh support.
Any 2022 Ford F-150 mechanical changes?
Not unless the Raptor R launches as a 2022 model instead of a ‘23. Whenever it arrives, it’ll be an even more extreme version of the regular Raptor.
It’ll reportedly pack an adaptation of the supercharged 5.2-liter V-8 from the Shelby GT500; expect around 760 horsepower and at least 625 pound-feet of torque (torque is the prime force in acceleration). It could also have a dual-clutch automatic transmission versus the conventional 10-speed automatic used by the regular Raptor and every other F-150.
Returning F-150s should carryover their model-year 2021 powertrains. A 3.3-liter V-6 of 290 horsepower and 265 pound-feet of torque should return as standard on XL and XLT trims. A 2.7-liter V-6 from Ford’s twin-turbocharged EcoBoost engine family should again be optional on the XL and XLT at around $1,1195, and standard on the Lariat. It should again rate 325 horsepower and 400 pound-feet of torque.
A 3.5-liter EcoBoost V-6 of 400 horses and 500 pound-feet or torque should remain standard on the Limited and optional on all other ’22 F-150s. Expect prices to again range from around $600 on the King Ranch to $2,595 on an XLT.
The sole returning V-8 would be a naturally aspirated 5.0-liter with 400 horsepower and 410 pound-feet of torque. Expect it to remain standard on the King Ranch and Platinum, and depending on cab configuration, standard or optional on XL, XLT, and Lariat.
A 3.0-liter turbocharged diesel V-6 with 250 horsepower and 440 pound-feet of torque should remain optional on all but the Lariat. Expect it to again cost around $3,000-$4,995, depending on cab/bed configuration and trim level.
Again optional on every 2022 F-150 except the Raptor will be Ford’s PowerBoost hybrid system. It teams a 3.5-liter EcoBoost V-6 with an electric motor mounted between the engine and transmission. It should again rate a net 430 horsepower and an impressive 570 pound-feet of torque.
This is not a plug-in hybrid, instead recapturing energy during braking and coasting to recharge the onboard lithium-ion battery. It can run for brief distances on electricity, but the motor’s main duty is to assist the engine with boosts of instant torque. The battery is underneath the truck, leaving cab- and cargo-box volume unaffected. For ’21, PowerBoost cost $2,500-$4,495, depending on model.
The ’22 Raptor will reprise a specially tuned 3.5-liter EcoBoost V-6. Ford had not released output in time for this review but expect it to beat the 450 horsepower and 510 pound-feet of torque produced by the 3.5-liter EcoBoost in the previous-generation Raptor.
All ’22 F-150s except those with the diesel engine will again be available with Ford’s Pro Power Onboard exportable electrical system. It can run power tools and small appliances via outlets in the cabin and from 120-volt 20-amp outlets in the left rear cargo wall.
For $995, models with gas-only engines would get 2.0 kilowatts of output, enough for such items as a power saw or blender. Standard on PowerBoost hybrid F-150s should again be 2.4 kilowatts of output, enough for a microwave oven. Optional for an additional $750 on both gas and hybrid models would be 7.2 kilowatts of output, enough for a welder, air compressor, or space heater.
Four-wheel drive will again be standard on the Raptor and on models with the diesel engine. It’ll be optional on other F-150s in place of rear-wheel drive. XL and XLT trims should continue available with part-time 4WD not intended to remain engaged on dry pavement.
The 4WD system available on Lariat and higher grades will again be full-time, which can apportion power to all four wheels as needed and remain engaged on any surface. Both 4WD systems will again include low range gearing for off-road use The Raptor’s unique 4WD setup can optimize power and traction for extreme off-roading.
An electronic locking rear differential should remain optional for all ’22 F-150s. And every model will again come with driver-selectable drive modes. Rear-drive models get Normal, Eco, Sport, Tow/Haul, Slippery and Trail settings. Models with 4WD delete Trail in favor of Deep Snow/Sand, Mud/Rut. The Raptor’s drive modes should again be Slippery, Tow/Haul, Sport, Normal, Off-Road, Baja, and Rock Crawl.
The 2022 F-150 will retain the steel frame this truck kept even after Ford gave it an aluminum body and bed in the model-year-2015 redesign. All versions will again have an independent front suspension and a solid axle rear axle. However, the Raptor’s special suspension system employs rear coil springs versus the old-school leaf springs used by every other F-150. Don’t expect any ’22 F-150 (or the updated ’22 Silverado and Sierra) to match the Ram 1500 in offering standard coil springs an optional air suspension.
In the half-ton-pickup segment, trailer-weight maximums are largely academic. Savvy owners who regularly pull near the upper limit know a heavier-duty rig like an F-250 or F-350 is the wiser choice. Still, the ’22 F-150 should continue to lead the competitive set with tow ratings ranging from 5000 pounds (with the 3.3-liter V-6) to a class-topping 14,000 pounds (with the 3.5-liter EcoBoost). That’s 700 pounds more than a ’21 GM half-ton and 1,250 more than the ’21 Ram 1500.
Several towing packages will again be available, starting around $1,100. They’ll include such features as an integrated trailer-brake controller and a 360-degree camera with the additional advantage of cargo-bed coverage. Also returning will be Ford’s Trailer Reverse Guidance and Pro Trailer Backup Assist options. Trailer Reverse Guidance uses the truck’s high-resolution cameras to provide multiple views and graphics that tell which way to turn the steering wheel while backing up. Pro Trailer Backup Assist turns over steering duties to a dashboard twist dial calibrated to coordinate the rearward path of truck and trailer.
With the V-8, the 2022 F-150 should again have a best-in-class payload capacity of 3,325 pounds. As a side note, the ’22 F-150 PowerBoost hybrid should retain impressive payload capabilities of 2,210 pounds and a tow rating of 12,700 pounds.
Ford is wise to confine the 3.3-liter V-6 to XL and XLT grades, models most suited for fleet use where cost trumps muscle. Every other 2022 F-150 powertrain should continue to deliver performance that meets and often exceeds expectations.
With 400 pound-feet of torque, the 2.7-liter EcoBoost V-6 feels surprisingly energetic. The V-8 is a model of linear acceleration if not exemplary fuel economy. The diesel pulls like diesel should, although with a bit more clatter than the oil burners available in the Ram and GM competition.
Our favorite for all-around punch is the strong, smooth 3.5-liter EcoBoost V-6. And for those willing to open their mind and wallet to the notion of a half-ton hybrid, the gas-electric PowerBoost is a revelation. Nearly seamless in operation, it’s delightfully responsive and should again make for the fastest-accelerating F-150 this side of a Raptor.
Any ’22 F-150’s handling should again benefit from reassuringly stout construction and natural-feeling steering — with the variable-assist steering standard on King Ranch and above adding a welcome increase in accuracy.
For the best balance of road manners and comfort in this class, the defending champ should remain the Ram 1500 and its well-sorted coil-spring suspension. The F-150’s rear leaf-spring axle furnishes good control and absorbency in most conditions. But it leaves the truck vulnerable to washboard surfaces and mid-corner bumps and ruts that can force the tail to shudder and, with an empty or lightly loaded bed, the back wheels to skitter.
Will 2022 Ford F-150 fuel economy improve?
Carryover models ought to repeat their 2021 EPA ratings, so the only change would be associated with a Raptor R, should it arrive as a 2022 model.
EPA ratings for 2022 F-150s with rear-wheel drive should remain 20/24/21 mpg city/highway/combined with the 3.3-liter V-6 and 20/26/22 with the 2.7-liter turbo V-6. Look for 17/24/20 mpg with the 5.0-liter V-8 and 18/24/20 with the 400-horsepower 3.5-liter EcoBosst V-6.
With 4WD, expect 2022 F-150 EPA ratings to repeat at 19/22/20 mpg city/highway/combined with the 3.3-liter V-6, 19/22/20 with the turbo 2.7, 16/22/19 with the V-8, and 18/23/20 with the 400-horsepower 3.5-liter EcoBoost V-6.
With 4WD standard, look for ’22 F-150s with the turbodiesel V-6 to again rate 20/27/23. EPA ratings for the 2021 Raptor were not available in time for this review; something like 15/18/16 mpg for the ’22 model is a reasonable guess.
Note that fuel-tank capacity ranges from 23 gallons to 36 gallons on gas models, depending on cab and box configuration. Diesels have a 26-gallon tank, the hybrid 30.6. Expect Ford to recommend or require 91-octane gas for the Raptor but to continue to tune all other F-150s — except of course the diesel – to for 87 octane.
Will the 2022 Ford F-150 have new features?
We’ve already mentioned new 2022 F-150 features we’d recommend Ford consider, primarily a more versatile tailgate design and perhaps an optional air suspension. Figuring a way to recline the SuperCrew’s rear seatback would be great. Telematics with more app-based remote functions such as cabin pre-heating and vehicle-status monitoring are other ideas. If the Raptor R arrives for model-year ’22, it could well bring some unique performance features of its own.
Otherwise, expect the 2022 F-150 to retain a cornucopia of style, comfort, utility, and technology features as standard or optional. Foremost among these are basic safety systems as standard on every model. These include autonomous emergency braking that can bring the truck to a stop to avoid a frontal collision with another vehicle or a pedestrian.
Lane-maintaining automatic steering correction will also return as standard across the board. So will automatic high beam headlights and the convenience of automatic brake hold that relieves the driver of maintaining brake-pedal pressure at long stoplights or when stopped in traffic jams.
Other driver assists should return as part of Ford’s Co-Pilot360 2.0 suite, which for model-year ’21 was a $655 option for the XL and standard on all other F-150s. It would again include the standard safety features, plus blind-spot and rear cross-traffic detection and reverse sensing with autonomous braking.
Yet another layer of safety will come with Ford Co-Pilot360 Assist 2.0. It should again include adaptive cruise control that maintains a set following distance from traffic ahead, even in stop-and-go traffic. Semi-autonomous driving with lane-centering steering is also part of the package. So is automatic braking to if you’re about to turn left into oncoming traffic and a collision is imminent.
Included, too, is evasive assist designed to automatically help you steer around an obstacle if braking alone is not sufficient to avoid a frontal collision. For model-year 2021, Co-Pilot360 Assist 2.0 was standard on King Ranch, Platinum, and Limited models and a $750 option for the XLT and Lariat.
Expect another Co-Pilot option, Co-Pilot360 Active 2.0, to again help with parallel parking by identifying a suitable space then assuming control of steering, throttle, and braking to back the truck into it.
In addition to features covered earlier, popular 2022 F-150 add-ons should again include the Tremor trim level. Available for STX, XLT, and Lariat SuperCrew short-beds with 4WD and the 3.5-liter EcoBoost, it includes an upgraded suspension and 33-inch all-terrain tires on 18 alloys with a unique matte finish.
Also of note will be the FX4 Off-Road Package for 4WD F-150s. Optional at around $1,005 and available on all models except the Limited, it should again include off-road-tuned front shock absorbers; skid plates for the fuel tank, transfer case, and front differential; monotube rear shocks; a Rock Crawl mode; hill-descent control, and FX4 bodyside decals.
Will 2022 Ford F-150 prices be different?
They’ll increase, probably modestly for most carryover models. Few vehicles will span a broader spectrum than the 2022 F-150, from a base price under $32,000 for an entry-level XL to a sticker in the mid-$80,000s for a Limited 4×4 outfitted with the hybrid powertrain and extras like the max-recline seats, metallic tri-coat paint, and retractable tonneau cover.
Estimated base prices here include Ford’s destination fee, which was $1,695 for the 2021 F-150.
With rear-wheel drive and the base engine, figure 2022 F-150 regular-cab starting prices of around $31,000 for the XL trim and around $37,000 for the XLT.
SuperCab base prices should range from around $35,000 for an XL short-bed to around $47,500 for a Lariat long-bed. Estimated base prices for SuperCrews should start around $39,000 for an XL short-bed, stretch to some $65,000 for a Platinum long-bed, and top out around $73,000 for a Limited short-bed. Expect the “regular” 2022 F-150 Raptor to be priced from about $63,000.
Depending on the trim level, 4WD should again add some $3,450-$4,650 to models that come standard with rear-wheel drive. Optional engines and extra-cost features would add thousands more.
When will the 2022 Ford F-150 come out?
Expect a fall 2021 release date for the 2022 F-150.