Fast Facts | 2026 Ford F-150 PowerBoost Hybrid Lariat SuperCrew 4x4
🚘 Powertrain: twin-turbo 3.5-liter V6, 47-horsepower electric motor, 1.5-kilowatt-hour lithium-ion battery pack, and a 10-speed automatic transmission
🛞Output: 430 horsepower and 570 pound-feet of torque
🌳 EPA-Estimated Fuel Economy: 22/24/23 mpg city/highway/combined
💻 Technology: 12-inch touchscreen, digital instrument cluster, Pro Power Onboard with 7.2 kilowatts of exportable power, BlueCruise with hands-free driving, heated and ventilated front seats, blind-spot monitoring with rear cross-traffic alert, lane-keeping assist, rear parking sensors, Pro Access Tailgate, remote start
💵 As-Tested MSRP: $82,210 including $2,595 in destination fees
Ford Built a Hybrid Around Truck Stuff
Thanks in part to its electrified powertrain, the 2026 Ford F-150 PowerBoost Hybrid could be the most versatile full-size truck around. It tows, hauls, goes off-road, and transports the whole family in comfort. You know, the usual stuff. But it also has a few innovative features that many drivers don't know about, making life with this truck a real treat.
Immense Power at Your Fingertips
The PowerBoost Hybrid’s signature feature is Ford’s Pro Power Onboard system, which turns the truck into a mobile generator. With up to 7.2 kilowatts of electricity, it can easily power a job site or campsite. You can run anything from drills, saws, and air compressors to refrigerators and crock pots.
For another look at how useful Pro Power can be outside a specification sheet, see our earlier F-150 PowerBoost Lariat road test and how its onboard generator worked in everyday use ➜
The bed has four easy-to-access 120-volt household outlets, plus a 240-volt socket. And perhaps best of all: Unlike an EV, this truck never needs to be plugged in. Keep gas in the tank, and you're ready to go for a drive or power up a spot far from the grid.
Features Galore!
Pro Power Onboard is just the start on my tester. Adjustable spotlights are integrated right into the side mirrors, and the reconfigurable 360-degree camera system is easy to use and mighty helpful. Flip up the rear-seat cushions to reveal a hidden, collapsible storage bin. Ford’s available Pro Trailer Backup Assist makes maneuvering a trailer much easier, especially for less experienced drivers.
The list keeps going. There's integrated lighting in the cargo box and an optional spray-in bedliner, which I always recommend. You also get a power-sliding rear vent window and a fold-out tray on the center console that’s great for answering emails or eating lunch. Ford’s famous SecuriCode keypad lets you get in and operate the truck even without the key fob. Then there’s the Pro Access Tailgate, basically a little swing-out door in the middle of the main tailgate. It makes grabbing things from the bed or stepping inside much easier.
A Winning Interior
Moving inside, the cabin is a pretty nice place. The dashboard design is refreshingly straightforward, and the materials in this midrange Lariat trim look good, if not outstanding. Ram's interiors are probably still a little nicer, but I can’t complain about what Ford has done here.
The power-adjustable front seats in my tester are heated, ventilated, and very comfortable. Ford has also kept some physical climate controls, which are just about ideal from a usability standpoint. The high seating position gives you a commanding view of the road. In back, there are miles and miles of headroom and legroom, and the nearly flat floor makes it easy to slide cargo in and out.
The digital instrument cluster has clear, concise graphics, and it's super easy to cycle through different pages or make adjustments. The huge 12-inch touchscreen is intuitive and incredibly snappy. Overall, Ford did a great job with tech. It’s super fast and easy to use.
Other amenities on my tester include a twin-panel moonroof, power-adjustable pedals, a wireless charging pad, and all the driver aids you'd expect. My tester had blind-spot monitoring with rear cross-traffic alert, lane-keeping assist, rear parking sensors, automatic emergency braking, and much more.
Incredible Performance With Impressive Refinement… Mostly
Ford’s PowerBoost Hybrid system is centered around a twin-turbocharged 3.5-liter V6. There’s also a 10-speed automatic transmission, a 47-horsepower electric motor, and a 1.5-kilowatt-hour lithium-ion battery. Together, they deliver an impressive 430 horsepower and 570 pound-feet of torque. That's more twist than any other F-150 engine except the Raptor R’s special supercharged 5.2-liter V8.
This electrified drivetrain provides excellent performance, hurtling the F-150 forward when you stomp on the pedal. The acceleration is quite remarkable for a vehicle this large and heavy.
The PowerBoost Hybrid system is also pretty refined. The V6 is creamy and nearly silent, even when working hard. The transmission, however, can feel a little lumpy. Shifts are usually quick and firm but sometimes juddery, and so is the transition between the gas engine and electric motor. These issues are quite minor, and this drivetrain is still much smoother than the Toyota Tundra’s hybrid system.
Speaking of the Tundra, it's the PowerBoost Hybrid's only true rival. Toyota's i-Force Max powertrain is basically a carbon copy, with a twin-turbo V6, a 10-speed transmission, a 48-horsepower motor, and a 1.87-kWh nickel-metal hydride battery. Interestingly, Ram, Chevy, and GMC don't offer anything similar, at least right now.
Toyota is the PowerBoost’s closest direct full-size hybrid competitor, so compare the F-150 Hybrid and Tundra Hybrid on towing, payload, MPG, technology, and powertrain design ➜
As for fuel economy, the best a PowerBoost Hybrid should deliver is an EPA-estimated 24 mpg combined, while four-wheel-drive models like my tester are slightly less efficient. My truck is rated at 22 mpg city, 24 mpg highway, and 23 mpg combined. I averaged about 22 mpg, according to the instrument cluster. That’s a whisker below the EPA estimate but still pretty good for a full-size truck, especially one with fewer than 5,000 miles on the odometer.
A few MPG matters differently in a full-size pickup than it does in a compact car, so see how EPA city, highway, and combined fuel-economy ratings should be interpreted ➜
More Agile Than You Might Expect
Obviously the F-150 is big, but behind the wheel, it feels a little smaller than you might expect. I do wish the steering ratio were a bit quicker, but this Ford is still reasonably agile, and it never feels like you’re piloting a battleship, even when in a crowded parking lot.
The ride on my tester was something of a mixed bag. Between the body-on-frame construction, a live axle at the back, the optional FX4 Off-Road package, and sizable 20-inch wheels, this F-150 is firm over small bumps; you definitely feel them. Yet bigger bumps produce exaggerated body movements. Somehow, it manages to feel stiff and soft at the same time, and ride quality is an area where this configuration could be improved.
Long trips, on the other hand, are a breeze with Ford BlueCruise. The hands-free driving system works on more than 130,000 miles of divided highway in North America, and the latest version feels rock solid. The truck no longer wanders left or right in its lane, a problem in past versions, and it can now change lanes automatically with a tap of the turn signal. It's far more reliable than before, too — another win for Ford.
All This Excellence Isn’t Cheap
Ford sells hundreds of thousands of F-150s every year, and it’s easy to see why. This truck offers just about every feature imaginable, and the PowerBoost Hybrid is potent, versatile, comfortable, and reasonably efficient. The only real catch is the price.
My midrange Lariat tester with four-wheel drive came loaded with more than $16,000 in options, pushing its MSRP to $82,210. That's bonkers, but it's also the norm for full-size trucks these days. Even harder to swallow is the $2,595 destination charge. But hey, if you can afford that asking price or opt for a more reasonable trim, you really can’t go wrong with the F-150 Hybrid.
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