Ford F150 vs Honda Accord

What's the difference?

This update to the F-150 is long overdue and while it does a lot to address previous faults, Ford is going to have a hard time winning back the public’s trust on this vehicle.

Given the pre-update car was subject to so many recalls and stop-sales, it’s hard to shake that somewhat tarnished reputation.

In saying that, the F-150 is arguably the pick out of its rivals. It’s bold with lots of nifty features, has acres of space, plenty of towing capabilities and is surprisingly efficient.

Just be prepared for your hip pocket nerve to ache when you see the price tag, especially if you opt for the flagship Platinum trim.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Will the new Honda Accord e:HEV RS topple the SUV throne? Unlikely, but it proves sedans can still haul the family around in relative comfort and style.

The new Accord drives stupidly well and offers great ongoing ownership costs, even if it's price tag is a little steep. It's hybrid powertrain also offers fantastic efficiency and that's a big win.

The F-150 has a very typical, American pick-up silhouette. It’s boxy, large and long, especially in long-wheelbase guise.

The fundamentals of this pick-up's overall design have carried over but the update has helped to improve the visual appeal, especially at the front. It’s great to see LED headlights now feature as standard across the line-up.

XLT and Lariat trims still feature a lot of chrome highlighting which looks somewhat tacky in 2026.

Thankfully the new Platinum gets blacked-out accents instead, along with a slightly different front fascia which is more contemporary. However, I don’t know if this flagship version of the F-150 necessarily looks like it’s worth more than $160K.

Inside the design is more unified across the line-up. Notably the entry-level XLT finally picks up the larger 12.0-inch touchscreen multimedia system which fits the expansive dashboard better.

A 12.0-inch digital instrument cluster is also standard across the line-up now. Previously the XLT had analogue dials with a small screen sandwiched between.

Although there are a range of high-end and plush touches around the cabin, it’s harder to justify on the higher-end Platinum as there is a sea of black finishes. It would be nice to have some different finishes to create some more contrast.

The design for the new Accord is powerful with a sexy silhouette that features a rear spoiler, black accents and sporty 18-inch alloy wheels.

The old chunky grille is long gone and at certain angles you almost get a Nissan 200 SX vibe, which is gorgeously retro and a refreshing take for Honda - which has been playing it safe for the last few years.

The interior is simply styled but looks timeless. The dashboard has clean lines and a featured honeycomb mesh that hides the air-vents. It's a feature which might not land with everyone but it adds personality.

The black upholstery looks plush and there are enough soft-touchpoints to make the cabin feel like it deserves a premium tag.

The F-150 is an incredibly practical vehicle that has inherent American touches throughout. The most obvious are the front seats which are cushy and comfortable, though they’re very broad, meaning you can slide about on winding roads.

The driver’s seat offers plenty of electric adjustment across the line-up, while the Platinum adds a massage function that not only works on the backrest, but also the seat base. This feels a little weird on the move.

Ahead of the driver is a big and chunky steering wheel that feels substantial in the hand, plus there are large and obvious buttons that are easy to interact with.

This is complimented by the 12.0-inch digital instrument cluster which is clear, high-res and easy to understand. There are a range of different layouts and menus that you’re able to cycle through.

Moving across, the 12.0-inch touchscreen multimedia system is similarly high-res and has a user interface that’s clean and hard to get lost in thanks to the shortcut buttons at the bottom of the screen.

There’s wireless Apple CarPlay and Android Auto as standard, along with satellite navigation.

When you adjust the front-seat lumbar or turn on the massage function, it takes over the entire touchscreen display. This isn’t ideal if the driver is trying to use the screen at the same time.

Looking around the cabin, it’s great to see so many physical buttons and switches for key functions, like the climate, media and four-wheel-drive controls. So many of these are now getting integrated into the touchscreen.

Like before, the F-150 XLT has a column-mounted gear selector, while the Lariat (and now the Platinum) gets an electronically folding gear selector. When folded, this allows you to fold out the centre console lid to create a desk-like space to work on.

In terms of storage, there is acres of it. Under the centre console is one of the biggest spaces I’ve ever seen in a new vehicle, plus there are two cupholders, large door bins, as well as dual gloveboxes on the passenger side. You’ll definitely find a place for all of your stuff.

The second row of the F-150 is incredibly spacious, even for adults, and regardless of which wheelbase option you choose, it stays the same. This is because the extra wheelbase length is specifically for the tub area.

At 182cm tall, I have oodles of legroom behind my own driving position, though headroom is a little tight in the F-150 Lariat and Platinum due to the panoramic glass sunroof.

You’ll easily fit three people across the rear bench seat, plus the floor is completely flat.

In terms of amenities, there are air vents on the back of the centre console, heated outboard seats (Lariat and Platinum only), a 12V socket, USB outlets, as well as cupholders galore on the centre console, door pockets and fold-down centre armrest.

At the back, the F-150 XLT retains a manual tailgate with a fold-out step ladder and while the Lariat and Platinum still have a power tailgate, they also pick up a new party trick.

There’s a new central section that’s side-hinging, allowing you to more easily access the tub from ground level. It’s a similar set-up to what GWM offers on the Cannon Alpha.

In the SWB, the tub measures 1700mm long, 1650mm wide (1285mm between the arches) and 543mm tall. The LWB gains 300mm of length, bringing the total tub length to 2000mm.

Payload varies depending on the wheelbase length and trim level. It has received a slight bump compared to the pre-update model, however it’s still only between 704kg and 878kg. The smaller Ranger, for example, overlooking the beefy Super Duty, has higher payload figures.

Where the regular Ranger can’t match the F-150 though is with its 4500kg braked towing capacity. This is something that has been addressed with the Ranger Super Duty.

Access to the cabin is great thanks to wide door apertures but the Accord is a low car to get in and out of with its 134mm ground clearance. Expect a couple of grunts when parked on a hill!

Both rows offer ample legroom but the front enjoys the best of the headroom. A 183cm (6.0ft) friend was lumped with the middle seat and spent the trip dreadfully hunched over and uncomfortable. Save the middle seat for kidlets.

The electric front seats offer decent comfort for a longer trip but it's disappointing that only the driver’s side gets lumbar support.  

The rear row enjoys well-padded seats and amenities, like retractable sunblinds, reading lights, two USB-C ports and directional air vents but it took a while for the back to cool down on hot days which my kid made known. Loudly. 

Storage consists of a large glove box and middle console (which can accommodate a small handbag), a sunglasses holder, four cupholders, four drink bottle holders and two map pockets. There is also a dedicated phone tray but a few extra cubbies up front would be welcomed.

The boot offers plenty of space with its 570-litre capacity, which is great for the class, and you can also open up storage options with the ski-port door, if need be. The powered boot release is a handy feature.

The touchscreen multimedia system looks nice but is a pain in the butt to use until you set some time aside to get to know it. It’s just not intuitive but the screen is responsive and it's a bonus that you get the built-in sat nav and Google apps. 

The new Accord gets wired and wireless Apple CarPlay and Android Auto but it took a few beats to get the wireless CarPlay to work.

The charging options are good throughout the car with four USB-C ports, two 12-volt sockets and a wireless charging pad to choose from.

The model line-up has been streamlined for the new Accord and there’s only one variant available, the e:HEV RS model.

The new Accord is well-specified but misses out on some luxurious extras most of its rivals sport, like heated and cooled front seats, a heated steering wheel and heated rear outboard seats.

Which might all seem superfluous at first but maybe not when you consider the new Accord's $64,900, before on-road costs, price tag sits just shy of the more expensive Skoda Superb top model, which is $65,590, before on-roads.

The next two rivals are more affordable with the Mazda 6 Atenza priced at $52,590 MSRP and the new Toyota Camry SL at $53,990 MSRP.

The standard equipment list for the new Accord includes leather-appointed upholstery, electric front seats, lumbar support for the driver's side and a panoramic sunroof.

There's also keyless entry and start, adaptive LED headlights, a powered tailgate and a host of high-end technology throughout.

That includes a new 12.3-inch touchscreen multimedia system with satellite navigation and built-in Google apps, wired/wireless Apple CarPlay and Android Auto, the Honda app (with over-the-air updates), a 10.2-inch digital instrument cluster, dual-zone climate control, a wireless charging pad and a 12-speaker Bose sound system.

Although there are a wide range of other engine options available in the US, including hybrid and V8s, the sole engine available in Australia continues to be a 3.5-litre twin-turbo V6 petrol. It produces 298kW and 678Nm which is competitive among its rivals.

This is mated to a 10-speed automatic transmission as standard with drive sent through a four-wheel-drive system The XLT gets a part-time system with a shift-on-the-fly function, whereas the Lariat and Platinum get a full-time system which allows for ‘4A’ functionality on sealed surfaces.

Our test vehicle has an electric continuously variable transmission and features a new self-charging hybrid powertrain that couples two electric motors with a 2.0L, four-cylinder petrol engine that combine to produce 135kW of power and 335Nm of torque.

Only being available in one powertrain may limit its audience but the combo delivers decent performance for a sedan of this size.

Ford claims the F-150 consumes an average of 13.4L/100km, according to ADR 81/02 testing. During our testing on regional and rural roads at the launch we recorded between 11-12.5/100km, which is surprisingly good for a ute this big.

There’s a mammoth 136L fuel tank as standard. Using the claimed fuel consumption this means the F-150 can theoretically travel more than 1000km on a tank.

A minimum of 91 RON regular unleaded petrol is required.

The new hybrid powertrain means lower outputs and the official combined fuel cycle figure is just 4.3L/100km! Which is only beaten by the Toyota Camry's 4.0L/100km.

The on-test figure pops out at 5.1L/100km after doing a some urban stuff but mostly open-road driving. Which is where hybrids tend to be the least efficient, so the fuel usage is excellent.

Based on the official combined (urban/extra-urban) fuel cycle and 48L fuel tank, you should see a theoretical driving range of up to 1116km, which is a little less than the Toyota Camry but still an amazing range for a family car.

That range figure drops to around 940km using our real-world average consumption number.

Although the F-150 retains the same 3.5-litre twin-turbo V6 engine as the pre-update model, this is no bad thing as it’s a sweet and perky unit with plenty of rolling acceleration.

It gets this large, lumbering pick-up moving with no problems and makes you wonder why you wanted a V8 engine in the first place.

In the Lariat and Platinum some fake engine noise is pumped into the cabin through the speakers. I don’t hate it as it adds an almost V8-like gargle to the note.

Like before there’s a 10-speed automatic transmission which has a lot of ratios to choose from and sometimes can take a beat to kick down if you punch the accelerator harder.

It also feels like the transmission is constantly changing gears when you’re accelerating and as a result it almost sounds like a vehicle equipped with a continuously variable transmission (CVT).

In saying this though, the transmission is just keeping the engine within its torque band so acceleration is punchier.

With this update Ford was required to change the steering rack fitted to the locally converted F-150. Previously it was a Ranger unit and while Ford hasn’t detailed what the new steering rack is, it said it’s an amalgamation of existing Ford parts.

It’s hard to say definitively how different the steering feels from the pre-update model without driving them back to back, however, it does feel just a touch heavier than before. This isn’t bad as the F-150 is a big unit and it makes steering feel more substantial.

While you may be lulled at times into thinking this is just an overgrown Ranger on the open road, if you start driving with more intent and on twisty roads, this is far from a dynamic car. It also fills the lane quite generously, leaving minimal space between the painted lines.

The suspension, especially at the front end, is rather American and feels floaty, taking multiple movements to settle over bumps or undulations.

Thankfully this is where the flagship F-150 Platinum’s adaptive dampers come to save the day. In the Tow/Haul and Sport drive modes, the dampers are stiffened to create a more compliant ride and in reality they do iron out road imperfections better.

I particularly like how the ride in the Sport drive mode feels from behind the wheel, however there’s no way to split out the Sport suspension from the Sport engine calibration. This means you’re always driving around with the revs flared.

I wish there was a custom drive mode where you could pick and choose the engine, transmission and suspension calibrations. This would be a game changer for F-150 Platinum buyers.

In terms of towing, it’s the F-150’s bread and butter. With a 4500kg braked towing capacity, you can tow virtually anything without the pick-up breaking a sweat.

The Tow/Haul drive mode makes it feel even easier, plus having the Pro Trailer back-up assist takes the hard work out of reversing with a trailer.

Around town and even out on the highway, the F-150 is an incredibly quiet and serene car to drive, despite its heft. The transmission usually opts for the highest gear possible and you can barely hear it whirring away under the bonnet.

Surprisingly there’s barely any wind or tyre noise present in the cabin. Ford seems to have done an excellent job at insulating the F-150.

The only note I’ll make is the lack of noise makes you pick up on minor interior creaks and rattles more obviously. This isn’t ideal in a brand-new car.

Power delivery for the new Accord is pretty punchy and, in most scenarios it’s responsiveness is great. But occasionally, when you’re getting up to speed, there can be a small lag before things kick in.

The Accord handles like a dream and feels firmly planted on the road in corners. Even in high winds, the car feels stable and sure of itself. Delightful.

The cabin is quiet and engine noise is at a minimum most of the time. Around town, the Accord sounds and behaves like an EV. Only once you hit the open road do you get some road noise but it never intrudes on chatting.

It might also be one of the easiest sedans to park and it's got a lot to do with the top-notch 360-degree view camera system and direct steering.

The new Honda Accord hasn’t been assessed by ANCAP yet, but it has eight airbags, which includes a knee airbag for the front passenger, but you miss out on a front centre airbag.

Standard active (crash avoidance) safety tech includes blind-spot monitoring, driver attention alert, rear occupant alert, forward collision warning, tyre pressure monitoring, rear cross-traffic alert, lane departure alert, lane keeping aid, traffic sign recognition, intelligent seatbelt warning, a head-up display, adaptive cruise control and a 360-degree camera system as well as front and rear parking sensors.

There are two ISOFIX child seat mounts and three top tethers. The rear seat is wide enough to easily accommodate two big booster seats but you might get lucky with three smaller seats.

The F-150 is covered by a five-year, unlimited-kilometre warranty which is fairly average now for mainstream brands, however in the world of American pick-ups this is still generous.

There’s also 12 months of complimentary roadside assistance which gets extended every time you service the car when required.

Logbook servicing is required every 12 months or 15,000km, whichever comes first. 

You can purchase a five-year pre-paid service package for $1968, which averages out to just under $400 per service.

This is considerably better than its rivals which typically don’t offer any form of capped-price servicing.

Ford has an expansive dealer network across urban, regional and rural Australia. It currently has around 180 sites.

The Accord comes with a five-year/unlimited km warranty, and an eight-year battery warranty, which are now normal terms for the class.

You get a five-year capped priced servicing program and it costs just $199 per service, which is very competitive.

Servicing intervals could get annoying if you put a lot of kays on your car as they're set at every 12-months or 10,000km, whichever occurs first.