Ford F150 vs Mercedes-Benz Vito

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.

The Vito 119 Panel Van LWB offers excellent performance and driver comfort, with styling and all-round refinement that could make it an appealing business partner. However, the absence of an ANCAP star rating and a sub-one-tonne payload limit could be deal-breakers for some tradies and fleets alike, along with a list price that exceeds its Toyota HiAce LWB equivalent by almost $30K. Therefore, only a potential buyer can decide if its positives outweigh its negatives.

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.

Our LWB test vehicle rides on a 3430mm wheelbase, with 5370mm overall length and 1928mm width. Its 1916mm height ensures comfortable access to height-restricted areas like multi-storey car parks and underground loading zones and it has a reasonably tight 11.8-metre turning circle.

The rear-wheel drive chassis includes MacPherson strut front suspension, independent semi-trailing arm/coil-spring rear suspension, four-wheel disc brakes and rack and pinion steering.

It’s arguably the best-looking mid-sized van on the market with its bold frontal styling, purposeful wedge-shaped profile and elegant contours along its flanks.

The neat and functional interior has fabric-trimmed seats with an attractive speckled pattern on their facings. It also comes standard with a chrome interior package including air-vents, air con switch panel, interior door handles/surrounds and more.

The minimalist dash design results in a clean and uncluttered appearance. Even so, it still (thankfully) includes mechanical 'piano key' buttons for numerous functions and knurled barrel-style switches for controlling audio volume, cabin temperature, airflow direction and drive modes, to avoid the potential driver distraction of touchscreen prompts.

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.

With its 2068kg kerb weight and 3000kg GVM, our test vehicle has a 933kg payload rating which falls short of the one-tonne-plus capabilities of numerous rivals.

However, it’s also rated to tow up to 2500kg of braked trailer, which is 1000kg more than Toyota’s dominant HiAce. And with its 5500kg GCM rating (or how much it can legally carry and tow at the same time) the Vito can carry its maximum payload while towing its maximum trailer weight.

Access to the cargo bay is through sliding doors on each side with 822mm openings, or the single tailgate (optional rear barn-doors are also available). With load floor dimensions of 3061mm length and 1695mm width, along with 1270mm between the rear wheel-housings, it will carry up to two standard Aussie pallets or up to three Euro pallets, secured with a choice of eight load-anchorage points.

Standard equipment includes the cargo bay’s internal walls and doors being lined from floor to roof height. The optional Cargo Pack's solid metal bulkhead serves as both a noise insulator for the cabin and a sturdy cargo barrier, with large assist handles on each side and a full-width open storage area at its base ideal for storing ropes, straps, load-padding etc.

Access to the driver’s cabin is through doors with a relatively narrow opening angle. The seat padding is firm and well-bolstered, with the Cargo Pack’s two-seater bench offering sufficient knee clearance from the dash for central passengers.

However, central seat foot-room is limited for those with large boots and the bench seat also has no adjustment, so we’d recommend only short trips for a crew of three.

Cabin storage includes a large-bottle holder and bin in the base of each door, with a smaller bin above. The dash offers storage slots below the air-vents, plus small-bottle/cupholders and three handy open storage areas across the dash-pad.

There’s also a single glove box, overhead glasses-holder and a useful-sized compartment hidden beneath the passenger seat which is accessed through a side hatch.

Our test vehicle is the Vito 119 Panel Van LWB, which like all light commercial models (except the eVito) comes standard with a 2.0-litre four-cylinder turbo-diesel engine and nine-speed automatic for a list price of $79,796.

Our example has also been fitted with a couple of factory options including a digital rear-view camera ($1031) and the 'Cargo Pack' ($2287) which adds a two-passenger front bench seat and full-width metal bulkhead with window, plus sturdy wood-flooring and bright LED lighting for the cargo bay.

These options bump the list price to $83,015, plus on-roads, so for such a sizeable spend you’d rightfully expect to get a lot more than just a prestigious badge as standard equipment.

Externally, the Vito delivers on that expectation with stylish 17-inch alloy wheels and 225/55 R17C tyres with a full-size steel spare, colour-coded front and rear bumpers, chrome grille highlights, black roof rails, rear window tint, multibeam LED headlights, LED tail-lights and classy LED puddle-lamps that project a Mercedes-Benz logo.

MY25 equipment upgrades fitted as standard include the latest 'MBUX' multimedia system with a big 10.25-inch LCD colour touchscreen, 'Hey Mercedes' voice command, wireless Apple CarPlay/Android Auto connectivity and more.

The driver’s instrument cluster gets a 5.5-inch central colour display and all models are now fitted as standard with a multifunction steering wheel with touch-sensitive controls, plus keyless start and an electronic parking brake replacing the old spring-loaded pedal version.

Standard safety has also been upgraded with active lane-keeping assistance, traffic sign recognition and tyre pressure monitoring.

Our 119 model also comes with complimentary metallic and non-metallic paint finishes, so the latest Vito is more indulgent than your typical steel-wheeled workhorse without compromising its core load-carrying capabilities.

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.

The 2.0-litre four-cylinder intercooled turbo-diesel meets Euro 6 emissions standards using AdBlue.

It produces 140kW of power at 4200rpm and 440Nm of torque between 1350-2400rpm. This is paired with a smooth and intuitive nine-speed torque converter automatic, which offers three drive modes comprising 'Comfort' (the standard default setting), 'Sport' and 'Manual'. The latter’s sequential manual-shifting is via steering wheel-mounted paddles.

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.

Mercedes-Benz claims official combined average consumption of only 6.7L/100km but the dash readout was showing 8.3 at the completion of our 342km test, of which about one third was hauling a heavy payload.

This was lineball with our own figure, calculated from fuel bowser and tripmeter readings, of 8.5L/100km. Any mid-sized van that can produce genuine sub-10L economy in 'real world' urban use gets a big tick from us and, based on our figures, should produce an excellent driving range of around 800km from its 70-litre diesel tank.

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.

The Vito offers exceptional comfort for the driver, with the prestige look and feel of its leather-wrapped and height/reach adjustable steering wheel combined with a driver’s seat offering a fold-down inboard armrest, height/reach-adjustable lumbar support plus adjustable base-cushion rake and length.

A left footrest would be icing on this comfort cake, but in its absence there’s plenty of clear floor space in which to rest your left foot.

Eyelines to all mirrors are good and although the centre-seat headrest for the Cargo Pack bench partly blocks the central mirror’s rear view, most of the tailgate’s window remains clear.

Given the huge blind-spot over the driver’s left shoulder created by the cargo bay’s solid walls, the Vito’s blind-spot monitoring, rear cross-traffic alert, 360-degree camera etc are effective in creating a safety zone in such a vulnerable area.

The steering feel is superb, as we’ve come to expect from Mercedes-Benz commercial vehicles. Cabin noise remains commendably low even at highway speeds, during which the engine needs only 1700rpm to maintain 110km/h. However, tyre noise can become intrusive on coarse bitumen surfaces.

Engine response in city and suburban use is excellent, as the nine-speed auto efficiently keeps the turbo-diesel operating within its 1350-2400rpm peak torque zone. And 440Nm of torque is competitive for a van this size, ensuring strong acceleration with or without a load.

The driver-selectable Sport and Manual drive modes provide greater driver engagement and direct control respectively, but for most driving the default Comfort setting provides a commendable balance of comfort and engine response which allows the Vito to shine in a working role.

We proved this after loading 770kg into the cargo bay, which with driver equalled a total payload of 870kg which was only about 60kg under its legal limit. The coil-spring rear suspension compressed 50mm under this weight, which still left more than enough suspension travel to ensure there was no bottoming-out during our test drive.

This included our usual 13 per cent gradient, 2.0km set climb at 60km/h, in which it downshifted to fourth gear and 2000rpm (bang in the middle of its peak torque band) to easily reach the summit.

Engine-braking on the way down, in a manually-selected second gear, was impressive for an engine with relatively small displacement restraining almost 900kg in payload, requiring only one firm application of the brake pedal. Overall, it proved to be a competent load-hauler.

Although Vito vans built from January 2023 are still without an ANCAP star rating, models built from May 2024 scored 90 per cent for collision avoidance in ANCAP’s Commercial Van Safety Comparison, earning the highest Platinum grading for scores of 80 per cent and above.

The latest Vito’s active safety additions join a suite of existing features including front/thorax/window airbags for driver and passenger, AEB, lane-keeping, blind-spot and rear cross-traffic alert, daytime running lights, front/rear parking sensors and lots more.

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 Vito comes with a five years/250,000km warranty which includes 24-hour roadside assistance.

Scheduled servicing is 12 months/25,000km whichever occurs first. Capped-price servicing for first five scheduled services totals $5555, or a pricey average of $1111 annually.