As easy as it is to bemoan the weight, complexity, and screen-reliance of new cars, we’re living in an era of horsepower that we’ll be telling our grandchildren about. The quickest factory Corvette makes more power than a Bugatti Veyron, the quickest Hyundai on offer can outrun a Lamborghini Urus, and Ford will sell you a 700-horsepower F-150 street truck with a warranty.
The last supercharged five-liter F-150 we spent time with was a two-wheel-drive monster, a regular cab FP700 locked in a permanent grudge match with its own rear tires. With graphics and a sports exhaust, it wasn’t exactly subtle, so what happens when you put the same blower on a four-wheel-drive F-150 Lobo? Let’s find out.
[Full disclosure: Ford Canada let me borrow this supercharged F-150 Lobo so long as I kept the shiny side up, returned it clean with a full tank of premium fuel, and reviewed it.]
The Basics
Engine: Five-liter quad-cam 32-valve V8 with three-liter twin-screw supercharger.
Transmission: Ten-speed torque converter automatic.
Drive: Full-time four-wheel-drive, two-wheel-drive mode, low range, transfer case lock, locking rear differential.
Output: 700 horsepower at 6,500 RPM, 650 lb.-ft. of torque at 5,000 RPM.
Fuel Economy: 12 MPG observed, no EPA figure available.
Base Price: $59,860 including freight ($78,565 in Canada) plus $10,250 US for the supercharger kit, plus installation.
Why Does It Exist?
It’s 2026 and Y2K nostalgia is finally starting to rip. The kids are listening to Limp Bizkit unironically, Paris Hilton’s redemption arc is rightfully complete, and street trucks are back on the menu. For years, builders have been harnessing the potential of modern trucks to build truly outrageous machines, and now automakers see a business case for catering to this market. The Ford F-150 Lobo takes things part of the way there. It’s a crew cab 4×4 STX with a five-liter V8 and a special appearance package. Everything you need to look the part, just add horsepower. Fortunately, if you know the right part number, your local Ford parts counter will be happy to fulfill the second part of that equation.
How Does It Look?
On first glance, the F-150 Lobo certainly ticks all the right street truck visual boxes. Sitting slightly lower in the back thanks to a sort-of reverse levelling kit and adorned with a skirt kit to sit closer to the ground, the visual attitude here is ice-cold. Everything comes together around those 22-inch alloy wheels, and the front bumper garnish and black mesh grille properly suit Stormtrooper colorways. It’s not perfect, though. The LEDs in the grille are a slightly different color temperature to the LEDs in the headlights, and some of the body kit’s fit-and-finish looks aftermarket. Also, ticking the Lobo box drops towing capacity to 7,900 pounds and payload capacity to 1,450 pounds. That’s a sizeable reduction over the STX’s respective 12,900-pound and 2,230-pound figures.
What About The Interior?
Since the F-150 Lobo is based on the low-spec STX, the cockpit is rather spartan. Sat in the manual driver’s seat, it doesn’t take long for your fingertips to discover the fleet-spec urethane-clad steering wheel, the cloth seats, and the old-school manual HVAC dials. You don’t even get height adjustment on the driver’s seat. Still, the seats are properly all-day comfortable, there’s loads of space for five fully-grown adults, and you’ll be able to take advantage of an immense array of interior storage. The bin under the armrest alone can swallow an entire Taco Bell party pack, and you get more bins in the console, doors, and dashboard to accommodate extra trinkets. I wouldn’t recommend using the one in the dashboard, though. Not if you’re planning to unleash the might of what’s under the hood.
How Does It Drive?
Welcome to the main attraction. By now, Ford’s five-liter V8 isn’t exactly news. It’s a reasonably stout quad-cam naturally aspirated V8 pumping out 400 horsepower and 410 lb.-ft. of torque in truck trim. However, the story doesn’t end there. This particular F-150 Lobo is equipped with Ford Performance part number M-6066-F150SCA. It’s a three-liter Whipple supercharger and all the associated hardware. Not only does it boost output to 700 horsepower and 650 lb.-ft. of torque, this $10,250 kit is legal in all 50 states and features a Ford-backed warranty should something go wrong. The responsibility of harnessing all that power goes to a bog-standard drivetrain. The same ten-speed torque converter automatic transmission, selectable four-wheel-drive, driveshaft, axles, suspension, and brakes as you get in a regular F-150 Lobo. Fabulous.
Rotate the drive mode selector into Sport mode for sharper shifts and automatic four-wheel drive, load the supercharged Lobo up on the converter, let go of the brake, and you’ll get to experience one of the true strange delights of the automotive kingdom. There’s something gleefully disconcerting about launching something the size of an apartment building, a one-finger salute to inertia delivered with brute force. In about four seconds, you’ll be at 60 MPH which means this full-sized truck can outrun a huge number of more performance-focused machines. Unless, of course, you forget to put it into four-wheel-drive auto or four-high.
Ah, the Bridgestone Alenza A/S 02 tire. It’s quiet and composed, features a treadwear of 700, a traction rating of B, and a complete inability for just two of them to cope with 700 supercharged horsepower. If you’re in two-wheel-drive mode and simply mat the throttle from a stop in the supercharged F-150 Lobo, it’ll do a rolling burnout. Then shift. Then repeat. In the immortal words of Salvatore Ganacci during his Tomorrowland set, “Try to relax your anus.”
It’s hard to say exactly where things get hysterical here, but a good rule of thumb is that when the rear tires are still trying to signal the arrival of a new pope at the top of fourth gear, you’re likely having far too much fun. Fortunately, the crew cab body style gives you two ZIP codes of wheelbase and fourteen business days’ notice before things really get out of shape. Even with the stability control all the way on, the supercharged five-liter F-150 will still drop a set if you hastily get on the skinny pedal, declaring you a god of violence. Not the sort that implodes worlds and unleashes a plague of locusts, but the sort that fights other people’s stepdads for fun.
Alright, let’s say that you don’t want to have your local tire shop on speed dial. Is the supercharger kit worth it in everyday life? Quite possibly. Fuel economy does take a hit from the naturally aspirated model’s 19 MPG combined, although due to the kit’s dealer-installed nature, official figures aren’t available. I averaged around 12 MPG, but lighter traffic and a more highway-oriented mix should buoy that figure significantly. It likely doesn’t help around town that the automatic stop-start doesn’t appear to actually do anything, but at least you’ll always get air-con at traffic lights.
Beyond that, passing power is hugely impressive, and major power adders like superchargers do have a history of retaining a resale premium, so opting for the kit isn’t just burning money. Perhaps best of all, though, you don’t have to put up with craziness all the time. A stock exhaust system keeps the noise floor remarkably low, with the signature supercharger whine dominating the sound out the tailpipes. Ride comfort’s perfectly acceptable for a half-ton truck, and so long as you’re gentle on the throttle, this feels just like a normal F-150.
Does It Have The Electronic Crap I Want?
No. Look, the F-150 Lobo does come standard with wireless Apple CarPlay and Android Auto, a digital instrument cluster, automatic headlights, and telematics, but that’s about it. There’s no automatic climate control, no memory power driver’s seat, no standard trailer brake controller, and no heated steering wheel. You don’t even get heated seats, which is a tiny bit annoying in something that costs nigh-on $60,000. The stereo isn’t anything worth writing home about, although it’s perfectly cromulent for blaring a particular flavor of Y2K-ish teen angst. The nice thing here is that you get an actual key you insert into the dashboard and turn. Bye bye, signal-boosting attacks.
Three Things To Know About The Ford F-150 Lobo With The Available Supercharger
- The supercharger includes a three-year/36,000-mile warranty when installed by an ASE technician.
- It’s entirely California-legal.
- Don’t expect many gizmos inside.
Does A Supercharged Ford F-150 Lobo Fulfil Its Purpose?
Absolutely. Initially, the F-150 Lobo trim didn’t make loads of sense. Sure, it looked sweet, but a stripper truck for $59,860 ($78,565 in Canada) doesn’t seem like a brilliant deal. Add a $10,250 supercharger kit, however, and the equation changes. Now you have a crew cab 700-horsepower street truck with a warranty for $70,110 plus supercharger installation, and that’s a lot of speed for the money. Even with the slight drop and 22-inch wheels, it can still tow a reasonably sized camper or race car, which means it’s very much a real truck. Theoretically, you could hitch it up to a car hauler, have someone hop in said car, and tag-team double-decker burnouts. Or lay a bus-sized gap on a burble-tuned GTI with a lawnmower in the bed.
Right now, a supercharged F-150 Lobo doesn’t have true natural competitors, but that doesn’t mean that one isn’t coming soon. The Ram 1500 Rumble Bee might have a shorter cab, but it’s still a four-door street truck with available supercharged power. The closest version to the supercharged Lobo will be the 5.7-liter model with the incoming Direct Connection supercharger, and while it could be down up to 100 horsepower on the boosted Lobo, it does come with a longer factory-backed supercharger-related warranty.
What’s The Punctum Of A Supercharged Ford F-150 Lobo?
It’s distilled essence of “Hell Yeah.”
Top graphic image: Thomas Hundal
Look, I love that Ford did this…but to pay $70k and get none of the creature comforts that are standard in many entry-level cars feels a bit short-sighted. How about at least a leather-wrapped wheel?
Can confirm – my neighbor’s kid (HS senior) was blasting “Rollin'” last week as he pulled out of his driveway.
I heard that song more than enough from 2000-2002, when I finished high school. It was never my idea to listen to it, but rural music taste among my peers was an odd blend of pop-rap, nu-metal, and 90s country music. The mix CDs people would make had WILD swings in sound!
I was a 2004 grad, so I’m right there with you. I wasn’t a big fan of LB, but I was big into most alternative/nu/punk.
Country though… oof. Could never get into it. Hearing that on a mix CD with Linkin Park would be quite the shock lol.
One mix CD had the following songs:
-“Rollin'” by Limp Bizkit
-“Fishing In The Dark” by Nitty Gritty Dirt Band
-“In The End” by Linkin Park
-“Ride Wit Me” by Nelly (could be substituted/augmented with “Country Grammar”)
-“How You Remind Me” by Nickelback
-“Back In Black” by AC/DC (could also be “Thunderstruck”)
back in my day you had to really work for 700 hp…
Not a Ford guy but I applaud them for giving us a performance truck without all the electronic crap to jack up the price even more. You know what you are paying for with this one.
I wouldn’t buy it, but I’d buy it over the Ram on principal of looking way less like a “it’s got a hemi” guy.
Also, yeah, it sounds like it has the exact amount of electronic crap I want.
That dude was cancelled! Rightfully.
This really looks like somebody dropped a few grand on eBay. It’s expensive, yet looks cheap.
This looks nothing like a Willys MB.
I will always think “sports” trucks are unbelievably stupid. It’s a massive, unwieldly truck that handles like shit, no matter how much they tune it. Just get a sports car already or stay in your lane.
I’m not disagreeing with you- I’m just saying if you are gonna call it a “sport truck” then commit. This looks like the height a normal pickup should be without an “offroad” package. It needs another 2″ lopped off front and rear.
Countless people have said that about the Lobo already, but I think it hits home even harder with 700hp on tap. It’s never going to handle like a sports car, but coils and meaty sway bars all around might at least keep it in it’s lane during a full throttle launch on a less than perfect road.
Will you lose a bit more towing and payload? Probably. Will that be fine for how most people will use the truck anyway? Probably. Not trying to be that guy who says people don’t use trucks for trucks (I mean, I am that guy, but not in this context) just saying that it’ll still be plenty useful for most hardware store or flee market runs and would actually look cool.
Keeping in the spirit of dealer-installed extras, Ford Performance sells a lowering kit for the F150 that drops the front 1.3” and rear 2.5”. Lowering springs, drop shackles and a bunch of hardware. No shock change, but very affordable at $620 (or cheaper) and shouldn’t affect payload or towing
https://performanceparts.ford.com/part/M-3000-H4B
Of course it’s not an aggressive 3/5” drop that you need to truly slam an F150, but that is going to come with compromises better suited to the aftermarket.
For what it’s worth, slammed late-model F150s do look awesome.
Great. A 4-second 0-60 5,200-pound pickup. Just what we need sharing the road. Perfect for the person with more money than talent. Waiting for complaints about 91-octane gas prices in 3,2,1… SMH
“an era of horsepower that we’ll be telling our grandparents about”, eh? I better go get the shovels.
Enough horses and you can bend time.
Please refrain from creating any black holes in the solar system.
-Thank you.
I had a new 2025 hybrid F150 for awhile and I really dont understand why you need 700hp in such a terrible handling truck. The hybrid was way faster than the suspension can handle.
That’d be all of them. But slalom isn’t the point in a pickup like this.
It does make me miss the Tacoma XRunner, though.
the full time awd on this with a factory warranty is kind of impressive. the best street racer I can recall was a guy with a surpercharged 6.0 LS in a half ton regular cab short bed but with the HD 6.0 4L80E and HD axles swapped over too. 4 WD engaged and he could pull from about anyone not in a promod.
I wonder if the t-case is actually working in reverse? use the high gears for daily driving and the lower gears to get off the line quicker when racing.
Top speed would be around 50mph in low range.
Depends on the trans gearing and low range gearing. but if say they went with just a 2 to 1 tcase and highway gears for around town and the low range kicked in when you hit launch control, it might be something like going from 2.50 gears to 4.11 with a flip of the switch.
Can’t you get the supercharger kit installed on any F-150 with a 5.0? If so, I’ll shed several hundreds of pounds of weight and put that blower on an F-150 RCSB with RWD.
And then just smoke em at the lights. all show because it cannot really go. Though I do agree that would be fun still.
There’s probably 5 articles on this website on that very truck. They bring up the FP700 pretty much once a week.
Nah, like any truck, the F150 is already extremely traction limited. Even the old 3.3L V6 will spin the rear tires endlessly from a dig.
Whatever weight the 4WD system adds, it makes up 10fold with traction. The F150 has been proven to be much faster in 4WD on both the strip and around a road corse. Even with regular engines like the eco boost. Check out Gino Manley on instagram.
Driving a “full size” Truck around a small island has taught me that what I really want is a tight turning, narrow COE or Cab Forward Crew cab truck.
‘I don’t care how many horsepower you put in it, I’m not buying it!’
Ford baffles me with the miserliness on the lower tier trucks. Most low-spec GM cars and trucks come with heated seats and steering wheel (!!) and a driver seat that adjusts on 3 axes. Though I guess with Ford you want fewer things that can break.
This is a big reason I don’t own a Ford truck. They lock basic features like a power-fold mirrors and heated steering wheel (both of which I consider dealbreakers) behind high end trims that are priced accordingly. Even worse, you can’t get the best engine (the 2.7) with those high end trims, so Ford essentially wouldn’t sell me the truck I wanted.
And a urethane steering wheel in a $70k truck is offensive.
I bought a used 2.7L Lariat. Best non-electrified truck on the market.
With a supercharger, we now have a wolf that howls.
In Mexico, they must call this the “F-150” trim.
That’s a good question, though. Is it available in Mexico? If so, what do they call it?
Ford had a F150 Lobo at the auto show earlier this year and that steering wheel was easily the most unpleasant plastic thing I’ve handled and I’m well accustomed to death gripping stair tape akin to 80 grit sandpaper. Steering wheel cover easily fixes that and also I like the street truck look way more than the other trims.
And if it’s like every other F150 work vehicle I’ve been exposed to over the last decade, that cheap steering wheel will turn to brittle chalk at the 12 o’clock position from UV exposure in about 5 years.
Ford is just adamant you keep it at 10 and 2 lol
You can swap the nice Raptor steering wheel with paddles for $600ish bucks. Shame as the lobo should have the leather wheel from the XLT or higher trims at a minimum
What’s the standard taunt if you have a truck with a Whipple supercharger?
Suck Whipple?
Your ass just got Whippled?
Get ready for a Whipplin’?
There’s a Whipple in my pants and its… no. I have to stop.
When a good time turns around (You must Whipple it)
You will never live it down (Unless you Whipple it)
No one gets away (Until they Whipple it)
I say Whipple it
Whipple it good!
I say Whipple it
Whipple it good!
That’s a massive drop in towing and payload, for a very small change to the suspension. What gives? If it were a much lower package, truly focused on handling, it would be explainable. But why is a 2″ drop (to the rear only) reducing the tow rating by nearly half?
Also, not a fan of the rear-only drop. In the land of Carolina-Squat trucks, that reverse rake is all I can see.
For a street truck it should be lowered even more, right? It just looks like an F150 with crap ground effects.
Agree 100%. A few more inches off of each end should make it look pretty nice.
My guess is the 22″ tires don’t have the load capacity for more. The payload also dropping so significantly is the clue here.
Bridgestone rates the 22″ Alenza A/S 02 at between 2400 and 3000 pounds per tire. And if the wheel itself can’t hold that, Ford really has some work to do. So that’s ~3600 pounds left for payload from the tires, on the low end. It’s a good guess, but, 22″ is fairly typical on trucks at this point – tire companies have figured out how to keep up.
We live in a wild world of E load rated 22″ and 24″ tires. Crazy stuff.
Also, even that payload rating isn’t that low for a half ton (sad though that is). Even at 15% tongue weight, there’s still room for way more that a 7,900 pound trailer.
That payload is probably still higher than a lot of Rams with the coil spring rear suspension.
The rear drop is usually done simply with longer shackles on the leaf springs. You start out 2″ closer to bottoming out the suspension.