NOTE: This vehicle has been SOLD. Thank you for your interest!

My asking price includes the truck plus the following items:

• SCT X3 handheld programmer (which can also read diagnostic errors codes and compensate for tire diameter changes that would affect the speedometer and odometer)
• Spare set of original take-off headlights
• Spare set of original take-off taillights
• Spare take-off 3rd brake lamp assembly
• Original set of carpeted floor mats (in addition to the rubber all-weather mats in the truck now)
• 2 original keys
• All owner's manuals
• All service records

CARFAX's History-Based Value Report puts my truck's value at $24,280, which doesn't account for the additional $7,000 in modifications and improvements that I've made. Since no reconditioning is required due to its excellent present condition, I feel that the truck is easily worth the "retail" price that one might pay at a dealer anyway (who may have acquired a vehicle by trade-in or auction with missing maintenance records from multiple previous owners who are not readily available to answer any of your questions). Please continue reading this FAQ (especially: 20. Why should I pay more to buy your vehicle when I can find others for less money?) and I'm sure you'll agree. Any reasonable offers will be considered, but the first person who meets my asking price gets to take the truck home and put it in their garage. This can happen quickly because there is no lien on the vehicle (I have the title in hand). And since I usually end up selling a vehicle to the first person who comes to drive it, you don't want to be second in line and miss out. Please note that I am not interested in any trades. Back to top

A "Lariat Limited" (or "Limited" for short) is a unique special edition for the F-150 that was only offered in limited (numbered) production quantity (thus the name "Limited"). Available in only one color (White Platinum Metallic Tri-Coat) and only in crew cab format, all Lariat Limiteds included a lot of standard equipment resulting in a very high specification (and base price) with only 3 available options (for a bed extender, tailgate step, and all-wheel drive). While only 5,000 Limiteds were produced in 2011 (including 3,700 for the U.S. market and 1,100 for Canada), Ford realized there was more demand for such a product and built as many Limiteds as customers wanted in subsequent model years. This made later "Limiteds" less special, because the "Limited" name no longer had any literal significance. That means that the 2011 model was the last true Limited that enjoyed real exclusivity from factory-capped limited production. However, it's hard to blame Ford for lifting the production limits for future Limiteds, as the idea of a special F-150 that combines high (street) performance capabilities with luxury features and comfort was such a successful and compelling formula. It's no wonder that the prestigious Limited trim now proudly sits atop the F-150 food chain, commanding a premium over the Platinum and King Ranch models with an MSRP over $14,000 higher than even the mighty SVT Raptor.

The Ford F-150 Lariat Limited is a rare and perfect blend of practicality, performance, luxury, and beauty. Many trucks promise those attributes, but they typically emphasize one quality over another or sacrifice too many trade-offs in the process. The F-150 Lariat Limited offers excellent performance and luxurious comfort in a stylish, sporty, and versatile package that can still perform work when needed. And it arguably looks better than its other F-150 counterparts, with a distinctive yet understated look. Ford Lariat Limiteds obviously enjoy more exclusivity than their more common F-150 siblings too.

The past few years have thankfully affirmed our decision to choose the F-150 Lariat Limited as a practical all-around family vehicle as it has many positive personality traits. It's perfectly comfortable on long road trips or making a run to the home improvement store. The F-150 Lariat Limited has swallowed all of the loads we have thrown at it, and it never lost its composure while doing so. It has also been very reliable and capable, whether commuting to work or shuttling our family to different activities in all kinds of weather and road conditions. Despite having 2 other cars, we always choose to take the F-150 on road trips because it's such a fun, sporty, and roomy vehicle. It's simply a pleasure to operate, and a great place for extended "wheel time." Back to top

The Limited Preferred Equipment Package (option code 548A) was a $10,725 option on top of the Lariat trim's $36,980's base price. It dramatically transforms the otherwise commonplace and pedestrian F-150 into a more purposeful, performance-oriented machine. Not only does it include the exclusive 22x9 forged wheels with polished spokes and body color pockets, but it also includes a distinctive sculpted front bumper and grill painted in body color, which looks much nicer than the standard trim on other F-150 models. Additionally, all Lariat Limiteds feature the top-of-the-line 6.2-liter V8 engine (only available in SuperCrew body style on Lariat trims and above), and unique two-tone leather seats with color-coordinated floor mats and a classy production nameplate on the center armrest. Lariat Limiteds only come in one color with luxurious multi-stage White Platinum Metallic Tri-Coat paint, and can be further distinguished by the "L I M I T E D" lettering on each side of the bed and on each wheel center cap.

Because of its high $47,705 starting price (before options) and exclusive pairing with the SuperCrew cab and 5.5-foot box/bed length, the Limited package was only ordered by a handful of the most discerning enthusiasts. And with a short production run of only 5,000 units worldwide, Limited trucks make up only a tiny fraction of total F-150 production. A plain F-150 is certainly a nice-looking truck, but the Limited version looks sharper, bolder, and more formidable while still remaining understated and tastefully restrained in the typical "OEM Plus" tradition that avoids the tacky aftermarket "tuner" look. While the F-150 is not an uncommon vehicle by any means, it's extremely unusual to encounter another Limited F-150 in the wild. You definitely see more Raptors and Platinums on the road than Limited F-150s. Back to top

The "Boss" 6.2L V8 was the biggest engine offered in the 12th generation (2009-2014) Ford F-150, and it has never been offered in any F-150 model since the 13th generation debuted in 2015. If you want a 6.2 now, Ford makes customers step up to the F-250 Super Duty. This powerful engine was all-new in 2011 and boasted the most horsepower and torque of any engine in its class at the time. While a lower-output 385-hp version of this engine replaced the 6.8L Triton V10 in the Super Duty F-series trucks, the Lariat Limited shares the SVT Raptor's higher-output race-tested version of the same engine (with best-in-class 411 horsepower and best-in-class 434 lb-ft of torque). This version of the engine famously achieved a podium finish in the grueling Baja 1000 race.

Ford's "Boss" 6.2-Liter V8 engine has the following key features and benefits:

• Large bore, small stroke design inspired by Ford's racing heritage
• Torque-actuated dual-equal variable cam timing (De-VCT) optimizes intake and exhaust valve opening and closing events to maximize fuel economy and deliver outstanding torque
• Twin spark plugs per cylinder ensures optimal performance, efficient combustion, better fuel economy, and a smooth stable idle
• Tuned composite single-plenum intake manifold and ports tuned for optimal airflow resulting in excellent torque across entire engine speed range
• Large single intake and exhaust valves for outstanding breathing
• Stiff overhead cam roller-rocker shaft valvetrain with hydraulic lash adjusters
• High-strength deep skirt block with 4 bolt mains and side bolts for strength and durability
• Six-bolt press-fit main bearing caps
• Cast-iron crankshaft
• Deep-sump stamped-steel oil pan with 7-quart capacity
• High 9.8:1 compression ratio enhances engine efficiency
• Optimized combustion process to reduce emissions and harshness
• Cast exhaust manifolds for heavy duty operation and durability
• Piston cooling jets for improved fuel economy and durability also keep piston crowns cool in the most extreme scenarios
• Integral oil cooler for improved towing capability
• Dual-knock sensors with adaptive knock control for optimum spark
• Aggressive Deceleration Fuel Shut-off (ADFSO) for improved fuel economy
• Individual coil on plug (COP) ignition
• Sequential multi-port electronic fuel injection
• Durability testing put the engines in extreme conditions far greater than customers are expected to experience, including test-running multiple engines at peak power non-stop for 500 hours, as well as multiple 1000-hour, high-load, real-world driving tests.

Per Wikipedia:

The 6.2 L (379 cu in) V8 is the main variant of the Boss engine. The V8 shares design similarities with the Modular Engine family such as a deep-skirt block with cross-bolted main caps, crankshaft-driven gerotor oil pump, overhead cam valve train arrangement, and bell housing bolt pattern. In particular, the 6.2 L features a two-valve per cylinder SOHC valve train with roller-rocker shafts and two spark plugs per cylinder, as well as dual-equal variable cam timing. Just as notable is that they use a much wider 4.53 in (115.1 mm) bore spacing (compared to the Modular's 3.937 in (100.0 mm)), allowing for the use of larger bore diameters and valves. The 6.2 L V8 has a bore diameter and stroke of 4.015 in × 3.74 in (102.0 mm × 95.0 mm). It has lightweight aluminum cylinder heads and pistons, but makes use of a cast-iron cylinder block for extra durability since most applications for the engine will be trucks.

All of this power and engineering came at a steep price however, as the 6.2l V8 engine was standard equipment on only the pricey SVT Raptor, Lariat Limited, and Harley-Davidson edition F-150s, and originally only available as an option on the Platinum and Lariat SuperCrews. Later, Ford permitted other trims to be ordered with the 6.2 too, but it was a $3,000 option on the FX2/FX4 and a $5,000 option on the XLT. The 6.2's high price of admission also helps explain why it is such a rare and desirable powertrain to find in the second-hand used market.

How durable is the 6.2 engine? Considering it is the volume engine for Ford's Super Duty line, they are many in fleet service performing grueling work truck duties with long idle times. And they have proven to be extremely reliable, even being called the most dependable motor ever put in a Super Duty by some enthusiasts (and according to IHS, there are more F-series trucks on the road with more than 250,000 miles than any other brand). Fleet managers have reported minimal engine failure/repair rates for the 6.2-powered trucks, which compare very favorably with the more expensive but less reliable diesel counterparts in the same fleet. There are a lot of Super Duty 6.2s on the road and yet the online message boards and forums dedicated to 6.2L repairs are very quiet with few complaints or reported incidents. 250K-300K miles without a major repair is not uncommon, and there is at least one Raptor owner with 424,130 miles on the original powertrain. Another flatbed truck owner put 418,000 hard miles on his 6.2 before the camshaft lobes became too pitted from wear. In his case, the most cost-effective solution was a complete replacement with a remanufactured long block, even though the original block was fine and still had 175 lbs of compression across each cylinder. During those 418K miles, the engine itself needed nothing but routine maintenance and a new PCV, radiator, and a couple of spark plug wires and oxygen sensors. While the 6.2 does enjoy a bulletproof reputation, a small number of people have reported valve spring failures, but those instances are rare and may be isolated to certain production batches. Ford issued a TSB for early production 6.2 engines in 2010 F-150 models (produced between 1/18/2010 and 9/7/2010) to address engine noise and premature rocker shaft roller wear, but thankfully no 2011 F-150s are affected (my truck was built in April 2011). The 6.2 "Boss" engine has also made a name for itself in marine applications, with the largest privately-owned inboard gasoline marine engine manufacturer in the world choosing Ford's 6.2 engine for its demanding water sports applications. While a car or truck spends most of its time at only 10-15% throttle, most boat engines cruise at closer to 75% throttle. So the fact that Indmar Marine Engines, which has been in business for nearly 50 years, selected the Boss 6.2 is a testament to its reliability at higher performance loads.

Here are the full specifications for Ford's 6.2L "Boss" engine:

• Displacement 6.2L (379 CID)
• Number of cylinders 8
• Bore 102 mm (4.015 in)
• Stroke 95 mm (3.74 in)
• Firing order 1-3-7-2-6-5-4-8
• Spark plug CYFS-092FP
• Spark plug gap 0.95 mm (0.037 in)
• Minimum oil pressure at idle (engine at normal operating temperature) 55 kPa (8 psi)
• Oil pressure at 2,000 rpm (engine at normal operating temperature) —
• Compression ratio 9.8:1
• Engine weight (without accessory drive components and with flexplate) 263 kg (580 lb)

Cylinder Head and Valve Train

• Combustion chamber volume 48.1-51.1 cc (2.94-3.12 cu in)
• Valve arrangement (front to rear) — LH E-I-E-I-E-I-E-I
• Valve arrangement (front to rear) — RH E-I-E-I-E-I-E-I
• Valve guide bore diameter 7.953-7.975 mm (0.3131-0.3139 in)
• Valve stem diameter — intake 7.933-7.953 mm (0.3123-0.3131 in)
• Valve stem diameter — exhaust 7.921-7.942 mm (0.3118-0.3126 in)
• Valve stem-to-guide clearance — intake 0.022-0.072 mm (0.0008-0.0028 in)
• Valve stem-to-guide clearance — exhaust 0.034-0.084 mm (0.0013-0.0033 in)
• Valve head diameter — intake 53.5 mm (2.106 in)
• Valve head diameter — exhaust 42 mm (1.653 in)
• Valve face runout — intake 0.060 mm (0.0023 in)
• Valve face runout — exhaust 0.050 mm (0.0019 in)
• Valve face angle 45.5 degrees
• Valve seat width — intake 1.4-1.6 mm (0.05-0.06 in)
• Valve seat width — exhaust 1.6-1.8 mm (0.06-0.07 in)
• Valve seat angle 44.5-45.0 degrees
• Valve spring free length 65.1 mm (2.562 in)
• Valve spring compression pressure 23 N (45 lb) @ 54.72 mm (2.154 in)
• Valve spring installed height 54.72 mm (2.154 in)
• Valve spring installed pressure 23 N (45 lb) @ 54.72 mm (2.154 in)
• Head gasket surface flatness 0.025 mm (0.001 in) in any 25 mm (1 in) x 25 mm (1 in) area; 0.05 mm (0.002 in) in any 150 mm (6 in) x 150 mm (6 in) area; 0.1 mm (0.004 in) overall

Camshaft

• Theoretical valve lift @ 0 lash — intake 13.25 mm (0.521 in)
• Theoretical valve lift @ 0 lash — exhaust 13 mm (0.511 in)
• Lobe lift — intake 8.019 mm (0.315 in)
• Lobe lift — exhaust 7.861 mm (0.309 in)
• Allowable lobe lift loss 0.127 mm (0.005 in)
• Journal diameter 28.587-28.613 mm (1.125-1.126 in)
• Camshaft journal bore inside diameter 28.657-28.682 mm (1.128-1.129 in)
• Camshaft journal-to-bearing clearance 0.044-0.095 mm (0.0017-0.0037 in)
• Runout 0.025 mm (0.0009 in)
• End play 0.025-0.150 mm (0.0009-0.0059 in)

Cylinder Block

• Cylinder bore diameter — grade 1 102.000-102.010 mm (4.0157-4.0161 in)
• Cylinder bore diameter — grade 2 102.010-102.020 mm (4.0161-4.0165 in)
• Cylinder bore diameter — grade 3 102.020-102.030 mm (4.0165-4.0169 in)
• Cylinder bore maximum taper 0.016 mm (0.0006 in)
• Cylinder bore maximum out-of-round 0.020 mm (0.0008 in)
• Main bearing bore inside diameter 72.400-72.424 mm (2.8504-2.8509 in)
• Head gasket surface flatness 0.03 mm (0.001 in) in any 40 mm (1.5 in) x 40 mm (1.5 in) area; 0.05 mm (0.002 in) in any 150 mm (6 in) x 150 mm (6 in) area; 0.025 mm (0.0009) in any 25mm (0.984 in) x 25 mm (0.984 in) area overall

Crankshaft

• Main bearing journal diameter 67.481-67.505 mm (2.6568-2.6576 in)
• Main bearing journal maximum taper 0.008 mm (0.0003 in)
• Main bearing journal maximum out-of-round 0.006 mm (0.0002 in)
• Main bearing journal-to-cylinder block clearance 0.025-0.050 mm (0.0009-0.0019 in)
• Connecting rod journal diameter 52.733-52.753 mm (2.0761-2.0768 in)
• Connecting rod journal maximum taper 0.008 mm (0.0003 in)
• Connecting rod journal maximum out-of-round 0.006 mm (0.0002 in)
• Crankshaft end play 0.140-0.260 mm (0.005-0.010 in)

Piston and Connecting Rod

• Piston diameter — grade 1 (at right angle to pin bore) 101.960 mm (4.0141 in)
• Piston diameter — grade 2 (at right angle to pin bore) 101.970 mm (4.0145 in)
• Piston diameter — grade 3 (at right angle to pin bore) 102 mm (4.0157 in)
• Piston-to-cylinder bore clearance (at grade size) 0.010-0.040 mm (0.0003-0.0015 in)
• Piston ring end gap — top 0.35-0.50 mm (0.137-0.0196 in)
• Piston ring end gap — intermediate 0.35-0.50 mm (0.137-0.0196 in)
• Piston ring end gap — oil control 0.15-0.65 mm (0.005-0.025 in)
• Piston ring groove width — top 1.5 mm (0.059 in)
• Piston ring groove width — intermediate 1.5 mm (0.059 in)
• Piston ring groove width — oil control 2.5 mm (0.098 in)
• Piston ring width — top and intermediate 1.5 mm (0.059 in)
• Piston ring-to-groove clearance — top 1.47-1.50 mm (0.0578-0.0590 in)
• Piston ring-to-groove clearance — intermediate 1.47-1.50 mm (0.0578-0.0590 in)
• Piston pin bore diameter 24 mm (0.944 in)
• Piston pin diameter 24 mm (0.944 in)
• Piston pin length 62 mm (2.44 in)
• Piston pin-to-piston fit 0.17-0.80 mm (0.006-0.0031 in)
• Connecting rod-to-pin clearance 0.3-0.18 mm (0.001-0.007 in)
• Connecting rod pin bore diameter 24.009 mm (0.945 in)
• Connecting rod length (center-to-center) 157.50 mm (6.2 in)
• Connecting rod maximum allowed bend 0.038 mm (0.0015 in)
• Connecting rod bearing bore diameter (with assembled liners) —
• Connecting rod bearing-to-crankshaft clearance 0.025-0.065 mm (0.0009-0.0025 in)
• Connecting rod side clearance 1.0 mm (0.039 in)

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I have been averaging between 14 and 15 MPG over the life of the vehicle, which is right around the EPA's combined estimated fuel economy rating of 14 MPG. The truck is officially rated at 13 MPG in the city cycle, and up to 18 MPG on the highway. With a 36-gallon fuel tank, that provides an effective range between 468 miles (city) and 648 miles (highway). The 5 Star Tuning software has made no discernible change to the truck's fuel consumption (in either 87- or 93-octane programs). Back to top

A regular 2011 Ford F-150 SuperCrew with 145" wheelbase equipped with a 6.2L V8 and the Max Trailer Tow Package can support payloads up to 1,880 lbs. and tow up to 11,300 lbs. However, due to the Limited's 22" low-profile performance tires, Ford's published payload capacity for the Lariat Limited is 1,230 lbs. (1,267 lbs. according to the sticker on the door) and the towing capacity is reduced to 7,500 lbs for safety. Should the next owner desire to haul or tow larger loads, the powertrain is certainly up to the task but different tires will likely be needed. Back to top

The 22-inch wheels are all 9 inches wide, and look aggressive in a tasteful factory-tuned way without affecting suspension load and geometry like other aftermarket setups might. Ford's engineers clearly did their homework because the tires, wheels, and suspension components have been carefully matched and tuned for sporty handling characteristics. The stock ride quality with the Pirelli Scorpion Zero Asimmetrico 275/45 R22 tires is generally compliant and the wide tires provide enhanced road sensitivity, excellent feedback, and confidence-inspiring grip and control. The vehicle remains relatively flat in corners, exhibiting progressive body roll and reduced squat and nosedive since I installed the Hellwig anti-sway bars. The ride is tight and athletic, but I would not describe it as harsh or rough (though I try to avoid potholes and slow down as much as possible for railroad tracks and speed bumps out of habit). The low-profile sidewalls enhance steering responsiveness and road feel, but also make the vehicle more sensitive to road imperfections at the same time. The 22" Pirelli tires are obviously not as comfortable as other 20" and 18" combinations, but their compliance over bumps and road irregularities is perfectly acceptable to me. Nobody in my family has ever complained about the ride quality and this is the vehicle we always choose for maximum comfort on road trips. I typically run close to the manufacturer's recommended tire pressures for the best fuel economy and optimal tire wear, but running lower pressures would theoretically improve the ride quality at the expense of some steering feedback and ultimate handling performance. Tire selection and construction also play a big part in this, and other tire brands/models in the same size may exhibit different characteristics too.

For me, the enhanced looks and handling of the 22" wheels and tires are well worth the small loss in comfort from a shorter sidewall. Having owned many vehicles with both "plus-size" and stock-size wheels, I can honestly admit that I would never trade my F-150's excellent control and agility for smaller wheels (with their more conservative looks and less communicative steering). Besides, the sporty 22" wheels just look incredible! Back to top

While 2011 F-150 Lariat Limited models were available with optional all-wheel drive (without a 4-Low mode), that was an unnecessary $3,000 option for me, and one that comes with a fuel economy penalty (1 MPG worse in the city and 2 MPG worse on the highway). I opted for the (275 lbs) lighter and simpler 2-wheel drive version of the Lariat Limited as it made the most sense for our personal needs and anticipated driving conditions in the southeast. We have been very happy with our decision, enjoying better fuel economy with reduced complexity and maintenance. And no, we've never gotten the truck stuck. But I understand if 4 wheel drive is important to others. Just keep in mind that the Lariat Limited's AWD system doesn't offer the 4L (4-Low) mode available on other 4x4 F-150 models. AWD Lariat Limiteds only offer 2H, AWD, and 4H modes, however some owners have retrofitted the transfer case and dashboard switch to add 4-Low. This modification requires re-programming the truck's computer too. Back to top

The gallery photographs and meticulous service history should speak for themselves. This vehicle is in excellent mechanical and cosmetic condition. I don't want to misrepresent the vehicle or mislead a potential buyer, so I'll admit that the vehicle isn't perfect. I rate the exterior condition a 9 out of 10 (with 10 being perfect) and the interior a 9 out of 10. The interior has worn well over the years--there are no stains, gashes, or tears and the leather is still soft and supple (not dry, hard, or cracked). The front seat bottoms have typical creases or wrinkles in the thigh bolster leather (from compression and movement), and the door sills naturally have a few minor shoe scuffs. I am a non-smoker and nobody else has ever smoked in the truck either.

As with any vehicle this age, there are a few rock chips and very minor scratches and swirl marks in the finish (but the depth of these imperfections are superficial, and nothing has penetrated through the paint and primer to the bare metal). Ford's glossy black B-pillar trim is notoriously soft and collects swirl marks, but those are easy to polish out. The black plastic trim on the bumpers and the rubber moldings around the window frames have obviously faded to a lighter shade of gray over time. The vehicle has primarily been hand-washed and hand-waxed, but I have been guilty of taking a rare trip to the touch-free (brushless) automatic truck wash for a quick touch-up (maybe once a year in the winter when it's too cold to wash the truck outside but I want to quickly rinse off any grime). The body is perfectly straight, there is not a single dent or even a door ding! If I'm being super picky (and I'm already pretty picky!) the engine compartment has a light coating of dust in the areas where I can't reach or am afraid to get wet and wipe down by hand. There is no sign of rust or corrosion anywhere on the body, and there are no interior leaks (from clogged sunroof drains or failed window seals or third brake light seals). The vehicle looks as good as the pictures indicate. It probably won't win any concours awards as it's a driver (not a trailer queen), but it does show well and compares favorably with other F-150s on the road today. For a complete list of all known blemishes, please see the next FAQ item below. Back to top

It's a relief to say this, but nope, not really! Absolutely everything works (including every feature and accessory), and no parts are missing (I even have the ashtray insert for the cup holder and the trailer light fuse kit for use while towing). In the interest of full disclosure, I am sharing the following nitpicks:

• Minor but repairable curb rash on one wheel.
• Minor rock chips and cosmetic scratches in the wheel finish (from normal driving and incidental contact with the dealer technician's pneumatic sockets).
• A very shallow scratch in the paint on the driver-side fender flare trim that is hard to see and not worth repairing or fussing over.
• A few tiny rock chips in the windshield that haven't changed shape or size in years.
• The factory original stone guard tape (or "clear bra" film) on the bumpers are lifting on the edges so the exposed adhesive underneath has some staining or discoloration from road grime and tire dressing. This is really the only visible eyesore on the truck (ok, besides the pollen that has washed behind the edges of the 3rd brake light and tail light lenses). The stone guard tape can all be replaced with a $26 kit, sourced individually for ~$7 per piece, or some owners simply remove the tape altogether (you will likely need a heat gun or hair dryer).
• The custom paint inside the passenger-side "6.2L" billet badge is peeling in one area, but this can be repainted or touched-up (and the entire badge can be removed in 5 minutes with dental floss and a wipe of Goo-Gone if desired).
• There is a rock chip in the black plastic part of the grill beside the driver side headlight.
• The stitching on the top edge of the Extang Revolution logo tag on the tonneau cover has come apart in one corner (but doesn't seem to affect the integrity of the cover itself).
• The chrome exhaust tip has some general pitting and finish wear from rocks kicked up by the rear tire.
• There is evidence of some minor seepage at the seal where the rear axle tube meets the differential housing, but this stain appeared not long after the truck was new and Ford left it alone because by their standards they classify it as "seepage" vs. an active "leak" that drips on the ground. This old residual stain hasn't changed shape or size in over 100,000 miles, and has never dripped on the ground. It is not even moist to the touch anymore, and is covered with a fine layer of dust.

Being a perfectionist, I lose sleep over the littlest things. But I've learned to tolerate minor niggles like these, especially when we're talking about diminishing returns on an 8-year old truck that's been driven 15,000 miles a year. Are these items correctable? Certainly, but they haven't really bothered me enough to care, and I doubt most people would notice them unless I point them out. Other than the aforementioned blemishes, there is nothing else that "needs" be fixed on the truck. These nitpick issues nevertheless keep me from advertising the truck as a perfect "10 out of 10" (it's a 2011 model year truck after all, so some age and wear are visible).

In terms of operation, everything works great (including ALL accessories, even the features that I don't use often like the one-touch power sunroof). The front and rear seat heaters will roast your backside, the ventilated front seats will cool your jets, and the air conditioning is frigid cold and blows forcefully. There are no check engine lights, no visible fluids leaking under the truck, and the Ford dealer gave the vehicle a clean bill of health at its recent service this past month. The interior doesn't rattle, squeak, creak, or make other noises over bumps, and the 700-Watt Sony stereo system still thumps (and none of the speakers are blown either). Even the power retractable running boards still deploy and fold quickly and quietly.

The engine idles quietly, pulls with authority when prodded, and the transmission upshifts and downshifts without hesitation. The suspension alignment is good so the truck tracks straight and true without requiring constant corrective input at the steering wheel, and all of the tires are properly balanced and smooth at highway speeds. If there is one thing that one might notice from behind the wheel, it's a slight flutter in the driveline when accelerating rapidly from a stop, a condition that is present because the driveshaft was not properly indexed and balanced by the dealer the last time they disconnected it to clean and grease the slip yoke splines. This flutter, which is only felt between 15-20 MPH under hard acceleration, is not present under normal driving and can be rectified the next time the drive shaft needs to be lubed (maybe in another 20,000 miles for a total cost of $241). But it's probably not worth the trouble disconnecting the drive shaft just to rotate and re-balance it (which could make it better or worse). Speaking of lube, it's a good idea to make sure that the Hellwig anti-sway bar bushings don't dry out (and that the sway bar fasteners are checked and re-tightened regularly), otherwise everyday suspension travel and articulation can cause them to make creaking noises under the truck.

This truck really doesn't need anything (it's ready to go "as is"), and it wouldn't take much to make perfect. Back to top

No, and it has never needed top-offs between oil changes either. In addition, the exhaust color is clear with no blue (or white) smoke and no unusual odors. Back to top

Even though the Ford F-150 Lariat Limited is pretty nice out of the box, I've made some noteworthy improvements to mine to make it even better. The least visible changes are underneath the truck, where I have installed Hellwig anti-sway bars that dramatically reduce body roll in corners. The original brake rotors and pads have been upgraded to Power Stop Z23 Evolution front and rear cross-drilled and slotted brake rotors with dust-free carbon-fiber ceramic pads. Mechanically speaking, the truck's powertrain is stock but I have used an SCT X3 handheld programmer to install the latest ECU tuning software from 5 Star Tuning, one of the most reputable Ford tuners in the U.S. The new electronic software (which is 100% reversible and comes with 3 different programs in addition to the factory stock tune) is one of the most popular upgrades on the market and has been thoroughly tested to be safe and reliable. While peak output of 434 hp and 453 lb-ft may only seem like marginal gains over stock, the new software has made a world of difference in throttle tip-in responsiveness, acceleration, and drivability (especially at partial throttle). There is more power available everywhere throughout the rev range (increased "area under the curve"), and any flat or dead spots with the factory tune have been smoothed over with a more consistent and uniform power delivery. In stock form, Ford's torque management limits off-the-line acceleration and keeps things on a tight leash until higher gears and speeds are reached. However, 5 Star Tuning's revised software dramatically increases low-RPM grunt by restoring that missing torque and lets the engine pull hard from idle all the way to redline.

Cosmetically, I have made some tasteful modifications that produce a mildly tuned "OEM Plus" look. The first visual modification that distinguishes my F-150 from all others are the custom Bilinvic Retrofits HID projector headlights. These are not your cheap Chinese knock-off eBay kits but hand-fabricated, high-quality units manufactured using brand new Ford headlights with perfect OE fitment and internal components from The Retrofit Source like new ballasts and projectors with excellent optical clarity. While enthusiasts will recognize the unique and distinctive touches that I've made, the best part is that most casual observers with an untrained eye won't really notice the updated lights (they will just "look right" because they use period-correct reflector housings with more modern and contemporary projector lenses compared to trucks with older-style incandescent bulbs). To complement the new 50-Watt ballasts (and because I still use the factory auto-lamp feature to automatically turn on the headlights whenever it is dark), I upgraded the truck's battery to a genuine Ford Motorcraft Tough MAX BXT-65-850 heavy duty battery with 100-month warranty (850 CCA vs. stock 750 CCA).

From the side of the truck, the first thing one notices are the Raptor-style "6.2L" billet badges with their faceted 3-dimensional faces, custom-painted pockets, and polished frames. The normally unfinished and unprotected wheel wells also look more upscale thanks to the contrasting wheel well liners from Ford. What you won't see from the side is the nearly flush Extang Revolution retractable roll-up tonneau cover, which has a very low profile that maintains the clean and sporty silhouette of the original truck, unlike many of the frumpy raised and rigid tonneau covers you see on the road.

Out back, I have tidied up the inside of the box and tailgate with a BedRug carpeted bed liner that gives the bed a finished look and also offers padded protection (for the bed itself but also for your knees). A Stabilus EZ-Down damped tailgate control strut also slowly dampens the tailgate release so that it doesn't free-fall and bang at the bottom of its travel. To update the rear of the truck to match modern Fords, I replaced the old dated-looking incandescent tail lamp bulbs with crisp new LED ones from Diode Dynamics with load resistors that prevent hyper flashing. The bright and responsive LED lights really pop visually and make the truck look newer and less out of place among brand new vehicles (especially when combined with the matching LED bulbs that I also replaced for the 3rd brake light, license plate lights, cargo lights, and mirror puddle lamps).

Serving both cosmetic and functional purposes, I protected the interior of the truck with an expensive, high-quality, heat-rejecting, nano-ceramic window tint film manufactured by Huper Optik. This film, developed in Germany, has superb solar performance and UV-filtering technology with excellent optical clarity and selective spectral enhancement. Because this film doesn't have any dyes, it will never fade or change color. And because there is no metal in the film, it won't interfere with radio reception or reduce the range of keyless entry signal transmission. The 30% tint is just dark enough to increase privacy and reduce glare, avoiding the black "limo" tint look that would be impossible to see through at night. I also replaced the front windshield with genuine Ford Carlite DW01982 SoundScreen acoustic windshield glass, which reduces wind noise significantly (one of my favorite upgrades).

Inside the truck, you are immediately greeted by "Just Right" (Version 3.0) door detents on the front doors, which hold the door in more intermediate positions/angles than offered by the factory. I also finished the bare rear door sills with sill protectors that match the front. I replaced the factory carpeted floor mats with genuine Ford all-weather rubber floor mats. From the driver's seat, you will appreciate the Wicked Performance dead pedal, which provides a convenient resting place for your foot during long road trips, or a strong platform to brace your left leg during spirited driving. I have also updated all interior dome, vanity mirror, and map lights with LED bulbs (in a crisp cool white color). Since one can never have too many USB ports, I also performed the "USB2 modification" that provides SYNC with an additional USB port in the glove compartment. Lastly, I used a simple "Add-a-Circuit" to hard-wire a switched power source (from the fuse panel) to power a Valentine 1 radar/laser detector with remote display (on the steering column). I plan to keep the actual radar detector and remote display but will leave the hidden wiring connections in place for future use by the next owner. None of the factory wiring has been permanently modified, so this can be removed quite easily if desired, restoring everything to its original state. Back to top

Never. No wrecks, fender benders, or contact with other vehicles ever. The truck has never even had any paint or body work done, other than one paintless dent repair to fix a tiny door ding that was an eyesore (for me). Back to top

I have replaced many parts on the vehicle, personally spending $14,157 on maintenance, upgrades, and accessories while I have owned it. Other than consumables like synthetic Mobil 1 oil and Ford Motorcraft oil filters, here is a quick list of some of the other items that I have replaced (or added) in the past 24 months, beginning with those items replaced most recently:

• 2 rear shock absorbers ($134 + $125 labor)
• 16 Spark plugs ($117 + $360 labor)
• Windshield wiper blade inserts ($20)
• Engine coolant ($35 + $85 labor)
• Drive shaft repair kit ($18 + $188 labor)
• Pirelli Scorpion Zero Asimmetrico 275/40 ZR22 XL tires ($1000 including labor for mounting, balancing, and alignment)
• Blower motor speed control module ($79 + $175 labor)
• Transmission filter, gasket, and fluid ($99 + $176 labor)

Please consult the Service History page for exact dates and mileage figures for each item. That page also lists other items replaced during older service activities too. Back to top

I handle easy things like bulb replacements myself, but I prefer to let the professionals do the major work, especially if it requires a lift or special tools. Under my conscientious ownership, this truck has only been professionally serviced and maintained by trusted certified dealership technicians at Athens Ford. Even after the original factory warranty expired, I continued to have the truck serviced at the same dealership even though there are plenty of great independent shops in my area. If you would like to speak with my service advisor at Athens Ford about the quality of care we have lavished on my vehicle, feel free to contact Jeff Owens directly yourself at 844-361-7346. He knows me to be an extremely picky and particular customer. For example, while photographing the truck for my classified listing, I discovered fluid oozing from one of my rear shocks and immediately scheduled an appointment to replace both rear shocks with brand new units for peace of mind and because I couldn't (in good conscience) sell a vehicle to someone with a potential safety-related problem. We also went ahead and performed the 112,500-mile oil service ahead of schedule too. For a complete listing of all service activities, please refer to the service history page on this site. Back to top

Since purchasing the truck new, I have spent an average of $1,027 annually on maintenance expenses. But keep in mind that this cost figure includes dealership hourly labor rates, synthetic oil, a one-time purchase and installation of new brakes (the originals lasted me 90,000 miles), and the amortized cost of new 22" performance tires every other year. If you are handy or mechanically inclined, and have access to the right tools, you can probably maintain the truck yourself and save a ton of money on labor costs. The truck has proven to be very reliable and since the original factory expired at 36,000 miles (roughly 75,000 miles ago), I have only spent a cumulative total of $1,794 on 6 different post-warranty repairs (with a mean-time-between-failures rate of one repair every 10 months for an average cost of $299 per occurrence). While it is true that genuine OE parts and dealership service department labor costs can be expensive, I don't think my experience has been out of line or exceptionally expensive for an 8-year old out-of-warranty vehicle. In fact, I have found the ongoing maintenance costs to be perfectly reasonable considering how expensive things like a set of 22" performance tires are (compared to conventional tires on regular trucks). I have owned some pretty old high-mileage vehicles in the past (like a complex BMW 7-series with 205,000 miles), so I have multiple frames of reference on the subject and have no qualms about owning a Ford truck without the safety net of an extended warranty (especially with the legendary reliability of the 6.2L V8 engine). If you want to continue enjoying these trucks for a long time, much of it comes down to proper maintenance and preventive care anyway. While Ford vehicles have always been known for their excellent performance and segment-leading capabilities, they have sometimes had trouble matching Japanese reliability. But based on J. D. Power's Vehicle Dependability Study, the 2011 Ford F-150 still scored an 8 (out of a maximum possible 10 points) in Mechanical dependability, a 9 out of 10 on Exterior/Interior dependability, and a score of 7 on Features/Controls, earning an overall dependability score of 8 out of 10. Consumer Reports also claims that nearly three-quarters of 2011 F-150 owners would buy the same vehicle again, with owners of 2011 F-150s reporting better than average reliability in the following repair categories: minor engine, engine cooling, major transmission, suspension, paint/trim, and body hardware.

Since I have strictly followed Ford's recommended maintenance schedule, diligently performing all service activities at the appropriate mileage intervals and only using the best "TOP TIER" fuels and Mobil 1 synthetic oil, I think a catastrophic mechanical failure is unlikely. The stout engine, which uses a robust Super Duty-rated design that was endurance-tested in the punishing 1,000-mile Baja race, is not likely to die prematurely. There are no outstanding recalls and service campaigns (like Recall Number 19S07 for 6R80 Sudden Transmission Downshift, which has already been performed by the dealer). Additionally, per Ford's Field Service Action Number 19N01, the output shaft speed (OSS) sensor and transmission molded lead frame are still protected under the balance of Ford's transferable extended warranty coverage for 10 years/150,000 miles (until 2021 or another 40,000 miles in this vehicle's case). Ford doesn't appear to be very confident in the longevity of this particular component (common to any 2011-2013 F-150 or Expedition with the same 6R80 transmission) but they are at least standing behind their product and trying to do the right thing for owners beyond the original warranty period. The remaining life of the vehicle will primarily be determined by regular wear and tear and whatever future service regimen is followed. With recently replaced spark plugs, brakes, tires, rear shocks, transmission fluid, coolant, and fresh engine oil and filter just this past month, this particular F-150 is ready for immediate use and many more years of enjoyment. I feel confident driving this vehicle anywhere, alone or with my loved ones aboard (it has already served us very reliably on numerous road trips around the country, including 14-hour drives to Dallas, TX and Key West, FL). If the truck ever refuses to start one day, I would first check the fuel pump fuse because other F-150 owners have reported this as a common failure. Ford is also aware of the problem (TSB 15-0137) and offers a simple affordable fuse relocation repair kit (part number EL3Z14293A) which deletes the #27 fuse and moves it to slot #71 which has a larger capacity style base. The first symptoms are burn marks on the fuse and hesitation when starting the engine, but so far mine hasn't exhibited any signs of failing so I haven't installed the $20 fuse relocation kit, but one could proactively install it for peace of mind. Back to top

3 child car seats can theoretically be used at once in the back seat. The back seat features (2 pairs of) Lower Anchors and Tethers for Children (LATCH) points to accommodate child car seats (or boosters) in the 2 outboard positions, and there are 3 upper tether anchors on the back of the rear seat (one for each outboard seat and one for the center seat). Convertible child car seats can be easily installed either forward- or rear-facing (according to your seat manufacturer's guidelines and specifications). As far as using 3 child car seats at once, since there are no LATCH anchor points for the center seat, the vehicle's 3-point seat belt will have to be used to secure the seat (when the child is secured by a separate chest harness built into the child car seat) or to secure both the child and seat (when using a booster seat).

What about installing a single child car seat in the center position (between the 2 outboard positions)? Yes, this can be done but you'll have to install it using the truck's 3-point seat belt since the center seat doesn't have its own set of dedicated LATCH anchors. Why can't you just "borrow" one LATCH anchor from the 2 outboard seats? In general, it's only considered acceptable to use 2 inboard LATCH anchors (the closest anchor from each of the outboard seats) to install a child car seat in the middle/central position if both the auto manufacturer and child car seat manufacturer permit it and the 2 inboard anchors are between 11"-14" apart. Unfortunately, there is at least 23" between the 2 inboard LATCH anchors in an F-150, so you won't be able to properly secure a child car seat in the center position by simply "straddling" the 2 inboard LATCH anchors. Please refer to your child car seat's owner's manual and consult with the manufacturer for additional information on the approved ways to secure your child seat. Back to top

Basically it's just time for a change. I've never kept a vehicle this long before (7.5 years), nor have I ever driven another vehicle this "far" before (37,000 miles more than in any previous car). So I obviously love the truck, having kept it for so long. I still enjoy driving it (I'm certainly not bored with it) and I appreciate the attention and interest it continues to draw, but I feel it's time for me to move on because I already have my sights on the next shiny new thing. Since we have 2 other vehicles, I am in no rush to sell the truck but I am looking forward to the fresh challenge of a new blank "canvas" that comes with a different vehicle. Hopefully my F-150 Lariat Limited is the perfect canvas for you to start expressing yourself too! Back to top

I live near Athens, Georgia, approximately one hour east of Atlanta (closest major airport = ATL). The buyer assumes all responsibility for pick-up or shipping, although I may be willing to deliver the vehicle to buyers within a reasonable distance. I've only sold 3 of my previous vehicles to local buyers before--everyone else came from out of state on a one-way flight or had a buddy give them a ride so that they could drive their new purchase home. So I am experienced in dealing with remote buyers, and welcome interest from all corners of the country. Back to top

I'm not selling just any regular Ford F-150. There are several features that make this particular vehicle more valuable and attractive to performance enthusiasts and Ford connoisseurs alike. From the day it was manufactured, this F-150 Lariat Limited already belonged to a very exclusive and rare group of automobiles. While over half a million Ford F-Series trucks were sold in the U.S. in 2011, only 0.6% (3,700) of those trucks were Lariat Limiteds so they are few and far between. I can count the number of Lariat Limiteds that I've seen in the wild on one hand. You may never pull up next to another one at a stoplight. But even though the Lariat Limiteds make up only a very small fraction of total F-150 production, they remain desirable and enjoy disproportionate status and prestige in the F-150 community, often retaining exceptional residual values. Since the next generation of F-150s (and Limiteds) were never available with a large-displacement V8 engine, the 2011 Lariat Limited is the last of its breed and many owners are still holding on to theirs because there is nothing else like them today. These facts alone make finding another nice 2011 F-150 Limited Lariat Limited on the market difficult indeed. At any given time, there are only a few Lariat Limiteds offered for sale nationwide, let alone more than one in a particular city or region. Clean unmolested examples (that haven't been questionably customized, personalized, damaged, abused, worn in, worn out, or stripped) don't come up often, and are usually snatched up quickly.

Now consider the current market of older higher-mileage F-150s and my vehicle continues to stand out. It is in excellent shape and looks more like a new vehicle than one from 2011. The body, paint, and trim are all in great condition. The air conditioning is cold, the engine runs great, and all of the power accessories work flawlessly including the power retractable running boards. The interior has survived well over the years, and doesn't show signs of much passenger traffic. Nothing is broken, there are no check engine lights, error codes, or known leaks, and the mechanicals have been maintained by Ford dealership technicians according to the manufacturer's service schedule. Dings, dents, scratches or broken accessories keep me up at night and prevent me from enjoying my cars, so I've spared no expense keeping this F-150 as close to new as possible. My pain is your gain. It is ready for many more years of enjoyment and needs nothing. I constantly receive compliments on my F-150 Lariat Limited and people cannot believe how well it looks and runs at such age and mileage.

Most importantly, the vehicle has been driven and maintained by a single conscientious and responsible owner (who has owned a string of performance-oriented Ford trucks). Why gamble on another truck with an unknown history and an untold number of owners, when you can bet on a sure thing? This F-150 has been cared for and driven by the same original owner its entire life! This is not a garage queen, and it has served me well as a driver for over 7 years. It was spec'd at the factory as a driver's truck, and deserves to be driven and appreciated by another Ford enthusiast.

If you are looking for "just another" F-150 at an affordable price, then you may find a more suitable vehicle elsewhere (but beware of bargain-priced F-150s that may need costly repairs, negating any initial savings). If you are looking for a clean, modernized, mildly-modded example of one of Ford's finest vehicles--one that appeals to the "OEM Plus" camp by sticking with subtle but proven improvements--then this is the right vehicle for you. Every modification was tastefully selected and executed in a conservative "factory-tuned" approach, and nothing on the outside screams "look at me!" OK, nothing except the glorious 22" polished wheels, but the truck came with those from the factory! Anybody can swap out interior light bulbs for LEDs, but for someone else to reproduce the rest of my truck, they would have to go to great lengths (and expense). These are the top distinguishing factors that make my truck stand out from the other 3,699 2011 F-150 Lariat Limiteds in the U.S.:

1. Only one owner with fully documented history
2. No accidents, paint work or body work (except for one paintless dent repair to fix a minor door ding)
3. Excellent cosmetic and mechanical condition--everything works!
4. Meticulously cared for (never abused or used as a "work" truck), only dealer-serviced (with Mobil 1 synthetic oil), and only filled with "TOP TIER" fuel
5. Only driven in the southeast (moderate summer temperatures with mild winters so no accelerated corrosion from road salt spray that is typical in the north)
6. Genuine Ford Carlite DW01982 SoundScreen acoustic windshield glass (not normally available on Lariat Limiteds)
7. Custom Bilinvic Retrofit HID headlights with TRS Morimoto FX-R 3.0 Bi-xenon projectors and 5Five 50W ballasts
8. Custom-painted "6.2L" Billet Badges
9. Other carefully selected off-the-shelf mods that yield meaningful improvements: 5 Star Tuning ECU software, Hellwig anti-sway bars, and Power Stop Z23 Evolution brakes

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You won't find one, because Ford never again offered a V8 in the F-150 Limited after the 2011 model year. The Limited wasn't even available in 2012 but returned in 2013 with a choice between White Platinum, Ruby Red, and Tuxedo Black paint colors. However, all 2013 Limiteds came with red leather seats, a 3.5L twin-turbo V6 EcoBoost engine, and a decidedly less impressive exhaust note. The EcoBoost V6 engine carried over for the 2014 Limited too, which only came with blue leather seats and a choice between Blue Jeans, Ingot Silver, White Platinum, and Tuxedo Black paint. So if you're waiting to find a newer F-150 Limited with a V8, you may be waiting a really long time! The next closest analog to the 2011 Lariat Limited is the 2011-2012 Harley-Davidson edition, which featured the same 6.2L V8 but also came with more shiny chrome, fancy stripes, and lots of Harley-Davidson badging inside and out. Back to top

Since the 2011 F-150 Lariat Limited shares the same 6.2L V8 with the 2011-2014 SVT Raptor, some may be wondering: How does the Lariat Limited compare with a Raptor? To put it gently, if you're considering a Raptor, you're probably on the wrong website. Raptors and Lariat Limiteds, though based on the same platform, diverge significantly in attitude and execution. One is lifted higher with an off-road suspension and clad with wider flared fenders to clear oversized tires that project a rugged 4x4 look, while the other is a taut, sleek, street machine. My next door neighbor has a 2011 Raptor, and the taller tires and additional suspension travel give it a noisier but more compliant ride at the expense of duller responses and slightly worse fuel economy. Even though the Raptor's exhaust is a little louder, the truck is a little slower than the Limited due to the larger heavy tires and additional 507 lbs. of curb weight. Published automotive magazine tests claim the Lariat Limited is 0.5 seconds quicker than the Raptor to 60 MPH and 0.4 seconds quicker in the quarter-mile with a 3.6 MPH trap speed advantage. But while straight-line acceleration is a close match between both models, braking performance is where the Limited really shines, only needing 117 feet to stop from 60 MPH vs. the Raptor's 146 feet (an additional 29 feet!). That margin stretches to a difference of 42 feet when braking both trucks from 70 MPH. Of course, while the Lariat Limited is not quite a pavement princess, it obviously can't match the Raptor's off-road prowess and capabilities. It's a different tool for a different job, but shares the same great engine. You really can't go wrong with either, as long as you understand that they are suited to different purposes and come with corresponding trade-offs optimized for each application. The Lariat Limited is a better-handling general-purpose truck with sharper reflexes and classic sport truck styling cues, while the Raptor is a more specialized go-anywhere ride that offers different thrills in a more extreme package. Back to top

No, I am not a dealer. (Though I would be willing to consider conducting the final sales transaction through a reputable dealer so that the buyer can apply for financing and/or reduce their sales tax exposure in states that permit an offsetting trade-in allowance or credit. I would also consider using a 3rd-party escrow service if the buyer agrees to cover any associated fees.) I am just a private owner (with a clear title in hand and no liens) who just happens to care a lot about my vehicles (in case that wasn't obvious). I am a true auto enthusiast and have been a Ford F-150 owner since 2001. Hopefully this website will help justify my price by showing potential buyers that I have been a very thoughtful and meticulous owner. Plus I expect a lot of interest and would rather put all of this information out there up front instead of answering the same questions over and over again via phone or email. It's not that I don't enjoy talking about my truck (this website clearly demonstrates that I do), I just prefer not to repeat myself and I value everybody's time, including my own. Consolidating all of this data was fun for me, but this website will also help educate and inform any Lariat Limited seekers, giving potential buyers the ability to learn everything there is to know about these exceptional trucks at their own convenience and pace. And when the buyer of my truck ultimately shows up (which is typically the first person to come drive the vehicle after I list it), he or she will already be intimately familiar with it and supremely confident and comfortable in their purchase decision. Another reason for this elaborate website is that it will reach a much larger audience than if I just hung a sign on my truck and parked it outside on the front lawn! Back to top

You can contact me, Ben Trapp, with any additional questions. Please view my Contact page to see how you can reach me. Back to top