SAN ANTONIO, TEXAS—It could be Ford’s biggest gamble, or it could change the truck segment entirely.

It’s the 2015 F-150, and in addition to being completely redesigned, it now sports the very first all-aluminum body on a production pickup truck.

That helps achieve a weight loss of up to 320 kilograms over the previous-generation F-150, which means it can now tow and haul more. The extra capacity is due to the fact that maximum vehicle ratings include both the truck’s weight and whatever it’s pulling or carrying. Those ratings have remained about the same from the 2014 model, but since this truck weighs less, the load can weigh more and still stay inside the limits.

Fuel economy increases as well with the weight loss. Those numbers won’t be available until closer to the on-sale date later this year, but Ford says to expect a five- to 20-per-cent improvement depending on the engine.

As before, the F-150 will come as a regular cab, SuperCab with small rear-hinged back doors, and as the four-door SuperCrew, and in two- or four-wheel drive. Base pricing runs between $21,399 and $66,999. Trim lines are the XL, XLT, Lariat, King Ranch and Platinum, and for the first time, the FX4 Off-Road Package can be added to any of them.

The redesigned frame is still steel, but with a higher proportion of the high-strength stuff. That made it a better choice than an aluminum frame, which would have weighed more and cost more to achieve the same strength. The frame now has eight cross-members instead of seven, and the rails drop down at the back for more reinforcement at the trailer hitch.

Ford’s making a big deal out of using “military-grade” aluminum, but it’s actually a meaningless marketing phrase, since there’s no such standard. (It seems the alloy shares the same basic ingredients as the stuff in military vehicles, but then, so does my frying pan.) But the misleading slogan aside, it illustrates the truck’s biggest challenge: to win over people who equate aluminum with crushable beer cans.

I picked up a front fender with one hand, but Ford says it’s as dent-resistant as a comparable steel part. It will require special expertise for crash repair, though. The company has trained all of its Canadian dealers, but many independent body shops will be at a disadvantage. The aluminum body won’t rust, although it can corrode. Coatings and special fasteners isolate the aluminum and steel parts from each other to avoid corrosion.

With a lighter body comes an all-new smaller engine, a 2.7-L EcoBoost V6 that uses twin turbochargers to churn out 325 horsepower and 375 lbs.-ft. of torque. It’s a great fit to the truck and should be a top choice for those who don’t need the highest towing capacity. The idea behind EcoBoost is turbo power that’s there when you need it, but when you don’t, the engine delivers smaller-displacement fuel economy. The 2.7-L includes a start/stop system, which shuts off the engine at idle to reduce fuel use and emissions.

Three other engines carry over: a naturally aspirated 3.5-L V6, a 5.0-L V8, and a 3.5-L EcoBoost V6. Full specs aren’t yet available, but the 2.7-L can tow up to 3,855 kg (8,500 lbs.), while the 3.5-L EcoBoost pulls up to 5,533 kg (12,200 lbs.), an additional 408 kilos over the equivalent 2014 model. Ford is finally using standardized SAE numbers for its capacities as well.

Behind the wheel, you really feel the weight loss. I always liked the F-150’s smooth handling, but it’s even more agile now, and with less mass to slow down, it brakes quickly and confidently. The ride’s a little bouncy over rougher surfaces, but it settles down comfortably on smoother roads.

It’s still a big truck, but visibility is now better: the hood is indented so you can see what’s in front, while the side windows dip down a bit more. For those who don’t believe in both hands on the wheel, you can now put your arm on the wider windowsill even when it’s closed. That’s just one of many improvements that Ford made after listening to its customers, and I give the company a lot of credit for that.

People complained that cargo got caught on the handle of the integrated tailgate step, which created a bump on the inside tailgate. It now folds into the step, and the tailgate is completely flat. That gate is now damped, it locks with the doors, and on some models you can even lower it remotely with the key fob.

The trailer plug is now above the bumper, there are LED spotlights on the mirrors that can be aimed to light up the ground alongside, and an available 360-degree camera includes a guide for lining up the hitch with a trailer. On the SuperCab, the rear doors now open 170 degrees for easier loading. And there’s even stuff that I’m sure no one said they needed: an available self-parking feature and, on the Platinum trim, massaging front seats.

If there’s a weak point, it’s that while the interior upgrades considerably from the old model, it isn’t spectacular. Ram still sets the standard here, and to my eye, the Ford’s dash design looks very much like that of the Chevy Silverado.

Whether it’s a gamble or a game-changer is still up in the air, but Ford has announced that the next-generation Super Duty will also have an aluminum body. And you better believe the other truck companies will crunch those fuel and capacity numbers when they’re finally announced. But driving is believing, and after my time behind the wheel, I think that for performance and handling, this new F-150 is the best one yet.

2015 Ford F-150

Price: $21,399 - $66,999

Engine: 2.7-L EcoBoost V6; 3.5-L V6; 3.5-L EcoBoost V6; 5.0-L V8

Power (hp/torque): 325/375 (2.7); 283/255 (3.5); 365/420 (3.5 EcoBoost); 385/387 (5.0)

Fuel consumption: TBA

Competition: Chevrolet Silverado, GMC Sierra, Nissan Titan, Ram 1500, Toyota Tundra

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What’s best: Performance and handling, improved features

What’s worst: Interior design isn’t up to some competitors

What’s interesting: It’s the first production pickup with LED headlights