We spent a week with a 2024 Ford F-150 XLT 4x4 SuperCrew equipped with the 3.5L EcoBoost, FX4 Off-Road package, and Max Tow. Our goal: verify towing, payload, and off-road performance in everyday conditions—not just brochure numbers.
Our test truck paired the twin-turbo 3.5L V6 (400 hp, 500 lb-ft) to a 10-speed automatic, with a 3.55 electronic-locking rear axle, integrated trailer brake controller, and Pro Trailer Backup Assist. Rated towing is up to 13,500 lb when properly equipped; our door-sticker payload was 1,890 lb. FX4 adds skid plates, hill-descent control, off-road shocks, and all-terrain tires. Onboard Scales and Smart Hitch were fitted, helpful for managing cargo and tongue weight.
We ran three loops: a 120-mile tow route with sustained 6–7% grades and 12–18 mph crosswinds (ambient 88°F, elevation up to 5,200 ft), a 40-mile urban/suburban haul with mixed stop‑and‑go, and a day on rutted forest roads with loose rock, shallow water crossings, and short ledges. Tires were 18-inch all-terrains set to 38 psi (cold) for highway, aired down to 30 psi off-road. With a 7,500-lb tandem-axle enclosed trailer (10–12% tongue weight via a weight-distributing hitch), the F-150 felt composed. In Tow/Haul, the 10-speed held gears smartly and downshifted early for engine braking; transmission temp peaked at 207°F and coolant stayed in the normal range.
The truck maintained 60 mph on a 6% grade in 6th without hunting. Sway control was unobtrusive; we set trailer brake gain to 6.5 and stops were straight and drama-free. Fuel economy averaged 9.6 mpg on the tow loop, improving to 10.4 mpg in calmer air. For payload, we loaded 1,400 lb of pavers plus tools and two adults.
Onboard Scales indicated 74% of rated payload and the Smart Hitch display kept tongue weight near 11% with the trailer attached. Rear suspension squat measured 1.4 inches; headlights remained within acceptable aim. Ride quality became busier over expansion joints but stayed controlled, and braking distances increased predictably without fade. Our mixed-route fuel economy with the load was 15.8 mpg; unladen highway cruising at 70 mph returned an indicated 21.2 mpg.
Off-road, FX4’s traction management and the optional rear locker provided confident climbs on loose gravel and embedded rock. In 4A the truck felt secure on washboard; in 4L with the locker engaged, it walked a stepped ascent cleanly at a controlled crawl without throttle spikes. Hill-descent control held 3–4 mph reliably. We scraped the lower air dam once approaching a deep rut—ground clearance is adequate but the front overhang is the limiting factor.
Airing down to 30 psi improved compliance and grip without risking the sidewalls. Overall, this F-150 spec delivers strong real-world capability. The 3.5 EcoBoost tows with authority, the Max Tow hardware and stability aids earn their keep, and Onboard Scales/Smart Hitch remove guesswork. FX4 is trail-capable for the routes most owners will see, though frequent rock work warrants a smaller air dam and more aggressive tires—or a Tremor.
If you’ll regularly exceed 8,000 lb trailers, add extended tow mirrors and a quality weight-distribution hitch; for heavy, frequent hauling, consider rear air helpers to keep the truck level.
