We spent two days towing with a 2024 Ford F-150 3.5 EcoBoost 4x4 equipped with the Tow Technology Package to evaluate real-world stability, trailer sway control, integrated brake controller behavior, and the Pro Trailer Backup Assist user interface.
Our test truck paired the 400 hp/500 lb-ft 3.5-liter EcoBoost V6 with a 10-speed automatic, tow mirrors, 3.55 axle, and the integrated trailer brake controller. Key towing tech included Trailer Sway Control (ESC-based), Smart Hitch/Onboard Scales, Trailer Blind Spot, and Pro Trailer Backup Assist. We towed two loads: a 24-foot enclosed trailer at 7,000 lb (10–11% tongue) using a weight-distribution hitch, and a 9,500 lb tandem-axle equipment trailer (12–13% tongue) on a 2.5-inch receiver. Routes included a 60-mile interstate loop with 15–25 mph quartering crosswinds, a 6% mountain descent, and suburban maneuvering and backing into tight storage bays.
Tires were set to 38 psi front/42 psi rear (per door placard plus 2 psi), Tow/Haul engaged, and trailer profiles saved in the truck. Ambient temps ranged 62–78°F; tests were repeated with and without the weight-distribution bars to gauge chassis response. Stability at speed was excellent with proper tongue weight and the WDH engaged. The F-150 tracked straight at 65–70 mph, with minimal corrective steering and calm vertical motion over expansion joints.
Removing the WDH on the 7,000 lb trailer introduced more fore-aft pitch and some wander in crosswinds, but the rear suspension remained composed; lane changes felt measured rather than floaty. The Trailer Blind Spot system correctly accounted for the saved trailer length and reduced lane-change stress in traffic. Deliberately misloading the enclosed trailer to ~7% tongue weight induced light oscillation around 60–63 mph in a 20-mph crosswind. The truck’s Trailer Sway Control intervened within two cycles—throttle eased, and selective brake pulsing was felt at the rear—damping sway to near-zero within roughly four seconds.
The cluster flashed a trailer stability message, and the system never felt abrupt or grabby. Proper load distribution still proved the primary fix: restoring 10–12% tongue weight eliminated the tendency entirely, with or without the WDH. The integrated brake controller is well-tuned and simple to use. Gain adjusts in 0.5 steps, the manual lever has good modulation, and the cluster shows live output and trailer connection status.
With the 7,000 lb trailer at a gain of 5.0, 60–0 mph stops averaged 222 ft with straight tracking and no hot-brake odor after three consecutive stops; bumping gain to 6.0 shortened the first stop slightly but risked light wheel lock on gravel shoulders. Electric-over-hydraulic compatibility worked as advertised on the equipment trailer, with smooth proportional braking on the 6% grade—Tow/Haul’s downshifts kept rotor temps in check. Setup and use of Pro Trailer Backup Assist took about 10 minutes per trailer: enter dimensions, apply the target sticker on the tongue, and follow calibration prompts. The UI is clear—steer with the dash-mounted knob, watch the rear camera with dynamic path overlay—and it reliably put us on the dock in two passes.
Latency is low, but the overlay can be hard to see in rain at night, and the system asks for driver correction if the trailer angle exceeds its comfort zone. It’s most effective with single-axle and short tandem-axle trailers; tight jackknife maneuvers still favor seasoned drivers. Overall, the F-150’s towing suite meaningfully reduces workload and enhances safety, provided you start with correct tongue weight and tire pressures.
