We spent a week with a 2024 Ford F-150 XLT 4x4 SuperCrew equipped with the 3.5L EcoBoost, Max Tow, and FX4 packages to see how it performs where spec sheets meet reality. From towing an enclosed trailer over mountain passes to hauling a full pallet of pavers and tackling rutted fire roads, here’s how it held up.
Our test truck paired the 3.5L twin-turbo V6 (400 hp, 500 lb-ft) to a 10-speed automatic, with a 3.55 electronic-locking rear axle, 18-inch all-terrain tires (265/70R18), FX4 skid plates, and an integrated trailer brake controller. As configured, it carried a factory conventional tow rating of 13,500 lb and a payload rating of 2,050 lb. Curb weight measured 5,080 lb with a full tank and no passengers. Test routes included 120 miles of mixed freeway and urban driving, a 75-mile tow loop with 6% sustained grades, and a 25-mile off-road section of sand, washboard, and mild rock ledges.
Ambient temperatures ranged from 61–84°F, with light winds. We logged numbers via a GPS data logger and monitored powertrain temps through the truck’s gauges. For towing, we hitched a 7,500-lb enclosed car hauler (tongue weight ~820 lb, 11%) using the factory Class IV receiver. In Tow/Haul mode, the 10-speed kept the engine between 2,200–3,500 rpm on grades; the e-locker remained open on pavement.
At 60 mph, the powertrain felt relaxed, needing roughly half throttle to maintain 6% climbs. 50–70 mph passes took 7.3 seconds on level ground. Stability was reassuring—no porpoising or yaw with proper weight distribution—and the integrated brake controller felt linear with a gain setting of 6.0. Transmission temp peaked at 208°F and coolant at 206°F.
Fuel economy on the tow loop averaged 9.8 mpg. Payload testing used 1,620 lb of paver stones plus a driver and tools, putting us within 200 lb of the payload rating. With factory springs and no air-assist, rear squat measured 1.6 inches at the wheel arch; headlight aim remained acceptable. Acceleration to 60 mph stretched to 8.9 seconds (vs.
6.0 empty), and the truck stopped straight with firm pedal feel. We recorded a best 60–0 mph stop of 132 feet empty and 151 feet loaded. The bed’s tie-downs and step made load management simple, and the scale-integrated bed indicator proved accurate within 50 lb. Off-road, we aired down to 26 psi and used FX4’s off-road mode with Hill Descent Control.
Ground clearance (9.4 inches measured at the rear diff) and the e-locking rear helped clear cross-axle ruts without drama, though the front air dam scraped on one sharp breakover. The shocks handled washboard better at 22–28 mph than at 15 mph, where small-frequency chatter came through. In soft sand, the turbos’ low-rpm torque made throttle modulation easy; Trail Control held a steady 2 mph on a rocky downhill. Approach and departure angles are the limiting factor if you venture beyond light-to-moderate trails.
Overall, the 3.5 EcoBoost F-150 proves well-rounded: confident with a 7,500-lb trailer, composed with a 1,600-lb payload, and genuinely capable off-road for a non-specialist trim. If you tow near the limit frequently, consider an auxiliary rear spring or airbags to tame squat, and spec the tow mirrors. For frequent trail work, a factory Tremor or slightly shorter front overhang will expand capability. As tested, it’s a versatile, efficient workhorse that balances power, stability, and day-to-day usability.
