We spent a long weekend towing two very different trailers with a 2024 Ford F‑150 3.5L EcoBoost 4x4 equipped with the Max Tow package to evaluate stability, trailer sway control, the integrated brake controller, and Ford’s backup assist interface.
Test truck: 2024 F‑150 3.5L EcoBoost (400 hp/500 lb‑ft), 10‑speed, 3.55 axle, Max Tow. Rated conventional tow up to 13,500 lb when properly equipped. We towed a 24‑ft travel trailer (6,800 lb GVW, 12% tongue with weight‑distribution hitch) and a steel car hauler loaded to 7,200 lb (10% tongue, no WDH). Tires at 40 psi front/42 psi rear, Tow/Haul mode engaged.
Routes included 65‑70 mph interstate with 15–20 mph crosswinds, a 6% grade, and tight campground maneuvering. Baseline stability is solid. With 10–12% tongue weight the F‑150 tracks straight at 65 mph, the chassis resists porpoising, and the steering remains calm around center. Tow/Haul keeps the 10‑speed in the meat of the torque (1,900–2,200 rpm at 65 mph) and adds early converter lockup, which helps settle the combo.
On the 6% downhill the truck downshifts promptly for engine braking, keeping speeds in check without excessive service‑brake use. We provoked sway with an abrupt single‑lane change at 55 mph and during gusty crosswinds. Ford’s Trailer Sway Control (ESC‑based) intervenes predictably: you feel brief, almost imperceptible single‑wheel brake pulses and a light torque reduction, then the outfit settles within 1–2 oscillations. Without TSC enabled, the same maneuver took 3–4 oscillations to calm.
The system never felt heavy‑handed, but like all sway aids it cannot mask a misloaded trailer; tongue weight below ~9% still produced nervousness until corrected. Cluster messaging clearly flags a sway event. The integrated trailer brake controller is well tuned. Gain is adjustable 0.0–10.0 in 0.5 steps; both electric and electric‑over‑hydraulic are supported (we tested dual‑axle electric drums at 5.5–6.0 gain).
The manual squeeze lever offers smooth proportional input for testing on an empty lot. Instrumented stops on dry asphalt: solo 60–0 mph in 133 ft; with the 7,200‑lb trailer and properly set gain, 60–0 mph in 189 ft with a straight, drama‑free trace and no ABS chatter. After three back‑to‑back stops, pedal feel remained consistent and rotors did not exhibit notable fade. Hill‑descent with Tow/Haul and trailer connected netted steady 45 mph with minimal pedal.
Backup assist and hitching tech are genuinely helpful. Initial trailer profile setup asks for length and axle‑to‑hitch distance; calibration takes ~5 minutes. The hitch camera’s zoom and bed‑centering guides make solo coupling easy, while the reverse assist overlays predicted trailer arcs and warns of jackknife angles. Steering assist engages below ~5 mph and tracks accurately—within 4–6 inches of the intended path on the 24‑ft trailer.
Very short utility trailers remain twitchier, but latency is low and the system allows fine corrections. Saving multiple trailer profiles also extends blind‑spot coverage to the trailer length in daily use. Overall, the F‑150’s tow package inspires confidence: stable highway manners, subtle but effective sway control, a progressive integrated brake controller, and a user‑friendly backup UI that reduces stress in tight sites. For frequent hauls above ~9,000 lb or in hot, mountainous conditions, consider LT‑rated tires and a quality WDH with built‑in sway damping; those regularly above 10–11k should cross‑shop 3/4‑ton trucks.
Set tongue weight with a scale, calibrate the brake gain on an empty lot, and the Ford’s electronics do the rest without getting in your way.
