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...If you intend to pull any kind of load, the skid plates really eat into your cargo capacity...Hill descent (for a gasser) can help save your brakes in the mountains when pulling a camper, so that's a good thing. With diesel, we now have an exhaust brake, so gain nothing in that area....
Here's a little education:
There are only two skid plates...one under the transfer case and one under the fuel tank. The transfer case skid plate is very small and realistically weighs less than 10lbs. The fuel tank skid is much larger and heavier, but still weighs under 50 lbs. So the skid plates may cost you 60lbs of payload...pretty minor in the grand scheme of things, right? No other part of the FX4 package reduces payload.
Hill Descent does not save your brakes at all...actually, just the opposite. It uses the regular brake system, under full ABS control, to regulate your speed to a very controlled, slow crawl down steep and slippery surfaces.
Contrary to another statement here, it can be used on road. I found it surprisingly useful backing down in reverse a long steep icy driveway I was plowing. Just trying to back up without the system on, the speeds were too slow and the wheels would just lock (no ABS). I would slide down the hill. With the system engaged, you don't touch the brakes and the truck backed down the hill in a fully controlled manner. You can adjust the crawl speed even up to a relatively quick pace.
It's probably worth the $295, but it's something I can take or leave.
If the truck sat on the dealer's lot with it, sure. If I was ordering, probably not.
FX4 package gives you the shocks, decals, skid plates, Hill Descent Control, and forces the purchase of A/T tires and the locking rear end (or limited slip on the dually trucks).
-The shocks are not good. They are a contract royalty deal with Rancho and Ford. The literature even states they are "Rancho-branded" shocks, not actual Rancho shocks. They are likely made by Tenneco and are possibly exactly the same as the standard "black" Ford shocks on non-FX4 trucks but with red plastic boots and white paint.
-The decals, in my opinion, are worse than the standard 4x4 decals. Obviously, they add no value.
-The skid plates consist of a very small and light duty skid plate under the transfer case, and a larger stamped steel skid plate under the plastic fuel tank. Better than nothing, but keep in mind the transmission and engine have no skid plates under them at all. Even worse, the DPF tubes on diesel trucks are completely unprotected and highly vulnerable to crushing if the truck became high centered during off-roading.
-Hill Descent Control will be a very seldom-used but somewhat useful feature. I find it most valuable for descending a very slippery steep driveway or road during the winter in icy conditions. It works in forward and reverse, and you can adjust the crawl speed. This feature was developed by Land Rover for use primarily on the 1997 Freelander, which was kind of a phony Land Rover with a transverse engine and no low range. Normally, descending steep slopes off-road with good control would be done by engaging low range 4x4 and the lowest gear in the transmission. Since the Freelander had no low range, Hill Descent was Land Rover's solution. The feature eventually gravitated to all Land Rover / Range Rover products, and with Ford owning the brand for a time...they stole it for use in some of their vehicles. Since the Super Duty has a low range, it is not necessary for off-road, but may offer a small amount of value. That said, it has been discovered this feature can be added to non-FX4 trucks by simply purchasing the switch and using FORScan to enable...for less than $20.
-The A/T tires are generally the Wrangler Adventure w/ Kevlar. There is not a doubt in my mind these tires are better in mud and snow than the usual Michelin LTX AT2 tires that most Super Duty's wear...but they are still not a great off-road tire. Notice how Ford equips the Raptor pickup from the factory with BFG All-Terrain KO2 tires? These are a much better tire for off-road use but still perfectly fine on the highway, and would be a much better choice for an FX4 truck.
-Locking rear / limited slip are really nice features. Of course, they can be purchased as stand-alone options just like the tires and skid plates. The electric rear locker is a bargain price at $395 considering it would cost much more to install an aftermarket electric or air locker. The Ford unit is fully integrated and works as well as any aftermarket locker. Off-road, this is truly a useful feature. On road, not so much. Like all electric or air lockers, it is somewhat slow to engage and disengage, and will cause binding when locked. A limited slip is definitely better for road use, and I was pleasantly surprised by how nice the factory limited slip worked in my 2017 dually. Previous factory Ford limited slips seemed to be useless. But of course, a limited slip cannot be had in a single rear wheel pickup.
Looked at altogether, I don't see the value in the FX4 package. The most useful pieces can be ordered separately, and for less money. That would be the skid plates, tires, and locking or limited slip rear ends. The once exclusive HDC can now be cheaply added on using FORScan and a replacement switch for full factory functionality. But then again, checking off the box is an easy way to get whatever usefulness there is right from the start...
If the truck sat on the dealer's lot with it, sure. If I was ordering, probably not.
Agree. I wouldn’t have gotten it if it wasn’t already on the truck I bought off the lot. I had it on my 13 150 and in 4 years I only used hill decent a couple times and it was just playing around. If there was an actual traction issue I just put it in 4wd. Same with the locker. It was never a thought when the wheels were spinning. So for me I don’t think it’s really worth the $$$ on the new truck. On my 150 it was a full appearance package. Different headlights and taillights, different interior trim, different colored running boards, different wheels, different exterior trim and painted bumpers. Add in the luxury package and it met all of my wants and needs! If they offered it as a package like that with the 17 250 I would have gone that route in a heartbeat.
Prior to me ordering and with help from this Forum (like TR Overman's superb input even prior to his great info posted above), I elected to forgo the FX4 package. Yep, I optioned for everything except the FX4 and snowplow front end suspension. Still happy with my choice(s).
Hill Desent Control is for off road use ONLY. It is disabled above 20 mph and is therefore pointless for speed control while towing on paved mountain roads (unless you want to maintain15 mph). This feature can be added for less than $20 in parts if you are willing/able to use Forscan.
Originally Posted by troverman
Contrary to another statement here, it can be used on road. I found it surprisingly useful backing down in reverse a long steep icy driveway I was plowing. Just trying to back up without the system on, the speeds were too slow and the wheels would just lock (no ABS). I would slide down the hill. With the system engaged, you don't touch the brakes and the truck backed down the hill in a fully controlled manner. You can adjust the crawl speed even up to a relatively quick pace.
Troverman, you are correct, but I would argue that so was I. While HDC can be used on paved surfaces, it probably shouldn't/can't be used on any roads with a posted speed limit. I was just trying to convey that this option was designed for slow speed maneuvers when traction is an issue and would be of no use to maintain the posted speed limit while decending a mountain road. The HDC is useful on both dirt and paved surfaces. It's just not a substitute for an engine brake.
Hill Desent Control is for off road use ONLY. It is disabled above 20 mph and is therefore pointless for speed control while towing on paved mountain roads (unless you want to maintain15 mph). This feature can be added for less than $20 in parts if you are willing/able to use Forscan.
The skid plates can be optioned for $100. They are probably hard to find on a dealer stock truck without the FX4 package, but can be ordered separate.
If it were me, I would order a truck with the locking diff and skid plates without the FX4 package. This would save about $200 over the FX4 package that can then be spent on good shocks.
Doing this you just saved $80 net since you spent $20 for HDC switch and you have to spend $100 for the tool to make it work.
I guess I'm the only one who finds it laughable you're trying to save $80 or maybe $200 on a truck that is $45,000 to $65,000.
Troverman, you are correct, but I would argue that so was I. While HDC can be used on paved surfaces, it probably shouldn't/can't be used on any roads with a posted speed limit. I was just trying to convey that this option was designed for slow speed maneuvers when traction is an issue and would be of no use to maintain the posted speed limit while decending a mountain road. The HDC is useful on both dirt and paved surfaces. It's just not a substitute for an engine brake.
Totally true, but in very bad wintry weather I would be happy to descend a long hill at 18mph (just under the cut-off for HDC) versus trying to use the exhaust brake. Using engine braking can cause total loss of control on slippery roads even in 4x4. Granted, this is a very extreme example, and you are generally correct.
Totally true, but in very bad wintry weather I would be happy to descend a long hill at 18mph (just under the cut-off for HDC) versus trying to use the exhaust brake. Using engine braking can cause total loss of control on slippery roads even in 4x4. Granted, this is a very extreme example, and you are generally correct.
I agree. This forum has taught me a lot. Growing up in central Florida I've never had to drive in icy or snowy conditions, or on hills for that matter. The highest elevation in my county is the landfill (at about 200 feet above sea level). A steep, icy driveway never crossed my mind.
It's amazing how well adapted these trucks are to all different conditions.
I agree. This forum has taught me a lot. Growing up in central Florida I've never had to drive in icy or snowy conditions, or on hills for that matter. The highest elevation in my county is the landfill (at about 200 feet above sea level). A steep, icy driveway never crossed my mind.
It's amazing how well adapted these trucks are to all different conditions.
Christmas morning in NH a few days ago. Not a terribly large storm by any means, but a fair part of the day spent cleaning up. Woke up this morning to -20F. Truck was plugged in all night and started well to take me to work. Anti-gel additive is in the tank for sure. We're expecting this type of frigid weather through next Wednesday or Thursday. The sun is out, but it's currently -5F. I'm very glad these trucks are well suited for all conditions as well!
Christmas morning in NH a few days ago. Not a terribly large storm by any means, but a fair part of the day spent cleaning up. Woke up this morning to -20F. Truck was plugged in all night and started well to take me to work. Anti-gel additive is in the tank for sure. We're expecting this type of frigid weather through next Wednesday or Thursday. The sun is out, but it's currently -5F. I'm very glad these trucks are well suited for all conditions as well!
Had a 2010 F150 FX4 ("FX4" was a trim level back then) and I was underwhelmed with the functionality of the FX4 option, so I excluded it from my 2017 purchase. OTOH, it's a good price for some skid plates if you think you'll need 'em.
I have used the "Hill Decent Control" on my farm when going down steep hills for long periods of time. It prevents you from having to ride the brakes with your foot, but it basically "rides the brakes" for you. It doesn't save your brakes whatsoever, it just hits them for you. In all honesty though, I love it.
So far, I am very happy with my F250 but the lack of a factory LSD is annoying. Far too much wheelspin on wet roads and even on dry, I spin more than I would ever have expected. The rear locker is nice but can't really be used in normal driving.
Is not having a LSD in SRW trucks an engineering decision or simply a bean-counter decision?
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Slideshow: Called the Fortress, the 850-horsepower pickup combines Raptor underpinnings with military-inspired features, survival equipment, and a starting price of $285,000.
