Hook up the trailer, ease onto the throttle, and suddenly the Maverick feels like it’s dragging an anchor. The question slams in: Did the truck get the right tow package, or just a hitch bolted on?
Every Maverick can pull 2,000 lb straight from the factory, good enough for yard trailers, jet skis, or a light pop-up. But the number only jumps to 4,000 lb with the 4K Tow Package matched to the right drivetrain.
That’s not a marketing flourish; it’s a bundle of cooling, gearing, and brake tech designed into the truck.
This guide cuts through the spec-sheet fog. It lays out what the 4K package really includes, how Hybrid and EcoBoost builds differ from 2022 through 2025, and the hidden limits, GCWR, tongue weight, and frontal area, that can make or break a trip.
By the end, it’ll be clear whether the 4K is worth ticking, or if the base rating already covers the job.
1. Maverick towing basics you can’t skip
The baseline rating every Maverick starts with
Without the 4K Tow Package, the ceiling is 2,000 lb. That applies to both the 2.5L Hybrid (FWD only through 2024) and the 2.0L EcoBoost in FWD or AWD.
In the real world, that rating is plenty for a yard trailer stacked with lumber, a single jet ski, or a light pop-up camper. It’s safe and simple, but it leaves no margin if the load creeps heavier.
The 4,000-lb path and when it opens up
Doubling capacity takes more than a hitch. For 2022–2024, the only route was a 2.0L EcoBoost AWD with the 4K Tow Package. By 2025, Ford widened the field, adding Hybrid AWD with upgraded cooling and eCVT tuning that finally made 4,000 lb possible without ditching efficiency.
Payload and tongue weight realities
Payload runs about 1,500 lb for most trims. But every pound on the hitch counts against that sticker. With the 4K setup, Ford limits tongue weight to 400 lb, so how you balance cargo in the trailer is just as critical as picking the right ball mount.
Why GCWR is the hidden gatekeeper
The gross combined weight rating (GCWR) is where the 4K’s engineering proof shows. Standard Mavericks sit a touch over 6,000 lb combined.
With 4K Tow, they push past 8,000 lb. That extra headroom isn’t paperwork; it’s the cooler, gearing, and braking upgrades that make pulling heavier loads safe.
Maverick towing and payload by build
| Engine | Drivetrain | Package | Max Tow (lb) | Max Payload (lb) | GCWR (lb) |
|---|---|---|---|---|---|
| 2.5L Hybrid | FWD | Standard | 2,000 | 1,500 | 6,090 |
| 2.5L Hybrid | AWD (’25+) | Standard | 2,000 | 1,400 | 6,315 |
| 2.5L Hybrid | AWD (’25+) | 4K Tow | 4,000 | – | 8,315 |
| 2.0L EcoBoost | AWD | Standard | 2,000 | 1,500 | 6,085–6,255 |
| 2.0L EcoBoost | AWD | 4K Tow | 4,000 | – | 8,085–8,130 |
2. What the 4K Tow Package really adds under the skin
More than a hitch bolted on
A lot of owners think the 4K Tow Package is just a receiver. It isn’t. Ford bundles cooling, gearing, wiring, and braking so the truck can safely double its tow rating. Without those parts, the hitch might hold the trailer, but the Maverick won’t hold up.
Cooling upgrades that save the drivetrain
Heat is what wrecks transmissions. That’s why the package adds an auxiliary transmission or eCVT oil cooler, plus a beefier radiator and fan. These pieces keep fluid from breaking down, prevent engine heat-soak, and stop the truck from hunting gears or losing power on long climbs.
Gearing tuned for pulling
EcoBoost AWD trucks with 4K Tow swap the final drive ratio from 3.63 to about 3.81. That change keeps the engine in a stronger power band, which means crisper launches with a loaded trailer and fewer downshifts on the highway. It’s a subtle spec line that you feel every time you pull away from a stoplight.
Braking and control baked in
The integrated trailer brake controller works with the ABS system to apply proportional force to the trailer’s brakes. The payoff is straighter, shorter stops, especially downhill, where Tow/Haul mode also brings in engine braking. A basic 4-pin hitch kit can’t deliver that level of safety.
Wiring that unlocks real trailer features
The 7-pin connector is part of the deal. That means full lighting, aux power, and brake signals reach the trailer. You can run electric brakes, charge a camper battery, or power accessories without splicing wires or adding aftermarket boxes.
4K Tow Package: components and why they matter
| Component | What it does | Why you care on the road |
|---|---|---|
| 2-in hitch receiver + 7-pin | Full lighting + aux power/brake signal | Enables electric trailer brakes + accessories |
| Integrated trailer brake controller | Proportional trailer braking via ABS logic | Shorter, straighter stops; downhill control |
| Aux transmission/eCVT cooling | Pulls heat from fluid under load | Heat wrecks transmissions; cooler preserves life |
| Upgraded radiator & fan | More engine thermal headroom | Prevents heat-soak, gear hunting, power loss |
| Shorter final drive ratio (EcoBoost AWD: ~3.81 vs 3.63) | Keeps engine in stronger band | Crisper launches, fewer downshifts while towing |
| Tow/Haul drive mode integration | Shift/brake strategy optimized for load | Limits shift busyness; adds engine braking |
3. Hybrid vs. EcoBoost AWD: How the rules shifted by model year
The early years locked hybrids out
From 2022 through 2024, the Maverick’s Hybrid was front-wheel drive only. That meant its max tow stayed at 2,000 lb no matter what. The only way to hit 4,000 lb was to spec the 2.0L EcoBoost AWD with the 4K Tow Package. If you bought a Hybrid, then towing a big camper was simply off the table.
The 2025 unlock for Hybrid buyers
Ford flipped the script in 2025. The Hybrid AWD finally arrived, and with it came the ability to order the 4K Tow Package.
Behind the scenes, Ford beefed up the eCVT’s cooling and drivetrain hardware, giving the hybrid the guts to handle 4,000 lb. Suddenly, you could have high mpg around town and real tow muscle when you hooked up a trailer.
Why the change matters
Before 2025, you chose between efficiency or capacity, never both. Now, a Hybrid AWD Maverick can haul like the EcoBoost version while sipping fuel in daily driving. For buyers who held off, the ’25+ Hybrid is the sweet spot: greener commutes without giving up camping trips or boat launches.
4. The towing limits most Maverick owners never see coming
The brick-wall of trailer aerodynamics
Ford caps the frontal area of any trailer at 40 ft² with the 4K Tow setup. That’s not weight, that’s wind resistance. A trailer that’s short but boxy, say 8 ft wide and 6 ft tall, hits 48 ft² and already breaks the rule. Owners learn fast that a light but tall camper can pull harder than a heavier boat.
Tongue weight eats payload fast
With the 4K Tow Package, tongue weight tops out at 400 lb. It needs to sit at 10–15% of total trailer weight to avoid sway. That means a 3,500 lb load should press about 350–375 lb on the hitch. Go over, and you’re not just stressing the rear axle, you’re eating into payload that should carry people and gear.
Payload math isn’t optional
Most Mavericks carry about 1,500 lb payload. Subtract tongue weight, passengers, and bed cargo, and the margin shrinks quickly. If you’re hauling a family of four plus camping gear, a heavy trailer can leave you technically overweight before you leave the driveway.
GCWR is the final gatekeeper
The gross combined weight rating is where everything comes together: truck, passengers, cargo, tongue, and trailer. With the 4K Tow Package, the Maverick’s GCWR jumps past 8,000 lb.
Without it, you’re stuck around 6,000 lb. Blow past the number, and you’re outside Ford’s safety envelope no matter how light the truck feels.
5. How the Maverick actually tows when the trailer’s hooked up
EcoBoost AWD feels like the safe bet
Owners running the 2.0L EcoBoost AWD with 4K Tow say it pulls close to 4,000 lb without sweating. The revised gearing and turbo torque give it solid launches, even on steep grades. Stability still depends on setup, but with the right hitch, it feels planted.
Hybrid AWD proves itself in 2025
The new Hybrid AWD with 4K Tow surprised skeptics. With the extra cooling and drivetrain updates, it can handle real loads, though drivers need to stay sharp with cooling strategy on long climbs. For those who wanted mpg and muscle in one truck, it finally delivers.
Light truck, tall trailer, twitchy wind
Physics never takes a day off. A compact truck pulling a tall camper will always feel more wind-sensitive. Owners notice it most when semis blow past. That’s why Trailer Sway Control and a solid weight distribution hitch aren’t optional; they’re survival gear.
Tow/Haul mode makes the difference
Leave Tow/Haul off, and you’ll feel the transmission hunt gears. Switch it on, and it holds gears longer, uses engine braking downhill, and saves your brakes from cooking. Owners who use it religiously have fewer complaints about towing fatigue.
The fuel economy reality check
No matter the engine, towing near the limit means mpg drops. Real-world reports sit around 15–16.5 mpg with a loaded trailer. That’s not a flaw; it’s the cost of pushing air and weight through the highway.
Common loads and how the Maverick handles them
| Tow Item | Approx. Weight | Standard 2,000-lb | 4K Tow Maverick |
|---|---|---|---|
| 5×8 utility trailer (yard work) | 500–1,000 | Excellent | Excellent |
| Single jet ski on trailer | 800–1,200 | Excellent | Excellent |
| 16–17′ aluminum fishing boat | 1,000–2,000 | Good | Excellent |
| Pop-up camper (light) | 1,500–2,500 | Marginal (spec carefully) | Good (watch frontal area) |
| Small travel trailer | 2,500–4,000 | Not recommended | Possible (≤40 ft² frontal, watch payload/GCWR) |
| Compact car on dolly | 3,500–4,000+ | Not recommended | Feasible with careful math |
6. Setting up your Maverick to tow the right way
When the 4K Tow box isn’t optional
If you’re pulling anything over 2,000 lb, driving in mountains, or towing often in hot weather, you need the 4K Tow Package. The extra cooling and integrated brake controller are the line between “it moves” and “it lasts.” Owners who skip it and try to push the limit usually regret it.
Light hauls don’t need heavy gear
For jobs under 2,000 lb, yard trailers, small boats, or the occasional pop-up, the standard setup is enough. Still, if your trailer has electric brakes, add an aftermarket controller. Stopping power matters just as much as pulling power.
Hitch, ball, and brake setup done right
Match your ball size and class rating to the trailer. On an empty road, dial in trailer brake gain until the trailer stops smoothly without jerking the truck. Re-check after you load it, because weight changes everything.
Weight distribution keeps you straight
Near the 4,000 lb limit, a weight distribution hitch is more than nice-to-have. It pushes weight back onto the Maverick’s front axle, calming sway and keeping steering precise. For boxy campers, it can mean the difference between white-knuckle driving and relaxed towing.
Tires, pressures, and bolts that hold it all
Run trailer tires at their max sidewall pressure and set your Maverick’s tires to the door-jamb spec. After 50–100 miles, stop and re-torque every lug nut; trailers shake loose hardware faster than you’d think.
7. Quick math every Maverick owner needs before towing
Tongue weight math in one line
Safe towing means 10–15% of trailer weight on the tongue, but never more than 400 lb with the 4K Tow Package. Example: a 3,000 lb trailer should press about 300–450 lb on the hitch. Anything higher overloads payload, anything lower invites sway.
GCWR check that saves your transmission
Add up curb weight, passengers, bed cargo, tongue weight, and the trailer’s gross weight. That total has to stay under the GCWR for your build.
Standard Mavericks sit around 6,000 lb combined, 4K Tow versions climb past 8,000 lb. Blow past it, and you’re running out of cooling and braking margin.
Frontal area shortcut most owners forget
Measure trailer width times height in feet. If it’s more than 40 ft², you’re outside Ford’s limit even if weight looks fine. That’s why a tall, light camper can be more trouble than a heavier boat; it’s a sail, not just a load.
8. How the Maverick holds up against the Hyundai Santa Cruz
Santa Cruz flexes the bigger number
On paper, the Hyundai Santa Cruz takes the crown. With its 2.5L turbo four, it’s rated for 5,000 lb max tow and about 1,600 lb payload. That’s a clean 1,000 lb advantage over the Maverick’s 4K Tow build. If all you care about is the spec sheet, Hyundai wins this round.
Maverick plays the efficiency card
The Maverick’s 2.0L EcoBoost AWD with 4K Tow tops out at 4,000 lb towing and around 1,500 lb payload. But where it shines is efficiency.
Even the EcoBoost averages 25–26 mpg, while the Santa Cruz’s turbo struggles to clear 21–25 mpg when loaded. Factor in the Hybrid, and Ford’s compact truck saves serious fuel money over the long run.
Why Ford’s 4K Tow makes sense in the real world
Most owners don’t haul 5,000 lb campers every weekend. They pull boats, pop-ups, or utility trailers, all well inside 4,000 lb. For that crowd, the Maverick balances enough capacity with everyday mpg.
And starting in 2025, the Hybrid AWD with 4K Tow makes that balance even sharper: fuel sipping on the commute, confident towing on the weekend.
Maverick vs. Santa Cruz towing snapshot
| Spec | Maverick (max tow build) | Santa Cruz (max tow) |
|---|---|---|
| Engine | 2.0L EcoBoost I4 (250 hp / 277 lb-ft) | 2.5L Turbo I4 (281 hp / 311 lb-ft) |
| Max Towing | 4,000 lb | 5,000 lb |
| Max Payload | ~1,500 lb | ~1,600 lb |
| Efficiency focus | Strong (esp. Hybrid) | Lower at max-tow spec |
9. Fast answers to the towing questions Maverick owners keep asking
Can I add the 4K Tow Package after purchase?
Not fully. You can bolt on a hitch, wire a 7-pin, even install an aftermarket brake controller. But you won’t get the factory cooling, gearing, or the official 4,000-lb rating without ordering it from Ford.
Does the Hybrid need AWD to tow right?
Yes. The FWD Hybrid stays locked at 2,000 lb. Only the AWD Hybrid (2025+) can be ordered with 4K Tow and reach the 4,000 lb mark.
My trailer’s under 4,000 lb but tall, am I safe?
Not if it blows past the 40 ft² frontal area cap. A boxy camper with too much surface area catches wind like a billboard. Aero can wreck stability faster than weight.
Do I need trailer brakes under 4,000 lb?
If your trailer has them, use them. The integrated brake controller makes stops smoother and shorter. And many states legally require brakes above specific thresholds, sometimes as low as 1,500–3,000 lb.
10. The pre-tow checklist that keeps a Maverick out of trouble
Weigh the numbers before you move
Check the payload sticker on your door jamb and confirm the GCWR for your exact build in Ford’s towing guide. If the math doesn’t fit, the trip’s a no-go.
Dial in the hitch and brakes
Confirm you’ve got the right hitch class, ball size, and coupler height. Then set trailer brake gain on an empty road until the trailer stops smooth without tugging the truck. Re-check once loaded.
Load it for balance, not convenience
Keep tongue weight at 10–15% of the trailer’s gross. Too light, and sway starts. Too heavy, and you burn payload fast. If possible, put the tongue on a scale before rolling out.
Tires, lights, and chains matter every trip
Set truck tires to the door-jamb spec and pump trailer tires to their max sidewall rating. Test all lights, cross your safety chains, and clip the breakaway cable. A missed detail here is how trailers end up in ditches.
Drive like you’re towing, not commuting
Plan longer stops, keep speed in check, and always engage Tow/Haul mode. Pull over after 10–15 miles to re-check straps, lugs, and loads. That first shake-down check saves disasters later.
Who should check the 4K Tow box, and who shouldn’t
If you plan to tow over 2,000 lb, drive in hot or mountainous regions, or hook up a trailer often, the 4K Tow Package isn’t optional. The extra cooling, integrated brake controller, and revised gearing make the difference between surviving the load and actually controlling it.
For 2025 and newer Hybrid AWD buyers, it’s also the only way to unlock the full 4,000-lb rating without giving up the fuel savings that make the truck appealing in the first place.
On the other side, if your towing life is nothing more than yard work trailers, a single jet ski, or the occasional pop-up under 2,000 lb, the standard Maverick setup is enough.
You’ll still need to respect payload, tongue weight, and GCWR math, but you don’t need to pay for the extra package. Adding a brake controller if your trailer has brakes is a smart move for safety, but you don’t need the full 4K setup.
The bigger truth is that the 4K Tow Package isn’t just a higher number on a spec sheet. It’s factory-built insurance: cooling, brakes, and drivetrain tuning that keep the Maverick healthy and composed year after year. It even boosts resale value, since used buyers know exactly what that box on the build sheet means.
For anyone who expects to tow more than once or twice a year, the answer is simple: order the 4K Tow Package. It’s the cheapest insurance Ford sells for the Maverick.
Sources & References
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- 2024 Ford Maverick Towing Capabilities
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- 2023 Ford Maverick Towing Capacity – Matteson
- 2024 Ford Maverick® Truck | Pricing, Photos, Specs & More
- 2025 Ford Maverick Towing Capacity & Performance – Bell Ford
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