Blog

Quick Answer The 2026 Ford F-350 offers four engines: a 6.8L gas V8 (405 hp), a 7.3L gas V8 (430 hp), a 6.7L Power Stroke diesel (1,050 lb-ft), and a 6.7L High-Output Power Stroke (1,200 lb-ft, up to 40,000 lbs gooseneck). Gas suits mixed driving and top payload; diesel wins for frequent heavy towing. The "best" engine on a 2026 Ford F-350 Super Duty is the one that matches how you actually use the truck. If you tow heavy frequently, drive long distances, or want an effortless feel under load, your priorities look different than someone doing mixed driving with occasional towing. This guide lays out the four engines with their real numbers, how gas and diesel actually feel when towing, the ownership considerations beyond fuel, and how to match the engine to your workload here in South Dakota and North Dakota. Shop F-350s in Stock Get Pre-Approved On This Page What are the 2026 F-350 engine options and specs? Gas vs. diesel: what changes in real use? Which engine feels best for towing? Ownership considerations beyond fuel How do you match an engine to your workload? What are the 2026 F-350 engine options and specs? The 2026 F-350 offers four engines, all paired with a 10-speed TorqShift automatic: two gas V8s and two 6.7L Power Stroke diesels. The 6.8L gas is standard on XL, XLT, and Lariat; the 7.3L gas becomes standard on King Ranch and up; both diesels are optional across the line. Engine Output Max Tow / Payload 6.8L gas V8 405 hp / 445 lb-ft 18,900 lbs / up to 8,000 lbs payload 7.3L gas V8 430 hp / 485 lb-ft 22,500 lbs / 7,635 lbs payload 6.7L Power Stroke diesel 475 hp / 1,050 lb-ft 38,600 lbs / 6,952 lbs payload 6.7L High-Output Power Stroke 500 hp / 1,200 lb-ft 40,000 lbs / 6,935 lbs payload Tow figures are maximum gooseneck, properly equipped; the 40,000-lb rating requires the dual-rear-wheel HO diesel with the 40K Gooseneck Tow Package. Payload and towing vary with cab, bed, axle, and configuration. Gas vs. diesel: what changes in real use? Both can be strong choices — for different patterns. Gas is the simpler, lower-cost-of-entry option for mixed driving and occasional towing, and the 6.8L gas actually carries the highest payload of any F-350 at up to 8,000 lbs. Diesel earns its premium when towing is frequent and heavy, trading purchase price for torque and a composed feel under load. Engine availability ties to trim and packages, so it helps to compare powertrains alongside equipment. That framework is in our 2026 F-350 packages & trims guide. Which engine feels best for towing? For heavy, frequent towing, the diesels feel best — stable and unstrained on grades, in wind, and on long highway runs — which is why they're the common pick above roughly 20,000 lbs. The standard 6.7L Power Stroke (1,050 lb-ft, up to 38,600 lbs) covers nearly every gooseneck around here; the High-Output (1,200 lb-ft, up to 40,000 lbs) is for the heaviest loads. If your towing is occasional and mixed, the 7.3L gas is capable to 22,500 lbs without diesel upkeep. Our Recommendation For most ranch and farm buyers around Bowdle and Aberdeen who tow gooseneck trailers regularly, we recommend the standard 6.7L Power Stroke — its 1,050 lb-ft and 38,600-lb rating cover nearly every trailer here without paying for the High-Output engine. If you tow only occasionally and want maximum payload and the lowest cost of ownership, the 7.3L gas V8 is the smarter buy. Match it to a build with our 2026 F-350 towing guide. Ownership considerations beyond fuel The right engine is an ownership decision, not just a spec-sheet one. Weigh the purchase premium against how hard and how often you'll actually work the truck. Upfront cost: diesel configurations carry a higher purchase price than gas. Use pattern: frequent heavy towing justifies diesel; mixed driving favors gas. Payload need: if you haul heavy in the bed more than you tow, the 6.8L gas and its 8,000-lb payload may matter more than diesel torque. Long-term plans: how long you keep the truck changes the value equation. Work reality: in wind, winter, and long distances, "effortless under load" can matter more than mileage. How do you match an engine to your workload? Work from how you use the truck, in four steps: Identify your heaviest trailer and how often you tow it. Decide whether "effortless under load" on grades and in wind is a priority. Factor in payload needs, annual miles, and how long you keep trucks. Compare real builds — engine choice can affect available equipment, packages, and SRW vs. DRW. From the Beadle Ford Lot Most F-350 shoppers come in asking about the High-Output diesel, but once we walk through their real trailer weight, more leave with the standard 6.7L Power Stroke or the 7.3L gas — the High-Output engine and a dually mostly earn their premium once you're routinely past what those two cover. Key Takeaways Four engines, all 10-speed TorqShift: 6.8L gas (405 hp), 7.3L gas (430 hp), 6.7L diesel (1,050 lb-ft), 6.7L HO diesel (1,200 lb-ft). The 6.8L gas carries the highest payload of any F-350 — up to 8,000 lbs. Diesel tows farthest: 38,600 lbs standard, 40,000 lbs High-Output (DRW). Pick by workload pattern, not headline torque — gas for mixed/occasional, diesel for frequent heavy towing. Engine choice can affect equipment and packages, so confirm on a real build. Frequently Asked Questions What are the 2026 Ford F-350 engine specs? Four engines, all with a 10-speed TorqShift automatic: the 6.8L gas V8 (405 hp / 445 lb-ft), the 7.3L gas V8 (430 hp / 485 lb-ft), the 6.7L Power Stroke diesel (475 hp / 1,050 lb-ft), and the 6.7L High-Output Power Stroke (500 hp / 1,200 lb-ft). Is diesel always the best choice for an F-350? Not always. Diesel shines for frequent heavy towing — up to 38,600 lbs standard or 40,000 lbs High-Output — but gas can be a strong fit for mixed driving and occasional towing. The best choice depends on your trailer weight, towing frequency, payload needs, and ownership priorities. Which 2026 F-350 engine has the most payload? The 6.8L gas V8, at up to 8,000 lbs properly equipped — more than either diesel — because the lighter engine leaves more weight available for the bed. The 7.3L gas follows at 7,635 lbs, with the diesels near 6,950 lbs. Does engine choice affect towing features and packages? It can. Some towing equipment and packages vary by trim, engine, and configuration — the 40,000-lb gooseneck rating, for example, requires the High-Output diesel in dual-rear-wheel form with the 40K Gooseneck Tow Package. Confirm the equipment list on the exact truck you're considering. Which engine should I get if I tow heavy every week? For regular heavy gooseneck towing in this region, the standard 6.7L Power Stroke is the value pick — 1,050 lb-ft and up to 38,600 lbs covers nearly every trailer. Step up to the High-Output diesel only if you routinely run near 40,000 lbs, where the dually and 40K package pay off. Quick Answers: F-350 Engines One-line answers to the follow-up questions buyers ask next. How many engines does the 2026 F-350 offer? Four — two gas V8s and two 6.7L Power Stroke diesels. What transmission do they use? A 10-speed TorqShift automatic, standard on all four. Most powerful engine? The 6.7L High-Output Power Stroke — 500 hp and 1,200 lb-ft. Most payload? The 6.8L gas V8 — up to 8,000 lbs. Most towing? The High-Output diesel — up to 40,000 lbs gooseneck (DRW). Best value diesel? The standard 6.7L Power Stroke — 1,050 lb-ft, up to 38,600 lbs. Which gas engine is standard? The 6.8L on XL/XLT/Lariat; the 7.3L on King Ranch and up. Is gas good enough to tow? Yes — the 7.3L gas tows up to 22,500 lbs gooseneck. Does diesel cost more upfront? Yes, but frequent heavy towing can justify it. How do I confirm an engine on a build? We verify engine, axle, and packages before you order. Keep Researching The complete 2026 Ford F-350 Super Duty overview — trims, specs, towing, and inventory in one place. 2026 F-350 towing guide — the gooseneck, fifth-wheel, and conventional ratings behind each engine. 2026 F-350 packages & trims — which engine is standard on which trim, and where DRW becomes available. 2026 F-350 technology — the trailering tech that pairs with your powertrain choice. My Take on the 2026 F-350 Engines In my experience, engine decisions are easiest when you stop thinking in headlines and start thinking in workload. When the engine matches how often — and how heavy — you tow, the truck feels more confident to drive and simpler to live with over time. Around here, that lands more buyers on the standard diesel or the 7.3L gas than on the High-Output engine they came in asking about. Tell me your heaviest trailer and your typical week, and we'll match the engine to it. Stop in at Beadle Ford in Bowdle or reach out anytime. Shop F-350s in Stock Get Pre-Approved About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs. Learn more about Lexy.

Let's be direct: the FX4 Off-Road Package sounds impressive on a window sticker, but plenty of buyers aren't sure whether they actually need it or if it's just a checkbox that adds cost. If you spend time on gravel roads, muddy field edges, hunting access roads, or anywhere paved roads stop being a guarantee — the answer is probably yes. If you stay on pavement and well-maintained highways, you can save the money. Here's an honest breakdown of every component, what it does in the real world, and who it's actually built for. The Big 2026 Change: FX4 Now Available on the XL For 2026, Ford expanded FX4 availability down to the XL trim — that's new. Previously the package started at the XLT. Now you can spec the XL with FX4 content, which creates a lower-cost entry point for buyers who want the off-road capability without the added interior features of the XLT or Lariat. FX4 remains available on the XLT and Lariat as well. The Raptor is its own animal — it doesn't use the FX4 package name because it has more capable off-road hardware built in from the ground up. More on the Raptor vs. FX4 comparison below. What the FX4 Package Actually Includes The FX4 Off-Road Package is a collection of components that work together to improve capability in low-traction situations. Here's what's in it: Component What It Does Electronic Rear Locking Differential Locks both rear wheels to rotate at the same speed — prevents the truck from spinning the easy wheel and losing traction Trail Control™ Low-speed cruise control for off-road terrain — you steer, the truck manages throttle and braking independently at each wheel Rock Crawl Mode Activates low-range 4x4, engages e-locker, reduces throttle sensitivity for precise control on uneven terrain Off-Road-Tuned Shock Absorbers Recalibrated dampers for improved wheel articulation and stability on rough, uneven surfaces Steel Front Bash Plate Protects the front underbody from rocks, logs, and road debris when ground clearance runs out Off-Road Tires All-terrain tires on all FX4 configurations (OWL tires available on XLT models without the Black Appearance Package) FX4 Badging Box decals — the visual identifier that signals the package is equipped Trail Control: The Feature Most Buyers Underestimate Trail Control is essentially low-speed off-road cruise control. You set a target speed between 1 and 20 mph and it holds that speed — independently braking individual wheels and modulating throttle to keep you moving at a consistent pace through rough terrain. Your hands stay on the wheel for steering; the truck handles the rest. Why does this matter? On a steep rocky descent or a rutted two-track, managing throttle and brakes manually while also steering is a lot to coordinate — especially with passengers in the truck. Trail Control eliminates the brake-throttle-steer juggling act and lets you focus on your line. It's particularly useful for technical descents where too much speed leads to sliding. It's not a feature you'll use on every off-road trip. But the times you need it — loaded with gear, on a challenging grade, with a trailer behind you — it earns its place fast. The E-Locker: When It Matters and When It Doesn't The electronic rear locking differential is the most practically useful piece of the FX4 package for South Dakota driving conditions. Here's the core problem it solves: when one rear wheel is on a slippery surface and the other has grip, an open differential sends power to the wheel with less resistance — which means the slipping wheel spins freely while the good-traction wheel sits still. You go nowhere. The e-locker mechanically locks both rear wheels together so they both turn at the same speed regardless of traction. Both rear wheels become driving wheels. In soft spring mud, loose gravel, flooded field paths, or a wet boat ramp — the difference between locked and open is often the difference between moving and stuck. When to Use the E-Locker Use it: Muddy boat ramps, soft field edges, loose gravel climbs, spring thaw on two-tracks, wet grass, sand Don't use it on: Pavement or hard-packed roads — locking the rear differential on solid surfaces causes binding and handling issues You engage and disengage it with a dash button. Easy to forget you have it, easier to remember once you've needed it. FX4 vs. Raptor: Different Tools for Different Terrain The Raptor and the FX4 Ranger are not competing for the same buyer. The FX4 package improves a capable everyday truck — you're still on the same frame, same suspension travel, same ground clearance as the base Ranger. The Raptor is a purpose-built performance off-road platform with a completely different suspension architecture, significantly more wheel travel, and a 3.0L V6 tuned specifically for off-road use. XLT / Lariat w/ FX4 Raptor Engine 2.3L I4 or 2.7L V6 3.0L V6 — 405 hp Suspension Off-road tuned shocks Live-valve Fox Racing Shox, long-travel Max Towing up to 7,500 lbs up to 5,510 lbs Drive Modes Rock Crawl (FX4) Baja, Rock Crawl + more Best Use Daily driver + off-road capability Performance off-road truck Price Tier Package add-on cost Significant premium For most buyers in central South Dakota, the FX4 on an XLT or Lariat is the right call. It handles gravel roads, hunting access, boat launches, and field edges with confidence — and it still tows at the full 7,500 lb ceiling. The Raptor is for buyers who want high-speed desert running and extreme trail capability as a primary use case, not a secondary one. Worth It or Skip It: The Honest Framework Add FX4 if you regularly: Drive unpaved roads, gravel county roads, or seasonal two-tracks Back down boat ramps — especially in late fall or early spring when surfaces get soft Drive across pastures, field edges, or hunting grounds with soft or wet soil Deal with South Dakota spring mud or late-season snowpack on back roads Haul trailers off-pavement where departure traction is a concern Skip FX4 if you: Primarily drive paved highways, town streets, and well-maintained county roads Have no regular use for the e-locker, Trail Control, or rock crawl modes Are on a tight budget and the package cost matters — there's nothing wrong with a clean XLT or Lariat without it Why It Makes Sense for Bowdle-Area Drivers Living and working around Bowdle means unpaved roads aren't a novelty — they're routine. County gravel roads that turn to mud in April, field access tracks after rain, boat launches on the Missouri River system, stock dam access that gets torn up by cattle and equipment — this is exactly the environment the FX4 package is engineered for. The steel bash plate alone is worth something when you're driving roads where rocks and debris are a given. The e-locker is worth something every spring. Trail Control is worth something any time you're on a loaded descent in bad conditions. None of these are theoretical benefits in this part of the state — they're features you'll actually use. For a complete look at which trims offer FX4 and how the package fits into each build, or to understand how the e-locker improves traction at boat ramps and soft-surface towing situations, both guides have the detail. FX4 FAQ Is the FX4 package available on all 2026 Ranger trims? FX4 is available on the XL, XLT, and Lariat. The XL availability is new for 2026 — the package previously started at the XLT. The Raptor does not use the FX4 package name; it comes with a more capable off-road system as standard equipment. Does adding FX4 affect towing capacity? No — FX4 does not reduce or increase the Ranger's towing capacity. The 7,500 lb max (with Trailer Tow Package) remains the same whether or not FX4 is equipped. The e-locker can actually improve traction during soft-surface trailer departure situations, but the official tow rating is unchanged. Can I use the e-locker on pavement? No — the electronic rear locking differential is designed for low-traction, low-speed off-road use only. Using it on pavement causes drivetrain binding and handling instability. It's engaged and disengaged with a dash button, so it's easy to flip on and off as conditions change. What's the difference between Trail Control and regular cruise control? Standard cruise control maintains speed on pavement by managing throttle only. Trail Control is designed for off-road terrain and operates at very low speeds (1–20 mph) — it controls both throttle and braking independently at each wheel to maintain a consistent pace. The driver handles steering; Trail Control handles the throttle-brake balance on technical terrain. Did the FX4 package change at all for 2026? The package contents are essentially the same as 2025. The significant 2026 change is availability — FX4 is now offered on the XL trim for the first time. The components themselves (e-locker, Trail Control, off-road shocks, bash plate, FX4 tires and badging) carried over unchanged. Key Takeaways FX4 is now available on the XL for 2026 — that's new; it previously started at the XLT The package includes: e-locker, Trail Control, Rock Crawl mode, off-road shocks, steel bash plate, FX4 tires and badging The electronic rear locking differential is the most practically useful piece for South Dakota conditions Trail Control is low-speed off-road cruise control — handles throttle and braking while you steer FX4 does not reduce towing capacity — the 7,500 lb max still applies The Raptor is a different product entirely — purpose-built off-road with long-travel suspension and a 3.0L V6 If you drive unpaved roads, boat ramps, or field access regularly in central SD — FX4 is worth it The FX4 Off-Road Package isn't flashy marketing — it's a set of components that address real traction problems in real conditions. Around Bowdle, those conditions show up in April mud, gravel county roads, and every trip to a boat ramp or field edge. Whether it belongs on your build depends on how you actually use the truck. If you want to talk through trim and package combinations at Beadle Ford, I'm happy to help you land on the right build. The 2026 Ford Ranger overview is a good place to start if you want to compare the full lineup before narrowing down. — Lexy Tabbert, Beadle Ford Continue Reading → Which trims offer FX4 — and how each build stacks up on value → How the e-locker helps in soft-surface towing situations

Home› Ford Expedition› 2027 Ford Expedition› BlueCruise vs. Super Cruise vs. ProPilot 2.0 Hands-free highway driving has gone from concept-car demo to real, purchasable feature. Three major systems are available on full-size SUVs sold in the U.S. today: Ford’s BlueCruise on the 2027 Expedition (and most of the Ford lineup), GM’s Super Cruise on the Chevrolet Tahoe, Suburban, and much of the GMC lineup, and Nissan’s ProPilot 2.0 on select vehicles like the Ariya. All three let you take your hands off the wheel on compatible highways. None of them works everywhere. For buyers in rural South Dakota, the honest question isn’t which system is technically best — it’s which system actually helps on the highways you actually drive. This guide covers how each system works, which SD highways each covers, the real subscription and ownership costs, what Consumer Reports and IIHS rankings say, and which system fits which buyer. Written for the driver who spends a lot of time on I-90, US-12, US-83, or US-281 and wants to know what’s real and what’s marketing. Browse Expedition Inventory Ask About a Custom Order On This Page How does each hands-free system actually work? Which system covers the South Dakota highways you actually drive? What are the real subscription and ownership costs for each system? What do Consumer Reports and IIHS rankings say about each system? Which hands-free system is right for you? How does each hands-free system actually work? All three systems combine three ingredients: cameras and radar for lane and vehicle detection, high-precision mapping data for road geometry, and driver-monitoring hardware to confirm you’re paying attention even when your hands are off the wheel. The differences are in how each manufacturer implements them and where each is approved to operate. BlueCruise (Ford) uses a driver-facing infrared camera to monitor your eye position and gaze. On supported highways — which Ford describes as approximately 97% of controlled-access U.S. and Canada highways — you can drive hands-free, and the system includes Lane Change Assist (automatic lane changes on your signal) and In-Lane Repositioning (lateral position adjustment within the lane). BlueCruise is available across most of the 2027 Ford Expedition lineup: a 90-Day Trial is included on Active Touring (202A) retail orders, a 1-Year + 90-Day plan is standard on Platinum Ultimate (17A) and King Ranch (400A), and a one-time purchase is optional on other retail trims. Super Cruise (GM) uses a driver-facing infrared camera and a steering-wheel light bar that shifts color to communicate the system’s state. GM publishes coverage across more than 750,000 miles of mapped U.S. and Canada divided highways, including interstates and select divided state highways. Super Cruise supports Automatic Lane Change (on driver request) and hands-free driving while towing on compatible vehicles. It’s available on the Chevrolet Tahoe, Suburban, Silverado, and across much of the GMC lineup, typically as an option on upper trims. ProPilot 2.0 (Nissan) is Nissan’s advanced driver-assist system, launched first in Japan and available on select U.S. vehicles including the Nissan Ariya. It combines driver monitoring, lane centering, adaptive cruise, and navigation-linked automatic lane changes on mapped highways. U.S. availability and mapped-road coverage are narrower than BlueCruise or Super Cruise — ProPilot 2.0 is not on most full-size three-row SUVs sold here. Most Nissan models currently offered in the U.S. use the earlier ProPilot Assist (hands-on, not hands-free). For a complete look at the 2027 Expedition’s tech stack including BlueCruise, see the complete 2027 Ford Expedition overview. Which system covers the South Dakota highways you actually drive? Here’s the honest part of this comparison. Both BlueCruise and Super Cruise cover the interstate segments of major highways well. Neither system covers the state and U.S. highways that most rural South Dakota drivers use for everyday travel. ProPilot 2.0’s U.S. mapped-road network is narrower still. The practical coverage differences between the three systems on Dakota roads are smaller than the marketing pitches suggest. I-90 (east-west across South Dakota): Covered by BlueCruise and Super Cruise as a controlled-access interstate. This is the one highway in SD where hands-free driving delivers the marketing promise for most of its length. If your driving includes I-90 — Sioux Falls, Mitchell, Chamberlain, Murdo, Kadoka, Rapid City — both systems will work for most of that route. ProPilot 2.0 coverage on I-90 depends on the specific Nissan model. US-12 (east-west through north-central SD): Generally not on hands-free mapped networks. US-12 is a four-lane undivided highway for much of its length with at-grade intersections — the kind of geometry neither BlueCruise nor Super Cruise is approved to operate on in hands-free mode. Adaptive cruise and lane centering (hands-on) still work on US-12, but genuine hands-free driving does not. US-83 and US-281 (north-south through SD): Similar to US-12. These are primarily two-lane or four-lane undivided highways for much of their SD length. Hands-free mode generally doesn’t activate on them regardless of which system you buy. Some short four-lane divided stretches (urban bypasses) may qualify; the majority of the route does not. I-29 (north-south, eastern SD): Covered by BlueCruise and Super Cruise as a controlled-access interstate. Functions similarly to I-90. The practical takeaway: if most of your miles happen on I-90 or I-29, hands-free driving delivers a genuine benefit and both BlueCruise and Super Cruise work well. If your miles are split between state highways and interstate stretches — which is most of the Bowdle-to-Sioux Falls or Bowdle-to-Fargo routes — only the interstate portion gets the hands-free experience. The state-highway portion falls back to hands-on adaptive cruise with lane centering regardless of which system you picked. For Dakota buyers weighing a 2027 Expedition against a Chevrolet Tahoe or Toyota Sequoia, see the direct comparisons: Expedition vs. Tahoe and Suburban and Expedition vs. Toyota Sequoia. What are the real subscription and ownership costs for each system? All three systems use a tiered pricing model — initial included period, then some combination of subscription and/or purchase. The exact pricing changes over time and varies by model and trim, so the framing below is about how the structures differ rather than specific dollar figures (which you should confirm at purchase). BlueCruise (Ford). On the 2027 Expedition, a 90-Day Trial is included on Active Touring (202A) retail orders at no additional cost. The 1-Year + 90-Day plan is included standard on Platinum Ultimate (17A) and King Ranch (400A). For other retail trims (Active Select, Tremor, Platinum base) BlueCruise is available as either a 1-Year + 90-Day plan or a one-time purchase. After the initial period expires, you can renew annually or switch to a one-time purchase for longer-term use. Super Cruise (GM). Super Cruise is typically offered with a free trial period at purchase (length varies by model and year), followed by a subscription option (Connected Services plan) for ongoing use. GM has also at times offered longer bundled periods. Current plan specifics should be confirmed with Chevrolet or GMC at purchase. ProPilot 2.0 (Nissan). Nissan’s pricing model for ProPilot 2.0 in the U.S. market varies by vehicle and has been evolving. Some vehicles bundle the system with upper trims; others may move toward subscription models. Confirm with Nissan at purchase. For a buyer in rural SD, the practical question is less “what’s the subscription cost” and more “how many miles per year will I actually use hands-free driving.” If your annual miles on interstate routes (I-90, I-29) are substantial, the subscription economics work out. If most of your miles are on state highways where the system doesn’t activate anyway, paying for the subscription is paying for capability you won’t use most of the time. What do Consumer Reports and IIHS rankings say about each system? Independent testing organizations have evaluated hands-free systems on safety, driver-attention monitoring effectiveness, and system capability. Results shift as manufacturers release software updates, but the general findings over the past several years are consistent. Consumer Reports has historically ranked GM’s Super Cruise at or near the top of their active driving assistance evaluations, praising the driver-monitoring implementation and the system’s integration. BlueCruise has typically scored in the upper tier as well, with Ford improving its ranking as newer software versions have rolled out. ProPilot 2.0 scores in the U.S. market have been less frequently evaluated due to narrower vehicle availability. IIHS (Insurance Institute for Highway Safety) has focused its partial-automation ratings on driver engagement and safeguards. When IIHS rated systems in recent studies, none of the major hands-free systems received “Good” ratings across all categories — manufacturers typically need to improve attention monitoring, shift controls, or engagement safeguards to reach top marks. Both BlueCruise and Super Cruise have improved in IIHS evaluations over successive software updates. The practical takeaway: all three systems in their current 2025–2026 iterations are legitimate and deliver on their core promise of hands-free driving on supported roads with driver-monitoring safeguards. The differences in ranking among the top systems are narrower than the gap between any of them and a car with no hands-free feature at all. For specific, up-to-date rankings, check Consumer Reports and IIHS directly at purchase time. Which hands-free system is right for you? For most full-size SUV buyers in rural South Dakota, the hands-free system is rarely the decision-point on its own — but it can be a deciding factor when you’ve narrowed down to two comparable vehicles. Here’s how I frame it. Pick BlueCruise (Ford) if: You’re cross-shopping a 2027 Ford Expedition and one of the Active Touring, Platinum Ultimate, or King Ranch configurations fits your use case You want the 90-day trial to test the system before committing to a longer plan You value the broad controlled-access highway coverage (~97% reported by Ford) You’re already a Ford customer and staying in the Ford Pass ecosystem is valuable Pick Super Cruise (GM) if: You’re buying a Chevrolet Tahoe, Suburban, or another upper-trim GM vehicle that offers it You’ve seen positive Consumer Reports rankings and the driver-monitoring approach appeals to you You tow heavy and want a hands-free system validated for towing on supported roads Consider ProPilot 2.0 (Nissan) if: You’re shopping a Nissan Ariya or other Nissan/Infiniti vehicle that offers it, and the vehicle fits your broader needs You’re buying in a market where ProPilot 2.0’s mapped-road coverage includes your regular routes Consider driving without hands-free if: Your weekly driving is almost entirely on state highways where none of these systems activate The subscription cost over a 5-to-7-year ownership period exceeds the practical benefit for your drive mix Adaptive cruise with lane centering (hands-on) meets your real highway-fatigue needs If hands-free driving is a factor in your 2027 Expedition decision, Active Touring (202A) with its included 90-day trial is the cheapest way to test BlueCruise. Platinum Ultimate (17A) and King Ranch include a longer plan standard. Stop in and we’ll demonstrate the system on I-90 or a similar controlled-access stretch if you’d like to see how it feels before committing. Key Takeaways BlueCruise (Ford) covers approximately 97% of controlled-access U.S. and Canada highways. Super Cruise (GM) covers 750,000+ mapped miles. ProPilot 2.0 (Nissan) has narrower U.S. coverage. I-90 and I-29 through South Dakota: covered by both BlueCruise and Super Cruise. US-12, US-83, and US-281: generally not on hands-free mapped networks. For most of the Bowdle-to-Sioux Falls or Bowdle-to-Fargo routes, only the interstate portion runs hands-free regardless of which system you buy. BlueCruise includes a 90-Day Trial on Active Touring; 1-Year + 90-Day plan standard on Platinum Ultimate and King Ranch. Consumer Reports has historically rated Super Cruise at the top of active driving assistance evaluations, with BlueCruise close behind. IIHS evaluates driver-monitoring safeguards and engagement systems across all major offerings. The practical value of any hands-free system depends on what percentage of your annual miles happen on supported interstate highways. Frequently Asked Questions Which is best for South Dakota highways — BlueCruise, Super Cruise, or ProPilot 2.0? For interstate coverage in SD (I-90, I-29), BlueCruise and Super Cruise both work well — they’re both approved for controlled-access interstates. Neither system activates on most of US-12, US-83, or US-281 because those are not controlled-access divided highways. ProPilot 2.0 has narrower U.S. mapped-road coverage than either of the other two. If your driving is mostly on I-90 or I-29, either BlueCruise or Super Cruise delivers real value; on state highways, none of them. Does BlueCruise work on US-12 between Bowdle and Aberdeen? Generally no. US-12 through that stretch is an undivided highway with at-grade intersections and does not meet the controlled-access criteria BlueCruise requires. Adaptive cruise control and lane centering (hands-on) still work on US-12, but full hands-free BlueCruise mode does not activate. Neither does Super Cruise on the same stretch. What’s the difference between hands-free and hands-on adaptive cruise? Hands-free systems (BlueCruise, Super Cruise, ProPilot 2.0) let you take your hands off the wheel on supported highways with a driver-monitoring camera verifying you’re paying attention. Hands-on adaptive cruise with lane centering (ProPilot Assist, Ford Co-Pilot360 Assist 2.0 core features) keeps the vehicle in the lane and manages speed, but you must keep hands on the steering wheel. Hands-on systems work on a wider range of roads than hands-free. Can I use BlueCruise while towing a trailer? BlueCruise and Super Cruise have different specifications around towing. GM has emphasized Super Cruise’s validated hands-free towing capability on supported roads. Ford’s BlueCruise specifics for towing should be verified for your specific 2027 Expedition configuration and trailer setup before counting on it. Check the Owner’s Manual and confirm with Beadle Ford before you buy. Which Expedition trims include BlueCruise standard? Platinum Ultimate (17A) and King Ranch (400A) include the BlueCruise 1-Year + 90-Day plan standard on the 2027 Ford Expedition. Active Touring (202A) includes a 90-Day Trial on retail orders. Active Select, Tremor, and Platinum base offer BlueCruise as an option (either the 1-Year + 90-Day plan or a one-time purchase). Are hands-free systems safe? When used on supported roads and with the driver-monitoring camera active, all three systems operate within manufacturer-validated safety parameters. Independent testing by Consumer Reports and IIHS evaluates driver-engagement safeguards and has noted areas for improvement across all manufacturers. None of these systems is fully autonomous — the driver is legally and functionally responsible for the vehicle at all times. Follow the manufacturer’s guidance in the Owner’s Manual. Can I try BlueCruise before I buy a 2027 Expedition? Yes — Active Touring (202A) includes a 90-Day BlueCruise Trial on retail orders, so you can experience the system for the first three months without a separate plan purchase. Beadle Ford can also demonstrate the system during a test drive on a controlled-access highway like I-90 or I-29 if you’d like to see it before you decide. Contact us and we’ll arrange it. My Take on Hands-Free Systems for Dakota Drivers The hands-free driving marketing is easy to get swept up in. Here’s the honest perspective I give Dakota buyers at Beadle Ford: if you live on interstate routes, hands-free is a real feature that reduces fatigue over long drives and earns its subscription cost. If you live off-interstate, as most of our rural customers do, you’ll use hands-on adaptive cruise with lane centering more than any hands-free system simply because that’s the infrastructure that exists on US-12, US-83, and US-281. That’s not a knock on any manufacturer — it’s a reflection of how hands-free systems are mapped. For the 2027 Expedition, BlueCruise’s 90-Day Trial on Active Touring is the low-commitment way to test the feature. Come in and drive one. If it’s useful on your routes, renew or step up to Platinum Ultimate or King Ranch where the longer plan is standard. If it isn’t, you haven’t lost anything. Shop 2027 Expeditions in Stock Contact Beadle Ford About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs. Learn more about Lexy.

Quick Answer The 2026 Ford F-350 offers colors from work-friendly Oxford White, Agate Black, and Carbonized Gray to bold Ruby Red, Antimatter Blue, and premium Star White Tri-Coat. Availability varies by trim and package; tri-coat and tinted-clearcoat paints cost more, and Iconic Silver is fleet-only. Styling decisions on a heavy-duty truck are rarely "just cosmetic." Color affects how the truck represents a business, how well it hides gravel dust and winter road salt, and how easy it is to match later if you add another truck to the fleet. This guide breaks down the 2026 F-350's actual colors, wheels, and appearance packages — without assuming every color or finish is available on every trim. Shop F-350s in Stock Get Pre-Approved On This Page What colors does the 2026 F-350 come in? Neutral vs. bold: what makes sense for a work truck? Chrome vs. black appearance styling: what changes? How do wheels and stance change across the lineup? How do you choose exterior styling for your use? What colors does the 2026 F-350 come in? The 2026 F-350 palette runs from work-truck neutrals to bold and premium finishes. Standard and no-cost metallics cover most of the lineup; tri-coat and tinted-clearcoat paints are premium, and a couple of colors are limited by trim or fleet ordering. Work-friendly neutrals: Oxford White, Agate Black Metallic, Carbonized Gray Metallic, Marsh Gray, Glacier Gray Metallic Tri-Coat, and Avalanche. Bold & personal: Ruby Red Metallic Tinted Clearcoat, Antimatter Blue Metallic, Argon Blue Metallic, and Darkened Bronze Metallic. Premium finishes (extra cost): Star White Metallic Tri-Coat and Glacier Gray Tri-Coat. Fleet-only: Iconic Silver Metallic. Color availability varies by trim, package, and build timing — treat any list as a starting point and confirm on the exact configuration you want. Neutral vs. bold: what makes sense for a work truck? For a truck that works and gets traded, neutrals are usually the safe long-term play. They hide dust and salt, match a fleet, and hold the broadest resale appeal; bold colors look sharp but can narrow the buyer pool later. Neutral (Oxford White, Agate Black, Carbonized Gray): safest for resale, fleet matching, and business branding. Bold (Ruby Red, Antimatter Blue): stand out and look great, but availability can be more limited by trim and package. Two-tone: offered on select trims like King Ranch; depends on how the truck is equipped. From the Beadle Ford Lot Out here, the trucks that move fastest at trade-in are white, black, and gray — they hide the gravel dust and winter salt that coat everything by February, and a fleet buyer can match them without a second thought. Bold colors look great in the yard; just go in knowing they can narrow your resale pool. Chrome vs. black appearance styling: what changes? Appearance packages change the truck's personality fast — grille finish, bumpers, wheels, and trim accents shift from bright chrome to blacked-out. If you're chasing a specific look, choose your trim and appearance direction together so you don't back into styling after the fact. Our Recommendation For work, fleet, and resale buyers around Bowdle and Aberdeen, we recommend a neutral — Oxford White, Agate Black, or Carbonized Gray — which hides dust and salt and trades easiest. Save the premium Star White Tri-Coat or a bold Ruby Red for a personal truck you plan to keep. Match the look to a trim in our packages & trims guide. How do wheels and stance change across the lineup? Wheel designs and finishes vary by trim and package — from 18-inch painted and machined aluminum on work trims to 20-inch polished and dark-finish wheels higher up, plus the 17-inch forged wheels that come with dual-rear-wheel trucks. Wheel and tire choice isn't just looks here: winter traction and gravel-road practicality matter as much, especially if the truck tows. If you're weighing dually vs. single-rear-wheel, that stance decision is covered in the 2026 F-350 towing guide. How do you choose exterior styling for your use? Work from how the truck will be used, in four steps: Decide if the truck represents a business or fleet, or is personal. Choose a finish direction — chrome or blacked-out — before locking the trim. Confirm your paint color is available on your preferred build (premium tri-coats and fleet colors are limited). Check wheel and tire practicality for winter, gravel, and towing routes. Key Takeaways The palette spans Oxford White and Agate Black to Ruby Red and Antimatter Blue, with premium Star White and Glacier Gray Tri-Coats. Neutrals hide dust and salt, match fleets, and trade easiest in this region. Tri-coat and tinted-clearcoat paints cost more; Iconic Silver is fleet-only. Appearance packages (chrome vs. blacked-out) drive the biggest styling changes. Color and wheels vary by trim, package, and build timing — confirm on the exact truck. Frequently Asked Questions What colors does the 2026 Ford F-350 come in? Colors include Oxford White, Agate Black Metallic, Carbonized Gray Metallic, Marsh Gray, Avalanche, Antimatter Blue Metallic, Argon Blue Metallic, Darkened Bronze Metallic, Ruby Red Metallic Tinted Clearcoat, and the premium Star White and Glacier Gray Metallic Tri-Coats. Iconic Silver Metallic is fleet-only. Availability varies by trim and package. Are all colors available on all trims? No. Color availability varies by trim, package, and build timing — premium tri-coats and tinted clearcoats are extra-cost, and Iconic Silver is fleet-only. Confirm availability on the specific configuration you're shopping. Which F-350 colors are best for resale? Neutrals — Oxford White, Agate Black, and Carbonized Gray — tend to hold the broadest resale appeal and are easiest to match in a fleet. They also hide gravel dust and winter road salt better, which matters in South Dakota. Bold colors look great but can narrow the resale pool. Do appearance packages change the wheels and grille? Often, yes. Many appearance packages adjust exterior finishes — grille, bumpers, and wheel designs — shifting between bright chrome and blacked-out looks. Exact content varies by trim and package, so confirm by build. Does the 2026 F-350 offer a two-tone paint option? Yes, on select trims such as King Ranch, depending on how the truck is equipped. Two-tone availability ties to trim and appearance options, so confirm it on the build you're considering. Quick Answers: F-350 Colors & Styling One-line answers to the follow-up questions buyers ask next. Most popular work colors? Oxford White, Agate Black, and Carbonized Gray. Any premium paints? Yes — Star White and Glacier Gray Metallic Tri-Coats cost extra. What's the fleet-only color? Iconic Silver Metallic. Boldest options? Ruby Red Tinted Clearcoat and Antimatter Blue Metallic. Best color for resale? Neutral white, black, or gray. Is there a blacked-out look? Yes — via appearance packages on equipped trims. Two-tone available? Yes, on select trims like King Ranch. Do wheels change by trim? Yes — 18-inch work wheels up to 20-inch finishes; 17-inch forged on DRW. Best color to hide dust and salt? White and gray shades. How do I confirm a color on a build? We verify paint and wheels against the build sheet before you order. Keep Researching The complete 2026 Ford F-350 Super Duty overview — trims, specs, towing, and inventory in one place. 2026 F-350 packages & trims — which trims and appearance packages get the look you want. 2026 F-350 interior & comfort — pair your exterior with the right cabin. 2026 F-350 towing guide — the SRW vs. DRW stance decision behind the wheels. My Take on F-350 Colors & Styling In my experience, styling choices feel right when they match the job the truck will do. When color, wheels, and finishes fit your routine and long-term plans, owners feel good about the truck long after the newness wears off — and around here, that usually means a neutral that hides the dust and trades clean. Tell me how you'll use the truck and I'll help you land a color and finish that holds up. Stop in at Beadle Ford in Bowdle or reach out anytime. Shop F-350s in Stock Get Pre-Approved About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs. Learn more about Lexy.

Half the customers who walk into Beadle Ford asking about a Bronco actually want a Bronco Sport. The other half think the Sport is the right call until they see what the full-size Bronco can do. Two vehicles, similar names, same off-road family — and very different jobs. Knowing which one fits your week before you walk onto the lot saves time, money, and a regret call six months later. This guide is an honest comparison of the 2026 Ford Bronco and the 2026 Ford Bronco Sport for buyers in Bowdle and the central South Dakota region. We'll cover what body-on-frame versus unibody really means for daily driving, interior and cargo room, off-road hardware, towing and capability, the pricing gap and what it buys, and which one we recommend for which kind of buyer. Both are good vehicles. Only one is right for any given customer. Shop Broncos in Stock Get Pre-Approved On This Page What Does Body-on-Frame vs Unibody Actually Mean for Drivers? How Do Interior Space, Cargo Room, and Daily Practicality Compare? How Does the Off-Road Hardware Compare — Sasquatch vs Sport Badlands? Which One Tows More, and What Real-World Capability Does Each Offer? What's the Pricing Gap, and What Does the Money Actually Buy You? Which One Should Beadle Ford Recommend for You? What Does Body-on-Frame vs Unibody Actually Mean for Drivers? The Bronco is body-on-frame: a separate ladder frame underneath the body, the same architecture as a full-size truck. The Bronco Sport is unibody: the body and structural frame are a single welded unit, the same architecture as a crossover SUV. That single design choice drives almost every meaningful difference between the two. Body-on-frame gives you better hard off-road durability, easier flex when one wheel is up on a rock and another is in a hole, simpler frame repair after damage, and the ability to mount removable doors and a removable roof without compromising structure. It also makes the vehicle heavier, slightly louder at highway speed, and a little less refined on smooth pavement. Unibody gives you a quieter cabin, better fuel economy, smoother ride quality on pavement, lower curb weight, and a tighter turning radius. The trade-off is reduced articulation in genuine off-road conditions and a lower towing ceiling. For a buyer who lives mostly on Bowdle's blacktop and gravel and occasionally wants to access a CRP edge or a Lake Oahe boat ramp, unibody is plenty. For a buyer who needs to thread a section-line two-track in winter or pull a 3,500-lb boat trailer, body-on-frame is the right tool. How Do Interior Space, Cargo Room, and Daily Practicality Compare? Both vehicles seat five. The full-size Bronco's 4-Door is wider and taller, with more shoulder room front and rear, more rear-seat legroom, and a noticeably bigger cargo bay behind the rear seats. The Bronco Sport is narrower and lower, easier to park in a small-town downtown space, and lighter on the eyes for shorter drivers who don't want to climb up into the cabin. The full-size Bronco's wider track and taller body translate into more interior room — and a more deliberate driving feel — than the Bronco Sport's lower, lighter unibody. Cargo: a 4-Door Bronco swallows a Lab-sized kennel, a full decoy spread, and two coolers behind the rear seats with the seats up. The Bronco Sport's cargo bay handles a kennel and a cooler with the seats up, but a full decoy spread or layout blind needs the rear seat folded. For grocery-and-school-pickup duty, both are plenty. For a hunting rig that hauls dogs and gear, the full-size Bronco is the right answer. For full hunting use cases see our South Dakota hunting guide. Daily-driver feel is where the Bronco Sport pulls ahead. It rides quieter on US-12 at 70 mph, returns better fuel economy on the Bowdle-to-Hills run, and parks more easily in a narrow lot. The full-size Bronco's removable doors and roof are unique to the platform — the Bronco Sport doesn't offer them. If the doors-off summer lifestyle is part of why you're shopping, that's a Bronco-only feature. How Does the Off-Road Hardware Compare — Sasquatch vs Sport Badlands? Both vehicles can tackle a wet ranch two-track, a CRP access road, or a snow-packed section line in central SD. The line between them shows up in deep mud, real ruts, and rock crawling — situations where the full-size Bronco's hardware advantage is the difference between getting through and getting stuck. A Sasquatch-equipped Bronco runs 35-inch tires, electronic-locking front and rear differentials, and high-clearance suspension — hardware that the unibody Bronco Sport doesn't offer. The full-size Bronco's Badlands trim ships with electronic-locking front and rear differentials, 33-inch Rugged-Terrain tires, the seven-mode G.O.A.T. terrain system (Off-Road, Rock-Crawl, Baja added on top of the standard five), and the Advanced 4x4 system with 4-Auto. Add the Sasquatch Package and you get 35-inch tires and HOSS suspension upgrades. For the full breakdown see our 2026 Bronco trim levels guide. The Bronco Sport's Badlands trim is the most off-road-focused of the Sport lineup, with steel underbody skid plates, terrain modes, and twin-clutch rear axle technology. It's a capable rig for what it is — a unibody crossover with off-road tuning — but it doesn't offer beadlock-capable wheels, 35-inch tires, or the dual electronic locker setup. For everyday SD ranch and lake access, Sport Badlands handles it. For genuine off-road work, the full-size Bronco's hardware ceiling is much higher. Get Pre-Approved Contact Beadle Ford Which One Tows More, and What Real-World Capability Does Each Offer? The full-size Bronco wins on towing. Every non-Raptor 2026 Bronco is rated for a 3,500-lb maximum loaded trailer weight, and the Raptor is rated for 4,500 lbs. The Bronco Sport's tow rating is significantly lower and is configuration-dependent — for a small utility trailer, a single-axle aluminum boat, or a lightweight pop-up camper it works; for the 3,500-lb fishing-rig-on-a-trailer use case, the full-size Bronco is the right vehicle. Real-world capability beyond towing is where each vehicle's intended use shows up. The full-size Bronco is built to handle deep snow on a section line, mud on a slough access road, and frozen ruts on a river-bottom whitetail trail. It walks through what the Bronco Sport would have to turn around at. The Bronco Sport, in turn, is built to handle the entire range of central SD daily driving with capability in reserve — gravel roads, light off-pavement, snowy commutes, dirt fairgrounds — in a more efficient and refined package. A practical note for towing: a dealer-installed OEM trailer hitch receiver is required for any towing over 2,000 lbs on the full-size Bronco, regardless of trim. Same kind of dealer-install conversation applies to the Bronco Sport for any towing setup. Bring the trailer specs to the conversation and we'll size the right tow package for either vehicle. What's the Pricing Gap, and What Does the Money Actually Buy You? The 2026 Bronco starts at $40,495 (Base 2-Door or 4-Door), runs through Big Bend at $40,995, Outer Banks at $48,090, Badlands at $48,890, Heritage Edition at $51,625, and tops out at the Raptor at $79,995 — all before the $1,995 destination charge. The 2026 Bronco Sport's lineup starts well below the full-size Bronco's entry point and tops out below the Bronco Badlands' starting price. There's typically a five-to-fifteen-thousand-dollar gap between comparably equipped Sport and Bronco trims. The money buys you four things on the full-size Bronco that the Sport can't match: removable doors and roof, body-on-frame off-road durability, a tow rating up to 3,500 or 4,500 lbs, and the highest off-road hardware ceiling in the segment (lockers, 35-inch tires, HOSS suspension on Badlands and up). If those features matter to you, the upcharge is worth it. If they don't, you're paying for capability you won't use. Cost of ownership beyond purchase price tends to favor the Bronco Sport over time. Better fuel economy, lower insurance in most cases, and lower tire-replacement costs (32-inch tires versus 33-inch or 35-inch on the full-size Bronco) all add up over a five-year ownership window. We'd rather have the straight conversation than oversell either vehicle. Which One Should Beadle Ford Recommend for You? Pick the Bronco Sport if your daily driving is mostly pavement and gravel, you want better fuel economy, parking matters in your week, and you don't tow more than light loads. Sport Badlands is plenty for ranch-property access, CRP edges, and Lake Oahe boat ramp duty in fair weather. The 2026 Bronco Sport lineup is detailed on our 2026 Ford Bronco Sport overview, and the model page with current inventory lives at the Ford Bronco Sport model page. Pick the full-size Bronco if you tow a 3,500-lb boat or trailer, you hunt cattail sloughs and river-bottom timber, you want the doors-off summer lifestyle, you regularly drive unplowed section lines in winter, or the body-on-frame durability matters because you actually use the vehicle hard. Badlands 4-Door is the sweet spot for most central SD buyers; the Sasquatch Package is the upgrade if you cross deep mud or snow regularly. Pick neither if you don't actually want or need 4WD, off-road styling, or the Bronco identity. Ford has several strong crossover options that will be cheaper, more efficient, and better suited to a pure pavement life. Both Broncos are real off-road vehicles — the value is in using what they offer. The complete 2026 Ford Bronco overview lays out trims, packages, and capability side by side if you're leaning full-size. Key Takeaways Bronco is body-on-frame; Bronco Sport is unibody. That single design choice drives almost every meaningful difference between them. Full-size Bronco tows up to 3,500 lbs (non-Raptor) or 4,500 lbs (Raptor). Bronco Sport tow rating is significantly lower and configuration-dependent. Removable doors and roof are unique to the full-size Bronco — the Bronco Sport doesn't offer them. Sport Badlands handles light off-road and gravel-road duty in central SD; full-size Bronco Badlands or Sasquatch handles cattail sloughs, river-bottom timber, and unplowed section lines. Bronco Sport wins on fuel economy, daily refinement, parking, and total cost of ownership. Full-size Bronco wins on capability ceiling, towing, and lifestyle features. Frequently Asked Questions Is the 2026 Bronco Sport built on the same platform as the full-size Bronco? No. The full-size Bronco is body-on-frame, sharing architecture with full-size trucks. The Bronco Sport is unibody, sharing architecture with crossover SUVs. They are completely different vehicles that share branding and styling cues but not platform, drivetrain, or capability ceiling. Can the Bronco Sport take its doors and roof off like the full-size Bronco? No. The Bronco Sport's unibody construction doesn't accommodate removable doors or a removable roof. If the doors-off summer lifestyle is part of why you're shopping, the full-size Bronco is the only option in the lineup. Which one is better for towing a small fishing boat to Lake Oahe? For a small aluminum boat on a single-axle trailer, either vehicle can handle the load. For a heavier fiberglass fishing rig that approaches 3,000 lbs, the full-size Bronco is the right call — every non-Raptor 2026 Bronco is rated for a 3,500-lb maximum, well above what the Bronco Sport's lower tow rating supports. A dealer-installed OEM trailer hitch is required for any towing over 2,000 lbs on the full-size Bronco. Is the Bronco Sport Badlands as capable off-road as the full-size Bronco Badlands? No. The Sport Badlands is the most off-road-focused trim of the Sport lineup, but it doesn't match the full-size Badlands' electronic-locking front and rear differentials, 33-inch Rugged-Terrain tires (or 35-inch with Sasquatch), the seven-mode G.O.A.T. terrain system, or the body-on-frame articulation in real ruts. Sport Badlands handles light off-road and gravel; full-size Badlands handles deep mud, river-bottom two-tracks, and unplowed section lines. How much more does a full-size Bronco cost than a Bronco Sport? The 2026 Bronco starts at $40,495 (Base) before destination, with Big Bend at $40,995, Badlands at $48,890, Heritage Edition at $51,625, and Raptor at $79,995. The Bronco Sport lineup starts well below the full-size Bronco's entry point and tops out below the Bronco Badlands. There's typically a five-to-fifteen-thousand-dollar gap between comparably equipped Sport and full-size trims. Which gets better fuel economy on a Bowdle-to-Black-Hills highway run? The Bronco Sport returns better EPA-estimated fuel economy than the full-size Bronco across comparable engine and trim configurations. The Sport's lower curb weight and more aerodynamic unibody profile both contribute. Always frame fuel economy claims as EPA-estimated and varying by configuration, and confirm specific numbers on fueleconomy.gov for the exact build you're shopping. My Take on the Bronco vs Bronco Sport Decision The mistake I see most often is a customer ordering the full-size Bronco because it looks more capable, then driving it for two years on pavement and gravel and never once putting it in 4-Low. That's a $15,000 capability premium for a vehicle that's not being used to its purpose — and it's a Bronco Sport in disguise. The reverse mistake also happens: a customer orders the Sport because it's more affordable, then realizes a year in that they actually do tow a fishing boat and want the doors off in summer. Honest advice: the right vehicle is the one that matches what you actually do, not what you imagine doing. We sell both at Beadle Ford, and we'd rather sell you the right one and have you back in five years than sell you the wrong one and lose you to a different brand. Bring your real use case — towing, terrain, weekly miles, summer plans — and we'll walk through both. The conversation usually settles itself in fifteen minutes. Shop Broncos in Stock Get Pre-Approved About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs. Learn more about Lexy.

Quick Answer On the 2027 Ford F-350, single-rear-wheel (SRW) tows up to 25,000 lbs conventional and is easier to drive and park daily; dual-rear-wheel (DRW, or dually) raises conventional towing to 28,000 lbs, adds stability under heavy loads, and is required to reach the 40,000-lb gooseneck maximum. Most buyers who don't run near the top of the range are well served by SRW. Single- versus dual-rear-wheel is the most important decision most 2027 F-350 buyers make — it shapes both how much the truck can safely handle and how it drives every day. And it's a decision plenty of buyers get backward, assuming they need a dually when they don't. Here's how SRW and DRW differ on the 2027 F-350, what each one fits, and how to decide based on the trailers you actually pull around Bowdle and Aberdeen. Shop F-350s in Stock Get Pre-Approved On This Page What's the difference between SRW and DRW? Which one fits your trailer? Does DRW change the towing and payload numbers? How does each drive day to day? How do you decide? What's the difference between SRW and DRW? Single-rear-wheel (SRW) has one tire on each side of the rear axle; dual-rear-wheel (DRW, or "dually") has two, for a wider rear footprint. That extra rubber spreads heavy loads over more contact area, which is why the dually carries higher ratings and feels more planted under a big gooseneck or fifth-wheel. The trade is everyday livability: a dually is wider, harder to park, and a bit more truck to run on gravel and in the yard. Neither is "better" — they fit different loads and different daily routines. Which one fits your trailer? Match the rear-wheel choice to the loads you pull most, not the heaviest you'll ever pull: Single-rear-wheel (SRW) is right for you if you tow goosenecks and fifth-wheels comfortably under the top of the range, run gravel and tight yards often, and want a truck that's easier to park and daily-drive — it still tows up to 25,000 lbs conventional. Dual-rear-wheel (DRW) is right for you if you regularly run a large gooseneck or fifth-wheel near the F-350's ceiling, want the calmest feel in crosswinds and on long hauls, or need the 40,000-lb gooseneck maximum. Does DRW change the towing and payload numbers? Yes. On the 2027 F-350, SRW tows up to 25,000 lbs conventional; DRW raises that to 28,000 lbs and, with the High-Output diesel and the 40K Gooseneck Tow Package, reaches the 40,000-lb gooseneck maximum (about 35,000 lbs fifth-wheel). The dually also typically carries higher payload for the heaviest hauling. Exact figures depend on cab, bed, axle, and engine. Our Recommendation For most ranch and farm buyers around Bowdle and Aberdeen, a single-rear-wheel 2027 F-350 covers the goosenecks they actually pull with margin to spare — and it's far easier to live with. Go dually when you routinely run heavy near the top of the range or need the 40,000-lb ceiling. Build the right one with our 2027 F-350 towing guide. How does each drive day to day? An SRW F-350 parks easier, fits a standard lane and most spots without a second thought, and is more forgiving on gravel and in the yard. A dually is wider at the rear, takes more room to maneuver, and rides a touch firmer unloaded — trades many heavy-haulers gladly make for the stability it adds under load. If the truck is also your daily driver, that everyday difference is worth weighing honestly. From the Beadle Ford Lot The most common F-350 question on our lot is still SRW vs. DRW — and plenty of buyers who walk in set on a dually leave in a single-rear-wheel truck once we look at their real trailer weight. A dually is the right call for the heaviest goosenecks, but it's more truck than most loads around here actually need. How do you decide? Four questions settle it: What's your heaviest trailer, loaded — and how often do you actually pull it? Is the truck a daily driver, or mostly a work and tow rig? Do you need the 40,000-lb gooseneck ceiling, or is comfortable margin enough? How important is easy parking and gravel/yard maneuvering to you? If the heaviest loads are occasional and daily ease matters, SRW usually wins. If you live near the top of the range, the dually earns it. Key Takeaways SRW tows up to 25,000 lbs conventional; DRW up to 28,000 lbs and the 40,000-lb gooseneck maximum. DRW adds stability and the highest ratings; SRW is easier to park, drive, and run on gravel. Match the choice to the trailer you pull most, with honest margin — not your once-a-year heaviest. Many F-350 buyers around here are well served by SRW. Go dually when you routinely run heavy or need the 40,000-lb ceiling. Frequently Asked Questions What does SRW vs. DRW mean on the 2027 F-350? SRW (single-rear-wheel) has one tire per side at the rear; DRW (dual-rear-wheel, or "dually") has two per side for a wider footprint. The dually spreads heavy loads over more contact area, carrying higher ratings and feeling more planted under big trailers. Do I need a dually F-350? Not for most trailers. A single-rear-wheel F-350 tows up to 25,000 lbs conventional and covers many goosenecks with margin. Choose a dually if you regularly run a large gooseneck or fifth-wheel near the top of the range, want the calmest feel under load, or need the 40,000-lb gooseneck maximum. How much more can a DRW F-350 tow than SRW? Conventional towing goes from up to 25,000 lbs (SRW) to up to 28,000 lbs (DRW). And only the dually, with the High-Output diesel and the 40K Gooseneck Tow Package, reaches the 40,000-lb gooseneck maximum. Is a dually harder to drive every day? A bit. A dually is wider at the rear, takes more room to park and maneuver, and rides slightly firmer unloaded. Many heavy-haulers accept that for the added stability; if the truck is also your daily driver, an SRW is easier to live with. Can I get the Carhartt Package on a dually? No — the new 2027 Super Duty Carhartt Package is available on single-rear-wheel trucks only. If you want the Carhartt look, that points you toward an SRW build. See our Carhartt Edition guide. Quick Answers: F-350 SRW vs. DRW One-line answers to the follow-up questions buyers ask next. What's a dually? A dual-rear-wheel truck — two tires per side at the rear. SRW conventional tow? Up to 25,000 lbs. DRW conventional tow? Up to 28,000 lbs. Which reaches 40,000 lbs gooseneck? DRW with the HO diesel and 40K package. Which is easier to park? SRW. Which is more stable under heavy loads? DRW. Do most buyers need DRW? No — SRW covers most trailers here. Is the ride different? A dually is slightly firmer unloaded. Carhartt Package on a dually? No — SRW only. How do I decide? Match it to the trailer you pull most, with honest margin. Keep Researching The complete 2027 Ford F-350 Super Duty overview — specs, towing, trims, and how to order. 2027 F-350 towing guide — full ratings by hitch type, engine, and rear-wheel setup. 2027 F-350 payload & upfit — where the dually's extra capacity matters most. 2027 F-350 engine comparison — pairing the right engine with your rear-wheel choice. My Take on SRW vs. DRW In my experience, the dually is the right truck far less often than people expect walking in. It's the call for the heaviest goosenecks and the most stability under load — but for the trailers most folks around here actually pull, a single-rear-wheel F-350 does the job with margin and is a lot easier to live with the other 360 days a year. Tell me your heaviest trailer and how often you pull it, and I'll help you land on SRW or DRW with confidence. Stop in at Beadle Ford in Bowdle or reach out anytime. Shop F-350s in Stock Get Pre-Approved About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs. Learn more about Lexy.

The 2026 Ford Expedition and Expedition MAX share the same engine, the same trim lineup, and the same core technology. The difference between them comes down to one thing: the MAX is about a foot longer, and that extra length changes what the vehicle can do for you day to day. This guide walks through every meaningful difference — cargo space, towing, trim availability, seating, garage fit, and the one thing buyers often overlook — so you can decide which configuration actually fits your life. Shop Expeditions in Stock Get Pre-Approved On This Page Side-by-side specs: what actually changes? How much more cargo space does the MAX actually add? Does the MAX tow less than the standard Expedition? Which trims are available on each wheelbase? Is the passenger experience different in the MAX? Will the MAX fit in my garage? Which one should you choose? FAQ Side-by-side specs: what actually changes between Expedition and Expedition MAX? Most specs are identical — same engine, same horsepower, same axle options, same technology. The differences are limited to body dimensions, towing capacity, and one trim exclusion. Here's everything in one table. Expedition (SWB) Expedition MAX Overall length ~210 in. ~221.9 in. Engine 3.5L EcoBoost® V6 — identical on both Standard horsepower 400 HP (standard) / 440 HP (High Output — Tremor® or optional Platinum packages) Transmission 10-speed automatic with SelectShift® — identical on both Max tow — 4x4 w/HDTT 9,600 lbs 9,000 lbs Max tow — 4x2, no HDTT 6,000 lbs 6,300 lbs Cargo — behind 3rd row 22.9 cu. ft. 37.4 cu. ft. Cargo — all rows folded 108.5 cu. ft. 123.1 cu. ft. Passenger seating 7 or 8 passengers — same on both Tremor® available Yes — SWB only No Active, Platinum, King Ranch® SWB and MAX SWB and MAX Drivetrain options 4x2 or 4x4 (Active); 4x4 only (Tremor®, Platinum, King Ranch®) Source note: Towing figures from Ford's official 2026 Expedition Towing Guide (SAE J2807® method). Trim availability confirmed from the 2026 Expedition Order Guide. Exterior dimensions and cargo volumes are manufacturer-published specifications; fuel economy figures are TBD per the order guide and will be updated when EPA ratings are released. How much more cargo space does the MAX actually add? The ~12-inch longer body translates to approximately 15 additional cubic feet behind the third row — the space that matters most when all three rows are occupied and you still need to carry gear. With rows folded, the MAX adds roughly 15 cubic feet over the standard Expedition. Expedition (SWB) 22.9 cu. ft. behind 3rd row (all seats up) 108.5 cu. ft. all rows folded flat Expedition MAX 37.4 cu. ft. behind 3rd row (all seats up) 123.1 cu. ft. all rows folded flat The difference behind the third row is significant. The standard Expedition offers around 23 cubic feet with all seats up — enough for a few bags and a cooler. The MAX jumps to 37.4 cubic feet, which means a full row of luggage, a large stroller, sporting equipment, or a week's worth of gear without folding any seats. What ~15 extra cubic feet behind row 3 actually holds A full-size double stroller without folding 3–4 large checked-bag-size rolling suitcases upright Two large sporting equipment bags (hockey, lacrosse, wrestling) A loaded dog crate (large breed) without encroaching on the third row A week of groceries for a family of 7 — without Tetris If your third row is occupied most of the time and you regularly carry cargo behind it — sports gear, strollers, hunting equipment, travel luggage — the MAX pays for itself in daily convenience. If your third row is folded more often than not, the additional cargo space is largely redundant because both vehicles provide an enormous flat floor when the seats are down. Does the Expedition MAX tow less — and does it matter? Yes — the MAX tows 600 lbs less than the SWB on the 4x4 configuration. Per Ford's official 2026 Expedition Towing Guide, the SWB 4x4 with HDTT is rated at 9,600 lbs and the MAX 4x4 with HDTT is rated at 9,000 lbs. Both require the 3.73 rear axle and HDTT package to reach their respective maximums. Configuration Max Tow GCWR SWB 4x4 — 3.73 axle w/HDTT 9,600 lbs 15,900 lbs MAX 4x4 — 3.73 axle w/HDTT 9,000 lbs 15,900 lbs SWB 4x2 — 3.31 axle, no HDTT 6,000 lbs 12,000 lbs MAX 4x2 — 3.31 axle, no HDTT 6,300 lbs 12,500 lbs For most buyers in this region pulling a two-horse trailer, a bumper-pull camper, or a boat in the 5,000–8,500 lb range, both configurations are comfortably within their rated limits. The 600 lb difference only matters if you're regularly towing near the absolute ceiling — say, a fully loaded four-horse LQ trailer pushing 9,000+ lbs. For a full breakdown of all towing configurations, requirements, and real-world trailer scenarios, see the 2026 Expedition Towing Guide. Which trims are available on each wheelbase? The most important trim-availability difference: the Tremor® is only available on the standard wheelbase (SWB). If you want the Tremor®, you're getting the standard Expedition — the MAX body is not available on that trim. All other trims offer both wheelbases. Trim SWB Available MAX Available Notes Active ✓ Yes ✓ Yes 4x2 or 4x4 Tremor® ✓ Yes ✗ Not available 4x4 only Platinum ✓ Yes ✓ Yes 4x4 only King Ranch® ✓ Yes ✓ Yes 4x4 only The Tremor® exclusivity to the SWB is a meaningful constraint for buyers who want both off-road capability and maximum cargo space. That combination isn't available in a single vehicle — a Tremor® buyer is getting the standard wheelbase, period. For full trim details, see the 2026 Expedition Trims & Packages guide. Is the passenger experience different in the MAX? Passenger seating capacity is identical — both wheelbases seat 7 or 8 depending on second-row configuration. The extra length in the MAX goes to cargo space behind the third row, not to the passenger cabin itself. Third-row legroom and second-row space are the same in both. Seating configurations — identical on SWB and MAX Active Select (200A): 8-passenger bench standard, captain's chairs optional Active Touring (202A): 7-passenger captain's chairs standard, 8-passenger bench optional Tremor® (501A): 7-passenger captain's chairs standard, 8-passenger bench optional — SWB only Platinum (600A): 7-passenger captain's chairs standard, 8-passenger bench optional (not available with Stealth packages) King Ranch® (400A): 7-passenger captain's chairs only — bench not available on either wheelbase The key distinction: if you frequently carry 7 passengers and need cargo space behind the third row at the same time, the MAX is the vehicle for that use case. If you have 7 passengers occasionally and fold the third row most of the time, the standard Expedition's 108 cubic feet of flat floor is more than adequate. For car-seat families: both wheelbases offer the same LATCH anchor and tether coverage. The Expedition leads its class in lower anchor and top tether availability across all three rows — and that's not changed by wheelbase selection. Will the Expedition MAX fit in my garage? This is the question that decides it for more buyers than they'd expect. The MAX at approximately 221.9 inches long is just over 18.5 feet. Many standard two-car garages are 20–22 feet deep, but clearance matters — you need room to walk around the vehicle and open the Split Gate liftgate fully. Vehicle Length Min. Recommended Garage Depth Expedition SWB ~210 in. (17.5 ft.) ~20 ft. with clearance Expedition MAX ~221.9 in. (18.5 ft.) ~21–22 ft. recommended Before you order a MAX Measure your garage depth from the closed door to the back wall. Standard garage doors open overhead and reclaim 12–18 inches of that depth. If your actual usable depth is under 21 feet, the MAX may not give you comfortable clearance to fully open the liftgate. Measure first — don't assume. Parking lot and drive-through clearance is the same consideration. The MAX is noticeably longer in tight turns, multi-level parking structures, and ranch or farm lane situations. Most buyers adapt quickly, but if you regularly park in constrained environments, the SWB is the easier daily driver. Which one should you choose? The decision usually comes down to how you use the third row. Here's a straightforward decision framework based on the real differences between these two vehicles. Choose the Expedition MAX if: Your third row is occupied regularly and you still need to carry cargo behind it You have a large family (4+ kids) and routinely pack sports gear, strollers, or luggage You take long road trips with all seats full and need space for a week of bags You want Platinum or King Ranch® and the extra cargo is valuable to you Your garage comfortably accommodates 22 feet or longer Choose the standard Expedition (SWB) if: You want the Tremor® — it's only available on the SWB Your third row is folded more often than occupied You want maximum towing capacity (9,600 lbs vs. 9,000 lbs) Your garage, parking, or daily route rewards a shorter footprint You're towing near the upper limit and need every pound of rated capacity The honest summary For most families in this part of South Dakota, the standard Expedition handles the daily load — including towing and cargo — without the added length. The MAX earns its premium when your third row is regularly occupied and cargo behind it matters. If you're ever torn, come to Beadle Ford and spend 15 minutes actually loading your real gear into both. The right answer usually becomes obvious fast. Frequently Asked Questions What is the difference between the Expedition and Expedition MAX? The Expedition MAX is the extended-wheelbase version of the standard Expedition — approximately 12 inches longer overall. That extra length adds roughly 15 cubic feet of cargo space behind the third row. Everything else — engine, transmission, seating capacity, trim options, and most dimensions — is shared between the two. The Tremor® off-road trim is the one exception: it's available on the SWB only, not the MAX. Does the Expedition MAX seat more passengers than the standard? No — both wheelbases seat 7 or 8 passengers depending on second-row configuration. The extra length in the MAX goes to cargo space behind the third row, not to passenger room. Third-row and second-row space are the same in both vehicles. Can I get the Tremor® in an Expedition MAX? No. Per the 2026 Expedition Order Guide, the Tremor® is only offered on the standard wheelbase (SWB). There is no Expedition MAX Tremor®. Active, Platinum, and King Ranch® are all available on both wheelbases. Is the MAX harder to drive and park than the standard Expedition? The MAX is 12 inches longer, which is noticeable in tight turns, parking structures, and narrow lanes. Both vehicles come with a 360-degree camera and Pro Trailer Hitch Assist™ (with HDTT), which help significantly. Most buyers adapt to the size quickly. The practical concern is garage fit — if your garage is under about 21 feet deep, the MAX may be tight for liftgate clearance. Which gets better fuel economy — the Expedition or Expedition MAX? The 2026 Expedition's official EPA fuel economy figures are listed as TBD in the Ford order guide at the time of this writing and will be updated when EPA ratings are released. Historically the standard SWB has rated slightly higher in city driving due to the lighter body; highway numbers have been essentially equivalent between the two. Check the window sticker for final EPA estimates on any specific vehicle. How much more does the Expedition MAX cost than the standard? Pricing varies by trim, configuration, and market. Contact Beadle Ford directly for current MSRP on specific configurations — we'll pull the exact numbers on any build you're considering. You can also browse current inventory at the link below. My Take: SWB vs. MAX When buyers ask me which one they should get, my first question is always: do you use that third row as actual seating, or as a shelf? If the answer is "mostly a shelf," the standard Expedition is a cleaner choice — easier to park, rated for 600 more pounds of towing, and available in the Tremor® if off-road matters to you. If you have four kids and at least two of them regularly ride in the third row, the MAX starts making real sense. Not because the third row is bigger — it isn't — but because the cargo you need to carry with everyone aboard actually fits without a game of Tetris every time you leave the house. Garage fit is the thing I remind buyers to check before they leave. I've had more than a few people order the MAX, fall in love with it, and then spend a weekend reorganizing their garage. Measure your depth, account for the door track overhead, and make sure you can open the liftgate all the way without hitting the back wall. For the full picture on trim options, available packages, and what comes standard at each level, the 2026 Ford Expedition overview at Beadle Ford covers it all. Come see us in Bowdle or reach out — we're happy to spec out both wheelbases side by side for you. Shop Expeditions in Stock Get Pre-Approved Contact Beadle Ford About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert covers Ford vehicles, trim comparisons, and buyer guidance for Beadle Ford in Bowdle, South Dakota. Her content is grounded in real buyer conversations with families, ranchers, and ag operators across the region. Learn more about Lexy.

Quick Answer For 2027, the Ford F-250 Super Duty drops from four engines to two: the 7.3L gas V8 is now standard on every trim, and the 6.7L High-Output Power Stroke diesel is the only diesel. New for 2027 are Tremor on the XL, the Carhartt Package, and two new colors. If you're shopping the 2027 Ford F-250, the headline is the engine lineup. Ford cut it from four engines to two, and making the 7.3L gas V8 standard changes the math for most buyers — in a good way if you tow occasionally rather than every day. Here's every meaningful change for 2027 — engines, packages, colors, and what to expect on price — and what it all means for a daily-capable three-quarter-ton around Bowdle and Aberdeen. Shop F-250s in Stock Reserve a 2027 F-250 Get Pre-Approved On This Page What are the biggest changes for the 2027 F-250? Why did Ford drop two engines for 2027? Is the 7.3L gas V8 really standard now? What new packages and colors arrived for 2027? Will the 2027 F-250 cost more than the 2026? What are the biggest changes for the 2027 F-250? The biggest change is the engine lineup dropping from four engines to two: the 7.3L gas V8 is now standard on every trim, and the 6.7L High-Output Power Stroke diesel is the only diesel. Everything else builds on that. Here's the full list of what's new for 2027: Two engines, not four — 7.3L gas V8 standard on all trims; 6.7L High-Output Power Stroke diesel optional across the line. Tremor Off-Road now available on the XL (with the STX Appearance Package), opening the off-road package to the work trim. New XL Off-Road 35-inch Tire Package — 35-inch tires, a locking rear differential, a taller ride height, Rock Crawl mode, Trail Control, and heavy-duty skid plates. New Super Duty Carhartt Package — work-grade styling on single-rear-wheel trucks. Two new colors — Neptune Blue and Iconic Silver Metallic, replacing Argon Blue Metallic and Avalanche. For a North Dakota and South Dakota buyer, the takeaway is simple: the 2027 F-250 keeps all of its capability while making the decision easier and the standard truck more capable. Why did Ford drop two engines for 2027? Ford simplified the lineup. The 6.8L gas V8 and the standard-output 6.7L Power Stroke diesel are both discontinued for 2027, leaving the 7.3L gas V8 and the 6.7L High-Output Power Stroke diesel. In practice, the two remaining engines cover the full range of how F-250 owners actually use the truck. The 7.3L gas handles daily driving and the large majority of recreational and ranch towing; the High-Output diesel is there for the buyer who tows heavy and often. Cutting the two middle engines mostly removes decision paralysis — you're choosing between a capable standard gas V8 and the heavy-haul diesel, not sorting through four overlapping options. Is the 7.3L gas V8 really standard now? Yes. The 7.3L gas V8 is standard on every 2027 F-250 trim, from XL to Platinum. In 2026 it was roughly a $1,500 option over the base engine — so for 2027 you get more standard engine for your money. Properly equipped, the 7.3L gas pulls up to about 19,500 lbs on a fifth-wheel or gooseneck and 18,200 lbs conventional. For most people towing a camper, a stock trailer, or an occasional gooseneck, that's plenty of margin without the upfront cost or added maintenance of a diesel. Our Recommendation For most daily drivers and weekend haulers around Bowdle and Aberdeen, the now-standard 7.3L gas V8 is the right call — it covers daily miles and up to about 19,500 lbs of towing without diesel cost. Step up to the High-Output diesel only if you tow heavy and often or want the truck's maximum ratings. Want the full gas-versus-diesel breakdown? That decision gets its own deep dive within the complete 2027 F-250 overview. What new packages and colors arrived for 2027? Three package additions and two new colors. Tremor Off-Road is now available on the XL (with the STX Appearance Package), there's a new XL Off-Road 35-inch Tire Package, and the Super Duty Carhartt Package debuts on single-rear-wheel trucks. On color, Neptune Blue (a deep marine blue) and Iconic Silver Metallic (a bright silver) are new for 2027, while Argon Blue Metallic and Avalanche are discontinued. If you had your eye on either dropped color, a 2026 F-250 still on the lot is your last chance to get it. You can see all ten 2027 colors on the same truck with our interactive Super Duty color picker, or dig into appearance packages and wheels in the 2027 F-250 colors & appearance guide. Will the 2027 F-250 cost more than the 2026? Expect a modest increase. The 7.3L gas V8 was about a $1,500 option in 2026 and is now standard equipment, so the entry price likely reflects that. Ford has not yet published final 2027 pricing. That makes the timing question real: order a 2027 to get the simplified lineup and the new packages, or buy a 2026 on the lot to lock in an engine the 2027 drops. There's no wrong answer — it comes down to what you want under the hood and how soon you need the truck. Order a 2027 if you want the standard 7.3L gas, Tremor on the XL, the new Carhartt Package, or one of the new colors — and you can wait for a build. Buy a 2026 now if you want the 6.8L gas or the standard-output diesel (both dropped for 2027), or you need a truck on the lot today. From the Beadle Ford Lot Most F-250 shoppers who hear about the engine changes walk in worried they've lost an option they wanted. Once we show them the 7.3L gas is now standard on every trim — and walk through what it actually tows — the simpler lineup usually fits them better than the engine they came in asking about. Key Takeaways The 2027 F-250 cuts its engine lineup from four to two: 7.3L gas V8 standard, 6.7L High-Output diesel optional. The 6.8L gas V8 and the standard-output 6.7L diesel are discontinued for 2027. Tremor is now available on the XL, plus a new XL Off-Road 35-inch Tire Package and the Super Duty Carhartt Package. Neptune Blue and Iconic Silver Metallic are new colors; Argon Blue Metallic and Avalanche are gone. Expect a modest price increase since the 7.3L gas (a ~$1,500 option in 2026) is now standard; final pricing is not yet announced. Frequently Asked Questions What's new on the 2027 Ford F-250? The engine lineup drops from four to two: the 7.3L gas V8 is now standard on every trim and the 6.7L High-Output Power Stroke diesel is the only diesel. 2027 also adds Tremor on the XL, a new XL Off-Road 35-inch Tire Package, the Super Duty Carhartt Package, and two new colors (Neptune Blue and Iconic Silver Metallic). What engines does the 2027 F-250 have? Two: the 7.3L gas V8, now standard on all trims, and the available 6.7L High-Output Power Stroke V8 turbo diesel. Both pair with a 10-speed TorqShift automatic. The 6.8L gas V8 and the standard-output 6.7L diesel were discontinued for 2027. Is the 7.3L gas V8 standard on the 2027 F-250? Yes, on every trim from XL to Platinum. It was roughly a $1,500 option in 2026. Properly equipped, the 7.3L gas tows up to about 19,500 lbs on a fifth-wheel or gooseneck and 18,200 lbs conventional. What new packages does the 2027 F-250 offer? Tremor Off-Road is now available on the XL with the STX Appearance Package, there's a new XL Off-Road 35-inch Tire Package, and the Super Duty Carhartt Package debuts on single-rear-wheel trucks. Will the 2027 F-250 cost more than the 2026? Likely a modest increase, since the 7.3L gas V8 (about a $1,500 option in 2026) is now standard equipment. Ford has not yet published final 2027 F-250 pricing — contact us for current figures as they're released. Quick Answers: 2027 F-250 Changes One-line answers to the follow-up questions buyers ask next. How many engines for 2027? Two — 7.3L gas standard, 6.7L High-Output diesel optional. Which engines were dropped? The 6.8L gas V8 and the standard-output 6.7L diesel. Is the 7.3L gas standard now? Yes, on every trim. What does the 7.3L gas tow? Up to about 19,500 lbs fifth-wheel/gooseneck, properly equipped. Is Tremor on the XL now? Yes — new for 2027, with the STX Appearance Package. New colors? Neptune Blue and Iconic Silver Metallic. Dropped colors? Argon Blue Metallic and Avalanche. Is there a Carhartt edition? Yes — the new Super Duty Carhartt Package, single-rear-wheel. Will it cost more? Likely a modest increase; final pricing not yet announced. Can I order one now? Yes — 2027 order banks are open; build yours to spec. Keep Researching The complete 2027 Ford F-250 Super Duty overview — trims, towing, specs, and inventory 2027 F-250: 7.3L gas vs. HO diesel — which engine fits how you tow Buy a 2026 F-250 now or order a 2027? — the timing and engine trade-off 2027 F-250 colors & appearance — the new colors, packages, and wheels My Take on the 2027 F-250 Changes I think the simplified lineup is a win for the kind of F-250 buyer we see most around here. A lot of folks came in over the years talking themselves into a diesel they didn't really need for a camper and the occasional gooseneck. Making the 7.3L gas standard takes the pressure off that decision — you get a genuinely capable truck without paying the diesel premium, and the diesel is still right there when you actually run heavy. If you're weighing a 2026 on our lot against ordering a 2027, I'm happy to walk through both with you and figure out which one matches how you'll actually use the truck. Stop by Beadle Ford in Bowdle or give us a call. Shop F-250s in Stock Reserve a 2027 F-250 Get Pre-Approved About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs. Learn more about Lexy.

The Ford Ranger and Toyota Tacoma are the two names that come up in nearly every midsize truck conversation — and for good reason. Both are capable, both are well-established, and both have genuine strengths. This comparison isn't going to tell you one is universally better. It's going to give you an honest side-by-side on the specs that actually affect daily use, towing, off-road capability, and long-term value — so you can make the call yourself. One upfront note: Beadle Ford sells the Ranger, not the Tacoma. You should know that going in. What I'm giving you here is a factual comparison based on published specifications. If the Tacoma comes out ahead on something, you'll see it. Head-to-Head Specs: Where They Differ Spec 2026 Ford Ranger 2024 Toyota Tacoma Max Towing up to 7,500 lbs up to 6,500 lbs Max Payload up to 1,788 lbs up to 1,755 lbs Engines Available 2.3L I4 (270 hp), 2.7L V6 (315 hp), 3.0L V6 Raptor (405 hp) 2.4L I4 (228 hp), 2.4L I4 Hybrid (326 hp combined) Transmission 10-speed automatic 8-speed auto or 6-speed manual Frame High-strength steel ladder frame High-strength steel ladder frame Infotainment Screen Up to 12 inches Up to 14 inches Hybrid Option No Yes (i-FORCE MAX) Performance Off-Road Variant Ranger Raptor (405 hp) TRD Pro Cab Configuration (SuperCrew) SuperCrew only — 4 full doors Double Cab or CrewMax Tacoma specs based on published 2024 model year figures. Verify current-year specifications with Toyota before purchase. Where the Ranger Comes Out Ahead Towing capacity. The Ranger's 7,500 lb max towing rating is 1,000 lbs higher than the Tacoma's 6,500 lb ceiling. That gap is meaningful when you're near the top of the range — a loaded livestock trailer, a heavier pontoon boat, or a dual-axle utility trailer can cross from one side to the other. If towing is a regular part of your use case, the Ranger's rated edge is real and confirmed against the same SAE J2807 standard. Engine options at non-Raptor trims. The Ranger offers a 2.7L EcoBoost® V6 with 315 hp and 400 lb-ft of torque on XLT and Lariat builds — without requiring a performance variant. The Tacoma's non-hybrid engine is a 2.4L I4 producing 228 hp. For buyers who want strong power in a workhorse trim rather than an off-road showpiece, the Ranger has a meaningful advantage here. SuperCrew only. The Ranger comes exclusively in SuperCrew — four full-size doors, full rear seat. There's no access cab or double cab compromise. If rear-seat space matters, the Ranger delivers it as the only option rather than making it a premium configuration choice. Raptor vs. TRD Pro. The Ranger Raptor runs a 3.0L V6 producing 405 hp, live-valve Fox Racing Shox, and is built as a high-speed off-road performance truck. The TRD Pro is a serious off-road package but operates in a different performance tier. If maximum off-road performance matters and budget allows, the Raptor is the more capable option. Where the Tacoma Has the Edge Hybrid option. The Tacoma offers an i-FORCE MAX hybrid powertrain that Toyota claims produces 326 hp combined — Ford has no hybrid Ranger equivalent. For buyers focused on fuel efficiency alongside capability, the Tacoma hybrid is a genuine advantage the Ranger doesn't match. Larger screen at the top trim. The Tacoma's top-end infotainment goes to 14 inches vs. the Ranger's 12 inches. For buyers who prioritize the biggest possible display, the Tacoma screen is larger. Manual transmission option. The Tacoma offers a 6-speed manual on certain configurations. The Ranger is automatic-only across all trims and engines. For buyers who prefer a manual, the Tacoma is the only option in this comparison. Resale and reputation. Toyota's resale value history on the Tacoma is strong — consistently among the best in the segment. Ford Ranger resale has improved significantly but hasn't historically matched Toyota in this regard. If long-term resale is a financial priority, it's worth researching current residual value data. How to Actually Make the Call Quick Decision Guide Choose the Ranger if you: Regularly tow near or above 6,500 lbs — boats, livestock, loaded trailers. Want a V6 option in a non-performance trim. Value a full SuperCrew standard. Are considering the Raptor as your off-road variant. Want to buy locally from Beadle Ford in Bowdle. Consider the Tacoma if you: Prioritize a hybrid powertrain for fuel economy. Want a manual transmission. Value Toyota's historical resale performance above other factors. Don't tow near the top of the segment's capacity range. For most buyers in central South Dakota — where towing is a real use case and gravel roads are a given — the Ranger's capacity edge and V6 availability matter. The 1,000 lb towing advantage alone can be the deciding factor when a pontoon boat or loaded horse trailer is in the picture. One More Thing: Where You Buy Matters Too The nearest Toyota dealership to Bowdle is a significant drive. Beadle Ford is right here — which means sales support, service, warranty work, and parts availability are local. For farm trucks, work trucks, or any vehicle that gets used hard and occasionally needs attention, dealership proximity is a practical consideration that doesn't show up in a spec comparison but matters in daily ownership. That's not a pitch — it's a real factor. Local service reduces downtime. If a sensor goes out during harvest or a tow job turns into a warranty issue, having the selling dealer 20 minutes away instead of an hour-plus changes the math on truck ownership. Ranger vs. Tacoma FAQ Does the Ford Ranger tow more than the Toyota Tacoma? Yes. The 2026 Ford Ranger tows up to 7,500 lbs when properly equipped, compared to the Tacoma's 6,500 lb max. That's a 1,000 lb advantage for the Ranger — meaningful when you're pulling boats, livestock trailers, or loaded utility trailers. Does the Ford Ranger come in a hybrid version? No — the 2026 Ford Ranger does not offer a hybrid powertrain. The Tacoma does offer an i-FORCE MAX hybrid option. If hybrid capability is important to your buying decision, the Tacoma has an advantage here that the Ranger cannot match at this time. Is the Ranger Raptor better than the Tacoma TRD Pro off-road? In terms of outright off-road performance, the Ranger Raptor's 3.0L V6 with 405 hp and live-valve Fox Racing Shox long-travel suspension is a more extreme setup than the TRD Pro. The TRD Pro is a serious off-road package, but the Raptor is designed for high-speed off-road driving in a way the TRD Pro is not. For buyers who want a factory performance off-road truck, the Raptor is the stronger specification. Which has better resale value, the Ranger or the Tacoma? The Toyota Tacoma has historically had stronger resale values than the Ford Ranger. Toyota's Tacoma resale consistently ranks near the top of the segment. Ranger resale has improved but has not historically matched Toyota in this metric. If resale value is a top priority, current residual value data from a source like Kelley Blue Book or ALG should factor into your decision. Can I compare the Ranger to the F-150 instead? The Ranger and F-150 are different truck categories — the Ranger is a midsize truck, the F-150 is full-size. If your towing or payload needs consistently push near or above the Ranger's limits, the F-150 might be the better fit. Beadle Ford carries both. The key question is whether you need the additional capacity a full-size truck provides, or whether the Ranger's midsize footprint and lower cost fits your use case better. Key Takeaways The Ranger tows up to 7,500 lbs — 1,000 lbs more than the Tacoma's 6,500 lb max The Ranger offers a 315 hp V6 engine on XLT and Lariat without needing a performance trim; Tacoma non-hybrid tops at 228 hp The Tacoma offers a hybrid powertrain (i-FORCE MAX) that the Ranger does not Tacoma resale value has historically been stronger than the Ranger's The Ranger comes exclusively in SuperCrew (4 full doors) — no compromise cab configurations The Ranger Raptor (405 hp, live-valve Fox shocks) is a more extreme off-road specification than the TRD Pro For Bowdle-area buyers, Ranger availability and local Beadle Ford service are a practical ownership advantage Both trucks are genuinely good. If the Tacoma's hybrid system or manual transmission is a deciding factor for you, that's a legitimate reason to go that direction. But if you're towing regularly, want a V6 without stepping into Raptor territory, or just want to buy local and service local — the Ranger earns the comparison. Before you decide, it's worth reading the 2026 Ford Ranger overview — or stopping in at Beadle Ford in Bowdle to see one in person. That tends to settle the conversation faster than any spec sheet. — Lexy Tabbert, Beadle Ford Continue Reading → How Ranger trim levels stack up on value → Full towing breakdown for the 2026 Ranger by engine and drivetrain

Home› Ford Expedition› 2027 Ford Expedition› Expedition vs. Wagoneer If you’re cross-shopping a 2027 Ford Expedition against a 2026 Jeep Wagoneer or Grand Wagoneer, you’re weighing two genuinely different takes on the full-size three-row SUV. The Wagoneer has real advantages — a 10,000-lb maximum tow rating on paper, available Quadra-Lift air suspension, and Jeep brand heritage. The Expedition counters with a factory off-road trim (the Tremor), a 440 hp High Output engine option, BlueCruise hands-free highway driving, and Ford’s more stable long-term dealer network across the Dakotas. This guide covers the decisions that matter: whether the Wagoneer’s 10,000-lb tow figure translates to real-world advantage, how the cabins actually compare, what Stellantis’s recent reliability record means for a 5-to-7-year ownership horizon, how dealer networks and long-term service accessibility shake out in rural South Dakota, and which buyer should pick which truck. Browse Expedition Inventory Ask About a Custom Order On This Page Does the Wagoneer’s 10,000-lb tow rating actually matter in real use? Wagoneer vs. Expedition — which cabin feels more luxurious? Is Jeep reliability and resale catching up to Ford? What does dealer network stability look like across the Dakotas? Which buyers should pick the Expedition and who should try the Wagoneer? Does the Wagoneer’s 10,000-lb tow rating actually matter in real use? On a spec sheet, yes. In most real scenarios, it probably doesn’t. Jeep publishes a maximum trailer rating for the 2026 Wagoneer of approximately 10,000 lbs when properly equipped — the highest peak figure in this class. Public reporting on the current-generation Expedition Tremor cites approximately 9,600 lbs when properly equipped, pending the 2027 Ford Towing Guide release. That’s a 400-lb difference, which is meaningful if your trailer is right at the ragged edge of an Expedition’s rating, and immaterial otherwise. Here’s the practical question. A 24-foot gooseneck loaded with two horses, a tandem-axle enclosed trailer for a side-by-side, or a standard tri-axle boat trailer for Lake Oahe all come in well under either truck’s rating. The trailers that need a 10,000-lb rating — and actually hit close to it — are a narrow set: long gooseneck livestock trailers loaded heavy, big dual-axle RVs, and some heavy utility trailers. If your actual trailer is one of those, the Wagoneer’s peak rating matters. If it isn’t, you’re buying a spec that doesn’t change your ownership. Both trucks run twin-turbocharged engines: the Expedition’s 3.5L EcoBoost V6 (with a 440 hp / 510 lb-ft High Output variant available) and the Wagoneer’s 3.0L Hurricane twin-turbo inline-six (rated by Jeep at approximately 420 hp / 468 lb-ft, with a High-Output version on the Grand Wagoneer at approximately 510 hp / 500 lb-ft). The Expedition uses a 10-speed automatic; the Wagoneer uses an 8-speed. For typical South Dakota trailer work, either truck pulls confidently. Where the Expedition adds practical value: Pro Trailer Hitch Assist and Pro Trailer Backup Assist are standard on every retail Expedition trim via Ford Co-Pilot360 Assist 2.0. BLIS with Trailer Coverage extends blind-spot monitoring around whatever you’re pulling. If you pull different trailers regularly, those assists matter more than a 400-lb peak rating difference. For more on Expedition towing, see the complete 2027 Ford Expedition overview. Wagoneer vs. Expedition — which cabin feels more luxurious? This one depends on the trim you’re comparing. A Grand Wagoneer Series III interior is genuinely premium — Palermo leather, real wood and aluminum trim, a 10-screen Uconnect-based multimedia setup with up to three displays on the front alone, and available Quadra-Lift air suspension that changes ride height for different driving modes. On material count and visual complexity, the Grand Wagoneer goes further than any Expedition trim. The 2027 Expedition counters with a different philosophy. The Ford Digital Experience pairs a 24" panoramic driver display with a 13.2" center display — fewer total screens than the Grand Wagoneer, but better integrated. Google Maps, Google Assistant, and Google Play Store are embedded natively. Wireless Apple CarPlay and Android Auto work on every retail Expedition. The King Ranch interior uses Del Rio Premium leather with Mesa Antique armrests, Del Rio steering wheel with Norias stitching, and heritage badging that the Wagoneer’s more corporate-luxury approach doesn’t try to match. The Platinum with the 30th Anniversary Appearance Package has a more distinct visual identity than any Wagoneer trim, anchored by Blue Ember Metallic paint that’s exclusive to that package. Where the Wagoneer genuinely wins on ride quality: the available Quadra-Lift air suspension delivers a smoother highway ride and better cornering behavior than the Expedition’s 4-wheel independent suspension on 22" wheels. For pure pavement comfort on long highway stretches, the air suspension is a real advantage. Where the Expedition wins: the Tremor’s off-road capability is a standalone trim with its own suspension, tires, locking differential, and drive modes — the Wagoneer doesn’t offer a direct factory off-road trim. For the full Expedition trim lineup and which one matches which use case, see the 2027 Ford Expedition trim levels guide. Ready to explore the Ford side? Get Pre-Approved Browse Current Expedition Inventory Is Jeep reliability and resale catching up to Ford? Both are narrowing, but the Wagoneer is still working from a harder starting point. The Wagoneer launched as a 2022 model year and the first two model years had documented quality issues — electronics problems, software glitches, fit-and-finish inconsistencies, and multiple recalls. Stellantis has worked to address these in 2024 and 2025 production, and more recent Wagoneer and Grand Wagoneer model years have shown improvement in third-party dependability data. The 2026 Wagoneer is a better-built vehicle than the 2022 was. That said, the company-wide picture still matters. Stellantis-brand vehicles — which includes Jeep, Chrysler, Dodge, and Ram — have ranked below industry average on multiple recent J.D. Power and Consumer Reports dependability and reliability studies. Ford’s ranking has trended upward in those same studies over the past several years. Neither brand is immune to problems, but the trajectory lines for a 2022–2025 Stellantis vehicle versus a 2022–2025 Ford vehicle have gone in different directions. Resale reflects the same story. Early-production Wagoneers (2022-2023) have seen meaningfully steeper depreciation curves than segment averages, partly because of the quality concerns and partly because Jeep over-produced initial inventory relative to demand. Expedition resale has been more stable, with the 6th-generation platform launched for 2025 still holding its value well into the used market. If you plan to trade or sell within 5 years, the resale gap compounds the initial-price comparison. If you’re planning a longer ownership horizon — 7 to 10 years — the question shifts to service accessibility and long-term parts availability, which ties into the next section. What does dealer network stability look like across the Dakotas? For practical ownership in rural South Dakota, the dealer network question matters as much as the truck itself. Ford’s retail dealer network in the Dakotas has been stable for decades. Stellantis’s CDJR (Chrysler-Dodge-Jeep-Ram) network has contracted somewhat in recent years, with dealer consolidation and restructuring affecting service access in some rural markets. Not every small-town Jeep buyer has the same dealer they did five years ago. Beadle Ford has been serving the Bowdle area for a long time. When you own a Ford, routine maintenance, recall work, warranty service, and emergency repairs happen locally. Techs who’ve been working on F-150s and Expeditions for years know the platforms. Ford parts availability through Ford’s national distribution is reliable. Over a 7-year ownership period, that consistency matters more than a 400-lb tow spec or a slightly different infotainment setup. Stellantis has also navigated more software and electronics updates than Ford over the past several years. Wagoneer owners have reported more frequent dealer trips for software updates, infotainment diagnostics, and sensor-related recalls than is typical for the class. When those trips require driving farther than your daily commute, they accumulate into real hours of lost time. If long-term service accessibility is a decision factor for you, that’s worth weighing honestly against the Wagoneer’s on-paper advantages. Which buyers should pick the Expedition and who should try the Wagoneer? Both trucks have defensible pitches. Here’s how I frame the decision for buyers walking into Beadle Ford. Pick the 2027 Ford Expedition if: You want a factory off-road trim — the Tremor has no direct Wagoneer equivalent at the Expedition price point You want BlueCruise hands-free highway driving covering approximately 97% of controlled-access U.S. highways You want Pro Trailer Hitch Assist and Pro Trailer Backup Assist standard on every retail trim (not a trim-locked feature) You want the 24" panoramic driver display and Ford Digital Experience You want the 30th Anniversary Appearance Package with Blue Ember Metallic — Ford’s distinctive visual identity option You’re planning to own for 5-plus years and want resale stability and reliable service access Try the 2026 Jeep Wagoneer or Grand Wagoneer if: You specifically need the 10,000-lb peak tow rating for a trailer that actually hits it You want Quadra-Lift air suspension for smoother highway ride quality You want the Grand Wagoneer’s multi-screen interior aesthetic and material complexity You’re committed to the Jeep brand and the Wagoneer’s heritage story matters to you You have an established Stellantis service relationship that works for you If you’re genuinely undecided, come drive an Expedition. Drive a Wagoneer too if you’re considering it. The right answer on a 5-year ownership question usually shows up in the details of a real test drive, not a spec comparison. Key Takeaways Wagoneer tops the class on peak tow rating at approximately 10,000 lbs vs. Expedition Tremor’s reported 9,600 lbs. The difference matters for a narrow set of trailers. Ford runs the 3.5L EcoBoost V6 with a 440 hp / 510 lb-ft High Output option and a 10-speed auto; Wagoneer runs the 3.0L Hurricane twin-turbo I6 with an 8-speed. Grand Wagoneer interior is more visually complex (multi-screen layout, available air suspension). Expedition interiors (King Ranch Del Rio leather, Platinum with 30th Anniversary) have more heritage character. Stellantis-brand dependability has ranked below industry average in recent years; Ford has trended upward. Early Wagoneer production (2022-2023) had documented quality issues. Wagoneer resale has depreciated faster than segment average; Expedition resale has been more stable. Expedition offers the factory off-road Tremor trim; Wagoneer does not offer a direct factory off-road competitor. Frequently Asked Questions How does the 2027 Ford Expedition compare to the Jeep Wagoneer? Wagoneer has a higher peak tow rating (approximately 10,000 lbs vs. approximately 9,600 lbs for the current-gen Expedition Tremor) and available Quadra-Lift air suspension for smoother ride. Expedition has a factory off-road Tremor trim, BlueCruise hands-free driving, Pro Trailer Hitch Assist standard on every retail trim, more stable resale, and better recent dependability rankings. Can the Wagoneer really tow 10,000 lbs? Jeep publishes a maximum trailer rating of approximately 10,000 lbs when the 2026 Wagoneer is properly equipped. As with any peak rating, actual capability depends on configuration, hitch type, payload, and weight distribution. For most real trailers that fit in a family use case, both the Wagoneer and Expedition’s ratings provide adequate headroom. Is the Grand Wagoneer more luxurious than the Expedition King Ranch? On visual complexity and material count, yes — the Grand Wagoneer Series III goes further with Palermo leather, extensive wood and aluminum trim, and a multi-screen dashboard including front passenger displays. The Expedition King Ranch takes a different approach with Del Rio Premium leather, Mesa Antique armrests, Sinister Bronze wheels, and King Ranch heritage badging. The comparison is philosophical as much as material — the Wagoneer targets modern tech-luxury, the King Ranch targets heritage character. Does the Wagoneer have a factory off-road trim like the Expedition Tremor? No — Jeep does not offer a direct factory off-road trim of the Wagoneer equivalent to the Expedition Tremor. Wagoneer can be ordered with 4x4, but the off-road-specific equipment that defines the Tremor (440 hp High Output engine, 3.73 Electronic Locking Rear Differential, Rock Crawl drive mode, all-terrain tires, Trail Control, Modified Raptor-style skid plates) is Ford trim-exclusive, not a Wagoneer package. Is the Jeep Wagoneer reliable? Early Wagoneer production (2022-2023) had documented quality issues with electronics, software, and fit-and-finish. Stellantis has worked to address these in more recent production, and 2024-2026 Wagoneers show improvement. Stellantis-brand dependability overall has ranked below industry average on recent J.D. Power and Consumer Reports studies. Ford has trended upward in those same studies. Does the Expedition offer air suspension? No — the 2027 Ford Expedition uses a 4-wheel independent suspension (standard on Platinum and King Ranch), a modified higher-ride suspension with premium passive shocks on the Tremor, and conventional suspension on Active trims. It does not offer a direct air-suspension alternative to the Wagoneer’s available Quadra-Lift system. For pure highway ride comfort, the Wagoneer has an advantage; for off-road capability, the Tremor has an advantage. How do resale values compare between the Wagoneer and Expedition? Early Wagoneer production (2022-2023) has depreciated faster than segment averages due to quality concerns and initial over-supply. Expedition resale has been more stable, particularly for the sixth-generation platform launched for 2025. For buyers planning to trade or sell within 5 years, the resale difference adds to the initial-price comparison and can meaningfully narrow or widen the effective cost-of-ownership gap. My Take on the Expedition vs. Wagoneer Cross-Shop The Wagoneer has real upsides — the air suspension ride, the peak tow number, and the Grand Wagoneer’s interior ambition. I respect what Jeep built. But for the buyers we see at Beadle Ford, the practical equation usually favors the Expedition. The Tremor has no Wagoneer equivalent if capability matters to you. BlueCruise is more mature than anything Stellantis currently offers on the Wagoneer. Ford’s resale stability and Stellantis’s quality-rebuild trajectory are pointed in different directions, and that matters over a 7-year ownership window. If the Wagoneer’s air suspension or the 10,000-lb tow rating genuinely fit your use case, it’s a legitimate truck. If you’re drawn by the Grand Wagoneer’s multi-screen interior but the rest of the pitch is a wash, the Expedition is probably the smarter long-term pick. Come drive both if you’re unsure — I’ll walk you through the details against your week and your wallet honestly. Shop 2027 Expeditions in Stock Contact Beadle Ford About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs. Learn more about Lexy.

Home› Ford Expedition› 2027 Ford Expedition› 30th Anniversary Appearance Package The 30th Anniversary Appearance Package is the headline option on the 2027 Ford Expedition Platinum — a new-for-2027 commemorative package that marks thirty years of the Expedition nameplate. It’s an appearance package, not a performance package, but it includes a paint finish you can’t order anywhere else in the Ford Expedition lineup: Blue Ember Metallic, a color that previously lived only on the Mustang Dark Horse. This guide covers what Ford is actually celebrating, every piece of the package item by item, the story behind Blue Ember Metallic’s jump from Mustang to full-size SUV, what trims and colors it pairs with, and whether it’s the right call for you — or whether a standard Platinum (with or without one of the other four Platinum packages) is the smarter pick. If you’re shopping at Beadle Ford, this is the section of the Order Guide worth thinking through carefully. Get Pre-Approved Browse Expedition Inventory On This Page What is Ford actually celebrating with the 30th Anniversary Package? What’s included in the 30th Anniversary Appearance Package? Why did Blue Ember Metallic come from the Mustang to the Expedition? Which trims and colors can you pair with the Anniversary Package? Should you wait for the Anniversary Package or order a standard Platinum? What is Ford actually celebrating with the 30th Anniversary Package? Thirty years of the Expedition nameplate. The Ford Expedition launched as a 1997 model year vehicle in the fall of 1996, which puts the 2027 model year at the thirty-year mark. In those three decades, the Expedition has gone through multiple generations, moved from body-on-frame steel to a sixth-generation platform with an aluminum body, gained a High Output twin-turbo V6 option, and picked up a factory off-road trim — the Tremor — that none of the original Expeditions even hinted at. The Anniversary Package is Ford’s way of marking that milestone on a single trim — the Platinum — with a cohesive blacked-out appearance treatment, anniversary-specific badging and scuff plates, a unique paint option, and the Platinum Interior Accent Package included standard. It’s appearance-focused, not mechanical. You’re not getting a different engine, a different transmission, or different tuning. You’re getting a commemorative cosmetic spec on a Platinum Expedition. What’s included in the 30th Anniversary Appearance Package? Every inclusion in the package, taken directly from the 2027 Ford Expedition Order Guide. The package code is 91A, and it’s optional on Platinum (600A). Exterior: 22" × 9" Ebony Bright Machined Painted Aluminum wheels with P275/50R22 all-season tires Carbon Black front bumper and fascia Ebony painted grille Black Bezel headlamps with Ebony trim applique Beltline molding in black “30th ANNIVERSARY” and “EXPEDITION” liftgate lettering in black “MAX” badge in black when ordered with Expedition MAX Rear side window laminated glass Interior: Salt Crystal Gray leather interior required (no other interior option with this package) Unique center console with 30th Anniversary embossment Platinum Interior Accent Package standard Cargo Organizer Front and second-row tray-style floor liners Front scuff plates in Black Onyx with satin-aluminum “30th” lettering and inner racetrack trim Rear scuff plates in Black Onyx with satin-aluminum metal inner racetrack trim What’s not in the package but is worth noting: because 91A is built on Platinum (600A), you inherit all of the Platinum’s standard equipment — the Ford Digital Experience with the 24" panoramic and 13.2" center displays, Ford Co-Pilot360 Assist 2.0, a 10-speaker B&O Sound System (base Platinum), 360-Degree Zone Lighting, ambient lighting, and the full interior leather spec. The Anniversary Package layers on top of that; it doesn’t replace it. For a full view of how Platinum fits in the lineup next to the other trims, the 2027 Ford Expedition trim levels guide walks through each trim and package in context. Why did Blue Ember Metallic come from the Mustang to the Expedition? Blue Ember Metallic is an extra-cost Ford finish that was previously exclusive to the Mustang Dark Horse — a performance-oriented trim Ford introduced as part of the 2024 Mustang refresh. Pulling it onto the Expedition 30th Anniversary Package is a deliberate choice: it’s the only paint color on the Expedition’s 2027 palette that carries a performance pedigree from another Ford nameplate, and it’s the only finish on the entire 2027 Expedition that’s locked to a single package and trim. The finish itself is deep and warm — a dark blue with pigment that shifts slightly under direct sun versus overcast light. It reads differently in a driveway at golden hour than it does under shop fluorescents, which is part of why Ford sent it to the Mustang first. On an Expedition Platinum with a Carbon Black front fascia, Ebony painted grille, and Ebony-trimmed headlamps, it ends up looking much more subdued than on a Mustang, but the pigment is the same. If Blue Ember Metallic is the reason you’re interested in the package, availability matters — that specific finish is not available on any other 2027 Expedition configuration, so check inventory or ask us to order one. You can’t add it to a standard Platinum, a King Ranch, a Tremor, or an Active Touring. If you want it, you’re ordering a Platinum with 91A. Want Blue Ember Metallic? Ask us today. Blue Ember is locked to the 30th Anniversary Package. If a 30th Anniversary Platinum is not on the lot, a custom order gets you the exact configuration you want. Get Pre-Approved Which trims and colors can you pair with the Anniversary Package? The 30th Anniversary Appearance Package is optional on Platinum (600A) only. It’s offered on both standard-length Expedition Platinum and Expedition MAX Platinum, which means the MAX body style is on the table if you need the extended cargo area. It is not available on XL, Active (Select or Touring), Tremor, or King Ranch. Three exterior paint options are offered with the package: Agate Black Metallic — the carryover black with a satin-smooth metallic Star White Metallic Tri-Coat — a multi-layer white that shifts slightly under direct sun Blue Ember Metallic — new for 2027, exclusive to this package Bronze Fire Metallic Tri-coat, Nocturnal Blue Metallic, Dark Matter Gray Metallic, and Glacier Gray Metallic Tri-Coat — all available on standard 2027 Platinum — are not on the menu for the 91A package. The interior is Salt Crystal Gray leather; no other interior option is offered with 91A. The Anniversary Package also has package-level incompatibilities. It can’t be combined with the Platinum Ultimate Package (17A), the Stealth Appearance Package (60D), or the Stealth Performance Package (19B). That means if you’re choosing the Anniversary Package, you’re giving up the High Output 440 hp engine that comes with Stealth Performance or Platinum Ultimate. The Anniversary Package is built on Platinum 600A’s standard 3.5L EcoBoost V6, not the High Output variant. Should you wait for the Anniversary Package or order a standard Platinum? It comes down to three questions. Do you want Blue Ember Metallic specifically? Is a commemorative cosmetic spec worth the package cost to you? And are you OK giving up the High Output engine and the Platinum Ultimate package content to get it? If the answers are yes, the 30th Anniversary Package is probably the right call. If any of those answers is no, a standard Platinum — or a Platinum Ultimate, or a Platinum with the Stealth Performance Package — likely fits better. Order the 30th Anniversary Package if: you want Blue Ember Metallic, you want the commemorative anniversary badging and interior embossment, you value the unified blacked-out exterior treatment, you want the Platinum Interior Accent Package included standard, or you’re planning to keep the Expedition long enough that a thirtieth-anniversary spec will be meaningful when you look back at it. Order a different Platinum configuration if: you want the 440 hp High Output V6 (order the Stealth Performance or Platinum Ultimate package), you want BlueCruise 1-Year + 90-Day plan standard (order Platinum Ultimate), you want Chrome Roof Rails and a Lit Tailgate Applique (only Platinum Ultimate 17A retains those for 2027 — standard Platinum 600A and the 91A package both come with black roof rails and a black tailgate applique), or you want a paint not offered with 91A like Bronze Fire Metallic Tri-coat or Nocturnal Blue Metallic. For a full framing of every 2027 Expedition trim, engine, and package decision in one place, the complete 2027 Ford Expedition overview pulls it together. Key Takeaways The 30th Anniversary Appearance Package (91A) is new for 2027, optional on Platinum (600A) only, commemorating 30 years of the Expedition nameplate since 1997. Blue Ember Metallic — previously a Mustang Dark Horse exclusive — is only available with this package. It’s an appearance package, not a performance package. The High Output V6 is not included. Three paint options: Agate Black Metallic, Star White Metallic Tri-coat, or Blue Ember Metallic. Salt Crystal Gray interior is required. Not compatible with Platinum Ultimate (17A), Stealth Appearance (60D), or Stealth Performance (19B). Available on standard-length and MAX Platinum. Frequently Asked Questions Which trim does the 30th Anniversary Appearance Package come on? Platinum (600A) only. It’s not offered on XL, Active Select or Active Touring, Tremor, or King Ranch. It is available on both the standard-length Expedition Platinum and the Expedition MAX Platinum. What paint colors can I get with the Anniversary Package? Three paint options: Agate Black Metallic, Star White Metallic Tri-Coat, or Blue Ember Metallic. Other 2027 Expedition paints — including Bronze Fire Metallic Tri-coat, Nocturnal Blue Metallic, Dark Matter Gray Metallic, and Glacier Gray Metallic Tri-Coat — are not offered with the 91A package. Is Blue Ember Metallic available on any other Expedition configuration? No. Blue Ember Metallic is exclusive to Platinum with the 30th Anniversary Appearance Package (91A). If you want the finish, you’re ordering that specific configuration. Does the Anniversary Package include the High Output engine? No. The 91A package is built on Platinum (600A), which uses the standard 3.5L EcoBoost V6. The 3.5L EcoBoost V6 High Output at 440 hp and 510 lb-ft of torque is only paired with the Stealth Performance Package (19B) or the Platinum Ultimate Package (17A) on Platinum — and neither of those is compatible with the 30th Anniversary Package. Can I order the Anniversary Package on an Expedition MAX? Yes. The 30th Anniversary Appearance Package is available on both standard-length Expedition Platinum and Expedition MAX Platinum. When ordered on MAX, the “MAX” badge is finished in black to match the rest of the package styling. What interior comes with the Anniversary Package? Salt Crystal Gray leather with perforated seat inserts is required with the 91A package. The Platinum Interior Accent Package is standard. The center console carries a unique 30th Anniversary embossment, and the front scuff plates feature satin-aluminum “30th” lettering in an inner racetrack motif. How do I get a 30th Anniversary Expedition at Beadle Ford? Check our live Expedition inventory or call Beadle Ford at (866) 561-2636. If a 30th Anniversary Platinum is on the lot, you can drive it today; if not, we’ll custom order it — confirm the paint, walk through MAX versus standard-length, and lock in the Salt Crystal Gray interior. Because Blue Ember is exclusive to this package, it is worth asking early. My Take on the 30th Anniversary Package Appearance packages are usually an easy “pass” for me in a buyer conversation — they don’t change the driving experience, and most of them fade into the background after the first six months of ownership. The 30th Anniversary Package is the exception. It’s genuinely cohesive, the interior detailing is substantial, and Blue Ember Metallic is a paint that people notice. If you’re already ordering a Platinum and you want something visually distinct from every other Platinum on the road, it’s worth considering. The caveat: you’re giving up the 440 hp High Output engine that comes with Platinum Ultimate or Stealth Performance. If the extra power matters more to you than the anniversary styling, order one of those packages instead. If you want to talk through how the decision shakes out against your specific use case, stop in at Beadle Ford or call and we’ll walk through it together. Shop 2027 Expeditions in Stock Contact Beadle Ford About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs. Learn more about Lexy.

The 2026 Ford F-150 is available in multiple trim levels, each engineered for a distinct balance of work capability, technology integration, and interior refinement. Understanding these differences prevents overbuying or underconfiguring your truck. This guide explains what each trim level is designed for and how they compare. For engine specifications and towing ratings, reference the full 2026 Ford F-150 overview. Contact Beadle Ford Table of Contents How Many Trim Levels Are Available? What Does the XL Offer? What Is the STX Package? Is XLT the Most Popular Choice? What Does Lariat Add? King Ranch vs Platinum Where Does Raptor Fit? How to Choose the Right Trim How Many Trim Levels Are Available on the 2026 F-150? The 2026 F-150 is available in multiple trim levels, each designed for a different type of buyer — from work-focused configurations to premium luxury and off-road performance models. XL STX XLT Lariat King Ranch Platinum Raptor Raptor R What Does the F-150 XL Offer? The XL is the most straightforward work-focused trim. It emphasizes durability, utility, and value. It is commonly selected for fleet use, agricultural work, and buyers who plan to configure towing and drivetrain capability without additional luxury features. What Is the STX Package? The STX builds on the XL by adding upgraded exterior styling and additional interior convenience features. It provides a more modern appearance without stepping into higher trim pricing. For buyers who want a clean look without luxury-level features, STX strikes a practical balance. Is XLT the Most Popular Trim? Yes. XLT is often considered the sweet spot in the lineup. It adds upgraded interior materials, expanded technology features, and access to popular equipment groups while maintaining strong towing and engine flexibility. Many buyers who want both capability and everyday comfort begin their search here. What Does Lariat Add Over XLT? Lariat moves into premium territory. It typically includes upgraded seating materials, expanded technology features, and enhanced interior finishes. For buyers who spend long hours behind the wheel or use their truck for both work and family travel, Lariat offers a noticeable refinement upgrade. Technology differences across trims are explained in greater detail in our F-150 Technology & Interior Guide. King Ranch vs Platinum: What’s the Difference? Both trims represent the upper tier of the F-150 lineup. King Ranch emphasizes distinctive styling and premium materials. Platinum focuses on modern luxury and high-end technology. Capability remains strong at this level, but the focus shifts toward comfort and elevated interior design. Where Do Raptor and Raptor R Fit? Raptor models prioritize off-road suspension travel, performance tuning, and aggressive styling. They are engineered for terrain capability and high-speed off-road driving rather than maximum conventional towing numbers. How to Choose the Right 2026 F-150 Trim Determine whether the truck will be primarily work-focused or mixed-use. Identify must-have technology or comfort features. Confirm engine and towing needs first. Then evaluate equipment groups within your preferred trim. Key Takeaways XL and STX prioritize value and work capability. XLT is often the most balanced trim. Lariat adds premium interior refinement. King Ranch and Platinum emphasize luxury. Raptor models focus on performance and off-road capability. Frequently Asked Questions Which 2026 F-150 trim is best for towing? Towing capability depends more on engine and equipment configuration than trim level alone. Is Lariat worth the upgrade from XLT? For buyers prioritizing interior comfort and upgraded materials, Lariat offers noticeable refinement improvements. Is Raptor built for heavy towing? Raptor models prioritize performance and suspension travel rather than maximum conventional towing ratings. Conclusion In my experience, trim selection becomes much easier once buyers separate capability requirements from comfort preferences. Start with the engine and towing needs, then layer in the interior and technology features that matter most. That order prevents overbuying or underconfiguring the truck. Compare available 2026 F-150 trims at Beadle Ford or contact us to review equipment group differences. About the Author Lexy Tabbert provides detailed truck research and configuration guidance for drivers across South Dakota and the surrounding region.