2024 Ford Ranger Tremor review

Aussies love utes, and I’m not just talking about tradies.

The humble dual-cab is now a lifestyle staple for people from all walks of life, and among the converts are off-road enthusiasts.

But if you want a ute that’s rough-and-ready out of the factory, the pickings are surprisingly slim. That’s especially true for buyers on a budget – enter the 2024 Ford Ranger Tremor.

A cut-price alternative to the flagship Raptor, the Tremor is based on the 2.0-litre Bi-Turbo Sport and kitted out with off-road upgrades including Bilstein remote reservoir suspension, all-terrain tyres, a heavy-duty power steering system with extra underbody shielding, along with a range of extra driver assists for off-roading.

All without the $100,000 pricetag of a Raptor.

It also undercuts rivals such as the Nissan Navara Pro-4X Warrior and Toyota HiLux GR Sport.

Like the Wildtrak X that came before it, the Tremor is the only member of the Ranger lineup among the 23 currently on sale fitted with this kit.

As was the case with the Wildtrak X, don’t expect the Tremor to stick around. Only 1150 examples have been allocated to local buyers, which pales in comparison to the 63,356 examples of the broader lineup sold in Australia last year.

Should you rush out to buy the beefed up Tremor before it’s too late?

How much does the Ford Ranger Tremor cost?

The Ford Ranger Tremor sits in the upper half of the range, just above the Bi-Turbo Sport on which it’s based.

Ranger XL

Ranger Black Edition

Ranger XLS

Ranger XLT

Ranger Sport

Ranger Tremor

Ranger Wildtrak

Ranger Platinum

Ranger Raptor

All prices exclude on-road costs.

To see how the Ford Ranger stacks up against a its competitors, check out our comparison tool.

What is the Ford Ranger Tremor like on the inside?

The Tremor stands out from the Ranger crowd for a litany of reasons, but its cabin isn’t one of them.

Ford’s latest spin on the recipe takes the mid-spec Sport and tarts it up a little, without messing with the main ingredients.

Climbing into the jacked up Tremor you instantly notice the addition of branded rubber floor mats. Hardly an earth-shattering upgrade, but the mats boost the aesthetics and it the intended use of the vehicle by protecting the carpet from dirt during off-road excursions.

Plucked from the Sport, re-trimmed leather seats also add some flavour to the interior. Or should I say, colour.

In contrast to the monochrome Sport seats, the Tremor items feature a new patten with orange embroidery on the backrest.

Design aside the seats are comfortable, with plenty of power adjustability for the driver. None for the passenger’s seat though, which is manually operated.

Thick side bolsters provide much needed stability when the route turns bumpy or twisty.

Another interior upgrade can be found overhead, in the form of auxiliary switches. Six pre-wired switches labelled AUX 1 through 6 are located near the rear-view mirror, each circuit individually fused for connection of electrical accessories such as portable fridges, solar panels, and lighting upgrades.

The Tremor gets a couple of extra off-road toys, too, along with the requisite switchgear. Trail Turn Assist is accessible through an icon in the off-road section of the screen, while 4WD modes are selected via a rotary dial near the shifter.

Elsewhere, it’s standard Ranger Sport fare.

That means you get Ford’s 10.1-inch SYNC4 infotainment system, not the 12-inch version found in higher model grades. In this case size doesn’t matter, as the smaller screen still puts rivals to shame.

Like many modern systems, it’s a vertical, smartphone-style layout with large app icons – a familiar interface with a flat learning curve.

There’s no nonsense here, and that’s in keeping with the spirit of the Ranger Tremor. Smartphones can be paired with the system wirelessly – my iPhone hooked up to CarPlay without fault.

Behind the steering wheel sits an 8.0-inch, configurable digital instrument cluster.

Short of winning any design awards, the screen is easy to get your head around with a bright background and readouts for speed, revs, temperatures, and fuel economy. This is shared with the rest of the Ranger lineup, bar the flagship Platinum which brings a 12.4-inch digital cluster.

Climate controls are located at the bottom of the infotainment screen, with physical switchgear below. I’ve made this point before with Ford products, but why not just put all the climate-related functions in one place?

A wireless charging pad sits at the base of the centre stack, accompanied by USB-A and USB-C outlets to keep your devices powered up.

Practicality inside the Tremor extends to a handy selection of storage compartments, not limited to large door bins, a deep armrest cubby, central cupholders, and a generous glovebox with an open upper tray. No ‘tradie-style’ cupholders that pop out of the dash, though.

While the Ranger is a benchmark for modern dual-cab utes across many metrics, it comes back to the pack on the materials front.

Workmanlike plastics dominate the space, broken up by the inclusion of leatherette padding for frequent touch points such as the centre console and door cards.

Genuine leather tops the steering wheel and e-shifter, giving both satisfying tactility. All surfaces that ought to feel premium do, and the rest are hard-wearing if nothing else.

It’s the same story in the second row, which is roomy enough for kids and adults alike.

Taller folks up to a height of around six-four fit just fine, with enough legroom and headroom as well as space for feet under the front seats. It’s one of the best dual-cab options if you need to fit three tradies across the rear.

On the amenities front it’s pretty bare bones, with a couple of air vents and a 12V outlet. A USB outlet or two would be welcome, as they’re more compatible with the cables that most people use to charge their modern devices.

At least you get decent storage space with bins below the seat bases, a pair of map pockets, and door cubbies.

ISOFIX and top-tether anchor points for the outboard rear seats also bolster the Tremor’s credibility as a family car.

The rear bed, unchanged from the Sport, has also been designed with practicality in mind. That means it’s easy to access via a pair of side box steps located behind the tyres, or by dropping the counterbalanced tailgate.

The bed itself is wide and configurable, with six tie-down hoops and a 12V outlet, which isn’t a given in this segment.

Each side of the bed has attachment points for canopies and the like – the space can be customised to fit all the tools of the trade, up to a payload of 901kg.

It’s a cleverly laid out cargo management system that makes the most of the space on offer.

To see how the Ford Ranger stacks up against a its competitors, check out our comparison tool.

What’s under the bonnet?

Unlike other members of the Ranger stable, the Tremor is only offered with the 2.0-litre Bi-Turbo four-cylinder diesel engine, mated to a 10-speed automatic transmission.

Conversely, the upcoming Everest Tremor SUV will be powered by brawnier 3.0-litre turbo-diesel V6. Ford says the engines chosen for each Tremor model reflect their respective positions within the model range.

The Ranger Tremor features a full-time four-wheel drive system with selectable modes. We saw a fuel economy average of 10.3L/100km during our testing of the Tremor, which involved a day-long mix of highway driving and low-speed off-roading.

To see how the Ford Ranger stacks up against its competitors, check out our comparison tool.

How does the Ford Ranger Tremor drive?

The Tremor has been designed for off-road expeditions, and that’s evident in the way it drives compared to other Ranger variants.

On the tarmac, the newest member of the Ranger family isn’t as comfortable as the Sport on which it’s based.

With stiffer all-terrain tyres and off-road focused suspension, the Tremor is busier on sealed roads, bouncing over bumps and potholes rather than soaking them up.

It doesn’t ride harshly by any means, but comfort levels are noticeably down on other models. The fact is, many rival utes behave in a similar manner.

The chunky A/T tyres come with a second drawback, which is elevated road noise. I found myself cranking up the volume on my tunes more often, but that’s a small price to pay for extra off-road capability.

As a highway cruiser, the Tremor benefits from its raised ride height. The Ranger already boasted a commanding driving position, so further elevation in the Tremor provides an even more expansive view of the road ahead.

A well executed suite of active driver assists also enables relaxing cross-country driving.

Lane-keep assist is reliable and intuitive, guiding the Tremor within its lane smoothly, while the adaptive cruise control maintains safe distances to cars ahead without jarring use of the brakes.

Ford hasn’t touched the engine or transmission, which is no bad thing.

The Bi-Turbo four-cylinder is a refined powertrain by segment standards, running smoothly, quietly, and efficiently when paired with the 10-speed automatic gearbox.

Outputs of 150Nm and 500Nm won’t drop any jaws, but the Tremor accelerates willingly when asked and the transmission generally picks the right gear.

That’s especially noticeable at low speeds, when other utes can feel lethargic. No V6, no worries.

Despite having a bigger footprint on the road, the Tremor remains a manageable car to drive around the city.

It has the same light steering as the Sport, which is precise and makes the Ranger feel manoeuvrable.

Idle start/stop also takes a load off in stop-start traffic, while conserving precious diesel.

It’s easy enough to park, too. The reversing camera presents in high resolution, pairing well with light steering in tricky shopping centre situations.

But enough of all that, how does the Tremor perform when taken off the beaten track?

A day spent at Lerderberg State Park outside Melbourne would suggest it’s among the most capable dual-cab utes on the market.

For starters, the all-terrain rubber and upgraded suspension components come into their own here. The chunkier tyres eat up nasty-looking rocks with ease, and offer superior durability to your run-of-the-mill road tyre.

Suspension tweaks taken from the Wildtrak X offer greater ground clearance to stop the Tremor from bottoming out when tackling steep undulations, as well as enhancing articulation and minimising impacts.

The four-wheel drive system comes with 2H, 4H and 4A modes, as well as specialised terrain modes including ‘rock crawl’, which are only available on the Tremor and Raptor.

That’s before considering the suite of off-road assists available, such as a rear differential lock, Trail Turn Assist, Trail Control and hill descent control (HDC).

It all sounds a bit overwhelming, but the features are all straightforward to use and easily activated, either via physical buttons or touch icons on the dedicated off-road infotainment menu.

I found Trail Turn Assist particularly useful during our drive – it helps to navigate tight turns on loose surfaces by applying brakes to the inside rear wheel, improving the turning circle of the Tremor by 25 per cent.

It’s a case of hitting a button, and then making sure the steering wheel is at full lock. Simple.

Hill descent control is similarly foolproof – once activated, you can mash the throttle down a steep decline and the system will restrict your descent to the desired speed.

Trail Control is like cruise control, just geared for lower speed coasting on unsealed surfaces.

All the elements come together to create a ute that can handle most of the challenges Australia can throw at it with an inexperienced off-roader behind the wheel.

What do you get?

Ranger XL standard equipment:

• 16-inch steel wheels
• All-season tyres
• 16-inch steel spare wheel
• Front disc and rear drum brakes
• Heavy-duty suspension
• Black grille
• Halogen headlights
• Halogen daytime running lights
• LED central high-mounted tail light
• LED tail lights (pickup only)
• Tailgate with lift assist (pickup only)
• Integrated tailgate step (pickup only)
• 10.1-inch Sync4 portrait touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• Embedded modem
• Remote start via FordPass app
• 8.0-inch digital instrument cluster
• Tilt and telescopic steering column adjustment
• Ebony cloth upholstery
• 8-way manual driver seat
• 4-way manual front passenger seat
• Vinyl floor covering
• Power rear windows (double cab only)
• Single-zone climate control
• Electronically locking rear differential (4×4 models only)
• Conventional gear selector
• Mechanical handbrake

Black Edition adds:

• Black sports bar
• Drop-in bed liner with 12V socket
• Asphalt Black 17-inch alloy wheels with all-terrain tyres
• Black side steps
• Asphalt Black grille with Bolder Grey inserts

Ranger XLS adds:

• 16-inch Dark Sparkle Silver alloy wheels
• Black side steps
• Halogen front fog lights
• Black grille with silver accents
• Carpet flooring
• Driver floor mat
• Front parking sensors
• Drive mode selection
• Tow bar
• Trailer light check
• Integrated trailer brake controller
• Extended blind-spot monitoring with trailer coverage
• Body-colour door handles
• 6-speaker sound system
• Proximity entry with push-button start
• Dual-zone climate control
• Rear seat air vents
• Satellite navigation
• DAB+ digital radio

Ranger XLT adds:

• 17-inch Dark Sparkle Silver alloy wheels
• 17-inch steel spare wheel
• Rear disc brakes
• Electronic handbrake
• Leather-wrapped ‘e-Shifter’ gear selector
• 4×2 locking rear axle
• Front grille with chrome central bar
• LED headlights
• C-shaped LED daytime running lights
• Front-mounted tow hook
• Black sports bar (pickup only)
• Rear tub illumination (pickup only)
• Bedliner with 12V socket (pickup only)
• Spray-in bedliner with 12V socket (super cab only)
• Leather-wrapped steering wheel
• Electrochromatic mirror
• Rain-sensing window wipers
• Adaptive cruise control with lane-centring and stop/go

Ranger Sport adds:

• 18-inch machine-faced and Asphalt Black accent alloy wheels
• 18-inch spare wheel
• Dark accent grille
• Dark exterior accents
• Two front-mounted tow hooks
• Skid plate
• Front floor mats
• Rotary drive mode selector
• Wireless phone charging
• Off-road screen
• Ebony leather upholstery with ‘SPORT’ embossing
• 8-way electrically adjustable driver seat
• 6-way manual front passenger seat

Ranger Tremor adds:

• Full-time 4WD system
• Remote reservoir Bilstein shock absorbers
• 17-inch black wheels
• General Grabber AT3 All-Terrain Tyres
• Heavy-duty power steering system with extra underbody shielding
• Trail Turn Assist
• Trail Control
• Rock Crawl drive mode
• Tremor branding
• Tremor branded rubber floor mats
• Overhead auxiliary switches
• Tremor grille
• Integrated auxiliary driving lights
• Front bash plate
• Cast aluminium side steps
• Sports bar
• Rear box step
• Unique seats with embroidered TREMOR logo

Is the Ford Ranger Tremor safe?

All variants of the 2024 Ford Ranger apart from the flagship Raptor have a five-star ANCAP safety rating.

Standard safety equipment across the lineup includes:

• 9 airbags
  • incl. driver, passenger knee airbags
  • incl. front-centre airbag
• Autonomous emergency braking (AEB)
  • Car, Pedestrian, Cyclist detection
  • Junction assist
• Adaptive cruise control
• Blind-spot assist
• Rear cross-traffic alert (pickup)
• Lane departure warning
• Lane keep assist
• Road edge detection
• Reversing camera (pickup)
• Rear parking sensors (pickup)
• Trailer Coverage (with optional Tow Pack)

Ranger XLT adds:

• Adaptive cruise control incl. stop/go
• Blind-spot monitoring incl. Trailer Coverage
• Lane centring assist
• Traffic sign recognition
• Tyre pressure monitoring

The optional Touring Pack adds a surround-view camera, while stepping up to the Wildtrak and above adds the Active Park Assist 2.0 system.

How much does the Ford Ranger Tremor cost to run?

The 2024 Ford Ranger is covered by a five-year, unlimited-kilometre warranty like the broader Ford range.

Logbook servicing is required every 12 months or 15,000km, whichever comes first, with the first four visits capped at $379. This equals $1516 for four years or 60,000km.

CarExpert’s Take on the Ford Ranger Tremor

The Tremor is a compelling addition to the Ranger lineup, and by extension the dual-cab landscape.

It brings heaps of off-road kit to the table for just a few grand over the Sport on which it’s based.

The enhancements aren’t just for show. Most of the tweaks are go-to upgrades for the off-road enthusiasts who put down their hard earned for these vehicles – all with a factory warranty.

You’re unlikely to get that kind of backing for a lift kit from your mate’s mate down the road. And at its core, the rough-and-ready Tremor is still a Ranger. That means class-leading infotainment and powertrain refinement.

So, the Tremor a great option for Ranger devotees who can’t stump up the near-$100,000 for a Raptor.

Its road manners are slightly diminished compared to the rest of the Ranger lineup. But there are plenty of other variants available to suit buyers of that persuasion (Sport, Wildtrak), and indeed plenty of other rival utes.

What about rivals to the Tremor? The Nissan Navara PRO-4X Warrior and Toyota HiLux GR Sport may have the tools to keep up with the Ranger off the blacktop, but neither can match the Tremor for cabin and powertrain refinement. Both are more expensive, too.

There’s not much else in the way of budget, adventure-focused utes.

Yes, the Tremor has really shaken things up, and it deserves to be on your shopping list… if your version of shopping is baiting a hook and casting a line.

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