2024 Ford Ranger Tremor review: Australian first drive

If you were struggling to choose which model Ranger might be the best fit for you, then things might have gotten a little harder. And I'm not talking about the entire range of two-wheel drive, single-cab and extra-cab models to wade through, there is a startling number of dual-cab, four-wheel-drive options to choose from.

Picking up from where the limited-run Wildtrak X left off last year, we now have the Ford Ranger Tremor to consider. It has the same taller springs, upgraded Bilstein dampers, a bash plate and cast aluminium side steps

Tremor has been used over in the United States for some time now for the Ford F-150, but this is the first time we have seen the name used in Australia.

I'm reminded mostly of the FX4 Max of the previous-generation Ranger, which had a similar range of upgrades made available. Perhaps Tremor now steps into that place, and we won't see any more FX4 nomenclature in the future.

In comparison to the $66,140 Ranger Sport (on which Tremor is based), Ford wants $69,690 plus on-road costs for the 2024 Ford Ranger Tremor.

Don't worry, put down the Casio. That's an additional $3550 in asking price.

In return, you do get some tasty stuff. Bilstein dampers are a meaty unit, and come with a piggyback-style reservoir for some extra oil capacity. These are matched to taller springs for 26mm increased ride height, and the General Grabber AT3 tyres are mounted on wheels with a wider offset. This gives a 30mm bump in wheel track, which is accommodated by some small, glossy fender flares.

The bash plate and front tow points are both what Ford calls 'Enthusiast rated', which sounds like an empty marketing term with no real definition. But, they are better than not being there at all.

In comparison to the four-cylinder Ranger Sport, this Tremor also picks up the trick clutch-based four-wheel-drive system found is V6 Rangers. Instead of the regular old part-time four-wheel-drive system that restricts four driven wheels only to off-road driving, this is a so-called permanent four-wheel-drive system.

I say 'so-called' because it's actually selectable and quite versatile. One can choose between regular old rear-wheel-drive (2H) or allowing four driven wheels for the blacktop (4A). 4A will run mostly as a rear-wheel-drive vehicle, but will then apportion drive to the front wheels as it sees fit. This is useful for low-traction surfaces, variable conditions on dirt and wet bitumen, and even a bit of light off-roading.

And then for off-roading, your clutch packs lock together for a more proper four-wheel-drive set-up, in both high-range (4H) and low-range (4L) with a locking rear differential.

Tremor goes a little further as well, bringing on Raptor's Rock Crawl driving mode and Trail Turn Assist.

Is Tremor a Raptor-lite? Not really, the Raptor still feels like a magnitude-six earthquake in comparison. The Tremor's suspension is upgraded, sure. But it's not the same top-shelf, active and internal-bypassing monster that you get on the Raptor. The tyres are upgraded for the Tremor, but are tamer and retain the same diameter as the Sport. And while diesel power might be more pragmatic in a four-wheel-drive ute, there's almost exactly double the power available in the Raptor's twin-turbocharged petrol V6.

But diesel makes sense, it's cheaper than the Raptor, has a better payload and towing capacity, and still does make for a better (factory) off-roader than a regular Ranger. So, it will certainly make sense for some.

Just don't ask for a diesel V6 Tremor. Due to this vehicle being shared with European (and other) markets, we can only look at the 2.0-litre Bi-Turbo four-cylinder diesel engine, which is known as EcoBlue in European markets. Using two turbochargers, this lump makes 150kW and 500Nm and runs through a 10-speed automatic gearbox and upgraded four-wheel-drive system.

And being Euro 6 compliant, the Ranger Tremor also includes AdBlue selective catalytic reduction. This is another thing to keep in mind, especially if you're partial to long drives in remote areas. The tank is 18 litres in size, is well positioned above the rear differential (away from any likely damage) and should last well over 10,000km of regular useage.

However, be mindful of how much you have in the tank before you take off on a multi-day road trip, and consider packing some extra urea fluid if you're going really remote and long range.

On the inside, you get some quality-feeling Tremor-branded rubber floor mats and Tremor-embroidered vinyl seats.

Some extra exterior details include spiffy-looking cast aluminium side steps and a darkened honeycomb-style grille with small built-in auxiliary driving lights.

It's a limited-edition run as well. Ford says only 1150 examples of the Ranger Tremor will be offered in Australia for now.

The internal dimensions of the Ranger Tremor are the same as the cheaper, lesser-equipped Sport. This generation Ranger is one of the largest in its class, before you step up into something more American-flavoured.

Externally the different suspension bumps your overall height up from 1888mm to 1914mm, which might make things tight in some garages.

On the inside, it's mostly a typical Ranger affair (which is excellent, for the segment). It's spacious and comfortable, with lashings of modern technology and nice practical touches.

This spec misses out on heated seats and the widescreen digital instrument cluster of higher-specced models, but the combination of a generous infotainment screen size, thoughtful layout and overall spaciousness means you don't feel like you go without here.

The seating is comfortable, and there's plenty of adjustment available through the seat and steering column to dial yourself in for a long drive.

The relatively large footprint of the Ranger (with a 3270mm wheelbase) is beneficial for space and comfort in the second row, where adults can be fairly comfortable for long drives. While I didn't do it this time around, rear-facing baby seats fit (with outboard ISOFIX points) without having to plough your knees into the dashboard up front.

Instead of those fabric loops to awkwardly redirect your top tether points, you need to fold the seat backrest down to attach your baby seat properly. It's a pain – just like every other ute out there – because of the lack of space. This would likely only be an issue, however, if you're moving child seats around regularly.

In the back of the Ranger Tremor, there is a drop-in tub liner that looks to be of nice quality (but not as nice as the spray-in liner you get elsewhere). There are tie-down points and a rail for additional anchorages, and a 12V outlet and light.

While there might be larger infotainment displays available in higher-specced Rangers, I reckon the 10.1-inch system in this model is more than enough for everyday useage. And as a silver lining with this smaller screen, you get better access to a larger storage nook just below.

This system has Apple CarPlay and Android Auto – both wired and wireless – along with digital radio, native navigation and a slick operating system that's easy to navigate through. It's worth noting here that other reviewers have had trouble with iOS phone connection stability in the past, but I'm on the Android side of the fence and haven't had any problems.

There's also plenty of extra connectivity here, with the FordPass app able to connect to the internet. This way, you can remotely check on things like vehicle location, remote starting, and other features.

Coming from testing in 2022, the Ford Ranger has a five-star ANCAP safety rating. This includes an 84 per cent score for adult occupant protection and 93 per cent for child occupant protection. Vulnerable road users (pedestrians) get a 74 per cent score, while the onboard safety systems of the Ranger get an 83 per cent score.

All models in the Ranger range get this five-star score, except for the Raptor and those fitted with a bullbar.

One major strength of the current-generation Ford Ranger is the quality and quantity of safety technology that is included in the vehicle. As the table below demonstrates, there is little that the Ranger misses in terms of safety-related bells and whistles.

Another important facet is the relative fine-tuning of the onboard systems. While this drive wasn't overly exhaustive in this regard, previous experiences tell us that the Ranger is a comfy and easy place to spend time. When you're looking to mow down bulk kilometres, the steering assistance and adaptive cruise control can help reduce fatigue.

Servicing for the Ranger Tremor, with intervals of 12 months and 15,000km, is capped at $379 per visit for the first four years.

That equals $1516 for the first four years or 60,000km, which is good value for a four-wheel-drive vehicle. After that point, Ford's capped-price servicing program ends. While Ford has announced a limited-offer free service program for some Ranger models, the Tremor is not included in the promotion.

It also pays to mention that additional service items may come up, which will increase those service costs beyond the capped-price quote.

An insurance quote for the Tremor came to 1948 for a year of insurance coverage. This is a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances. For comparisons, we also punched in the details of a Ranger Sport and got a markedly cheaper $1713 quote using the same details.

Because Ford offers Ranger Tremor buyers with the option of deleting the auto stop-start feature at no cost, there are two fuel efficiency figures listed: 8.5 litres per 100 kilometres or 9.3L/100km with the feature deleted.

This number is noticeably greater than the 7.2L/100km listed for the Ranger Sport Bi-Turbo, owing no doubt to the increase in ride height, track width, and all-terrain tyres.

Another point here is highlighting the ascendancy of efficiency that four-cylinder power has over the larger, more powerful V6. Against that 7.2L/100km figure of a regular Bi-Turbo Sport, an apples-for-apples comparison of a V6 Sport pushes that figure up to 8.4L/100km.

So if efficiency, driving range (and payload, for that matter) are of absolute importance, then you should be looking closely at the four-cylinder model.

It's not surprising to note that mostly the Ranger Tremor drives like the rest of the Ranger range.

And Cliff Notes in that regard, it is very good overall. Since this new-generation Ranger landed a couple of years ago, it has been the pick of the segment, and has the Drive Car of the Year silverware from 2023 to prove it.

This comes from a high level of overall refinement (in comparison to other utes in the segment), good road manners, and a light but direct steering feel.

The smaller four-cylinder engine wouldn't be my personal choice if looking at a Ranger, as the allure of grunt from the V6 would be too hard to pass up. While this four-cylinder option cannot match the outright performance (or character, for that matter), it does a commendable job in isolation. It's an impressively quiet engine with responsiveness that belies its relatively small capacity.

The 10-speed automatic gearbox, along with the clutch-based selectable four-wheel-drive system that allows for four driven wheels on the blacktop, has improved decorum these days, feeling smooth and decisive.

However, it's worth noting that the change in suspension for the Tremor does unsettle the ride quality noticeably when unladen. Bigger, heavier-duty damping and a taller ride height bring clear benefits for off-roading, but also a jiggling nature to the Ranger when traversing country B-roads and pockmarked suburban streets.

Ford engineers told us that the updated suspension – which carries over unchanged from the Wildtrak X – was tuned with approximately 450kg on board, or half of the Tremor's payload.

This would explain the unsettled jiggling nature of the ride when unladen, and is something to consider if you're planning on driving your Tremor around with only a passenger or two at most.

However, those who are planning on using this ute for its intended purpose (hauling heavy stuff around), you will likely find a more settled and salubrious ride quality.

And if you're doing any higher-speed dirt driving off-road, I'd recommend lowering your tyre pressures sooner than you might normally in order to counter the stiffer-feeling suspension.

When it comes to off-road performance, the Ranger Tremor does provide a useful step-up over what the regular Ranger offers, which is in itself quite a tidy performer.

When you've got a long wheelbase and standard suspension height, the most limiting factor often becomes the available ground clearance and rampover angle. And even with a modest 26mm lift here, you can feel the difference it makes through ruts and over rocks.

Add in more grip from the tyres and a locking rear differential, and the Ranger Tremor does feel good and confident off-road. The Ranger Raptor is in another league, but this certainly is a step-up.

Cast aluminium side steps are less of a sacrificial throwaway that should take a hit better off-road, but could be prone to cracking from large, sharp impacts. And the bash plate underneath – measuring in at 3.2mm of mild steel – is an improvement over the thinner standard offering.

Off-road traction control is good, and a useful ally for those who want to take on boggy and low-traction challenges. We're starting to see four-wheel-drive utes (not just wagons any more) come out with more sophisticated off-road driving modes, and the Ranger is leading the charge in this regard.

On top of the usual range of driving modes – most of which are tailored only for high-range four-wheel drive – the Tremor picks up Rock Crawl from the Raptor to help with lifting wheels and low-speed, technical driving.

It's a pretty good ally to have as well. It works in unison with the locking rear differential, and limits (but doesn't eliminate) wheel spin to keep you going. While Toyota's system has been around for a long time now, it still feels like it might have the edge on the Ranger's own very good system.

One thing that works particularly well is the Trail Turn Assist, which locks the inside rear wheel when you are in low-range, below 18km/h and near full lock. It brakes that wheel quite aggressively, and Ford says it can reduce the off-road turning circle by 25 per cent. And I would believe it.

Like the rest of the Ranger range, this Ranger Tremor can tow a full 3500kg braked trailer, as well as a 750kg unbraked trailer.

The changes and additions mean the payload is reduced to 901kg, which is still likely enough for most end users.

If you're planning on towing near the full amount, however, you must keep in mind the 6350kg gross combination mass.

Theoretically speaking, if you're towing a 3500kg trailer with a 350kg towball mass, you're left over with a 181kg payload. This seems low, but you need to know your exact towball mass – this can be measured easily with a tool – to ensure you're not overloaded.

On the face of it, the three-and-a-bit grand increase in asking price looks to be good value, for those who want to have a Ranger with an extra dose of off-road spice. It's certainly improved over the standard 4x4 Ranger, and the suspension – while not at its best when unladen – is quality in terms of components.

And if you're going to load up with gear and accessories in the back, that suspension set-up will likely come into its own.

The Ranger is a popular choice, and the value quotient means the 1150 examples of the Ranger Tremor will likely get snapped up in short order.

If you're keen on a Tremor, the only decision you'll need to make is which colour tickles your fancy. Of course, you could also extend your considerations to the wider Ranger four-wheel-drive ute range, of which there is no shortage.

Others will consider buying a Ranger in a low state of standard specification, and choosing their own modifications to the wheels, tyres and suspension from the burgeoning aftermarket scene.

The next step on the purchase journey is to check the Ford website for stock of your preferred Ranger variant. You can also find Fords for sale at Drive Marketplace.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. Find your nearest Ford dealer via this link. We’d also recommend test-driving the Volkswagen Amarok – which is closely related to the Ford Ranger – and Mazda BT-50/Isuzu D-Max twins.

If you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.