2024 Ford Ranger Tremor review

The 2024 Ranger Tremor utilises the same wheel, tyre and suspension package that was previously used in the Wildtrak X model from last year.

However, where the X was based on the top-of-the-range Wildtrak, the Tremor adapts the added hardware to the lower-spec Ranger Sport. As a result, it is priced $4000 lower at $69,690 (+ORC).

As was the case with Wildtrak X, the Tremor is powered exclusively by the 150kw/500Nm 2.0-litre four-cylinder bi-turbo diesel engine backed by a 10-speed automatic transmission and full time, dual-range 4x4 system.

Also like the Wildtrak X, the Tremor’s suspension package includes Bilstein remote resevoir position-sensitive dampers with the upgraded springs, and rolls on a set of LT265/70R17 General Grabber AT3 all-terrain tyres to give a 26mm boost in ground clearance .

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In addition, the model-specific alloy wheels have a more negative offset to give the Tremor a 30mm wider wheel track over a standard Ranger.

The stiffer light-truck construction all-terrain tyres and the suspension give the Tremor a firmer ride than a regular Ranger and it can feel a bit choppy over high frequency bumps in rough terrain. The Ford boffins tell us that the suspension was tuned to work best with a load on board and that it was set up at close to half GVM, which suggests it would ride best with around 400-450kg on board. Our test vehicle was unladen with just two passengers in the cab.

The Tremor’s off-road chops are further boosted by systems borrowed from the Ranger Raptor that include Trail Turn Assist, Rock Crawl mode, and Trail Control, however the Tremor still only has an open differential in the front axle so Rock Crawl mode won’t be as effective as that in the Raptor, which has locking diffs front and rear.

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When activated, Trail Turn Assist locks the inside rear wheel when you turn the steering to full lock to ‘pull’ the Tremor in on a tighter radius for sharp turns. It works well when off road on tight tracks.

Trail Control is what the marketing types like to call cruise control for off-road use. As the description suggests it allows the driver to set a target speed and the vehicle keeps to that speed when you are driving off road at low speeds, meaning the driver only needs to focus on steering.

The best part of Trail Control is that the Tremor’s electronics can apply the accelerator in far more miniscule increments than you can with your right Blunnie, giving better traction control in low-grip terrain. Another technology borrowed from elsewhere in the Ford trucks range is optional Pro Trailer Back-up Assist, this time taken from the F-150 full-size pick-ups.

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This system is said to take the mystery and hard work out of reversing a trailer by allowing the driver to reverse it into position using a dial on the console and directions via the multimedia screen.

Unlike when you reverse a trailer in the conventional way using the steering wheel, when using Pro Trailer Back-up Assist, if you want the trailer to go to the left you turn the dial to the left, or turn it right to make the trailer go right.

It’s clever tech but not for everyone, and this is the first time we’ve seen it offered in a Ranger, and on the Tremor it is a part of the $1650 Touring Pack, which also includes 360° camera, puddle lamps, zone lighting and cargo management system. The Tremor retains Ranger’s 3500kg braked towing capacity.

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Ranger Tremor gets a unique look with model-specific wheels, badges and trim. The side steps are taken from the Raptor, as is the Conqueror Grey colour.

The Tremor is also available in Blue Lightning, Arctic White, Shadow Black, Aluminium and Meteor Grey. Up front there’s a bespoke radiator grille that holds auxiliary driving LED lights, and a steel bash plate is mounted underneath for off-road protection. Out the back, the cargo tub gets a sports bar, drop-in plastic liner and 12-volt power outlet, while the Ranger Platinum’s clever, flexible rack system and a hard cover are available as factory options.

Inside you get model-specific faux leather seats, the Sport model’s standard 10-inch multimedia screen, Tremor-branded floor mats and an overhead auxiliary switch panel. These features add to the Sport’s already well-appointed interior.

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Some question why Ford went with the four-cylinder bi-turbo engine in the Tremor rather than the V6 diesel that is popular in the Ranger Sport, but there were a number of factors involved here.

Firstly, the Tremor was designed to be a lower-priced package than the old Wildtrak X model that preceded it, and the 2.0-litre engine is not only cheaper but also more affordable to run than the V6.

The Tremor is also designed to be a global vehicle and it will be sold in markets that require it to meet Euro 6 emissions regulations, which is why you’ll also find that the Tremor employs AdBlue SCR in its emissions reduction system.

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Regardless, the 2.0-litre has plenty of grunt for touring, off-roading and towing, and it really only misses out on the refinement of the V6 for most driving scenarios.

Just 1150 Ranger Tremors will be made available and they will fill a small gap in the current Ranger line-up for those looking for a Ford ute with improved off-road performance thanks to revised suspension, tyres and electronic driver aid upgrades, along with some styling tweaks to make it stand out.

If you think that there couldn’t be any further gaps in the Ranger model range, the Tremor does leave us wanting a variant powered by the V6 diesel engine, and with the improved off-road suspension package.