I just got back from the media drive for the 2024 Ford F-150, and before you ask — no, they didn’t screw it up. The new F-150 is only lightly updated from the outgoing truck, and yet Ford invited a bunch of journalists for a multi-day event that involved off-roading the F-150 Tremor. If there’s one main takeaway for me, it’s this: Ford has refined off-roading to a point that no automaker ever has before. Things that many people in the off-road world took as “just part of the game” are what Ford spent time fixing, and now some of their vehicles are easier to off-road than anything else on the market. Here, allow me to explain.
OK, let me get some of the basics out of the way. The 2024 model-year basically takes the 2023 Ford F-150, tweaks the styling, kills the 3.3-liter natural aspirated V6 to make the 2.7-liter EcoBoost the base motor, discounts the 3.5-liter PowerBoost hybrid option, adds a new optional Pro Access Tailgate, offers a new head-up display, features an optional Blue Cruise hands-free driving feature, offers a new modular front bumper on the Tremor and Raptor, and makes the 12-inch infotainment screen standard across all trim levels.
Ford has embargoed all F-150 Raptor driving impressions, and since the only non-Raptor driving involved off-roading a Tremor, this review will be primarily about the Tremor’s off-road performance, which highlighted one thing to me: Usability. Ford has made off-road features that typically require a bit of knowledge and patience almost completely foolproof, and that’s just smart given that the company is part of a wave of automakers bringing genuine off-road capability from niche into the mainstream.
[Full Disclosure: Ford invited me to Palm Springs to drive the refreshed F-150. I drove there in a Lincoln Nautilus that our sister company, Galpin, had lent me. I stayed a couple of nights in a beautiful resort that Ford paid for. FoMoCo also fed me delicious food. -DT].
First, Let’s Look At BlueCruise And The Pro-Access Tailgate
For the first time ever, Ford is offering BlueCruise in the F-150 (on XLT and up). It’s a hands-free driving assist feature that lets you basically let the vehicle take over driving — sort of. Even though you’re in “look ma, no hands!” mode, you still have to pay attention, and the vehicle will get on your case if you don’t.
Even if it only lets you go hands-free on certain divided highways, it’s still a fun system as I learned driving the truck you see above, with the setup acting as more than just a blend of Adaptive Cruise Control and Lane Keeping. Ford’s newest update (this is BlueCruise 1.2, an update over 1.0 previously available in other Ford products) adjusts the vehicle’s position within the lane; that’s a nice touch that is especially noticeable as you pass, say, a semi truck, and the system gives you a bit of extra space. The Lane Change Assist also works well, with the vehicle steering over to the next lane for you, though you do have to cancel the turn signal unless you only touch it slightly with your hand.
The first-ever F-150 head-up display — which projects useful features like vehicle speed, navigation instructions, temperature, time, and speed limit onto the base of the windscreen — is nice; it’s not as good as, say, an A-pillar-to-A-pillar panoramic screen like that of the Lincoln Nautilus, but it does help keep the driver’s eyes looking ahead.
The next feature I’ll discuss is the new Pro Access Tailgate. It basically just takes the standard F-150 tailgate and adds a door in the middle. It’s really that simple.
What’s the point? Well, it lets you gain access to items deep in the bed because you no longer have to reach over the tailgate. There are some other advantages, but I’ll save those for a separate article I plan to publish today — an article in which I claim that the Pro Access tailgate is the greatest of the current crop of whiz-bang tailgates in this segment.
Finally, before I get to what I did for the majority of the press trip — off-road the Tremor — I just want to note that during that short BlueCruise demonstration, I couldn’t help but fall in love with the 3.5-liter Powerboost hybrid. I’d driven it before, but I didn’t realize just how compelling it is to pilot down the freeway.
Ford says it made some refinements to the system, which basically places an electric motor between a 3.5-liter Ecoboost engine and a 10-speed automatic, and maybe I’m feeling some of that, but regardless, I couldn’t help be notice how beautifully that powertrain provides forward thrust. That power delivery is so absurdly smooth, devoid of any weird shifting delays or any of that — as soon as you step on it, the truck just moves forward with the speed of something much smaller than it and with the unstoppability of a freight train. Would I take it over the 5.0? Well, the 5.0 definitely sounds better, especially at idle, but that PowerBoost just moves, and not to mention, it’s got an available 7.2kW power source onboard that Ford used to run a bunch of AC units at the event. So yeah, I think I would take the hybrid. Plus, the 23 MPG combined figure is significantly higher than the 5.0’s 19…
Off-Roading The 2024 Ford F-150 Tremor Made Me Realize Just How Dialed In Ford’s 4×4 Systems Are
I spent the vast majority of the non-Raptor portion of the press trip off-roading a gray, ~$80,000 Tremor. We all met about an hour from our hotel at a staging area, where the Tremors were lined up looking good. That new-for-2024 gray coast-to-coast grille combined with those orange accents — it all just works so beautifully.
By the way, here’s how the 2023 Tremor looks. I prefer the new one:
Before I headed off-road with the other journalists, I couldn’t help but notice a 5.0-liter V8-powered truck’s gaping holes in the new steel modular bumper:
See that lower opening: On 3.5-liter Ecoboost V6 models, there’s an intercooler behind it hidden by active grille shutters to reduce drag:
On 5.0 models, the hole just goes to…basically nowhere:
I’m surprised by this, as typically automakers try to close out as much of their frontal openings as possible so as to reduce drag. I’m curious what’s going on here — whether the EPA fuel economy-tracked vehicle had the standard bumper, or if the sims showed that, even open, modular bumper’s holes don’t deleteriously affect drag. I’d be surprised by that, but then, who knows? Anyway, enough musing, let’s talk about the truck’s off-road performance.
The Tremor is solid off-road. The start of our trail was mostly mild, involving a few articulation events on dirt trails through mostly desert terrain. The F-150 Tremor’s leaf-sprung solid axle articulated well, keeping all four tires on the ground, yielding extra grip and a nice, stable off-road ride:
The 33-inch all-terrain tires (two-inches taller than the base F-150’s tires) gripped well, and the front-facing camera, along with some spotters, made navigating a few tight spots through some boulders quite easy.
We stopped at an obstacle that involved climbing a hill, then trying Ford’s Trail Turn Assist around a campfire, then descending a steep grade. Here’s a look at the hill climb:
The F-150 Tremor has a decent 27.6-degree approach angle, a decent-for-a-truck 24.3-degree departure angle, and a decent-for-something-with-a-huge-wheelbase 21.2-degree breakover angle. Ground clearance is a good 9.4 inches. This particular trail wasn’t hard enough to challenge any of those figures, except for perhaps the breakover angle, with an occasional underbody “thud” ringing out as we crested mounds. None of those thuds were a concern, because the engine/cooling system/steering all have skidplate protection, as does the transfer case. The fuel tank and transmission don’t look protected, though a Ford engineer made it clear that, especially in an era where weight savings is critically important, adding a steel skidplate to a fuel tank that didn’t get significantly damaged during the company’s torture-testing seems unwise:
Climbing the hills, Ford suggested we use Trail Control, which is basically an off-road cruise control that keeps the vehicle moving at controlled, low speeds set by the driver. This system also acted as hill-descent control down steep grades:
Every now and then, the truck would run out of articulation, but when that happened, it kept moving thanks to a Torsen front diff and a locking rear diff, which activated instantly with the press of a button.
Also activated with a press of the button was One Pedal Driving, which allowed you to adjust your vehicle speed with just your right foot; the truck slowed down on its own as you let off, and it sped up as you pressed the accelerator — not unlike an EV with regenerative braking.
Though I never really got used to this, and found that it only made my driving jerkier, the Trail Turn Assist Feature was indeed legit, allowing the truck to make tight turns that it would otherwise be unable to if it couldn’t use the brake to drag the inside rear tire:
It was during this press drive that I realized just how significantly ahead of all of its competitors Ford is when it comes to off-road feature usability.
Ford Is Ahead Of The Pack On 4×4 Feature Usability
I’ve been off-roading for most of my life. I’ve used vehicles that require you to be stopped to engage four-wheel drive (you had to step outside and lock the hubs and then yank the transfer case lever into “4wd”); I’ve driven AMC products that featured “Shift on the Fly” four-wheel drive that let you shift while moving; and I’ve shifted electronic transfer cases. I’ve used lockers from every major automaker, I’ve used sway bar disconnects, and on and on.
And what I’ve learned is: Much of these are huge pains in the ass. Take the Toyota Land Cruiser that I drove a few weeks ago at the real-life Toyotathon. Getting that thing into low-range, and getting the lockers working took far too much patience, with me writing in my review:
Still, the sway bar disconnect worked flawlessly, and though the excellent low-range switch took a bit of time to actually get the transfer case into low, and though the lockers also took a moment to actuate, once they were on, the Land Cruiser was basically unstoppable — traction seemed endless.
This is not uncommon. Actuating low-range, and especially actuating lockers, usually takes time and involves staring at a blinking light, waiting for it to finally stay on to indicate that you might have a popsicle’s chance in hell of making it through whatever rigorous terrain awaits you ahead. This patience isn’t needed in Ford products; in the Bronco and F-150, four-wheel-drive low-range works without issue, and the lockers are absolutely incredible. I noticed this while first driving the Bronco a few years ago; it has squishy switches on top of the center stack. Press one of those, and seemingly instantly, you’ve got your diff locked and you’re ready to conquer the trail. The F-150’s rear locker works similarly, which is to say: Borderline perfectly.
Ford has had Trail Control off-road cruise control dialed in for years. Even when Toyota’s Crawl Control system was loud from all the ABS actuation noise, Ford’s was quiet and easy to use, allowing the driver to set a comfortable off-road speed, and the vehicle delivering that without a fuss. You can adjust the speed in tiny increments on the steering wheel, and overall it just helps you focus on steering instead of trying to feather an accelerator pedal or brake pedal up or down a grade or over some obstacle.
One of my favorite features of the new F-150 Tremor is the fact that its washable front-facing camera can stay on when you’re in a certain 4×4 drive mode. This is a huge deal, as, when off-roading, you’ll often find yourselves needing to understand the terrain ahead, especially if that terrain is the sky as you crest a steep grade. So many other companies’ front-facing cameras stop at a certain vehicle speed, which isn’t very helpful over the dunes.
Then there’s one-pedal driving, and more importantly, Trail Turn Assist to make tight trails easier to navigate.
On the Bronco, there’s the sway bar disconnect that one can disengage even while driving on uneven terrain and putting stress through that sway bar. Typically, one has to wait until the vehicle is on flat ground to disconnect the sway bar; not on Ford Broncos.
Verdict
As I sat there in the cushy $80,000 Tremor, I realized that a lot of the BS that I expected when off-roading just wasn’t there anymore. The Tremor’s four-wheel drive system (including low-range) works easily with the press of a switch; the rear locker actuates insanely quickly; excellently-tuned Trail Control keeps you going a precise speed; the always-on front-facing camera is a huge deal; on Bronco, the sway bar can be disconnected even when the vehicle isn’t on perfectly nice ground, and I can go on and on about Fords drive modes.
But the short of it is that Ford has made the new F-150 (along with its Bronco sibling) downright easy to off-road and devoid of BS. And that’s a good thing, because the four-wheel drive world used to be riddled with it.
Eighty thousand is too much. The last time I threw that kind of money at anything, it came with an address. Like, literally – it’s where I live.
Too much money.
Sure, but how much would your home be to buy now?
Ford continues to build very desirable products, now if only they could get their quality under control I could consider buying or recommending them to people…
I am sure this truck is phenomenal. Well, after Ford does a few recalls.
I just can’t help thinking that this is another huge “fuck you” from the large OEM’s to the aftermarket. They see someone else making money and they hate it, and destroy it.
Like people in a new Tundra, people in these trucks will not have my respect. Good news is, those people do not care if they have my respect.
Some of the aftermarket companies are the ones making parts for the OEMs. Factory warranties on aftermarket parts is quite a strong consideration.
Hopefully you mean other companies besides Fox. I can’t argue a warranty isn’t appealing, and for things like engine modifications, I wouldn’t do them without one. I just think they could lay off the smaller stuff where mom and pop companies usually find a niche and can do well for themselves. There is enough to go around without OEM’s totally moving in.
OEMs largely assemble other companies’ parts made to their spec. Take the Bronco for example. Webasto tops (originally), available Fox shocks, Warn winches, Rigid lights, etc., etc.
Even Toyota’s using Old Man Emu parts on some of their newest top-spec off-road models, for example.
Good examples. (I realized that could sound like I was being sarcastic, I am not)
What? No midnight liasion with Bigfoot this time? Color me disappointed
I can’t be everywhere you know
I thought you were magic? Oh well.
They’re illusions Michael!
Thought I saw that the hole in the Tremor bumper was factory winch mount prep, which would be nice.
Also kinda sucks that you can’t get a Tremor with the Powerboost, unless that changed for this year but I’ve not seen it mentioned at all. Feels like a Tremor/Powerboost combo would shoot to near the top of overland options. Not that the truck as is isn’t already competitive there. But range >>>>>>
you can get it with the 3.5 and it tows more than the 5.0
I read the article thinking that I would leave a comment complaining that it’s a bad thing that Ford made offroading really easy.
But then I find out that David actually meant that the lockers and transfer case work as intended? Because other off-roaders don’t have correctly functioning transfer cases?
Sounds like a manual transfer case and manual locking hubs would make offroading really easy.
The Tremor is forever ruined for me. A guy in my neighborhood bought a brand new Tremor and covered it (not just a few) in right wing stickers and a vanity plate that says TRUMP47. I’ve never seen mud on it, I think he just drives it to Home Depot.
I will admit I am irrationally triggered by that buffoon and the sad fate of his truck.
Buy one for yourself and cover it with your own silly nonsense. #muricuh
For real, I’d just cover it in punk rock stickers and drive around in my own sad irony
“My Other Truck Is A Prius”
Buy one and put stickers of left wings to balance it out. Like literally left wings, airplanes, birds everything. I bet the guy in the neighborhood won’t even get it.
David, that’s not true. My ’21 F-150 Powerboost had Bluecruise. Maybe the first F-150 with BC 1.2?
I can definitely see some of these features being useful (the front-facing camera probably eliminates the need for a spotter in a number of situations), but I don’t want off-road cruise control. Correctly feathering the throttle to get up and over something without then slamming down on the back side is part of the challenge and fun of off-roading for me.
Also, as a frequent detractor of Ford blues, that blue Tremor photographs extremely well.
Other than Antimatter Blue (which does look impressive in the right light, though the right light only happens about 10% of the time at most) which Ford blue(s) don’t you like?
If only it was available with a 6.5′ box. The sport or black appearance package is also not available with the 6.5′. I’m actively shopping for a new truck and this is pushing me away from the brand entirely. I refuse to get a 5.5′.
The local dealers tell me its all people want but I find it interesting that they have a waitlist for any truck that comes in with a 6.5′ box with anything at or above an XLT but they have a lot full of tiny box trucks that appear to be sitting.
it’s not all people want, its all the dealers will sell. Pickup trucks being the new minivan fucks over real truck users.
Well “sport or black appearance package” doesn’t give me Real Truck User® vibes, but ok. You can order a 6.5 bed on an F150, then replicate the Tremor or any other F150 cosmetics in the aftermarket if you really wanted to.
Agree with your first and second statement, you forgot to add “chrome appearance package”. I’ll even add to it- I don’t think the tremor should exist because it undercuts all the small business’. OEM’s push to take over the aftermarket doesn’t impress me. Raptor or TRX is something different, its so far beyond the normal aftermarket, and people want warranty’s for super chargers and whatnot. But the new push from the big 3 to remove the need for aftermarket is gross. Look at all the options Jeep and Ford have for “accessories” these days.
I know there will be witty replies, and there are all sorts of “what about x,y or z” but I’m not going to argue semantics all day.
I’m not an offroader, but I have a question for those who are. Does automating these tasks and adding cameras and sensors enhance the experience, or is part of the fun knowing when you need to get out and look, or lock the dif, etc.? At some point, it seems to me that they are taking a lot of the skill out of it. If that’s not the fun part for you, what is?
This, what is the point of offroading if the truck does everything. When offroading with my buddy it is far more about the experience of offroading than the destination. Kind of why I think driving a stick on a track is a much better experience than an auto.
I love the idea of having front cameras, for steep climbs where all you can see over the hood is sky, that would come in handy.
I have Crawl control in my 4Runner, which is similar to trail control, and I don’t use it. That’s more of a last resort feature, IMO, and other than being kind of a party trick so who people I haven’t had a need for it yet.
One thing though, no matter how many features the truck has, you still need to pick your line. That’s a very satisfying part of offroading.
if you’re offroading for fun, yes.
if you’re just trying to get someplace so you can begin camping and/or overlanding, then make it easy because lots of people are super bad drivers offroad
I was wondering the same thing. Seems kinda like you hit some switches and aim and the truck does the rest?
1: You (collective “you” , not “you” specifically, spikersaurus) don’t have to buy a truck with all this equipment to go off-road. Also, Tremor is a package that can be added to lower-spec trucks.
2: If you do buy a truck with all this equipment, you don’t have to use it if you don’t want to.
3: It can be confidence-inspiring. David makes a great point about cresting a hill and all you can see is sky. That can definitely be a bit pucker-inducing.
4: Spotters can only tell so much, and sometimes they get it wrong.
5: Vehicles are expensive. Extra electronic aids that can prevent a very pricey tow-out and/or insurance claim (or out-of-pocket expense) can justify themselves quite easily. Remember when ABS was optional? I’m not saying that we need front-facing cameras on base-spec rental cars, but the more the technology gets refined and commonplace, the cheaper it can become.
6: Having factory-backed equipment can be quite pleasant in its own right. It (should) just works, and the various vehicle systems all talk to each other.
7: There can be quite a level of satisfaction to “bought not built”, especially if the purchased item yields more adventures and possible built additions. Something like this is also on the cutting-edge of technology being deployed in production vehicles.
8: Resale value, especially with the “bought not built” perspective. Most folks don’t want someone else’s project. Plus for those who build up project vehicles, they may want/have to remove some of those additional mods before selling the vehicle, and they may not be compatible with their replacement vehicle (raises hand, “been there and done that”).
How robust are the running boards? They basically flimsy things, or something that could take a hit and are mounted to the frame?
I don’t think they’re rock rail grade, but the ones on prior generations were sturdier than typical running boards.
Since there is usually some truth in satire, I’ll leave this here for funsies. I mean, we are talking about big-ass trucks…
https://thehardtimes.net/culture/conservative-owns-the-libs-by-paying-4000-a-month-for-his-ford-f-350/
LOL see my comment about my Tremor neighbor. His previous vanity plate said LIBTARD.
That nice empty space behind the bumper on the 5.0 with a convenient front opening already is where I plan to put a winch on my new-to-me F150. Mine of course being a used 13th gen lower trim F150 with the 5.0 because new prices are insane. My main concern is access to the clutch release with it tucked away in there, since I actually use the winches on my 4wds. I think the clean packaging on what will also be my daily will be worth that sacrifice though.
Curious why you think the Ford trick tailgate is better than the GM one. Looks to me the GM version will get you almost the exact same benefit (minus may 1 ft that doesn’t articulate all the way down) plus some other tricks like a step, bed extender, etc.
I’ve used it several times in my dad’s Sierra, and it seems useful if a bit overcomplicated. The better solution is just to make the truck lower so you don’t need most of its functions, but I don’t see that happening any time soon.
It also appears to be nearly identical to the Ram system, except it doesn’t open as much of the tailgate, which could be good or bad depending on the circumstances.
When this thing was announced I think the consensus was that Ford had few options that didn’t infringe on patents.
I prefer this version to Ram’s. Largely because it’s symmetrical, and also because if you have a trailer hitched in place, the smaller door is less likely (if at all) to hit the trailer when being opened.
Gm’s solution is too complicated, failure-prone, and doesn’t really yield great benefit for intended purpose compared to simpler solutions with fewer failure points. It’s almost Germanic in how foolishly complicated it is.
“If you build something idiot proof, they’ll just make a better idiot.” I can not wait to see how this plays out.
While I like the Tremor, I sort of struggle to see why it exists. In theory, it’s 80% of the off-road capability of the Raptor in a more normal sized package for $15k less. However, I have yet to see a single low-optioned Tremor on any dealership lot, meaning all that I have seen have overlapped the price with a Raptor. If I’m paying $75k+ I will go with the Raptor and enjoy much better resale and capability.
Owner of a 23 Tremor here, the two main things I think drive Tremor ownership vs Raptor (myself included) are towing/payload and really most importantly dealer markup. Ford is only going to make so many Raptors a year, so since the Gen 3 came out Raptor MSRP has been completely meaningless. Meanwhile in late 2022 I was able to order my 23 Tremor for below MSRP. So while on Ford’s website the Tremor is pretty close to Raptor money, when it comes time to buy the difference can be $20K+ easily.
Plus as much as I love a Raptor, I’m not actually a hardcore desert runner and as David highlights the Tremor is still more than enough off-road capable for ‘regular’ off-roading.
Interesting. It must be a regional thing, as in my neck of the woods there are no markups on the Raptors except for the Raptor R. I noticed a month back when I was at the Ford dealer buying a part that they had a new Raptor and new Tremor parked next to each other and there was only $7k difference in price. I just checked their website and the cheapest Tremor on the lot is $67k and the cheapest Raptor is $74k and no markup. Most of the Tremors are around $81k and the bulk of the Raptors are priced $87-93k. The one Raptor R on the lot is $117k after a $10k markup, but it appears to be the only F150 on the lot with a market adjustment.
If you custom order there’s no market adjustment at least
Sure, but that just further justifies my concern about price overlap between the Tremor and Raptor. To Avalanche Tremor’s point, markups create the price spread between models and partially justify why the Tremor trim exists. Without markups, it seems like it would make more sense for the F150 to have the Tremor be an options package like Ford does on all of its other trucks.
Then again, I’m just armchair quarterbacking, and Ford obviously knows more about its business than I do, and what I see in my region is obviously not the same for every region.
Yeah I’m with you. It’s like the new FX4. It used to be a trim and now it’s a package. Which gets me thinking now, how much difference is a XLT FX4 vs a tremor.. about to go build one haha
The FX4 is fun because it was a package, then a trim, and then a package again. The FX4 gets you a rear locker, slightly better shocks, and a couple light-duty skid plates. The Tremor trim has some mandatory stuff that raises the price like the V8 and some exterior stuff, but theoretically they could widdle that down to two packages:
Tremor Level 1: Off-road modes, rear selectable locker, front Torsen limited slip, metal skid plates for engine, trans, transfer case, and fuel tank, and better shocks.
Tremor Level 2: Everything in the Tremor Level 1 package, plus the off-road camera system.
Or better yet keep the old name with FX4 levels and just keep the Tremor as an appearance package only available to level 2 FX4
That would be cool, like the old FX4 Level II package available on the Ranger back in the 2000s.
Agreed. Just checked the closest Ford dealership near me and see plenty of Raptors, F-150 and Bronco versions, all listed for MSRP. Might even find some discounting if you tried. No R versions listed but I am sure there are some in the area. While Boston is not an off roading mecca, I don’t think that was the point for most of the Raptors I have seen on the road anyway, all about image for the majority.
Looking at the geometry and weight figures, this seems to slot more into “Go down rough Forest Service trails to find a good place to camp” or “Tow a SxS into hard terrain to do true off-roading” than something built as a true off-road vehicle. I don’t really see any of the big full-size platforms in large numbers where I’m at (desert southwest, where narrow track and light weight tend to dominate), so I’m sorta curious what you use yours for.
Yes, the price gulf for a high-spec Tremor isn’t far off a base Raptor, but the overall cost-of-ownership and use case can be different. Insurance, fuel, ease of parking, tow/haul capabilities, trail width fitment, theft/vandalism targeting, etc. is markedly different between the two.
Tremor can also be added to a lower-spec model and special-ordered, which doesn’t take that long as quickly as Ford churns out F-Series trucks, especially since they’re all made in the Midwest.
Unfortunately, what you state isn’t true for the F150 – Tremor is a trim, not an option package, so you can’t add it to a lower-spec model like you can on the other Ford trucks. But everything you state further reinforces my previous comments on why the Tremor should be an options package on the F150 instead of a trim.
Oh, good point. I forgot that it’s a specific trim for the F-150 (starting at $67K), not a package like it was, and is for the Maverick, Super Duty, and last-Gen Ranger (same with the FX4 package across the board). 2024 Ranger doesn’t have the Tremor setup yet IIRC.
Dumb question.
Why does the tailgate open in that direction and not in the other direction? If one is loading from the curb you have to go around the tailgate. Is it so the driver can open it with a trailer attached? Is it so the road crown helps keep it open? Is it just because most people are right-handed?
I believe it’s the driver thing, though you make a good point about right-handed users. The gate still drops normally as needed, of course.
Maybe I would change my mind after using it. But that tailgate looks so dumb.
Best tailgate IMHO is the Tacoma X-Runner. Mostly because it’s the lowest to the ground so you can actually reach things.
For me the ideal height is about 3′ That makes it counter top height which makes it a good work surface but still low enought load things.
Unless something has changed, Tremor is a package added to a regular trim level (XLT, Lariat, etc). So for $80K, was this at least a Lariat? Hopefully a Platinum for that money.
Tremor is its own model.
Yep, the Tremor became its own trim with the 2021 refresh. It falls in line with the Lariat in price, and between the XLT and Lariat in features. Of course, you can option it up to be at the same level of content as the Lariat, but that pushes the price to Platinum levels like we see here.
Interesting, on the Super Duty it remains a package, which is what I had in my head.
Indeed. I don’t understand Ford’s logic on why it is a unique trim on the F150, but a package on the Maverick, Ranger, and Super Duty.
Probably brought to you by the same minds that make Limited the top trim above King Ranch or Platinum on trucks, but below them on Expedition.
Platinum is always the top luxury trim on all vehicles it’s available. There is no limited for trucks. Platinum is above limited on expeditions. Not sure where you got that mindset. King ranch is pretty similar though but obviously a different theme
This is just dead wrong.
https://www.ford.com/trucks/super-duty/models/f350-limited/
Ok platinum is still the top luxury trim. Platinum basically means every luxury option checked.. at least it’s darn close
It’s amazing people will just say things that are wrong over and over and can be proven so in a few seconds of looking. Compare the prices of Platinum and Limited and get back to me.
https://www.ford.com/trucks/super-duty/models/?intcmp=vhp-seconNav-modselect
Wow, I stand corrected and now agree with you. Seems silly to mix up the trims like that.
Thanks for enlightening me
Way to human—and props for keeping the place classy
On the F-series, there used to be Platinum at the top. Then they added the Platinum Limited for a few years, but kept the Platinum name to reduce confusion with the Limited trims on other Ford vehicles. They then brought it back and called it just Limited, apparently to increase the confusion they previously tried to avoid. I recall some blurp about not trying to seem similar to the Titan’s Platinum Reserve, which seems silly since Ford did that name scheme first.
The pro-access tailgate basically says RAM got it right. Unfortunately, this is less practical than the RAM barn door tailgate, but infinitely improved over the GM dropgate.
What’s wrong with the GM tailgate? I’ve never used one, but was under the impression that it was good…
For one, people routinely damage them when they have a hitch installed. Secondly, it offers no advantage over the barn door style and has more hinge points
I haven’t used the Ram tailgate yet, but I’ve used the GM one a few times, I think it’s a pretty smart design.
I just can’t stand the asymmetric tailgate of the Ram trucks, my OCD wouldn’t let me own one. I much prefer the F150’s solution
Whereas this drives me insane that I don’t have full access. Anything wider than that door needs the tailgate down, killing functionality.
I’m not an off-roader, and have pretty limited experience doing so, outside of climbing some pretty gnarly trials to various camps in the ADKs. Full-size trucks are typically too wide for some of these trails (or at least the trails are too narrow to take a new full-sized truck down them). I do find all the engineering that goes into these to be fascinating, though I do find the price of entry to be… well, not in this lifetime.
I will say this, the new F-150 face is downright handsome in an era of some hideous truck front-ends. It also happens to be the least angry-looking truck design I’ve seen in quite some time. For that, bravo.
I still prefer the Ram front fascia but this new Ford look is definitely great looking.
As someone who has been off-roading for 30 years, yes full-sized trucks are too wide for many trails but not all esp in the more open desert areas. These trucks are so expensive that the really good off road ones are usually appreciated by the second or third owner once depreciation has made them attainable.
It’s impressive the lengths that automakers go to prove the capability of a vehicle as an aspirational one – market it as off-roading to people who never will.
The second or third owner will probably off road them.
As a 2nd owner of a vehicle I take offroading often, I appreciate when this happens. All the offroad capability and everything I break and scratch is my fault.
~$80l,000 Tremor. A bit pricey. I know it is early…