We spent a long weekend testing a 2024 Ford F‑150 Tremor in the mountains and desert, focusing on towing stability, payload manners, and trail competence. This is how it performed when worked like a truck.
Our test truck was a 2024 F‑150 Tremor SuperCrew, 5.5‑ft bed, 3.5‑liter EcoBoost V6 (400 hp/500 lb‑ft), 10‑speed automatic, 4x4 with low range and a locking rear differential on 33‑inch all‑terrain tires. As equipped, Ford rates this configuration to tow up to 10,900 pounds with a door‑sticker payload just over 1,700 pounds. Tremor adds a modest lift, off‑road shocks, underbody protection, and Trail Control. Ambient temps ranged from 58°F to 97°F; we ran 91‑octane for the towing and grade tests.
For towing, we hitched a 7,500‑lb enclosed car hauler (about 11% tongue weight) using a weight‑distributing hitch and verified loads on a CAT scale. On a sustained 6% grade at 60 mph, the Tremor held 6th–7th gear at 2,300–2,600 rpm in Tow/Haul with minimal hunting. Coolant topped out at 219°F and transmission at 212°F—well within spec—and the electric fans kept temps stable during a three‑mile construction crawl. Crosswind stability was solid, and the integrated trailer brake controller and Pro Trailer Backup Assist made low‑speed maneuvering straightforward.
Expect 8.5–9.5 mpg at that load and speed; on rolling two‑lanes at 55 mph we saw 10–11 mpg. Braking with the trailer felt confident with linear pedal feel; emergency stops remained straight, though distances naturally grow with mass. The Smart Hitch/Onboard Scales feature proved useful, showing tongue weight in the safe 10–12% range and flagging when we shifted too much cargo aft. Sway control never intervened in our test, and the mirrors provided adequate coverage without extensions, though frequent tower should spec tow mirrors.
For payload, we loaded 1,400 lb of pavers plus tools and a passenger for a combined in‑cab/bed load near the sticker limit. Rear fender drop measured 1.3 inches; headlights stayed acceptable without adjustment. The Tremor’s off‑road shocks manage big hits without porpoising, but square‑edge impacts are still felt at city speeds. Acceleration remains ample for merging, and braking performance showed no fade after repeated downhill stops.
We appreciated the bed lighting, tie‑downs, and tailgate work surface when unloading, and the Onboard Scales gave a quick green‑bar confirmation before setting off. Off‑road, we aired down to 22 psi and tackled a rutted, rocky loop with 10‑inch ledges and brief, loose 20‑degree climbs. In 4‑Low with the rear locker engaged and Trail Control set to 2–3 mph, the truck climbed cleanly without throttle spikes. The 10‑speed’s 4.69:1 first gear, 2.64:1 low range, and 3.73 axle yield roughly a 46:1 crawl ratio—adequate for careful rock work.
Skid plates paid for themselves with a few glances, and the front camera with dynamic lines saved the air dam more than once. Breakover is the limiting factor; choose lines thoughtfully or you’ll drag the frame crossmembers. Unloaded highway economy landed at 19 mpg indicated at 70 mph, and 16–17 mpg mixed. Cabin noise is subdued for an all‑terrain setup, the seats stayed supportive over long days, and controls for drive modes, locker, and cameras are intuitive.
Overall, the Tremor is a balanced solution for owners who tow mid‑weight trailers, routinely haul near a half‑ton in the bed, and want genuine trail ability. If you tow above about 9,000 pounds regularly or in high heat/altitude, consider Max Tow gearing—or step to a 3/4‑ton. For high‑speed desert work, a Raptor remains the better tool.