2025 Ford F-150 Reviews, Pricing & Specs

Let’s narrow the focus of this review to what we drove. Our test truck was a 2025 F-150 Tremor SuperCrew (crew cab) equipped with a short cargo bed, the 5.0-litre V8 engine ($1,925 extra in Canada), and standard four-wheel drive (4WD). With this starting point, it has a base price of $71,005 Canadian, including the $2,595 destination charge and other fees. Options, including Equipment Group 402A, a twin-panel sunroof, a spray-in bedliner, a hard tonneau cover, and a retractable cargo bed step, increased the manufacturer’s suggested retail price (MSRP) to $87,139 with destination.

The Tremor is one of three off-road-focused versions of the F-150. More affordable than the F-150 Raptor and Raptor R, it builds on the XLT trim level with a standard 3.5-litre V6 engine or the optional V8, off-roading equipment, and exclusive design details that set it apart from other F-150 models. A mix of body-colour and black exterior details, along with Active Orange accents and exclusive wheels wrapped in all-terrain tires, visually distinguish the Tremor. So does the “TREMOR” decal on the cargo bed.

Our test truck arrived in a new-for-2025 paint colour called Space White Metallic, an appealing milky hue with a grey tint. It looks good on the F-150’s chiseled bodywork and pairs nicely with the Tremor’s black, dark grey, and orange detailing. It also hides dust and dirt.

Inside, the black interior features orange accents, stitching, and, with the optional leather upholstery, seat perforations that help to lighten the mood. Ford also adds orange "TREMOR" lettering to the floor mats and front seat head restraints. The interior is more industrial in appearance than what you might find in some rivals, but that’s entirely appropriate. At no point during our week-long evaluation did we feel the F-150 Tremor’s cabin looked or felt inferior to those of its rivals in the segment.

Like other full-size pickup trucks, the 2025 F-150 has digital instrumentation and a touchscreen infotainment system. However, it also features numerous knobs, buttons, and other switchgear, which helps minimize screen interaction while maximizing ease of use when wearing gloves. Some of the buttons could be larger, though.

Truck buyers love a good V8 engine, and the F-150 Tremor’s 5.0-litre V8 is one of the best ever. It produces a robust 400 horsepower at 6,000 rpm and 410 pound-feet of torque at 4,250 rpm. In the Tremor, it provides a maximum towing capacity of 4,490 kilograms (9,900 pounds) and a payload capacity of 780 kilograms (1,725 pounds). Not only that, but it sounds sensational at idle and when accelerating.

Unfortunately for V8 fans, the Tremor’s base engine, a twin-turbocharged 3.5-litre EcoBoost V6, is more capable and more fuel efficient. It doesn’t sound as good, but it produces more power and torque, offers increased towing capacity, and achieves better fuel economy. The Tremor EcoBoost comes with a Natural Resources Canada fuel economy rating of 12.9 litres per 100 kilometres combined. The V8 is rated at 13.7 L/100 km, and in our testing, it averaged 14.9 L/100 km over a week of city and highway driving.

We’d be tempted to stick with the 5.0-litre V8. That’s how great it sounds, breathing through its dual exhaust outlets. Not only that, but 400 hp and 410 lb-ft is plenty of power, and in combination with the 10-speed automatic transmission, it gives the Tremor the oomph necessary to pass slower vehicles, cruise up mountain grades, and tackle treacherous trails.

To create the 2025 F-150 Tremor, Ford starts with the XLT trim, adds distinctive visual cues, and enhances the off-roading capability. To that end, 4WD is standard, and the Tremor has an off-road-tuned long-travel suspension, skid plates, a 3.73 electronic locking rear axle, and front recovery hooks. Driving modes include Deep Snow/Sand, Mud/Rut, and Rock Crawl.

In addition, Ford’s Trail Control off-road cruise control system is standard. It holds steady at low speeds when traveling over challenging terrain. Trail Control includes 1-Pedal Drive, so you can simply use the accelerator pedal to moderate speed and braking, and Trail Turn Assist, a braking feature that helps the full-size truck crab around tighter kinks in a trail.

If anything might threaten the F-150 Tremor’s capability, it’s the truck’s size. We didn’t need to use Trail Turn Assist in our testing, but brush scraped along the truck’s flanks on some overgrown trails, threatening paint damage. And if you encounter a situation requiring talent or courage beyond your pay grade, getting the F-150 turned around is a challenge. Hot engines contacting dry foliage on a blazing summer day is a recipe for potential disaster.

Nevertheless, the F-150 Tremor was a ton of fun to drive on trails. It feels stiffer than, say, a Ram RHO, but that added firmness pays dividends on concrete, where the Ford drives in a taut, battened-down way compared to the floating and bobbing Ram. Not only that, but the Tremor is unexpectedly quiet on the highway, with only muted levels of wind, powertrain, and road noise making their way into the cab.

On our return trip to the suburbs, we cut across the mountains on twisty two-lane roads. Here, the Tremor’s all-terrain tires limited its handling. On tighter kinks and narrower bridges, its size required care to remain in our lane. That’s the case when performing daily-driver duties in the ‘burbs, too. The Tremor occupies all the space in the school drop-off line, at the coffee shop drive-thru, and in shopping centre parking lots. Let’s just say the parking sensors and surround-view camera system are invaluable.

However, the Tremor also laughs at speed bumps, and you’re never really concerned about curbing a wheel or crunching an air dam on a parking block. So, as with many things in life, you take the good with the bad.

Ford equips the F-150 Tremor with running boards designed to accommodate off-roading, making entry and exit easier. You climb up into and down out of this rig, and in cramped parking situations, it can be a challenge.

However, once you’re seated in one of the oversized, power-adjustable front seats or on the spacious rear bench, you’ll enjoy plenty of long-haul comfort. Our test truck had perforated black leather, heated front and rear seats, ventilated front seats, and a heated steering wheel. The seat ventilation system and the climate control system proved very effective as temperatures soared toward 40 degrees.

At the seaside, we made good use of the optional panoramic sunroof and power sliding rear window. With those open and all four side windows down, coastal drives with the sea air flowing through the cabin made for a carefree driving and riding experience for everyone aboard.

Storage space is plentiful within the F-150 SuperCrew, and the available Mobile Office package transforms the centre console into a flat workstation, making it suitable for using a laptop computer when the truck is parked. Flip the rear seat cushion up to securely stow cargo on the cab’s flat floor or to access the concealed storage under the seat.

Our Tremor also had plenty of towing and hauling upgrades, including the Pro Access tailgate. It features a centre section that swings open to the side, providing sufficient clearance when a trailer is attached, or it can drop down as a single piece in the traditional manner. A hard tonneau cover added security (and, undoubtedly, improved aerodynamics for fuel economy), while a spray-in bedliner protected the cargo bay. Our test truck also featured a retractable rear step, making it easier to climb into the bed when necessary.

A few years ago, dual 12-inch displays were impressive, but no longer. Now, screens stretch across entire dashboards in some models, including the latest Lincolns. But where the F-150’s 12-inch “productivity screen” digital instrument panel and 12-inch Sync 4 infotainment touchscreen might seem quaintly small by modern standards, they make up for it with impressive usability.

Using the steering wheel controls, you can cycle through and configure numerous vehicle settings and access data on the driver display. That’s also true when using the centre display, but the dainty fonts and poor contrast against the bright daytime screen background can make it nearly impossible to discern details, particularly when searching for secondary roads in remote areas on a bright and sunny day.

Aside from that complaint, the infotainment system and upgraded 14-speaker Bang & Olufsen (B&O) audio system were terrific. We had no trouble pairing an iPhone 16 and using the wireless Apple CarPlay (wireless Android Auto is also onboard), and the native navigation system and voice recognition technology proved outstanding. Conversational prompts yielded quick and accurate results, and we easily found destinations in unfamiliar areas.

In addition to the infotainment system, our Tremor came equipped with an impressive widescreen head-up display, helpful cameras for off-roading and parking, and a menu of trailering assistance features. We didn’t use them during this test, but past experience with Ford’s Pro Trailer Hitch Assist and Pro Trailer Backup Assist has demonstrated their usefulness.

If the Tremor’s in-cab tech is impressive, the safety features are even more so. New features for the 2025 model year include: an oncoming-traffic detection features for the automatic emergency braking system, evasive steering assist, intersection braking assist, and predictive speed assist. Additionally, the lane-keeping assist system features new Road Edge Detection and Active Blind-Spot Assist.

A Driver State Detection system is also new, part of the F-150’s BlueCruise hands-free driving technology. BlueCruise is standard starting with the Tremor trim, and subscribing costs $650 for a one-year plan. We used BlueCruise extensively during our F-150 Tremor test, and while the tech isn’t infallible, it is undeniably impressive. Though the hands-free operation is accurate and trustworthy 99% of the time, you must be prepared to take control in situations when BlueCruise can’t deal with a driving situation.

On a highway portion of our test loop, BlueCruise could not navigate a traffic lane that suddenly narrowed as an entrance ramp tapered into the highway. It tried initially, but BlueCruise steered the F-150 so far to the left that the truck crossed into the next lane. At that point, the system disengaged.

That’s not an indictment of BlueCruise. Rather, it’s a problem for this technology in general. It simply cannot handle every situation, all the time. We encountered multiple situations like this one in our testing, where the tech couldn’t properly respond to wonky lane markings, sun glare, construction zones, or other challenges.

With that said, BlueCruise is one of the best hands-free driver assist systems available today. It clearly communicates its operational status to a driver via the 12-inch productivity screen, the head-up display, and audible warnings. Ford even mutes the stereo system when necessary to ensure it has your attention. Also, it’s worth noting that the head-up display shows when other vehicles are in the F-150’s blind spot, a small but significantly helpful detail.

The F-150 earns high marks in crash tests conducted by the National Highway Traffic Safety Administration (NHTSA). It gets a five-star overall rating and a four-star rollover resistance rating. The F-150 also scores well in crash tests conducted by the Insurance Institute for Highway Safety (IIHS). Only the Toyota Tundra performs better.

With base prices in Canada ranging from $47,774 to $111,570 (including the destination charge), the 2025 Ford F-150 offers competitive value. In standard spec, the Chevrolet Silverado 1500 and GMC Sierra 1500 are more expensive, while the Ram 1500 and Toyota Tundra start on another tier with more standard cab space and seating.

Additionally, the Chevy and GMC are more fuel-efficient than even the available F-150 PowerBoost hybrid when equipped with their Duramax turbo-diesel six-cylinder engines. And when the Silverado and Sierra have Super Cruise hands-free driving tech, owners get three years of service instead of Ford’s one-year subscription to BlueCruise.

Ram recently introduced a new 10-year/160,000-kilometre powertrain warranty, effective with the 2026 model year, which is expected to appeal to some buyers in the full-size truck segment. The Tundra also offers some added value, such as a lengthy trial subscription to safety-related connected services.

From a cost-effectiveness standpoint, the Ford F-150 is decidedly meh. But that doesn’t seem to prevent people from buying them, and we like this truck a lot. After all, there is more to a good value than a little bit of savings here and there, and the F-150’s inherent suitability for almost any light-duty pickup truck task is undeniable.