F-150 Tremor to Raptor: what fits, what it costs, and what stays Tremor

The OEM Gen 3 Raptor grille went into this Tremor cleanly. The active grille shutter, the 360-degree camera and the washer nozzle have to move across from the original grille, and the camera matters most, because it is part of the driver-assist setup.

What is not proven yet is the bumper trim below the grille. It is not on the truck, and that may be where compatibility stops. Owner reports of a no-modification swap are mostly about aftermarket Raptor-style grilles, which are a different part from the factory one.

On this truck the shutter itself was replaced after the crash. The aftermarket unit needed more spline length filed into its drive end before it would seat in the motor.

The front bumper is ADD's Raptor Pro Plus Bolt-On. ADD lists it as keeping the OEM parking sensors and drive-assist features, and also says it obstructs the front camera and drops the factory fog lights and skid plate. Adaptive cruise needs ADD's radar relocation bracket, and the radar needs recalibrating once ride height and bumper position are final.

The rear bumper is ADD's Pro Bolt-On, chosen because ADD publishes that it keeps the factory hitch, trailer harness, reverse sensors and tow hooks. ADD validates it on the Raptor, not on a leaf-sprung Tremor, so its fit stays an open question until it is on. Both bumpers are due in early to mid November.

FiberwerX exposed-carbon Gen 3 Raptor fenders and 5.5 ft bedsides are on order together, from one maker in one production run. Carbon weave and clear coat vary between runs, and ordering this way is the most reliable way to get a front-to-rear match. They arrive in spring. Until then the front goes back together on temporary steel fenders, wrapped in white vinyl.

The bedsides are the hardest job on the exterior list. Ford holds the factory aluminum bedsides on with self-piercing rivets and structural adhesive, so every rivet comes out and the bond has to be broken.

The hood is paused. The choice is an OEM Raptor hood or Anderson Composites' carbon one, and it gets made when the carbon panels are here to match.

Raptor fenders over a Tremor front end leave a gap that a wider tire does not close. That is why phase two brings a Raptor-spec front end, taken for track width as much as travel, and likely track-width spacers at the rear.

Phase one runs near stock Tremor height. Bilstein's 6112 kit is the current preference, not yet bought, chosen for towing stability and a step-in height low enough for kids and grandparents.

The rear is where this stops being a Raptor build. The axle is a used 2023 donor with the same 3.73 ratio and electronic locker (the locker is not yet confirmed working), on new OEM leaf springs and replacement lift blocks, with Bilstein 5100 shocks and a Timbren SES kit for trailer load.

Keeping the leaf springs keeps the towing setup the truck was bought for, and the ADD rear bumper was picked to keep the factory hitch and wiring. The weight-distribution hitch is still undecided.

Diode Dynamics Elite Max headlights, amber SS3 fog pods and white SS5 pods in the ADD bumper, and Morimoto XB taillights. The Diode Dynamics parts were bought at a discount, which is disclosed on each of their pages.

The parts table shows the logged cost of each part. A few bought parts are not priced here yet, including the Diode Dynamics lights and the FiberwerX panels, so the real figure is higher. The truck itself cost $25,094 delivered; the project page keeps the running total.