But the current Santa Cruz is worth looking at, despite the fact that it’s slow to move off dealer lots. It’s a truck that can do the everyday without guzzling gas or taking up gobs of space. With compact dimensions, a useful open bed, and crossover-style construction, it offers versatility and a driving experience that’s more like a car.

The top trim XRT is priced at $42,775. Standard equipment highlights include the upgraded 2.5-liter turbocharged four-cylinder engine, all-wheel drive, unique 18″ XRT dark alloy wheels, an XRT grille, automatic LED headlights, LED taillights, heated side mirrors, lockable under bed storage, composite bedliner, dual C-channel adjustable utility track rail and cleat system, remote release tailgate, power tilt/slide moonroof, 12.3″ touchscreen, 12.3″ digital gauge cluster, Bose premium audio, surround view monitor, dual zone automatic climate control, heated leatherette seats, and wireless Apple CarPlay/Android Auto. Including options and the $1,650 freight charge, the total price came to $45,085.

Rugged Enough For Most

The XRT trim is meant to look like a part-time weekend warrior than its more urbane trim brethren. Its blackned grille, unique 8-inch wheels, all-terrain tires, and front recovery points give it a purposeful appearance that I’ll call “rugged lite”. The textured matte black fender trim with a triangle relief pattern is pretty cool. The little details on the XRT are what make it look more rough and ready than its counterparts, and the added black bits add the right amount of aggression.

Even with the bigger all-terrain tires, the XRT’s ground clearance remains at 8.6 inches, just like the SE and the SEL Activity trim levels. At least the XRT’s 19.9-degree approach angle improves on the standard Santa Cruz’s 16.9 degrees. Not that anyone will do anything resembling serious off-roading with the XRT, but it’s nice to know that it can handle bigger divots and some trail humps without worry. This is a compact crossover-based pickup with added rough-road capability, not a rock-crawling beast.

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The Upgraded Engine Delivers

I’ve driven the Santa Cruz with both engines. The 2.5-liter naturally-aspirated four is not the one to go with. Good thing the XRT only comes with the more potent choice. The turbocharged 2.5-liter four-cylinder produces 281 horsepower and 311 lb-ft of torque, compared with 191 horsepower and 181 lb-ft from the naturally aspirated engine in the other two trim levels. It provides for quick launches and capable passing power. It actually makes the Santa Cruz responsive, smooth, and fun to drive. It’ll launch to 60 in six seconds flat.

The reason for the reponsiveness and extra grunt isn’t just the horsepower bump but the peak torque delivery from 1,700 to 4,000 rpm. The base engine hits its lower torque peak at 4,000 rpm. The upgraded engine runs on regular, not premium, gas. Another plus for the Santa Cruz XRT. I enjoyed helming it. The steering is light but accurate, and the XRT feels composed and balanced in the turns. The engine also bumps the 2.5-liter’s 3,500 towing capacity to 5,000 pounds with trailer brakes. That makes the XRT capable of pulling small campers, boats, or trailers.

The transmission is also a plus. The 2027 XRT uses an eight-speed automatic that shifts quickly and doesn’t gear hunt when pushed. Hyundai pairs it with standard HTRAC all-wheel drive and terrain-mode selection with snow, mud, and sand modes. Rather than relying on a mechanical center differential lock, the Santa Cruz XRT’s HTRAC AWD system uses an electronically controlled multi-plate clutch to automatically adjust torque distribution between the front and rear axles. It responds in real time to wheel speed, accelerator position, steering angle, and vehicle rotation measured by yaw sensors.

Fuel economy isn’t great. The Santa Cruz XRT with all-wheel drive is EPA rated at 18 mpg city, 25 highway, and 20 combined. During my drive, some of it spent in Sport mode, averaged 17.6 mpg.

The Interior Shines

When Hyundai refreshed the Santa Cruz in 2025, it not only made it look more truck-like in the front, but it also revamped the cabin to make it more user-friendly. The biggest changes took the form of a large integrated frame for infotainment and instrumentation, along with improved physical controls. Its linear dash and expansive tech give it more sedan than truck vibes.

The seating position is excellent, giving great visibility over the hood. The seats are on the firmer side but still quite comfortable. Rear legroom is 36.5 inches. It’s not cavernous inside, but adults can sit in back comfortably as long as front occupants aren’t over six feet tall.

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The dashboard pairs a 12.3-inch digital instrument cluster with a 12.3-inch navigation touchscreen. Wireless Apple CarPlay and Android Auto, Bose premium audio, wireless device charging, and front and rear USB-C ports round out a strong technology package that keep the Santa Cruz modern inside.

The XRT includes a surround-view camera system, a blind-spot camera display, adaptive cruise control with stop-and-go capability, and Highway Driving Assist. Its forward collision-avoidance system adds cyclist and junction-turning detection, supplementing the blind-spot warning and rear cross-traffic collision-avoidance assistance.

The Santa Cruz’s bed is short, but it’s still quite useful for everyday items and weekend gear. It measures 52.1 inches long at the floor and 48.4 inches at the upper edge, with 27 cubic feet of total volume. The rail and cleat system is a brilliant add-on for the XRT, providing tie down versatility to keep items secure. The XRT also gets an integrated tonneau cover and a lockable under-bed compartment. This trim level also includes sidewall storage compartments, LED bed lighting, and a 115-volt power outlet. Integrated rear bumper steps help with access.

Final Thoughts

I’m going to miss the Santa Cruz when it goes away next year. The XRT is super-appealing and should work for most folks who don’t haul or tow a lot on a regular basis. The AWD system is more than capable, and the bed works for everyday applications. The XRT is the Santa Cruz to get if you want the model at its most capable and comprehensively equipped. The turbo engine and quick steering make the XRT fun to helm. Gas mileage is medicore, and the price point is admittedly high, but the XRT is version that best delivers on the idea of a compact pickup for someone who does not want a conventional truck.

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What You’re Paying For

According to Brabus’ spec sheet, the twin-turbo V8 is bored out to about 4.5 liters, with forged pistons, a billet crankshaft, and larger turbos, making 888 hp and 922 lb-ft of torque. Torque is electronically capped at 774 lb-ft to protect the transmission. Brabus claims 0-62 mph in 3.7 seconds, and duPont Registry reports top speed is limited to 149 mph. Coilovers drop the truck by 1.8 inches, and it rides on 24-inch wheels.

The Truck Part

Behind the rear seats is a new steel bulkhead with a heated rear window. The bed has a metal floor and tailgate, carbon-fiber side panels and, according to duPont Registry, soft-teak decking and two lockable waterproof storage boxes. A matte black sports bar sits over the bed. Brabus has built plenty of ultra-luxury G-Wagens, and this one adds a cargo bed. Payload and towing numbers weren’t given, which is the question any real truck buyer would ask.

Why It’s Not For The Rest Of Us

Inside, there’s leather and Alcantara with red quilted stitching and carbon trim. Every car is built to order, and prices climb with personalization. At $800,000, this is more collectible than commuter. If you want a Brabus G-Class you can actually buy, the used market is a more realistic route.

Choosing the Tremor means choosing the turbocharged 2.0-liter engine, since Ford doesn’t offer a hybrid version here. In return, you get specialized suspension and traction hardware for rougher terrain, but you also trade off towing capability, road noise, handling, and fuel economy. I wanted to see whether those additions are worth it compared with a less expensive, more economical Maverick, and whether the Tremor’s steep price tag justifies itself over a larger, more capable Ranger. Ultimately, by the end of my week with this rugged little truck, my overall opinion of the Maverick remained favorable, but I’m not totally convinced the Tremor is the best way to have one.

2026 Ford Maverick Tremor Specifications

U.S. specifications. Power and torque are rated on premium fuel. Payload varies with configuration.

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Powertrain & Driving Dynamics: 7.5/10 — How Much Truck Do You Really Need?

Like the adrenaline-injected Maverick Lobo, the Tremor’s standard 2.0-liter EcoBoost four-cylinder delivers plenty of exciting turbocharged whooshes and responsive low-end torque; both variants also share that trick twin-clutch rear-drive unit and torque-vectoring capabilities. Whereas the Lobo gets a quick-shifting seven-speed gearbox, the Tremor keeps the eight-speed automatic transmission found throughout the rest of the non-electrified Maverick lineup, offering smoother, more robust shifts. In the higher end of the rev range, that little four-cylinder can produce a coarser note, but since it favors low-end power delivery and heavy boost, you’ll rarely find yourself using the latter half of the available RPMs anyway.

Unlike the Lobo, which handles surprisingly well for something with a pickup bed, the Tremor sacrifices much of its lateral control for greater off-road capability, thanks to its chunky Goodyear all-terrain rubber, raised ride height, and uniquely calibrated suspension. Handling on curvy roads and highways is noticeably worse than on other Maverick trims, and those hefty tires also produce much more road noise. These trade-offs are to be expected in a vehicle that prioritizes off-road use, but keep them in mind if you prefer the Tremor’s rugged looks more than you’ll actually make use of its enhanced all-terrain capability. It’s also thirstier than the typical Maverick, and I averaged just 19 mpg across city, highway, and off-road use.

During my brief encounter with a muddy forest access road, the Tremor showed why someone might gladly sacrifice road handling for added trail readiness. Dedicated off-road modes help manage throttle calibration and ease steering sensitivity, while its chunky tires and clever all-wheel-drive system let you trudge through mud, sand, snow, or whatever else nature throws at you, without hesitation. There’s no denying that the Tremor package adds real capability to Ford’s bite-sized pickup truck, but this all still raised one big question in my mind: for even less money, one could just as easily purchase a larger, more capable, body-on-frame Ford Ranger, and if off-road use is the overriding priority, why would anyone opt for the Maverick over one of those? More on that later.

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Technology: 8.0/10 — A New Data Plan, But Bring Your Own Charging Cable

Ford’s biggest tech addition for 2026 is a data plan. The Ford Connectivity Package includes a year of Wi-Fi hotspot data and connected navigation, with a seven-year option available. The 13.2-inch SYNC 4 touchscreen, eight-inch instrument display, and wireless Apple CarPlay and Android Auto arrived with the 2025 refresh. I found the system generally straightforward, and wireless CarPlay worked effectively throughout the week. The B&O sound system was decent, too, making for a reasonably agreeable technology package overall. The drive modes also made palpable differences to the truck’s behavior, giving me useful ways to adjust its responses as conditions changed. Oddly, though, Ford has taken something away: wireless phone charging disappears for 2026. You can connect your phone to the system wirelessly, but you still need a cable to charge it. The Tremor keeps its 360-degree camera and Trail Control with Trail 1-Pedal Drive, though neither is new this year.

Exterior Design: 9.0/10 — The Maverick Has Been Raiding Its Big Brother’s Closet

Although I personally prefer the shiny gloss-black, dinner-plate wheels and lowered stance of the Maverick Lobo, the Tremor might be the meanest-looking pick of the litter. The truck’s recent facelift adds newly shaped headlights that freshen the overall look, and the Tremor-specific orange graphics pair well with those meaty all-terrain tires for a convincingly rugged aesthetic. Parked next to a Ranger or an F-150, the Maverick looks no less aggressive, only more compact. This Maverick is certainly no city slicker, even if its proportions might suggest otherwise.

Compared with the Hyundai Santa Cruz, the Maverick’s only real rival, the Ford looks unmistakably truckish. While the Santa Cruz looks more like a Hyundai Tucson with part of the rear lobbed off, the Maverick has the boxy, upright shape American buyers tend to associate more fondly with pickup-truck authenticity; myself included. Its design makes no compromises because it shares a CUV platform, whereas the Santa Cruz seems to. Even beyond looks, the Maverick seems to be one of the few domestic models that outweigh its Korean competition, most evident in sales: Ford moves roughly 8.35 Mavericks for every Hyundai Santa Cruz sold in the U.S. Clearly, buyers prefer the boxier shape here.

Interior Design & Quality: 7.0 — Does the Cabin Know What This Truck Costs?

I will gladly accept a simple interior in an affordable pickup, but the Tremor’s price makes the inexpensive materials harder to overlook. The truck’s tall stature delivers impressive headroom, but the cabin still feels cramped, and the upright seating position can become uncomfortable on longer drives. Rear legroom is particularly tight, but the bench is still more accommodating than the sideways jump seats found in some older compact pickups, and proper rear doors make access much easier than backward-opening half-doors.

Ford has, at least, been clever with storage. The rear-seat cushion flips up to reveal useful bins and create extra room for belongings inside the cabin. That flexibility is welcome when transporting items that must be sheltered from the weather. The passenger-space compromise also leaves room for a surprisingly useful bed. Its floor measures 54.4 inches against the Hyundai Santa Cruz’s 52.1—a 2.3-inch advantage. Bed volume is 33.3 cubic feet versus 27.0 in the Hyundai, giving the Ford another 6.3 cubic feet edge. So there’s obviously a worthwhile utility advantage here, even if rear passengers might wish Ford had allocated the space differently.

Pricing & Value: 6.5/10 — This Little Truck Has Expensive Hobbies

Although the Maverick lineup generally offers solid value, that’s not necessarily true of the trim-topping Tremor. The Santa Cruz XRT costs just $610 more than the Tremor and can tow up to 5,000 pounds when properly equipped, whereas the Tremor is limited to 2,000 pounds and up to 1,140 pounds of payload. Even a Maverick Hybrid AWD can tow 4,000 pounds with the optional 4K Tow Package, so buying the rugged Maverick involves some decidedly practical sacrifices.

All figures are in U.S. dollars, excluding taxes and additional options.

That brings me back to the Ranger. The mid-range XLT 4×4 starts $1,070 below the Tremor before destination, or $870 below it with delivery included. Add the $1,195 FX4 package and $535 Trailer Tow Package, and it reaches $43,200—only $860 above the Tremor. That buys a body-on-frame truck with low-range gearing, an electronic rear locker, additional underbody protection, a longer 59.6-inch bed, and up to 7,500 pounds of towing capability.

The Tremor does include heated seats, B&O audio, and a 360-degree camera, while that Ranger has cloth seats and fewer comfort features. The Maverick’s compact size also has value in tight parking spaces and on narrow access roads. For regular trail use, though, I would probably start shopping Rangers instead. For mostly road driving, the XLT Hybrid AWD saves $7,780 before further options and makes a more economical daily driver with friendlier road manners. That leaves the Tremor serving a narrow demographic: someone who needs the extra traction hardware, specifically wants the compact footprint, and accepts its reduced work capacity. I get the appeal, but it isn’t where I’d put my own money.

The Real Verdict: 7.3/10 — I Still Want a Maverick, but I’d Spend My Money Differently

After a week with the Tremor, I remembered why I fell for the Maverick in the first place. This little pickup has plenty of character, and its useful bed, clever storage, and manageable dimensions make a convincing case for keeping your truck purchase small. The Tremor adds worthwhile traction hardware, an entertaining turbocharged engine, and enough cosmetic toughness to make me glance back after parking it. But choosing this particular Maverick requires accepting several substantial compromises. Noisier tires, less composed handling, and disappointing fuel consumption affect everyday driving, while the cabin’s inexpensive materials are harder to excuse at this price. Its reduced towing capacity also makes the toughest-looking Maverick a less useful truck for some buyers.

For my money, an all-wheel-drive Maverick Hybrid still seems like the most appealing daily companion. If regular trail use were a priority, I’d give a Ranger XLT 4×4 with the FX4 package a serious look before signing up for the Tremor. So there’s really only one reason to choose this truck: you insist upon the Maverick’s compact dimensions and will actually use its added off-road capability often. For that buyer, the Tremor has a real purpose, but otherwise, it feels a bit superficial. I’d happily recommend the Maverick to almost anyone; I’d just need to know more about their weekends before I’d recommend the Tremor.

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We’ve made our choices based on our own reviews, official specifications, EPA ratings, and available safety data. These are the top pickups that can be used every day with minimal impact on your budget, practicality needs, and comfort requirements.

Winner: Ford Maverick

Our choice for the best daily driver truck is the 2027 Ford Maverick. No major updates are expected for the compact Maverick pickup for 2027, as it received a styling refresh and a performance-focused Lobo derivative not too long ago, so the 2026 and 2027 versions are expected to be nearly identical.

The Maverick is currently the only compact pickup truck in the United States other than the slow-selling Hyundai Santa Cruz, which is expected to be discontinued. Like the Hyundai and the Honda Ridgeline, the Maverick is based on a unibody platform, which is key to its suitability as a daily driver. A compact footprint, easy steering, and a comfortable ride make this the best pickup for everyday use, and we found it easy to see out of, enabling stress-free parking maneuvers. Powertrain choices include a 191-horsepower 2.5-liter hybrid or a 250-hp 2.0-liter turbo-four. The hybrid achieves best EPA ratings of 42/35/38 mpg city/highway/combined; no other pickup truck is as efficient. Even with all-wheel drive, you can still achieve 37 mpg combined. 

Other than a limited towing capacity of 4,000 lbs and a smaller bed than most truck fans will be used to, there’s little to criticize about Ford’s smallest truck. For 2027, the Maverick is expected to start at $28,000.

Maverick Pros

• Compact yet practical size
• Highly efficient hybrid
• Comfortable for city driving
• Affordable starting price

Maverick Cons

• Limited rear-seat space
• Not a serious off-roader

Who’s It For?

The Ford Maverick is the ideal pickup for first-time truck drivers, hobbyists who need to haul lighter loads, or small families who need a practical weekend vehicle. 

Recommended Trim

To keep the value proposition strong, we’d recommend springing for the XLT with the efficient hybrid engine. This model is expected to start at around $31,000 for 2027.

Runner-up 1: Toyota Tacoma

One size up from the Maverick, the midsize Toyota Tacoma is our second choice as the best daily driver pickup truck. This has a proper body-on-frame structure, so it’s far more capable than the Ford. However, it’s not nearly as large as the Tundra, so it won’t be a chore to drive in traffic or if you live in a more congested city. 

The current Tacoma is a lot more comfortable and refined than the previous model, especially variants with the optional rear coil springs. We found the ride to be among the most car-like in the midsize pickup segment, with the Limited model (featuring an available Adaptive Variable Suspension) being the most well-balanced. All models have a 2.4-liter turbocharged four-cylinder engine, which produces between 228 and 278 hp. A hybrid model with 326 hp is also available and gets up to 23 mpg combined. This is one of the few new vehicles that can be had with a six-speed manual gearbox, but most trims use an eight-speed automatic. Our first impressions of the manual’s shifter weren’t positive, though, so we recommend sticking with the auto.

Towing maxes out at 6,500 lbs, the interior is spacious, and the off-road-focused trims are exceptionally capable on the dirt. You can also get the Tacoma as a basic XtraCab workhorse, which is expected to start at approximately $33,000 for the 2027 model year.

Tacoma Pros

• More comfortable than previous generation
• Powerful turbocharged engines
• Wide range of trims for all needs
• Excellent off-road capabilities

Tacoma Cons

• Expensive top trims
• Awkward manual gearbox shifter

Who’s It For?

With such a broad range, the Tacoma appeals equally to small business owners needing a workhorse, families looking for a do-it-all pickup, and hardcore off-road enthusiasts. 

Recommended Trim

For daily use, our recommendation is the Tacoma TRD Sport, which is estimated to start at around $41,000 for 2027. It’s the cheapest derivative with the coil spring multi-link rear suspension and is less spartan than the very cheapest models.

Related: There Are Four Toyota Tacoma TRD Trims—Which One Should You Buy?

Runner-up 2: Ram 1500

The Ram 1500 has been one of the nicest full-size pickups to drive for years now. It’s not necessarily the most capable in every department, but the smooth ride and effortless power from V6, twin-turbo inline-six, and V8 engines are appreciated. The inline-six provides up to 540 hp, so it’s no slouch at all, while a refined eight-speed auto seamlessly shifts gears. A new lineup of V8-powered Rumble Bee street trucks has been added to the range for 2027. With their improved handling, shorter wheelbase, and potent performance, they add a new dimension to the Ram 1500 lineup.

For daily driving, the six-cylinder models are best as they’re more efficient. The base Tradesman makes for a fine workhorse, but families will appreciate the additional comforts that come with a mid-range trim like the Laramie, which costs over $60,000. Lesser trims start at closer to $40,000 for the 2027 model year.

The one downside? Ram has a poor reliability reputation when compared with other truck brands like Toyota and Honda.

Ram 1500 Pros

• Class-leading ride
• New Rumble Bee models bolster the street truck subsegment
• Wide range of powertrains
• High-quality interior

Ram 1500 Cons

• Below-average reliability ratings
• High-priced premium trims
• Some rivals can tow more

Ram 1500 Scores

• Comfort: 4.5/5
• Efficiency: 3.5/5
• Capability: 3.5/5

Who’s It For?

Buyers who need the muscle of a full-size pickup but don’t want to sacrifice comfort or refinement will love the Ram 1500. It’s not the toughest truck in its segment, but it’s one of the nicest to live with every day.

Recommended Trim

From workhorses to muscle trucks and off-road models, there’s a Ram 1500 for every need. As a sweet spot in the lineup, the Laramie provides a strong blend of value, comfort, and performance, so it’s our pick if you don’t need one of the more specialized trims.

Related: 2027 Ram 1500 Rumble Bee Orders Open as Street Truck Era Returns

Honorable Mentions

Toyota Tundra Hybrid

Like the Tacoma, a coil-spring suspension endows the Toyota Tundra with a decent ride. It’s much more refined than its predecessor and its full-size status gives it access to beefier engines than the Tacoma, including a twin-turbo V6 that makes up to 473 hp in hybrid form; Toyota has had a few major reliability issues with this engine in non-hybrid models, though. The interior is large and the big Toyota can tow up to 12,000 lbs. 

For daily use, we recommend the Tundra Limited with the iForce Max hybrid powertrain, since it isn’t affected by the normal model’s reliability mishaps and has lower consumption for daily commutes. This trim starts at around the $60k mark, far cheaper than the top Capstone model.

What About Honda’s Ridgeline?

The refined and comfortable Honda Ridgeline would have made our 2027 list, but production of this pickup is expected to pause in late 2026, possibly for as long as 18 months. This effectively eliminates any chance of a 2027 Ridgeline being on sale.

Related: Honda Ridgeline May Disappear For 18 Months Before A Hybrid Comeback

Conclusion

Ram is working on a smaller pickup to rival the Ford Maverick, but in the meantime, the compact Ford gets our vote as the best daily driver with an open bed at the back. The little Ford has no fatal flaws and a price that matches several less versatile compact crossovers. If you require an everyday pickup with more power, better towing, or more space, you should consider the Tacoma or Ram 1500.

While America subscribes to the “bigger is better” mantra when it comes to pickups, the top 2 models here show that you can easily own a practical pickup without the economy pitfalls or overly bulky bodies of full-size models.

Future Chevrolet Silverado owners won’t need to visit their dealers as often. Apparently, GM is developing a system to deliver more advanced over-the-air (OTA) updates to its cars, which would reduce how often an owner has to travel to a dealership to get new software loaded into their system.

While current GM-brand vehicles are capable of OTA updates, the current system is limited in its scope and hampered by multiple subsets of software for different cars. Right now, GM has electric, hybrid, and ICE vehicles, all of which are running software that’s different from one another. This new system plans to rectify that, unifying it to one set of software for all cars.

Advanced Features and OTA

General Motors’ Senior Vice President of Vehicle Products, Jaclyn McQuaid, went on an interview with The Drive in order to talk more about the new central compute system that GM has planned. Among the features that were discussed, McQuaid said that OTA updates will be a part of the system’s capabilities.

While the verdict on the new future-thinking features is still up in the air, the confirmation of OTA updates means that vehicle owners, whose cars are capable of receiving OTA updates, won’t have to visit dealers anymore to update their vehicles’ software, saving them a trip or two to the dealership, which “could have been an email,” so to speak.

McQuaid told the drive: “The goal is to significantly reduce what would need a dealership visit versus what can be done OTA.” GM’s new central compute system will also become the bedrock for its new features, and it will also revolve around the AI reboot of OnStar, LMR-powered BEVs, and autonomous driving features for the company’s new vehicles.

McQuaid did still mention that owners will have to visit dealerships for maintenance and for worn-out or damaged hardware. No amount of compute power can fix a ruptured airbag or fix a broken windshield, so don’t expect your next oil change to come over-the-air. The goal here is to eliminate the need for in-dealer software updates for some parts of the car. The new compute system will simply allow OTA updates to reach more vehicle systems.

Scheduled for 2028

The new central compute system will use multiple modules and put them into one system. The new computational architecture will allow GM to go further and deeper with its OTA updates. McQuaid also mentioned that the new central compute system will have more capabilities than today’s systems because of the “dozens of different modules,” which, paired with the central compute, will “significantly expand what is capable of an OTA,” McQuaid continued.

Unlike some brands that use several ECUs to govern and control different parts of the car, we can expect GM’s central compute system to have less fragmentation. This arrangement will be key to unlocking the next big features for GM, and the brand is designing its architecture and software to have 40 times more computational power than the systems of today. This development has been in the works since 2019, and the company’s goals remain the same, which is to deliver a more powerful computer for the car and enable more powerful OTA updates.

Toyota Snowhunter SEMA Concepts: Ready for Deep Snow

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Toyota’s CALTY Design Research department in Ann Arbor, Michigan, led the project, with Toyota and TRD lifting parts helping complete each. Rigid Industries also contributed to each vehicle with additional lighting, but Toyota hasn’t revealed which aftermarket entity it worked with on the tracks. Nevertheless, all the concepts look ready for brutal blizzards, starting with the Tundra Snowhunter Concept. This is designed as a mobile basecamp and features billet rear control arms from TRD, Predator Step running boards, and the aforementioned lighting. It also has a CALTY-designed TrailLift Pro Rack System Concept, which turns the truck bed into a flexible platform that can accommodate bicycles, kayaks, canoes, and more.

Next up is the Tacoma Snowhunter Concept, which gets a roof rack, a full-length bed rack with MOLLE panels, an awning, recovery equipment, and bed lighting. Extra storage is also unlocked, and this less extreme concept is designed to handle tight trails with agility, while the 4Runner Snowhunter Concept adds skid plates to protect the underbody, extra cargo carrying capacity, and upgrades like Toyota rock rails, a Prinsu roof rack with accessory panels, and a Thule Pulse 2 cargo box. The Prinsu and Thule upgrades also appear on the Land Cruiser Snowhunter and the Sequoia Snowhunter, with the former adding a Thule SnowPack ski rack and the latter a TRD front skid plate and cast aluminum running boards.

Autoblog’s Insight

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Toyota’s Snowhunter concepts are too extreme to become production vehicles, and they’d cater to an extremely small niche if they did. But they do serve a purpose. The Snowhunter concepts’ snow tracks create a wow factor and grab our attention, and after the shock wears off, the other accessories and enhancements take the limelight, showcasing what a Tundra, Tacoma, 4Runner, Land Cruiser, or Sequoia could be with enough aftermarket upgrades, many of which are factory-approved. Builds like these help the pensive enthusiast envision what the most extreme version of their truck or SUV might be like, and that can be enough to warrant at least a visit to a TRD parts store. If that happens, the concepts accomplish their ultimate mission.

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Some trucks are old-school in their approach to practicality, some have adopted the relatively novel technology of electrification, and some live on both gas and electricity. And there are still some diesel options, too.

In this article, we’re going to discuss the best pickup trucks for under $40,000 (and we totally understand if you take issue with calling some of these options trucks), the best pickup trucks between $40,000 and $70,000, and the best pickup trucks for $70,000 or more. We’re not necessarily only going to focus on base MSRP; we’re going to consider what is best at each budget level, even if that means configuring a relatively cheap truck heavily enough to qualify – as long as that truly is the best choice. Without any further delay, let’s jump in.

Best Pickup Truck Under $40,000: Toyota Tacoma

The Toyota Tacoma has an immense fanbase, and that is reflected by the wealth of aftermarket upgrades on offer, but you needn’t visit a third party. The 2026 Toyota Tacoma is beloved for its legendary reliability reputation, which supports strong resale values, and thanks to the new TNGA-F platform, it rides and handles better than before, blending ruggedness and comfort with style. Thanks to this platform, we now have access to an i-FORCE MAX hybrid powertrain that is powerful, torquey, and efficient. Along with several safety features on all trims, the Tacoma is one of the finest all-rounders for pickup trucks under $40,000.

The base trim starts at just $32,445 (plus $1,745 for destination and delivery), but you can easily double that with the TRD Pro and Trailhunter trims. The entry-level 2.4-liter turbocharged four-cylinder makes 228 horsepower and 243 lb-ft of torque, going to the rear or all four wheels through an eight-speed automatic transmission found across the lineup (a six-speed manual is also available with this non-hybrid setup). The i-FORCE powertrain steps those numbers up to 270 hp and 310 lb-ft or 278 hp and 317 lb-ft, depending on trim, while the top-tier i-FORCE MAX hybrid generates 323-326 hp and 465 lb-ft of torque.

There’s also choice in the body style department, with an XtraCab model (two-seater with extensive storage) featuring a six-foot bed and double cab options (with seating for five) providing a choice between five- or six-foot beds. It’s not perfect, but it’s one of the safest and most dependable options on offer, and if you need a truck but wanted a car, this is more useful than some smaller alternatives.

Toyota Tacoma Pros

• Excellent reliability and resale reputation
• Improved ride and handling compared to previous Tacomas thanks to coil-sprung rear end
• Hybrid powertrain blends performance with economy
• Wide variety of trims catering to multiple budgets
• Numerous standard Toyota Safety Sense 3.0 driver aids

Toyota Tacoma Cons

• Four-cylinder turbo engine is not as characterful as a V6
• Towing and payload capacities trail Chevy, Ford, and Jeep
• Range-topping models approach full-size pricing without matching luxury touches
• Rear-seat double cab space trails class-leaders

Toyota Tacoma Scores

• Value: 4.5/5
• Ownership Cost: 4.5/5
• Overall Recommendation: 5/5

Who’s It For?

The Tacoma is ideal for outdoor enthusiasts and those who value dependability over maximum capability. It will also appeal to families seeking a versatile truck that is comfortable to commute in but still competent off-road. Or anyone who wants a manual pickup.

Recommended Trim

We recommend the TRD PreRunner as the best sub-$40k Tacoma, but it’s an XtraCab model, so you may be willing to settle for the SR5 ($36,535 plus destination), as this is also available as a double cab, and it gets the coil-spring rear suspension. The TRD Sport ($40,315 plus destination) is the true sweet spot in the range, with off-road chops, all the necessary modern tech, and even the option of a manual transmission, but it’s a fraction too expensive to win.

Runner-Up 1: Chevrolet Colorado

Another fine mid-size pickup truck is the Chevy Colorado, which is available in five versions and is capable of towing up to 7,700 lbs, a best-in-class figure. This starts at $32,400 (plus $2,095 for destination) and delivers best-in-class torque of 430 lb-ft from its 2.7-liter TurboMax four-cylinder, which was originally developed as a Silverado 1500 engine. 310 hp is routed to the rear axle or both of them through an eight-speed auto, and it’s relatively quick, reaching 60 mph in around 6.0 to 7.5 seconds, depending on variant. Inside, the cabin is practical and modern, combining tech with a clean, ergonomic layout.

The Colorado also offers segment-exclusive Multimatic DSSV dampers in the ZR2 model, but its drawbacks include interior materials that are not as nice as in a Ford Ranger, a single cab and bed configuration, and a tight rear seat. You also don’t get the comprehensive safety suite offered by Toyota, with some key safety features requiring higher trims or packages. Get the right trim, however, and the Colorado is a strong competitor, with excellent torque and towing capacity alongside a number of off-road upgrades. In other words, it’s a straightforward, rugged mid-size pickup, but you will have to accept rough edges.

Chevrolet Colorado Pros

• Class-leading torque at 430 lb-ft
• Class-leading 7,700-lb maximum towing capacity
• Five trims aimed at work and off-road use cases
• Standard 11.3-inch touchscreen with Google Built-In
• ZR2 provides segment-exclusive Multimatic DSSV dampers

Chevrolet Colorado Cons

• Interior materials are better in the Ford Ranger
• Only one bed and cab option
• Rear seat can feel cramped
• No V6, diesel, or hybrid option
• Some key safety upgrades are paywalled behind higher trims or packages

Chevrolet Colorado Scores

• Value: 4.5/5
• Ownership Cost: 4/5
• Overall Recommendation: 4/5

Who’s It For?

The Colorado is for someone who needs a strong work truck or a capable off-roader but doesn’t want the unwieldiness of a full-size truck.

Recommended Trim

The LT (4WD) represents strong value at $38,095 (plus destination), including the StowFlex tailgate, alloy wheels, remote start with keyless entry, and access to the Convenience Package. This adds wireless charging, a rear center armrest, imitation leather, a heated steering wheel, some safety upgrades, a 120-volt bed outlet, and more USB ports, but that also adds $3,570 to the cost. If it came standard, this might have ranked higher. For the record, adding 4WD to the WT or LT costs $3,300.

Runner-Up 2: Ford Maverick

If you prefer compact dimensions and a car-like driving experience, the unibody Ford Maverick is perfect, and at a starting MSRP of $27,145 or 2026 (plus $1,845 for destination), there’s room for a particularly nice spec without breaking the $40k ceiling. It has a 4.5-foot bed, a 1,500-lb payload, and a 4,000-lb towing capacity, yet it drives almost like a hatchback. Both a gas-sipping 2.5-liter 191-hp hybrid and a performance-minded 2.0-liter turbo-four with 250 hp are offered with your choice of either FWD or AWD.

In the cabin, there’s a respectable 35.9 inches of rear legroom, and in front, a 13.2-inch touchscreen with wireless Apple CarPlay and Android Auto also provides WiFi. For 2027, we expect the XLT to be priced below $31,000, and it will be the best value option in the range, adding 18-inch wheels, a power liftgate lock, push-button start with keyless entry, nicer cabin trim, cruise control, power mirrors, a hitch receiver, and access to more options than the base XL. With that being said, it’s also worth noting that the most luxurious Lariat trim starts at just $35,570, and the sporty Lobo street truck is $35,930.

Ford Maverick Pros

• Outstanding gas mileage, up to 38 mpg combined
• Sub-$30k starting price
• Easy to drive
• Innovative FLEXBED system
• Space for five adults
• Trim variety includes work trucks, sporty Lobo, well-appointed Lariat, and off-road-biased Tremor

Ford Maverick Cons

• Towing capacity is only 4,000 lbs
• Only one bed and cab configuration
• Basic cabin materials on most trims
• Rear legroom is snug for taller individuals
• Top trims flirt with some full-size trucks’ price levels

Ford Maverick Scores

• Value: 4.5/5
• Ownership Cost: 4.5/5
• Overall Recommendation 4.5/5

Who’s It For?

Someone who needs an easily maneuverable pickup that is efficient, fun to drive, and cheap.

Recommended Trim

We recommend the XLT to give you the most bang for your buck, but if you don’t mind spending more and your priorities lie in fun, the Lobo provides a truly unique experience. It’s like a hot hatch, but more practical and therefore cooler.

Honorable Mentions Under $40,000

Ford Ranger

A simple, well-rounded vehicle that provides a good blend of agility, comfort, and capability, the Ford Ranger is more comfortable on the road than its Colorado and Tacoma rivals, and its 2.3-liter turbocharged EcoBoost four-cylinder engine’s 7,500-lb towing capacity is respectable, while the available and thirsty twin-turbo 2.7-liter V6 delivers addictive straight-line performance, albeit without increasing the tow rating. The interior is well-made and features nice finishes, and the infotainment system is very easy to get along with.

However, it’s only available in a single configuration, and while a starting price of $33,550 for MY2026 (plus $1,895 for destination) isn’t horrific, it’s more than a Tacoma or Colorado, and you need to spend extra to get several of the driver aids. We recommend the XLT 4×4 ($39,470). You get a nicer exterior, rear parking sensors, wireless device charging, and access to the optional 2.7-liter V6.

Hyundai Santa Cruz

The only direct rival to the Ford Maverick, the Hyundai Santa Cruz has to work hard to earn your approval, so it starts at $29,750 (plus $1,600 for destination) and can tow up to 5,000 lbs in XRT and Limited forms, a thousand more than the American. Unfortunately, its distinctly car-like styling puts many off, but those who do try it will be impressed by the turbocharged 2.5-liter engine, producing a healthy 281 hp and 311 lb-ft of torque, which hits all four corners via an eight-speed automatic. The base 2.5-liter NA engine is less exciting, generating 191 hp and 181 lb-ft, but it can be had with FWD. Whatever you choose, the powertrain warranty (10 years/10,000 miles) is unmatched. Drawbacks include a small bed (52.1 inches long), just 20 mpg combined with the turbo AWD setup, an upright and snug rear seat, and a scary $41,000 asking price for top trims. We’d stick with the SEL Activity with a few utility add-ons for under $35,000, leaving some change to add AWD if necessary.

Nissan Frontier

One of Nissan’s most popular offerings in the U.S., the Frontier ($32,150 plus $2,245 for destination) looks good and is good. A naturally aspirated 3.8-liter V6 produces 310 hp through a nine-speed automatic, which can feed either the rear wheels only or all four. It’ll tow up to 7,150 lbs, so it’s not as capable as some rivals, but it’s very comfortable and is happy off-road, particularly in Pro-4X form. Buyers can choose from a King Cab with a six-foot bed, a Crew Cab with a five-foot bed, or a Crew Cab with a six-foot bed. We like the punchy and responsive engine, the smooth transmission, the cabin you can spend hours in, and the balance of tech and function in the cabin. Fuel economy leaves a little to be desired; having only one engine may deter some, and the interior materials on lower trims may not be up to scratch, but the Frontier is reliable, solidly built, and simple. Sometimes, these factors matter most, and in the Frontier, you get what you see.

Chevrolet Silverado 1500

If you want a full-size pickup, the Chevrolet Silverado 1500 is hard to beat. But before we go any further, we should point out that it’s just had a redesign for 2027, and prices are not yet available. Therefore, we’re basing this recommendation on the 2026 model year, which comes in 9 model variants and starts at just $36,900 (plus $2,795 for destination). A Ford F-150 starts on the brink of $40k before destination, but the Silverado leaves you a little room for options without exceeding $40k, and for 2026, four engine options are available, with a 2.7-liter TurboMax I4 (310 hp/430 lb-ft), a 5.3-liter EcoTec3 V8 (355 hp/383 lb-ft), a 6.2-liter EcoTec3 V8 (420 hp/460 lb-ft), and even a 3.0-liter Duramax I6 diesel (305 hp/495 lb-ft). Granted, you won’t get the biggest screens, leather, heated or ventilated seats, or a nice sound system, but all trims have WiFi. In terms of value, a full-size pickup for under $40k is a steal.

Best Pickup Truck Between $40,000 And $70,000: Ford F-150

The F-150 starts just under $40,000, with a base MSRP of $39,585 (excluding $2,795 for destination) for 2026. That means the $40,000-$50,000 bracket is its sweet spot. V8s are no longer going to be offered for the 2027 lineup’s top trims, but it will still be offered alongside a 2.7-liter EcoBoost V6 with 325 hp/400 lb-ft and an 8,400-lb towing capacity. The 5.0-liter V8 makes 400 hp and 410 lb-ft and is capable of towing up to 12,800 lbs, while the 3.5-liter EcoBoost V6 makes the same horsepower but 500 lb-ft, enabling a maximum towing capacity of 13,500 lbs. Finally, the 3.5-liter PowerBoost V6 hybrid makes 430 hp and 570 lb-ft, with its tow rating capped at 11,600 lbs.

Inside, a 12-inch touchscreen with wireless smartphone integration is standard, but you have to spring for the XLT to get a 12-inch driver cluster. One of the F-150’s attractions is that the shifter folds to create a flat work surface, and another is that there’s variety in more than just the powertrain offering, with interiors ranging from hard-wearing and utilitarian to luxurious leather-trimmed cabins on the top end. That said, the complexity of the range can be confusing, but you can take comfort in the knowledge that however you spec the F-150, it’ll work hard and easily attract a new owner when it’s time to move on.

Ford F-150 Pros

• Up to 13,500-lb towing capacity
• Four engine choices, including a hybrid
• Numerous trims and configurations
• Pro Power OnBoard generator capability
• BlueCruise hands-free driving is available

Ford F-150 Cons

• Pricing rises quickly with options and 4WD
• Lower trims have basic interior materials
• Configuration complexity can be overwhelming
• Some rivals’ standard powertrains are more efficient

Ford F-150 Scores

• Value: 4.5/5
• Ownership Cost: 5/5
• Overall Recommendation: 5/5

Who’s It For?

Somebody who wants a capable, well-equipped full-size pickup that has a proven reputation and is easy to live with.

Recommended Trim

The pick of the F-150 bunch is the XLT, which starts at $44,695 before destination and has access to multiple engine and appearance package options. Even with 4WD, it’s possible to get this at a fraction over $50k. Want something special? The range-topping Platinum trim starts at $68,800.

Runner-Up 1: Chevrolet Silverado 1500

While the 2027 Silverado’s pricing has not yet been revealed, it’s safe to say it will start around 40 grand, so spending between $40,000 and $70,000 will get you a very good-looking, capable, well-appointed truck. The redesign brings more sharply defined styling, a new digital cockpit with a 12.2-inch driver’s display and a 16.3-inch touchscreen infotainment display as standard, and new V8 engines. On ZR2 and High Country models, there’s even an 11.5-inch passenger screen, and you can also have a head-up display and a digital rearview mirror. As for the powertrain lineup, a 2.7-liter TurboMax four-cylinder engine is offered alongside a 3.0-liter DuraMax six-cylinder turbodiesel, a 5.7-liter V8, and a monstrous 6.6-liter V8.

The range includes a relatively sparse work truck, mid-range models with decent all-round capability, and off-road- and luxury-focused trims. A panoramic sunroof is now offered, and the reconfigurable Multi-Flex center console is useful, but one of the biggest highlights is the offer of Super Cruise with hands-free towing, as this is the only truck in its class with such a system. Because pricing and detailed specifications have not been revealed yet, this can’t be our winner, but it’s clear that the 2027 Chevrolet Silverado is better than ever, and if you have more than $40k to spend on a truck, this one will provide good looks, advanced tech, and ruggedness in a modernized but familiar package.

Chevrolet Silverado 1500 Pros

• Capacious cargo bed
• Over 13,000 pounds of towing capacity
• Four powertrains, including frugal yet powerful diesel powertrain option
• Available Super Cruise hands-free driving and towing

Chevrolet Silverado 1500 Cons

• Base turbo four-cylinder feels underpowered
• Entry-level trims are basic
• No hybrid

Chevrolet Silverado 1500 Scores

• Value: 4/5
• Ownership Cost: 4/5
• Overall Recommendation: 4/5

Who’s It For?

Somebody who wants a handsome, tech-forward pickup that retains an easy-to-use, rugged solution to the full-size pickup question. If you appreciate hands-free driving on the highway, this is especially attractive.

Recommended Trim

A full trim breakdown of all seven trims is not yet available, but the Silverado 1500’s Silverado trim, which replaces the LT, is expected to offer the best overall value and will likely cost roughly $50,000, if not a little less.

Runner-Up 2: Toyota Tundra

Riding on the TNGA-F body-on-frame architecture, the Toyota Tundra comes with a 3.4-liter twin-turbo V6 on all trims, with an i-FORCE MAX hybrid version also offered. All of these use a 10-speed automatic and direct their power to either the rear wheels or all four, with outputs ranging from 348 hp and 405 lb-ft at the bottom of the lineup to a 389-hp/479-lb-ft offering in the middle and the range-topping hybrid at the top, with 437 hp and 583 lb-ft. 0-60 mph is possible in as little as 5.5 seconds, and towing capacity goes as high as 12,000 lbs. Thanks to a coil-spring suspension setup in the rear, the Tundra rides better than some leaf-sprung rivals. And for the 2027 model year, an off-road-biased Trailhunter version is also available.

Inside, the Tundra comes standard with a 4.2-inch driver display complemented by an 8.0-inch touchscreen for infotainment. Higher trims get a fully digital 12.3-inch cluster and a 14.0-inch touchscreen, but all versions support wireless Apple CarPlay and Android Auto. The Tundra is relatively efficient for its size, achieving figures as high as 20/24/22 mpg on the EPA’s city/highway/combined cycles, but the powertrain is tuned to prioritize torque, not fuel economy, so don’t expect to make huge fuel bill savings compared to a similar V8.

Toyota Tundra Pros

• All powertrains are torquey, with benefits for daily driving and towing
• Hybrid is responsive at the low end
• Settled ride thanks to coil-spring rear suspension
• Composite bed deals with dents and corrosion better than steel
• Competitive interior tech and intuitive controls
• Silky transmission

Toyota Tundra Cons

• Some rivals provide better towing and payload figures
• Hybrid is not as efficient as you might expect
• Visibility can be a challenge due to thick roof pillars
• Upper trims become expensive quickly

Toyota Tundra Scores

• Value: 4.5/5
• Ownership Cost: 4.5/5
• Overall Recommendation: 4/5

Who’s It For?

Someone who wants a solid, refined, torquey truck that rides comfortably and provides good tech backed by a reputable brand.

Recommended Trim

We recommend the Toyota Tundra Limited CrewMax 4WD, which starts under $60,000 and has the best balance of tech, comfort, and capability without luxury pricing.

Honorable Mentions Between $40,000 And $70,000

Ram 1500

The new Ram 1500 lineup brings V8s back in a big way. The 5.7-liter HEMI is here, and there’s even a 777-hp 6.2-liter supercharged model, but if V8 power isn’t a deal-breaker, you can also have a choice of two twin-turbocharged inline-six engines. The Ram 1500 delivers segment-leading luxury, multiple powertrains, a remarkably resolved ride, and excellent interior tech, along with a fantastic warranty, but beware of options, as the Ram 1500’s base price is typically higher than that of competitors. Also, it goes without saying that not all the engines are frugal. Another drawback is that there’s no Regular Cab option, but if you prioritize comfort, tech, and V8 power, no other truck is quite as capable.

Honda Ridgeline

The badge may put some of, as may the car-like unibody approach to a truck, but the Honda Ridgeline is a fine daily driver, with a refined 3.5-liter V6 delivering 280 hp to all four wheels as standard through a nine-speed automatic. Like the Ford Maverick and Hyundai Santa Cruz, this is a pickup that emphasizes comfort and ease of use above ruggedness and outright capability, and with a towing capacity of up to 7,000 lbs, it’s more capable than the Maverick or Santa Cruz. The 5’4″ bed is also big enough to fit 4×8 plywood sheets flat, with the dual-action tailgate simplifying loading. Yes, the 9.0-inch touchscreen is small, and 36.7 inches of rear legroom make the rear seats a little tight, but you get tri-zone climate control as standard, interior storage is smart, and even the most expensive trim falls short of $50,000.

Jeep Gladiator

The Jeep Gladiator is not the typical choice for those seeking a truck, but if something different is what you’re after, this is one of the most rugged trucks on sale, with excellent off-road ability. A 3.6-liter Pentastar V6 sends 285 hp and 260 lb-ft of torque to all four wheels through an eight-speed automatic, and while it’s not the most powerful or efficient powertrain out there, it’s certainly one of the most reliable. The removable doors and roof are unique, and with up to 7,700 lbs of towing capacity, it’s a decent getaway companion. This truck is geared more at the serious off-road enthusiast and the style-conscious weekend warrior than the industrious blue-collar worker, yet it’s relatively basic inside. We suggest getting the Sport S trim, as this adds power windows, a bigger infotainment screen than standard, adaptive cruise control, and access to more options.

Best Pickup Truck Above $70,000: GMC Sierra 1500

If you have over $70,000 to spend on a truck and think a Tesla Cybertruck is too vulgar, the GMC Sierra 1500 may be the ideal choice. The GMC badge lets everyone know you could have bought a Silverado, but you had the money for something truly luxurious, and for over $70,000, it combines the excellent attributes of the Silverado, including its tech and engine lineup, with a more refined, upscale design. You have a MultiPro tailgate and access to the innovative CarboPro bed, over 13,000 lbs of towing capacity, and a range of engine options, including new 5.7-liter and 6.6-liter V8s. And as a premium GM product, it also gets access to SuperCruise, which is one of the best systems of its kind on the market.

Inside, a new 16.3-inch infotainment display and an 11.5-inch passenger display are the largest in the class. These are paired with a 12.2-inch digital cluster, and a 15-inch head-up display can be optioned, as can a Bose sound system with 12 speakers. Pricing starts around $41k for the 2026 model year (2027 pricing will follow nearer the launch at the end of this year), but since our budget here is from $70,000 onwards, the $72,695 Denali is available. With the 6.6-liter V8, tri-coat paint, 22-inch wheels, and every option package, the GMC Sierra is still expected to come in below $90k. That’s a lot of money, but you get one of the finest full-size luxury experiences on the market.

GMC Sierra 1500 Pros

• Superb interior refinement and upscale materials
• Diverse range of powertrains
• Class-leading cabin space and comfort
• Super Cruise hands-free driving tech is available

GMC Sierra 1500 Cons

• Higher pricing for what some may consider “just a fancy Silverado”
• Fuel economy lags behind hybrid rivals
• Complex trim structure can be overwhelming

GMC Sierra 1500 Scores

• Value: 5/5
• Ownership Cost: 4.5/5
• Overall Recommendation: 4.5/5

Who’s It For?

In a way, a luxury truck is for posers, as it’s too nice to get dented and dirty on the work site. However, the prestige, luxury, and style of opting for a GMC Sierra, particularly in range-topping form, are tough to beat.

Recommended Trim

In this price bracket, we recommend the Denali Ultimate Crew Cab, but the SLE Crew Cab is a great all-rounder if you don’t have over $70k to spend.

Runner-Up 1: Ram 1500

The Ram 1500 is widely regarded as one of the nicest trucks on the market, and it narrowly misses out on winning this category, but the GMC Sierra’s access to Super Cruise gives it the edge. Nevertheless, the Ram 1500 isn’t much of a compromise. The powertrain lineup is particularly impressive, with a base 3.0-liter straight-six turbo (420 hp), a High Output version of the same engine (540 hp), a 5.7-liter V8 (395 hp), a 6.4-liter 392 V8 (470 hp), and a 6.2-liter supercharged V8 (777 hp). The Ram 1500 is also offered with a 3.6-liter V6 eTorque setup generating 305 hp. 0-60 mph is as low as 3.4 seconds with the Rumble Bee, while the twin-turbo straight-sixes complete the sprint in between 4.8 and 5.4 seconds and the 5.7-liter V8 and 6.4-liter V8 take 6.1 and 5.2 seconds, respectively. Maximum towing capacity is 11,610 lbs, unlocked with the Hurricane straight-six.

Inside, the Ram 1500 is luxurious, refined, and well-made. You can have ventilated massaging seats, over 50 inches of combined screen area, including a screen for the front passenger, a surround-view camera, and an integrated trailer health monitor. There’s also a trailer reversing guidance system, with dynamic gridlines helping you place the vehicle and whatever you’ve hitched to it. With options ranging from basic to luxurious, from hardcore off-roader to savage street truck, the Ram 1500 range is diverse, but all of them (besides the base model) feel premium.

Ram 1500 Pros

• Segment-leading luxury and comfort
• Multiple powertrain options
• Exceptional ride quality
• Outstanding interior technology
• Fantastic powertrain warranty

Ram 1500 Cons

• More expensive than some rivals
• Economy ratings trail turbodiesel rivals
• Complex trim lineup

Ram 1500 Scores

• Value: 4/5
• Ownership Cost: 4/5
• Overall Recommendation: 4/5

Who’s It For?

The Ram 1500 lineup is typically overshadowed by the supercharged V8 models, but most trims, even those without a V8, are defined by their comfort and luxury. The buyer who prioritizes refinement and relaxation, and maybe V8 power, will find something worthwhile here.

Recommended Trim

The range-topping Tungsten starts at almost $90,000, so we’d recommend the Limited Longhorn ($76,900 for 2026, plus $2,795 for destination). It gets most of the luxury features in the Ram 1500 range and has access to features like a dual-pane sunroof, body-color bumpers, and optional driving aids.

Runner-Up 2: Rivian R1T

With the arrival of the Rivian R2, the cheapest versions of the R1T and R1S have been discontinued, which means that for 2026, the R1T now starts at $79,990 (plus $1,895). Between 533 and 1,025 hp is available, with all versions powering both axles, and adaptive air suspension delivers up to 14.6 inches of ground clearance. Depending on trim and configuration, up to 420 miles of range is possible with the 140-kWh battery, and the range has a maximum tow rating of up to 11,000 lbs. Smaller than a full-size truck but bigger than a mid-size one, the Rivian R1T sits in an unusual space, but being nearly maintenance-free is a boon for some.

Inside, a 15.6-inch touchscreen is found alongside a 12.3-inch driver display, and there’s a 6.8-inch screen in the back. Heated and ventilated front seats, heated rear seats, a heated steering wheel, and quad-zone climate control are all standard, as are wireless charging and several USB-C ports. Another key feature is Autonomy+, which costs $2,500 but provides lifetime access to the brand’s hands-free driving technology. Some may be deterred by the lack of CarPlay and Android Auto, but the native integration experience is pretty good once you get used to it. An electric pickup isn’t for everyone, but when a GMC Hummer EV and a Tesla Cybertruck are too vulgar, this blends electric power and control with an inoffensive design.

Rivian R1T Pros

• Up to 420 miles of range
• Strong off-road chops, standard air suspension
• Quad-motor powertrain offers up to 1,025 hp
• Native NACS port allows access to Tesla Supercharger stations
• Upscale interior features premium materials

Rivian R1T Cons

• No Apple CarPlay or Android Auto
• Shorter bed than traditional full-size pickups
• Firm ride over rough terrain
• Efficiency falls away when towing

Rivian R1T Scores

• Value: 4/5
• Ownership Cost: 5/5
• Overall Recommendation: 4.5/5

Who’s It For?

Someone who wants a premium, capable electric pickup that is as at home on overland trails as it is ferrying you to a steakhouse.

Recommended Trim

It’s easy to cross into six-figure territory with the R1T, but the quad-motor setup is overkill, especially at over $120k in Launch Edition guise. We recommend the R1T Dual with the Large battery, which starts just under $80,000.

Honorable Mentions Over $70,000

Ford F-150 Raptor R

With a big budget, you get access to serious machinery, and for blasting across desert dunes, the Ford F-150 Raptor R is one of the meanest monsters out there. A 5.2-liter supercharged Predator V8 replaces the regular Raptor’s EcoBoost V6 and sends the truck to 60 mph in under four seconds, with an electronically limited top speed of 114 mph. The R package adds nearly $32,000 to the base price of $79,005, meaning you’ll pay $114,420 (including $2,795 for destination), but that gets you 720 p going to all four wheels through a 10-speed automatic. Fox Live Valve shocks, 15 inches of suspension travel, and 37-inch BFG rubber make the Raptor R ready for any terrain, and while a truck like this is not for shrinking violets, the Raptor R somehow has a little more restraint than a supercharged Ram truck.

Toyota Tundra Capstone

2027 images of the Tundra Capstone have not yet been released, so the above is an SR5 model, but if you have more than $70k to drop on a lavish truck, the Tundra Capstone, which starts at a little over $80,000 before destination, combines the car-like comfort of the Tundra with premium materials and a torquey hybrid powertrain. For those who want something different from a Lariat, King Ranch, or Denali, the Tundra Capstone mimics those luxury-focused trucks closely but combines their best attributes with Toyota reliability and popularity. Sure, the Tundra isn’t quite as fancy as some full-size pickups, but it won’t lose as much on resale, either.

Chevrolet Silverado EV

With the discontinuation of the F-150 Lightning, the Chevy Silverado EV has no direct competition. Pricing starts as low as $55,895 (plus $2,595 for destination), but if your budget starts at $70k, the LT Extended Range is a good place to begin. A 17.7-inch drive display, access to 22-inch machined-face wheels, and an EPA-estimated range of 410 miles make it a decent all-rounder. The Silverado EV range offers up to 760 hp and 775 lb-ft of torque, and the Trail Boss variant is the first factory off-road EV truck offering. The lack of air suspension on most trims and the lack of CarPlay and Android Auto on all trims are drawbacks, as are the hard plastics in the LT Max Range, but even the range-topping RST Stars and Steel Edition – Max Range is cheaper than a top-tier Rivian. Granted, you get less power, but the Chevy badge is more trusted.

Ram 2500 Heavy Duty

Nobody does luxury in a pickup quite as well as Ram, and with the size and cost of the 2500 Heavy Duty, Stellantis has more room to raise costs and therefore quality. It starts at around $47,000 in Tradesman form, with a destination charge of $2,795, but that doesn’t concern us. We like the Power Wagon ($73,250) and the Limited and Limited Longhorn ($74,320), and access to the 6.7-liter Cummins turbodiesel, with 430 hp and a staggering 1,075 lb-ft of torque, also makes the 2500 HD more appealing. If you need to tow tens of thousands of pounds without breaking a sweat and feeling as comfortable as you would in a luxury SUV, the Ram 2500 HD is the king.

Chevrolet Silverado 2500 HD High Country

Chevy also plays in the heavy-duty space, with prices for the 2026 Silverado HD starting around $63,000 before destination. Torque from the standard 6.6-liter V8 is an impressive 446 lb-ft, more than the base Ford Super Duty gas engine, and the versatile Multi-Flex tailgate is a drawcard. In range-topping High Country form, you’ll pay over $85,000, but you get a 12.3-inch reconfigurable driver display, a 13.4-inch touchscreen infotainment display, wireless charging, and standard OnStar Basics for eight years, along with fancy wood trim and contrast-stitched leather. Seat padding isn’t as good as Ford or Ram, but this still feels upmarket.

Ford F-250 Super Duty

The 2027 Ford F-250 Super Duty starts at just over $45,000 before destination, but the entire Super Duty family is expansive. Engines include a 6.8-liter naturally aspirated gas V8, a 7.3-liter NA V8, a 6.7-liter turbodiesel V8, and a high-output version of the latter. These produce 405 hp, 430 hp, 475 hp, and 500 hp, respectively, with up to 1,200 lb-ft of torque in the top diesel engine. Up to 40,000 lbs of gooseneck towing is possible; the trailer tech can weigh your load, and the top trims are exceedingly comfortable. On the downside, the gas engines are very thirsty, a well-specced model easily exceeds $80,000, and the unladen ride is very truck-like. But as a single-vehicle garage filler that can work as hard as some 18-wheelers while still providing plenty of comfort, it certainly has its place.

Conclusion

Numerous trucks are available at every price point, but perhaps not enough. The Maverick and Santa Cruz are decent, though the Maverick is more popular, but they’re alone. The Frontier is a fine mid-size truck, but Nissan doesn’t yet offer a full-size big brother. Electric trucks that are worth considering are few and far between, and in the heavy-duty space, nobody dares try to compete with the homegrown heroes. However, this article shows that there are still differing approaches to the truck market, each with unique attributes and drawbacks, catering to every budget level and lifestyle preference. As more affordable electrified options begin to emerge, the truck landscape continues to evolve, and next year, we’ll have even more options to share with you.

General Motors may have introduced several new engines for its upcoming trucks, including a new V8 and a massive diesel mill for heavy-duty models, but the American automaker appears to have more ideas in the works. A recently published patent points to another approach to improving the way internal-combustion engines operate.

First spotted by CarMoses, the patent was filed last year and published last week. Titled “Extended Expansion Engine With Variable Compression Ratio for Longitudinal Mounting Applications,” it describes a mechanical arrangement designed to change piston movement and vary the engine’s compression ratio.

How Does GM’s Engine Design Work?

In a conventional engine, pistons move up and down inside cylinders, with connecting rods transferring that motion to the crankshaft. GM’s proposed design, which is an inline-six according to the sketches, adds a more elaborate arrangement of gears, links, and control components to change the relationship between these moving parts.

With this setup, the engine could play with how much it squeezes the air-fuel mix before lighting it up. Compression ratio is a big deal – it affects everything from efficiency to power, and even how the engine handles a heavy load.

Then there’s the extended-expansion trick. After the bang pushes the piston down, those hot gases still have some juice left. Letting them expand a bit more means you can squeeze out extra work before they head out the tailpipe.

On paper, this could mean better fuel economy – at least when the stars align. Of course, tossing in more moving parts means more complexity, higher costs, and extra friction. GM will have to prove the gains are worth the headaches.

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Could It Power Future GM Vehicles?

The patent specifically addresses longitudinal engine mounting, a layout commonly used in rear-wheel-drive vehicles and many trucks and SUVs. That makes the concept relevant to some of GM’s existing vehicle architectures, although the company has not identified a particular model for the technology.

If developed further, the design could offer another way to improve gasoline-engine efficiency without changing the basic fuel source. Still, GM has not provided production plans, performance figures, or fuel-economy estimates for the proposed arrangement.

Like most car patents, this is just a peek at what could be, not a guarantee you’ll see it at your local dealer. Most of these ideas never make it past the drawing board.

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Engines seem to be under the microscope lately, and Ford’s Godzilla V8 is the latest to get the spotlight. This 7.3-liter beast, usually found powering heavy-duty trucks and commercial haulers, is now being investigated by the NHTSA for alleged camshaft and lifter failures.

According to the NHTSA’s document, the Office of Defects Investigation cracked open a defect petition (DP26011, for those keeping score). The original complaint landed back in June, asking the agency to dig into possible engine gremlins lurking in several Ford models.

Which Ford Vehicles Could Be Affected?

The probe covers about 54,787 vehicles, including the 2021 and 2022 Ford E-350, plus the 2021 F-59 and F-750. All of them pack the 7.3-liter gasoline V8 – better known as the Godzilla engine.

The complaint claims that when oil pressure drops to around 6 psi at low idle, the lifter rollers and camshaft lobes start to eat themselves alive. Let things go too far, and the engine could grenade itself without warning – even at highway speeds.

The petition goes further, saying Ford knew about the problem and quietly pushed out a software update to bump idle speed to about 1,000 rpm. But, according to the complaint, there was no recall or heads-up for owners.

However, it’s important to note that the agency’s first summary only mentions a single reported incident. No crashes, no fires, no injuries, no fatalities. So, that big number of vehicles? It doesn’t mean all of them have actually failed.

What Happens Next?

Right now, the NHTSA is just looking into the petition. That doesn’t mean they’ve decided the engine is actually faulty. The agency will dig into the details and then choose whether to move forward or shut things down.

It’s an important difference: just because there’s an investigation doesn’t mean Ford has to recall anything yet. Regulators still have to weigh the claims and evidence before making any big moves.

The summary doesn’t say how many vehicles have actually had this failure, or even if the oil issue is really to blame. What happens next depends on what the agency finds as it digs deeper.

The truck, though, isn’t part of those six vehicles arriving next year. Instead, the brand has said it will collaborate with Nissan on a new truck for the North American market. Given Nissan makes just one truck (RIP Titan), it’s a good bet the new Mitsubishi truck will ride on the updated Frontier’s platform. A bit of badge engineering, then.

Just How “Nissan” Will Mitsubishi’s New Truck Be?

The new Mitsubishi truck will likely borrow heavily from the upcoming Frontier truck. That means we can expect a midsize truck with a similar ethos to the Frontier: covering the spectrum from humble work truck to tricked-out off-roader. This isn’t a totally unkown frontier (pun intended) for the brand. From 2005-2009, the brand “produced” the Raider, a rebadged Dodge Dakota. Mitsubishi could revive that name or opt to bring a new name from one of its other markets into the States, like the Latin American Triton.

Given the similar platform, we also expect the new truck to look a lot like Nissan’s Frontier. When automakers use badge engineering to produce a car together, the body is often extremely similar between the two. Mitsubishi’s truck will likely have a different front and rear bumper, more in line with upcoming models like the brand’s Pajero and Eclipse Sportback, which will arrive next year. Expect the same inside, with similar infotainment and controls alongside Mitsubishi badging.

What’ll Be Under The Bodywork?

The next Frontier, and therefore this truck, should use body-on-frame construction, just like the current Frontier. The truck will likely be more of a continuation of the current Frontier, given both Nissan’s budget and the current demand for the truck.

Under the hood will be new powertrains built by Nissan. The automaker has already said these will be electrified to some degree, but a fully electric version isn’t likely. The powertrain isn’t something most American truck buyers want, and a hybrid is a much safer bet for both brands. The extent of the hybridization isn’t known either. The trucks could be plug-ins, or use a larger battery and electric motors, sort of like Toyota’s i-Force Max powertrains, to deliver big torque and improved efficiency.

Mitsubishi’s new truck won’t be here for a while. The brand didn’t provide a timeline when it confirmed development, but we do know it’ll arrive after the brand’s 2027 slate of new models. That puts the truck into 2028 at the earliest, but more than anything, Nissan is the limiting factor. That won’t be here until 2028, which could push the Mitsubishi into the following model year. Expect pricing to be roughly on par with that truck, which could start around $36,000.

Winner: Ford F-150

With a price range from around $40,000 to over $70,000 with options, the Ford F-150 trim lineup offers a diverse range of flavors of the same beef jerky, but F-series trucks have been humble workhorses of rugged dependability for over three-quarters of a century, and the latest iterations promise more of the same, only with much more safety, comfort, and towing capacity than in 1948. There’s also more choice under the hood, with four engine options, including a full hybrid, and the availability of a Pro Power Onboard generator makes the truck more useful than ever.

On the upper end of the lineup, a V8 is no longer available (as of the time of writing), and other alternatives in the segment do luxury better anyway, so a mid-range F-150 is where to start looking. Near the bottom of the range, interior materials start to show where corners have been cut, but even with our pick for best value, the XLT, options can be ticked to increase the MSRP considerably. Therefore, we recommend only selecting the 3012A equipment group for the best all-round blend of capability. When it’s time to upgrade, the F-150 will always have interested buyers, so it’s really a difficult truck to argue against unless your tastes are much more specific.

Ford F-150 Pros

• Up to 13,500 pounds of towing capacity with 3.5L EcoBoost
• Four engine options, including PowerBoost hybrid
• Numerous trims and body configurations
• Onboard generator capability
• BlueCruise hands-free driving available

Ford F-150 Cons

• Pricing climbs quickly with options and 4WD
• Lower trims have cheap interior materials
• No V8 on upper trims (excluding Raptor R)
• Configuration complexity may overwhelm some
• Some rivals offer more efficient standard powertrains

Scores:

Capability: 4.5/5

Comfort: 4/5

Technology: 4/5

Who’s It For?

Somebody who wants a dependable, practical truck in a very specific configuration will find an F-150 to suit their tastes, and for everyone else, the broader trim lineup offers a range that stretches from basic work truck to leather-appointed and chrome-embellished status symbol. It’s a one-size-fits-all kind of product.

Recommended Trim

We recommend the Ford F-150 XLT SuperCrew with the 302A equipment group, providing a well-rounded blend of towing capacity, comfort, and technology without the hefty pricing of King Ranch or Platinum trims.

Runner-Up 1: Ram 1500

Like the F-150, there are plenty of Ram 1500 versions to choose from, but while Ford’s V8 offering is being limited, Ram’s is increasing, and now there are even 777-horsepower Rumblebee SRT street trucks roaming the roads. On a more practical note, a naturally aspirated V6 joins the returning 5.7 HEMI, and two twin-turbocharged straight-six Hurricane engines are also available. There’s also a plug-in hybrid in the Ramcharger form, but that’s considered a different model line. The point is, there are plenty of choices, from 395 hp to 777, along with various body styles, and all of them look aggressive and modern.

With so many engine choices, fuel economy figures fluctuate, but what always stays the same is how pleasant and plush the inside of a Ram pickup feels. The Ram 1500 falls short of the F-150 in towing, maxing out at 11,610 lbs with the Hurricane i6, but a 10-year/100,000-mile powertrain warranty, excellent ride quality, and class-leading tech mean it’s a worthy contender for your cash. Choose to let your hair down, and off-road-biased trims are available too, but even the regular trucks have had some of that street cred trickle down.

Ram 1500 Pros

• Segment-leading luxury and comfort, exceptional ride quality
• Multiple powertrain choices, including V8s
• Class-leading interior technology
• Outstanding powertrain warranty

Ram 1500 Cons

• More expensive than some rivals
• Economy figures trail some turbodiesel rivals
• Complex trim lineup can be confusing

Scores:

Capability: 4/5

Comfort: 4.5/5

Technology: 4/5

Who’s It For?

This is a truck that looks more at home at a muscle car meet than on a farm, and while it can still be specced as a basic work truck, most trims feel like luxury was at the top of the brief; some trims even flirt with six-figure territory, and we’re not even talking about the supercharged ones. For something as practical as a full-size pickup, nothing else makes the jobsite feel like a well-appointed office quite so nonchalantly.

Recommended Trim

If the Ram 1500 has captured your attention, we’d place the magnifying glass over the Big Horn Quad Cab variant, which is the best mix of practicality and luxury for less than $50k.

Runner-Up 2: Chevrolet Silverado 1500

With a new design, better tech, and new V8 engines for 2027, the Chevrolet Silverado 1500 is highly appealing. Things like a class-exclusive Super Cruise hands-free towing system, large screens, and physical switchgear are wrapped up in an instantly recognizable package, catapulting the Silverado forward without losing its familiar character. We’re particular fans of the Multi-Flex center console, which can be reconfigured to your requirements, and we like that a DuraMax turbodiesel inline-six is available.

The 10-speed automatic has finally been inherited by four-cylinder TurboMax models, replacing the old eight-speed unit, and the Trail Boss and ZR2 trims are happy to hit off-road trails. The former offers 34-inch MT tires, a two-inch factory lift, a special hood, and Torch Red interior accents, while the latter gains 35-inch rubber, standard front and rear e-lockers, and Multimatic DSSV dampers with jounce damping/secondary bump shocks. If that’s not enough, a ZR2 Bison Edition adds beadlock-capable wheels, AEV bumpers, underbody protection, and unique badging. The 2027 Silverado has undergone several changes, and they all look good, but with an antiquated suspension design remaining in place, trims that don’t have Multimatic dampers may have a busy ride.

Chevrolet Silverado 1500 Pros

• More power from new V8 engines
• Upgraded standard infotainment systems were long overdue
• Super Cruise hands-free towing is unique
• 10-speed automatic standard across the range
• Turbodiesel engine available
• New looks modernize Silverado without losing traditional styling DNA

Chevrolet Silverado 1500 Cons

• No hybrid powertrain
• Features like passenger screen only available on pricey range-topping models
• Old suspension design is carried over – no independent rear, only leaf springs with coils in front
• No direct alternative to Raptor R and TRX SRT

Scores:

Capability: 4/5

Comfort: 4/5

Technology: 4/5

Who’s It For?

If you want the latest and greatest tech in your truck, and you want that truck to look both traditional and contemporary, the Silverado 1500 ticks all those boxes.

Recommended Trim

We’d recommend the Chevy Silverado 1500 in Silverado form (this trim replaces the LT), as it’s the best balance of comfort, tech, and price. That said, pricing is not yet available, nor are trim breakdowns, so exactly what you get and how much you pay remain unknown.

Honorable Mentions

Toyota Tundra

The Toyota Tundra is always a crowd favorite, and for 2027, it gets a new Trailhunter package and more tech. The twin-turbo V6 powertrains have plenty of low-end torque, coil-spring suspension provides a comfortable, settled ride, the composite bed resists corrosion well, and the interior tech is on par with segment leaders. The only downsides are lower towing and payload ratings in some configurations, some visibility problems from thick roof pillars, and expensive upper trims, but the latter problem affects all full-size trucks, and if you want a truck that drives like a car, this is about as close as it gets.

GMC Sierra 1500

If the Bowtie badge isn’t prestigious enough for you, the GMC Sierra 1500 will deliver the same improvements in a more premium package, including over 60 inches of combined digital display area and those new V8 engines with up to 420 hp (beating the 400-hp F-150’s V8). This isn’t the most popular truck in America as it’s not the sort of thing you’d want to get roughed up on a job site, but when you want to tow in style, nothing else says “fancy truck” in quite the same way.

Conclusion

There isn’t a huge selection of full-size pickup trucks in the U.S. because those that have considered entering the space know competition is stiff (hence the departure of the Nissan Titan after the 2024 model year), but Hyundai and Kia want to give it a go, and that may encourage others. In the meantime, the trucks above are still hardworking, practical machines, and they’re getting smarter, fancier, and more efficient all the time. Whatever your preference, there’s a full-size pickup trim with the exact nuances that suit your lifestyle and pocket. Europeans could never understand, but the large trucks designed and built right here in the U.S. are special, and we’ll never give them up.

The Pope is an important symbol in the Christian world, as the representative of God himself on earth. As such, each Pope is an icon and becomes a recognizable figure worldwide. With millions in his ‘flock’ scattered across the world, the Pope must go on world tours to spread the good faith bestowed upon him by his divine position.

Seeing the Pope is an important aspect of his visits, but his overall safety is also a concern. That is why we have the Popemobile, a vehicle converted into a rolling stage or platform for His Holiness to be seen by his followers. Each Popemobile has become its own icon throughout the car world, and the newest one has just been announced.

Fiat Popemobile

G1 Globo published a report announcing the vehicle Pope Leo XIV will use for his official visit to Uruguay in November 2026. Stellantis’ production partner in Uruguay, Nordex, will build and convert the Fiat Titano, making this Popemobile home-built.

As mentioned, the Titano will be modified with features befitting the requirements of every Popemobile. The core ideas are safety and visibility, which are tricky to put together but possible.

Surprisingly, the report says that this Popemobile will be customized with exposed sides instead of the usual confined, closed bulletproof glass box. It will also have a swivel seat with adjustable height for the Pope, plus a pair of extra seats and, finally, an electric rear staircase for easier entry and exit from the truck bed. The Titano will also receive visual upgrades like a white exterior with the papal seal on the doors, complemented by flags on the front wings. It also has special touches like a red carpet, white leather seats, and a glass canopy for rain.

New Location, New Mobile

According to the report, the Fiat Titano will be used only for his November 6 to 8 visit to Uruguay. In Argentina, he is reportedly going to use a Toyota Hilux. Toyota has also confirmed this, saying it will donate two units of the Popemobile: one for Buenos Aires and another for his trip to Córdoba. It will likely also feature modifications, but no official list has come out yet; we can assume it’ll be close in layout and likeness to the Titano.

Diesel prices are skyrocketing everywhere, and that means filling up a diesel pickup is starting to sting. So it’s no surprise that GM CEO Mary Barra got grilled during the company’s Q3 2026 earnings call about whether these sky-high diesel costs might scare off buyers.

Barra’s answer was unexpected. She says GM’s Duramax diesels are still cheaper to own, even as diesel prices rise. She argues that better fuel efficiency can offset the higher fuel costs. But does using less fuel really mean you’ll spend less over time?

The Numbers Give GM Some Ground to Stand On

GM didn’t spell it out, but let’s be real: they’re talking about the 3.0-liter LZ0 turbo-diesel inline-six going up against Ford’s 3.5-liter PowerBoost V6 hybrid and Toyota’s 3.4-liter i-Force Max V6 hybrid.

GM Authority analyzed the numbers, looking at four-wheel-drive fuel economy and 2026 base prices. The Duramax comes out ahead, but the difference from Ford’s hybrid isn’t very large.

The Duramax pulls off 24 mpg combined, just a hair better than Ford’s 23 mpg and noticeably ahead of Toyota’s 20 mpg. It’s also the cheapest to get into, so GM isn’t just blowing smoke here.

However, the hybrids are much more powerful, obviously. Toyota’s system produces 437 hp and 583 lb-ft of torque, Ford’s offers 430 hp and 570 lb-ft, while GM’s diesel has 305 hp and 495 lb-ft. Those are sizable gaps, which could matter if you want better on-road performance and lower-end grunt.

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Maintenance Costs Could Change the Equation

Of course, mpg and sticker price are just the tip of the iceberg. Scheduled maintenance can sneak up and take a bite out of your wallet over the years. Don’t forget, diesel trucks need diesel exhaust fluid too. Sure, DEF is cheap if you buy it by the jug, but it’s still a cost hybrid owners can mostly ignore.

So, GM’s case holds water if you’re only looking at fuel economy. But the real answer to which truck is cheaper to own? That depends on everything from fuel prices and how much you drive to maintenance, where you drive, and how long you hang onto your truck.

If you said BMW i3 a few years ago, people would either tell you about the odd little hatchback that was the brand’s first baby step into mass electrification. You might also get folks saying the electric version of the outgoing 3 Series in China. Of course, there may be blank stares, followed by “what’s an i3?”

The i3 is back (although it never left China) as the car that should help Munich take its electrification efforts to greater heights. It’s almost as if memories of the electric/range extended EV are being wiped away, with not a whole lot of people remembering it.

Meanwhile, in America

The i3 hatchback wasn’t a big hit in America, or pretty much everywhere else. The initial electric version didn’t have much in the way of range, and the later range-extended model was too little too late. Still, there’s a small but dedicated group of people who swear by it and keep its memory alive.

Then, there are folks who want to do something different with it. That was the case for YouTuber Michael Pick. You might think an i3 build would mean dropping the suspension, adding nice wheels, and maybe a non-factory paint job. But Pick totally transformed the little car into something completely different.

The i3…Pickup?

Pick had a bit of a dilemma, as he wanted a small electric pickup to combat the high fuel prices. An old V6 Ranger at current gas prices doesn’t help either, which only makes him more inclined to go electric. One might say, get a Slate pickup and get on with it, but it’s not widely available yet.

But instead of just waiting for the Slate truck, Pick decided to build a small EV pickup himself, with an i3 hatchback being the unwitting donor to this little project. More specifically, it’s the range-extended version, so it can actually go far on a charge. Armed with a circular saw, hacksaws, and $10,000, Pick got to work on turning the i3 into a small truck.

It was a bit of a challenge, especially given that the i3’s body is carbon fiber. That said, the car’s platform is a body-on-frame of sorts, so it still has some stiffness. It’s been caged (sort of), so that might help. Questions about rigidity aside, it’s a unique and interesting build that’s all for under $10,000, car included. As one comment pointed out, it’s an amazing use of free will.

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As we inch closer to 2027, more details are surfacing about the 2027 Chevrolet Silverado and GMC Sierra, and the latest development in the models’ spec sheets is an improved ride.

General Motors will roll out an upgraded version of its Adaptive Ride Control (ARC) suspension. While the technology is already present in previous model years, the next-generation pickup trucks will feature an upgraded version that improves ride quality and handling.

This is great news on top of new powertrains, new features, and other new things for the 2027 models of GM’s full-sized twins. Some will be skeptical, some may expect a recall, but the news looks good for now.

Adaptive Ride Control

Otherwise known as ARC, for short, is GM’s play on Continuous Damping Control (CDC). The system can change suspension damping on the fly, making it slower or faster and improving ride quality across road conditions. The system relies on wheel position sensors, a dedicated control module, and an actuator that opens and closes a valve in the dampers to continuously adjust suspension damping while driving.

It’s a cheaper, less complex version of Magnetic Ride Control (MRC) technology, which trickled down from supercars and found its way into more “normal” cars. While MRC is the top of the heap in the adaptive suspension space, it’s more expensive and requires magnetorheological fluid. ARC, meanwhile, uses traditional dampers with a valve and an electronic actuator.

Better in 2027

An additional wheel position sensor has been added, bringing the total from three to four in the entire system. The new sensor will be positioned at the rear of the Silverado and Sierra and will provide another data stream to the computer, giving it an even better picture of the damping the suspension needs to deliver.

With more “resolution,” so to speak, more data streams will enable more precise adaptability. While the current system is already good enough, an extra layer of information would enable further optimizations.

GM’s Executive Chief Engineer for the 2027 Silverado and Sierra weighs in. Mark Dickens said in an interview with GM Authority that “you really have to drive it. The tuning improvements with the extra sensor deliver substantial improvements in ride and handling.” Hopefully, the Autoblog team can feel those improvements when GM unleashes its new full-sized twin trucks soon.

Ford’s latest promotional campaign, “The Raptor Origin Story,” takes enthusiasts back to the mid-2000s to highlight how a crazy engineering idea became a massive automotive movement. According to the automaker’s recent retrospective, a small group of Ford Racing engineers decided to abandon the traditional street-performance playbook. Instead of just slapping larger tires on a standard 4×4, they asked if they could legitimately build a desert race truck that carried a full factory warranty. They turned to the unforgiving Baja desert for inspiration, deliberately breaking test mules and twisting steel driveshafts to expose structural weaknesses.

That grueling development cycle birthed the first-generation F-150 Raptor in 2008, cementing a legacy that continues to influence the modern truck market. The development team partnered with Fox to bring internal-bypass shock technology to production. The campaign includes a short video starring Jon Bernthal, who fittingly portrayed former Ford executive Lee Iacocca in the film Ford v Ferrari. Directed by Ben Affleck, the film celebrates those early engineers who pushed through skepticism to deliver a truck that could legitimately tackle dunes right off the showroom floor.

Evolving the Off-Road Lineup

Since those early Baja test runs, the appetite for high-speed desert runners has only grown. The movement that started with a single half-ton truck has rapidly expanded across the corporate portfolio. Executives have heavily hinted that new Raptor models are continuously in the pipeline, ensuring buyers across different vehicle segments can access this specific brand of factory capability. The engineering philosophy remains the same: overbuild the suspension and give buyers the confidence to push their vehicles hard in the dirt.

That expansion includes significant powertrain upgrades for the midsize segment. Recent order guides indicate that the upcoming Ranger gets bigger engine options, swapping the standard 2.7-liter for a more potent 3.0-liter EcoBoost V6. For buyers with deeper pockets and an insatiable need for power, the flagship Shelby American version of the F-150 Raptor R pushes the platform to its absolute supercharged limits, proving that the original Baja spirit is still thriving.

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Capability Comes at a Cost

Owning one of these purpose-built desert runners comes with an undeniable lifestyle appeal. At events like the recent Raptor Rally in Arizona, hundreds of owners gather to share trail stories and push their trucks through harsh terrain. The community aspect is a massive draw, creating a shared bond among drivers who appreciate the sheer mechanical excess of a vehicle designed to survive the Baja 1000. It is incredibly easy to watch Bernthal sliding through the dirt in the campaign video and immediately conclude that you need one of these trucks in your driveway right now.

However, that extreme capability carries a massive financial burden at the pump. While the suspension handles deep ruts with ease, the fuel economy is notoriously brutal for daily commuting. As one frustrated EV convert recently noted, the annual charging costs for a Lightning equal just a single month of fueling a gas-guzzling Raptor. Still, for enthusiasts completely captivated by the roar of a V8 and the thrill of high-speed desert running, that painful fuel bill is just the necessary cost of admission.

First, make sure the prices describe the trucks you want

AT4 is a trim; in the United States, TRD Off-Road is a package offered on several Tundra grades. My Canadian Toyota tester’s closest U.S. equivalent is an SR5 CrewMax 4WD with the 5.5-foot bed and TRD Off-Road Package. That SR5 starts at $51,510, and the $2,125 package brings the base-plus-package sum to $53,635. GMC advertises the AT4 at $68,300, but that includes the standard Duramax diesel. The V8 and active exhaust add $1,895, bringing that combination to about $70,195 before additional equipment.

All figures are in U.S. dollars and exclude destination, taxes, and other equipment. Totals are calculated examples, rather than U.S. prices for my Canadian test vehicles.

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The roughly $16,600 difference between the V8 GMC and SR5 Toyota therefore includes a substantial jump in cabin equipment. Moving to a Limited, Toyota adds leather, ventilated front seats, and larger displays. Its TRD package also costs more—$3,580—so the full step from SR5 TRD to Limited TRD is $7,805, not just the $6,350 separating their base prices. That narrows the illustrated GMC’s premium to about $8,800. My Sierra’s additional packages, sunroof, cover, and other options would widen it again. The Limited is a closer comfort comparison, although my firsthand Toyota impressions come from the simpler truck.

The GMC makes a stronger first impression inside

The Sierra’s lifted stance, red recovery hooks, and 20-inch wheels give it plenty of presence. The Tundra’s Mudbath paint and 18-inch TRD wheels suit its more straightforward specification. Open the doors, though, and the price difference becomes much clearer. GMC adds perforated leather and Kalahari accents, plus heated and ventilated front seats, a 13.4-inch touchscreen, and a 12.3-inch instrument display. The SR5-based Toyota has cloth, an eight-inch touchscreen, and a 4.2-inch information display between analog gauges. The off-road package hasn’t transformed the rest of its interior.

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I found Toyota’s presentation a bit simpler, for better or worse, though both trucks retain useful physical controls and wireless Apple CarPlay. The Sierra’s richer surroundings don’t automatically settle the comfort question, either: its front cushions felt firm on longer drives, while the Toyota’s seats remained supportive. This is where I would revisit the Limited. Its larger displays and better upholstery bring the Toyota much closer to what I expect at this price. Buyers should also check individual options: my GMC’s head-up display and rear camera mirror were add-on technology, and its sliding rear window was additional equipment.

A Limited TRD also moves to 20-inch wheels, so it changes more than the dashboard and upholstery. I would drive that configuration before assuming it reproduces everything I liked about the 18-inch-wheel test truck. An appealing spec sheet still needs to suit you from behind the wheel. Toyota supplies an especially good alternative to that little sliding pane. The CrewMax’s entire rear window lowers electrically, opening the cabin in a way the GMC cannot match. I’d miss it after getting used to it. Both trucks offer plenty of passenger space, with rear legroom measuring 43.4 inches in the Sierra and 41.6 in the Tundra. GMC’s extra room is another worthwhile advantage if the rear bench regularly carries adults, rather than jackets and shopping bags.

The V8 earns its appeal on the road

Toyota extracts more torque from a much smaller displacement. Its 479 lb-ft exceeds the GMC’s 460, although the delivery feels different. A hard acceleration request in the Tundra brought a pause for kickdown and boost before the shove arrived; the Sierra’s response felt more immediate. The GMC also delivered the soundtrack I wanted from a big pickup, helped by my truck’s optional exhaust. I chose the Sierra because I enjoyed driving it so much more, even though the Toyota could do the job for less.

The Toyota countered with a comfortable ride and light steering that made it feel manageable around town. Its coil-spring rear suspension handled imperfect pavement well. The Sierra felt composed through the Sea-to-Sky’s bends, but its size was harder to ignore in tight parking spaces. More engine didn’t translate into a meaningful difference in economy in these tests. I recorded about 15 U.S. mpg in the GMC and 14.7 in the Toyota, though they were driven on different routes and under different conditions. Neither result made the Tundra’s smaller engine an obvious financial consolation. Those impressions only apply to the engines driven. AT4 buyers can keep the standard diesel, while higher Tundra grades offer the 437-hp, 583-lb-ft i-FORCE MAX hybrid.

Similar ambitions, different useful hardware

Both trucks have credible equipment beneath the styling. The AT4 combines a two-inch lift, Rancho monotube shocks, skid plates, and an automatic locking rear differential. Toyota’s TRD package supplies Bilstein shocks, a selectable rear locker, terrain settings, and Crawl Control. GMC’s Autotrac transfer case also offers an Auto setting to adapt to changing traction conditions. Toyota’s part-time four-wheel drive requires the driver to select the appropriate range, and its rear locker operates in low range. The GMC’s automatic 4WD mode is a useful everyday distinction, separate from its automatically locking rear differential.

I used the Toyota’s off-road systems at Stave Lake in British Columbia, while the GMC tackled moderate terrain in Squamish Valley. Both handled their respective outings, but the different routes leave me without a fair basis for naming an ultimate trail winner. More specialized options exist when the trails demand them. The AT4X adds Multimatic dampers and front and rear electronic lockers; Toyota’s TRD Pro uses FOX shocks and hybrid power. Their prices reflect different suspension and traction hardware. Neither badge is necessary to get a rugged truck with a comfortable cabin.

Around the back, GMC’s MultiPro tailgate gives the AT4 something Toyota cannot duplicate: several opening arrangements, including a load stop and a step into the bed. On a tall, lifted pickup, easier access matters. The Sierra’s short box offers 62.9 cubic feet, and Toyota uses an aluminum-reinforced composite bed. Towing gives the less expensive Toyota another argument. GMC advertises up to 9,000 pounds for the AT4, while Toyota rates the comparable short-bed CrewMax TRD Off-Road at roughly 11,000. The Sierra range’s 13,300-pound maximum belongs to a different configuration.

Bed volume and payload also answer different questions. A larger box gives you more space, while the payload rating limits the combined weight the truck can carry. A family, their luggage, and a trailer’s tongue weight can use that allowance before the bed looks particularly full. I did not tow with either. Buyers should check the specific truck’s trailer and payload ratings, allowing for occupants, cargo, and tongue weight; choosing an off-road version can change what remains available for work.

What I would actually pay for

Between the trucks I drove, I would choose the V8 Sierra. Its engine delivered enough enjoyment to make the indulgence feel worthwhile, and the cabin gave me more to appreciate between uses. I would be more selective about the options, though. The engine, useful cameras, and practical bed equipment deserve priority over additions that mainly dress up the truck.

The Toyota becomes much harder to dismiss when I price a Limited TRD Off-Road. Around $8,800 separates the illustrated configurations before destination and further options, with the Toyota now supplying several comforts missing from my SR5-based tester. That leaves a more honest buying decision. Someone content with cloth and smaller screens can save considerably more with the SR5, while someone who wants comfort alongside trail capability should compare the Limited before deciding whether the GMC is worth the stretch.

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Winner: Chevrolet Colorado ZR2

Our winner is the Chevrolet Colorado ZR2, and it boasts DSSV Multimatic dampers shared with the Silverado ZR2, a factory three-inch lift, and unique looks thanks to a special front end, rear bumper, and fender flares. We’ve decided against awarding the ZR2 Bison because its ARB armor and accessories, while impressive, increase weight and make approach angles worse. The Colorado ZR2 had approach, breakover, and departure angles of 38.3, 24.6, and 25.1 degrees, respectively, with 10.7 inches of ground clearance.

You also get front and rear locking differentials and Dana M190 front and Dana M220 rear axles. Under the hood is a turbocharged 2.7-liter four-cylinder engine producing 310 horsepower and 430 lb-ft of torque, delivered to all four corners through an eight-speed automatic transmission. A Ford Ranger Raptor is quicker on sand, and a Jeep Gladiator Rubicon has the edge in climbing rocks, but the Colorado ZR2 blends the best of both as the Goldilocks choice in the mid-size off-roader segment. Anything smaller is not as capable, and anything bigger is too unwieldy.

Chevrolet Colorado ZR2 Pros

• Excellent suspension articulation
• Relatively lightweight
• Sufficient power and efficiency from TurboMax engine, with strong low-end torque
• Advanced suspension comes standard
• Purposeful styling

Chevrolet Colorado ZR2 Cons

• Interior is cramped in the rear
• Material quality trails rivals like Nissan and Toyota
• Costs roughly $10,000 more than the Trail Boss

Chevrolet Colorado ZR2 Scores:

Off-road ability: 5/5

Durability: 4.5/5

Daily Usability: 4.5/5

Who’s It For?

The Chevy Colorado ZR2 is for the individual who wants a capable daily driver but also wants to go off-road without getting stuck. Other, more extreme trucks are only truly at home off-road, and better daily drivers exist, but this fills the middle ground beautifully and is the right size for most garages.

Recommended Trim

We think the ZR2 Bison is too aggressive for most, so save some cash and get the “regular” Colorado ZR2.

Runner-Up 1: Ford F-150 Raptor

Particularly on loose surfaces, few trucks have the off-road ability that the Ford F-150 Raptor boasts. It’s available with a 3.5-liter twin-turbo V6 making 450 hp, but there’s also the Raptor R, with a supercharged 5.2-liter V8 making 720 hp (both come with a 10-speed automatic). The F-150 Raptor has front and rear Fox Racing shocks with live valve technology, Trail Control that allows one-pedal driving, and selectable drive modes, including Slippery, Off-Road, Baja, and Rock Crawl settings.

The F-150 Raptor is the de facto choice for the desert runner, and it’s pretty capable on rocky surfaces too, but its size and relative lack of maneuverability compared to something like the Colorado ZR2 on tighter trails relegated it to second place. Still, it has locking electronic differentials, power-adjustable pedals so drivers of any size can find the perfect position, and heated and ventilated Recaro seats up front (heating only in the rear). In a nutshell, the Raptor is comfortable and capable, and its design commands attention, so it’s no wonder this is a popular choice all across America.

Ford F-150 Raptor Pros

• Powerful engines
• Incredible dune-bashing and jumping abilities
• Comfortable interior with loads of tech
• Great Bang & Olufsen sound system
• Fox suspension is remarkably comfortable, no matter the surface
• Supercharged V8 available

F-150 Raptor Cons

• F-150 Raptor is a big truck, bad for narrow trails
• Engines are thirsty
• Either F-150 Raptor variant is expensive
• Long-travel suspension negatively affects payload

Ford F-150 Raptor Scores:

Off-Road Ability: 4/5

Durability: 4/5

Daily usability: 4/5

Who’s It For?

The F-150 Raptor is something of a status symbol, but it’s also for those who regularly leave the city and suburbs behind to launch their trucks into the air at high speed, with little else coming close.

Recommended Trim

While we’d love to recommend the insane Raptor R with its supercharged Predator V8, the regular Raptor does pretty much everything the R can do without the gas mileage penalty. We won’t advise against the Raptor R, but we do prefer the normal F-150 Raptor’s relative attainability and efficiency.

Runner-Up 2: Ram 2500 Power Wagon

If even the F-150 Raptor is too small for you, the Ram 2500 Power Wagon is still the gold standard for heavy-duty off-road pickups. Under the hood is a 6.4-liter HEMI V8 generating 405 hp and 429 lb-ft of torque, and although the eight-speed auto feeds a part-time 4WD system, the Power Wagon gets front and rear locking differentials, solid axles, a 12,000-lb winch, Bilstein shock absorbers, underbody protection, and a class-exclusive electronically disconnecting stabilizer bar. Also now available by popular demand is a 430-hp 6.7-liter Cummins High-Output turbodiesel engine with a best-in-class base diesel torque rating of 1,075 lb-ft, and Stellantis has also added fifth-wheel gooseneck preparation for the first time, as well as a new 3.42 rear axle ratio. A 31-gallon fuel tank should deliver roughly 600 miles of range, and the Cummins option starts at $89,560 including destination.

Bigger tires would make the truck even better (33-inch rubber on 17-inch wheels is standard), but the Power Wagon is still remarkably agile over loose and challenging surfaces. Of course, its sheer size can be a compromise, but the HEMI has plenty of torque, and the truck is capable enough to make drivers look like off-roading heroes with ease. Climbing a cliff with a truck big enough to tow over 10,000 lbs is a weird but immensely cool sight, and that only adds to the Power Wagon’s appeal.

Ram 2500 Power Wagon Pros

• Reliable V8 power or monstrous turbodiesel available
• Plush cabin is suitable for families
• Rock-crawling and trail-busting abilities are greater than the size suggests
• Power Wagon is equally capable as a work truck, daily driver, or off-road toy

Ram 2500 Power Wagon Cons

• Payload is relatively poor due to suspension
• V8 is notoriously thirsty, with double-digit mpg figures barely achievable in the real world
• Ride can be stiff and bouncy on normal pavement
• Immense width makes parking a challenge, especially for urban garage spaces
• Pricing starts over $70,000

Ram 2500 Power Wagon Scores:

Off-Road Ability: 4/5

Durability: 4.5/5

Daily Usability: 3.5/5

Who’s It For?

The Ram 2500 Power Wagon is for the buyer who needs one heavy-duty vehicle that delivers a pleasant cabin, strong towing capacity, and impressive off-roading in one commanding vehicle. It’s a work vehicle and play truck in one, but it’s definitely not for shrinking violets.

Recommended Trim

The Power Wagon is a Ram 2500 trim, and it’s our choice. But if your budget can’t stretch to the Power Wagon, a 4×4 Tradesman (base) is still decent for most off-roading excursions.

Honorable Mentions

Toyota Tacoma

The Toyota Tacoma has long been a cult favorite of the off-roading enthusiast, and with multiple trims and powertrains on offer for 2027 (228-326 hp/243-465 lb-ft), it’s still guaranteed to be popular. The i-FORCE MAX hybrid powertrain had some early reliability issues, but Toyota’s strong reputation still translates to great resale values. Towing and payload figures aren’t as impressive as some rivals, and the higher trims are expensive, but the Tacoma remains an attractive, durable, and affordable off-road pickup. We like the TRD Pro for its isolated internal bypass suspension and built-in trail cameras.

Ram 1500

More luxurious inside than many rivals, the Ram 1500 is a great daily truck that can also hold its own off-road. We particularly like the Ram 1500 RHO. It’s not as extreme nor as thirsty as the TRX SRT, yet it’s still happy to drive on jagged surfaces at speed, thanks to a 540-hp Hurricane twin-turbo inline-six, Blackhawk e2 adaptive suspension from Bilstein, and a heavy-duty locking rear differential. It also looks aggressive enough to fool the uninitiated into thinking it might be a TRX, so there’s that.

Conclusion

There are several other trucks we could praise here, from the Ford Ranger Raptor to the GMC Sierra 1500 AT4X, but our picks are arguably the best in their respective classes, and while most off-road trucks will satisfy most casual adventurers, our choices are the best for those who will take overlanding seriously and want to get the most out of off-road excursions on a regular basis.

While General Motors leads the full-size pickup truck market in the U.S., Ford tops the segment in terms of a single nameplate. It’s the same old story in the third quarter of this year, when GM sold 233,229 trucks, a 0.69% increase compared to the same period last year, to beat Ford. But looking at the numbers, the Blue Oval brand is gaining ground.

Ford sold 204,007 F-Series trucks in Q3 2026, 29,222 fewer than GM. That’s quite a drop compared to GM’s 44,524-unit lead in Q1 2026, which remained steady in the following quarter at 44,503. But perhaps the biggest contributor to this narrowing gap was the GMC Sierra, which sold 86,590 units in Q3 2026, 8,557 fewer (down 9%) than the previous quarter.

Detroit’s Heavyweight Showdown

These figures include the trucks’ all-electric variants, which also experienced declining sales. That doesn’t come as a surprise, considering that the $7,500 federal EV tax credit expired at the end of the third quarter last year, prompting buyers to rush their EV purchases before the deadline. The now-discontinued Ford F-150 Lightning likewise recorded a massive sales decline, but that was offset by stronger sales of conventional F-Series pickups.

As for the Chevrolet Silverado, the nameplate remained relatively steady after selling 144,984 units, a 4.4% increase year over year. Including the Silverado EV, which posted a 58% decline, sales increased 2.7% to 146,639 units.

Outside the sales numbers, some possible reasons why Ford may be closing the gap include its production recovery and higher Super Duty output. The former follows a fire at Novelis’ aluminum plant in New York that disrupted supplies for F-Series production last year. Meanwhile, Super Duty production reached 110,275 units in Q3 2026, its highest quarterly level in 19 years.

Next Power Play

On the GM front, some buyers may be holding off on placing orders, as the next-generation Chevy Silverado and GMC Sierra are set to arrive at U.S. dealerships before the end of the year. They will come with boxier, more rugged styling, as well as new engines from GM’s sixth-generation small-block V8 family that deliver more power.

With that being said, it will be interesting to see whether Ford can further close the gap with GM in America’s lucrative full-size pickup segment. Ford will continue to compete with a refreshed version of the F-150 for the 2027 model year, meaning a major overhaul isn’t expected anytime soon.

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The 2026 Ford Ranger and Chevrolet Colorado give buyers plenty of room to make those decisions. I got to know them through a 2.7-liter V6 Ranger Lariat on a roughly 620-mile trip between Vancouver, B.C., and Vancouver, Washington, and a week with a Colorado Trail Boss around coastal British Columbia. City traffic and gravel backroads gave their respective talents—and irritations—somewhere to expose themselves. Those two trucks are the lenses through which I experienced both lineups, but we’ll start with what the different trims buy you, then move on to the engines, cabins, beds, and towing capabilities. Along the way, my time behind each wheel helps answer the question that gets harder as the options accumulate: which features would I actually pay for, and which truck would I rather live with?

What Your Money Buys Across The Lineups

Ford offers XL, XLT, Lariat, and Raptor variants of the Ranger. Chevrolet advertises WT, Custom, LT, Trail Boss, Z71, and ZR2 versions, with the Bison package taking the ZR2 further into specialist territory.

Prices exclude destination, options, taxes, and dealer charges. Regular Ranger starting prices cover the 2.3-liter engine and rear-wheel drive; the 2.7-liter V6 requires optional 4×4. Colorado Trail Boss, Z71, and ZR2 have standard 4WD.

Chevrolet starts $1,150 lower, but neither brand wins the value argument at every price point. XLT and LT begin around $36,000; Lariat and Z71 start within $150 of each other. A ZR2 starts $6,965 below a Raptor, before Bison or other options, but offers far less potent performance. Ford lets buyers combine its regular trims with an FX4 package, whereas Chevrolet gives its off-road models more distinct identities. The handsome, lifted Trail Boss I drove occupies one branch of that range, though we suspect a Tremor-branded Ranger will eventually arrive to directly take on Chevy’s no-frills overland-ready version.

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Two 2.7s, With Two Fewer Cylinders In The Chevy

Ford offers three engines in the Ranger: a 2.3-liter EcoBoost four-cylinder, a 2.7-liter EcoBoost V6, and a 3.0-liter EcoBoost V6. Chevrolet uses the same 2.7-liter TurboMax four-cylinder throughout the Colorado range, paired with an eight-speed automatic. Every Ranger uses a 10-speed automatic transmission, and every Colorado uses an 8-speed.

Manufacturer-rated outputs; Raptor figures are based on premium fuel.[4–6]

That gives even the least expensive Colorado 40 more horsepower and 120 more lb-ft than a standard Ranger. Comparing the two 2.7-liter engines I drove, Ford has just five more horsepower, while Chevrolet has 30 more lb-ft, meaning that opting for six cylinders doesn’t automatically get you the strongest torque figure. In fact, Chevrolet’s four-cylinder makes the same torque as the Ranger Raptor, albeit with far less horsepower.

The Chevy backed that up with eager low-speed response, a well-matched eight-speed, and an entertaining turbo whistle. The Ranger pulled hard on boost, but lag and reluctant downshifts could disrupt smooth driving. Its transmission was also less agreeable in slower traffic, where it often seemed unsure of which gear to be in. My impressions favor the TurboMax for everyday driving. Ford’s more diverse engine lineup still deserves credit: you can retain the less expensive 2.3, upgrade to the 2.7 without buying a Raptor, or spend considerably more for the Raptor’s additional 95 horsepower over any Colorado. Still, the Colorado’s powertrain offers far more for less, generally speaking.

That engine equation is likely to change for 2027, however. As Autoblog reported on October 19, the Ranger’s XLT and Lariat are expected to replace their optional 2.7-liter V6 with “a bigger, more powerful 3.0-liter EcoBoost V6.” That likely means a detuned version of the Raptor’s engine, though that report didn’t confirm final output or pricing.

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The Cabin Changes As You Climb The Range

Both trucks offer crew cabs and five seats. Chevrolet installs an 11.3-inch touchscreen and 11-inch instrument display across its range. Ranger XL and XLT start with a 10-inch touchscreen and an 11-inch cluster; XLT adds a 12-inch touchscreen, while Lariat and Raptor get two 12-inch displays. My Lariat demonstrated the appeal of spending more on the Ford: heated ActiveX seats, B&O audio, proximity entry, and a useful power-sliding rear window. Opening that glass reduced buffeting with the side windows down. The seat, though durably appointed, wasn’t the most comfortable place to spend two separate six-hour straight driving stints, and its stiff headrests and limited arm support left my neck and shoulders aching. The Colorado’s Evotex seats suited my outings better, though apart from some multi-hour highway jaunts, I didn’t take the Colorado on as extensive a road trip as I did with the Ranger, so take that with a grain of salt.

My Trail Boss lacked proximity unlocking and a telescoping steering wheel, but crucially, those aren’t shortcomings across the Colorado lineup. LT, Z71, and ZR2 have both, but even a Ranger XL supplies a telescoping wheel. Chevrolet’s trim ladder therefore requires closer scrutiny before consideration. The less expensive LT has conveniences the Trail Boss omits. Z71 combines more cabin amenities with its outdoorsy presentation, and it also offers ventilated front seats, which ZR2 includes as standard; the upper Rangers’ front seats offer heating without ventilation. I preferred the Chevy’s cabin overall, but I’d choose its equipment carefully. Paying more doesn’t always mean keeping everything from the cheaper version.

Off-Road Hardware Changes The Character

The regular Rangers provide a familiar pickup layout, with rear leaf springs. The FX4 package adds off-road-tuned shocks, skid protection, and Trail Control without requiring the Raptor’s price or thirsty engine. The Colorado Trail Boss, by contrast, takes a visibly different approach with a two-inch lift and a wider stance. My Reef Blue example’s optional 20-inch wheels and 33-inch tires looked the part, although its firm ride was obvious on rough roads. The standard setup is 18-inch wheels with 32-inch tires.

Z71 brings additional equipment without the Trail Boss’s two-inch lift. ZR2 is the more substantial mechanical departure, with a three-inch lift, Multimatic DSSV dampers, and front and rear lockers. Bison adds 35-inch mud-terrain tires, further underbody protection, and jounce-control dampers. Ford answers with the Raptor’s Fox Live Valve dampers, coil-sprung Watts-link rear suspension, front and rear lockers, and a 405-hp V6. These are meaningful reasons to shop particular versions.

Beds, Back Seats, And Trailer Numbers

Both ranges offer a single crew-cab, roughly five-foot-bed format. Ford gives you a wider bed floor; Chevrolet gives you more length.

Payload and towing are configuration-dependent maxima, not every truck’s capacity. Options, occupants, cargo, and trailer tongue weight affect usable capacity. The highest payload and towing figures need not occur together.

A tenth of an inch doesn’t make one rearward cabin substantially more desirable than the other, but the bed-width difference could matter for your regular load. I also liked the Colorado’s tailgate ruler markings, and its roughly 2 more inches of length is worth noting. For towing, Chevrolet’s headline advantage is only 200 pounds on most models. Ford’s base four-cylinder can reach its regular Ranger maximum, so the V6 upgrade doesn’t raise the ceiling. Choose Raptor or ZR2 hardware, and the towing limit drops, though the Raptor sacrifices more hauling capability than the ZR2 does. Fuel economy also depends entirely upon specification. My V6 Ranger returned 22.2 mpg on its highway-heavy trip; the Trail Boss managed roughly 17 in mixed use, but their different routes skew that comparison.

Which One I’d Rather Live With

Ford makes a persuasive case through choice: an affordable four-cylinder, an optional V6, and a Raptor with substantially more horsepower than Chevrolet offers. Its wider bed and available cabin equipment add practical reasons to consider it. That said, I’d still buy the Colorado out of these two if it came down to it. Its standard engine supplies the torque I want without an upgrade, and I preferred how its powertrain and cabin worked during my test. Plus, I’d be lying if I didn’t admit its loud, whistling turbo noises hadn’t factored into that decision. The Colorado’s appeal goes beyond the Trail Boss badge, but it’s still the one I’d go for, since I appreciated its no-frills, pure-capability direction, though I still wish it at least had a telescoping steering wheel.

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The U.S. is one of the very few regions in the world where trucks are the predominantly preferred vehicle class. For decades, trucks have been among the top-selling models, and most automakers that want to compete seriously need one in their lineup.

However, new regulations appear to be coming that will define what counts as a “truck” based on its actual capabilities and use.

People Mover? or Workhorse?

A new document has been published called the Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule III for Model Years 2022 to 2031 Passenger Cars and Light Trucks. Basically, NHTSA wants to change the definition of light trucks from 2030 onward to cars because they primarily act as passenger vehicles, not workhorses.

According to regulators, although 68% of light-duty trucks technically meet what the government considers a light truck, most are built as passenger vehicles with added features to meet regulatory definitions, resulting in little added functionality.

The agency expects that by the time the new mandates kick in, the difference between real trucks and light trucks will be much more defined. Light-duty non-passenger trucks are expected to show real non-passenger capabilities but also display relevant “off-highway vehicle attributes such as approach angle and running clearance, or include design features that provide higher payload and towing abilities for transporting cargo.”

The agency is basically saying that any light-duty truck must show that it can actually function as intended. Under the new rules, the agency expects the current fleet mix of 70 percent light trucks and 30 percent passenger cars to be classified as 70 percent cars and 30 percent trucks.

Production Impact

These new classification rules could also affect production. If a truck built today has lower fuel economy standards than a car, then it won’t have to change to meet the newly mandated lower standards. However, if the next administration reimposes a higher standard, these trucks will need significant work to meet it, which is costly and time-consuming.

One way automakers can bypass this rule is to import cars from other markets, because imports don’t need to meet the CAFE standards, unlike domestic vehicles. This could prompt brands to move production out of the U.S. if needed.

So, what will Hyundai do when it attempts to enter the even more competitive midsize truck segment? Probably learn from a few mistakes, for one. For another, the truck will be a more traditional take on the segment, as seen in the brand’s Boulder concept. While the truck isn’t due for a while, this is everything we know about the brand’s new midsize body-on-frame truck.

Hyundai Eyes A More Traditional Truck To Fight Toyota

As mentioned above, the Hyundai take on a midsize truck will probably look a bit like the brand’s Boulder concept. It’s a more traditional shape than the Santa Cruz, with trucky short overhangs, a traditional crew cab, and a bed in place of the concept’s trunk.

I expect the look of the truck will vary drastically depending on trim levels, just as so many current midsize trucks do. That means a cheap, basic, probably rear-drive model at the bottom and a loaded-up $50k+ off-road behemoth designed to compete with Toyota and Ford’s most established off-road trucks.

The overall shape of the truck will also be influenced by the platform on which it rides, which will be another first for Hyundai. The truck will use the brand’s first body-on-frame platform that should also spawn a midsize SUV largely similar to the truck. Expect that to be very much like the Boulder concept renderings seen here.

What Engine Will The Hyundai Truck Have?

I can only speculate as to the truck’s powertrain. The model is simply too far away to be sure, but gasoline will play a role in the truck’s powertrain, to be sure. More than that, Hyundai CEO José Muñoz said at one point that the truck may get a similar 2.5-liter four-cylinder hybrid setup like the one in the Palisade. It makes enough power for the segment, with 329 horsepower and 339 pound-feet of torque, but the Palisade isn’t built for truly serious towing or hauling. I’d bet the powertrain is beefed up somewhat to cope with the demands of truck buyers.

After all, Toyota’s hybrid Tacoma makes a very serious 437 hp and 583 lb-ft of torque and can tow up to 6,000 pounds. It’ll haul about 1,710 pounds, too. Expect Hyundai to be benchmarking these figures should it go with a hybrid powertrain, as well as other aspects of the competition’s powertrain figures.

When Is The Hyundai Boulder-Based Truck Going On Sale?

Hyundai confirmed development of the truck, saying it would go on sale sometime before 2030. As for pricing, it’s anyone’s guess. The Santa Cruz starts at just about $30,000, and we expect this to slot in above it. I’d be surprised if the truck actually wanted to buy was less than $40,000 by the time it debuts.

But how much can you really save by driving an F-150 Lightning instead of its gas-powered counterpart nowadays? Quite a lot, according to a Lightning owner who used to own an F-150 Raptor.

One Month of Driving the F-150 Raptor Can Cost the Same as One Year of Driving the Lightning

The owner shared an image of their home charging costs on the r/F150Lightning thread on Reddit, revealing that over the past year, the electricity needed to run the Lightning cost him only a fraction of what refueling the Raptor used to cost. Basically, the person claims the truck’s power costs over an entire year matched what gasoline used to cost for just one month.

“Just thought this would be fun to share, had my home charger installed almost 1 year ago exactly. Roughly 9k miles of usage in that time, only ever fast charged 1x since then,” the owner said. “Coming from the Raptor I owned previously to this, $450 was my monthly gas bill, and I’ve stretched that into a full year’s worth of driving.”

So basically, the same amount of money that used to buy a month of driving the F-150 Raptor now buys an entire year of driving the Lightning.

Mind you, this is just one owner’s experience, but other F-150 Lightning owners chimed in and provided similar stories about savings—although it’s worth pointing out that charging costs vary greatly by state, utility company, mileage and other factors.

Other F-150 Lightning Owners Are Reaping Similar Savings

For example, one F-150 Lightning driver wrote, “My monthly bill went up by roughly the cost to fill up the Prius I had before my Lightning…and I’d fill up twice a month.”

Another one said their savings where not that high although using the Lightning remained the economical choice. “Unfortunately where I live in Massachusetts that would be $1,500 for me and my electric rates. But still cheaper than gas for an F-150.”

Obviously, for drivers who have a solar setup and battery storage at home, the savings can be even more dramatic. One driver wrote that a 40-mile round trip with their Lightning cost just $0.97. “In my previous ICE Ram, $8 with gas at $4 a gallon.” Another owner said their costs to run an F-150 Lightning were $85.76 a month.

In another post on the Ford F150 Lightning EV Enthusiasts group on Facebook, another owner said he is “saving $500 a month on fuel.” Since his monthly car payment is $700, he reckons that soon he’ll be “driving for free almost.”

Now, it must be said that this math works for people who charge at home, but even so, a lot depends on the electricity rate, how many miles you drive each month, and how you charge—the sweet spot is charging at home overnight. If you use public DC fast charging stations often, your savings may be wiped out.

I can’t tell why. At the very least, Hyundai’s small truck should be keeping pace. At the most, it should be outselling the Ford. To try and figure out why that is, I had a look at both.

Interior and Cargo Space

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The Maverick’s interior, largely, feels a bit more spartan than the Hyundai. That comes down to pricing, with the Ford generally running just a bit cheaper than the Hyundai. Its seats are at least comfy, and I thought the interior of the Maverick was particularly well-designed, with plenty of physical controls and, in more recent years, strong tech.

The story is the same in the Hyundai, but I’d say the Santa Cruz’s interior feels much nicer than the Maverick’s across multiple price points. The Ford makes better use of physical controls, but I like the screen quality in the Hyundai better. There’s a lot of tit-for-tat in both of these cars.

Meanwhile, the two haul cargo similarly well, but the Hyundai can pull a lot more. It’ll tow 5,000 pounds, a full 1,000 more than the Maverick. Each, though, features a 4.5-foot bed with a few innovative storage solutions. You can opt for tie-downs in both, but I think more people would prefer the Santa Cruz’s integrated tonneau cover, which keeps cargo securely locked away in exchange for taking up about a half-foot of bed space. There’s also an in-bed trunk with a drain.

Driving, Powertrain, and Efficiency

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Mavericks come, just like the Santa Cruz, with front-wheel drive as standard. However, the truck differentiates itself by also offering a hybrid powertrain in addition to its turbo-four. That makes the truck significantly more efficient, with 25 mpg combined compared to the Santa Cruz’s 25 mpg combined. Both also offer all-wheel drive and some off-road trims for added capability. In that department, I feel the Tremor package for the Maverick is a bit more serious, offering real ground clearance where the Hyundai only offers added all-terrain rubber.

The two drive like small cars, but I prefer the Santa Cruz’s sportier feel. The transmission feels a bit more snappy than the Maverick’s, and the power from the 2.5-liter turbo isn’t bad either. With 300 horsepower and 311 lb-ft of torque, it’s a fair bit quicker than the Maverick, which has but 250 horsepower and 277 pound-feet of torque in its four-cylinder configuration. The hybrid is worse off, with just 190 horsepower.

Pricing

The Ford Maverick starts at $29,990 for the front-drive, entry-level XL model. Meanwhile, you’ll pay $31,950 for the Santa Cruz SE with front-wheel drive. Mid-grade models are similarly close: $34,985 for the Maverick XLT with all-wheel drive, and $33,450 for a similar Santa Cruz SE. At the top end, it makes way more sense to opt for the Ford, with its $39,000 Tremor off-road trim over the $44,425 XRT model.

The two are closely matched, and while Ford’s Maverick is largely cheaper, I still think the Hyundai presents value that Ford can’t match, just for a bit more money. That comes down to the automaker’s excellent 10-year warranties, as well as the higher quality interior and more powerful drivetrains. While Ford continues to dominate the sales floor, it’s clear to me the Santa Cruz is at least worth a second look for most buyers.

Ford’s F-Series (556,738 units sold till Sep 2026) has been the undisputed sales leader for decades, and even though its year-on-year sales figures are down by 9.5% as of September 2026, it still occupies the top spot on the sales charts. The Ram Pickup (325,348 sold till Sep 2026) sells in slightly smaller numbers, but it has seen a massive growth of 25.4% compared to the same period last year, and it is currently in a solid third-place overall. Part of its success is surely down to the reintroduction of the V8 powerplant to the range.

While the above data includes all F-Series and Ram Pickup variants, the F-150 and Ram 1500 make up the bulk of these sales. With so many of both models on our roads, we wanted to assess which one has stood up to daily wear-and-tear the best. Now 250,000 miles may seem like a lot, but if your truck is used as a workhorse, or you regularly cover big distances, you can get to that figure in just 5 years if you cover around 4,000 miles each month.

In most cases it takes a little longer, but by the time a hard-working truck has reached its 10^th birthday, it is quite likely to have surpassed that milestone by a fair bit. We compiled data from RepairPal, J.D. Power, and Kelley Blue Book (KBB) to get a better insight into which truck is more likely to surpass 250k miles without breaking the bank.

RepairPal Comparison

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The RepairPal Reliability Rating encompasses a massive dataset of vehicles, covering a wide range of model years. The information above looks at the cost, frequency and severity of both scheduled and unscheduled repairs for each model.

The Ram 1500 holds the top overall rank out of 17 full-size trucks assessed, and costs almost $100 less per year for servicing compared to the F-150. Both models scored higher than the 3.0/5.0 average for this segment in the overall reliability score, but the Ram 1500 proved to be both more reliable and cheaper to run than the F-150.

KBB Reliability Data

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The Kelley Blue Book Consumer Reliability Ratings paint a similar picture. Both models are above average in the full-size truck category, but the Ram 1500 manages to slightly outperform the Ford F-150 in all the years assessed aside from 2019, when a new generation was introduced. Both new models have experienced a slight dip in reliability overall compared to their predecessors, and a lot of the repeat complaints for both trucks tend to center around in-car electronics rather than major mechanical issues.

However, there were still some mechanical problems that plagued both models for several years. The V8 gas engines in the Ram 1500 were prone to the infamous ‘Hemi Tick’, while the 10-speed automatics in several F-150s would hunt between gears or shift roughly. Recalls, and fixes at dealerships should have resolved these issues by now, but always ensure that any potential used buy has had all its Technical Service Bulletins (TSB) and recall work carried out.

J.D. Power Reliability Data

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J.D. Power differs from RepairPal and KBB because its Quality & Reliability score is weighted toward initial quality. Looking at the table, we can see the new generation models experiencing a significant drop in the first year of production as the manufacturers ironed out teething troubles.

The Ford F-150 looks to have been slowly improving its overall reliability as its latest platform has matured, but the Ram 1500 has posted disappointing results after peaking in 2024 with a high of 89/100.

However, these scores are slightly less relevant in terms of mega-mile 10-year-old trucks, as the data refers more to early problems and issues found by customers, rather than long-term reliability. That said, the new-gen F-150 looks to be the less troublesome overall.

Ford F-150 vs Ram 1500

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Taking all three sources into consideration, both trucks are remarkably competitive, the Ram 1500 wins two to the Ford F-150’s one. The scores are very close though, but the Ram draws ahead when we consider that its victories are in the two surveys which look at longer term repair and durability data.

RepairPal uses actual invoice data to measure long-term durability, frequency of shop visits, and repair severity, while KBB assesses owner feedback over several model years, and both showed a clear if slim lead by the Ram 1500 over a long time period. This makes it the one that is more likely to result in lower running costs and out-of-pocket repairs as you pile on the miles.

Getting Your Truck To Surpass 250,000 Miles

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Picking a truck that is known for its solid engineering and durable running gear is a good starting point, but there several external factors that can have an even bigger influence on how many miles you can cover before its time to take the old girl behind the barn and end her mechanical misery.

• Always adhere to manufacturer service intervals

Regular fluid changes, and ensuring that you don’t defer services keep your vehicle running as the manufacturer intended.

• Drive it like you own it

Aggressive driving puts extra strain on everything from your engine to the transmission, and brakes. Over time, you will spend more on servicing and repairs, and your engine may need a rebuild well before it would if you drove it in a more careful manner.

• Preventative maintenance can save you thousands

Waiting until your suspension has collapsed or allowing that strange noise to change from a hum to a screech can add a lot more to your repair bill. In many cases, letting a slight misfire, or other mechanical irritation go unchecked will result in damage to other components. That’s why periodic inspections can save you money in the long run.

According to iSeeCars’ latest depreciation study, the Tacoma ranks highest for holding its value over five years. The Frontier does not perform as well. So, choosing between these two is not just about features or price.

For buyers planning to sell or trade in their trucks after several years, depreciation can make a meaningful difference in the overall cost of ownership.

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Toyota Tacoma vs Nissan Frontier: The Numbers

The figures come from iSeeCars‘ study of five-year-old used vehicles. The Tacoma loses an average of 19.9% of its value, equivalent to a $6,426 difference from its original manufacturer’s suggested retail price (MSRP).

The Frontier, meanwhile, records an average depreciation rate of 35.5%, with an average $11,410 difference from MSRP. The Tacoma’s advantage amounts to 15.6 percentage points in depreciation. Based on the study’s average dollar differences, it also loses $4,984 less in value over five years than the Frontier.

These figures are averages across the vehicles analyzed, not guaranteed resale values for every model year, trim, or individual truck.

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The Tacoma Is the Clear Winner for Resale Value

Toyota’s midsize pickup has built a strong reputation among truck shoppers, and the iSeeCars findings reinforce its position in the used market. The Tacoma’s 19.9% five-year depreciation rate is the lowest among the trucks included in the study.

That means a Tacoma retains an estimated 80.1% of its original value after five years, on average. For buyers who expect to trade in their truck relatively early, this can help offset the initial purchase price.

The Tacoma also outperforms the broader truck segment. According to the study, trucks depreciate by an average of 34.2% over five years, meaning the typical truck loses roughly a third of its value during that period. The Tacoma’s depreciation rate is 14.3 percentage points lower than that segment average.

Why does the Tacoma hold up so well? Simple: buyers want trucks that can take a beating, haul gear, and still look good doing it. Those qualities don’t go out of style, even after years of hard use.

However, the study does not establish that any single characteristic is responsible for the Tacoma’s performance. Its results show the difference in observed depreciation rather than isolating the effect of reliability, brand reputation, equipment, or demand.

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The Nissan Frontier Loses More Value, but It’s Not a Bad Performer

The Nissan Frontier does not match the Tacoma’s value retention, but its results need some context. Its average five-year depreciation rate of 35.5% is still below the overall vehicle average of 41.8% reported by iSeeCars.

In other words, the Frontier loses more value than the Tacoma but still performs better than the average vehicle in the study. The Frontier ranks sixth among the trucks analyzed, behind the Tacoma, Toyota Tundra, Ford Ranger, Jeep Gladiator, and GMC Canyon. Its 35.5% depreciation rate puts it just above the truck segment’s 34.2% average.

The real story? The Frontier isn’t bad – it just happens to be up against a resale value monster in the Tacoma. The Frontier’s average $11,410 difference from MSRP also exceeds the Tacoma’s $6,426 figure. That represents a $4,984 gap in average dollar depreciation, although the actual difference for two specific trucks will depend on their original prices, equipment, condition, mileage, and local demand.

If you are looking for a used Frontier, the higher depreciation could help you. You might find a good deal on a truck that has already lost much of its value. Just make sure to check the actual price and condition, not only the percentages.

How the Two Trucks Compare With Other Pickups

The Tacoma and Frontier are part of a larger segment in which trucks generally hold their value better than many other types of vehicles. Still, the differences between individual models can be substantial.

The iSeeCars study ranks the Tacoma first, with the Tundra following at 21.2%. The Ford Ranger is third at 30.2%, while the Nissan Frontier occupies sixth place.

The Tacoma’s lead is especially notable because it is not just ahead of the Frontier. It also outperforms every other truck in the study, with a 10.3-percentage-point advantage over the third-place Ranger.

The Frontier, on the other hand, sits close to the middle of the rankings. Its depreciation rate is 1.3 percentage points higher than the segment average, but it still fares better than the Honda Ridgeline, Chevrolet Colorado, Ram 1500, Ford F-150, GMC Sierra 1500, and Chevrolet Silverado 1500 in the same dataset.

This comparison also shows why buyers should not assume that every pickup is equally good at retaining value. Body style and utility can support resale demand, but the model itself still matters.

Why Depreciation Matters When Buying a New Truck

Depreciation is the silent wallet-drainer of car ownership. You won’t see it on your monthly bill, but it hits hard when it’s time to sell or trade in.

The Tacoma’s strong numbers mean you’re likely to get more of your money back when it’s time to move on. That’s a big plus if you like to upgrade every few years.

Of course, depreciation isn’t everything. The Frontier might be a better fit for you if the price is right, or if you care more about features, driving feel, or what you actually plan to do with your truck. A good deal up front can close the gap fast.

Don’t forget: averages are just that – averages. The real value of your truck depends on mileage, history, condition, trim, and even where you live. If you’re shopping used, the tables turn a bit. The Frontier’s bigger depreciation could mean a bargain, while the Tacoma’s value means you’ll pay a premium for a used one.

At the end of the day, the smartest buy comes down to what you pay, how long you keep it, and what you can get for it when you’re done.

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Methodology

According to the report, iSeeCars analyzed more than 950,000 five-year-old used cars sold from March 2025 through February 2026. The study excluded heavy-duty trucks and vans, models no longer in production as of the 2025 model year, and low-volume vehicles.

MSRPs were adjusted for inflation to 2026 dollars using data from the US Bureau of Labor Statistics. Depreciation was then calculated by modeling the difference between a vehicle’s MSRP and its used-market pricing.

At NWAPA’s Drive Revolution event in Vancouver, Washington, I spent about 30 minutes behind the wheel to see how that outrageous engineering translates into normal, everyday driving on ordinary roads. For all its airborne ambitions and sports-car acceleration, the TRX still needs to offer something worth enjoying between the opportunities to unleash it. With my tester wearing a $108,215 price tag, I wanted to understand how much of its appeal remains when your right foot exercises a little restraint—and all four tires stay on the ground.

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Powertrain And Driving: What 777 Horsepower Feels Like On Normal Roads

After sitting out the 2025 and 2026 model years, the TRX returns with a reworked supercharged 6.2-liter Hemi V8. A smaller pulley spins its 2.4-liter supercharger harder, while a revised intake, higher fuel pressure, and updated calibration help raise output from 702 to 777 hp. The redline climbs to 6,500 rpm, and torque reaches 680 lb-ft. The TRX stamps out its power less abruptly than other Hellcat-powered models, perhaps owing to the truck’s weight. Instead, it gathers pace progressively, then suddenly you look down, and the speedometer reads a considerably higher speed than what your senses believe to be true. The supercharger gives the powertrain a sharp, immediate sense of elasticity you can play with—via the positioning of your right heel—to either waft you around town or snap the three-tonne truck to speeds you’d be swiftly arrested for doing in some states.

The TRX’s chassis adopts second-generation Bilstein Black Hawk e2 adaptive dampers from the RHO. Electronically controlled valves regulate compression and rebound independently, while Ram Active Terrain Dynamics coordinates suspension behavior with traction and stability control. Front spring rates, jounce bumpers, and damping calibration are matched specifically to the V8 application. Hydraulic jounce control cushions extreme suspension compression, while the long-travel layout retains 13 inches of front travel and 14 at the rear. Those clever underpinnings deliver a cushy ride with surprisingly refined body control, capable of conquering a road trip as comfortably as it can hop over sand dunes.

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Interior And Technology: Luxury To Match The Muscle

With a supercharged V8 making such a spectacle of itself, the TRX’s cabin risks having its surprising sense of occasion overshadowed. Yet its material quality impressed me immediately, and the generous use of suede adds abundant visual depth. The striking headliner adds tons of drama to an experience already overflowing with it, making the interior feel appropriately indulgent for a six-figure truck. For 2027, that full suede headliner and the matching sun visors are new to the TRX, alongside a leather-wrapped airbag cover—details borrowed from the luxurious Ram 1500 Tungsten.

As specced, my tester also borrowed massaging front seats, heated and ventilated seating in both rows, and reclining rear seats from the luxurious Tungsten model. 2027’s updates also add a 14.5-inch Uconnect 5 touchscreen and standard hands-free driving assistance. Those amenities are now standard TRX equipment, which helps explain where some of that purchase price goes. Although my time with the Ram was brief, the cabin felt seriously luxurious, contributing something worth enjoying whenever the engine’s theatrics subside.

Value: Making Sense Of A Six-Figure Supertruck

There’s no doubt in my mind that, despite its six-figure price tag and downright disturbing fuel economy—EPA estimates just 10 mpg in the city and 14 mpg on the highway, for an unsettling combined total of 12 mpg—the Ram 1500 SRT TRX won’t struggle to find buyers. The TRX’s callous disregard for rationality is precisely what makes it so desirable in the first place, and though I wouldn’t go so far as to call the thirsty, expensive truck a “bargain,” its value proposition actually has a bit more substance than emotional appeal alone. Starting at $102,790 including destination, it undercuts the 2026 Ford F-150 Raptor R’s $113,725 starting price by nearly $11,000. Even my $108,215 tester costs about $5,500 less than the Ford’s starting price, while delivering 57 more horsepower and massaging seats. Within this wonderfully irrational corner of the truck market, the Ram’s pricing is surprisingly competitive.

Used examples add another intriguing element to the value equation. A 2021 TRX with 31,000 miles sold on Bring a Trailer for $69,500 in August 2026, retaining approximately 78% of its original $88,990 sticker price. A 2022 example with 14,900 miles brought $73,000 on Cars & Bids that May, roughly 80% of its original $90,985 MSRP. Keep in mind these are real auction results before fees and taxes, so they offer far more substance than optimistically priced classified ads. Two sales on platforms known to draw in high bids may not be enough to establish an average depreciation rate or predict this new model’s future value, and anyone who paid a substantial dealer markup faces different margins of return. Nevertheless, I find those results somewhat reassuring here: buyers still tend to attach considerable value to the TRX’s particular brand of excess long after they leave dealer lots.

Its 12-mpg combined rating is still an expensive appetite to satisfy, and maintenance, insurance, and tires deserve consideration, too. But desirability matters when buying a vehicle and when eventually selling it, and, truthfully, I don’t imagine the average TRX buyer really cares all that much about fuel economy. The TRX might be an expensive way to turn gasoline into laughter, but its financial case is still somewhat more defensible than its outrageous personality initially suggests.

Overall Verdict: Appeal Beyond The Numbers

The TRX’s appeal, as raucous and bodacious as it is, may actually lie mostly in how surprisingly refined and luxurious it feels as a complete package. Its elastic, brutal power delivery, cushy yet controlled ride, and indulgent cabin give you plenty to appreciate between the moments when the Hellcat engine gets to really stretch its legs. That matters, because even the most committed supertruck owner will spend more time cruising than catching air. At six figures, I expect more than a party trick or two, and the TRX’s blend of absurdity and refinement delivers an experience that feels special even on an ordinary drive. Its thirst remains difficult to defend logically, but thankfully, the enjoyment isn’t limited to the moments you’re emptying its tank fastest. Ram engineered this truck to leap over dunes, but I didn’t need to defy gravity to discover why it deserved to return from extinction.

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Cluster Issues Affect Multiple Ford Pickups

According to the NHTSA recall report, Ford is recalling 91,588 examples of the 2025-2026 F-Super Duty altogether, with 43,300 of those F-250s, 26,354 F-350s, 6,847 F-450s, and 2,827 F-600s, all produced between December 14, 2024, and April 17, 2026. In addition, 10,570 2026 F-150 pickups produced between August 22, 2025, and May 12, 2026, are also being recalled. Those with good arithmetic skills will have noted a shortfall of one: a single 2026 F-750 Super Duty produced on November 21, 2025, is also being recalled. The problem first came to the attention of Ford’s Critical Concern Review Group on May 28 of this year, and the automaker quickly concluded that “supplier process deficiencies” at Visteon Corporation were responsible for the sticky or jumpy needles.

Related: 2027 Ford Bronco Will Get a New Engine, but Ford Isn’t Saying What

Although Ford determined that, strictly speaking, the fault was not serious enough to make the speedometers non-compliant with the stated requirements in Federal Motor Vehicle Safety Standard 101, “Controls and Displays,” it and the NHTSA agreed that inaccurate needles may not meet the intent of the standard; an accurate speed reading is not being provided as required, hence the recall. Basically, Ford could have gotten away with doing nothing, but Ford didn’t want to take the risk that somebody crashes because they were distracted by the irregular cluster or didn’t know how fast they were going.

What Affected F-Series Owners Can Expect

The recall remedy is a simple one: replace a module in the instrument cluster, not the entire cluster. Dealers are already aware of what to do, VINs are already searchable on nhtsa.gov, and owners will be informed of the recall via mail from October 26 to October 30, but the replacement part is only expected to be ready for installation into customer vehicles between December 7 and 11.

Slate Auto is taking a swing at affordable EVs by keeping things basic out of the box and letting buyers go wild with add-ons. The base truck starts at $24,950 and promises about 205 miles per charge. If you want something a bit more SUV-ish, the Squareback and Fastback versions are on the menu, both starting at $29,950.

Slate has already floated the idea of letting owners turn their pickups into SUVs after the fact. Now, thanks to a freshly published patent, we get a peek behind the curtain at how that might actually happen.

Submitted in April (Application No. 20260307578), the application was published last week and was first spotted by CarMoses. Titled Reconfigurable Vehicle, it describes a system that allows a vehicle to switch between passenger-carrying and cargo-hauling configurations without permanently altering its underlying structure.

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A Modular Body That Doesn’t Require Welding

Instead of hacking up the truck or breaking out the welder, Slate’s patent sketches out a frame with built-in spots for bolting on (or off) body panels and structural bits. Think bolts, screws, clamps – the kind of stuff you can actually undo if you change your mind.

The patent drawings show off a few possible looks: open-bed pickup, fully enclosed rear, and everything in between. Roof panels, side panels, rear glass – you can mix and match depending on your mood (or cargo).

One interesting detail is the setup for the rear seats. Instead of simply adding a bench in the back, the patent describes a hoop-shaped frame with pillars and a crossbar that bolts directly to the chassis. This gives the extra seats real support, not just a place in the cargo area.

The patent also tosses around ideas for different panel setups, cargo bed bits, and accessories. Of course, these are just concepts for now – what actually makes it to production is anyone’s guess.

Could Owners Really Convert Their Trucks at Home?

This whole idea fits right in with Slate’s love of customization. In theory, you could have one vehicle that hauls lumber one day and shuttles the family around the next – no need to buy two separate rides.

However, the patent does not say how long a conversion would take, if one person could do every step, or what tools and equipment would be needed. It would also be important to consider structural strength, proper fastening, and safe installation of the rear seats.

At the end of the day, this is just a patent, not a promise. There’s no guarantee every wild idea in the drawings will make it to the showroom. For now, it’s a fascinating glimpse at how Slate might pull off the pickup-to-SUV trick—but we’ll have to wait and see what actually rolls off the line.

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Earlier this year, Hyundai dropped a bombshell: it’s building a new midsize truck for the US. This is a tough playground, ruled by the Toyota Tacoma and stalked by the Ford Ranger, so Hyundai clearly isn’t afraid of a challenge.

Since then, Hyundai has gradually shared more details about its plans. The Boulder Concept made its debut at the 2026 New York International Auto Show. Although it appeared as an SUV (and quite a looker, really), it actually previews the strong new body-on-frame platform that will support Hyundai’s upcoming trucks.

This is a big pivot from the Santa Cruz, which is more about surfboards and city streets than mud and towing. Hyundai is clearly aiming for the real truck crowd this time – think durability, off-road chops, and actual utility.

What We Know So Far

Hyundai hasn’t slapped an official name on the new truck yet. ‘Boulder’ is just the concept’s badge for now, so we might see a totally different name when the production version rolls out.

The concept gives us a good sense of what to expect: a boxy shape, upright stance, flat panels, and a design meant for off-road use. The large 37-inch tires and bold accessories are just for the show version, so they likely won’t appear on the trucks sold at dealerships.

Of note, the images here aren’t official Hyundai shots. They’re just renderings based on the Boulder Concept’s wild looks, which could morph into a real dual-cab pickup with a bed.

Inside, Hyundai seems keen on making this truck just as comfy for the daily grind as it is for weekend getaways. According to a Hyundai executive, the Korean marque is borrowing a few tricks from the Santa Cruz playbook, such as better seats, smarter controls, and a cabin you won’t dread sitting in. That could make it a hit with families who want a truck but don’t want to give up comfort.

Powertrain and Timeline

Mum’s the word for engine options – at least for now. Hyundai could offer gasoline, hybrid, or even fully electric versions. A plug-in hybrid or range-extender might also be possible. However, do not rely on overseas rumors, as the US specifications are still unknown.

The new truck will ride on Hyundai’s fresh body-on-frame platform, a big step up from the Santa Cruz’s car-like unibody. Mark your calendars for 2029 – that’s when Hyundai plans to unleash its first North American body-on-frame model, with this pickup leading the charge. Building it in the US is on the table, too, with exports to follow.

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Final Thoughts

For what it’s worth, if Hyundai gets the basics right, it has a good chance to make an impact. The Tacoma and Ranger are well-established, so appearance alone is not enough. If Hyundai offers a comfortable back seat, practical controls, good fuel economy, and, perhaps most importantly, reasonable pricing, this new truck could stand out.

For now, the Boulder Concept shows that Hyundai is committed to building trucks, but it is not the final design. Many details are still unknown, but we are beginning to see the direction Hyundai wants to take.

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Rivian’s Early Access Self-Driving Beta Program Opens

This news, first noted by Autoguide, means Rivian has already been testing self-driving on various routes, but it wants owners to try the feature so they can point out any flaws or subtle irritations its development team might not have picked up on. Anybody with the refreshed R1T or R1S, or the new R2, can apply to the program so long as they have an active paid $2,500 Autonomy+ subscription, but Canadian owners and those with Gen 1 R1s are left out, at least for now. The program is also only kicking off in California and Florida to begin with, but other states will follow. Rivian’s head of autonomy and AI, James Philbin, says the automaker is aiming to launch publicly before the end of 2026, with a wider rollout in 2027. Meanwhile, Rivian CEO RJ Scaringe recently said true self-driving cars will be here before 2030 (though he previously said it would happen by 2026).

Related: Volkswagen Reportedly Pulls The Plug On €1.5 Billion Self-Driving Project

For the uninitiated, Point to Point takes Rivian’s Universal Hands-Free tech and wires it directly into the turn-by-turn navigation system, so instead of just keeping a vehicle in a lane without the driver’s hands on the wheel, it can follow an entire route as long as the driver keeps their eyes on the road. That means it’s a Level 2 system; while the Large Driving Model is a highly advanced, in-house-developed Rivian software system that interprets what the 360-degree sensor suite sees through its cameras, radars, and solid-state LiDAR, deciding how the EV should react, the driver still needs to be ready to take over and should always be prepared for the vehicle to make a mistake.

How Access to Rivian’s Self-Driving Beta Works

If you want a chance of being invited to try Point to Point out, the primary Rivian account holder can apply through the Autonomy Early Access tile on their Rivian.com account (secondary users won’t see it and therefore won’t be able to test the tech if they drive the vehicle under their profile). Rivian then evaluates how often the owner already uses Autonomy features and their recent safety record, which will include how often alerts like forward-collision warnings were triggered. If you are approved, you will be expected to meet certain weekly obligations, like using the preview features and issuing reports (logged on the touchscreen). Rivian will also want you to complete a monthly survey, and you must agree to share location and camera data under a non-disclosure agreement.

Rivian will reassess who stays in the program every 30 days, and if you’re dropped, it could happen without warning. Even if all this sounds good to you, you may not be approved or may be dropped after a short while if Rivian needs more variety in the models and regions testing Point to Point. As noted earlier, California and Florida will lead the testing, but depending on where the most interest is expressed, other states will follow, and owners need not reapply if they miss out on this first group.

2027 Ford Ranger 3.0L Could Make Raptor-Rivaling Torque

The new V6 comes with the 300A and 301A equipment groups and the Lariat’s 500A package, while the base XL sticks with the 2.3-liter EcoBoost four-cylinder, which is also the standard engine for the XLT and Lariat. In the 2027 F-150, the 3.0-liter engine replacing the 2.7 matches the outgoing mill (325 horsepower/400 lb-ft of torque), but in the 2027 Bronco, it makes up to 380 horsepower and 440 lb-ft of torque, up from 2026 2.7 V6 figures of 330 hp and 415 lb-ft. For the Ranger, which is built on the same T6 platform as the Bronco, the 2026 model’s 2.7-liter EcoBoost V6 makes 315 hp and 400 lb-ft, so a jump to 380 hp and 440 lb-ft could be too extreme. It would also mean that the Ranger XLT or Ranger Lariat would equal the 2026 Ranger Raptor in torque, which might be a little excessive. That said, Ford is making the regular Ranger a little more capable than before in other areas, too, along with offering new paint and wheel options.

2027 Ranger Getting New Wheels, Paint, and More

For the 2027 Ranger, Ford is replacing the black Ford Oval with a traditional Blue Oval badge and removing the 17-inch black-painted steel wheels. New to the lineup are 17-inch black-painted aluminum wheels as standard on the XL, with a slightly different design for the XLT. This trim also gets a black-painted front fascia and rear bumper, and a painted center grille bar. 18-inch machined aluminum wheels are standard on the Lariat, which now has a smoked satin center bar, and black wheels come with the Black Appearance Package. Alternatively, new 20-inch bright machined aluminum wheels can be had on the Lariat. The 301A option on the 2027 Ranger means power-adjustable and heated front seats and a power-sliding rear window, while the FX4 package adds an electronic locking rear differential, a steel bash plate and other underbody shields, off-road shocks, Mud/Ruts and Sand drive modes, Trail Control, and the option of new rocker rails with hoop-style steps. As for paint, Carbonized Gray and Velocity Blue have been dropped in favor of the new Neptune Blue.

Related: 2027 Ford Bronco Will Get a New Engine, but Ford Isn’t Saying What

Elsewhere, Ford has added a 12-inch center display and dual-zone climate control as standard on the base XL, and there’s now the option of front deluxe carpeted floor mats. A new Space Gray interior color has also been added, replacing the Sandstone interior scheme, and the package offering has been updated: the Chrome Accent Package, Advanced Towing Package, Technology Package, Advanced Towing Plus Technology Package, and Sport Appearance Package have all been deleted, replaced by the Bronze Appearance Package, Bronze Appearance Graphics Delete option, Black Appearance Graphics Delete option, and the Luxury Package. A 5G modem has also been added, and Ford Co-Pilot360 Assist 2.0 is now available. Since this order guide has appeared online, courtesy of autoevolution, we can expect pricing, performance, and availability to be made official in the coming weeks.

Engine Options

The Ford Ranger starts with a 270-hp 2.3-liter EcoBoost turbocharged four-cylinder engine paired with a 10-speed automatic transmission. For a bit more punch, there is also a 315-hp 2.7-liter V6, and the range-topping Ranger Ratpro gets a 405-hp 3.0-liter twin-turbo V6.

The Toyota Tacoma uses 2.4-liter turbo four-cylinder engine which delivers 228-hp in the base SR trim, but 278-hp in all other variants. Instead of offering a traditional V6 upgrade, Toyota has hybridized its 2.4-liter turbo engine which makes 326-hp combined with the electric motor and is available on the higher trims like the Limited and TRD.

The Tacoma edges out the Ranger in fuel economy, but the Ranger is the one to get if you want the most performance from your truck.

Payload And Towing Capabilities

If you are buying a truck, then you are most likely going to want to use it for hauling a boat, a trailer, or load it up with camping gear for a weekend away.

Here, the Ford Ranger takes a lead over the Tacoma. When properly equipped, the standard Ford Ranger boasts an impressive maximum towing capacity of 7,500 pounds versus the Tacoma’s 6,500 pounds. The base towing rating for both is 3,500 pounds.

In terms of payload capabilities, the Ranger can carry up to 1,767 lbs in its base SR trim, while the base Tacoma manages a max of 1,495 lbs, while the SR5 is rated at 1,605 lbs. Almost all Ranger trims can carry around 1,700 lbs, but you need to opt for a higher spec TRD or TRD Pro Tacoma to approach that figure.

Cab Configurations

Most trucks of this type are a do-it-all solution for owners, and cab configurations are a major consideration here. Ford has simplified the Ranger’s lineup by offering it exclusively in one configuration: a five-seat crew cab paired with a 5-foot bed.

While this is the most common setup for most truck buyers, Toyota recognizes that some buyers still want traditional truck versatility, so the Tacoma also comes in the two-door XtraCab, which seats two and has a 6-foot bed. The four-door Double Cab Tacoma also seats five and can be had in both 5-foot and 6-foot bed sizes.

This makes the Tacoma the default option for those wanting a tough work truck, while still offering a family-friendly variant if needed.

Pricing and Warranty

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While the base starting prices of both trucks are in the low $30,000 range, comparing similarly equipped models reveals a noticeable pricing gap. Because the base Tacoma is a two-seat extended cab, you have to step up a level to get the four-door Double Cab model.

When comparing four-door crew cab models with similar equipment, the Ford Ranger generally proves to be the cheaper option upfront and it offers a bit more interior tech for the money, making it feel like a better deal at first glance.

The Tacoma usually costs a bit more overall, but it does historically hold its resale value better long-term and holds an edge in long term reliability. Another aspect to consider is the warranty on offer.

Both trucks feature the industry-standard 3-year/36,000-mile basic and 5-year/60,000-mile powertrain warranties, however, Toyota includes two years or 25,000 miles of complimentary scheduled maintenance for all 2026 Tacomas.

Spec and Safety

Because the Tacoma is offered in a base workman-friendly two-seater SR trim, it comes less well specced than the equivalent base Ford Ranger XL, but it is also $1,000 cheaper. Both the Ranger and Tacoma can be specced with similar levels of tech and luxury features, but you do end up paying a bit more overall for the extras on the Tacoma.

However, all Tacoma trims come standard with adaptive cruise control, automatic emergency braking, and lane-keeping assist. The Ford Ranger also offers excellent safety features, but some advanced driver aids may require moving up to higher trims or adding packages. This

GM’s L87 V8 is known as one of the most problematic modern truck engines because of its many failures, recalls, and lawsuits. Now, Dave’s Auto Center is taking another look, searching for new evidence and a possible fix.

The engine builder thinks the real culprit might be a messy combo of crankshaft surface issues and the variable-displacement oil pump. To make things even messier, he’s just found damage to yet another part, which only adds to the mystery.

In the video, the aim is to find a solution for owners whose engines do not qualify for replacement under GM’s current diagnostic rules. The investigation is still in progress, and the suggested fix has not yet been tested.

A Damaged Lifter Could Be Part of the Problem

Cracking open the engine, the builder finds a bent pushrod, a lifter that’s seen better days, and a camshaft lobe that’s clearly been through the wringer. He figures the lifter spun a full 180 degrees in its guide, probably because the plastic retainers just couldn’t keep it in line.

This opens up a new theory beyond just crankshaft and oil pressure woes. That busted lifter could have scattered metal shrapnel through the engine, which might explain the damage on the number-one main bearing.

A handful of connecting-rod bearings are polished in all the wrong places, which the builder sees as proof of metal-on-metal contact. He thinks these scars back up his theory: the oil film that’s supposed to protect the bearings and crankshaft is vanishing when it’s needed most.

Still, the teardown can’t say for sure which came first – the oiling issues or the lifter carnage – or if either one explains every L87 meltdown.

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Could Higher Oil Pressure Help Prevent Failures?

The builder’s fix? Reprogram the variable oil pump so it keeps oil pressure up, even when the engine’s just loafing along or idling. Right now, the pump drops pressure to save fuel, but he thinks that move leaves the bearings exposed.

Testing is still underway, though. The plan is to run these modified engines on a dynamometer, then take them apart to check for bearing wear and metal debris. He is also considering whether stronger lifter retainers could prevent the damage found earlier.

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New GM V8 for New Buyers

If you’re eyeing a new Silverado 1500 or Sierra 1500, GM’s rolling out its sixth-gen small-block V8s for 2027. The fresh 5.7-liter L76 and 6.6-liter L78 promise more power and new designs, but cylinder deactivation is still along for the ride.

That makes the lifter issue worth watching, but it doesn’t mean the new engines will suffer the same fate as the L87. For now, the builder’s fix is still in the experimental stage, and owners will have to wait and see if it’s a real alternative to swapping the whole engine.

Recently, I had the opportunity to use a 2026 Toyota Tundra TRD Pro as my daily driver in Los Angeles. That’s the equivalent of driving a hippopotamus in a world of capybaras. It’s big, remarkably athletic and surprisingly comfortable. Toyota has refined this truck since my earliest encounters with the i-FORCE MAX powertrain, and the results are impressive. There are still things I would change, but this particular hippo has learned some excellent moves.

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Powertrain and performance

The TRD Pro comes standard with Toyota’s i-FORCE MAX hybrid system, combining a twin-turbocharged V6 with an electric motor positioned between the engine and ten-speed automatic transmission. The V6 displaces 3,445 cubic centimeters, commonly described as 3.4 liters, although Toyota has also marketed it as a 3.5-liter engine. Combined output is 437 horsepower and 583 pound-feet of torque.

That’s a lot of shove, and the electric motor helps provide immediate response while the turbos get to work. Put your foot down, and this substantial pickup moves with considerably more enthusiasm than its size suggests. It’s stupid fast for something that can carry your family, tow a trailer and transport enough landscaping material to ruin an entire weekend.

Maximum towing capacity is approximately 11,175 pounds, while maximum payload is around 1,600 pounds. The towing number is useful, but payload deserves attention. Passengers, cargo, accessories and trailer tongue weight all count toward that allowance. A powerful engine doesn’t give you permission to ignore the sticker on the doorjamb.

The 32.2-gallon fuel tank helps with driving range, although this is a performance-oriented full-size pickup rather than a Prius with a bed. Toyota lists fuel economy at 18 mpg city and 20 highway. I averaged closer to 17 mpg. Considering the truck’s size, tires and my occasional inability to leave the accelerator alone, that didn’t surprise me.

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Driving a TRD Pro through Los Angeles

What makes this truck compelling is its balance between ride comfort and body control. The TRD Pro has a 1.1-inch front suspension lift, so it doesn’t feel dramatically taller than a regular Tundra. Its 2.5-inch FOX internal-bypass shocks, including rear piggyback reservoirs, help absorb broken pavement and the everyday obstacles Los Angeles generously provides.

The 18-inch matte-black BBS forged-aluminum wheels look excellent, and the approximately 33-inch Falken Wildpeak all-terrain tires are a sensible choice. Personally, I would like 35s, partly for capability and partly because I apparently haven’t finished being twelve. Still, larger tires bring compromises, and the factory setup works well on the street.

The truck settles into a comfortable rhythm when you ease off the accelerator. It feels composed, handles its mass respectably and takes the sting out of rough roads. I still prefer the overall driving character of the Ram RHO, but the Toyota has become a more persuasive daily companion than I initially expected.

There is also some artificial engine sound in the mix. It gives the V6 a burly soundtrack, but I’m aware that some of the performance is coming from the speakers. I appreciate the enthusiasm. I just prefer my exhaust notes to come from the exhaust.

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Off-road hardware and the competition

The TRD Pro includes four-wheel drive, an electronically locking rear differential and dedicated trail technology, including Multi-Terrain Select and Crawl Control. The suspension and tires give it meaningful capability beyond the appearance package, even though my time with this particular truck focused on daily driving.

The Ford F-150 Raptor and Ram RHO are obvious vehicles to consider, but they aren’t its only rivals. Chevrolet’s Silverado ZR2 and GMC’s Sierra AT4X also belong in the conversation. Forced induction isn’t what defines an off-road pickup; the chassis, tires, traction systems and intended use matter considerably more.

Related: Ford’s $30,000 Fathom Electric Truck Is Taking Names, Not Orders

The Toyota doesn’t duplicate the long-travel, high-speed desert-running mission of a Raptor or RHO. Its appeal is the compromise: substantial off-road equipment combined with everyday comfort and conventional pickup usefulness. For buyers whose adventures involve trails rather than treating every weekend like a qualifying session, that makes sense.

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Exterior and interior design

My tester wore Wave Maker, the TRD Pro-exclusive blue offered across several Toyota models for 2026. It’s a fantastic color, and I suspect you could identify the truck from low Earth orbit. Against the Tundra’s squared-off bodywork, black trim and heritage-inspired TOYOTA grille, it gives this enormous pickup a surprisingly playful personality.

Inside, a 14-inch central touchscreen and 12.3-inch digital instrument cluster provide plenty of information. I’m still not entirely sold on Toyota’s multimedia interface, and I would prefer more physical shortcuts for certain functions. Fortunately, the large volume knob and substantial climate controls remain easy to operate.

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The integrated grille-mounted LED light bar has its own switch and operates with the high beams under the appropriate conditions. It’s useful equipment, although learning its operating requirements takes a moment. The rest of the cabin is generally straightforward, with comfortable seating and ample room for passengers.

Some people have complained about a firm spot in the seat cushion. My large American backside did not register a formal objection. That’s hardly a laboratory finding, but it counts for something.

Final thoughts

Toyota’s engine recalls remain relevant to any discussion of this generation’s Tundra. Certain earlier non-hybrid trucks have been recalled over machining debris that could cause bearing damage and engine failure. Toyota has described manufacturing changes and an improved bearing, but a pleasant week with a newer hybrid truck cannot establish long-term reliability. I can appreciate how this Tundra drives without declaring the entire issue ancient history.

Related: Rivian Vs. Tesla Safety: Crash Tests Reveal a Surprising Divide

The 2026 TRD Pro starts at $72,565 before delivery, taxes and extras. Add equipment and accessories, and the total can move toward or beyond $80,000. I wouldn’t call that cheap, and it doesn’t automatically undercut every rival. Still, the standard hybrid powertrain, suspension hardware and comfortable cabin make a credible case for the money.

Most owners will drive these trucks daily and venture off-road occasionally. For that balance, the Tundra TRD Pro is an excellent fit. I still miss the old V8, but this truck has made it considerably harder to complain about its replacement.

The hippo has won me over. Now I just need a parking space large enough to accommodate it.

Related: Toyota GR Corolla vs. Subaru WRX: Which Rally-Inspired AWD Machine Deserves Your Money?

The Tesla Cybertruck remains one of the most distinctive electric pickups on the market, pairing its angular stainless-steel body with strong performance, towing capability, and technology that makes a full-size truck easier to maneuver. For 2026, the lineup includes dual-motor all-wheel-drive models and the high-performance tri-motor Cyberbeast.

For shoppers who want to try the electric pickup without buying it outright, Tesla has two October lease offers listed on its website. The deals cover the Cybertruck Premium All-Wheel Drive and Cyberbeast, with estimated monthly payments starting at $1,129.

Tesla’s Lease Deals for October

Tesla’s October Cybertruck lease deals cater to drivers looking for either everyday capability or maximum performance. The due-at-delivery amounts include the $5,000 down payment, first month’s payment, and $695 acquisition fee. Taxes and other fees are excluded, so the final cost may vary by location.

These Tesla Cybertruck lease offers are estimates for well-qualified applicants and remain subject to credit approval and changing terms. Tesla has not specified an expiration date in the supplied offer details, so prospective lessees should confirm availability before ordering.

For comparison, the 2026 Cybertruck lineup starts at $72,235. The Premium AWD is listed at $87,235, while the Cyberbeast starts at $102,235. Leasing offers an alternative to paying the full purchase price, though mileage limits, insurance, and return fees should factor into the decision.

2026 Tesla Cybertruck Highlights

The Cybertruck’s powertrain options distinguish it from conventional electric pickups. Its dual-motor all-wheel-drive setup produces 593 horsepower, while the tri-motor Cyberbeast delivers 834 horsepower. Tesla’s performance model can accelerate from zero to 60 mph in a claimed 2.6 seconds.

Tesla estimates up to 325 miles of range for the all-wheel-drive models and 320 miles for the Cyberbeast. However, testing cited in the supplied source recorded 250 miles for the Cyberbeast, illustrating how real-world range can fall short of manufacturer estimates.

The Premium AWD and Cyberbeast feature adjustable air suspension and can tow up to 11,000 pounds. Steer-by-wire and rear-wheel steering also help make the large pickup easier to maneuver.

Inside, the minimalist cabin features an 18.5-inch central touchscreen, while higher trims add a 9.4-inch rear display. Apple CarPlay and Android Auto are not available. The truck also has a composite cargo bed, underfloor storage, and a stainless-steel exterior that requires particular care to keep fingerprints and surface marks under control.

Final Thoughts

Tesla Cybertruck leasing could suit drivers who want to experience the truck without committing to its full purchase price. The Premium AWD is the less expensive option, offering dual-motor power and 11,000 pounds of towing capacity. The Cyberbeast costs $310 more per month but delivers considerably stronger acceleration.

Before choosing a lease, shoppers should compare total payments against buying, consider their annual mileage, and account for insurance, taxes, and return charges. The advertised monthly payment is only part of the cost, but these Cybertruck lease deals provide another way to get behind the wheel.

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Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.

While new F-150 Lightnings haven’t been available for almost a year now, Ford’s electric pickup has actually become very popular in the used market.

Used F-150 Lightnings Are Selling for Half the Sticker Price Now

According to a Bloomberg report, used F-150 Lightning EVs are currently sold at up to 50% off, which represents a pretty good deal for many buyers who are in the market for a full-size electric truck.

“When Ford was selling it brand new, the math was complicated. But used, the Lightning is 50% to 60% of the sticker price and that is really a sweet spot; it’s an incredible truck for the money,” Jimmy Douglas, CEO of Plug, a wholesale EV dealer, told Bloomberg.

As it turns out, used F-150 Lightnings are selling like hotcakes, taking only 20 days on average to find a buyer—less than half the 44-day average for used vehicles in the United States. The increased demand has pushed the F-150 Lightning’s average transaction price up 4% to $50,000 since the start of the year, according to Edmunds.com.

Interestingly, the report notes that nearly a third of used Lightnings are being sold by dealerships that promote other brands. Generally, those stores would flip a used Ford to a Ford dealer, Douglas said, but many are choosing to list the vehicle directly to cash in on the strong demand for the Lightning.

Why Is the F-150 Lightning So Popular All Of A Sudden?

There are several causes for the Lightning’s newfound popularity with American truck buyers, and the main one is obviously the attractive pricing. On the used market, Lightning prices are comparable to those of gas-powered F-150s, making the electric version a no-brainer for many buyers.

Surging gas prices are also a big factor as a lot of buyers are looking to save on fuel costs by going electric. According to the EV Group, which sells pre-owned EVs nationwide from three dealerships, many customers buy Lightnings as their second truck, driving it during the weekly commute and then driving the gas model on weekends.

Then there’s the Lightning’s scarcity in the market, as the gas-powered F-150 used to outsell it by 9 to 1 when the electric version was available. It may look similar to the gas truck, but the F-150 Lightning certainly gets itself noticed in a sea of gas F-150 trucks.

As you probably know, Ford currently lacks an electric truck in the lineup, but is putting the finishing touches on an all-new midsize electric pickup named Fathom. Launching in 2027 (hopefully), the Fathom will start around $28,000 and Ford hopes to sell 100,000 units every year. For comparison, the F-150 Lightning sold 33,500 units in 2024, its best year on the market.

The third-generation Toyota Tundra arrived in 2021 with a 3.4-liter V35A twin-turbo V6, which has been subject to reliability issues currently being addressed through recalls. But aside from the safety campaigns filed with NHTSA, Toyota sent an email to an engine builder, Eric, who had torn down a failed V35A on his YouTube channel, I Do Cars, and attributed its failure to catastrophic bearing damage.

Toyota disputed that explanation, claiming the failure stemmed from an oil filter that was somehow loose or removed from the vehicle. That’s different from the common culprit identified in the recalls, which is machining debris left inside the engines during production. As such, the engine builder got hold of another failed engine of the full-size truck to get to the bottom of it.

Third Time’s The Charm?

This particular example was a replacement engine manufactured on September 20, 2025, for a 2023 Toyota Tundra. It was estimated to have accumulated between 12,000 and 15,000 miles, fewer than the previous engine, which suffered a catastrophic bearing failure.

What set this latest engine apart was that the crankshaft turned easily during the manual rotation test, suggesting it hadn’t suffered a catastrophic bearing failure. But as the teardown progressed, Eric found crusty deposits in the cooling system. The head gasket was also breached, potentially allowing combustion gases to enter and pressurize the cooling system. The cylinder heads showed signs of severe overheating, including warping.

After inspecting the oil filter and oil pan, Eric found no large metal debris that could explain a catastrophic bearing failure. The main and rod bearings, however, showed uneven wear, although they weren’t destroyed like those in the previous V35A engines he had torn down.

A Hot Mess

While severe overheating was evident, it’s unclear exactly what caused it. Eric offered a few possibilities, including assembly issues or external factors, such as the engine being left running after an accident. That said, some measures to help avoid overheating include following proper maintenance schedules, maintaining coolant levels, and avoiding prolonged heavy engine loads without adequate cooling.

This replacement engine may not have suffered from the machining debris problem Toyota is addressing through recalls, but it gives Eric another opportunity to investigate the V35A’s reliability issues. He said the engine offers a narrow window for inspection before catastrophic bearing damage occurs. With plans to send components and oil samples for further analysis, his investigation into the Toyota engine isn’t over.

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Meet the Ford Fathom, the brand’s much-hyped electric pickup that starts at $28,350 – or $29,945 once you factor in destination fees. For anyone tired of electric trucks with eye-watering price tags (looking at you, Rivian R1T and Tesla Cybertruck), the Fathom is Ford’s pitch to folks who want pickup practicality without emptying their wallets.

But here’s the catch: you can’t actually preorder one until early 2027. For now, Ford’s offering up an online interest form – drop your info, and maybe you’ll get an invite to preorder, plus the occasional update about the truck. Just to be clear, signing up doesn’t lock in your order or guarantee you a truck. It’s basically Ford’s way of keeping you in the loop until they’re ready to actually take your money.

What to Expect From the Fathom

The Fathom is the first Ford to ride on the company’s new Universal Electric Vehicle platform, which is supposed to make EVs cheaper by rethinking how they’re built from the ground up.

Ford’s keeping most of the specs under wraps for now, and there’s still no word on the official EPA range. That starting price? It’s for the standard-range battery, but we’ll have to wait for the full details as launch gets closer.

Tech is front and center here. Every Fathom should come ready for Ford’s next-gen BlueCruise system, letting you go hands-free on certain highways – assuming you’ve got the right conditions and the feature switched on.

You’ll also get Apple CarPlay, Android Auto, Apple Maps navigation, and a digital key. Plus, the Fathom can send power out to compatible gear, so you can run tools or gadgets straight from the truck.

Of note, the rendering atop this page is not an official Ford Fathom photo. It’s meant to visualize the upcoming electric truck.

Other Details

The price and tech might sound great, but the production timeline is still up in the air. Even Ford CEO Jim Farley admits it’ll be a challenge to get the Universal EV platform rolling at scale, on budget, and on time.

So, the 2027 launch date? Consider it a maybe. Ford’s also juggling new suppliers as it builds out the supply chain, which only adds to the complexity. For now, if you’re interested, you can head to Ford’s Fathom site and fill out the Get Info form for updates and a shot at a preorder invite. Still no word on final range numbers or the full spec sheet, though.

Inside the cabin, the 2027 model resolves a widely noted equipment omission. Chevrolet will finally introduce a necessary comfort feature by adding a power-adjustable front passenger seat. This functional addition improves interior ergonomics for longer journeys and aligns the Colorado’s base equipment list with current consumer expectations for the segment.

The Desert Boss is Back

According to a recent report by GM Authority, the 2027 Chevy Colorado will officially resurrect the Desert Boss Special Edition package as a dealer-installed LPO option for the ZR2 trim. This returning special edition was last seen during a brief 2023 production run before mysteriously vanishing. The new package transforms the standard ZR2 into an absolute dune-bashing weapon right off the showroom floor.

We reached out to GM to confirm whether the Desert Boss Special Edition package has returned to the Chevy Colorado lineup. We’ll update this story once we hear back.

The Desert Boss equipment list is a hardcore off-roader’s dream, featuring an aggressive Off-Road Front Bumper Package a specialized Off Road Lighting Package to illuminate pitch-black trails. Most significantly, it brings Multimatic Jounce Control Dampers, previously reserved for the extreme ZR2 Bison, to the standard ZR2, vastly improving high-speed desert-running capability. The truck commands attention with Tech Bronze Recovery Hooks, a unique Front Fender Decal Package, and premium Door Sill Plates.

Because this is a highly exclusive configuration, Chevrolet restricts the Desert Boss package solely to the standard ZR2, meaning buyers cannot combine it with the ZR2 Bison or Midnight editions. Under the hood, the entire Colorado lineup benefits from a heavily revised turbocharged powertrain churning out a staggering 350 horsepower and 450 pound-feet of torque. This powerplant complements the Desert Boss’s suspension upgrades, providing the low-end grunt needed to tackle deep sand and steep inclines.

No Soft-Roader Here

The modern midsize segment has grown dangerously crowded with overpriced, over-styled soft-roaders that cosplay as Baja-beating trucks. By offering factory-backed armor and elite damper technology, Chevrolet gives purists exactly what they crave without forcing them into an aftermarket guessing game.

More importantly, bumping the four-cylinder powertrain to 350 horses proves GM is actually listening to power-hungry truck enthusiasts. You can add all the expensive bumper winches and suspension lift kits in the world, but if you lack the low-end torque to pull yourself out of a deep mud rut, you are just driving a heavy paperweight. This 2027 revamp puts the Colorado in firm contention to be the king of the dirt hill.

Truck owners usually worry about potholes or tailgaters, not their own bodywork flying off mid-drive. But that’s exactly what’s landed the GMC Sierra 1500 in the federal hot seat.

The National Highway Traffic Safety Administration (NHTSA) launched a recall inquiry after 118 owners complained that their trucks’ upper grille deflectors came loose while driving. The probe covers 2022 to 2024 GMC Sierra 1500s – about 535,639 trucks in all.

Needless to say, a rogue grille piece isn’t just a bad look; it could ding up your ride or become a flying hazard for everyone else on the road.

What the Complaints Say

The NHTSA’s Office of Defects Investigation says some owners watched their upper grille deflector take flight while driving. In a few cases, it even cracked a windshield, and other drivers had to swerve to avoid the airborne debris.

Out of those 118 complaints, 21 came from owners whose trucks supposedly lost their grille deflector even after getting the so-called fix from Recall 25V-060.

General Motors submitted that earlier recall in February of this year, addressing upper grille deflector detachment on certain 2022 GMC Sierra 1500 trucks equipped with a chrome grille deflector. But that recall skipped over 2022 models without the chrome bit and all 2023–2024 Sierras. Now, investigators are double-checking if the original fix was enough – or if it left too many trucks out in the cold.

So far, there are no reports of crashes, fires, injuries, or worse. The complaints are still under the microscope, and NHTSA hasn’t pulled the trigger on a new recall yet.

What Happens Next?

NHTSA’s latest recall query is all about figuring out if GM’s first fix actually did the job, or if more trucks should have been on the list. Right now, not every Sierra in the bunch is confirmed to have the issue, and a fresh recall isn’t a sure thing – at least, not yet.

Still, those 21 complaints from trucks supposedly fixed last time around give investigators a solid reason to question if the remedy actually worked.

If the agency decides the original recall was too narrow or the fix didn’t stick, GM might have to go back to the drawing board. For now, the investigation is just sizing up the complaints and the recall’s reach.

We’ve reached out to GM for a statement about this issue. We’ll update this story once we receive a response.

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Amid ongoing quality concerns, Ford has faced not only repeated recalls but also lawsuits. One of its recent legal battles involves an alleged fuel pump defect in Power Stroke diesel engines, with a judge granting class-action status to the lawsuit on September 30, 2026.

This means that the lawsuit, Droesser et al. v. Ford Motor Company, originally filed in 2019, will proceed as a class action on behalf of qualifying truck owners in five U.S. states: California, Louisiana, Ohio, Pennsylvania, and South Carolina. It involves Ford trucks from 2011 through 2023 model years equipped with the 6.7-liter Power Stroke turbodiesel V8 engine. Plaintiffs allege that the automaker knew the high-pressure fuel pumps were unsuitable for diesel fuel sold in the U.S. but continued selling the affected trucks anyway.

A Pumping Nightmare

Compared to diesel fuel sold in Europe, diesel fuel sold in the U.S. generally has lower lubricity. Therefore, the plaintiffs argue that the high-pressure fuel pumps, which are Bosch CP4 units, can experience insufficient lubrication, leading to excessive friction and metal wear. This could allegedly produce metal shavings that contaminate the fuel system and lead to engine failure.

According to court documents, such a failure could cost owners upwards of $9,000 in repairs. Plaintiffs also claimed that the alleged defect reduced the value of the affected trucks.

In response, Ford argued that pump failures can result from improper maintenance, driver error, or contaminated fuel, such as using fuel additives containing contaminants, rather than an inherent design flaw. The Blue Oval brand also claimed that design improvements across four versions of the CP4 fuel pump have reduced failure rates, while plaintiffs maintain that all versions retain the same allegedly defective design.

Ford issued a related high-pressure fuel pump recall in 2024 under NHTSA campaign number 24V957, affecting nearly 300,000 Power Stroke-equipped trucks due to potential biodiesel deposits. While the recall does not directly address the design flaws alleged by the plaintiffs, it shows that CP4 pump problems aren’t new for the automaker.

Not an Isolated Incident

Even Ford’s main rivals, General Motors and Ram, have dealt with Bosch CP4 fuel pump problems. GM reached a $50 million settlement over allegedly defective CP4 pumps in certain Duramax-powered trucks, while Ram issued a recall in 2021 affecting about 222,000 Cummins-equipped trucks over potential pump failures that could introduce debris into the fuel system and cause a loss of motive power.

As for Ford, the Droesser et al. v. Ford Motor Company case could bring renewed scrutiny to its diesel-powered lineup, although a trial date has yet to be confirmed. It doesn’t involve F-150 models, as the diesel versions, discontinued after the 2021 model year, were powered by a smaller 3.0-liter Power Stroke V6.

The Ford F-150 is important not only to the brand’s lineup but also to the U.S. market, as it is one of the country’s best-selling vehicles, alongside the Chevrolet Silverado and Toyota RAV4. Ford produces the full-size pickup truck at two plants: the Dearborn Truck Plant in Michigan and the Kansas City Assembly Plant in Missouri, where it shares the manufacturing complex with the Transit.

A walkthrough of the Dearborn Truck Plant by FRAME offers a look at the F-150’s production process from start to finish. The facility is situated within the Ford Rouge Complex, which dates back to 1917 and houses the Rouge Electric Vehicle Center (REVC), where the now-discontinued all-electric F-150 Lightning was built. Unlike the Kansas City Assembly Plant, the Michigan-based facility also builds the nameplate’s most performance-oriented version, the F-150 Raptor.

All Hands on Deck

According to Ford, as of June 2026, the Dearborn Truck Plant employs nearly 5,000 workers, who can be seen assisting in building the trucks rather than leaving all the work to automated robots, including during body-in-white assembly. The footage also shows workers installing electronic components into a transmission housing and assembling a transmission control unit in a clean-room environment.

Unlike at many assembly plants, including BMW’s South Carolina factory, where the body and chassis are joined before the wheels are installed, Dearborn suspends the chassis from an overhead chain conveyor, allowing workers to install the wheels before the body and chassis are joined in a process known as “marriage.”

At the end of the assembly line, the F-150s are tested on a dynamometer to verify components such as the engine, transmission, and drivetrain before being driven to an inspection area.

The Pickup Race Never Sleeps

Last year, Ford produced 537,030 F-150 units in the U.S., along with 380,126 Super Duty units, which were instead assembled in Kentucky and Ohio. Super Duty production is also expanding to the Oakville Assembly Complex in Ontario, Canada. It will be interesting to see how F-150 production fares this year following a supplier problem that temporarily shut down the Dearborn plant in September, alongside broader market trends in which smaller, more efficient cars, including sedans and hybrids, are seeing sales growth amid high fuel prices.

For the 2027 model year, the Blue Oval brand has updated the F-150 with a revised engine lineup, more affordable Tremor and Raptor configurations, and hands-free towing capability through BlueCruise. It is also introducing a new Carhartt package for the XLT, giving the truck workwear-inspired styling aimed at buyers who want a pickup suited for both work and everyday life.

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Honda’s only pickup right now is the Ridgeline, which isn’t a traditional truck. Unlike most pickups that use a ladder-frame design, the Ridgeline has a unibody platform. It’s not primarily designed for heavy-duty hauling or off-road challenges like body-on-frame trucks, though Honda really wants to blur that line.

But that could be about to change. If the latest whispers from Japan are true, Honda is gearing up to jump into the ladder-frame midsize truck ring, and Mitsubishi might just be handing them the keys. This could finally give Honda a shot at markets where old-school pickups still rule the roads.

A Tougher Honda Truck

According to Nikkei Asia, Honda plans to introduce a rebadged version of the Mitsubishi Triton from 2028. The truck is reportedly intended for Southeast Asia and other markets, allowing Honda to expand its lineup without having to develop an entirely new pickup from the ground up.

The Triton is already well known in the midsize truck market, making it a logical starting point for Honda. By using Mitsubishi’s existing design, Honda can avoid the high costs of developing a new ladder-frame truck and instead focus on adding its own features.

A Rebadged Triton Could Keep Development Costs Down

If this deal goes through, Honda finally gets a ticket to the midsize truck showdown in Southeast Asia. Right now, the Toyota Hilux, Ford Ranger, and Mitsubishi Triton are the big names for folks who want a truck that can handle both the daily grind and the tough stuff.

By piggybacking on an existing platform, Honda can keep costs in check and reach more buyers. The big question is: how will Honda’s version stand out from Mitsubishi’s? So far, there’s no word on what it’ll look like, what’s under the hood, or how much it’ll cost.

The report also comes as Honda looks for ways to strengthen its global business amid declining sales in China. Expanding its lineup in other markets could provide another avenue for growth without requiring the substantial investment associated with developing a completely new vehicle.

Of course, nothing’s official yet. Honda and Mitsubishi are keeping their lips sealed when pressed for comments, and we still don’t know what the truck will be called or exactly where it’ll show up.

Honda Won’t Be the First to Put Another Badge on a Triton

If this all pans out, Honda won’t be the first to play the badge game with the Triton. Nissan’s already doing it with the Navara in Australia and New Zealand.

The badge swapping goes both ways, too. Mitsubishi’s eyeing a comeback in the US pickup scene, this time with a truck borrowed from Nissan. It’s a shortcut to get back in the game without building a new truck from scratch.

All of this badge engineering shows that Honda, Mitsubishi, and Nissan are still collaborating, even after their major merger plans ended in 2025. If Honda actually goes through with this Triton-based truck, it’ll be a big step beyond the comfy unibody Ridgeline. More importantly, it could finally give Honda a real shot in the world of tough, ladder-frame pickups – where old-school bones still matter.

The suspension lift kit, which reportedly raised the height of a Ford F-150 truck by six inches, is at the center of a wrongful death lawsuit following a crash that killed a man in Georgia.

The F-150’s Suspension Lift Kit Upgrade Is Blamed for the Fatality

According to Repairer Driven News citing from the suit, Charles Holloway Jr. was killed when the driver of the lifted Ford F-150, Scott Douglas Kneiss, crossed the center line in the morning of January 8 and struck Holloway’s Toyota Tundra head-on. The lawsuit alleges that under normal circumstances, Holloway would have survived, but the suspension lift kit made the F-150 climb onto the Toyota’s passenger cabin.

The lifted Ford F-150 overrode and bypassed the Toyota Tundra’s engineered crash protection systems and entered the occupant compartment and driver survival space of the Toyota Tundra. The lift kit caused catastrophic intrusion into the occupant survival space of the Toyota Tundra.

The victim’s wife, Lolita Holloway, filed the lawsuit in the Georgia State Court of Gwinnet County in September. Defendants in the case include the F-150 driver, the dealer that sold the truck, the business that installed the suspension lift kit, and the manufacturer of the aftermarket equipment.

The court filing states that the aftermarket lift kit “raised the ride height, suspension geometry, frame rails, and crash structures of the Ford F-150 well above OEM factory specifications and crash compatibility zones.”

As a result, when the two vehicles collided head on, “the elevated frame rails and crash structures of the Ford F-150 bypassed the structural frame rails, crash-energy management systems, and occupant protection structures of the Toyota Tundra.”

It Is Illegal in Georgia to Lift or Lower a Vehicle’s Suspension by More Than Two Inches

Also according to the document, the lift kit and modified suspension interfered with and degraded the F-150’s crash avoidance, collision mitigation and warning systems. This is said to have prevented the systems from operating as designed and from avoiding or mitigating the collision with the Toyota.

The filing claims that Courtesy Ford dealership, GRJ Offroad, Sport Truck, Fox Factory (Sport Truck’s holding corporation) and RealTruck “caused and enhanced the fatal occupant intrusion and fatal injuries by designing, manufacturing, marketing, distributing, installing, integrating, promoting, and selling” the lift kit.

The reasoning behind this is that the defendants knew or should have known that raising the suspension geometry, frame rails, and ride height above factory specifications and OEM engineered crash compatibility zones would create a danger to occupants of the other passenger vehicles operating on public roads.

According to Georgia law, it is unlawful to alter the suspension system of any private passenger motor vehicle which may be operated on any public street or highway more than two inches above or below the factory recommendation for any vehicle, the court documents point out. The purpose of the law is to protect the public from dangers associated with vehicles that have been modified in ways that affect their handling, stability and crash compatibility.

It goes without saying that this case is one to follow as its verdict could set a precedent for other similar lawsuits in the future.

The Ford F-150 is America’s most popular pickup, and it has been so for decades. Apart from offering lots of choices, it also has a strong reputation as a workhorse. Meanwhile, the Toyota Tundra stands out for people who want a full-size truck with the automaker’s well-known reliability.

But when you look at 5-year depreciation between the two, there is a big difference. The 2026 iSeeCars study found the Toyota Tundra loses just 21.2% of its value after five years. The F-150 drops low at 37.9%. That’s a significant gap.

That puts the Tundra near the top of the pickup food chain, second only to its little brother, the Tacoma. The F-150 limps in at 10th place. Of course, that doesn’t mean the Tundra is the perfect truck for everyone. The F-150 still wins on sheer variety and engine choices. But if resale value is your north star, the Toyota makes a pretty convincing case.

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The Numbers

Based on the iSeeCars study, the Tundra’s depreciation rate is much lower than the F-150’s and is also well below the truck segment’s 34.2% average.

Do the math, and the Toyota comes out ahead by $5,395 compared to the F-150. Translation: the Tundra keeps more of your hard-earned cash in your pocket.

Of course, these numbers do not predict the future for every truck, but they show the financial advantage of owning a vehicle that keeps its value.

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Toyota Tundra vs Ford F-150: Major Differences

The F-150 stands out for its many options. Depending on the year, you can choose from several engines, cab and bed combinations, and trims that range from basic work trucks to luxury or off-road models. Gas and hybrid powertrains are also available.

The latest Tundra replaced the V8 engine with a twin-turbo 3.4-liter V6, and there is also a hybrid i-FORCE MAX version for more power and efficiency. Toyota made these changes to improve performance and fuel economy.

Both trucks can haul and tow with the best of them, but the numbers jump around depending on which version you pick. So, check the fine print for the exact model you’re eyeing instead of just chasing the headline figures.

If you want to build your truck exactly your way, the F-150 is your playground. If keeping your investment safe from the depreciation monster is your thing, the Tundra’s got your back.

Toyota Tundra vs Ford F-150: The Reliability Factor

Toyota’s rep for durability is legendary, and that definitely helps used Tundras fetch top dollar. But let’s be real: no badge can promise a drama-free ride every single year or with every engine.

The new Tundra’s turbo V6 and hybrid setup are a big shift from the old-school V8s. As for the F-150, reliability is a mixed bag depending on the year, engine, and how it’s been treated.

The iSeeCars study is all about depreciation, not reliability. If you’re shopping used, do your homework: check service records, look up recalls, and get a mechanic to give it a once-over.

Why the Toyota Tundra Holds Its Value Better

Toyota’s strong brand and steady demand probably help the Tundra hold its value, even if the study doesn’t spell out exactly why.

Trucks have another ace up their sleeve: they’re just plain useful. Towing, hauling, and off-road chops still matter to secondhand buyers, which is why pickups hang onto their value better than most cars.

Toyota’s loyal fanbase and reputation only boost demand for used Tundras. But don’t forget: price, mileage, condition, and your local market still play a big role in what you’ll actually pay (or get back) in the end.

Trucks vs Other Segments

The Tundra’s strong showing is part of a bigger story. According to iSeeCars, trucks had the lowest average five-year depreciation of any major vehicle segment in 2026, even lower than hybrids.

Bottom line: the used market still loves a good truck. Meanwhile, electric vehicles took the biggest depreciation hit, losing over half their value in five years.

So if you’re torn between the Tundra and F-150, here’s the takeaway: the Ford gives you endless choices, but the Toyota wins big when it comes to holding its value. If you plan to sell or trade your truck down the road, the Tundra’s lower depreciation could mean more money in your pocket.

The Methodology

The iSeeCars study considered more than 950,000 five-year-old used vehicles sold between March 2025 and February 2026. Researchers compared original manufacturer’s suggested retail prices with used-car asking prices to estimate depreciation, adjusting MSRPs for inflation using US Bureau of Labor Statistics data.

The study excluded heavy-duty trucks, vans, discontinued models, and low-volume vehicles. These figures represent averages rather than guaranteed resale values. Mileage, condition, maintenance history, equipment, and local demand can all affect how much an individual truck is worth after five years.

The study also measures depreciation rather than directly establishing reliability or explaining why a particular model retains its value.

A week around Vancouver, B.C., gave me the perspective I needed. Between negotiating city parking, following the Sea-to-Sky Highway’s sweeping bends, and heading its bright red recovery hooks toward rugged terrain near Squamish, the GMC developed a considerably entertaining personality without sacrificing too much functionality in the process. While the Toyota Tundra TRD Off-Road I recently tested felt more like a sensible, adventure-capable family pickup, the Sierra felt closer to an enormous, more emotional muscle truck: still spacious and comfortable enough for everyday use, but best enjoyed when its V8 can sing at full volume. Its luxury features made that experience easier to live with, but the engine itself is what made the whole truck worth remembering.

Canadian total includes destination and the listed maximum dealer fee; U.S. MSRP excludes destination and options.

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Powertrain & Driving Experience — 9.2/10: A V8 Worth Making Excuses For, And Handling To Match

The optional 6.2-liter V8 brings the AT4 to life in a way that feels seriously unapologetic. Its 420 horsepower and 460 lb-ft produce a brutish response that makes a truck this hefty feel surprisingly eager to move, while the lack of turbochargers removes the boost lag that can intrude upon the experience in some rivals. Around town, it has ample shove without ever needing to be worked especially hard. Ask for a bit more, and the character changes dramatically. The acceleration itself is satisfying, but the combination of response and sound kept my right foot on the gas. I could hear and feel much of the same character that draws me to a Camaro or Corvette, just expressed through a much taller, heavier vehicle.

Sport mode makes this truck’s performance car connection especially clear. The active exhaust becomes more expressive, and dropping a gear really lets the engine strut its vocal tune. Every tunnel and overpass prompted an obligatory stomp on the throttle, just to hear it roar some more. My tester’s window sticker also included an additional C$575 dealer-installed “exhaust calibration,” on top of the C$455 active exhaust system, so the EcoTec3 under its hood must have really been making the most of its sizable lungs. That temptation helped me average about 15 mpg with a mix of city and highway driving. It is undoubtedly thirsty, despite the word “Eco” in its engine name, but paying for fuel felt a little less irritating when I could at least tie the expense to something I was enjoying thoroughly. Someone seeking better economy should probably approach the AT4 with different priorities, perhaps by considering the standard Duramax diesel instead.

Thankfully, and despite its pickup truck roots, the Sierra AT4 is no mere straight-line pony, and its chassis supplied another pleasant surprise. Normal mode provided a sensible everyday setting, and the ride stayed agreeable on pavement and the moderate trails I explored, but Sport mode made the overall driving experience feel more tightly controlled, especially through the Sea-to-Sky’s long curves and tighter bends, whereas Off-Road mode made the controls and steering feel more relaxed on rougher trails. The AT4’s Rancho shocks are conventional, not electronically adaptive, so the drive modes change how the truck responds through its control settings; they don’t soften or stiffen the suspension at the twist of a dial. From behind the wheel, each setting suited different environments appropriately, and the truck’s ride and handling felt incredibly controlled in every situation.

The trails around Squamish, British Columbia, were only just moderately challenging, not an attempt to push the truck to its absolute limits. Its lift, all-terrain tires, and substantial presence inspired confidence, and it felt more than capable of muscling through the terrain I encountered. Skid plates, an automatic locking rear differential, and a two-speed transfer case support its trail ambitions. Owners seeking more specialized hardware can look to the AT4X, with its Multimatic dampers and electronic locking differentials. In the city, however, the AT4’s limitations were easier to spot. On an open road, the Sierra was surprisingly straightforward and rewarding to drive, but in tight parking lots and alleyways, it felt noticeably more cumbersome than the Tundra and even the Ram 1500. On a good highway, its personality shrinks around you; on a tight city street, its mass reasserts itself.

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Technology & Infotainment — 8.7/10: Useful Buttons, Dependable CarPlay

The cabin’s technology was refreshingly straightforward. Wireless Apple CarPlay connected and functioned consistently throughout my test, without the glitches that can turn a supposedly convenient feature into yet another thing to troubleshoot. GMC pairs its 13.4-inch touchscreen with a 12.3-inch digital instrument display, but it still keeps plenty of physical buttons, which matter far more to me than screen size. The Ram 1500, for example, replaces most of these buttons with one huge vertical screen, which might look good in photos but is far less intuitive on the go. Adjusting interior features remained simple, and familiar controls stayed easy to access without scrolling through submenus for basic functions.

My truck’s Technology Package added a 15-inch head-up display, a rear camera mirror, and a bed-view camera. Its equipment also included HD Surround Vision, parking assistance, and adaptive cruise control. Together, these features created a seamless, modern experience, but for me, the Sierra’s strongest tech selling point was its dependable phone integration and straightforward controls. The drive modes also earned their place through changes I could feel, and the heated and ventilated seats also provided useful temperature adjustment. GMC has supplied plenty of equipment, but the everyday success comes from how cohesively the basics still fit into the truck.

Exterior Design — 8.4/10: Still Mean, Suddenly Made A Bit Familiar

The AT4 looks properly mean. Its lifted stance, chunky tires, red recovery hooks, and red detailing give it the rugged identity the badge promises. My Sterling Metallic tester’s 20-inch wheels and black badging complemented that look without needing an especially flamboyant paint color to draw attention. I felt like the king of the world driving it in town and out in the country, and I especially enjoyed being the target of discontented cyclist leers. The truck looks like it doesn’t care whether you like it or not, and the V8 backs up that look with real muscle and a genuine lack of concern for fuel economy.

Its age is nevertheless becoming apparent. GMC has unveiled the redesigned 2027 Sierra, and I think the new truck looks fantastic, but seeing the replacement may itself have made this one feel more familiar and dated than it otherwise would. The outgoing shape is still attractive, but buyers now have a clear picture of what comes next, creating an interesting distinction between desirability and freshness. I still enjoyed the 2026 AT4’s presence throughout my test, even though I prefer the direction GMC has taken with its successor.

Interior & Comfort — 8.2/10: Spaciously Secretive

The Sierra’s cabin was generally quite comfortable, although the front seats felt a little stiff on longer drives. Heating and ventilation helped regulate temperature, but those features couldn’t quite make the underlying cushions as soft as I would want for repeated long-distance journeys. Space, though, is a much stronger argument. The Crew Cab is incredibly roomy, with 43.4 inches of rear legroom, making it feel like a truck that can carry people as easily as equipment. The Jet Black interior, with Kalahari accents and perforated leather seating surfaces, adds a welcome upscale touch without making the AT4 feel delicate.

The rear seatbacks include discreet storage compartments that seem suspiciously well concealed, almost as if they were designed especially for smugglers. For owners with more conventional cargo, they offer another clever place to tuck away smaller items inside an already spacious cabin. I also enjoyed the power-sliding rear window, which adds another route for fresh air and reduces buffeting when the windows are down, though Toyota’s fully retractable Tundra rear glass is still preferable. Once you’ve experienced the entire window disappearing, a smaller opening feels like a compromise.

The short box provides 62.9 cubic feet of cargo volume, with a spray-on liner, cargo lighting, and a 120-volt outlet. My tester also had a folding hard tonneau cover. The clever MultiPro tailgate is a particular highlight, with a separate inner panel that turns the tailgate into a wide step for easier access to the bed, a work surface, or a load stop for long items. These functions address the difficulty of accessing and arranging cargo in a tall pickup, giving the truck useful versatility beyond simply leaving the tailgate down. With cabin storage and generous passenger space, that equipment gives the AT4 a convincing practical foundation. Its luxury streak shows in the comfort features and convenient controls, even if the seats can feel a bit stiff on longer drives, but its efficient use of space is what truly defines the cabin.

Value — 8.0/10: Paying For Size And Character

The U.S. AT4 starts at $68,300 before destination and options. My Canadian test vehicle had a C$100,383 sticker price, including the listed maximum dealer fee. Those figures reflect different markets and configurations, but regardless of where you live, this is an undoubtedly substantial purchase. My truck’s options included the V8, AT4 Premium and Technology packages, a sunroof, tonneau cover, black badging, and exhaust equipment. Some additions improve convenience; others largely enhance the ownership experience, so buyers should decide which of those benefits they will actually appreciate.

For me, the 6.2-liter engine is the most persuasive reason to choose this specification if you want a pickup truck experience that really leans into the bit, but its thirst should still factor into the calculation. The AT4 makes its strongest case when a buyer values the complete combination: substantial capability, generous space, comfort features, and a V8 that makes the journey exhilarating. Buying it primarily as a sensible transportation appliance would leave much of its appeal unused.

Overall Verdict — 8.5/10: Muscle With Some Manners

If I were to seriously recommend the Sierra AT4 to someone in the market for a pickup truck, it would have to be someone who already understands what owning a large V8 pickup involves; someone who’s lived it. They ought to think muscle cars are cool, not tacky and rudimentary. They must happily swallow the fuel bills and have enough patience to turn a three-point maneuver into a five-point one when the surroundings require. For a softer, more refined take on the full-size pickup, the Tundra, or even a Ram 1500 Hurricane, better suits more utilitarian priorities. And I would place the HEMI-powered Ram somewhere between those approaches and the GMC’s more boisterous character.

The Sierra is most compelling if you deeply believe the roar of a naturally aspirated V8, chunky all-terrain tires, and a lifted suspension are central to worthwhile pickup truck ownership. And I don’t believe there’s anything wrong with that outlook—it’s a recipe that’s worked quite well for quite a long time, and if it ain’t broke, why fix it? Its cabin is spacious enough for everyday life, its trail performance is convincing, and its road manners deliver far more enjoyment than I expected. The next-gen Sierra’s styling and even larger V8 appeal to me more, and I would welcome softer seats and easier parking, but the 2026 AT4 puts those compromises into perspective. It made the fuel bill tolerable through sheer emotional fulfillment, made long, twisty highways feel easy and fun, and is about as practical and roomy as a vehicle can get. Plus, it’s uncomplicated, robust, and easy on the eyes. Perhaps rather unsurprisingly, the GMC Sierra still feels like a winner.

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What The Money Buys

Beyond the standard Super Duty truck, the hardware list is mostly visual, with some chassis work. Roush fits 35-inch General Grabber A/TX tires on new 20-inch gloss-black wheels, plus a Roush Performance Suspension System, slotted brake rotors front and rear, and a shortened front air dam for better clearance off-road. Outside, there’s an illuminated gloss-black grille, color-matched fender flares with integrated lighting, and graphics with optional silver or red accents. Inside are carbon-fiber trim, Roush floor liners, and a serialized console badge. Roush also lists a performance exhaust, which Ford Authority says is for Power Stroke diesel models.

What It Leaves Out

There is a significant lack of information regarding horsepower or torque gains, and Roush hasn’t published approach-angle or ground-clearance figures. That is interesting to note because the 2027 Super Duty’s standard engine is now the 7.3-liter Godzilla V8, rated at 430 horsepower and 485 lb-ft, with the high-output 6.7-liter Power Stroke diesel at 500 horsepower and 1,200 lb-ft as the only option. Roush leaves all of that alone according to current reports.

The Factory Alternative

The more interesting comparison is Ford’s own off-road package. The 2027 Tremor package is now available on XL trucks with the STX Appearance Package, with 35-inch Goodyear DuraTrac tires, a factory lift, electronic locking rear and limited-slip front differentials, skid plates, and Trail Control. Ford hasn’t announced 2027 pricing yet, so a direct dollar comparison isn’t possible. Buyers should price both before assuming the Roush is the capability upgrade. On what’s been published, the $21,399 buys looks and brand, not performance.

One of the newer and now widely adopted car features is remote starting, or self-starting. Automakers have slowly added this to most new cars, giving owners the option to start the car with a key or an app without being in the vehicle. Part of the reason why it exists is to pre-cool the vehicle on a hot day or pre-heat it on colder days.

This feature relies heavily on the owner to engage the system; any unwanted or random self-starting would be suspicious. Apparently, that isn’t as random as you think, with a few car owners claiming their cars start on their own at random times.

Phantom Starting

First on The Drive is an article saying some Ford Maverick owners are experiencing an issue where their Mavericks start on their own without any prompt from the owners. One owner raised the issue in a thread on the private Ford Maverick Facebook group; surprisingly, he wasn’t the only one to experience it. One owner even claimed that the issue has happened a “dozen times” over the 4 years he’s owned the car.

These owners haven’t given explanations yet, but we can assume there are logical reasons for this. Let’s circle back to remote starting. For the Maverick, the feature comes in 2 forms: the FordPass app, which lets you start the truck from your phone and even schedule it to start daily. Next is the remote start function on the key fob, available only on the higher-end variants.

Activating the key fob remote start isn’t as simple as pressing the button once; you have to press it in a sequence to actually start the vehicle. That means accidentally doing so is highly unlikely if your key gets “jammed” in your pocket with other items. A likely culprit could be the FordPass system, which doesn’t have additional security measures before it lets you start the car through the app, meaning anyone with access to your phone could start it by accident (or on purpose) without you really knowing.

Other Causes?

The report also proposes different causes for the random self-starting, which is due to the Maverick’s hybrid system. Apparently, there’s a built-in software program that’s supposed to turn the car on if the hybrid battery pack’s state of charge runs too low. While that sounds possible, the findings suggest owners are confused about the PHEV system.

In the PHEV, the engine sometimes turns on to circulate lubricants and prevent sediment buildup in the fuel lines. However, this only happens when the car is being driven, not when it’s stationary, because of obvious safety concerns. Funnily enough, the final proposed cause is that some people are probably just forgetting to turn off their cars. We’ve all been there; with modern cars now whisper-quiet when parked, in our rushing, absent-minded moments, we forget that the car is still on.

In any case, we’ve reached out to Ford for clarification on the issue, and we’ll update this article once we get feedback from the car maker.

Ram Gave Buyers Something Ford And Chevy Couldn’t Match 

The 5.7-liter Hemi V8 is back after it was dropped for 2025 in favor of the twin-turbo Hurricane six. The Hurricane is quicker and more modern on paper, but Ram appears to have underestimated just how much truck buyers value the sound, feel, and familiarity of eight cylinders. And it’s not alone. Ford is adding V8 options to the F-150, while GM is investing $1 billion in a new generation of V8 engines.

But there’s also something to be said about the pulling power of a 10-year/100,000-mile powertrain warranty, and the market has spoken. Ram originally planned to end the offer in January, but extended it through the 2026 model year after reported overwhelming customer and dealer feedback. Ford and Chevrolet offer 5-years/60,000-miles of powertrain coverage, giving Ram a clear selling point for buyers, especially those financing their trucks over longer periods of time. 

Heavy-Duty Trucks Took A Hit

Heavy-duty sales fell across the board, with the Silverado HD down around 10 percent and the Ram and Sierra HD also sliding. Ford’s Super Duty still leads, though, with an estimated 79,000 units, ahead of GM’s two heavy-duty trucks at roughly 72,000 combined. Ford lumps F-Series sales together, though. That’s what makes Ram’s surge particularly interesting. Fuel prices are hardly encouraging Americans to buy thirsty trucks, yet the Ram 1500 is doing its best sales impression in years.

Efficiency won elsewhere. Midsize sales rose 4.6 percent, the Nissan Frontier surged 37 percent to about 23,000, and the Ford Maverick moved roughly 41,970 units, up 20 percent, which beats GM’s entire midsize lineup. The Tacoma still leads at 71,000 despite a slight dip. Americans aren’t abandoning trucks, just choosing them more carefully, and Ram has handed them two good reasons.