I've driven midsize trucks from Ford, Chevy, GMC, Honda, Toyota, and Jeep. And best pickup is clear — although it has plenty of competition

Matthew DeBordApr 30, 2020, 02:37 IST

Business Insider

I've driven midsize pickup trucks from Ford, Chevy, GMC, Honda, and Toyota.
The midsize pickup truck segment has been robustly revived since 2014, with new models cutting into Toyota's market in the US.
Consumers have a wide range of choices — especially if they want a midsize pickup that can deliver great offroad performance.
The Chevy Colorado ZR2 Bison is the best, but it has a challenger in the Jeep Gladiator Rubicon.
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Just a few years ago, the midsize pickup-truck market was all but forgotten. You had precious few choices, and to be honest, if you didn't want to go full-size, you probably ended up with a Toyota Tacoma.

This contrasted vividly with a period in the 1980s when smaller, compact pickups were quite popular and, for many folks, and a good form of basic transportation. My first car was a pickup truck: a Mazda B2200 (cousin to the mechanically similar Ford Ranger). It was barebones: four-cylinder motor, five-speed manual, bench seats, crank windows, AM/FM radio, and no AC. My brother and I drove it until the wheels fell off. Which they didn't.

Over the ensuing decades, starter cars became Honda Civics and Toyota Corollas and the big automakers put their efforts toward half-ton pickups and their fat profit margins. Later, crossover SUVs hit the scene, and many college kids ended up with Honda CR-Vs and Toyota RAV4s.

Around 2014, however, Chevy looked at the midsize segment and decided to roll out a new contender, the updated Colorado. The Colorado had been around, along with its sibling, the GMC Canyon, but they were sort of multinational afterthoughts prior to 2013, sharing a platform with an Isuzu truck thanks to General Motors' partnership with that carmaker.

With new Colorados and later Canyon, GM declared that it was back in the midsize business. A new Ford Ranger followed, and along with way, Honda revamped its niche Ridgeline. Before you knew it, Tacoma had some serious competition.

Over the past six years, I've driven a whole bunch of midsize pickups. In many ways, they're the perfect package: They don't overfill the driveway, they're decent family haulers, they have just as much tech as any passenger car or SUV, and they're ideal for both home-improvement projects and sporty outdoor lifestyles.

Here's a rundown of everything I've tested — and a big winner, if you want the best midsize pickup money can buy.

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And the best midsize pickup money can buy is ... the Chevy Colorado ZR2 Bison!

How good is the Chevy Colorado ZR2 Bison? Matthew DeBord/BI

The Gladiator is probably the coolest-looking and most capable midsize pickup money can currently buy. It's off-road cred is superior to the Chevy Colorado, although if you go for the ZR2 Bison trim level of the Chevy, you're giving the Jeep something to think about.

Matthew DeBord/Insider

The Gladiator is probably the coolest-looking and most capable midsize pickup money can currently buy. It's off-road cred is superior to the Chevy Colorado, although if you go for the ZR2 Bison trim level of the Chevy, you're giving the Jeep something to think about.

The 8.4-inch infotainment touchscreen is small by current industry standards. But the system runs Fiat Chrysler's excellent UConnect system. UConnect is an industry underdog, but we've found it matches up well against the competition. It does everything well, from GPS navigation to Bluetooth and USB device connectivity.

Matthew DeBord/Insider

The 8.4-inch infotainment touchscreen is small by current industry standards. But the system runs Fiat Chrysler's excellent UConnect system. UConnect is an industry underdog, but we've found it matches up well against the competition. It does everything well, from GPS navigation to Bluetooth and USB device connectivity.

Throw a few latches and the entire room above the front seat can be removed. The rear roof is also removable, but it requires a small (included) tool kit.

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The Gladiator Rubicon's interior was basic black, with some orange contrast stitching and a bit of brushed metal. Actually, rather premium for a Jeep! Heated front seats!

Matthew DeBord/Insider

The Gladiator Rubicon's interior was basic black, with some orange contrast stitching and a bit of brushed metal. Actually, rather premium for a Jeep! Heated front seats!

That's a 3.6-liter V6, making 285 horsepower with 260 pound-feet of torque. Fuel economy is not great: 17 mpg city/22 highway/19 combined.

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The bed has a 1,600-pound capacity and could handle most of what its target customers would put in it, ranging from camping gear to mountain bikes. My review car didn't have a spray-on bedliner, but the cover somewhat eliminates the need for the additional protection.

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The bed has a 1,600-pound capacity and could handle most of what its target customers would put in it, ranging from camping gear to mountain bikes. My review car didn't have a spray-on bedliner, but the cover somewhat eliminates the need for the additional protection.

There are heavy-duty front and rear axles that can be locked, a heavy-duty four-wheel-drive setup, a shielded gas tank, a shielded transfer case, and a front skid plate. All this for around $60,000 represents staggering off-roading capability.

Matthew DeBord/Insider

There are heavy-duty front and rear axles that can be locked, a heavy-duty four-wheel-drive setup, a shielded gas tank, a shielded transfer case, and a front skid plate. All this for around $60,000 represents staggering off-roading capability.

The bed, which of course gives Gladiator its pickup-truck status, is a five-foot box, typical for the crew-cab midsize segment. My tester was outfitted with 33-inch all-terrain tires. But obviously, the Gladiator's wheel-arches could accommodate bigger rubber. The wheels were 17-inch "Granite Crystal" aluminum jobs, and they were standard.

Matthew DeBord/Insider

The bed, which of course gives Gladiator its pickup-truck status, is a five-foot box, typical for the crew-cab midsize segment. My tester was outfitted with 33-inch all-terrain tires. But obviously, the Gladiator's wheel-arches could accommodate bigger rubber. The wheels were 17-inch "Granite Crystal" aluminum jobs, and they were standard.

What we're really dealing with here is the blessing/curse of the Jeep design language. Up front, the Gladiator of course looks very, very much like a Wrangler.

Matthew DeBord/Insider

You might think that, like certain Jeep pickups of the past, the Gladiator is simply a Wrangler with a bed bolted on. Not so! The Gladiator sits on its own, dedicated pickup-truck frame.

Matthew DeBord/Insider

You might think that, like certain Jeep pickups of the past, the Gladiator is simply a Wrangler with a bed bolted on. Not so! The Gladiator sits on its own, dedicated pickup-truck frame.

My $62,020 Jeep Gladiator Rubicon is the top-grade Gladiator. My 2020 model wore a "Punk'n" paint job.

Matthew DeBord/Insider

The Toyota Tacoma TRD Sport is just about the most basic midsize pickup I've tested. If you don't hanker for creature comforts, it might be your baby.

Matthew DeBord/BI

The Tacoma TRD Sport's setup for the driver is downright minimal. The only nod to luxury is the leather-wrapped steering wheel.

Matthew DeBord/BI

The interior was rather spartan, right down to the synthetic upholstery and the rear jump seats.

Matthew DeBord/BI

My Tacoma TRD Sport had a six-speed manual. Shifting was clunky, but also very truck-like. That's the thing about the Toyota Tacoma: It wants to consistently remind you that it's a pickup. I always struggled to get the thing into reverse. Over time, you'd probably develop the right feel, but it was frustrating. This pickup can be had with a six-speed automatic, however.

Matthew DeBord/BI

My Tacoma TRD Sport had a six-speed manual. Shifting was clunky, but also very truck-like. That's the thing about the Toyota Tacoma: It wants to consistently remind you that it's a pickup. I always struggled to get the thing into reverse. Over time, you'd probably develop the right feel, but it was frustrating. This pickup can be had with a six-speed automatic, however.

The Tacoma's 3.5-liter V6 puts out 278 horsepower. It also yields a 0-60 mph time of around 7.5 seconds.

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I did drive over some small snowbanks in the TRD Sport, and it brushed them off as if they were off-road hors d'oeuvres.

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A late-winter storm meant the TRD's bed held mainly snow.

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With a limited-slip differential and an electronic transfer case, plus some sport shocks, the TRD is ready to tackle the world beyond the pavement.

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The front fascia of the TRD Sport is certifiably unattractive. But it is purposeful and "trucky,"

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The TRD Sport came with an "access cab" — just two doors — and a longer bed than what I usually test, at six feet.

Matthew DeBord/BI

My 2017 Tacoma TRD Sport 4x4 came in a "Quicksand" paint job. The Toyota stickered at $38,031, which is a premium over the $25,000 base Tacoma.

Matthew DeBord/BI

With four-wheel-drive engaged the TRD Pro meandered through a large and gummy expanse of mud as if it were freshly applied tarmac. I thought I heard the Tacoma softly laughing beneath the rumble of its torquey V6. "Is that the best you can do?"

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With four-wheel-drive engaged the TRD Pro meandered through a large and gummy expanse of mud as if it were freshly applied tarmac. I thought I heard the Tacoma softly laughing beneath the rumble of its torquey V6. "Is that the best you can do?"

The TRD Pro's infotainment system shows up for duty, but the smallish 7-inch screen is out of step for the segment. We've had issues with the infotainment setup in all Toyota's vehicles, including those in its Lexus brand. The core functions are fine — Bluetooth paring, USB ports, navigation, Sirius XM radio.

Matthew DeBord/BI

The TRD Pro's infotainment system shows up for duty, but the smallish 7-inch screen is out of step for the segment. We've had issues with the infotainment setup in all Toyota's vehicles, including those in its Lexus brand. The core functions are fine — Bluetooth paring, USB ports, navigation, Sirius XM radio.

The TRD Pro's interior was actually rather nice, for a tough off-roader.

Matthew DeBord/BI

The Tacoma TRD Pro's 3.5-liter V6 puts out 278 horsepower. Same as the TRD Sport, but that's less than the ZR2's 308. However, as with the TRD Sport, the Pro's grunt is more visceral.

Matthew DeBord/BI

The Tacoma TRD Pro's 3.5-liter V6 puts out 278 horsepower. Same as the TRD Sport, but that's less than the ZR2's 308. However, as with the TRD Sport, the Pro's grunt is more visceral.

At the gardening center, I drove around in some actual mud. The TRD Pro brushed it off without breaking a sweat.

Matthew DeBord/BI

It alleviates the potential drawback of the short bed.

Matthew DeBord/BI

An extra $300 also gets you this very useful bed extender.

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The bed swallowed up enough mulch and soil to repair my yard and garden from a brutal Northeastern winter.

Matthew DeBord/BI

The Tacoma TRD Pro is purposeful and utilitarian. My tester had a short box.

Matthew DeBord/BI

Now for the 2017 Toyota Tacoma TRD Pro! The paint job is "cement." Our 4x4 double-cab tester tipped the cost scales at $44,814, with just a few grand in options over the unadorned version the the truck. The base Tacoma comes in at about $25,000.

Matthew DeBord/BI

Now for the 2017 Toyota Tacoma TRD Pro! The paint job is "cement." Our 4x4 double-cab tester tipped the cost scales at $44,814, with just a few grand in options over the unadorned version the the truck. The base Tacoma comes in at about $25,000.

I used the Ridgeline to fetch a Christmas tree and a wreath. The Ridgeline is the closest thing you can get to a modern-day El Camino and is basically a perfect and versatile truck-car for people who don't need to engage in rancher- or contractor-grade work,

Matthew DeBord/BI

I used the Ridgeline to fetch a Christmas tree and a wreath. The Ridgeline is the closest thing you can get to a modern-day El Camino and is basically a perfect and versatile truck-car for people who don't need to engage in rancher- or contractor-grade work,

The "box" matters to pickup-truck buyers. Honda's more than gets the job done — and it has a cool side-swinging gate.

Matthew DeBord/BI

The Ridgeline is a four-door crew cab, and the bed is about the same size as the Canyon Denali's, but with an in-bed trunk that increases storage. The platform the Ridgeline is built on is less pickup than crossover, shared with the Honda Pilot.

Matthew DeBord/BI

The Ridgeline is a four-door crew cab, and the bed is about the same size as the Canyon Denali's, but with an in-bed trunk that increases storage. The platform the Ridgeline is built on is less pickup than crossover, shared with the Honda Pilot.

Our 2017 Ridgeline tester tipped the cost scales at $41,370, and it landed at BI's suburban New Jersey test center after a light winter snowstorm in late 2016. The base pickup is about $30,000.

Matthew DeBord/BI

Our 2017 Ridgeline tester tipped the cost scales at $41,370, and it landed at BI's suburban New Jersey test center after a light winter snowstorm in late 2016. The base pickup is about $30,000.

The Honda Ridgeline has always been a sleeper. In 2016, Honda ditched its polarizing styling and redesigned it to be a more traditional pickup.

Matthew DeBord/BI

The Canyon Denali is a great choice if you're looking for a premium small pickup — with the accent on "premium."

Matthew DeBord/BI

The Canyon I tested used essentially the same infotainment system as the Chevy Colorado.

Matthew DeBord/BI

From the driver's seat, in the Canyon Denali you see all the usual gauges and have controls on the steering wheel, an the interior itself has a near-luxury quality.

Matthew DeBord/BI

The Canyon Denali is outfitted with a 3.6-liter V6 that makes just north of 300 horsepower and pipes the power to, in the case of our tester, an all-wheel-drive system through an eight-speed automatic transmission. The motor feels robust and quite trucky, which is to say a tad crude (the same engine is found in the Cadillac XT5 and comes off as much more refined).

Matthew DeBord/BI

The Canyon Denali is outfitted with a 3.6-liter V6 that makes just north of 300 horsepower and pipes the power to, in the case of our tester, an all-wheel-drive system through an eight-speed automatic transmission. The motor feels robust and quite trucky, which is to say a tad crude (the same engine is found in the Cadillac XT5 and comes off as much more refined).

What are pickups for? Putting stuff in the back! We took the Canyon Denali on a run to Home Depot and loaded up on rocks. No sweat for this truck, which was built for work.

Matthew DeBord/BI

What are pickups for? Putting stuff in the back! We took the Canyon Denali on a run to Home Depot and loaded up on rocks. No sweat for this truck, which was built for work.

There's no debating it: The General Motors truck buyer-ship wants its pickups to look like trucks.

Matthew DeBord/BI

You can really see the pickup-truck DNA when you study the Canyon Denali's hunky, slab-like front end.

Matthew DeBord/BI

The 2017 Canyon Denali arrived early in the year, during a respite from winter's snow and ice, but before the weather warmed. Truck conditions! Price? $44,255, as tested. The base GMC Canyon, without the upmarket Denali trim features, is about $22,000.

Matthew DeBord/BI

The 2017 Canyon Denali arrived early in the year, during a respite from winter's snow and ice, but before the weather warmed. Truck conditions! Price? $44,255, as tested. The base GMC Canyon, without the upmarket Denali trim features, is about $22,000.

The Canyon is GMC's upscaled version of the Chevy Colorado.

Matthew DeBord/BI

Heavily modified for maximum off-roading, the Bison is a massive amount of pickup for the money.

How good is the Chevy Colorado ZR2 Bison? Matthew DeBord/BI

The infotainment system runs on an eight-inch touchscreen. It lacks map-based navigation features, but it can provide OnStar turn-by-turn directions. Apple CarPlay and Android Auto are available. Bluetooth connectivity is a snap, and there are USB/AUX ports for devices. The pickup has 4G LTE Wi-Fi, too.

Matthew DeBord/BI

The infotainment system runs on an eight-inch touchscreen. It lacks map-based navigation features, but it can provide OnStar turn-by-turn directions. Apple CarPlay and Android Auto are available. Bluetooth connectivity is a snap, and there are USB/AUX ports for devices. The pickup has 4G LTE Wi-Fi, too.

Like the ZR2, the ZR2 Bison has a nice — but not overly premium — interior. My tester's was "Jet Black." Front seats were heated, as was the steering wheel.

Matthew DeBord/BI

The 3.6-liter V6 is all motor — no turbos. The engine makes 308 horsepower with 275 pound-feet of torque. A turbocharged four-cylinder, 2.8-liter mill is available, making 181 horsepower but a juicy 369 pound-feet of rock-crawling torque.

Matthew DeBord/BI

The 3.6-liter V6 is all motor — no turbos. The engine makes 308 horsepower with 275 pound-feet of torque. A turbocharged four-cylinder, 2.8-liter mill is available, making 181 horsepower but a juicy 369 pound-feet of rock-crawling torque.

These tires aren't messing around. They also aren't the best for highway cruising, but they weren't outrageously rough or noisy in my testing.

Matthew DeBord/BI

The bed is as versatile as you'd expect, even if it's a short one (which actually helps with offroading, making the ZR2 Bison easier to handle). I made a long run from New Jersey to the East End of Long Island to fetch a pair of houseplants. As you can see, I had plenty of room for a hammock, too.

Matthew DeBord/BI

The bed is as versatile as you'd expect, even if it's a short one (which actually helps with offroading, making the ZR2 Bison easier to handle). I made a long run from New Jersey to the East End of Long Island to fetch a pair of houseplants. As you can see, I had plenty of room for a hammock, too.

So what makes a ZR2 Bison a member of a special herd of pickups? Basically, it comes down to a collaboration with American Expedition Vehicles, a Montana-headquartered company with close ties to Detroit.

Matthew DeBord/BI

So what makes a ZR2 Bison a member of a special herd of pickups? Basically, it comes down to a collaboration with American Expedition Vehicles, a Montana-headquartered company with close ties to Detroit.

The Bison carries the proud Chevrolet name on the blacked-out grille, rather than the bowtie Chevy badge.

Matthew DeBord/BI

Our Chevy Colorado ZR2 Bison tester came with a crew cab and a short box. It also had $6,000 of upgrades from American Expedition Vehicles, all designed to improve the pickup's ability to go where no midsize pickup has gone before.

Matthew DeBord/BI

Our Chevy Colorado ZR2 Bison tester came with a crew cab and a short box. It also had $6,000 of upgrades from American Expedition Vehicles, all designed to improve the pickup's ability to go where no midsize pickup has gone before.

Say hello to the Chevy Colorado ZR2 Bison! The 2019 Chevy ZR2 Bison, to be precise. In a "Red Hot" paint job, this test truck stickered at $49,745.

Matthew DeBord/BI

The Z71 is just a 4x4 Colorado with some added flash and beefed-up performance aspects. So if you have plans for your Colorado that might be more on the brash side, and if you don't mind the menacing appearance, the Z71 trim is at least worth a gander.

Matthew DeBord/BI

The Z71 is just a 4x4 Colorado with some added flash and beefed-up performance aspects. So if you have plans for your Colorado that might be more on the brash side, and if you don't mind the menacing appearance, the Z71 trim is at least worth a gander.

The 8-inch touchscreen runs Chevy's superb MyLink infotainment system. Note the knobs and buttons. Sometimes the old ways are the best, especially when it's cold and you're wearing gloves.

Matthew DeBord/BI

The 8-inch touchscreen runs Chevy's superb MyLink infotainment system. Note the knobs and buttons. Sometimes the old ways are the best, especially when it's cold and you're wearing gloves.

The rear seats in the "crew" configuration are a simple bench design. Adults can squeeze in, but we're not dealing with a full-size rig here.

Matthew DeBord/BI

The black interior is nothing fancy. The seats are comfortable, but the synthetic upholstery and heavy-duty floor mats are intended to endure abuse. The seats are heated — a nice touch.

Matthew DeBord/BI

The black interior is nothing fancy. The seats are comfortable, but the synthetic upholstery and heavy-duty floor mats are intended to endure abuse. The seats are heated — a nice touch.

The 3.6-liter V6 makes a purposeful 308 horsepower and is a reminder in the age of turbocharged four-pots that GM has always been good at sixes. Fuel economy is an appealing 17 mpg city/24 highway/19 combined — not great, but also not bad given the oomph provided by the V6. The eight-speed automatic handles the Colorado Z71 power without straining. Shifts are smooth.

Matthew DeBord/BI

The 3.6-liter V6 makes a purposeful 308 horsepower and is a reminder in the age of turbocharged four-pots that GM has always been good at sixes. Fuel economy is an appealing 17 mpg city/24 highway/19 combined — not great, but also not bad given the oomph provided by the V6. The eight-speed automatic handles the Colorado Z71 power without straining. Shifts are smooth.

The Z71 also boasts serious off-road cred, with all-terrain tires and a proper four-wheel-drive system, complete with a locking differential and a hill-descent mode.

Matthew DeBord/BI

Short boxes are fine for sport trucks. A bigger bed is what you need for hauling house-building supplies, not mountain bikes. If it isn't enough, you can always hitch up a trailer. The Colorado Z71 with a V6 motor can tow an impressive 7,000 pounds.

Matthew DeBord/BI

Short boxes are fine for sport trucks. A bigger bed is what you need for hauling house-building supplies, not mountain bikes. If it isn't enough, you can always hitch up a trailer. The Colorado Z71 with a V6 motor can tow an impressive 7,000 pounds.

The blacked-out bowtie badge is replicated on the liftgate.

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As far as the "Midnight" package goes, Chevy isn't messing around! The Colorado was all blacked out, with both the grille and the Chevy bowtie marque given the noir treatment. Not exactly chrometown.

Matthew DeBord/BI

As far as the "Midnight" package goes, Chevy isn't messing around! The Colorado was all blacked out, with both the grille and the Chevy bowtie marque given the noir treatment. Not exactly chrometown.

The "Midnight Edition" special package added roughly $5,000 to the base price of $37,000. As tested, the truck was $42,000.

Matthew DeBord/BI

The Z71 "Midnight Edition" Colorado I tested brings edge and aggression to this Pickup. The base Colorado is a versatile contemporary midsize pickup, and the ZR2 is at-home off-road. But the Z71 gets you noticed.

Matthew DeBord/BI

The Z71 "Midnight Edition" Colorado I tested brings edge and aggression to this Pickup. The base Colorado is a versatile contemporary midsize pickup, and the ZR2 is at-home off-road. But the Z71 gets you noticed.

Chevy Colorado ZR2

Matthew DeBord/BI

The eight-inch touchscreen runs Chevy's Intellilink infotainment system. We've liked the system on all Chevys, and in the ZR2, it's up to snuff, although the screen is fairly small.

Matthew DeBord/BI

The eight-inch touchscreen runs Chevy's Intellilink infotainment system. We've liked the system on all Chevys, and in the ZR2, it's up to snuff, although the screen is fairly small.

The back seats are a bench layout. The crew-cab setup is relatively roomy, but taller folks could find their knees bumping against the front seats.

Matthew DeBord/BI

The "Jet Black" interior offered a nice environment, near-premium without being luxurious. That's by design. This isn't a truck that's meant to be babied, so the interior has to be able to endure some punishment.

Matthew DeBord/BI

The "Jet Black" interior offered a nice environment, near-premium without being luxurious. That's by design. This isn't a truck that's meant to be babied, so the interior has to be able to endure some punishment.

On paper, the 308-horsepower 3.6-liter V6 could be construed as underpowered. But it was anything but in my hands. This pickup has nice pop.

Matthew DeBord/BI

The short bed isn't all that large by pickup standards, but it would easily handle all my needs. Plus, if you do use the ZR2 for off-road action, the more compact design helps with performance.

Matthew DeBord/BI

The short bed isn't all that large by pickup standards, but it would easily handle all my needs. Plus, if you do use the ZR2 for off-road action, the more compact design helps with performance.

Colorado badging on the rear — and reminder that the ZR2 rocks a V6 engine, versus the base Colorado's turbocharged four-cylinder.

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My ZR2 had some sweet knobby tires and 17-inch aluminum wheels.The Colorado ZR2 is a proper, lifted, four-wheel drive upgrade. Still a pickup, however. Check out those leaf springs in the rear suspension.

Matthew DeBord/BI

My ZR2 had some sweet knobby tires and 17-inch aluminum wheels.The Colorado ZR2 is a proper, lifted, four-wheel drive upgrade. Still a pickup, however. Check out those leaf springs in the rear suspension.

The Colorado ZR2 kind of blends aggression with sporty sleekness. Personally, I don't think the various fascia elements — grille, badge, headlights — are in good balance.

Matthew DeBord/BI

The Colorado ZR2 kind of blends aggression with sporty sleekness. Personally, I don't think the various fascia elements — grille, badge, headlights — are in good balance.

Our test truck was $43,475. The Colorado ZR2 is already a lot pricier then the $20,000 basic Colorado, but our tester came well-optioned out of the box, before a few extras added about $700.

Matthew DeBord/BI

Our test truck was $43,475. The Colorado ZR2 is already a lot pricier then the $20,000 basic Colorado, but our tester came well-optioned out of the box, before a few extras added about $700.

The Chevy Colorado brought General Motors back to the small-pickup game. I sampled the base truck in 2014, and in 2018 I checked out the ZR2 upgrade — in "Cajun Red Tintcoat." What a great color! I want all my cars to look like this.

Matthew DeBord/BI

The Chevy Colorado brought General Motors back to the small-pickup game. I sampled the base truck in 2014, and in 2018 I checked out the ZR2 upgrade — in "Cajun Red Tintcoat." What a great color! I want all my cars to look like this.

Ford needed to get back in the smaller pickup market in the US, and restoring the Ranger nameplate was an obvious move. It's exactly what you'd expect for Ford, the pickup king: an excellent truck.

Matthew DeBord/BI

Ford needed to get back in the smaller pickup market in the US, and restoring the Ranger nameplate was an obvious move. It's exactly what you'd expect for Ford, the pickup king: an excellent truck.

Ford's Sync 3 infotainment system runs on an 8-inch touchscreen. Sync 3 is one of the best in the industry. It provides superb navigation, easy Bluetooth connectivity, and AUX and USB device-connection options. Sync 3 also offers a suite of apps and has both Apple CarPlay and Android Auto available.

Matthew DeBord/BI

Ford's Sync 3 infotainment system runs on an 8-inch touchscreen. Sync 3 is one of the best in the industry. It provides superb navigation, easy Bluetooth connectivity, and AUX and USB device-connection options. Sync 3 also offers a suite of apps and has both Apple CarPlay and Android Auto available.

The rear bench seat is snug. Overall, the Ranger's interior space and appointments were on par with the well-equipped Chevy Colorado. The Ranger was also much nicer than the Toyota Tacoma.

Matthew DeBord/BI

The rear bench seat is snug. Overall, the Ranger's interior space and appointments were on par with the well-equipped Chevy Colorado. The Ranger was also much nicer than the Toyota Tacoma.

The interior of our tester was a no-nonsense "ebony," but the upholstery was leather. The front seats are heated.

Matthew DeBord/BI

The 2.3-liter EcoBoost four-cylinder engine is a turbocharged powerplant that cranks out 275 horsepower and 310 pound-feet of torque. A 10-speed transmission handles the shifting duties. Towing capacity is 7,500 pounds — enough to tow just about anything owners of the Ranger would want to.

Matthew DeBord/BI

The 2.3-liter EcoBoost four-cylinder engine is a turbocharged powerplant that cranks out 275 horsepower and 310 pound-feet of torque. A 10-speed transmission handles the shifting duties. Towing capacity is 7,500 pounds — enough to tow just about anything owners of the Ranger would want to.

I used the Ranger for both a Costco run and to haul some furniture. This is where midsize pickups really show their versatility.

Matthew DeBord/BI

But the Ranger also enjoys Ford's EcoBoost engine tech, which uses turbocharging to retain power with good fuel-economy. In this case, the truck gets 20 mpg city, 24 highway, and 22 combined.

Matthew DeBord/BI

But the Ranger also enjoys Ford's EcoBoost engine tech, which uses turbocharging to retain power with good fuel-economy. In this case, the truck gets 20 mpg city, 24 highway, and 22 combined.

The Ranger boasts a solid four-wheel-drive system — FX4 — with a locking differential. The package adds another grand or so. Our tester came with stout off-road rubber.

Matthew DeBord/BI

The Ranger boasts a solid four-wheel-drive system — FX4 — with a locking differential. The package adds another grand or so. Our tester came with stout off-road rubber.

The Ranger is a handsome pickup, especially in "Lightning Blue." The Blue Oval and the Ranger nameplate share space on the blacked-out grille.

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The SuperCrew configuration sports a five-foot bed, but the Ranger can be had with a two-door cab and a six-foot bed. The Lariat series packaging adds about $2,000 to the price tag.

Matthew DeBord/BI

The SuperCrew configuration sports a five-foot bed, but the Ranger can be had with a two-door cab and a six-foot bed. The Lariat series packaging adds about $2,000 to the price tag.

The Ford Ranger returned to the US market in 2019. My Lariat SuperCrew four-wheel-drive Ranger was nicely equipped and stickered at almost $45,000. The base-price pickup is a little more than $24,000.

Matthew DeBord/BI

The Ford Ranger returned to the US market in 2019. My Lariat SuperCrew four-wheel-drive Ranger was nicely equipped and stickered at almost $45,000. The base-price pickup is a little more than $24,000.

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I've driven midsize trucks from Ford, Chevy, GMC, Honda, Toyota, and Jeep. And best pickup is clear — although it has plenty of competition

And the best midsize pickup money can buy is ... the Chevy Colorado ZR2 Bison!

The Gladiator is probably the coolest-looking and most capable midsize pickup money can currently buy. It's off-road cred is superior to the Chevy Colorado, although if you go for the ZR2 Bison trim level of the Chevy, you're giving the Jeep something to think about.

Throw a few latches and the entire room above the front seat can be removed. The rear roof is also removable, but it requires a small (included) tool kit.

The Gladiator Rubicon's interior was basic black, with some orange contrast stitching and a bit of brushed metal. Actually, rather premium for a Jeep! Heated front seats!

That's a 3.6-liter V6, making 285 horsepower with 260 pound-feet of torque. Fuel economy is not great: 17 mpg city/22 highway/19 combined.

The bed has a 1,600-pound capacity and could handle most of what its target customers would put in it, ranging from camping gear to mountain bikes. My review car didn't have a spray-on bedliner, but the cover somewhat eliminates the need for the additional protection.

There are heavy-duty front and rear axles that can be locked, a heavy-duty four-wheel-drive setup, a shielded gas tank, a shielded transfer case, and a front skid plate. All this for around $60,000 represents staggering off-roading capability.

What we're really dealing with here is the blessing/curse of the Jeep design language. Up front, the Gladiator of course looks very, very much like a Wrangler.

You might think that, like certain Jeep pickups of the past, the Gladiator is simply a Wrangler with a bed bolted on. Not so! The Gladiator sits on its own, dedicated pickup-truck frame.

My $62,020 Jeep Gladiator Rubicon is the top-grade Gladiator. My 2020 model wore a "Punk'n" paint job.

The Toyota Tacoma TRD Sport is just about the most basic midsize pickup I've tested. If you don't hanker for creature comforts, it might be your baby.

The Tacoma TRD Sport's setup for the driver is downright minimal. The only nod to luxury is the leather-wrapped steering wheel.

The interior was rather spartan, right down to the synthetic upholstery and the rear jump seats.

The Tacoma's 3.5-liter V6 puts out 278 horsepower. It also yields a 0-60 mph time of around 7.5 seconds.

I did drive over some small snowbanks in the TRD Sport, and it brushed them off as if they were off-road hors d'oeuvres.

A late-winter storm meant the TRD's bed held mainly snow.

With a limited-slip differential and an electronic transfer case, plus some sport shocks, the TRD is ready to tackle the world beyond the pavement.

The front fascia of the TRD Sport is certifiably unattractive. But it is purposeful and "trucky,"

The TRD Sport came with an "access cab" — just two doors — and a longer bed than what I usually test, at six feet.

My 2017 Tacoma TRD Sport 4x4 came in a "Quicksand" paint job. The Toyota stickered at $38,031, which is a premium over the $25,000 base Tacoma.

With four-wheel-drive engaged the TRD Pro meandered through a large and gummy expanse of mud as if it were freshly applied tarmac. I thought I heard the Tacoma softly laughing beneath the rumble of its torquey V6. "Is that the best you can do?"

The TRD Pro's interior was actually rather nice, for a tough off-roader.

The Tacoma TRD Pro's 3.5-liter V6 puts out 278 horsepower. Same as the TRD Sport, but that's less than the ZR2's 308. However, as with the TRD Sport, the Pro's grunt is more visceral.

At the gardening center, I drove around in some actual mud. The TRD Pro brushed it off without breaking a sweat.

It alleviates the potential drawback of the short bed.

An extra $300 also gets you this very useful bed extender.

The bed swallowed up enough mulch and soil to repair my yard and garden from a brutal Northeastern winter.

The Tacoma TRD Pro is purposeful and utilitarian. My tester had a short box.

Now for the 2017 Toyota Tacoma TRD Pro! The paint job is "cement." Our 4x4 double-cab tester tipped the cost scales at $44,814, with just a few grand in options over the unadorned version the the truck. The base Tacoma comes in at about $25,000.

I used the Ridgeline to fetch a Christmas tree and a wreath. The Ridgeline is the closest thing you can get to a modern-day El Camino and is basically a perfect and versatile truck-car for people who don't need to engage in rancher- or contractor-grade work,

The "box" matters to pickup-truck buyers. Honda's more than gets the job done — and it has a cool side-swinging gate.

The Ridgeline is a four-door crew cab, and the bed is about the same size as the Canyon Denali's, but with an in-bed trunk that increases storage. The platform the Ridgeline is built on is less pickup than crossover, shared with the Honda Pilot.

Our 2017 Ridgeline tester tipped the cost scales at $41,370, and it landed at BI's suburban New Jersey test center after a light winter snowstorm in late 2016. The base pickup is about $30,000.

The Honda Ridgeline has always been a sleeper. In 2016, Honda ditched its polarizing styling and redesigned it to be a more traditional pickup.

The Canyon Denali is a great choice if you're looking for a premium small pickup — with the accent on "premium."

The Canyon I tested used essentially the same infotainment system as the Chevy Colorado.

From the driver's seat, in the Canyon Denali you see all the usual gauges and have controls on the steering wheel, an the interior itself has a near-luxury quality.

What are pickups for? Putting stuff in the back! We took the Canyon Denali on a run to Home Depot and loaded up on rocks. No sweat for this truck, which was built for work.

There's no debating it: The General Motors truck buyer-ship wants its pickups to look like trucks.

You can really see the pickup-truck DNA when you study the Canyon Denali's hunky, slab-like front end.

The 2017 Canyon Denali arrived early in the year, during a respite from winter's snow and ice, but before the weather warmed. Truck conditions! Price? $44,255, as tested. The base GMC Canyon, without the upmarket Denali trim features, is about $22,000.

The Canyon is GMC's upscaled version of the Chevy Colorado.

Heavily modified for maximum off-roading, the Bison is a massive amount of pickup for the money.

Like the ZR2, the ZR2 Bison has a nice — but not overly premium — interior. My tester's was "Jet Black." Front seats were heated, as was the steering wheel.

The 3.6-liter V6 is all motor — no turbos. The engine makes 308 horsepower with 275 pound-feet of torque. A turbocharged four-cylinder, 2.8-liter mill is available, making 181 horsepower but a juicy 369 pound-feet of rock-crawling torque.

These tires aren't messing around. They also aren't the best for highway cruising, but they weren't outrageously rough or noisy in my testing.

The bed is as versatile as you'd expect, even if it's a short one (which actually helps with offroading, making the ZR2 Bison easier to handle). I made a long run from New Jersey to the East End of Long Island to fetch a pair of houseplants. As you can see, I had plenty of room for a hammock, too.

So what makes a ZR2 Bison a member of a special herd of pickups? Basically, it comes down to a collaboration with American Expedition Vehicles, a Montana-headquartered company with close ties to Detroit.

The Bison carries the proud Chevrolet name on the blacked-out grille, rather than the bowtie Chevy badge.

Our Chevy Colorado ZR2 Bison tester came with a crew cab and a short box. It also had $6,000 of upgrades from American Expedition Vehicles, all designed to improve the pickup's ability to go where no midsize pickup has gone before.

Say hello to the Chevy Colorado ZR2 Bison! The 2019 Chevy ZR2 Bison, to be precise. In a "Red Hot" paint job, this test truck stickered at $49,745.

The Z71 is just a 4x4 Colorado with some added flash and beefed-up performance aspects. So if you have plans for your Colorado that might be more on the brash side, and if you don't mind the menacing appearance, the Z71 trim is at least worth a gander.

The 8-inch touchscreen runs Chevy's superb MyLink infotainment system. Note the knobs and buttons. Sometimes the old ways are the best, especially when it's cold and you're wearing gloves.

The rear seats in the "crew" configuration are a simple bench design. Adults can squeeze in, but we're not dealing with a full-size rig here.

The black interior is nothing fancy. The seats are comfortable, but the synthetic upholstery and heavy-duty floor mats are intended to endure abuse. The seats are heated — a nice touch.

The Z71 also boasts serious off-road cred, with all-terrain tires and a proper four-wheel-drive system, complete with a locking differential and a hill-descent mode.

Short boxes are fine for sport trucks. A bigger bed is what you need for hauling house-building supplies, not mountain bikes. If it isn't enough, you can always hitch up a trailer. The Colorado Z71 with a V6 motor can tow an impressive 7,000 pounds.

The blacked-out bowtie badge is replicated on the liftgate.

As far as the "Midnight" package goes, Chevy isn't messing around! The Colorado was all blacked out, with both the grille and the Chevy bowtie marque given the noir treatment. Not exactly chrometown.

The "Midnight Edition" special package added roughly $5,000 to the base price of $37,000. As tested, the truck was $42,000.

The Z71 "Midnight Edition" Colorado I tested brings edge and aggression to this Pickup. The base Colorado is a versatile contemporary midsize pickup, and the ZR2 is at-home off-road. But the Z71 gets you noticed.

Chevy Colorado ZR2

The eight-inch touchscreen runs Chevy's Intellilink infotainment system. We've liked the system on all Chevys, and in the ZR2, it's up to snuff, although the screen is fairly small.

The back seats are a bench layout. The crew-cab setup is relatively roomy, but taller folks could find their knees bumping against the front seats.

The "Jet Black" interior offered a nice environment, near-premium without being luxurious. That's by design. This isn't a truck that's meant to be babied, so the interior has to be able to endure some punishment.

On paper, the 308-horsepower 3.6-liter V6 could be construed as underpowered. But it was anything but in my hands. This pickup has nice pop.

The short bed isn't all that large by pickup standards, but it would easily handle all my needs. Plus, if you do use the ZR2 for off-road action, the more compact design helps with performance.

Colorado badging on the rear — and reminder that the ZR2 rocks a V6 engine, versus the base Colorado's turbocharged four-cylinder.

My ZR2 had some sweet knobby tires and 17-inch aluminum wheels.The Colorado ZR2 is a proper, lifted, four-wheel drive upgrade. Still a pickup, however. Check out those leaf springs in the rear suspension.

The Colorado ZR2 kind of blends aggression with sporty sleekness. Personally, I don't think the various fascia elements — grille, badge, headlights — are in good balance.

Our test truck was $43,475. The Colorado ZR2 is already a lot pricier then the $20,000 basic Colorado, but our tester came well-optioned out of the box, before a few extras added about $700.

The Chevy Colorado brought General Motors back to the small-pickup game. I sampled the base truck in 2014, and in 2018 I checked out the ZR2 upgrade — in "Cajun Red Tintcoat." What a great color! I want all my cars to look like this.

Ford needed to get back in the smaller pickup market in the US, and restoring the Ranger nameplate was an obvious move. It's exactly what you'd expect for Ford, the pickup king: an excellent truck.

The rear bench seat is snug. Overall, the Ranger's interior space and appointments were on par with the well-equipped Chevy Colorado. The Ranger was also much nicer than the Toyota Tacoma.

The interior of our tester was a no-nonsense "ebony," but the upholstery was leather. The front seats are heated.

The 2.3-liter EcoBoost four-cylinder engine is a turbocharged powerplant that cranks out 275 horsepower and 310 pound-feet of torque. A 10-speed transmission handles the shifting duties. Towing capacity is 7,500 pounds — enough to tow just about anything owners of the Ranger would want to.

I used the Ranger for both a Costco run and to haul some furniture. This is where midsize pickups really show their versatility.

But the Ranger also enjoys Ford's EcoBoost engine tech, which uses turbocharging to retain power with good fuel-economy. In this case, the truck gets 20 mpg city, 24 highway, and 22 combined.