The midsize truck market just keeps getting better and better for buyers. As recently as a year or two ago, it was full of trucks that looked and felt their ages and gave up more than just size to their full-sized siblings. Today, every truck in the segment is new in the last couple of years, and the market has become extremely competitive.
There’s even one brand-new entry from a brand-new automaker. But more and better trucks can mean tougher buying decisions. Don’t worry — we’re here to help you sort out which one is right for you.
Below, we cover which midsize truck is tops for all the major specs, along with a recap of the ever-growing list of off-road special editions.
2024 Midsize American Trucks: Cheat Sheet
We’ve gone in-depth into the numbers below, but if you need a quick reference or just the basics, we understand. Here are the key metrics for every truck. The best and worst of the extreme off-road models are at the bottom of the page.
| Chevrolet Colorado/ GMC Canyon | Ford Ranger | Ineos Grenadier Quartermaster | Jeep Gladiator | Nissan Frontier | Toyota Tacoma | |
|---|---|---|---|---|---|---|
| Max HP | 310 | 315 | 281 | 285 | 310 | 326 |
| Lowest HP | 237 | 270 | 228 | |||
| Torque (lb.-ft.): | ||||||
| Max Torque | 390 | 400 | 331 | 260 | 281 | 465 |
| Lowest Torque | 259 | 310 | 243 | |||
| Payload Max | 1,720 lbs. | 1,805 lbs. | 1,889 lbs. | 1,710 lbs. | 1,610 lbs. | 1,710 lbs. |
| Towing Max | 7,700 lbs. | 7,500 lbs. | 7,716 lbs. | 7,700 lbs. | 6,720 lbs. | 6,500 lbs. |
| MPG (City/Hwy) | 20/25 | 21/25 | 14/14 | 17/22 | 18/24 | 22/24 |
| Ride Height (in.) | 9.3 | 10 | 10.5 | 9.5 | 9.5 | 9.5 |
| Approach Angle | 30.2° | 40.8° | 36.2° | 30.5° | 32.3° | 35.7° |
| Departure Angle | 25.8° | 25° | 22.6° | 22.4° | 23° | 25.7° |
| MSRP (base) | $29,500 | $32,720 | $86,900 | $37,895 | $30,510 | $31,500 |
| Extreme Off-Road Trim | ZR2 (Bison) / AT4X (AEV) | Raptor | Trialmaster | Rubicon | Pro-4X | TRD Pro |
| Horsepower | 310 | 405 | 281 | 285 | 310 | 326 |
| Torque (lb.-ft.) | 430 | 430 | 331 | 260 | 281 | 465 |
| Ride Height | 12.2″ | 10.7″ | 10.5″ | 11.1″ | 9.8″ | 12.2″ |
| Approach Angle (deg.) | 38.2° | 33° | 36.2° | 43.3° | 32.3° | 33.8° |
| Departure Angle (deg.) | 26° | 24.2° | 22.6° | 26° | 19.6° | 25.7° |
| Tire Height | 35″ | 33″ | 31.6″ | 33″ | 31.7″ | 33″ |
Horsepower Rules
Power isn’t the most important truck spec, but it is the one you’ll brag about — and that makes it the best place to start.
The weakest truck is also the strongest. The 2024 Toyota Tacoma has a 228-horsepower (243 pound-feet of torque) 2.4L turbo-four in the SR version of its trucks. Not many buyers are going to pick that work-truck spec, though, and most will probably get the 278-horsepower (317 pound-feet) version of that engine or the top in the class 326-horsepower and 465 pound-feet i-Force Max hybrid.
Ford has two engines in the Ranger this time around (not counting the Raptor), a 2.3L four-cylinder and a 2.7L V6. Both are turbocharged engines, with the former making 270 horsepower (310 pound-feet of torque) and the latter 315 horsepower (400 pound-feet).
Chevrolet’s Colorado and the GMC Canyon have two versions of a 2.7L turbo-four that make 237 horsepower (259 pound-feet of torque) and 310 horsepower (390 pound-feet). All three of these trucks have an even beefier engine reserved for the off-road trim that we’ll cover in a minute.
The Jeep Gladiator was the last of these trucks to offer a diesel engine, but that torquey beast is gone for this year. That leaves only a 3.6L V6 that delivers 285 horses with 260 pound-feet of torque. Jeep just announced that its 4xe plug-in hybrid system is coming to the Gladiator, but that won’t happen before 2025.
At least Jeep still offers a manual gearbox with the Gladiator, and Toyota will have one with its turbo-four. Otherwise, these are all automatic-equipped pickups.
There is a new entrant in town, the first new midsize pickup truck in several years. It’s called the Ineos Grenadier Quartermaster. It is a truck version of the old-school Land Rover Defender-inspired Ineos Grenadier. The Quartermaster uses a 3.0L turbocharged inline-six — from BMW — that makes 281 horsepower and 331 pound-feet of torque, sending it through an eight-speed automatic.
Nissan has just one engine offering to simplify the lineup. The latest Nissan Frontier gets a 3.8L V6 that makes 310 horsepower and 281 pound-feet of torque. That choice means most Frontiers will have the most power and that you don’t need more comfort options to get the most shove from your right foot.
Payload & Towing Get the Work Done
The point of all of that power is about more than just acceleration. It is to help you tow and haul.
Towing and payload vary greatly depending on how you spec your truck. Crew cabs and high-spec trims generally have less capacity for both; extended cabs have more.
Nissan Frontier can tow up to 6,720 pounds in King Cab spec. A Crew Cab can tow up to 6,570 or 6,470 for 4×4 trucks. Hook a trailer behind the Ineos Grenadier Quartermaster and you can tow up to 7,716 pounds which just takes the edge at best in class.
The 2024 Ford Ranger can tow up to 7,500 pounds with both two- and four-wheel drive. The Tacoma can tow 6,500 pounds with the turbo-four or 6,000 with hybrid drive.
GM’s twins, the Colorado and Canyon, can tow up to 3,500 pounds with the 237-horsepower engine but can tow up to 7,700 pounds with the 310-horse version. Jeep matches that figure in towing, with the right gas model able to tow 7,700 pounds. But watch the spec closely, as picking the wrong grade can quickly drop that as low as 4,000 pounds.
Load up the cab and bed, and the GMC Canyon and Chevrolet Colorado can handle up to 1,720 pounds of payload. Ford’s Ranger manages 1,711 pounds in 4×4 form or 1,805 with two-wheel drive. A Jeep Gladiator tops out at 1,710 pounds, but, again, quickly drops to as low as 1,075.
Nissan Frontier maxes out at 1,610 pounds with a 4×2 King Cab, and the 4×4’s best is 1,440 pounds.
Like its tow capacity, payload for the Quartermaster is impressive. Its 1,889-pound rating is the best around.
The new Toyota Tacoma can handle up to 1,705 pounds of payload and tow 6,400 pounds with the 2.4L turbo engine. The lowest-spec Tacoma 2.4L is capable of 1,230 pounds of payload, while a Hybrid Max Tacoma is capable of between 1,420 and 1,710 pounds of payload.
Parked at the Pumps
Fuel economy isn’t the first priority for these trucks, but it is important for buyers. We have all the latest numbers, including the first hybrid in the segment, available with the Toyota Tacoma.
Nissan Frontier gets an EPA-estimated 17 mpg city, 22 highway with 4×4. Colorado and Canyon should see 19/23. The 4×2 Nissan gets 18/24, and the 4×2 GMs 20/25. A gas Gladiator is rated at 17/22 with the automatic (16/23 for manual).
The Ford Ranger is rated at 21 mpg city, 25 highway with 4×2 and the 2.3L or 20/24 with 4×4. The 2.7L is 4×4 only and rated at 19/23.
Toyota’s 2.4L turbo gets an estimated 20/26 for a 4×2 and 19/24 for a 4×4 automatic with 18/23 for a six-speed manual 4×4. Hybrid Max models deliver an estimated 22 city, 24 highway.
With its hefty build, brick-like shape, and off-road hardware, the Quartermaster is thirsty. The Ineos will drink fuel at a rate of 14 miles per gallon in the city or on the highway.
Standard Ride Height & Off-Road Angles
Off-road capability is important for these midsize pickups even if they aren’t the flashiest grade. Many are more capable than their bigger siblings thanks to smaller dimensions and lighter weight, but how do they stack up?
If there is a dedicated off-road trim (Raptor, ZR2, etc.) with numbers far beyond the rest of the lineup, we’ve left those figures out of this section. Check out the extreme off-road section for those king-of-the-hill numbers.
The 2024 Toyota Tacoma offers a maximum of 9.5 inches of ground clearance, along with a 35.7-degree approach, 23.5-degree breakover, and 25.7-degree departure angle. The smallest tire size offered is 245/70R17, with 265/65 and 275/70R18 tires available. TRD Pro and Trailhunter get 33-inch tall Goodyear Territory tires.
Nissan offers up to 9.5 inches of ground clearance, though some trims have as little as 8.6. Its approach angles max out at 32.3 degrees (all trims are above 29), departure at 23 (all above 21.9), and breakover angle is up to 20.6 degrees (all over 19.2). All have 265-wide tires and 70-series sidewalls on the 16s or 65 on the 17s.
The Ford Ranger offers up to 9.3 inches of ground clearance, with 4×2 models getting 8.8. The approach angle is 30.2, departure is 25.8, and the breakover angle is 23 degrees. The 4×2 models are all about one degree lower. Tire sizes are 255-wide with 70-series sidewalls on the 17-inch wheels and 65 on the optional 18s.
Colorado and Canyon offer up to 9.5 inches of ground clearance. The maximum approach angle is 30.5 degrees, departure is 22.4, and breakover is 21 degrees. Lower-trim trucks get 255/65R17 tires, and higher-spec trucks 265/70R17s; 265/65R18 tires are also available, or 275/50R22 all-season tires, as are 275/60R20 A/T tires.
Sport and Overland trims of the Gladiator get 10 inches of ground clearance along with approach angles of 40.8 degrees, and 18.4-degree breakover and 25-degree departure angles. Sport trim gets 245/75R17 all-terrain tires with Overland upping it to 255/70R18. Rubicon and Mojave are covered in the extreme section below.
The Grenadier Quartermaster has 10.5 inches of clearance underneath as well as a 36.2-degree approach angle. The long bed means that the departure angle is lower than the Grenadier SUV at 22.6 degrees. The Grenadier’s smallest tire is a 265/70R17, with 31.6-inch BFGoodrich KO2 tires offered with the Rough Pack.
The Price of Trucking
The cheapest of the new trucks is the Chevrolet Colorado. A WT (Work Truck) spec 4×2 starts from $29,500. The 4×4 is $32,500, while a top-spec Z71 starts from $39,900.
The Nissan Frontier isn’t far off, and a King Cab 4×2 starts at $30,510 before destination. Adding 4×4 starts from $33,710, and a Crew Cab SV is $37,610.
The Toyota Tacoma starts at $31,500 for a basic SR 4×2. 4×4 adds $3,200. A Limited-spec truck runs $52,100.
The latest Ford Ranger starts from $32,720 or $36,365 for 4×4. A 4×4 Lariat trim starts from $47,165.
GMC drops the entry-spec trims, so its Canyon pickup starts from $36,900 for a 4×2 Elevation. For 4×4, pricing starts from $40,200, and the high-zoot Denali trim starts from $51,000.
Jeep’s Gladiator starts from $37,895 for a base sport 4×4 trim. The top-of-the-range luxury High Altitude gone making the top trim (before the Mojave and Rubicon off-roaders) the $44,995 Willys.
Ineos is the outlier here. The Ineos Grenadier Quartermaster is aimed at a more upscale audience and starts from $86,900.
Extreme Off-Road Midsize Trucks
Each of these truck builders offers buyers a midsize model designed for extreme off-roading. The capability of these trucks is so far beyond the rest of their lineup that they deserve their own section. Unless otherwise mentioned, the specs for these off-roaders aren’t included with the rest of the trucks.
Ranger Raptor
The 2024 Ford Ranger Raptor is the ultimate version of the Ranger. It gets a 3.0L twin-turbo V6 with 405 horsepower and 430 pound-feet of torque. There are Fox Live Valve 2.5-inch shocks at all four corners, 33-inch BFG KO3 tires, and steel plates under the engine, transfer case, and fuel tank.
Ranger Raptor has 10.7 inches of ground clearance, an approach angle of 33 degrees, and breakover and departure angles of 26.4 and 24.2 degrees, respectively. Max payload is 1,411 pounds; max towing is 5,510.
Jeep Gladiator Rubicon & Mojave
The Gladiator Rubicon starts with a two-speed transfer case with 4.0:1 low range and front and rear electronic locking differentials. This truck gets a front sway bar disconnect, winch-capable bumpers, and 33-inch tires. Rubicon has 11.1 inches of ground clearance and 43.3-, 20.3-, and 26-degree approach, breakover, and departure angles, respectively.
Gladiator Mojave is aimed at desert running instead of the Rubicon’s rock-crawl focus. So, it has Fox 2.5-inch internal bypass shocks and Fox hydraulic jounce dampers. It gets a locking rear diff and 33-inch tires as well as 11.6 inches of ground clearance. The Mojave has an approach angle of 44.7 degrees, a breakover angle of 20.9 degrees, and a departure angle of 26 degrees.
Colorado ZR2 & Canyon AT4X
General Motors offers two different off-road-ready versions of each of its midsized trucks. The Chevrolet Colorado ZR2 and GMC Canyon AT4X are the very capable starter models and get Multimatic DSSV dampers with a 3-inch lift. They have 10.7 inches of ground clearance and 38.3-degree approach angles thanks to special clearance-cut front bumpers. The departure angle is 25.1 degrees and breakover is 24.6.
These trucks have 33-inch tires, cast-iron control arms, locking front and rear differentials, underbody skid plates, and rocker panel protection. Thanks to a high-output 2.7L engine, they make 430 pound-feet of torque in place of the 390 of lower models. They can tow up to 6,000 pounds and max payload is 1,151 pounds.
Chevrolet and GMC have even more extreme off-road trucks, developed with help from American Expedition Vehicles. Chevrolet has the ZR2 Bison, and GMC has the AT4X AEV. Both get jounce control dampers from Multimatic along with a winch-capable bumper, steel rear bumper fender flares, boron steel skid plates, and other off-road protection parts from AEV on top of the standard ZR2 and AT4X bits.
Approach, departure, and breakover angles are all improved to 38.2, 26.9, and 26 degrees, respectively. Ground clearance climbs to 12.2 inches. The AEV trucks also get a bed-mount spare tire carrier to hold the standard 35-inch Goodyear mud-terrain tires.
Special detailing inside and out, including embroidered headrests, complete the package. The extra kit means slightly lower max payload and towing, though, down to 1,050 pounds in the bed and 5,500 pounds of trailer.
Frontier Pro-4X
Nissan Frontier’s Pro-4X model isn’t the most extreme, but it does have plenty of upgrades. This includes an electronic locking rear differential and underbody skid plates, as well as Bilstein off-road dampers.
Max ground clearance for the Frontier Pro-4X is 9.8 inches, with approach, departure, and breakover angles of 32.3, 23.0, and 19.6 degrees, respectively. The Frontier Pro-4X can tow 6,270 pounds and haul 1,230 pounds.
Grenadier Quartermaster Trialmaster
It’s a long name, but Ineos wants you to think of long journeys. And of the jacket it is named for, which was meant to help its wearers endure the Scottish Six Days Trial motorcycle event.
The Trialmaster comes with 17-inch wheels and BFG KO2 all-terrain tires. It also has front and rear differential locks, a raised air intake, and an auxiliary battery.
The package includes a cargo bed liner and utility rails as well as what Ineos calls an “exterior utility belt,” which is a series of door and bed-mount brackets that let you fasten gear to the side of the truck. The off-road angles are unchanged versus the standard Trialmaster.
Tacoma TRD Pro
TRD Pro is Toyota Tacoma’s top off-road trim and comes only with its hybrid driveline. For 2024, the truck gets 2.5-inch Fox QS3 internal-bypass shocks, along with its forged aluminum control arms.
There is a locking rear differential, front sway bar disconnect, and 33-inch Goodyear R/T tires. TRD Pro has up to 11 inches of ground clearance, and 33.8-degree approach, 25.7 departure, and 23.5-degree breakover angles.
Extreme Off-Road Models Summary
If you want the most horsepower in your extreme off-roader, the Ford Ranger Raptor has it with its 405 horses under the hood. The truck’s 3.0L twin-turbo V6 ties the GM twins for torque at 430 pound-feet. The Ineos brings up the rear with 281 horsepower to the Jeep’s 285, but the Ineos has much more torque.
The tallest tires are found on the GMC Canyon AT4X AEV and Chevrolet Colorado ZR2 Bison. The two get 35-inch tall Goodyear Territory M/T rubber. Jeep, Ford, and Toyota all have 33s. The taller tires mean the most ground clearance, with the two trucks offering 12.2 inches. The Frontier has the least with 9.7.
Jeep has the best approach angle at 43.3 degrees, while Chevy and GMC also have the best departure angles at 26.9 degrees.
