When people think of pickup trucks, certain stereotypes often come to mind dirt roads, country music, and ideas of “real men.” These associations aren’t accidental.
They stem from a calculated marketing strategy designed to appeal to a specific group of consumers who favor trucks above all else.
These individuals want a vehicle that can endure significant wear and tear over the years. As a result, automakers build pickup trucks according to the expectations of this customer base: rugged, durable, and tougher than a tank.
It’s no wonder, then, that militaries across the globe utilize pickup trucks in combat scenarios. Even those who don’t buy into the American branding of pickups recognize their long-lasting build quality.
After all, what better vehicle for warfare than one that can absorb extensive damage and keep going?
Although pickup trucks don’t necessarily need to be as durable as they are, their longevity has certainly become a major benefit for truck owners worldwide.
Trucks Built to Endure Anything
At the same time, manufacturers now find themselves regretting just how long-lasting these vehicles turned out to be. In today’s market, which is packed with trucks and SUVs, which models stand out as the most rugged?
This list focuses solely on the biggest and toughest pickup trucks available today.
Chevy S-10
The Chevy S-10 might not appear particularly remarkable at first glance, but its real strength lies in its durability. As it is accurately points out, these trucks are among the most reliable vehicles on the road. In addition to their dependability, they are also quite affordable.
Compared to many modern trucks, the S-10 has a smaller and more compact build, focusing less on heavy-duty hauling and more on driver and passenger comfort.
There’s also the S-10 Xtreme model, which, according to Motor1, is equipped with a 2.2-liter V6 engine capable of producing 120 horsepower.
With a lowered suspension, the Xtreme variant adds visual appeal while still offering the kind of longevity you can count on assuming it’s well-maintained.
Chevrolet launched the 2001 S-10 Crew Cab as a solution for customers seeking a vehicle that could handle demanding professional tasks while also functioning as a practical family ride.
With the release of this model, the automaker completed the development of its compact pickup line. The 2001 Chevrolet S-10 Crew Cab bridged the gap between utility and passenger comfort, offering seating for five occupants and still providing a usable bed space.
It was designed to accommodate a work crew of five, transport their tools, and even haul a trailer carrying equipment. These capabilities allowed Chevrolet to strengthen its position within the compact pickup market.
Built on the same platform as the Chevrolet Blazer SUV, the S-10 Crew Cab borrowed design elements, including its front-end styling. It came equipped with slim, corner-mounted headlights and turn signals positioned beneath them, separated by a horizontal chrome slat.
That chrome slat spanned the front of the vehicle, incorporating the bow-tie emblem in the center of the grille. Below, a wraparound plastic bumper with chrome accents was included, depending on trim and available options.
From the front to the B-pillar, the S-10 Crew Cab shared several components with the Blazer, such as the flared front fenders, the hood, and the steeply raked windshield. Beyond the B-pillar, however, the design changed significantly. It featured full-size rear doors with angular lines and upright window frames.
The vertical C-pillars stood apart from the cargo bed, marking a clear division between cabin and utility space. While it used the same chassis and overall length as the S-10 Extended Cab, the longer passenger cabin meant a shorter bed—measuring 55.2 inches (140 cm).
Depending on trim level and equipment, buyers could choose between steel or alloy wheels. At the rear, Chevrolet mounted the taillights high on the corners, a move aimed at protecting them from parking lot mishaps like shopping cart collisions.
Inside, the 2001 S-10 Crew Cab adopted a design approach similar to that of an SUV. The dashboard was curved, with a rounded visor housing the instrument cluster. The gauge layout included large dials for the speedometer and tachometer, along with smaller indicators for fuel level, coolant temperature, oil pressure, and an ammeter.
Lower trims featured cloth bucket seats, with leather available as an option, along with a bench seat in the rear. The center stack included a standard stereo system with both cassette and CD functionality, and buyers could also opt for a six-disc in-dash CD changer.
Unlike other models in the S-10 family that came with an inline-four engine, the Crew Cab variant was powered by a 4.3-liter V6 engine. It came mated to a four-speed automatic transmission that delivered power to all four wheels. The suspension setup—independent at the front and a solid rear axle—was tuned for on-road comfort rather than serious off-road performance.
Toyota Hilux
Toyota is a major force in the pickup truck industry today. While the Tacoma is one of the brand’s most iconic and recognized models, the Hilux played a crucial role in laying the foundation for the trucks Toyota builds now.
These bulkier-looking trucks may not have delivered much in terms of raw power, coming equipped with just a 1.9-liter engine producing 84 hp, according to Motor Trend.
However, what they lacked in performance, they more than made up for with their impressive durability.
Additionally, the long truck bed added a bit of flair to the overall design. Given their reputation for lasting a long time, it’s not too surprising that some of these trucks are still spotted on the road today.
Mitsubishi Raider
Some truck enthusiasts might be turned off by the Mitsubishi Raider’s rounded front and overall design.
However, they’ll find little to criticize when it comes to its longevity. This pickup is known for being dependable and offering a solid long-term investment.
According to U.S. News, there’s little noticeable decline in quality even after the vehicle surpasses 100,000 miles. IntelliChoice also speaks highly of the Mitsubishi Raider, giving it a strong ranking due to the rarity of needed repairs.
Less maintenance and fewer repair issues are things all truck fans can appreciate, even if the Raider isn’t their top choice.
The 2009 Mitsubishi Raider is a mid-size pickup truck that blends utility with comfort, making it suitable for both work and family use. It is available in Extended Cab and Double Cab configurations, offering flexibility for different passenger and cargo needs.
Under the hood, the Raider is powered by a 3.7-liter V6 engine that produces 210 horsepower and 235 lb-ft of torque. Buyers can choose between a six-speed manual or a four-speed automatic transmission, depending on their driving preferences.
For 2009, changes to the Raider are minimal. Mitsubishi has removed the auxiliary audio jack from the standard features list but added a tilt-adjustable steering column to the base model equipped with a manual transmission. Inside, the Raider’s cabin emphasizes functionality. It comes standard with air conditioning, cruise control, and a tilt-adjustable steering wheel.
The audio system includes an AM/FM stereo with a single-disc CD player and four speakers. Power windows and power door locks are also part of the standard package.
The Raider’s Extended Cab seats up to three people, while the Double Cab version can accommodate up to six. Front occupants benefit from 41.9 inches of legroom and 39.6 inches of headroom. Passengers in the rear of the Double Cab get 32.1 inches of legroom and 36.5 inches of headroom.
For cargo, the Extended Cab features a 6-foot-4-inch bed, and the Double Cab includes a 5-foot-3-inch bed. These dimensions offer practical hauling capabilities for tools, equipment, or recreational items. Interior storage is further enhanced with front and rear cupholders, door pockets, and a cargo area light for low-light situations.
Compared with rivals, the Raider offers competitive cabin space and cargo bed lengths. In terms of seating capacity, it supports configurations for 3, 5, or 6 passengers.
Headroom in the front ranges from 39.6 to 39.9 inches and in the rear from 36.5 to 38.4 inches, while legroom spans 41.9 inches in the front and 32.1 to 36.4 inches in the back. Cargo bed lengths range between 63.0 and 76.0 inches, which holds up well against the Toyota Tacoma, Nissan Frontier, and Honda Ridgeline, each offering similar dimensions.
Standard interior materials include cloth upholstery, with simulated alloy trim on the dashboard and door panels to elevate the visual appeal. Exterior paint choices include Slate, among other options, allowing buyers to select a finish that fits their style.
In terms of technology, the Raider is equipped with an AM/FM stereo and CD player, supported by four speakers. Convenience is boosted by features such as one-touch power windows, remote keyless entry, power door locks, and power-adjustable heated mirrors.
Performance-wise, the 3.7-liter V6 engine delivers 210 horsepower at 5,200 rpm and 235 lb-ft of torque at 4,000 rpm. This powertrain offers enough muscle for routine driving and light hauling. In terms of fuel efficiency, the Raider with rear-wheel drive is EPA-rated at 16 mpg in the city, 20 mpg on the highway, and 18 mpg combined.
Four-wheel-drive versions return slightly lower figures at 15/19/16 mpg. Acceleration from 0 to 60 mph takes approximately 11.5 seconds, and while top speed data is not confirmed, the truck offers adequate power for its class. Maximum towing capacity is rated at 4,150 pounds.
Safety equipment in the Raider includes front airbags for the driver and passenger, child seat anchors, and rear door child safety locks. Braking is managed by rear-wheel anti-lock brakes, ventilated front disc brakes, and rear drum brakes.
Tire pressure monitoring and front fog lights are also included. However, the Raider does not offer traction control, stability control, or parking sensors, placing it at a disadvantage compared to some rivals.
Despite this, the truck received five-star ratings in frontal and side-impact crash tests from the National Highway Traffic Safety Administration (NHTSA) and was rated ‘Acceptable’ for crashworthiness by the Insurance Institute for Highway Safety (IIHS).
As for reliability, the 2009 Raider has not been assigned a score by J.D. Power. Still, the truck is built on the Dodge Dakota platform, which has a track record for durability. Some owners have reported issues, particularly with electrical components, suspension wear, and occasional transmission troubles, but the core structure is proven.
From a design standpoint, the Raider features a bold front grille and clean, assertive body lines that convey strength. It rides on standard 16-inch alloy wheels wrapped in all-season tires, offering a balanced look and dependable year-round traction. With a length of 218.5 inches and a width of 71.7 inches, the Raider presents a commanding road presence that aligns with expectations for a mid-size pickup.
Chevy Avalanche
With a bed as distinctive as the Chevy Avalanche’s, these trucks are hard to miss.
First introduced in 2001, the pickup turned out to be a strong seller for Chevy, according to NY Daily News. It wasn’t just capable of hauling it also gained popularity with families.
U.S. News ranks the Avalanche as one of the top trucks in terms of reliability. That places it in a unique category of pickups built to stand the test of time.
Sadly, Chevy no longer manufactures the Avalanche. Production began to wind down in 2012. However, they did release a Black Diamond edition as a final farewell as the model drove off into the sunset.
In 2001, the SUV market was at its peak. The Ford Explorer had sold an impressive 445,157 units the previous year, and by the end of 2001, it would only slightly dip to 415,921 units.
Meanwhile, the full-size Ford Expedition sold 178,045 units, and the Chevrolet Tahoe moved 292,319 units, excluding the 77,254 GMC Yukons. Gas prices averaged $1.61 per gallon across the country.
Everyone wanted a piece of the booming SUV market and was eager to distinguish themselves from the competition. Chevrolet, already a dominant force in the full-size truck and SUV segment, unveiled a vehicle that was unlike anything seen before. The Chevrolet Avalanche blended the comfort and refinement of the Suburban SUV with the versatility and ruggedness of the Silverado pickup.
A key element of the Avalanche’s innovative design was General Motors’ Convert-a-Cab concept, which featured the unique Midgate. This foldable steel partition allowed the cargo bed to extend into the passenger cabin, making it possible to carry a full 4×8-foot sheet of plywood fully enclosed in a more compact and maneuverable vehicle than a traditional crew cab long-bed truck.
Looking at competitors such as the Ford Sport Trac and the later Honda Ridgeline, the influence of the Avalanche is unmistakable. However, the only vehicle to replicate the Avalanche’s Midgate feature was GMC’s midsize Envoy XUV. Even today, the Midgate remains a unique feature, exclusive to the Avalanche and its platform-mate, the Cadillac Escalade EXT.
We’ve put together a timeline of the Avalanche’s journey, starting from its announcement and debut to the news in April of this year regarding its discontinuation. Although the Avalanche was phased out after 2013, GM’s revolutionary SUV concept continues to leave a lasting legacy.
Toyota Tacoma
The Toyota Tacoma is well-known for being one of the most durable vehicles out there. It’s not unusual to find one of these pickups still running strong with 250,000 miles or more on the odometer.
As Autobytel explains, the key to the Tacoma’s impressive longevity is its body-on-frame construction. This method involves attaching the body directly to the frame, rather than using a unibody design.
While this might result in a less comfortable ride for the driver, it greatly enhances the truck’s durability. The TRD Pro model even features tires reinforced with Kevlar. It doesn’t get much more military grade than that.
After seven years of dominating the mid-size truck market, the third-generation Toyota Tacoma has been retired to make way for a completely redesigned model set to launch in the USA for 2024. And it’s a significant redesign.
The new Tacoma boasts a squared-off design, a Trailhunter and TRD Pro trims aimed at overlanders and those after the Ranger Raptor, an improved suspension system to enhance comfort – including an optional coil-sprung rear end – and a comprehensive suite of driver-assist features on every trim. These updates show Toyota’s commitment to keeping the new Tacoma at the top of the sales charts.
Starting at $31,500, the 2024 Toyota Tacoma is priced $2,000 higher than the outgoing model. It comes with a turbocharged 2.4-liter four-cylinder engine paired with a new eight-speed automatic transmission, though it retains the option of a six-speed manual, unlike competitors like the Chevrolet Colorado and Ford Ranger, which are automatic-only.
The Tacoma’s engine outputs range from 228 horsepower to 326 horsepower, and it offers two body styles and two bed lengths. A hybrid powertrain will also be available later. With these changes, Toyota is pulling out all the stops to maintain its sales lead, but has the new Tacoma hit the mark?
The 2024 Tacoma is an all-new model, built on the fresh TNGA-F platform. Its suspension system has been revamped, featuring a coil-sprung rear axle on most trims, which significantly enhances comfort.
Under the hood, the 2.4-liter turbocharged four-cylinder engine is standard across all trims, with power outputs varying from 228 hp, 270 hp, and 278 hp, up to 326 hp from the hybrid setup.
There are two body styles – two-door XtraCab and four-door Double Cab – as well as two bed sizes: 5-foot and 6-foot. The Tacoma lineup includes eight trims, with the top-tier TRD Pro featuring FOX suspension and aimed at competing with the Raptor and ZR2. There’s also the newly introduced Trailhunter, a hardcore off-road trim.
Upgrading the lower two trims to the Double Cab configuration adds $2,200, while the TRD PreRunner is only available as an XtraCab. From the TRD Sport onward, all trims come as Double Cab. A six-speed manual gearbox is available on select 4WD trims at no extra charge.
Upgrading any trim from 2WD to 4WD costs $3,200, but some trims are available only as 2WD (like the TRD PreRunner XtraCab), while others are 4WD-only (including TRD Off-Road, Limited, Trailhunter, and TRD Pro). These prices are MSRP and do not include Toyota’s $1,850 destination charge.
Choosing the right Tacoma depends on your intended use. If you need a no-frills work truck, the SR trim will provide all the essential driver-assist features and a modern, smartphone-enabled infotainment system, though it’s not exactly packed with luxury features.
The SR5 Double Cab is the first trim that offers a more comfortable, everyday-friendly experience and might be considered the sweet spot for value. It adds features like alloy wheels, rear coil springs, and blind-spot monitoring, along with a much broader range of available options compared to the SR trim.
Consider the SR5 as a blank canvas that you can customize with upgrades like heated front seats, a 12.3-inch digital gauge cluster, a premium audio system, and more. Of course, for those with off-road ambitions, there’s no shortage of specialized off-road trims to suit any adventurer’s needs.
Trucks That Constantly Break
Body-on-frame vehicles hold a slight edge over unibody designs, and indeed, most pickup trucks use body-on-frame construction to handle higher payloads and towing capacities.
The emphasis is on “most,” because at least three unibody trucks are currently available in the U.S. market for the 2025 model year.
But which trucks are the least reliable among them? This question is difficult to answer, given how challenging it is to accurately assess and measure reliability.
However, several trusted sources on vehicle dependability such as Consumer Reports and J.D. Power have provided their insights.
It’s important to note that this list excludes the Nissan Titan and the Lordstown Endurance, as neither is currently in production.
To give a clearer picture of the reliability or lack thereof of 2025 model year trucks, we also referenced the Cars.com reliability score based on owner reviews, along with the number of recalls for each model’s first year.
With that groundwork laid, let’s dive into the worst offenders.
Ford Maverick
The 2025 Ford Maverick has seen significant improvements and is now manufactured in Mexico, sharing its platform and mechanical components with the Bronco Sport and Escape.
Inflation and the 25-percent import tariff imposed during the Trump administration caused its price to rise sharply from $19,995 plus $1,495 destination in 2022 to $28,145 plus $1,695 destination.
With the MSRP nearing $30,000, it now closely competes with the starting price of the Toyota Tacoma, placing considerable pressure on the compact truck segment.
However, the Maverick remains appealing to buyers who want a smaller truck or wish to stand out in a market dominated by SUVs. The most notable update for 2025 is the availability of all-wheel drive on the 2.5-liter hybrid powertrain.
While this option slightly reduces fuel economy, it enhances ride quality by replacing the twist beam rear suspension with an independent rear suspension.
We timed the AWD Lobo reaching 60 mph in 6.1 seconds, which is comparable to a manual-transmission 2024 VW GTI. This performance is thanks to its 250-hp, 277-lb-ft 2.0-liter EcoBoost turbocharged four-cylinder engine. (It’s worth noting that there won’t be any hybrid-powered or front-drive versions of the Lobo.)
The engine is carried over from a regular AWD Maverick that we previously tested, which reached 60 mph in 7.0 seconds. The Lobo weighs just 15 pounds less than that standard truck, for what that’s worth.
When you start the Lobo, a subtle growl immediately signals its distinction from more standard Mavericks. As the acceleration number suggests, the Lobo doesn’t exactly provide a thrilling ride, but it’s easy to launch. In Lobo mode, a little brake torque followed by a well-timed release from the brake lets the truck surge off the line without any tire screeching.
If you didn’t know the engine specs, this would be your first clue that the Lobo isn’t brimming with torque. The second clue comes when you try to power through a corner or, heaven forbid, attempt to drift. While the Lobo can rotate, it requires a careful touch from the driver. Typically, it just holds its line or tends to understeer.
Things might be different if the Lobo could send more than 50 percent of the torque to the rear wheels, but the torque-vectoring differential mostly succeeds in making the Lobo a more lively handler than standard Mavericks, which are generally more hesitant to turn.
We’d also appreciate better tires. The standard all-season mud-and-snow tires don’t help the Lobo’s braking performance, as the truck achieved a best 60–0 stop distance of 127 feet, which isn’t particularly impressive.
And while no one’s likely to buy a Lobo for heavy-duty work, it’s worth noting that the truck’s payload capacity drops to just over 1,000 pounds, and towing is limited to 2,000 pounds.
Inside, the Lobo stands out with special stitching and logos on the seats, along with the new 13.2-inch infotainment screen found in all 2025 Mavericks. This screen offers improved graphics and faster response times compared to the previous 8.0-inch unit, and the addition of wireless Android Auto and Apple CarPlay is a significant upgrade.
The instrument cluster is now fully digital as well, but otherwise, the layout and functionality remain the same as before, which is still excellent.
The Lobo is available in two trims: one low and one high. The lower-spec model is primarily aimed at buyers who might want to customize or tune their truck further, with a starting price of $37,625.
The higher-spec model, which starts above $43,000, is the most expensive Maverick available. However, this version is packed with numerous comfort and convenience features.
These include onboard power for both the cab and the bed, an acoustic windshield, heated seats and steering wheel, a power sunroof, a sliding rear window, wireless device charging, Pro Trailer Backup, Hitch Assist for easier towing, Ford Co-Pilot360 driver-assist features, and more.
Our test vehicle had one option: black-painted wheels for an additional $100. We’d personally skip the extra $100 and opt for the standard, super-cool turbofan wheels instead.
It’s a lot of money for a Maverick, especially when the truck started at around $20,000 when it first launched in 2022. However, rising costs, tariffs, and other factors have caused prices to climb across all vehicle segments, with the average new vehicle transaction price in the industry now nearing $49,000.
That being said, if you’re after a sporty small pickup truck, the Maverick Lobo is worth the price. It’s in a class of its own. While we’d likely budget some extra money for stickier tires, a more aggressive exhaust, and perhaps an engine tune, the Lobo is already a highly satisfying and definitely cool option straight off the lot.
Honda Ridgeline
The 2025 Honda Ridgeline, now in its second generation, is the oldest design among its peers and also the most expensive midsize truck, starting at $40,150.
It boasts several standard features such as a lockable in-bed trunk, dual-action tailgate, and Honda’s i-VTM4 all-wheel-drive system.
Powered by a SOHC naturally aspirated V6 engine, the Ridgeline is generally reliable both electronically and mechanically.
Four trims are available for 2025, with the TrailSport and Black Edition standing out. The TrailSport trim emphasizes off-road capabilities, while the Black Edition features distinctive blacked-out styling.
The transmission is a nine-speed automatic supplied by ZF, replacing the previous six-speed unit developed by Honda.
In contrast, the Pilot and Passport models use a ten-speed transmission paired with a DOHC V6 engine for better fuel economy.
Jeep Gladiator
The Jeep Gladiator, once available with the problematic EcoDiesel V6 and selling nearly 90,000 units annually in the U.S., experienced a sharp decline in sales to 42,123 units in 2024.
Factors contributing to this include high retail prices and Jeep’s decision to discontinue the manual transmission version of the Gladiator.
However, the introduction of the first-ever Gladiator 4xe plug-in hybrid, powered by a 2.0-liter turbocharged inline-four, could reverse this trend.
This hybrid system is thought to feature a more powerful hybridized transmission than the outgoing Wrangler 4xe, which is also scheduled for an update in 2026.
Besides excellent off-road performance, the Gladiator is highly capable of towing, with Jeep claiming a maximum tow capacity of 7,700 pounds, matching the Chevrolet Colorado and GMC Canyon for 2025. The maximum payload is rated at 1,725 pounds (782 kilograms).
Ram HD
The Ram HD lineup also received updates for 2025, including a revised Cummins turbo diesel inline-six engine paired with a ZF-designed automatic transmission, while the 6.4-liter HEMI remains the standard gasoline engine.
Pricing for the 2025 Ram HD starts at $45,565 for the 2500 pickup, $46,570 for the 3500 pickup, and $47,290 for the 3500 chassis cab.
Whereas the 3500 pickup is available in six trims, the 3500 through 5500 chassis cabs come in just two trims: Tradesman and the more upscale Big Horn.
Sales for the Ram HD took a significant downturn in the first quarter of 2025, with 31,781 units sold compared to 36,386 during the same period in 2024. Despite this, the mid-cycle refresh may help improve sales moving forward.
These largest Ram trucks now feature an enhanced Cummins diesel engine, promising “the potential of 1,075 lb-ft of torque in every gear,” which represents a notable boost in towing capability compared to the already powerful previous-generation models.
The major update centers around the upgraded 6.7-liter Cummins High Output turbocharged inline-six diesel engine, now generating 430 horsepower and 1,075 lb-ft of torque.
This engine is paired with an eight-speed TorqueFlite HD transmission that features column-shifting. Ram claims the new setup allows the trucks to reach zero to 60 mph in just 6.9 seconds, a notable improvement over the previous 8.0-second time.
The trucks retain their impressive maximum towing capacity of 36,610 pounds but benefit from a more fuel-efficient 3.42 axle ratio in the rear. Additionally, the TorqueFlite transmission includes logic to detect when the truck is loaded or unloaded, ensuring smoother shifts tailored for each condition.
Ram and Cummins worked closely to refine the new diesel engine, with several key updates, including a redesigned block and head, new glow plugs, a performance intake manifold, a new turbo, larger intake and exhaust valves, a high-pressure fuel system, and improved intake port geometry to accommodate top-feed injectors.
The new transmission also features helical gears designed to reduce noise, vibration, and harshness (NVH), resulting in improved performance on graded roads and reduced engine rpm at cruising speeds. A 405-horsepower, 429-lb-ft gas-powered 6.4-liter V8 remains the standard engine across the heavy-duty lineup, with the Cummins diesel available as an option on all trims except for the Power Wagon off-roader.
On the design front, the 2025 Ram 2500 Rebel stands out immediately with a fresh grille and headlights. Compared to the 2024 model, the new Heavy Duty grille gives the front end a larger, more assertive appearance, with a shallower cutout in the sideways “C” shape flanking the primary opening.
This cutout is filled with alternating directional bars that create a modern, geometric effect. The headlights have also been revamped, with four individual LED lights replacing the traditional projector-style units, giving the truck a bold new look. The grille designs across other 2500/3500 models have also been updated to reflect this new direction.
LED lights are now standard across the front of the Ram HD trucks, with an upgraded LED kit available as an option. At the rear, some models still come with incandescent lamps, but LED tail lights are available as an upgrade. Every trim now features new wheel designs, further enhancing the truck’s updated appearance.
Ford Ranger
The Ford Ranger appears to be the most reliable pickup truck in America for 2025, receiving a Consumer Reports predicted reliability score of 4 out of 5 and an owner-reviewed score of 4.2 out of 5 on Cars.com.
Built alongside the Bronco at the Michigan Assembly Plant in Wayne, the 2025 Ranger offers three engine choices, with the 2.3-liter EcoBoost being the most fuel-efficient.
The 2.7-liter EcoBoost engine balances power and fuel economy and slots between the base 2.3-liter and the more powerful Raptor-specific 3.0-liter EcoBoost.
All three engines are paired with a 10R-series automatic transmission. The Ranger boasts a maximum towing capacity of 7,500 pounds (3,402 kilograms) and a payload rating of 1,788 pounds (811 kilograms).
The 2.3-liter EcoBoost rear-wheel-drive model can travel up to 460 miles (740 kilometers) on a full tank while returning 23 miles per gallon (10.2 liters per 100 kilometers) combined.
