The best overland vehicles are constantly morphing with consumer interests and regulatory pressures, but there has never been a better time to choose your next adventure machine. With the growing popularity of overlanding, original equipment manufacturers (OEMs) have doubled down on suitable models, and in the case of Ineos, an entirely new car company has been created to support vehicle-dependent travel. Choosing your best vehicle is a highly personal decision based on budget and travel needs. It is also important to acknowledge that new cars are often prohibitively expensive, so used options or even the vehicle you currently own might be preferred.
Starting with the Model T pickup in 1925, the appeal of trucks, bakkies, or utes has been universal, providing more utility for less money than an SUV or van. If you are considering a pickup, the payload should be your primary objective, followed by durability and capability. Most travelers will consider a mid-sized pickup (like the HiLux or Ranger) as they will be more suitable for driving internationally, fitting in a container, and finding service. However, nothing beats a full-size American pickup if a large camper is the goal.
Considerations
The following criteria comprise the most critical attributes of any overland platform. Ride comfort, noise, vibration, harshness, and other less essential considerations are often weighted during selection.
Reliability: The vehicle will operate without engine, electrical, or support system failures due to component malfunction or assembly.
Capacity: The vehicle’s ability to carry weight as measured by payload specifications and interior storage volume in the load area of the bed or behind the front seats.
Durability: The vehicle’s ability to travel for extended periods (years or decades) over rugged terrain while fully loaded without chassis or driveline failure.
Capability: The vehicle’s ability to traverse rocky, muddy, and cross-axle terrain, including deep water crossings, severe side slopes, hill climbs, and descents.
Reliability has always been a consideration for mid-size pickup options, a segment that Toyota and Nissan have dominated for years. While the Toyota Tacoma is still considered very reliable, the competition is beginning to catch up, with models like the Ford Ranger and Chevy Colorado closing in on various dependability studies. Using JD Power, the Nissan Frontier has been the most reliable model in recent years, followed by the Tacoma and Colorado. The 2023 JD Power study did not include the Frontier, and the Tacoma was awarded the number one slot. Based on Consumer Reports, the Ford Ranger won the top reliability rating, followed by the Toyota Tacoma, Jeep Gladiator, and Nissan Frontier Pro-4x. This creates a few issues around predictability, as neither JD Power nor Consumer Reports agree on anything other than the Tacoma being the highest ranking when the overlaps are compared.
Reliability is further muddied by the recent Toyota engine recalls and the technical service bulletin on the Tacoma transmission. The one conclusion we can confidently draw is that there can be no standout reliability leader despite the fact that I would still put my chips on Toyota in a bet. Reliability conclusions are also confounded by the fact that four of the models are almost entirely new. What this reality does inform us of is that the consumer can have more confidence than ever in any one of these models and should make a purchase decision based on capability and capacity.
Testing
When testing vehicles, we employ an 87-criteria review document (consolidated from earlier versions) that covers everything from tire durometer to traction control intervention and everything in between. The evaluation takes days to complete and is only possible after years of training with 4WD evaluation instructors like Joe Bacal (formerly of Toyota North America and Baja 1000 winner). Findings range from 1 to 5, with 1 being the worst result and 5 being the best for any vehicle (see chart). Vehicle testing is the most challenging thing we do, and the results have the largest impact on our readers since a vehicle is a big investment.
Beyond the individual attribute results, we review each vehicle for capability on the trail and suitability for international overland travel, which includes installing heavy loads (unless restricted by the manufacturer), traversing technical terrain, high-speed limit handling on pavement and dirt, loading, lashing, and suitability for modification. For all but the Tacoma (due to the timing of our editorial cycle), we were able to take each unit through our testing loops for repeatability, although the terrain we traveled with the Trailhunter was at the same level of technical challenge.
Additional testing included access to early Ranger Raptor models in South Africa, the installation of prototype Scout Yoho pop-up campers, tow testing, and months of daily driving, off-roading, overlanding, and traveling. In total, we estimate that testing the five models has included over 22,000 miles of pavement and dirt travel. It is important to note that some specifications mentioned will differ from the company website due to model-year changes or the vehicle’s actual rating (payload, for example) on its placards, which we use for reference.
Ford Ranger Raptor
Payload 1,411 pounds | $57,315
Out of nowhere, Ford hits a home run.
The humble Ranger has become one of the bestselling pickups globally. Few mid-sized pickups in North America can match the 1,805-pound (818-kilogram) payload. The Ford Ranger is also an impressive value in any market at only $38,000 (including a rear locking differential) and is available in variants from mild to wild. You can buy an XL with a rear locker all the way up to the impressive Ranger Raptor (which has a 1,400-pound payload).
For this test, we focused on the new Raptor variant due to the ideal balance of performance, payload, and off-road capabilities. This includes the EcoBoost V6 with 405 horsepower and 430 pound-feet paired with a 10-speed automatic transmission, low-range transfer case, and rear and front locking differentials. The suspension is everything you would expect from a Raptor with 2.5-inch Fox Live Valve shocks with position-sensitive damping and internal bypass to accommodate improved day-to-day ride quality while also handling larger suspension events at speed.
On the trail, the Raptor was surefooted and competent, the long-travel Watts linkage rear suspension providing impressive articulation to keep the 33-inch BFGoodrich KO3 All-terrain tires in contact with the ground and the cab level through crossed-axle events. Head toss was minimal, even without an available sway-bar disconnect. The 10.7 inches of ground clearance and rocker protection helped it clear all of our technical obstacles without any notable contact. Of all the test vehicles, Ford has done the best job of calibrating the various driver modes and aids to the intended use, like rock crawl, mud/ruts, Baja mode, and more. All driver inputs are easy to modulate and inspire confidence, further emboldened by the low-speed control of the 62:1 crawl ratio.
As an overlander, the Ranger feels right-sized for international travel without being so big that it won’t fit down a colonial street in León (Spain). The Raptor is still wide due to the track width and fenders, but it is similar to the Quartermaster. Overall, it feels more nimble than most in this test while benefiting from supreme high-speed limit handling characteristics. Because of this, it feels safe and planted when things go sideways. The payload of the Raptor can be just over 1,300 pounds, which is more than most in this test, even with the premium options. The bed is relatively compact and only available in the short-bed option with a 59.6-inch bed length. The Ranger Raptors are sold in numerous international markets, so service and repair are possible while on a long journey.
Pros
Excellent at nearly everything
1,400-pound payload and go-fast parts is a win
Front and rear lockers
Cons
Lacks front sway-bar disconnect
Lockers are buried in a touchscreen menu
Significant rear coil sag at payload
GMC Canyon AT4x AEV | EDITOR’S CHOICE
Payload 1,050 pounds | $67,030
Perfect—unless you need to carry big or heavy stuff.
In less than a decade, General Motors has transformed its overland offerings, elevating itself to the top tier of capability and engineering. This is not your grandfather’s Canyon; it was designed with an A-Z goal of building the most effective mid-size overland truck in the segment, checking all the important boxes along the way. This starts with the AT4x model that delivers 33-inch tires, skid plates, a Multimatic suspension, and front/rear lockers. This configuration can be equipped with the American Expedition Vehicles (AEV) package.
The partnership with American Expedition Vehicles has provided genuine overland upgrades to the Colorado and Canyon. For example, the AEV edition of the Bison and AT4x comes with even larger 35-inch tires, more robust skid plates, stamped-steel bumpers, available hydraulic jounces, and an optional winch.
In mixed terrain, the Canyon is the most confidence-inspiring of the test, striking a balance between a Rubicon Gladiator’s low-speed capability and the Ranger Raptor’s high-speed limits. The low-speed work benefits from the dual lockers, 12.2 inches of ground clearance, and hardy rock sliders. What I found most impressive was the articulation from the leaf-sprung rear axle. A front sway-bar disconnect would be welcomed and help reduce head toss. The terrain mode is so effective that I could not find a scenario where the front locker was needed—it’s unique in the segment in that it employs heavy brake intervention via the ABS circuits. With the best tuning of any similar system in the market, it can actually outperform a professional driver at times due to the four-channel function.
As an overland vehicle, it is ready out of the box and can be dealer-optioned with even a winch and hydraulic jounces. These jounces may seem like just a go-fast upgrade, but they significantly improve load control with weight in the bed. The Canyon feels safe at speed and is the most comfortable cabin for passing the miles—even the front seats are cooled. The large screen displays onX or Gaia for easy navigation, and the front and rear bumpers will easily endure most travel bumps or accidents. The limitations are few, but the bed-mounted spare takes up a lot of storage. I would likely install a 34×10.5 and put the spare back underneath. The payload is one of the lowest in the test, which can make hauling a camper a challenge.
Pros
Broadest range of capability
Largest tires
Best daily driver
Cons
Bed-mounted spare
Limited payload
Transmission manual mode needs improved tuning and gear-holding
Ineos Quartermaster Trialmaster
Payload 1,829 pounds | $83,900
The first heavy-duty mid-size truck.
It is rare that an industry-altering fantasy comes to life, the passions of an individual resulting in an entirely new car company with models made specifically for overland travel. Such is the case with Sir Jim Ratcliffe, a UK entrepreneur and engineer who has quite ceremoniously become the patron saint of overlanding. Jim has overlanded around the world, including riding a motorcycle across Africa. That experience and choosing good partners like Magna and BMW have made all the difference.
The Quartermaster (QM) is a unique platform that combines the engineering and capability of the Grenadier wagon with a longer wheelbase and truck bed. The well-regarded ZF 8-speed transmission is paired with a gear-driven two-speed transfer case, connected to a 3.0-liter turbo straight-six that produces 281 horsepower and 332 pound-feet at only 1,750 RPM. The engine feels the most effective in the entire test due to the low rpm torque numbers and excellent transmission. The vehicle can have front and rear locking differentials, dual batteries, and a factory-hidden winch. The payload is an impressive 1,825 pounds (828 kilograms), and the platform reflects engineering from Magna (they engineer the G-Wagon) for overlanding, NGO, and military applications.
On the trail, the Quartermaster arrives at the middle of the pack despite being well-equipped for technical terrain. The tires are a modest 265/70R17 BFGoodrich All-terrain on steel wheels. On our long-term test vehicle, we easily installed a 285/75R17 without a lift, so there is room for larger options. With the international travel emphasis, the stock tires are a good choice as they are the same as tires fitted to the HiLux, Prado, and others. The QM had an easy time on our test tracks, but it did make contact more often than the competition, mostly due to the long rear overhang. It is clear that the Ineos is intended more for travel and a long service life than recreational 4WD use. I most appreciated the manual transfer-case level, which allows for a true neutral (even though it doesn’t show it). The upright seating and visibility are excellent, and it is easy to gauge the position of the tires and body corners.
The Quartermaster is made specifically for overlanding, and everything works as promised, including the raised air intake (which can be fitted with a cyclone element), massive dual-battery system, steel bumpers, an integrated winch, auxiliary switches, excellent payload, and a 7,716-pound tow rating. The materials are sturdy, and there is a lot of interior storage space due to the high cab. The bed is a mixed blessing as it has a lot of available volume, but the spare tire is mounted along the side (you can fit two spares). The spare should go underneath, and the lashing points are too far inboard to properly secure a camper or motorcycle(s).
Pros
Excellent payload and towing capacity
Robust construction and durable chassis
A real hand brake and transfer case shifter
Cons
Steering tuning and turning radius fall below standards
Spare tire location and bed tie-downs limit hauling
Import duties significantly impact the MSRP
Jeep Gladiator Willy’s Max Tow Package | VALUE AWARD
Payload 1,700 pounds | $46,140
Striking the perfect balance and value for most travelers.
Jeep is the original overland vehicle, producing high-volume 4WDs for civilian and military applications since 1942. Jeep assembly-lined their first 4WD pickup in 1947 with the Willys–Overland 1-ton model. Subsequent offerings included the forward control (1956) and Gladiator (1963). All of these units were praised for their 4WD capability and available payload. For 2019, Jeep released the new Gladiator, based on a revised truck frame and body/interior/drivetrain elements from the JL Wrangler. AEV had made Brute conversions for years, and Jeep knew the offering would be successful.
While it is tempting to purchase a Rubicon edition, the Willy’s version achieves a 1,720-pound payload, the rear locking differential, and a more travel-appropriate 2.72:1 low range. The 4:1 low range of the Rubicon is exceptional for rock crawling but becomes a liability in mud and sand (in reverse). The Willys can be specified with a max tow package, costing $15,000-$20,000 less than the premium Rubicon and Mojave variants.
Gladiators have always been impressive on the trail, benefiting from an excellent approach angle, running ground clearance, and a narrower body width. However, Gladiators do have the longest wheelbase in the test at 137 inches, so the breakover angle becomes a sticking point. With the rear locking differential of the Mojave and effective front axle traction control, the Jeep performs well in technical terrain but does benefit from a taller and narrower tire like a 34×10.5R17 or similar.
For overlanding, Gladiators have become a popular option, easily customized to the needs of most travelers. There are great examples like Hourless Life, who have driven their Gladiator with a family of three the length of the Americas with little issue, and Dan Grec, who spent a few years traveling Australia with his. The generous payload of 1,725 pounds combined with up to a 37-inch spare tire fitting under the bed makes the Gladiator ideal for a habitat or similar camper, even easily accommodating a slide-in like the Scout Yoho. The 3.6-liter V6 is well-proven and reliable, albeit fuel thirsty. Unlimited aftermarket support from well-respected companies like AEV and ARB makes it easy to modify the Gladiator to specific travel or terrain requirements.
The Gladiator is nicely appointed but feels cramped with the narrow interior and large roll cage. For 2024, the dash was revised slightly to include a larger screen and side-curtain airbags. As an even more compelling (and expensive) option, overlanders can order their Jeep from the local dealership and have an American Expedition Vehicles Upcountry or Upcountry+ package installed in the AEV Michigan facility and delivered with a full warranty and financing options. This will include HD front and rear bumpers, 35-inch tires, and 15 inches of ground clearance. Overall, the Gladiator is a supremely capable, easy-to-modify, mid-size truck with a solid payload.
Pros
Stellar value
Technical terrain capability
Heavy-duty axles with proper payload
A real transfer case lever and handbrake
Cons
Interior feels cramped
Engine lacks performance and refinement
Nissan Frontier Pro-4x
Payload 1,070 pounds | $43,280
Compact, authentic, and reliable.
The Frontier or Navara is available in 190 countries and represents an important confluence of reliability and value. The Frontier can cost 20 percent less than a similar Toyota while offering a 310-horsepower V6. The Nissan pickups are honest and reliable alternatives that will provide most travelers with decades of service. The Frontier King Cab configuration can see a payload of 1,505 pounds (683 kilograms), and the regular cab Navara for international markets can haul an impressive 3,000 pounds (1,361 kilograms). For this evaluation, we focus on the more trail-capable Pro-4x variant with 32-inch Hankook DynaPro A/Ts, a rear locking differential, Bilstein shocks, and basic skid plates.
When driving the Frontier, it immediately feels charming and rest-of-world. It is a solid, reliable, under-the-radar truck that provides excellent value. It is also better for 2025 with an interior refresh (mostly larger screen) and some improvements to the traction control and engine mapping that benefit driveability. It was immediately apparent that the Frontier was the only truly compact truck in the test being nearly 6 inches narrower than the Raptor—smaller vehicles are just easier to travel with.
For the trail, the Nissan is capable, but it is clearly out of its league when compared to the others in the evaluation. Ground clearance is the lowest in the test at 8.6 inches, and it lacks robust bumpers at either end. The quality tires and rear locker do a good job of providing tractive performance, but the limited articulation and ground clearance limit the Frontier to the well-traveled path.
As a travel vehicle, the Frontier starts to make more sense, including the compact size, low cost of ownership, and lower overall risk profile (for theft, etc.). Even though the payload is the lowest in the test, it is still possible to install a GoFast Camper, fridge, and some supplies for an around-the-world journey. Nissans are sold in 190 countries, so service and repair are easy to find. I like the V6 engine and the familiarity of a larger displacement, normally aspirated motor paired with a 9-speed automatic. The trick with the V6 is to immediately push the tow-haul button to improve the shift points and throttle response. Otherwise, the motor feels sluggish and unresponsive. Fuel economy is average at 17.8 mpg, but it does come equipped with a 21-gallon tank and runs on regular unleaded. The Frontier is an honest and affordable overland pickup that is Made in the USA for the needs of American compact truck buyers. All it needs is a true Pro overland model with larger tires and a suspension package that increases ground clearance and payload.
Pros
21-gallon fuel tank
Compact size for international shipping and streets
Reliable and simple normally aspirated V6
Cons
Limited payload
Lowest ground clearance in the test
Interior finish, quality, and comfort
Toyota Tacoma Trailhunter
Payload 1,215 pounds | $65,080
The most capable and comfortable Tacoma ever produced.
Overland Journal’s first project vehicle was a Tacoma, and it remains the most popular model in our segment—for good reason. The Tacoma has always reflected simplicity, durability, reliability, and authenticity. You got what you paid for, and the truck would last (at times) generations. It is the OG compact pickup that gained capability with the TRD package and now the Trailhunter variant. Hundreds of thousands are sold each year, and the 2024 model is the best they have ever made.
When the Tacoma first hit the scene, it dominated the competition, with the other offerings looking like an also-ran. But the big three eyed the quarter million units sold by Toyota each year as a welcomed prize, and the competition got better, much better. As a result, Toyota pulled out all the stops with the fourth generation, incorporating improvements to the suspension, adding a front sway-bar disconnect, improving fuel economy, adding new packages, and even (thankfully) increasing payload. This new Tacoma uses the new TNGA-F frame structure that is shared with the Land Cruiser, along with adding a wider track option on the Trailhunter, and up to a 33-inch diameter tire. The powertrain is a 2.4-liter, hybrid, 4-cylinder turbo that produces 326 horsepower and an impressive 465 pound-feet of torque, all bolted to an 8-speed automatic. As a small miracle, you can still buy the Tacoma TRD Pro with a 6-speed manual transmission.
When taking the Trailhunter on the trails, it was immediately apparent how evolved the new vehicle was, the larger tires providing 11 inches of ground clearance, although any flotation advantage of the 33-inch tire is lost with the 18-inch wheel. Fortunately, the 17s fit on the TRD Pro and Trailhunter. The Tacoma is well-balanced on the trail and exhibits less suspension lift in cross-axle terrain, along with less “pop” (sudden wheel lift) when a tire does lift. The rear locker keeps progress slow and steady while the front sway-bar disconnect reduces head toss and driver fatigue. The driver modes work as advertised, although the crawl control lacks the sophistication of the General Motors offering. The seats are light-years ahead of any other Tacoma, being both comfortable and supportive.
As an overland vehicle, the Trailhunter is ready for the challenge, giving the best payload we have seen in a well-equipped Tacoma, arriving at 1,215 pounds. Technically, an SR5 4WD Tacoma is capable of achieving 1,709 pounds of payload, although I have never seen that number on a door placard in dealer lots. The interior and overall comfort has improved significantly over prior models and competes against the best in the segment. The rear bumper is a metal, high-clearance unit made by ARB, and there are also GVWR front recovery hooks. Despite the impressive powertrain numbers, it does not translate into either 0-60 times, driver impressions, or notable economy results, and the range is limited by the 18-gallon fuel tank.
Pros
Most capable Tacoma ever built
Six-foot bed option
Manual transmission in some configurations
Cons
Tank size and resulting range
Payload is 200-600 pounds less than the competition
Conclusions
When I purchased my 2004 Tacoma TRD, the Toyota was the only option with a rear locker, and it had a reasonable 1,375-pound payload. At the time, the Tacoma surpassed the competition by a wide margin. Now, 20 years later, the mid-size landscape could not be more different, and the Tacoma has legitimate competition from every manufacturer. These trucks are more capable, comfortable, and powerful than ever before, with an average of 300 horsepower, an average ground clearance of over 10 inches, and a rear locker (at least) available on every model. Now, it is possible to get front lockers, solid front axles, go-fast suspensions, and even cooled and heated seats. These trucks are also much more expensive than anytime in history (even accounting for inflation).
There are some impressive values to be had in the segment, including the Jeep Gladiator Willys, the Nissan Pro-4x, and the Raptor. The Raptor, in particular, stands out given the dual lockers, 405 horsepower, comfortable interior, and premium suspension—all for $57,000. However, the Jeep Gladiator Willys ultimately provides the best overall value for an overlander with over 1,700 pounds of payload, a rear locking differential, and quality off-road tires for only $46,000, winning our Value Award.
Selecting an Editor’s Choice Award winner has proven to be much more difficult than in the 2020 mid-size shootout, which is a win for consumers in 2025. This is truly the golden age for the mid-size overland pickup. Contenders for the crown include the Raptor, Canyon AT4x AEV, Tacoma Trailhunter, and the Quartermaster. The Tacoma is exceptional and the best Toyota pickup sold in the USA for decades. The ARB rear bumper is stout and high-clearance, combined with the 33-inch tires, a rear locker, and a sway-bar disconnect. The OME dampers are well-tuned for a typical overland load, and the payload is about 20 percent higher than the outgoing model. The price of the Tacoma can increase quickly, the payload still falls below the Ranger, and it’s without a front locker. The Quartermaster feels the most heavy-duty of the test, and it genuinely is, combined with dual lockers, full-time 4WD, a factory-available winch, snorkel, and dual-battery system. Adding the accessories gets the payload closer to 1,400 pounds, and the price burgeons to over $100,000. The bed tie-downs and spare tire location are both challenges to be overcome, along with the steering/alignment scoring. There has never been a mid-size truck more suitable for overlanders, but the competition is steep, and the price of the Ineos is even steeper.
The GMC is the best daily driver and overall backcountry performance of the test by a wide margin. Only the Raptor has an edge at speed, but the AT4x runs circles around the rest in technical terrain—it isn’t even close. The AT4x was my favorite for everyday use, excelling in comfort (ride, NVH, materials, climate features), good looks, and nimbleness. The only thing holding back the GMC is the payload and spare tire location. The Gladiator can fit a 37-inch tire underneath, so Ineos and General Motors can figure it out. The Raptor has similar hardware to the GMC yet has almost 400 pounds more payload, a 40 percent advantage, while still having legit hardware chops. In nearly 20 years of testing vehicles, I have never been more surprised with a vehicle like the Ranger Raptor. We don’t typically view Raptors as a travel choice, but the Ranger is the exception. It is reasonably compact, efficient, powerful, and capable, with an unexpected payload of 1,400 pounds.
The Editor’s Choice could easily go any of the four ways: the Quartermaster has the best potential payload and factory overland configuration, the AT4x AEV is the most capable and comfortable (perfectly serving those who pack light), and the Ranger is the best balance of everything, including being an exceptional value.
Unfortunately, that puts me in the unenviable position of choosing an Editor’s Choice Award. If I were writing my own check for a mid-size truck, it would be the AT4x AEV, as it would meet my overall needs the best in the test. If I won the lottery, I would have the AT4x for every day and keep the Scout Yoho Pop-up permanently attached to the Quartermaster for international forays.
Editor’s Note: This article was originally published in Overland Journal’s Spring 2025 Issue.
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