Every 2019 Mid-Size Pickup Truck Ranked

When it comes to tackling big jobs and hauling heavy loads, there's no substitute for a full-size pickup. For when you're not doing those things like towing the Empire State building or digging a tunnel to the other side of the world-you know, for everyday use-a smaller pickup offers a compelling alternative. Mid-size trucks now offer an nearly as high payload and towing capabilities as full-sizers yet stand a better chance of fitting in the garage and saving a few bucks at the fuel pump. Spurred into action by a strong consumer interest, automakers have nearly doubled this once-small segment with new offerings in recent years, and more are on their way. Click through the entire roundup of mid-size trucks here; our rankings (which are ordered from worst to best) may surprise you!

Nissan's Frontier is a relic that predates its competitors by nearly a decade, with the current version dating back to 2005. There has been only a smattering of changes since Nissan refreshed the truck for 2009. The basic interior trails the rest of the pack in terms of creature comforts and technology, although a 7.0-inch touchscreen is now standard on entry-level S and SV trims. Ditto the aging powertrains, which include a standard 152-hp four-cylinder and an optional 261-hp V-6. Desert Runner and Pro-4X trims offer a smidge of off-road capability by way of bigger tires and upgraded shocks, but aren't enough to advance the Frontier's place in the segment.

If the mid-size truck market has a patron saint, the Toyota Tacoma is it. Building on the rugged and reliable legacy of its predecessor (known globally as the Hilux), the Tacoma sacrifices some of the refinement and premium options found in newer competitors for an uncompromising (and appealing) do-it-all character. Available in extended cab and crew cab body styles with either a 6.1- or 5.5-foot bed, the Toyota is neither the most efficient nor spacious mid-sizer, and the go-kart driving position its low-mounted seats provides is unique. Skip the base 159-hp 2.7-liter four-cylinder engine for the optional 278-hp 3.5-liter V-6, and off-roaders will want to spring for the TRD Pro version, which has a heavy-duty off-road tuned suspension and requisite bro-tastic exterior graphics.

The mid-size GMC Canyon doesn't stray too far from the blueprint of the full-size GMC Sierra pickup. So, if you like GMC's bigger truck but wish it were available in 7/10ths scale, the Canyon is your ride. But it's also the nearly-identical Chevrolet Colorado's kissing cousin, and in most cases the GMC Canyon doesn't offer enough unique content to warrant shelling out the extra cash GMC charges for its badging. (The two GM trucks share gas four- and six-cylinder engines, as well as a diesel four-cylinder.) The exception, of course, is the full-boat Denali trim, which is the perfect mount for curbside cowboys and cowgirls with an itch for mid-size bling.

Available in three cab-and-bed configurations, Chevrolet's Colorado is a versatile mid-sized hauler that offers nearly as much utility as full-size pickups in a slightly smaller package. A 2.5-liter inline-four with 200 horsepower and 191 lb-ft of torque is standard; the optional are a 3.6-liter V-6 (308 horsepower, 275 lb-ft) and a 2.8-liter turbo-diesel inline-four (186 horsepower, 369 lb-ft), which has a tow rating of up to 7700 pounds. A trail-ready ZR2 trim gets a unique suspension and other off-road kit, and the ZR2 Bison adds a quintet of skid plates, front and rear steel bumpers, and a unique grille. The Chevrolet's value relative to the mechanically identical yet slightly pricier GMC Canyon is what places it ahead of that truck in our rankings.

Missing in action since 2011, the Ford Ranger returns for 2019 to reclaim its territory as one of the most popular and long-running nameplates in the small-to-midsize truck realm. At launch, the only powertrain on offer is a 270-hp turbocharged 2.3-liter four-cylinder paired with a ten-speed automatic transmission; rear-wheel drive is standard. Stepping up to four-wheel drive also brings a boost in ground clearance, from 8.4 inches to 8.9 inches, though both drive configurations offer electronically locking rear differentials. Next to its good looks, the Ford offers functional doodads such as a Terrain Management system (with settings for grass, gravel, and snow; another for mud and ruts; and one for sand), an optional tow package that ups the tow rating to 7500 pounds and the payload to 1860 pounds.

Offering a roomy cabin, a 5000-pound maximum towing capacity, and a five-star NHTSA safety rating, the Honda Ridgeline is all the mid-size truck most people need. Its 3.5-liter V-6 makes 280 horsepower and 262 lb-ft with a six-speed automatic and front-wheel drive or all-wheel drive. Wait, did we just say "front-wheel drive?" We did. The Honda Ridgeline features carlike unitized (as opposed to old-school body-on-frame) body construction, which affords it numerous everyday advantages over its competition, including good fuel economy, smart handling, a spacious interior, and an excellent ride. With no frame rails getting in the way of the space beneath the Honda's pickup bed, there is room for an innovative waterproof, lockable "trunk." All of these reasons stand behind our decision to name the Honda our favorite mid-size pickup two years running.

Arriving midway through 2019, at long last, is Jeep's Wrangler-affiliated pickup truck. Officially named the Gladiator, the mid-size segment’s newest member looks like a Wrangler with a pickup bed, but is so much more than that. The frame is all-new and optimized for truck duty, and Jeep ensured the Gladiator could do real truck things, including tow up to 7650 pounds and carry 1600 pounds of stuff in its bed. It is, of course, designed to excel off-road, and includes large off-road tires, a sturdy suspension, and advanced four-wheel-drive systems. While a diesel-powered V-6 will arrive eventually, only a gasoline V-6 will be available when this truck-‘ute launches. Our ranking of the Gladiator will have to wait until we drive it, but the truck is too important not to mention here.