Big trucks are exactly that, and many drivers don’t need something with as much bulk as a full-size pickup. So, we corralled the Big Three of the midsize trucks — the 2019 Ford Ranger, GMC Canyon, and Toyota Tacoma — to sort out which might best suit those who don’t need or want a full-sizer. We would have loved to include the new Jeep Gladiator, which is going to be a serious contender when it arrives, but we were just a little too early for its release. We’ll throw it into the mix another time. To be sure, all three of these midsize trucks are seriously capable, close enough to their bigger siblings that they’ll be enough truck for many, many buyers. Plus they’re easier to park, drive, and manoeuvre around town and off road. Each is able to tow in excess of 6,000 pounds, carry more than 1,100 pounds, and traverse the kind of rough ground few SUVs will dare to tread. That said, each truck has its own unique strengths and one stands taller than the rest. After a day of driving each truck over the same route through a muddy and rutted forest, and after many more kilometres on asphalt, this is what we found. Engines We had ourselves a pair of sixes, and one four. The Canyon’s 3.6-litre V6 made the most horsepower at 308, while the Tacoma’s 3.5L V6 churned out 278 horses. The Ranger uses a 2.3-litre turbocharged four-cylinder engine — Ford calls it EcoBoost — that had the lowest horsepower at 270, but the highest torque at 310 lb.-ft. We like power, but we’re fond of naturally aspirated engines versus turbochargers. Regular engines have fewer moving parts, and we like a simpler design if we’re keeping the truck for a while. The turbo, however, gave the Ranger the best published fuel economy at a combined 10.9 L/100 kilometres in city/highway driving (12.2 for the Canyon, and 12.9 for the Tacoma with off-road package). That’s always a bonus, but be aware that turbo engines can get thirsty if they’re worked hard, such as when towing. Torque, of course, is what provides the feeling of power, and the Ranger leads the way here. Touch the throttle and response is immediate, whereas the Tacoma felt like it needed a hard leather whip to get it to giddy up, with peak torque absent until the 3,500-4,000 rpm mark. The Canyon fell somewhere in the middle of these two. The Ranger also felt smoother and less busy because it didn’t have to work so hard to reach its maximum 310 lb.-ft. Transmission-wise, all were automatics: the Tacoma had six speeds, the Canyon eight, and the Ranger had ten. All of them got the job done, but with those extra gears, the Ford added an additional level of smooth shifting. All three trucks were 44, of course, but the Canyon offered an “automatic” four-wheel setting so it can be driven in all conditions, including on alternating dry/wet/snowy roads. The other two, with manually-activated transfer cases, could only be driven in 44 mode on loose surfaces to avoid binding up the drivetrain. It was no surprise the Tacoma, with its TRD Pro package, proved to be the most off-road-capable and included a drive mode dial to optimize performance in mud, sand, gravel, and other conditions. Both it and the Ranger’s FX4 Off-Road Package for $1,400, included a crawl control feature, which is basically very-low-speed cruise control when you’re off the beaten path. Ride and handling Without question, the Ranger returns the most comfortable ride. The adjustable heated seats are truly comfortable and supportive, and the suspension happily absorbs asphalt fractures, though it tended to be a little less controlled over the big bumps on our off-road route. Noise, vibration and harshness (NVH) in the Ranger have clearly benefited from the F-150, which has seen years of effort to quiet things down. The Canyon isn’t far behind, though, and delivers a smooth ride, if somewhat devoid of feedback. The Tacoma is easily the loudest (more so with TRD Pro exhaust). But the Tacoma also delivers the highest level of feel throughout the truck, which helps to elevate the overall drive experience and makes it feel more truckish than the others — something we like. What we don’t like is the Tacoma’s seating position, which is too low to the floor with no way to raise the seat, and which can result in cramped legs. That said, 2020 models get a power-adjustable seat. Practicality At 7,500 pounds of towing capacity, the Ranger topped the Canyon’s 7,000 pounds. The Tacoma only pulls 6,400 pounds, but Toyota has always marketed this as more of a “lifestyle” truck — ideal for dirt bikes, ATVs, snowmobiles, mountain bikes, and small boats. Inside, all three trucks have easy-to-use controls, with the Tacoma’s taking a slight edge for accessing functions with minimal distraction. The Tacoma and the Canyon bettered the Ranger for small-item storage in its front console. But on the exterior, nothing beats GM’s simple-and-brilliant in-bumper steps for getting into the bed. Quality, features, infotainment All three of
Origin: Pickup Comparison: 2019 Ford Ranger vs. GMC Canyon vs. Toyota Tacoma