best long travel truck

Reliable Pickup Trucks That are Good for Long Trips

A road trip is an excellent way to clear your mind, stop and explore the hidden gems of the country, and above all, spend some great bonding time with your loved ones. But the journey is not only about where you decide to go and with whom–how you get there is an equally important aspect to consider. One of the best ways to embark on your adventure is in a pickup truck, which offers you the luxury and freedom which no other vehicle would. With utmost ruggedness and reliability, a pickup truck makes for a smooth ride and allows you to drive off the beaten path without worrying about damage to your transmission. To help you choose the right one for your traveling needs, we have put forth a list of some of the most reliable pickup trucks you can depend upon for all your future adventures. You can also check this website for different 70s vintage Land Rovers . Ram 1500 The Ram 1500 is the ultimate road trip machine for many reasons. Offering the perfect combination of power, safety, comfort, and utility, this highly regarded truck performs like a beast, making it the go-to choice for many outdoor enthusiasts who want a vehicle that can deliver in all categories. This insanely powerful truck features loads of horsepower and comes packed with plenty of entertainment features. These include the unique Uconnect infotainment system with a 12-inch touchscreen display, SiriusXM Radio, Android Auto integration, and Apple CarPlay. That is sure to keep all passengers delighted throughout the trip. But that’s not all. It also has some exciting drivers assistance tech like a 360-degree surround-view camera system, blind-spot monitoring, and lane-keep assist . Featuring a comfortable and luxurious cabin with supportive seats and plenty of legroom, you are least likely to feel cramped or in need of more space. With an incredible hauling and towing capacity of up to 12,750 lbs, this beastly pickup truck can seamlessly handle heavy loads, from a speed boat to a camper trailer. Chevrolet Silverado When it comes to a rugged, dependable truck for long-distance road trips, the Chevrolet Silverado is second on our list that has got you covered. With tough built and V8 engines, the Silverado is one of the safest and most reliable trucks on the market, with an NHTSA safety rating of 4 out of 5. This impressive truck delivers the goods with impeccable features similar to that of Ram 1500. While its interior may not be as premium as the other trucks listed here, it does have a spacious cabin with lots of head and legroom. Capable of hauling up to 12500 lbs, you can ditch the hotel or motel rooms and carry a trailer or camper as a piece of home with you as you travel. Built with the utmost comfort in mind, it has a spacious interior big enough to seat up to 6 people, making it the ideal choice for anyone with a big family. Ford F-150 The Ford F-150 is another excellent all-around pickup truck offering top-notch reliability, practicality, and space for your long-distance adventures. It has been one of the top-selling vehicles in the US, and it is easy to see why. The Ford F 150, as available at this dealership in Turnersville , is comparatively affordable and has an impressive fuel efficiency that will keep you on the road longer than its counterparts. With a powerful engine lineup, this mighty truck is capable of hauling extreme loads without much hassle. Whether you want to tow a recreational boat for a day out in the lakes or a camper for a camping vacation with family or friends, the Ford F 150 can do it all. Today, the Ford F -150 is perhaps the most popular vehicle on the roads of America, which is a testament to the brand’s reliability and that buying one is well worth your money. Toyota Tacoma Best known for its off-roading capabilities, it comes as no surprise that the compact Toyota Tacoma has the potential to handle and drive through rough terrains and conditions like nonother. While consumers did experience some issues with its earlier models, it made a strong comeback in 2018 and onwards. A true warrior amongst its mid-sized counterparts, the Tacoma is a solid allrounder with the potential to be a reliable work pickup truck as well as an adventure vehicle. With that said, Tacoma may not be best in the space and comfort department compared to other trucks on the list. Accordingly, you may want to reconsider your choice if you plan to travel on long journeys with your family as it does offer the desired amount of rear legroom. The modern pickup truck is more than a utilitarian workhorse. It is a comfortable luxury vehicle equipped with bucket seats and a smooth suspension while offering you unmatched storage space to carry sports or adventure equipment with ease. Which one you choose depends upon your priorities and personal preferences. But you simply can not go wrong with the choices given above. How To Choose Reliable Pickup Trucks Various factors should be carefully considered when searching for a reliable pickup truck suitable for extended journeys. First and foremost, it’s essential to prioritize durability. This involves assessing the brand’s reputation for reliability and examining customer reviews and ratings. Additionally, checking the warranty provided by the manufacturer can indicate their confidence in the truck’s long-term durability. Fuel efficiency is another critical aspect of minimizing costs during long trips. Researching and comparing fuel efficiency ratings is advisable, and exploring trucks with advanced fuel-saving technologies can be particularly beneficial. Comfort is paramount for extended drives, so opting for a model with a spacious and comfortable cabin is advisable. Look for supportive seats, adjustable steering, and lumbar support. Infotainment and connectivity features can also significantly enhance the overall driving experience. Another consideration is the payload capacity, especially if you anticipate carrying heavy loads in the truck bed. This should be assessed to prevent any compromise in performance or safety. The type of transmission (automatic or manual) and drivetrain (2WD or 4WD) should be chosen based on personal preferences and specific driving needs. Gaining insights from reviews by automotive experts and engaging in test drives are valuable steps in the decision-making process. They provide firsthand information about the truck’s handling, ride comfort, and overall performance. Resale value is another factor, as specific models and brands hold their value better over time. Lastly, it’s essential to factor in the overall cost of ownership. This includes considerations such as maintenance, car insurance , and potential repair costs, contributing to a well-rounded decision on a reliable pickup truck for long journeys.

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Best Road Trip Cars in 2023

Get ready to hit the road for vacations and holidays in a car that's fuel efficient, reliable and comfortable. We found the best road trip cars for any adventure.

Kia Motors America |

Looking for Adventure? Head Out on the Highway!

People have a lot of pent-up travel lust after years of pandemic restrictions and uncertainty. Air travel in particular has seen a huge rise this summer, with the busiest day in the industry's history occurring in June. Rather than fight those busy flights, hit the road in a new vehicle that can fit all your luggage and maybe even help you keep your cool.

No single car is the perfect road trip vehicle for everyone, but great road trip cars have some features in common. We looked for vehicles that have good gas mileage for fewer stops at gas stations, enough USB ports to keep everyone's devices charged up and comfortable seats in all rows. Driver assistance features are important too, as they can help reduce fatigue during long days on the road.

When new information becomes available, we update our reviews, so the information in these slides might not match the reviews exactly.

Let's take a look at the best road trip cars so we can – finally – get out of town.

Hyundai Motor America |

2023 Hyundai Tucson Hybrid

$31,350 | usn overall score: 8.7/10.

The 2023 Hyundai Tucson Hybrid is among the best in its class. Its long list of features was refreshed for the new model year, and it was a finalist for our Best Hybrid SUV for the Money and Best Hybrid SUV for Families awards. The regular hybrid is the best for road tripping, with up to 38 mpg on the highway. The available plug-in hybrid shines brightest when you can take full advantage of its 33 miles of electric-only power around town.

Inside, there's tons of room for adults in both rows of seating and a huge cargo area. An 8-inch touch screen, wireless Apple CarPlay , wireless Android Auto , four USB ports and wireless device charging come standard.

2023 Volkswagen Atlas

$34,460 | usn overall score: 8.0/10.

The 2023 Volkswagen Atlas has enough room to bring along everybody and all their gear. It's available with two or three rows of seating, and even the optional third row has enough room for shorter adults or squirmy kids. It has more cargo space behind the third row than most in its class. A 6.5-inch touch screen and smartphone compatibility come standard.

Despite being a 3-row SUV, the Atlas is easy to maneuver, even when you leave the highway for city streets. It can also tow up to 5,000 pounds when properly configured if you plan to bring a small camper or want to tow some toys for your vacation.

2023 Lincoln Navigator

$77,635 | usn overall score: 8.8/10.

Wherever your road trip takes you, the 2023 Lincoln Navigator will make sure you arrive in comfort and style. It's one of the best luxury large SUVs, with a well-built and high-quality interior. Standard features include a 13.2-inch touch screen, wireless smartphone connectivity, a Wi-Fi hotspot and five USB ports.

Every seat in all three rows is comfortable, and the available L model adds extra space to an already roomy cargo area. And though it is large, the Navigator turns in decent fuel economy estimates for its class, with up to 23 mpg on the highway. Standard safety features like lane-keep assist can help reduce driver fatigue too.

2023 Chevrolet Suburban

$57,200 | overall score: 8.2/10.

The 2023 Chevrolet Suburban is the classic family road trip SUV. It's huge, with more cargo space than almost any SUV out there. It can be configured to seat up to nine people (though it's a tight fit). With seven or eight seats, even the third row provides enough legroom for adults. The interior is sturdy enough for epic journeys, and it comes with an 8-inch touch screen, wireless smartphone connectivity and six USB ports.

Depending on how you configure it, the Suburban can tow up to 8,300 pounds, enough for the average camper. It also comes with driver-assistance features like lane-departure warning, lane-keep assist and automatic emergency braking.

2023 Genesis G90

$88,400 | usn overall score: 9.3/10.

The 2023 Genesis G90 was completely redesigned this year, and it added an optional mild-hybrid powertrain that improves acceleration when passing on the highway. The available air suspension makes long drives a dream, and the long list of standard safety features-including adaptive cruise control-eases the tedium of driving.

The Nappa leather interior wraps the road tripper in luxury, and both rows of seating are comfortable for adults. The trunk is large enough for several suitcases, and it opens automatically as you approach. The G90 also has one of the longest warranties in the business.

2023 Toyota RAV4 Hybrid

$30,725 | usn overall score: 8.2/10.

The 2023 Toyota RAV4 Hybrid takes everything that has made this compact SUV popular over the years, like a comfortable ride and plenty of standard high-tech features, and added a fuel-efficient and quick-accelerating hybrid powertrain. It can get up to 41 mpg on the highway, which helps cut road trip costs. It was also a finalist for our Best Hybrid SUV for the Money award.

The interior is solidly built, and both rows of seating are comfy. There's also great visibility for everyone, so games of "I Spy" may get competitive. An 8-inch touch screen, wireless smartphone compatibility and a Wi-Fi hotspot come standard. Adaptive cruise control and traffic-sign recognition (both standard) help you when driving in unfamiliar locations.

2023 Honda CR-V Hybrid

$32,950 | usn overall score: 8.3/10.

The 2023 Honda CR-V Hybrid is a more fuel-efficient version of the popular compact SUV, with up to 43 mpg on the highway. It's been completely redesigned this year, with more standard tech features and an improved infotainment system. A 7-inch touch screen, smartphone connectivity, a Wi-Fi hotspot and four USB ports come standard.

The seats are comfy in both rows, with room for adults to stretch out even on road trips. The rear seats recline, so whoever is off driving duty can take a nap. Standard adaptive cruise control and lane-keep assist help reduce the fatigue that can come with hours of driving.

2024 Kia Carnival

$33,200 | overall score: 8.5/10.

The 2024 Kia Carnival basically begs you to get the show on the road, and it comes standard with several advanced safety features, including driver-attention monitoring.

The interior is upholstered with easy-to-clean materials, and all three rows have enough room for adults, though the third row is short on headroom. It also has lots of cargo space, even with all three rows in use. An 8-inch touch screen, smartphone compatibility and seven USB ports come standard.

2023 Chrysler Pacifica Hybrid

$50,795 | usn overall score: 8.6/10.

The 2023 Chrysler Pacific Hybrid is a plug-in hybrid, so when you reach your destination and charge up, you can drive about 32 miles on electric power alone. Under electric power, this Chrysler gets 82 MPG-equivalent, and gasoline-only driving returns up to 30 mpg on the highway. These are great numbers for a minivan.

There's also a ton of tech included, like a 10.1-inch touch screen, wireless smartphone connectivity and Amazon Alexa compatibility. All three rows of seating have lots of head- and legroom, and there's plenty of storage space. Standard safety features include adaptive cruise control and a surround-view parking camera system.

2023 Ram 1500

$31,270 | usn overall score: 9.0/10.

If your road trip plan involves a camper or boat, you'll want to look into the 2023 Ram 1500 . When properly equipped, it can tow up to 12,750 pounds. As with most pickups, you can configure the 1500 in whatever way works for you.

There are a lot of options and body styles to choose from too, but they all have a spacious, high-quality interior. The availability of safety features and infotainment tech depends on the trim you choose and the options you select, so you can custom-build the road-tripping pickup of your dreams – or the one that fits your budget.

2023 Honda Civic

$23,750 | usn overall score: 8.7/10.

Your road-trip car is probably also your go-to-work-every-day car. The 2023 Honda Civic ably handles both roles. It's one of the best compact cars in its class, and we named it the Best Compact Car for the Money as well as one of the Best Cars for Teens . All of its scores are high, especially when it comes to safety. The Insurance Institute for Highway Safety gave it the Top Safety Pick+ designation.

It's not just safe, it's also thrifty, with up to 42 mpg on the highway. A 7-inch touch screen and smartphone connectivity come standard. It also comes with adaptive cruise control and traffic-sign recognition, which make driving in unfamiliar areas a bit easier.

2023 Ford Mustang

$27,770 | usn overall score: 9.2/10.

Sometimes you want to live the American road trip dream in an impractical sports car. But guess what – the 2023 Ford Mustang is a rather practical sports car with one of the highest overall U.S. News scores. There are several available engines, but sticking with the base turbo-four means an estimated 32 mpg on the highway.

Living the American muscle car fantasy on the open road is best for two people, since the Mustang's rear seats are pretty small. Its standard infotainment system has a 4.2-inch display – not a touch screen – and a Wi-Fi hot spot. Standard safety tech includes automatic emergency braking and lane-keep assist. But maybe most importantly, for purposes of the dream, the Mustang is available as a convertible.

Road Trip Car Characteristics

Passenger space : People turn cranky when they aren't comfortable after hours on the road. There needs to be space for everyone to stretch out.

Cargo space : At the very minimum, you'll be bringing luggage along and maybe also camping gear or tubes for floating the river. Make sure there's space for your gear.

Fuel economy : Stopping for gas on a road trip can get expensive. Fuel efficiency, particularly from hybrid powertrains, can ease the pain of stopping at the pump.

Infotainment : An AM/FM radio is no longer sufficient for most people. An infotainment system that's easy to use while driving and can connect to smartphones is key.

Safety tech : Driving long distances causes fatigue, and fatigue causes accidents. Modern driver-assistance features can help you stay alert and in your lane.

Reliability : No one wants to be the car in the breakdown lane while on their road trip. A good predicted reliability score shows that a particular model has on average been a solid performer over time.

John M. Vincent | U.S. News & World Report

Road Trip Car FAQs

What is the best car for road trips.

The best car for road trips is the one that fits your budget and your needs, so there's no one vehicle that will work for everybody. That said, the 2023 Honda Civic is a strong pick. It provides comfort, features, safety and reliability, and all for one of the lowest price tags on this list.

What is the best SUV for road trips?

The 2023 Hyundai Tucson Hybrid combines a long list of standard features with great fuel economy, and it has one of the most spacious interiors in its class.

What is the best luxury car for road trips?

The redesigned 2023 Genesis G90 will take you anywhere in comfort and style. Most of its best features are standard, including leather upholstery.

What is the most comfortable car for long trips?

On a list of very comfortable vehicles, the 2023 Honda CR-V Hybrid is probably the most comfortable, especially for back-seat passengers who can take advantage of those reclining seats. If comfort is your priority, take a look at our list of most comfortable cars for more options.

U.S. News and World Report |

More Shopping Tools From U.S. News & World Report

Plenty of families take road trips, so you might want to check out the winners of our 2023 Best Cars for Families awards too. Maybe you've been left stranded on an unfamiliar road by your former car and are looking for the most reliable cars available. If you know you need to bring along a lot of gear, see our roundup of compact SUVs with the most cargo space .

When you're ready to buy a new car, use our Best Price Program to pre-negotiate a great price with a local dealership. You can arrange for online buying and even vehicle delivery through the program.

U.S. News & World Report |

Best Cars for Road Trips

2023 Hyundai Tucson Hybrid - $31,350 | Overall Score: 8.7/10
2023 Volkswagen Atlas - $34,460 | Overall Score: 8.0/10
2023 Lincoln Navigator - $77,635| Overall Score: 8.8/10
2023 Chevrolet Suburban - $57,200 | Overall Score: 8.2/10
2023 Genesis G90 - $88,400 | Overall Score: 9.3/10
2023 Toyota RAV4 Hybrid - $31,225 | Overall Score: 8.2/10
2023 Honda CR-V Hybrid - $32,950 | Overall Score: 8.3/10
2024 Kia Carnival - $33,200 | Overall Score: 8.5/10
2023 Chrysler Pacifica Hybrid - $50,795 | Overall Score: 8.6/10
2023 Ram 1500 - $31,270 | Overall Score: 9.0/10
2023 Honda Civic - $23,750 | Overall Score: 8.7/10
2023 Ford Mustang - $27,770 | Overall Score: 9.2/10

Browse Cars

6 Great Trucks For Summer Road Trips

Are pickups good for road t rips? Absolutely. They can carry all your stuff and tow a trailer or a boat, too. Modern trucks can also be ordered as luxury trucks that offer many of the options that any SUV can have. But what makes these trucks great are their open beds for hauling the stuff that you’ll likely pick up on a road trip, whether that’s a load of antiques or stinky fish from the lake.

With all of these trucks you can order most of the driver safety aids that you’d expect in a sedan. But you’ll get tough suspension, cargo-hauling capabilities, and depending on the truck, off-road abilities. Your next summer road trip could be an off-road trip.

The Ford F-150 Hybrid

An F-150 Hybrid has more power and towing ability, but also Pro Power Onboard to power your trailer.

The most powerful F-150 is also the most fuel-efficient. The new hybrid gets up to 26 mpg on the highway while packing 430 horsepower. With the F-150 you can get Ford’s SYNC 4 tied to a 12-inch touchscreen. And, with the hybrid, you can get Pro Power Onboard that allows you to run a variety of electrical goodies once you reach your campsite. It also has the most legroom of any full-size truck, at 43.6 inches. Too bad the 2022s are sold out .

Toyota Tundra i-FORCE MAX

The i-FORCE MAX is a great luxury road trip truck in the 1794 trim.

In Toyota-speak, the MAX means hybrid for the Tundra full-size truck. Like the Ford, it gets better gas mileage than its non-hybrid version and makes more horsepower. While the Toyota doesn’t quite get Ford gas mileage, at 22 mpg combined, it is a big truck that’s comfortable on the highway with a 10-speed transmission and a whopping 41.6 inches of rear-seat legroom. The Tundra was completely redesigned for 2022. In 1794 trim it can be a luxurious beast that’s great for your next road trip.

Ford Maverick

Sure, the Maverick is smaller. But that doesn’t mean that it skimps on comfort or practicality. The Maverick is built on a unibody, like a car, and rides more like a car than a body-on-frame truck, which we know is a bonus on a long road trip. Another bonus of the Maverick is that it gets great gas mileage, topping 40 mpg with the hybrid, and 29 for the turbocharged four-cylinder. It can be optioned to tow up to 4,000 pounds, which is plenty of capacity for a small camping trailer .

Hyundai Santa Cruz

Like the Maverick, the Santa Cruz is built on a car chassis. It drives more like a car than a truck, and it, too, gets good mileage which makes it great for a road trip. It’s not a Maverick, but 28 mpg isn’t too bad. It’s a small truck, though, and only has 36.5 inches of rear-seat legroom. But the SEL Premium version can tow up to 5,000 pounds with the all-wheel drive package. The Santa Cruz is based on Hyundai’s Tucson SUV, which means that it drives and performs a lot like that SUV, but with a convenient open bed.

Honda Ridgeline RTL

White Honda Ridgeline, a truck that's loved and hated, parked in front of a sand dune

The 2022 Ridgeline may not do all the big truck stuff that an F-150 or a Ram 1500 might do, but it’s more than capable enough to tow and haul most of what you want. The Ridgeline is built off the Honda Pilot platform, which means that it drives a lot like that SUV with a bed. The Honda’s 280-horsepower V6 has plenty of power, yet still gets an estimated 24 mpg combined. It can tow 5,000 pounds. It has 36.7 inches of rear-seat legroom. All Ridgelines get all-wheel drive as standard, as well as a built-in trunk in the bed .

Red Ram 1500 pickup truck parked in front of a fire station.

The Ram 1500 base truck is designed to be a work truck. If you’re planning to hit the open road this summer check out the upgraded Big Horn or Laramie versions that come with a massive 12-inch touchscreen, soft-touch materials in the interior, and the lockable Ram Box storage in the bed. The Ram may be a big brut of a truck, but it can do double duty as a luxury vehicle that tow your boat or giant trailer at the same time.

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The 2023 Ford Maverick parked in the city at night

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The Hyundai Santa Cruz Is Fixing Its Biggest Problem

Dan Mayfield

Dan joined MotorBiscuit in 2022 with over 20 years of experience in journalism and a lifelong passion for anything related to the automotive industry. He grew up wrenching a 1949 Ford pickup truck and an MGB with his dad, learning how not to wire a fuel pump (he inadvertently set the MGB on fire).

After earning a bachelor’s degree in photojournalism from the University of New Mexico, Dan has contributed his expertise to a range of local outlets, including the City of Albuquerque, US Eagle, and the Alliance for Local Economic Prosperity.

On weekends, Dan spends Saturdays enjoying “cars and coffee” chats and, on Sundays, he’s watching the Route 66 Cruise roll through town. He also races motorcycles, and it’s not unusual to find him elbows-deep in his latest cafe racer build.

Taking advantage of the local desert terrain, Dan also enjoys exploring and driving off-road in his trusty Ram Rebel pickup truck, which provides personal insights into his contributions to our Trucks, SUVs, & Crossovers coverage. Dan strives to give our readers unique information about the dynamic automotive market, reading anything that has to do with cars, trucks, bikes, 4X4s, and, in his words, “everything with a motor.”

Dan has earned a number of accolades from the Public Relations Society of America, and is a University of Southern California, Annenberg School of Communication and Journalism Fellow.

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The Best Vehicle for Overlanding

Nick Jaynes
January 24, 2023

In the 2022 version of this story, I declared that there is no one best vehicle for overlanding. And I still stand by that, kind of.

Honestly, it is impossible to name just one overlanding rig. It really comes down to personal taste, budget, and intended use.

I’ll explain more below what factors I think make for a great overlanding rig. Things like payload, fuel economy and power output, size and footprint, drivability, capability and reliability, and affordability are all factors that one should consider when selecting a vehicle for overlanding.

For the first time ever, though, I am going to name some vehicles in a few different categories that I think are the best, the standouts. Without further ado, here they are.

Mid-Size Pickup Truck

1. fifth-gen ford ranger (2019-present).

I am about to disappoint a lot of Tacoma fans, but my pick for the top spot for a mid-size pickup truck for overlanding is the fifth-gen Ford Ranger. You can read my review of it here . But the Ranger wins out for several reasons.

Ranger offers payloads between 1,609 to 1,905 pounds. Here’s how that stacks up in the segment:

Third-gen Tacoma is between 1,050 to 1,685 lbs. (TRD Pro is 1,135 lbs.)
Second-gen Chevrolet Colorado is 1,270 to 1,560 lbs.
Nissan Frontier is 1,296 to 1,708 lbs.
Jeep Gladiator is 1,080 to 1,200 lbs.
Honda Ridgeline’s payload is 1,509 to 1,583 lbs.

See why I threw Ridgeline in there? It has a higher payload than the Tacoma TRD Pro. Bet you didn’t know that. Yep, you might say the Ridgeline is more of a truck than Tacoma is.

Ranger also wins out for its available electronically locking rear differential (on FX4 package), its huge, fully boxed frame (Tacoma’s is not boxed), and its compact size. It’s actually one of the most compact mid-size trucks in the American market, which makes it easier to maneuver on tight trails.

Its EcoBoost 2.3-liter turbocharged four-cylinder absolutely kicks butt. It puts out 270 horsepower and 310 lb-ft of torque. Tacoma’s 3.5-liter V6, for comparison, churns out 278 hp and a paltry 265 torques. The Ranger is standard with a 10-speed automatic transmission. Tacoma has a six-speed.

While Tacoma has more aftermarket support for overlanding gear, the Ranger enjoys a lot of international support, since it’s been around since 2011 globally. ARB, for example, has a ton of great stuff for Ranger.

The Ranger is far and away the best mid-size pickup truck in the U.S. right now. Before you go buy a Tacoma, go drive a Ranger first. You’ll be glad you did. I recently bought and built a Ranger, and I love it more each time I drive it.

2. Second-Gen Chevrolet Colorado (2014-2022)

Coming in second place is second-gen Chevrolet Colorado. The third-gen has been revealed and will be hitting dealer showrooms soon. So, we’ll see how that one does. We’ll be driving it soon and will update this page with that link when we do.

But what I love about the second-gen is its powertrain and cab and bed-length configurations. I am particularly fond of the four-door, long-bed variant. That’s because it has a huge interior and a six-foot bed to back it up. You get a lot of the storage benefits of a full-size with a narrower body, which always helps on the trail.

The four-door, long-bed Colorado doesn’t come with any sort of locking differentials. You have to step up to ZR2 trim to get those — front and rear. And ZR2 is only offered in four-door five-foot bed or extra cab six-foot bed.

As for powertrain, I like that Chevy offers a diesel engine. I liked the idea of it so much that I owned one for two years. I wouldn’t get one again, though. They don’t pay off. Torque is higher, yes, but towing capacity is virtually the same.

The diesel Colorados are thousands of dollars more expensive than the gas versions. And they don’t return enough fuel-economy benefits to make the cost difference at the dealership pen out. And this is before the more frequent and expensive maintenance that diesels require. Oh, and the more expensive fuel costs, too.

Diesel in mid-size is a lose-lose. Skip it. I say go for Chevy’s 3.6-liter V6, which produces 308 horsepower and 275 torques, which are routed through an eight-speed automatic transmission. It’s a tried and true motor and won’t let you down.

Again, not everybody makes stuff for Colorado like they do Tacoma. But CBI has some killer armor for Colorado. So, there are still some great options for building an excellent Colorado for overlanding.

3. Second-Gen Jeep Gladiator JT (2018-Present)

Gladiator has to make this list because it’s the most capable mid-size, nevermind it has a small interior and disappointing on-road manners. And if you want to talk about aftermarket parts availability, look no further than JT, which shares a lot of its components with Wrangler JL.

If I were buying another (yes, I had one of these, too). I’d stick with the Pentastar V6 mated to the eight-speed automatic transmission. The Pentastar puts out 285 horsepower and 260 torques, which is adequate.

Gladiator distinguishes itself in this segment with its solid front axle, disconnectable anti-sway bar, and soft- or removable hard-top. The Gladiator is silly, reliable, capable, and fun. Aside from technical off-roading, it’s not really the best at anything in this segment. But it has a real sense of humor. For that, and many other reasons, it deserves a spot rounding out this list.

Full-Size Half-Ton Pickup Truck

1. third-gen toyota tundra.

Starting for model year 2022, the third-gen Tundra now shares its platform — called F Platform — with the next generation of every global Toyota ladder-frame vehicle. From Land Cruiser 300 to Sequoia to Tacoma to Hilux — you name it, they’ll be riding on a shared architecture for the first time ever. This means that the new Tundra is essentially a Land Cruiser 300 with a truck bed.

I am not being hyperbolic. You can install ARB’s rear coil springs for Land Cruiser 300 underneath the Tundra with no problem. In fact, those are the rear springs my third-gen Tundra is riding on. This shared DNA with arguably the most successful overland nameplate of all time, Land Cruiser, is part of what makes the Tundra tops.

Toyota more than solved a lot of the problems of the second-gen Tundra. Namely, it replaced its ancient V8 power plant and five-speed automatic transmission. These were fine and reliable components but ancient by comparison to the rest of the field. Adding a 3.5-liter twin-turbo V6, 389 horsepower and 479 torques, backed by a 10-speed automatic transmission as standard was a big efficiency improvement for Tundra. Then adding a Hybrid to the mix made it even more powerful. The Tundra i-FORCE Max Hybrid churns out 437 horsepower and 583 torques. Those are diesel levels of power and torque without all the drawbacks of diesel.

The main reason that Tundra is top of the list here, though, is because of the great number of aftermarket accessories. Honestly, I think the F-150 is a better truck. But there aren’t nearly as many overland-centric accessories for F-150 as there are for Tundra. Overland Expo exhibitors CBI and C4, to name a few, immediately turned out winch bumpers and bull bars for third-gen Tundra. They’ve yet to give that same treatment to the F-150.

2. 14th-Gen Ford F-150 (2021-Present)

The current F-150 should really take the top spot on this list for its wide array of power plants, cab and bed configurations, well laid out and feature-rich interior, impressive payload and towing capacities, and available rear locker at every trim level.

It doesn’t make the top spot, though, because most of the heavy hitters in the overlanding armor and suspension market have overlooked the F-150. It’s the best-selling vehicle on the market. Why ARB, for example, doesn’t make bull bars for F-150 boggles my mind.

I’d get an F-150 if there were as many offerings for it as there are Tundra. But for some irrational reason, Tundra has become the nameplate for full-size off-road trucks.

3. Fifth-Gen Ram 1500

Ram 1500 Rebel Off the Grid Concept Truck from SEMA 2019.

The Ram 1500 has a lot going for it, including available HEMI V8, rear coil springs like the Tundra (ride-quality and weight-savings benefits), and an available rear locker even in the bottom-end trim level, if you specify the Off-Road package.

While it has more aftermarket overlanding support than F-150, I can’t give it top marks because it doesn’t do all the other things as good as either the Tundra or the F-150. The Ram is excellent, if not a compromise, in most measurements.

Full-Size Three-Quarter-Ton Pickup Truck

1. 2023 ram 2500 rebel.

the new 2023 Ram 2500 Heavy Duty Rebel parked in the backcountry

This is the first truck on this list that I haven’t driven yet. I’ve driven the current-gen Power Wagon, however, as well as the 1500 Rebel. So, I can deduce how the 2500 Heavy-Duty Rebel will perform.

Why does 2500 Rebel take top billing for the quarter-ton truck section? It’s nearly a Power Wagon but with a way higher payload. Like the Power Wagon, 2500 Rebel offers front and rear solid axles. Where the Power Wagon has a front electronically locking differential, the Rebel does not. But as the Power Wagon is only offered in a 6.4-liter gasoline-burning HEMI V8, the Rebel can be optioned with that or an I-6 Cummins diesel engine. I’d still pick the HEMI version for a bunch of reasons.

Where the Rebel really excels is in its payload and towing ratings. Ram 2500 Heavy-Duty Rebel boasts a towing capacity of 16,870 pounds and a maximum payload of 3,140 pounds, while the Ram Power Wagon can only tow 10,590 pounds with a max payload of 1,560 pounds. I’d trade a front locker for more than double the payload any day of the week, I’ll tell you that.

Once I’ve tested the Ram 2500 Rebel in the field, I’ll report back with more. But for now, it’s the standout winner in my book.

2. 2023 Ford F-250 Super Duty

Ford still hasn’t put out a lot of info on the new Super Duties . Its media site only has “preliminary” specs, and payload isn’t one of them. Neither is towing, oddly. I can safely assume, however, that the Super Duty will have class-leading figures here. And I hope the off-road-y Tremor trim will retain most of those capabilities.

Like a few other trucks on this list, I haven’t driven one yet. But given the incredible offerings Ford has been creating lately, I have no doubt that the new Super Duty will be a great choice of overlanding platform. Ford offers Super Duties in virtually every cab- and bed-length configuration you could dream of. It has a slew of great engines. Its interiors are top-notch. And as more people turn toward HD trucks for overlanding, the amount of aftermarket support for them goes up every month.

I imagine an F-250 being a great platform for an Aussie-style tray and canopy conversion, like the one we did for our Ultimate Overland Vehicle 2022.

I’ll update this section when I can drive the new Super Duty. Without having driven one, though, I already know it’ll be tops.

3. Fifth-Gen GMC Sierra 2500

GMC has pushed hard into the overlanding market in the last few years. The brand is luxurious and rugged, which makes its ideal for overlanding. The Sierra 2500 is an impressive offering with 3,407-pound payload for the crew cab and 16,000-pound towing with the 6.6-liter gas V8 engine. With an available off-road-y AT4 trim, the Sierra 2500 is a compelling competitor in this list.

That said, sort of like the Super Duty, there isn’t a ton of overland-centric aftermarket offerings for Sierra 2500 or its brother the Silverado 2500. This is why Sierra 2500 finds itself in the third-place spot. That and its limited powertrain and cab/bed configurations.

The Sierra 2500 is a fine, handsome truck. And its 6.6-liter V8 packs a reliable wallop. If you don’t need all the overland accouterments on your truck, it’s worth a look.

Body-on-Frame SUV

1. sixth-gen ford bronco (2021-present).

Bronco takes the top spot here because it’s simply the best all-round off-road SUV on the market. It has a lot of great things going for it, like its turbocharged power plants, tech-y but delightfully utilitarian interior, retro styling, and a heap of trim levels that run the gamut from Base to Raptor. Plus, there’s a growing list of aftermarket components for Bronco, which only makes it an even more compelling overland rig.

Bronco’s standout features are its independent front suspension (IFS) and its size. Wrangler JL, second on this list, is a similar size, but it lacks IFS. Third-place Sequoia has IFS but is very, very big, which could prove a liability on tight, tree-lined trails.

When I tested the Bronco 4-Door Black Diamond (without Sasquatch package), I found it too low-slung; it bumped and dinged off the trail floor way more than I had anticipated. On the flip side, the Bronco Raptor I reviewed proved to be the finest factory 4×4 I’d ever driven . That said, the Bronco product manager will tell you straight that the Bronco Raptor is not for overlanding. And with a body wider than a Ram 2500 Rebel, I found out what he meant.

To put a finer point on it, Bronco comes with from 275 to 315 hp. Wrangler has 260 to 470 hp. Bronco payload is 863 to 1,493 lbs. Wrangler is 1,052 to 1,351 lbs. Bronco towing is 3,340 to 3,500 lbs. Wrangler is 2,000 to 3,500 lbs. And I think the Bronco drives better, has better tech, is more comfortable, and is better looking.

To me, the perfect Bronco for overlanding is a 4-Door Black Diamond with the 2.3-liter four-cylinder EcoBoost, 10-speed automatic transmission, and a hard top — no Sasquatch package. Why? Because if you’re actually going to use Bronco for overlanding, you’re going to want to add gear (i.e. weight). And that means you’ll need to add constant-load springs and more heavily valved shocks. So, why get Sasquatch? You don’t need a front locker (really). So have $6,000+ and get a non-Sasquatch Black Diamond (with rear locker as standard) and get an aftermarket lift.

2. Jeep Wrangler JL (2017-Present)

It’s hard not to love the Wrangler. It is one of the most popular rigs in overlanding. It’s a great size, and it has the most aftermarket support of virtually any 4×4 on the planet. It has a wide range of available power plants, from turbo-four to plug-in hybrid to diesel to HEMI V8. And it’s rugged and reliable.

It doesn’t take the top spot here, though, because of its cramped interior and poor highway manners. Solid axles might offer robustness and great articulation, but they lead to highway wander, which, I can tell you from personal experience, can become maddening on long drives.

Wrangler JLU has a payload of 997 to 1,351 pounds, depending on the power plant, which is lower than the Bronco. Its towing capacity is also lower at 2,000 to 3,500 pounds. Bronco is 3,340 to 4,500 lbs.

I really enjoyed driving the Wrangler Unlimited Rubicon 4xe . Its plug-in hybrid powertrain isn’t perfect, but it’s that unique midpoint between pure internal combustion and pure electric.

I will say that Wrangler has more of a sense of humor than the Bronco. What do I mean by that? It’s sillier — in a good way. It feels like Ford engineers were told to best the Wrangler. And I think they did. But they lost some of the frivolity that makes Wrangler so charming along the way. Is that a deal breaker? Probably not for most folks. Some, however, do want that soupçon of silliness in their rig. And I get that.

3. Second-Gen Toyota Sequoia

Here’s another shocker for you folks: I haven’t driven the new Sequoia either. But I do own the new Tundra, which is the Sequoia’s SUV brother. So I have a pretty good sense of how it performs. That said, the Sequoia comes exclusively with Toyota’s new i-FORCE Max hybrid powertrain and puts out 437 hp and 583 torques. That makes it a quick full-size SUV.

Add to the fact that Sequoia can be optioned for the first time with a rear locker with the TRD Off-Road package and is also offered in the TRD Pro trim makes it a very compelling overlanding platform indeed.

Although Sequoia shares its underpinnings with the Land Cruiser 300 Series and the Lexus LX 600, it’s longer than both of those vehicles. That’s because it has a third row. Having a longer body and a greater wheelbase can cause clearance issues off road. Thankfully, Toyota offers a lift kit from its dealers now, which lifts the rig by at least 2.5 inches. This should allow owners to fit 35-inch tires, adding a nice bit of additional ground clearance beneath the truck.

With a huge roof, Sequoia has room for a shorter rooftop tent and leaves space for additional gear. And with the third-row down or removed, there should be ample space for additional storage or something like a Goose Gear Ultimate Kitchen back there.

I am excited to see what you overlanders do with the new Sequoia.

What Makes a Good Overlanding Rig

In addition to those picks, let me further explain what criteria make for a good overlanding rig.

I realized the other day that the vehicle shopping advice I give to most people (commuters, etc.) is nearly the opposite of what I recommend for overlanders.

Tom and Ray Magliozzi of NPR’s “Car Talk” used to recommend people buy a vehicle to suit their daily needs, not their annual ski trip. They smartly posited that you don’t need a 4×4 to drive to the store every day. For the three days a year that you need a 4×4, you can go rent one. The rest of the time, you might as well drive a small, comfortable, and fuel-efficient car.

They were right, and I crib this wisdom when leading friends and family toward their next vehicle purchase. However, I throw that right out the window when it comes to overlanding rigs. That’s because overland rigs need to be everything all the time. Not least of which because you can’t wisely rent a vehicle and use it for an overland journey. Sure, you can , but I don’t recommend it for a whole host of reasons.

You need your overland rig, which will likely also be your daily driver, to be great on the highway for your commute as well as for your overland journeys (you won’t be off-road 100% of the time, sorry) as well as capable on the trail.

I lay all of this out because I don’t want anyone to conflate overland rig must-haves with any other vehicle shopping. It simply doesn’t apply. That said, let’s go nuts.

Payload capacity, for my money, is the preeminent spec you need to consider when shopping for an overlanding rig. You might not always need a ton of payload, but there will be times that you will. And in those instances you’ll be glad you have as much as you can get.

It might surprise you, but payload capacity can vary widely in a vehicle class, size, and even model range. For example, the mid-size 2021 Ford Ranger has a payload capacity range from 1,609 to 1,905 pounds. A full-size 2021 Nissan Titan’s payload capacity is mere 1,333 to 1,699 lbs. However, the 2021 Land Rover Defender 110 mid-size SUV, with unibody construction, has a payload capacity of 1,670 to 1,942 lbs.

READ MORE: How to Afford Overlanding

I compare these to remind you that just because a vehicle is big or a ladder-frame pickup doesn’t mean it’s naturally brawnier than something smaller or more luxurious. Don’t take for granted vehicle payload. Do your research and make sure what you’re getting suits your purposes.

Fuel economy & power output

Historically, in order to have efficiency or power, you need to sacrifice the other. There are exceptions to this rule, however. Take my 1992 Toyota Land Cruiser FJ80 — it’s neither powerful nor efficient. Nevertheless, it still might be one of the G.O.A.T. overland rigs.

On the flip side, there’s the 2021 Ford Ranger. It’s quick and fuel efficient. The Ranger returned 21 miles per gallon for me on a recent overlanding test trip . And it has an enviable payload capacity, too.

I point this out because, if you’re truly going on long-term and remote overland adventures, being able to go as far as you can on the fuel you have on board is essential. I don’t mean it’s just essential for your fun; it’s also essential for your safety. You never know what you’ll encounter, and you’ll want fuel reserves — at least enough to get you back to safety.

Even if the rig you’re getting isn’t miserly with fuel, consider its range on a single tank. The new 2022 Toyota Tundra has an average fuel economy rating of 20 MPG and can be equipped with a 33-gallon fuel tank. It might not be the most efficient, but it’ll certainly go pretty far on a single tank — maybe even far enough to allow its owners to leave the jerry cans in their garage.

To that end, let’s say you pick something with a smaller tank and lower fuel economy. Are there ways to bring along extra fuel? Can you strap some to the roof rack, rear bumper, or in the bed? Consider all options that will enable you to extend your fuel range.

Size and footprint

Some people are overly obsessed with vehicle width — at least from where I sit.

Most of my buddies here in the Pacific Northwest are convinced — convinced — a full-size truck couldn’t handle most of the narrow tracks we traverse. I plainly disagree.

My 2020 Jeep Gladiator with aftermarket wheels with a wider offset had a track width of 82 inches. Even the full-size half-ton RAM 2500 has a 79.5-inch body width and a 68.7-inch track width. If my Gladiator could fit, the RAM would fit.

At the same time, my Jeep was wide, but the body wasn’t. That meant my passengers and I were crammed into a smaller space. Meanwhile, I had to thread the needle with my rig due to its wide fenders and tires.

All of this is to encourage you not to be too afraid of size. A lot of overlanders are transitioning from mid- to full-size trucks. There are tons of reasons why. But take their lead as an example that, if you drive smart, you don’t need to feel hamstrung by your rig’s overall size.

Of course, drive to your ability. Know your rig, etc. I am just saying that you shouldn’t be afraid to get the rig you want, even if it’s a big boy.

Driveability

Like I touched on in the preamble, an overland rig has to be nice to drive more than just on the trail. It’s got to be a joy to drive on the pavement, too. Sometimes you’re going to log 12 hours on tarmac between trails. So, you better not want to pull your hair out when you’re on the freeway.

READ MORE: Where to Camp While Overlanding

As a good rule of thumb, vehicles with independent front suspension (IFS) will be more compliant on the highway than a vehicle with a live (or solid) front axle. On the flip side, the live solid front axle may be more stout and offer better articulation on the trail. But take the axle and suspension style into consideration when you’re shopping for an overlanding rig.

The same goes for mud-terrain (M/T) tires versus all-terrain (A/T). All-terrain will drive more smoothly and be less noisy on the highway. In some cases, A/Ts may be better in snow than M/Ts, too. I once had a friend say, “I’ve never had M/Ts and wish I had A/Ts. But I’ve had A/Ts and wished I had M/Ts.”

I sure have, though — on the highway. Especially if you step up to 35s and above, M/Ts will wander and howl at 70 MPH so much that you might regret getting into overlanding at all.

Don’t get caught up in buying something like tires simply for their ultimate capability. Let the actual, realistic capability you need be the driving factor in your purchase decision. Base vehicle, planned mods, the terrain you’re most likely going to encounter, and your personal resilience for non-compliant road manners and noise, vibration, and harshness (NVH) play into your shopping considerations first and foremost.

Did I intentionally put driveability ahead of capability? You bet. You can modify a vehicle into and out of both categories while trying to achieve the other. Moreover, some of the items I touched on in drivability lead into capability.

That’s because you may well sacrifice some capability for driveability (I recommend it). However, you can make up for it in other ways.

A brand-new IFS mid-size pickup will likely never be as capable as a built Land Cruiser 80 Series. But 99% of the time, that modern pickup will be way nicer to live with.

Does that ultimately matter? Maybe not. Get a winch, some traction boards, know how to use your rig’s traction control system, drive slow and smart, and you will likely be fine.

Most of the time, precision driving will overcome mechanical capabilities. For prime example, watch Graham Jackson pilot Overland Expo’s 2021 Ultimate Overland Build up Colorado’s Red Cone trail. He makes it look easy.

Yes, the rig is highly modified and capable from the factory. But I’ve seen tougher, fancier rigs absolutely fail on that Red Cone. Meanwhile, Graham’s calm demeanor and expert driving lines make the infamous trail look easy.

Graham’s Red Cone performance should underscore for you that driving skill outweighs vehicle capabilities. Rather than throw tens of thousands of dollars modifying the hell out of your vehicle in the aims of improving its capabilities, spend some time and money at an Overland Expo learning overlanding skills — heck, maybe even from Graham himself.

Reliability

Not for nothing, but reliability is important. So too is parts accessibility.

Sure, Japanese Domestic Market (JDM) vans are sweet to look at. But even before the pandemic supply chain constraints, replacement parts (that you don’t have on hand) are two or more weeks away. And that’s if you’re near a city. In the backcountry, you better hope you know how to whittle a water pump for a 1992 diesel Mitsubishi.

Follow my drift? Just because something is ostensibly reliable, like a Mitsubishi, means that it’s a dependable vehicle in the real world.

Generally, American trucks will have abundant and inexpensive parts available virtually throughout North America. Parts for American-assembled Japanese vehicles will have good parts availability, too, but they’ll be more expensive. Land Rover parts are hit or miss. First-generation Defender parts are quickly and inexpensively flown in from England. However, Discovery 1 parts are hard to come by.

Just because you’re getting a Tacoma doesn’t mean it’s reliable. The most failure-prone vehicle I’ve seen on my overlanding trips were on my friends’ Tacomas. Maybe those were due to driver errors and not design failures. I can’t say for sure.

Like with every category on this list, don’t rely on assumptions. Anecdotal evidence — even the one I just shared here about break-y Tacos — shouldn’t sway you. Look at historical and empirical data, like that from Consumer Reports, for your informed buying decisions.

READ MORE: What Is an Overlanding Vehicle?

No matter what you buy, you should know how to turn a wrench. That’s because even the most reliable and durable vehicles will require some trailside repairs now and again.

Affordability

Last but not least, we have your budgetary concerns. Hopefully, the amount you can afford to spend will shape this entire process — before and during — your shopping process. But I had to throw it in there just in case.

Make sure you can afford not just the rig’s purchase price but the necessary modifications you’ll make before you begin overlanding as well as the repair costs (there will be some, no matter what you get) and the fuel.

You can overland in a wide variety of rigs and vehicle types and generations. For novice overlanders, we won’t recommend anything older than 15 years. Safety technology, build quality, and parts availability has changed a lot since 2006. So, you’re well served to aim for rigs 2006 and newer.

Beyond that, let the sky be the limit. That is, so long as you know what you’re getting into.

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The Best Overlanding Vehicles for Off-Pavement Adventures

Posted by Jennifer Weintraub December 14, 2023 Updated December 18, 2023

If you’re ready to explore beyond the pavement, you’ll need a vehicle that can take you there. Overlanding vehicles are durable and rugged—just what you need for an off-road adventure.

I love taking the long route. It started after college when I circumnavigated Australia. My travels took me thousands of miles along most of the coast and through the middle of a big, barren red country. Since then, I have sought out the road less traveled. From my home base in Colorado’s Rocky Mountains, I have had numerous overlanding vehicles that continue to fuel my spirit of adventure.

Overlanding is a travel movement for those who seek off-road adventure to remote destinations. People who love cars and hate crowds head out on a journey where the experience is just as important as the destination. Therefore, an overlanding vehicle needs to be durable, reliable, and able to carry everything you need to be self-sufficient for the remote and extended expedition. But with so many options on the market, where do you start?

Here’s the thing: there’s not just *one* best overlanding vehicle. Yes, having good ground clearance, a shorter wheelbase, and four-wheel drive is helpful when navigating tricky terrain, but there are many other considerations. So here’s a tip: the best vehicle is the one that fits your intended use, priorities, and budget.

Almost any vehicle can be outfitted for an off-road adventure, but some excel more than others. Here’s our list of the best vehicles for overlanding.

The Best Overlanding Vehicles: SUVs

Jeep wrangler.

One of the most iconic rigs in off-roading is the Jeep Wrangler, and for good reason. It has achieved its elite off-road status because it is rugged, versatile, and highly customizable —everything from the tailgate to the doors and roof can be removed or replaced.

On a recent trip to the Big Island in Hawaii, we rented a Jeep Wrangler as a rugged vehicle to navigate steep, curvy roads up to volcanos and down dirt paths to isolated sandy beaches. It was the closest thing to a convertible when we took the top off, but enough room to carry gear for a family of four. The Jeep Wrangler was nimble and had a tight turning radius, making it ideal for navigating to off-the-beaten-path destinations.

The Wrangler has one of the most extensive offerings of aftermarket accessories, allowing you to upgrade stock parts or bolt-on new ones to provide the ultimate modified Jeep. Its compact size and off-road capability make it ideal for navigating technical trails.

Ford Bronco

After a 25-year hiatus, the Ford Bronco was reintroduced in 2021 as a compact, highly customizable off-road vehicle to compete with the Jeep Wrangler. A boxy, retro design and practical interior offer more than just good looks. With plenty of ground clearance, a short wheelbase, and independent front suspension – which allows each wheel on the same axle to move independently of each other —the Ford Bronco maneuvers comfortably through rough roads.

The entire car can be modified, and aftermarket accessories are easy to come by. Alternatively, opt for the complete off-road package, which includes high-clearance suspension, front and rear locking differentials, reinforced skid plates, and high-performance off-road tires.

Toyota 4Runner

Imogene Pass is a well-known rocky, steep, and technical 4WD road between Telluride and Ouray, Colorado. Our intention was only to drive a few miles into a hut, but the first few miles of road were gnarlier than I expected. Luckily, one of our friends had a Toyota 4Runner to get us there. My eyes were half-closed and my heart rate was elevated as we bumped over boulders, drove on off-camber slabs, and navigated narrow rock faces with steep drops. As much as I was uncomfortable, the 4Runner was not.

Toyota 4Runners have been one of the more popular options for overlanding vehicles since their release in 1984. Toyotas have a reputation for reliability and durability. Many continue to run well over 200,000 miles.

The 4Runner is a comfortable and agile SUV outfitted with various off-road features and the towing capacity of some full-size trucks. Spacious interiors on this capable four-wheel drive vehicle make it an excellent choice for a daily drive or extended off-road adventurers.

Toyota Land Cruiser

The Toyota Land Cruiser is one of the most well-known global overlanding vehicles for off-road travel. Indestructible and dependable, even the stock Land Cruiser is solid and well-built. A step up from the Four Runner, this vehicle offers luxury interiors and a more storied history, with roots dating back to the military trucks of the 1950s.

Land Cruisers have long been a staple in the overlanding world due to their powerful, reliable engines lasting hundreds of thousands of miles. An advanced four-wheel drive system provides superior off-road capability while a sufficient turning radius helps maneuver through tight spaces.

Lexus GX 460/470

Built on the same platform as the Toyota Land Cruiser Prado, the Lexus GX460 (and older generation GX470) offers a reliable off-road vehicle with luxury interiors. Both comfortable and capable, the Lexus GX 460/470 is popular because it’s an excellent daily driver that is always ready for an off-road adventure.

I often travel with friends, a family of three, in the Lexus GX470. Even with a car seat, the full-size SUV has plenty of interior space to carry people and gear while providing a comfortable ride. They folded the third-row seat and outfitted the back with drawers to store their supplies, kitchen, and camping gear.

We planned a camping trip one mid-summer weekend, only to see rain in the forecast. Searching the state for a dry window to plan an adventure, we finally settled on the Grand Mesa in Western Colorado, which has enough dirt roads high on a plateau, thousands of feet above the valley floor, to get lost for a while. The Lexus GX470, with full-time four-wheel drive and a V8 engine, plowed through puddles and rambled through backcountry roads until we found a secluded camp spot in a flat, shaded grove of trees next to a field of wildflowers.

The Best Overlanding Vehicles: Trucks

Toyota tacoma .

The Toyota Tacoma is a popular mid-size truck for overland enthusiasts. Due to its four-wheel drive capability, shorter wheelbase, and compact size, the Tacoma is agile on the trail. Many people choose the Tacoma for its ability to transition from weekday to weekend warrior.

There is a healthy supply of aftermarket parts to customize it to be the ultimate off-road vehicle. Or opt for the TRD Pro package, a turn-key, off-road-ready vehicle.

Chevy Colorado

A four-door narrow cab with plenty of interior and cargo space makes the Chevy Colorado a worthy option for off-roading adventures. Featuring a compact body, good ground clearance, optional upgraded suspension, and a more robust chassis, the Colorado has improved its off-road performance while maintaining a smooth road ride, making it an ideal vehicle for maneuvering through dirt trails or daily traffic.

Jeep Gladiator

A jack of all trades, the Jeep Gladiator is an excellent overlanding vehicle because it combines an SUV with the bed of a truck, so you get the best of both worlds. Classified as a mid-size truck, the Gladiator has the same capability and prowess that people love about the Jeep Wrangler, but with more space to haul gear. With a similar ability to strip down and rebuild with aftermarket accessories, there are endless options to customize the Gladiator.

The Gladiator, much like Wrangler, excels at technical off-roading. Even the base model is ready to tackle the trails. It’s a capable vehicle in a compact size, lending itself to be stable and comfortable wherever the road takes you.

Toyota Tundra

The Toyota Tundra wins a top spot as a full-size truck for overlanding due to its durable construction and reliable engine. When my husband and I first met, we started camping in the back of his work truck, a Toyota Tundra. It was a simple setup, but we didn’t need much. A robust frame and body with decent ground clearance always got us where we needed to go — a quiet camp spot deep in the woods.

Whether his truck bed was brimming with construction equipment or loaded with bikes and gear, the Tundra’s powerful engine and sturdy suspension were just as efficient for daily drives and dirt roads.

Ford F150

The Ford F150 is an affordable full-size truck with numerous powertrain options and high ground clearance, making it a great base option for an overland build and your daily driver or work truck. With electronic locking rear differentials and a towing capacity ranging from 3,000 -10,000 pounds (depending on the engine and transmission option), the Ford F150 is a spacious and rugged truck that can haul plenty of gear wherever the road takes you.

Once we moved to a truck-mounted camper, we chose the Ford F350, with a one-ton towing capacity, as our rig. It offers many of the same features as the F150 but with a larger payload capacity. Despite the heavy load, the truck can still tackle rough roads.

The Best Overlanding Vehicles: Vans and RVs

Sportsmobile classic 4×4.

When we upgraded to a dedicated overlanding vehicle, we wanted a rig with a few more built-in comforts without sacrificing off-road capability. We settled on a Sportsmobile Classic 4×4 and bought Ramsey El Wardani’s personal rig. Ramsey was one of the pioneers of 4×4 van conversions, co-founder of Agile Off-Road, and a four-time winner of the Baja 500 and 1000, a prestigious off-road race in Mexico. The van was equipped with an upgraded Agile RIP suspension system, beefed up front and rear axels, a lift for additional ground clearance, and front and rear Aluminess bumpers. It was a beast.

Since 1961, Sportsmobile has made some of the most robust and capable vans on the market. Constructed on a Ford Van Cutaway chassis combined with a steel-reinforced fiberglass shell, the Sportsmobile is a heavy-duty adventure van. An integrated penthouse pop-top lifts 36 inches for additional headroom and sleeping space, with clear vinyl windows providing 360-degree views. The soft-top penthouse stays surprisingly warm with the heat cranking, even in frigid temperatures — we survived the night in -10 degrees in the Taos Ski Valley parking lot to wake up to fresh powder turns.

Its streamlined design provides a lower driving profile, making it less top-heavy for better fuel economy and a smoother ride from pavement to dirt. Inside, the simple yet functional design is an open floorplan with a kitchen and a couch that opens into additional sleeping space.

Winnebago Revel

Built on a Mercedes Benz Sprinter van chassis, the Winnebago Revel is a 4-wheel drive adventure van that’s off-road ready. When I was pregnant with my first boy, we knew we needed a rig with forward-facing passenger seats to carry a car seat safely. The Revel’s bench seat provided seatbelts and turned into dinette seating when you spin the front seats around. In the back of the van, a powerlift bed creates ample storage space. Whether we are storing bikes or setting up a baby bed, there is plenty of flexible space to fit your needs.

The interiors of the Revel are well-designed. A sleek galley kitchen is lined with heavy-duty flooring and aluminum frame cabinets that are easy to clean. A storable induction cooktop and a counter extension provide plenty of horizontal kitchen surfaces. Outfitted with all the safety features of Mercedes, a 3L turbo diesel engine, and a 320-amp hour LiFePO4 battery, the Revel provides luxury comforts and gets you off the grid for longer.

When our son arrived, he immediately agreed with our decision to purchase a Revel. He first slept through the night during a ten-day road trip to California at ten weeks old.

Earthroamer SX

One of the most oversized vehicles with the highest price tag is the EarthRoamer. This self-contained luxury expedition rig is made for long-distance overland travel. The new Earthroamer SX is an extravagant – but extremely capable – four-season home on wheels, built on a Chevrolet Silverado 6500HD with a Duramax 6.6L Turbo-diesel V8 engine. The massive machine boasts a Vacuum Infused Carbon Fiber camper body, resulting in a higher strength and lighter weight frame than any traditional RV or overland vehicle.

High-end finishes rival a luxury loft. A spacious living area offers room for up to 6 adults during the day and transitions into additional bedding at night. The kitchen is outfitted with modern appliances such as a stainless refrigerator, induction cooktop, and microwave, with options to add a washer/dryer, espresso maker, or wine fridge. Savor the views with 270-degree windows or stargaze through the roof hatch from the plush king bed at night.

The Earthroamer allows the ultimate independence in remote areas. Get off the grid with a 110-gallon diesel fuel tank, a 120-gallon freshwater tank, an 18,000-watt lithium-ion battery, and a massive rooftop solar array, creating a reliable and robust energy system. Sporting 43” military-grade tires on beadlock wheels and a specifically designed suspension kit, the Earthroamer has excellent ground clearance and off-road capability. The wider body and fixed raised roof can make it harder to navigate narrow roads, but this mammoth vehicle is built with an ultra-light body and high performance to tackle some pretty tough terrain for an extended amount of time.

What You Need to Know Before Buying an Overlanding Vehicle

There’s a lot to understand before dropping some cash on a fun vehicle. Here’s a couple of factors to consider.

You don’t need a brand-new or over-the-top rig to go overlanding – it’s easy to start with what you have and customize it to what you need. Overlanding isn’t inexpensive, especially if you go down the rabbit hole of new vehicles, modifications, and aftermarket accessories. Rigs range from a few thousand dollars to close to a million. So be realistic with what you can afford—there will always be maintenance and repair costs.

One of the most important things to consider is the size of your vehicle, which will determine how many passengers it can carry, how much gear you’re bringing, and the type of terrain it can navigate.

Smaller vehicles can maneuver more easily through tight roads and technical terrain. On the other hand, a larger vehicle can transport more people, gear, and haul heavier loads. Some larger vehicles are equipped with creature comforts such as kitchens with running water, heaters, and showers. Understanding who and what is coming with you will determine your desired vehicle size.

Payload Capacity

The payload capacity is the maximum weight the vehicle can safely carry. If you’re considering adding extensive and heavy aftermarket accessories or pulling toys or trailers, this is a number you’ll need to pay attention to. A larger payload capacity equates to a larger – and more expensive – engine and heavier chassis.

Power Output & Fuel Efficiency

Typically, vehicles are either fuel-efficient or have powerful engines – but there are exceptions to every rule. If your daily driver and adventure vehicle are the same, finding a more fuel-efficient truck or SUV might be the better move. Alternatively, you might favor a larger engine to compensate for carrying lots of gear and heavy loads.

Choosing a capable overland vehicle is critical since overlanding is exploring remote destinations. Getting to those hard-to-reach spots can involve rough terrain and difficult driving conditions. Some stock vehicles are off-road ready once they roll out of the factory. If yours isn’t, there are extensive aftermarket accessories to make your rig more capable for rough roads. Lifts, wheel and tire upgrades, suspension systems, and larger front and rear axles will make exploring the open road easier.

Overlanding in Domingues Escalante National Conservation Area

Reliability

Overlanding adventures take you off the beaten path, so investing in a safe and reliable rig should be a top priority. Some manufacturers are known to build engines that last and have fewer maintenance problems. But even the most reliable cars aren’t immune to breakdowns. Find a vehicle that is easy to service and has readily available parts should something break and you’re far from home.

Driveability

There will most likely be extensive highway miles between the dirt roads. Some vehicles handle on and off-pavement roads better than others. The driveability factor may be more or less important to you, depending on how far and often you drive this vehicle. Off-road tires can be noisy on the highway and wear out quickly, so consider investing in All-Terrain tires if your rig is also your daily driver or work truck.

Aftermarket Accessories

Aftermarket accessories allow you to customize your vehicle for your preferences and needs. Rooftop tents provide more sleeping space, while upgraded suspension systems, bumpers, and winches enhance the off-road performance and ability to self-recovery. Batteries, solar panels, and inverters provide power when you’re off the grid, while boxes, roof racks, and molle panels allow you to carry gear that doesn’t fit inside. The options are endless.

There’s a healthy market for custom accessories for each type of vehicle, although some vehicles with a cult off-road following have more options than others.

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Posted by Jennifer Weintraub

Jennifer Weintraub has always had a wanderlust soul, an eye for beauty, and an obsession for powder days. Born and raised in Manhattan Beach, California, she always knew her heart belonged in the mountains. After graduating from the University of Colorado at Boulder Journalism School with 100 days of skiing, she packed a bag and a one-way ticket to Australia.

She had caught the travel bug. Weintraub started writing about her travels as a solo 22-year-old female, from hitchhiking around Australia to hopping trains and visiting temples across Southeast Asia to road-tripping through New Zealand. After spending a couple of winters in New Zealand as a ski bum, she (regrettably) knew the skiing was better in Colorado. Weintraub moved back to the United States and eventually planted roots in the Vail Valley, where she started her career, met her husband, and expanded their family.

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The 8 Most Comfortable Trucks for Long Road Trips

If you’ve been paying attention to automotive sales statistics at all lately, you probably know that most of the best-selling vehicles in the United States are pickup trucks. People buy trucks for all sorts of reasons but generally, the towing capacity and flat-bed storage space are the two biggest perks over other vehicles.

However, as newer trucks continue to push the envelope with increasingly luxurious interiors, comfort has become one of the key factors to consider when conducting a comparison between pickup trucks. After all, every modern truck is going to come with plenty of power and durability, so the comfort and functionality of the interior really become the selling point in many ways. With that said, here the eight most comfortable pickup trucks on the market today:

1. Dodge Ram Series

The latest edition of the Dodge Ram 1500 has an incredibly spacious interior that can comfortably seat up to six passengers. The default configuration comes with a five-inch touchscreen, push-button start, three built-in USB ports, reclining back seats, and the most rear legroom in the class. With the highest interior rating of any pickup truck, the RAM 1500 is available in Crew Cab and Quad Cab configurations. Plus, the Ram series has always been visually stunning from the outside, with few vehicles commanding more respect on the road than a lifted RAM 3500. You can learn more about customizing and lifting your Dodge Ram on Legend Auto’s blog.

2. Honda Ridgeline

The second-highest rated interior goes to the Honda Ridgeline, which also comes with a five-inch touchscreen display, Bluetooth functionality, and push-button start. There’s plenty of storage space throughout the cabin but the interior materials are really the highlight. Honda has gone the extra mile to provide some of the softest and plushest seats you’ll find in any vehicle, let alone just pickup trucks. Another feature that makes this a very comfortable ride is that the cabin is well-insulated and ultra-quiet.

3. GMC Sierra 1500

GMC went big with a seven-inch touchscreen in the 2019 Sierra while also incorporating Apple’s CarPlay and the Android Auto operating system to facilitate seamless interfacing with mobile devices. The only downside is that the standard configuration comes with cloth upholstery, but you can upgrade to leather or vinyl.

4. Ford F-150

While Ford has gone with a sleek and smooth look for the latest F-150 interior, it’s not as plush as the in-class leaders in the interior category. You won’t get a touchscreen, Bluetooth, or navigation in the base model. The option to upgrade to massaging front seats is nice and the futuristic look of the interior isn’t what you’d expect from most pickup trucks.

5. Chevrolet Silverado

This six-passenger, a near-luxury pick-up truck is a top choice for families. Even in the lower trim levels, the seats are surprisingly comfortable and smooth. You’ll enjoy the heated steering wheel, heated and cooled seats, and fine leather upholstery. You also get Bluetooth in the standard configuration, as well as a long list of tech-friendly features to explore. The Silverado has been one of the top 10 best-selling pickup trucks in the U.S. for decades .

6. GMC Canyon

The Canyon is the first compact truck on this list, and while the interior isn’t nearly as amazing as the four models mentioned above, it’s certainly worthy of a mention. GMC made up for the lack of extra interior space with a generous seven-inch touchscreen in the base model, along with Android Auto, Apple CarPlay, and Bluetooth functionality. This truck was commonly overlooked until recent years, with a sharp increase in sales seen during the past three years.

7. Chevrolet Colorado

While the interior of the Chevy Colorado isn’t as aesthetically appealing as the other trucks on this list, the comfort is definitely there with plenty of cabin space and plush seating. You’ll get a rearview camera, 4.2-inch touchscreen display, and integrated navigation and Bluetooth functionality. You also have the option of upgrading to leather upholstery and heated front seats. The ultra-quiet cabin is well-insulated from the noises of the road, adding to the overall comfort of the ride.

8. Nissan Titan

The Nissan Titan’s interior doesn’t pretend to be that of a luxury vehicle. Instead, it’s built to withstand heavy use with durability held as the highest priority in the cabin’s design. However, you’ll still get the tech advantages seen in the other trucks on this list, such as a five-inch touchscreen display and built-in Bluetooth. You can also upgrade to the higher trim levels to get closer to the luxurious looks seen in some of the flagship Dodge and Ford trucks.

When Will We Get an Official Third-Row Truck?

For years, consumers have been practically forced into choosing SUVs over pickup trucks for the third-row seating alone. People with larger families or those who’d prefer the ability to carry extra passengers are swayed away from buying pickup trucks, even though they’d probably love to have the enhanced power, towing capacity, and flatbed space of a pickup truck as well.

Many aftermarket customization shops will gladly slice up your truck and add a third row for a fee of about $30,000, but you’ll need to provide the truck and you’re not getting any sort of factory warranty or manufacturing assurances as you would if you were to purchase an authentic third-row pickup truck released by Ford or Dodge.

It’s almost as if auto manufacturers are afraid that a line of pickup trucks with third-row seating would somehow make their SUVs obsolete. However, such a massive, luxurious, and powerful ride could command some of the highest sales prices in the domestic auto market.

In other words, there would still be plenty of people who don’t really need towing capacity and a flat-bed enough to spend $20,000-$50,000 more for the third-row pickup instead of a standard SUV. For anyone who wants the ability to travel with their family or a large group, having that third-row option in pickup trucks would be a game-changer in the comfort department.

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2nd Gen , 3rd Gen , Lift Kits , Long Travel , Off-Road , Overland , Suspension

8 best long travel kits for the tacoma.

When it comes to long travel (LT) suspension on the Toyota Tacoma, you have many options to choose from. You don’t have as many compared to mid-travel lift kits and leveling kits , however, there is an LT kit out there for everyone’s needs.

Before we get into the specifics of a long-travel suspension and the offerings on the market, it’s important to understand what long travel is and why you might want to add this type of suspension to your Toyota Tacoma. Long travel isn’t for everyone as it’s rather expensive depending on the parts you’re running and designed for a very specific style of off-roading.

Long travel kits are designed for go-fast and rock crawler builds looking for more articulation (wheel travel) from their suspension. We will touch on the differences later but first, let’s learn the terminology.

2nd Gen Tacoma With All-Pro Plate Front Bumper & All-Pro Long Travel Lift Kit

LCAs and UCAs: The foundation of what’s considered “long travel” starts with your A-arms; LCAs (lower control arms) and UCAs (upper control arms). Your lower and upper control arms push the wheels farther away from the vehicle’s center frame and are measured in inches; 1″, 2″, 3″, and beyond. Aftermarket A-arms can be boxed or tubular, are made of Chromoly, aluminum, and/or steel depending on the brand. Lower control arms often add internal gussets for increased strength and tube style upper control arms add external gussets for added strength. Long travel a-arms are typically configured with heim joint or bushing pivots at the frame/shock bucket and uniball joints or ball joints at the spindle knuckle pivot however some companies offer uniball joints for both.
Coilovers: The primary shock used for LT starts around an 8″ stroke and at least a 2″ body, however, most are 2.5″ body shocks. If you’re not running secondary bypass shocks, you want coilovers that offer remote reservoirs and compression/rebound adjusters.
Secondary Bypass Shocks: Bypass shocks are designed to handle compression and rebound damping. With secondary bypass shocks, you don’t need compression and rebound adjusters on your primary coilover, but you can run them. Secondary shocks usually range from 2.0″ to 3.0″ wide.
Shock Hoops: Tubular hoops with shock mount tabs welded to the frame are designed to hold the secondary bypass shock to the lower control arm.
Shock Stroke: The measurement of how far the shock shaft enters the shock body between full extension (droop) and full compression (bump). Long travel shocks usually range in lengths of 12″ – 18″ for the rear and 8″ – 10″ for the front.
Remote Reservoirs: Remote reservoirs help to dissipate oil heat in the shock body when the suspension is cycling. Remote reservoirs can contain a larger volume of oil which helps prevent the shock from overheating and allowing for more consistent damping.
Bump Travel: When the shock compresses in an upward motion. Also known as up-travel.
Droop Travel: When the shock rebounds in a downward motion. Also known as down-travel.
CV Axles: Extended and typically stronger CV (Constant Velocity) axles push the knuckles farther from the center frame and oftentimes offer more articulation than factory CV axles.
Brake Lines: Extended soft brake lines help to prevent snapping brake lines when the suspension cycles at full droop.
Tie Rods: Extended and stronger steering rods connect your steering rack to your knuckles.
Rod-Ends: High articulation heim joints that connect steering knuckles to the tie rod and the tie rod to the steering rack.
Steering Clevis Kits: The steering rack clevis/bolt assembly threads into the steering rack which connects to a heim join that’s connected to the inner tie rod.
Bump Stops: Either extended height rubber bump stops or welded-on brackets for hydraulic bump stops (usually hydraulic).
Bump Stop Cans: Metal cans welded to the frame that hold hydraulic bump stops in place.
Fiberglass Fenders: Extended height and width fenders allow tires more up travel clearance.
Limit straps: Straps that prevent the suspension from overextension at full droop.
Bed Cage: Bolt-on or welded cage in the bed of a truck designed to be mount points for rear 14″ – 16″ shocks. Bed cages hold spare tires, jacks, and other Prerunner accessories among other benefits.
Spring Under Axle (SUA): Leaf springs are set on perches underneath the axle. Usually provides more bump travel over SOA.
Spring Over Axle (SOA): Leaf springs are set on perches on top of the axle. Usually provides more ground clearance over SUA.

Define “Travel”

Long Travel 3rd Gen Tacoma on Total Chaos

Define Travel

Travel is determined by the amount (in inches) of the distance between full droop (down-travel) to full bump compression (up-travel). Usable wheel travel is when all your suspension components work together creating a full range of motion. You can measure wheel travel by removing your shocks and cycling the suspension from full droop to full bump. Factory travel differs on many makes and models, however, 8″ is average for the Tacoma. Companies that offer long travel for the Tacoma quote anywhere from 10-14″ of usable wheel travel.

Shock Travel Vs. Shock Stroke?

Oftentimes travel is confused with the shock stroke measurement. Shock stroke is a measurement of how far the shock shaft enters the shock body between full extension and full compression.

Factory Travel Vs. Mid Travel

Pictured: ARB BP-51 Mid Travel Coilovers

Factory or “stock” travel is the amount of wheel travel you have from the factory, usually around 8″ for the Toyota Tacoma.

What Is Mid-Travel?

Mid-travel is a term used to describe a suspension that increases factory travel with extended-height coilovers that feature taller and wider shock bodies that are threaded/ adjustable for ride height. These kits are often paired with aftermarket UCAs (upper control arms) with built-in positive caster to reflect/correct the alignment change after lifting the Tacoma.

Sometimes mid-travel suspension kits are often mistaken with other coilover set-ups as the terms are intertwined. For example, just because a coilover is adjustable doesn’t mean it’s mid-travel. The Bilstein 5100 is a perfect example – it’s adjustable but definitely not considered mid-travel. The Bilstein 5100 kit and similar lift/leveling kits/shocks are simply referred to as such; lifts and leveling kits. I would refer to this style of lift as an “entry-level” lift kit and sometimes these upgrades don’t lift your Tacoma at all, guys just upgrade shocks for factory ride height.

Where entry-level lift kits are physically lifting your truck and mildly increasing performance (0″-1″ added wheel travel), mid-travel suspensions are not only lifting but providing much more control and drastically increasing performance (1″-2″+ in added wheel travel). You can compare these to long travel lift kits that usually result in 3″-5″+ in added wheel travel.

Good examples of entry-level suspension kits would be the OME Nitrochargers , Eibach Pro-Truck Lift kit , and again the Bilstein 5100 kit linked above. Good examples of mid-travel setups would be the OME BP-51s and kits like the Fox DSCs, Kings, Icon extended travel stage 2 kit, Bilstein 8112s, and many others.

With mid-travel, you’re changing the factory suspension greatly but there’s still room for more travel.

If you want to push your Tacoma faster and harder than mid-travel allows, a long-travel suspension is likely the next step.

What is Long-Travel?

Long Travel Toyota Tacoma (Complete Buyers Guide)

What Is Long Travel?

Long travel suspension is when you increase the length and/or height, and often the strength of your factory suspension components beyond the limits of your factory suspension geometry. Compared to mid-travel, long-travel suspensions provide even more wheel travel.

Where mid-travel kits feature extended-length coilovers and aftermarket UCAs to correct caster, long travel kits contain many more parts. In a typical LT kit, you see extended-length UCAs, extended-length LCAs, larger coilovers (typically an 8″ stroke to start), secondary bypass shocks, extended-length CV axles, extended brake lines, extended tie rods with strengthened rod ends, extended (both height and width) fenders, extended bump stops to prevent bottom out, limit straps to prevent top out, and more.

See how many times I listed “extended”? With long travel, everything is longer/wider, and stronger.

With LT, shocks usually range in shock strokes from 8″-12″ for the front and 12″-18″ for the rear.

How Much Travel Do You Need?

Where 4″ of up travel and 4″ of down travel is the standard of most Tacomas. 6″ of up and down travel is a good starting point to look at when it comes to LT. For go-fast rigs, the priority should be on up travel whereas rock crawler rigs focus on both but less on up travel.

Go fast rigs want about 60%-70% more up travel whereas rock crawler rigs want about 30%-40% up travel, however, this is not always the case and you should engage the company you’re considering to determine what’s best for your build.

Example – Go fast Tacoma with 12″ of total travel in the front:

A go-fast long-travel Tacoma should aim for 7″ up travel and 5″ down travel.

For the rear, up travel should be 25% more than the front. Take 25% of the 7″ front up travel and add that to the rear up travel.

If 25% of 7″ = 1.75″ we want our rear up travel to be at least 8.75″.

Travel Distance (Wider per side)

+2″ Vs. +3″ Vs. +4″ – which distance should you choose?

Long travel is measured by “per side”. When you see a +2″ kit, that’s 2″ wider per side creating a track width of +4″ overall.

2″ Class

2″ kits are usually the “stage 1” of LT, also referred to as “Prerunner” kits, ranging from +2″ and up then typically scaled in 1/4″ measurements; +2.25″ and/or +2.5″, etc. The +2″ class kits yield anywhere from 11″-13″ of usable wheel travel. In this class, companies make many great options. For example, Total Chaos offers a standard 2″ kit and an expedition 2″ kit. The expedition kit offers 2 more inches of ground clearance over the standard 2″ kit. So even though a kit is marked as a 2″ long kit doesn’t mean they all boast the same specs. Also in this class, Camburg makes a 2″ Trail Series kit that’s designed around tight trail use and to perform well for daily driving all without needing to upgrade fenders. There are many other 2″ kits on the market but one that stands out is the JD Fabrication 2.25″ kit that pushes upwards of 13″ of wheel travel and also features a slew of additional upgrades. With 2″ LT you don’t always need fiberglass fenders but a mild 1″ flare is recommended. If you avoid fiberglass, you will need to trim your factory fenders to see clearance at full compression (bump travel). This class is designed for daily drivers and weekend warriors, especially with something like the 2″ Trail Series from Camburg.

3″ Class

Next, you have 3.5″ kits and these are typically considered race kits commonly featuring uniball joints over ball joints. In the 3″ class, Total Chaos offers two versions of their 3″ class; the standard series and the race series. The race kit offers 2.5″ more ground clearance and is 5 pounds lighter per lower arm than the standard series. TC offers both poly bushing uppers and/or heim joint uppers. Both kits pull about 12.5″ of wheel travel. Also in the 3″ class, you have Dirt King. Dirt King offers their signature kit with bushing uppers and/or heim uppers yielding around 13.5″ of wheel travel. DK also offers kit-specific 4340 Chromoly axle shafts and/or prebuilt axles with factory Tacoma joints. Finally, you have Camburgs 3.5″ Race Series kit which is similar to the TC and DK kits, although it does stand out quite a bit in their overall offering which we’ll get into below. There are so many great options in the 3″ race class. With 3″ LT you will need fiberglass fenders; at least a 3″ flare and 2″ rise. This class is meant for hard-core weekend warriors who go out often and want to push the limits in the desert and/or in the rocks.

4″ Class

Last but not least, you have the 4″ class. This is a bit overkill for most but is very impressive nonetheless. With kits such as the LSK 4.5″ and the JD Fabrication 4″, you can get into the most advanced and race-focused rock and/or crawling-focused IFS long travel kits on the market. Most advanced doesn’t always mean best though. With 4″ class LT, you need large flare + rise fiberglass fenders, and all the suspension components are very custom; axle shafts, steering rods, brake lines, limit straps, shocks, bump stops, and even fabricated spindles that allow even more up/down travel. In this class, most kits come with everything you need because everything is such a custom length. Extending your track width out 4″ per side or even 4.5″ per side is a lot. This class is designed for someone who is looking to hit the ultimate send button on dunes.

UCAs & LCAs

Cam Tabs on Long Travel Suspension (JD Fabrication +2)

Not all uppers and lowers are created equal and long travel all starts with UCAs and LCAs. Here are a few key elements to look at when shopping for lower and upper control arms.

LCA Ground Clearance

An important item to consider when shopping for lower arms is clearance. Camburg uses a uniball adapter that goes under the uniball joint which positions the arm lower and actually offers less ground clearance than the factory. Dirt King and Total Chaos, for example, use the factory ball joint cradle so the lower arm goes above the joint which offers similar or even better ground clearance than the factory depending on tire size and other variables. For go-fast applications, ground clearance might not be as important for you. However, for rock crawling, ground clearance is very important. Pay attention to where the lower arm mounts to, on, or around the ball joint adapter.

LCA Front Slant

A slanted front surface for sliding over obstacles is very important for all drivers to consider, both go fast and rock crawling. Dirt King, Camburg, and JD Fabrication all offer a slant on the front of their LCAs. Pictured in the image above, you will see the JD Fab lowers with an aggressive slant on the face. Total Chaos, Marlin Crawler RCLT, and LSK on the other hand feature a completely boxed design with a flat front surface – not good for sliding over obstacles.

LCA Frame Pivots

Most companies such as Total Chaos uses polyurethane bushings at the frame pivot points. Dirt King, for example, uses Delrin bushings while JD Fabrication and Camburg both use 1″ uniballs. JD Fabrication takes it a step further and adds seals to their uniballs. Both the Derlin bushings and uniballs are going to offer a stiffer joint than poly bushings. Having stiffer joints is nice when you have 20%+ more leverage pulling/pushing on the frame pivots. With uniball joints, you have a wider range of alignment specs to increase your positive caster. Polyurethane bushings tend to squeak over time and don’t hold up well under extreme weather conditions.

LCA Wheel Placement

Some lower control arms have a positive caster spec and/or forward tire mounting built in. This is where you need to call each company you’re considering to ask whether or not they have a positive caster built into the arms and if not, how much room there is for adjusting the caster or pushing the wheel forward altogether. Dirt King, for example, has a positive caster spec built in, and so does JD Fabrication however JD goes a step further with its design. JD Fabrication builds cam tabs that allow forward positioning of the arm up to 7/8″ and that’s adjustable in increments of 1/4″. No one else offers that.

A major item to consider for UCAs is the uniball or ball joint and the cup. On vertically positioned uniballs, up travel is limited at the uniball cup colliding with the inner wheel well, and down travel is limited at the uniball colliding with the uniball cup. UCAs with an aggressive uniball cup slant will typically achieve more down travel. Pay attention to this slant on the UCA cup when purchasing UCAs.

UCAs from the LSK and Marlin Crawler LT kits, on the other hand, feature high-articulation horizontal uniballs. The down travel is now limited by limit straps and the up travel is limited by your tires depending on size. There is no doubt that high articulation horizontal uniballs on UCAs offer more up/down travel, however, this is highly dependent on tire size and other suspension components.

UCA Caster Correction

Because the Tacoma upper control arm is mounted from the factory in a different plane than the lower control arm, as you lift or lower the truck the caster changes. The more you lift the truck the more caster you lose. This is why it’s always recommended to add a “caster-corrected” upper arm when you lift a Tacoma. Most of the companies on this list all make caster-corrected UCAs, however, if you move forward with a kit, do your research first.

Uniballs Vs. Ball Joints

Camburg & Moog Ball Joints (left) and Total Chaos Uniballs (right)

The choice between uniballs and ball joints has long been a debate, although both have some noticeable differences over factory joints.

Uniballs are known to have more articulation than traditional ball joints which is nice when you’re looking for the most possible travel from an LT setup. On top of offering an impressive range of motion, the uniballs architecture is stronger than that of a ball joint. Uniballs do require maintenance though and if neglected – over time they can start to squeak, and/or become loose. Because uniballs are typically stronger and offer the most articulation, they are used on most builds for professional race classes like Ultra4.

Ball Joints

Ball joints on the other hand were designed for the daily drivers of today’s world. Unlike uniballs, ball joints are a sealed architecture and therefore require less maintenance. Some will say that ball joints have less articulation than their counterparts, however many companies like JBA offroad claim a full 90 degrees of motion, and other companies that feature an aggressive uniball cup slant can also achieve high articulation with ball joints.

Sealed Uniballs

JD Fab uses its own solution which is the best of both worlds. They have custom EMF joints made with the factory Tacoma taper machined into the pins. An EMF joint is identical to a uniball in design however it’s built in a way to be completely sealed from the elements. The design gives you all the strength and articulation of the uniball while offering the sealed, maintenance-free design of a standard ball joint. They are also easily rebuildable which is a huge cost savings compared to replacing uniballs.

Long Travel Tacoma Bypass Mounts for Fox Triple Bypass Shocks

You have many options when it comes to shocks; King, Fox, Radflo, Icons, ADS, etc. They all make shocks for LT suspension setups although King and Fox tend to lead the race. Fox is actually the largest shock manufacturer in the world. They make shocks for many applications and Tacoma applications are no exception. King also dominates the Tacoma market and is known for producing some of the highest-quality race shocks on the market. Regardless of which you choose, you can’t go wrong with either brand. There is a reason why every major LT manufacturer pairs their kits with either King or Fox; they’re both very dependable race shocks, although Fox is slowly gaining more Tacoma traction. Compared to other shocks, Fox uses higher-quality seals, shock oil, and shafts. Fox is also more expensive than King, but again both are great choices.

There are many types of shocks that can be used for a long travel setup; coilovers, bypass shocks, piggybacks, and smoothie shocks.

Coilovers & Bypass Shocks (Front)

Companies that make an LT kit usually spec very specific shocks for that kit. For example, some companies lean on Fox and some on King. Some companies adjust the valving for those shocks in-house, and some outsource it or they’ll even pair the kit with Toyota OE shocks. That said, most will spec an 8″ stroke with reservoirs along with an 8″ stroke on the secondaries, also with reservoirs. For most LT suspension kits, an 8″ stroke is plenty of shock travel for the front of the Tacoma running a +3″ kit or under. If you can, order the shocks that the company recommends because they are often tuned specifically for that kit.

Reservoirs & Adjusters

Reservoirs along with compression/rebound adjusters are an added bonus on all shocks. If you plan on pushing your limits and going fast, then reservoirs will help to keep your shocks from overheating. Adjusters are going to offer adjustments for stiff or loose piston stroke which means you can adjust them to be stiff while on road and loose while offroad. Adjusters are great for someone who plans on using the truck as a daily and weekend wheeling.

Double Shear

Double shear is defined as twice the shear force breaking strength. So for example, let’s look at double shear steering on the knuckles. In a factory steering setup, the tie rods’ rod end is connected to the knuckle with one bolt on one mounting surface (single shear). With double shear, a single bolt is still used, however, you sandwich that bolt between two surfaces (double shear). Now instead of one surface resisting the load, you have two surfaces. The bolt in double shear will have twice the shear strength of a bolt in single shear.

When it comes to long travel, many components are upgraded to double shear; inner and outer rod ends for steering, UCAs on the coil bucket, secondary shocks, and more.

Steering Rack

Factory Steering Rack (bottom), Tundra Steering Rack (Middle), Land Cruiser Steering Rack (top)

Most long-travel suspension kits on the market offer a solution for increased strength tie rods and rod ends but not a full steering rack replacement solution.

For most LT kits today, the rod ends being used are known as heim joints or “heims”. The outer rod ends thread onto the tie rod and connects to the knuckle. The inner rod ends thread onto the other end of the tie rod and connects to the steering rack. You can use factory inner rod ends or upgraded heim joints.

Depending on what steering rack you’re running will depend on how that inner rod connects up to a steering rack. If you’re running a factory Toyota steering rack and factory inner rods, just thread your tie rod onto the inner rod end.

If however, you upgrade to a Tundra or 200 series Land Cruiser rack, you will need a steering clevis kit with the correct thread pitch and bolt diameter . For the LC200 rack, you will want a 28mm clevis and for the Tundra, you want a 24mm clevis ( RC Fabrication can sell you both of these). You can, however, use the factory inner rod end that comes on the LC200 rack as the rod end is a good length for the Tacoma and plenty strong enough to turn a 37″ tire. But for the Tundra rack, you need to shorten the inner rod and rack down as the width is too long for the Tacoma. That is why Solo Motorsports makes a modified steering rack specifically made for the Tacoma.

Not many guys want to run the factory steering rack, especially after upgrading all of the other steering components. It’s the path of least resistance to the steering rack after double shear steering, and increased strength rods + rod ends – all while running increased size tires.

With that said, very few long travel kits on the market offer a complete solution all the way down to the steering rack. The Marlin Crawler RCLT kit does come with the “MarRack steering rack” which is an LC200 rack but they provide the pieces that can be challenging to source that connect the steering rack to the column.

Steering Rack (Rack & Pinion) Options:

Solo Motorsports Modified Tundra Rack

200 Series Land Cruiser Rack Options:

Lowest to the highest price

Ultra Power 3676N
A-Premium 369
AAE AA36N Steering Rack (USA inspected & tested)
Buy Auto Parts Remanufactured 80-01660R
Toyota OE Rack & Pinion 80-01660R (this is the steering rack I bought)

Extended-Length CV Axles

You have a handful of options when it comes to running extended-length CV (constant velocity) axles.

For the most affordable option, you can run upgraded extended-length shafts (usually Chromoly or 300M) and reuse your inner and outer CV joints. This is affordable but it’s also very time-intensive as well. In order to rebuild the inner and outer CV joints , you need the right tools and a bit of patience. It’s not hard at all, just time and energy.

The next option is to buy partially pre-assembled axles and rebuild the outer joints of a CV axle only. This is usually when you want something a bit more custom and you’re either looking for a very specific type of inner joint or you want to save a bit of money by rebuilding your outer CV joints.

The most common option is to go with a company like RCV Axles and/or CVJ axles . These companies offer fully built CV axles designed for your specific width and application. Both of these companies offer great axles but RCV is usually the go-to because they pre-package axles specifically for mainstream kits like Total Chaos, Dirt King, Marlin Crawler, and others. If you have a custom long travel kit, or it’s a new and upcoming company that makes suspension components only, you may need to ask them exactly what CV axle they recommend for that kit and from what company they have tested their kit with.

Different companies offer different joints, too. Most companies offer rebuilt axles with factory-style architecture inner tripod joints and outer ball-style joints, although some offer internal components (4340 and/or 300M) that are much stronger. Some joints are strengthened even more with an upgraded cage as opposed to factory-style housing. For example, companies like JD Fabrication offer a 934 plunging CV axle joint. The 934 offers a full 28 degrees of articulation versus the stock joint sitting 21 degrees. The factory-style joints with upgraded internals are a bit more affordable than the 934-style joints but the 934 is even stronger and provides more articulation. The 934 is a clear winner but it comes at a higher price.

Before going all-in on axles, call these companies, explain your driving habits (fast and hard or slow and abusive) and they will tell you which axle is the best fit for you.

JD Fabrication 934 Axles (stock width, 2-2.5” and 3.5-4”)

Fully or Partially Assembled with Core Exchange (2005-2015)
Fully or Partially Assembled with Core Exchange (2016-current)

CV Axle (assembled) Options:

Axle sets from RCV
CVJ +2″ 9808 LT2 axle
CVJ +3″ 9808 LT3 axle

Shaft-Only Options:

Call RCV and Order Length; +2″, +2.75, +3.5″, etc: (815) 877-7473
Call CVJ Axles and Order Length: 1-800-292-2953

Inner & Outer Boots

Inner CV Axle Boot Kit
Outer CV Axle Boot Kit

Spring Under Vs. Spring Over

The debate between spring under axle (SUA) and spring over axle (SOA), has long been a controversial topic. Both options have their own unique pros and cons. Before you decide which option you’re going to proceed with on your build, first decide how you’re going to use your build. Are you moving fast through the desert over large whoops where lots of up-travel is needed or crawling slowly over large rocks where good, high clearance and good departure angles are needed?

It’s pretty simple at the end of the day; SUA is typically for fast guys and SOA is for guys who want more clearance – but not always. Again, this topic is one that’s debated hard on many different makes and models.

I’ve listed some bullet points below on a general consensus, however other factors can affect some of these bullets ultimately swaying them to the other side or making them a moot point. For example, some guys will claim SUA boasts better ride quality but ride quality is heavily dependent on spring weight and loaded (wet) bed weight. Can SUA provide a “better” ride quality? Yes, given you have all the other factors dialed in for that specific set-up. Other factors to fine-tune for overall ride quality and performance may include the height/drop of the front/rear shackle hangers, Deaver H70 Vs. H70HD springs, location of shocks, shock stroke, shock valving/tuning, location of perch over/under the axle, hydraulic bumps vs. progressive rubber bumps – along with other factors.

Can you achieve more travel with an SUA kit? Yes.

Does every build running LT in the front need an SUA rear? No.

Spring Over Axle (SOA):

Better for rock crawling and higher clearance applications
Provides more ground clearance than SUA

Spring Under Axle (SUA):

Better suited for desert racing, fast, whoop-focused applications
Usually provides more travel; specifically more up-travel or “Bump Travel” than SOA
Lowers ride height
Minimizes axle wrap

Spring Under Kits:

Total Chaos Pre/4wd mid-travel (9.5″ travel)
DMZ Pre/4wd (13″ travel)
Dirt King Pre/4wd (16-18″ travel)
JD Fabrication Pre/4wd (17-19″ travel)
Camburg Pre/4wd (19″ travel)

Questions to Ask Before Buying

Before you run out and throw your hard-earned cash down on the first long travel kit that catches your eye we have put together a list of questions that everyone should be asking. As with most things in life people tend to gravitate towards the “bigger is always better” motto. Long travel is no different and the assumption tends to lean towards the company with the biggest travel numbers being the best. This couldn’t be further from the truth and the reality is the best product is the sum total of all of its parts/features. With that said here is the list of the top three questions you should be using when evaluating the different long travel kits.

1. How long has the company been in business?

There are a lot of fly-by-night off-road shops throughout the country and only a handful of companies have been around for 20+ years. Having the piece of mind that you are purchasing a kit from a company with a solid track record is invaluable. After all, if things fail or replacement parts are needed you want to know the company will be there to assist you.

2. How long have they manufactured long-travel IFS kits?

If the company has been in business for 20+ years but just started making long travel, you should consider that. Building an off-road IFS kit that can withstand whatever abuse you can throw at it is no small feat and refining the most optimum design can take years. The knowledge and experience a company holds are best gained from years and years of experience building long-travel IFS suspension components.

Most important of all is knowing that the company you purchased your kit from stands behind its product and is willing to assist you whenever you have questions. The older more established companies that have been producing long-travel IFS kits for decades are still in business for a reason and that’s not to be taken lightly.

3. What materials are used for the construction?

All too often this one gets glossed over but it’s important to know what materials these kits are made out of. Is the company using low-cost, low-strength mild steel or super strong, high-grade 4130 Chromoly? The strength difference between the two is dramatic and knowing what’s under that fancy powder coating is not to be overlooked!

4. What materials are used for the suspension pivots?

Is the company using poly bushings that become noisy and wear prematurely? Are they using harder Delrin bushings instead of poly? Did they do away with bushings altogether in favor of uniballs? How about sealed uniballs?

While the cost of uniball pivot arms has a greater upfront cost the performance and reduction of maintenance far outweigh the cost. Even better would be a sealed uniball design that will never squeak (like poly bushings) while remaining completely sealed from the elements. After all, the last thing you want is to drop a bunch of cash on a kit that is constantly needing maintenance to keep it from squeaking and rattling.

1. Total Chaos (+2″ and +3.5″)

Total Chaos (+2" and +3.5") Long Travel Kits

Total Chaos has long been the leader of the LT segment for decades when it comes to LT Toyota applications. They offer everything from beginner kits to extremely advanced kits and for many makes and models. They are well known for their wide variety of sizes. They offer parts for both the front and rear of your Tacoma and if they don’t have a full plug-and-play option for the rear – they work with just about every company out there so they can recommend a comparable rear setup for whatever front you decide to purchase.

Kit Offerings

Total Chaos leads the race offering 4 total kits; multiple +2″ and +3.5″ kits. The +2″ expedition kit offers 2″ more ground clearance than the +2″ standard series kit. In the +3.5″ class, they offer two kits; the standard series & race series. The race series +3.5″ kit provides 2.5″ more ground clearance and is 5 pounds lighter per lower arm than the standard series +3.5″ kit. You can get any of these kits with bushing or heim pivots at the UCAs.

+2″ Standard Series
+2″ Expedition Series
+3.5″ Standard Series
+3.5″ Race Series

Find it online:

+2″ Standard Series Kit
+2″ Expedition Series Kit
+3.5″ Standard Series Kit
+3.5″ Race Series Kit

2016-Current

Trail Takeaway

Total Chaos starts at around $3100 and goes up from there. If you’re looking at the 2″ class, you might as well opt for their +2″ Expedition Series at $3600 as it gives you another 2″ of ground clearance over their standard kit. The same applies to their +3.5 Race Series kit. It’s only another $500 for less weight and more ground clearance.

The downside of Total Chaos is that they use poly bushings and not sealed uniballs or even open uniballs for the pivots. Also, the TC lowers are boxed and do not feature a slant for sliding over obstacles which you should consider if you like the rocks. Finally, you can buy the axle shafts on Total Chaos but you will need to assemble your inner and outer joints. They do not offer fully built axles at this time.

2. Camburg (+2″ and +3.5″)

Camburg (+2" and +3.5") Long Travel Kits

Camburg is a race truck company at the core and they have been for over two decades. They build chassis, and axle housings for trophy trucks from the ground up and provide some of the most dependable parts for quite a few Ultra4 class builds. Camburg isn’t just moving the needle when it comes to quality fabrication, they also bring insane ingenuity to the table. They just released their new “slapper arm” kit which is a hydraulic bump stop connected to a lower control arm via a link. Simply put, it’s designed to vastly improve bottom-out control. If you like FOX shocks, you’re right at home with Camburg. They pair just about everything they build with FOX, however, Kings work as well.

Camburg currently offers two kits; a trail series +2″ kit with the slapper arm bump stops and a race series 3.5″ kit which can also be optioned with the slapper arm bumps. Both are available with bushing or heim pivots at the UCAs. You can add extended-length axle shafts, however, they do not come assembled. You will need to reassemble your outer and inner joints once the shafts come. For spindles, Camburg doesn’t offer a spindle gusset kit, however, they offer their fabricated performance spindle kit which works with their LT kit. If you want to option secondary bypass shocks, you need to call or order them separately. Also, if you want double-shear steering and outer/inner rod ends – you need to call.

Find it Online:

Race Series Kit
Rear Spring Under Kit

Camburg sells a bunch of parts for the rear as well; HD Deaver springs, a pre-fabricated bed cage, leaf perches, and a spring under kit. This company is the real deal when it comes to LT as they have been in the game for decades. The only challenge I see with the Camburg lower arms is that they sit lower than other arms due to their lower ball joint adapter kit on the LCAs. If rock crawling is important, this might be a kit you want to avoid as you will lose clearance here.

3. Dirt King (+3.5″)

Dirk King is relatively new to the long travel scene with roots back to 2011. DK got its start with Prerunner style front bumpers and custom fabrication services – with a focus on the Titan market. Then they finally entered the Toyota market with their boxed upper control arms in 2014, and then finally LT kits sometime around 2015-2016. Although Dirk King is relatively new to the scene, they have quickly become an industry leader. Right up there with Camburg and Total Chaos, Dirt King is quickly gaining market share with their high-quality kits and full-service product offering. I really like what Dirt King has to offer for LT.

They offer the +3.5″ race kit at this time boasting an impressive 13.5″ of wheel travel with the option of bushing or heim pivots at the UCAs. Their lower control arm features an aggressive slant on the forward face instead of a boxed design which will help clear obstacles in the rocks. Another notable selling point is that they use Derlin bushings, not poly bushings like TC. Finally, the DK lowers feature built-in forward positioning of about 1/2″ which pushes your wheel forward which is a plus for wheel placement for larger tires.

+3.5″ Dirt King Kit
Dirt King Axle Assemblies
Dirt King Spring Under Kit

DK offers many secondary components that complement the kit both front and rear. To start, they sell fully assembled axles with the inner and outer CV joints assembled on LT shafts – shipped to your door. Not many companies other than JD Fabrication offer fully-built LT CV axles. This is a huge upsell for some who don’t want to pull apart inner and outer CV joints.

Dirt King also offers a spring under kit for the rear, a prefabricated bed cage designed for 16″ shocks, and the H70 HD Deaver springs you need for the rear. They also sell all the compatible coilovers, triple bypasses, and rear shocks for an LT kit. Dirt King carries and sells literally every part you need for a full plug-and-play LT kit for the 2nd and 3rd Gen Tacoma.

4. JD Fabrication (+2.25″ and +4″)

JD Fabrication builds desert race trucks and fabricates some pretty interesting parts that no other company makes. Their team has built long travel suspensions for well over 20+ years. These guys offer every solution the industry wants for LT, but be prepared to pay. Let’s start with their LCA pivot kit. This is the answer for larger tires. This kit removes the factory LCA mounting points and welds in a wider replacement with adjustable cams which push the lower control arm up to 1″ forward. That’s not pushing the caster (measured in degrees) forward, that’s pushing the center point of where your wheel mounts to the LCA.

This will clear a 33″ tire without any modification at all, a 35″ tire with minimal modification, and a 37″ with mild modifications (pictured above). JD Fabrication also offers one of the strongest CV axle joints on the market; the 934 Chromoly caged plunging CV joint with 300m axle shafts.

Additionally, they offer a set of inner fender replacements, a steering rack “slide rack” reinforcement, and all the other bells and whistles that most mainstream companies are producing; LT bypass shock hoops, double shear steering upgrade, Chromoly tie rods, spindle gussets, steering pump upgrades, spring under kits, and more.

They offer +2.25″ and +4″ length kits with just about everything you need to go along with them. We wrote a full overview blog post on their 2.25″ long travel kit and then another step-by-step installation guide as well. If you want to read more about the JD Fabrication offering, check out those posts for more on their kit offerings.

2nd Gen Tacoma (2005-2015)

2005-2015 Lower Arm Pivots $100 Off (Coupon code “trailtaco”)
2.25″ Long Travel Kit
Front Skid Plate
934 CV Axle Upgrade Kit

3rd Gen Tacoma (2016-Current)

2016-Current Lower Arm Pivots $100 Off (Coupon code “trailtaco”)

Trail Takeaway

You can buy everything you need from JD Fabrication. One really important detail about JD Fabrication is that they do not use heims on their UCAs as heims that are exposed to the elements don’t hold up through extreme weather conditions. Instead, they have machined upper and lower uniball inner pivots that accept seals and are 100% weatherproof. At the time of writing, no one else offers sealed uniballs where the uppers and lowers pivot. Additionally, they use very high-quality sealed EMF uniballs for the outer pivots. This is a dependable LT kit for those that live in an area where harsh weather is consistent, or you drive on the beach with salt water, among many other scenarios.

All of their kits are constructed out of 1/8″ and 3/16” Chromoly with extensive internal ribbing. They also incorporate an integrated CV “pocket” built into the LCA so the arms can achieve more ground clearance. Finally, JD Fab kits will work with the OE style king and Fox shocks.

This is the kit we choose to run on our 2G Tacoma for a reason. It stands out from all the other companies on the market for our intended use; heavy rock crawling with trips to the beach and go-fast moments here and there. This kit really does it all – which is why I wrote this post.

5. LSK (+4.5″)

LSK makes a couple of monster long travel kits; a race kit for 2wd Tacomas pushing almost 16″ of travel, a spindle bolt-on kit for 2wd trucks pushing 14″ of travel, and a kit for 4wd rigs also pushing 14″ of wheel travel. All kits are +4.5″ wider on each side and come with the LSK signature heim pivot UCAs. And, instead of uniballs or ball joints connecting at the spindle, they feature heims boasting a full range of articulation where your only limit is how you set your limit straps and build your fender wells.

LSK is very different from every other kit on the market due to its unique a-arms, heim pivots, cam lockout plates, and supplied pre-built spindles. They also provide everything else you need for your kit; rod ends that connect double shear at their spindles, DOT extended brake lines, secondary shock hoops, the necessary shocks, and all the hardware you need to link it all together.

Even though they call their kits “bolt-on” there are still some areas that need to be welded so don’t let the product titles fool you. All in all though, if you’re going with a +4.5″ LT kit, you’re not worried about a little welding.

LSK does provide extended-length RCV axle shafts, however, you’re responsible for rebuilding the outer and inner joints when the shaft arrives. If you want prebuilt axles, just order +4.5″ LT axles direct from RCV – booted and all.

This is the kit you buy if you want to go extremely fast, maybe swap in a 2JZ, LS, or something insane that warrants some serious race travel.

6. Marlin Crawler RCLT (+2.75″ and +3.5″)

Marlin Crawler RCLT (+2.75" and +3.5") Long Travel Kits

The leader in everything offroad is Marlin Crawler. They have led the race in aftermarket part fabrication for decades and their RCLT kit is no exception. It’s by far one of the most advanced long travel systems specifically designed for rock crawling, hence the name “Rock Crawling Long Travel” .

This is Marlin Crawler’s first venture into the IFS world and offers two options for the new LT kit; the +2.75″ and the +3.5″ version both pushing 12.5″ of wheel travel measured at the hub and 14.5″ at the centerline. The kit comes with horizontal ball joint linked at the spindle and bushing pivot UCAs, CAD design pre-fabricated knuckles/spindles with double shear steering points for their MarRack (200 Series Land Cruiser Rack), 1/4″ mild steel boxed lower control arms with horizontal ball joints, and finally, the kit uses FK uniball bearings and tie rod ends. The kit’s knuckles are pushed forward +2″ over the factory increasing both forward wheel positioning and approach angle.

Marlin Crawler has a few configurable options for this kit but it really breaks down into their “ Standard Installation ” which runs you about $9000 and their “ Ultimate Installation ” which sets you back almost $12,000. That’s with everything you need out the door; LT kit, shocks, axles, and steering rack.

The LT kit alone is around $7500.00. Then you have to pay for your shocks (coilovers and optional bypasses), the 200 Series Land Cruiser steering rack, and CV axles. This is a great LT option if you’re solely looking to dominate the rocks.

This kit is designed for the person that really wants this kit. Marlin Crawler has done a great job of selling this kit as the “premier option” and “leader” in rock crawling IFS, however, there are other kits that compete. Just because the slowest Tacoma on IG (owner of Marlin Crawler) is running 40s with this kit doesn’t mean you should or can. That Tacoma is also running dual cases (Marlin Crawler Taco Box) which helps to reduce the stress on many other parts and maintain control when wheeling at low and high torque. Running a reduction box is very important if you’re considering IFS on 40s for many reasons. These RCLT parts are impressive, yes. However, they do oversell some points on tire size and don’t tell the whole story of what really needs to be done to run 40s.

7. Baja Kits (+2″)

Baja Kits offers a +2″ kit pushing 11″ of travel. This kit is about as straightforward as it gets when it comes to long travel; boxed upper and lower A-arms, Delrin bushings pivot the UCAs/LCAs, uniballs, extended brake lines, and all the hardware you need to install. Baja Kits does show a photo of their “heat-treated axle shafts” that comes with the kit, however, they do not quote whether or not it’s Chromoly or 300M. We also don’t know if they use mild steel or Chromoly for the construction of the arms. At this time, no options are configurable for assembled axles, limit straps, cans/brackets for hydro bumps, spindle gussets, and/or UCA double shear gussets (although they do sell these separately), hoops for bypasses, and nothing in the steering department either. They do, however, sell King coilovers and bypasses.

The kit does not come with options for what most would consider “must-haves” when building a long-travel suspension so if you want a fully built-out LT kit with all the bells and whistles, you might want to look elsewhere.

All in all, you know the quality is there with Baja Kits because of their parent company. Brenthel Industries (a race truck build, design, and engineering company), builds and manufactures all their uppers and lowers.

8. All-Pro Off-Road (+2″)

The All-Pro Offroad kit is a +2″ kit boasting 12″ of wheel travel and 2″ of ground clearance. All-Pro Offroad actually offers a pretty robust kit for the money. For a similar price to what most kits sell just uppers and lowers for, All-Pro Offroad includes the majority of parts you need. In this +2″ long travel kit you will find tubular-style Chromoly UCAs and LCAs, limit straps with brackets, DOT brake lines, spindle gussets, rod end extensions, along with the inner and outer CV boot kit. The only items you won’t find included in the kit are shocks, bump stops and axle shafts. And, if you want secondary shocks, you will need to source the hoops and bypasses separately.

For around $3200, it’s actually a pretty good deal for a +2 kit. The uppers and lower are not boxed, but they are Chromoly so you know they’re plenty strong. The fact that it’s being manufactured and sold by All-Pro Off-Road should give you plenty of peace of mind going into the purchase.

These kits has been around for quite a while now. If you’ve been watching All-Pro recently, they’ve been slowly giving sneak peaks of their completely redesigned system. A system that is supposed to be a superior, direct competitor for the RCLT HD kit. More to come soon!

Find It Online

2005-2015 All-Pro Long Travel Kit
2016-2023 All-Pro Long Travel Kit

Final Thoughts

There is an LT option out there for everyone, however, the two most robust offerings on the market are from JD Fabrication and Marlin Crawler. Both companies offer the complete package and a quality solution for Toyota IFS.

JD Fabrication

We decided on the JD Fabrication 2.25″ kit for our Gen 2.5 Tacoma previously pictured above. JD Fab offers selling points that no other company offers, mainly found in their LCA pivot kit. The LCA pivots allow for larger tires without extensive cutting and/or tubbing of the firewall, depending on tire size. If you want to maximize tire clearance around the firewall, keep your Tacoma aligned to factory spec with the arms in the center of the adjustment range, and eliminate side load on pivot bushings all without sacrificing on-road driver comfort, then this is a kit to consider. They also paid very specific attention to ensuring that every pivot point on the suspension is fully sealed making the kit ideal for those that live in harsh climates.

This kit offers the best combination of “go fast” strength while still maintaining insane ground clearance in the rocks thanks to the integrated CV pocket. JD Fabrication has been building long travel suspensions for over two decades and on paper, their new LCA pivot kit challenges almost everything we know about Toyota IFS. The cool part about the LCA pivot kit is the pivot opening is the same as the factory which means you can run any lower arms that fit the factory all while pushing the tires forward upwards of 1″. Your options are endless with JD Fab, you can piece your own LT kit together or you can stay within the JD Fab ecosystem of products and also end up with a very custom setup.

Marlin Crawler

The Marlin Crawler 2.75″ RCLT sits at the top as another IFS LT contender and some will argue that it’s the best rock-focused LT kit out there, however, some have debated that point and the quoted travel numbers. That said, it’s made by Marlin Crawler who’s been a staple brand in the off-road community for decades so you know you can trust their quality which is why I think it’s a great option. The kit does feature quality selling points like a fully fabricated spindle and horizontal uniball pivots. These are nice, but a fully fabricated spindle doesn’t guarantee more up-and-down travel based on articulation range alone. Wheel travel is also limited by the inner fender well, fenders, bump stops/mounts, among other limiting factors.

RCLT quotes the kit as compatible with a 40″ tire as that is the tire size warranty limit of RCV axles, and the arms do push the tires forward upwards of 2″, however, a lot of work goes into running 40″ tires on Toyota IFS. You can expect more work than just upgrading your steering rack, CV axles, and connecting double shear points on the spindles. Also, keep in mind that the MarRack is simply a Land Cruiser 200 series rack. We installed one on our 2nd Gen Tacoma almost a year ago so it can be done on your own with any other kit, given you have the know-how. The benefit of buying a kit from Marlin Crawler is that you get their install kit for the rack which includes a jig and all the secondary hardware needed to connect the shaft. On the landing page of bullet points and benefits , Marlin Crawler sells the kit well, however, you need to source many extra parts on top of their kit. At the end of the day, you don’t have that many options with this kit. They offer two options and they’re both very expensive.

Other Options

LSK, like Marlin, also offers a very comprehensive kit with their fabricated spindle, although there is very little information online about their testing and performance.

If you’re looking for a bolt-on kit, Camburg, Dirt King, All-Pro Off-Road, and Total Chaos offer great entry-level to advanced options. These companies all offer straight bolt-on options along with add-ons that require fabrication as well. You can expect fabrication work anytime you add additional parts like secondary shocks, hydro bumps, and limit straps, among other items.

Within each of the company offerings, most differences come down to LCA and UCA design. Reference that section on this post again, and you’ll understand how important every aspect of the LCA and UCA design is when purchasing a kit.

It’s hard to choose one kit on this page as the “best” as there is no best in this industry, only the best for how you intend on using your truck.

Brenan Greene

Brenan is the founder of Trail4R.com, Toyota guy through and through, verified nature lover, lightweight photographer, exploration enthusiast, and certified serial blogger.

People incorrectly assume that tire width affects traction and it is actually the longitudinal section where the tire is in contact with the ground. The way to increase this contact area is with a taller tire and not a wider tire. Wide tires are good for floating over snow and sand but those are special case situations. Wide tires that extend past the sides of the truck are a good way to toss rocks up against your truck and any vehicle or person in your vicinity.

Great article… I’ve got a TC Race 2” on my 5th gen 4runner. I love the functionality but after fighting the poly bushings for years I’m ready to find a new system if I can’t find a lasting solution to their noise. They’re way too noisy! Any suggestions on managing the noise of poly bushings? (Other than lube and maintenance) If not, I’m ready to move on. Thanks!

Very very informative article, I currently have a stage 1 mid travel kit on my 3rd gen mostly used for overlanding and camping, but have been looking to upgrade to a “go-fast” LT set up and couldn’t have found a better article. Thank you lots I will rely heavily on your info as I still consider myself new to the OR community.

Great read !!

Awesome, glad you enjoyed it. Only took me 2-3 months to write. haha

Only question I have is how much of my current set up can I salvage or does it all have to b changed for a LT coming from the Mid Travel

It depends on the setup you’re running but for most kits you replace everything. You can always keep your factory spindles, steering rack along with inner and outer CV joints, but everything else is longer and wider. Those parts include coilovers, tie-rods, CV shafts, LCAs, UCAs, in addition to all the other parts and pieces you need. Things like limit straps, optional cam tab gussets, and optional double shear components if you choose to go that route.

i thought so, well seems my 2.5 kings are going on my dads 2nd gen lol thanks for the response and info

Going down the road of long travel for my 3rd gen Tacoma right now and this is by far the most helpful information online. Thanks for this.

Awesome, let me know if you have any questions.

correct me if I’m wrong, but if this adds some width to the front then what do you do to the back, like would you have to use spacers or offset wheels only in the back?

Yeah, you’re right. On our JD FAB 2.25” LT we’re running 1.25” spacers in the rear to match the front.

no mention of the Solo Motorsports XLT kit which is +4.5″ and offers 19″ of useable travel with 4wd

Yeah Solo makes some killer stuff. I’ll work on getting them integrated into this post when I have some free time. Thanks for the heads up.

Great writeup! I can’t wait to get my Total Chaos kit on my truck!

This is probably one of the most informative articles that truly adds value to the conversation of LT for Toyota.

Talk about a walk through of all of the pros and cons! LT is a very in depth subject for any vehicle, it’s nice to see a thorough dissection of the products available and why one might be better for someone over another. Bravo! I would like to see a little more general information on the maintenance that can be expected with an LT equipped truck, because there is a lot more than a stock setup 🙂

DUDE. Wow. I’ve spent a lot of time over the years doing quite a bit of research to really understand how to build my truck. Resources that go this deep are few and far between. This is definitely one you need to bookmark. This an essential post on all things long travel. I learned quite a bit too! Also, having driven your 2G, the JD Fabrication really is next level. That pivot kit is a game changer.

This was super informative, I didn’t realize that true LT started at 2″ always thought it was 3-4″+). TONS of considerations it seems if you want to do LT the right way and this is an excellent resource to get started ??

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Why You Should Road Trip in a Truck

There is a certain set of cars that naturally fall into the category of road trip vehicle, in the public’s eye.

By Chris Wright

13 original photos

The north entrance of the Blue Ridge Parkway in Virginia is an innocuous on-ramp. Atop the low, steadily rising spine of the ridge, the route begins humbly, a two-lane road that bumbles along for a half mile or so, wending like the path of a snake without a purpose through a fresh sea of green. Then suddenly the trees on the left fall away to reveal a sweeping view of Blue Ridge National Park, and something special happens. Your blood pressure drops, your foot eases off the pedal, and you pull your vehicle onto the first of many scenic lookout points, in spite of time constraints and the looming shadow of many miles to go before you sleep. Time drips by as you step outside, shut the door and place yourself within an enormous valley panorama. You feel, for the first time on your American road trip , like a traveler, an explorer of sights too rarely seen, like someone who’s left the jarring cares of the workday world behind.

You also feel the brutal soreness of your ass.

This is but one of the many conflicting themes of the road trip. Grinding toward your destination is exhilarating until it’s exhausting. Too much coffee jazzes you up, then drops you. The one-pump, dirt-road service station with a bathroom is a savior, until it dawns on you that the handwritten signs for socks, lightbulbs and clearly pre-used glassware indicate some sort of twisted backwoods tourist trap you might not escape alive. And finally, and most obviously: the road itself is your destination, and your vehicle is not just a tool but also a traveling partner.

That can be either transcendental or disastrous, depending on the vehicle, which means there are considered, stringent requirements for a car to qualify as a road trip car. Those requirements are, roughly: gas mileage, comfort, space, dependability.

There is a certain set of cars that naturally fall into this category, in the public’s eye. None of those tend to be pickup trucks, which are associated more with cowboys than with unbathed hippie youth cycling their way from sleep in the backseat to wide-eyed driving in the front. So, on a nine-day trip from New York, to Philly, to Great Smoky Mountains National Park, to Charleston, to Savannah, and back again — 2,002 miles, round trip — the choice of a bright red 2015 Chevrolet Colorado pickup with a Z71 off-road package seemed an unconventional choice. The truck made me anxious. GP didn’t include a pickup truck in its list of best road trip cars ; I worried about bags flying out of the bed at high speed and low miles per gallon on a tight budget; my girlfriend, Rachel, stressed about driving a hulking beast.

A little bit more about the Colorado: it is one of the only mid-sized pickups left in the US. It starts at just above $20k, not bad for Motor Trend ‘s 2015 Truck of the Year. GP had already reviewed the Colorado and given it the all-around thumbs up. It was for these reasons that I was assigned to test it on my road trip.

A little bit more about road tripping in trucks, in the public eye: it has been little done. Hemingway did it, in a way, in Green Hills of Africa , though his was open topped and standard for traveling in Africa. Steinbeck did it in a camper-modified GMC pickup in Travels With Charley ; he named it “Rocinante”, after Don Quixote’s horse. (Consequently, we called our truck “Chevy the Chevy”, which sounds better off the page, and though more infantile than Steinbeck’s choice of name, carried the same set of emotions: companionship, dependence, a seal of importance.) Off the top of the cultural head, that’s about it.

This lack of precedence added up to a lot of stress about how the pickup life would transfer to the long-distance road-trip life. But then there we were on the Blue Ridge Parkway, cruising into the second scenic overlook, feeling good, feeling mobile, not worrying. A guy in a beefed-up Jeep saw us taking pictures and stopped to ask if we were selling the truck. “I work at a rental agency,” he said. “That new model is way better looking than the old one. They did good this time around.” And then, with a cool guy’s wry smile: “I’ll still take my Jeep, though.” He drove off in a cloud of dust, and we jumped back in too, chests puffed up with pride about our dapper ride. And we had doors, anyway. The rest of the Parkway slid underneath us like we were on rails.

Six hours later, the first thing we saw at our Great Smoky Mountains National Park campsite was a notice tacked to the empty rangers’ station that read: “Warning: Camp Site #27 has been closed due to aggressive bear activity.”

Here’s something you don’t worry about every day: there are two bears per square mile in the Great Smoky Mountains National Park , and they would love nothing more than for you to leave your stocked cooler in the open bed of your truck. I had never thought of this problem while planning the trip, but I decided not to take it lightly. This proved wise. Five days after we left, a young male camper was attacked while lounging in a hammock.

The Journey

Total Distance: 2,002 miles Days: 10 Brook Trout Caught: 1 Bears Seen: 2 Southern Craft Beers Consumed: Innumerable Comfort Food Consumed: Immeasurable Times Called “Yankee”: 2 Days Spent Regretting the Drive: 0

That night, at around 1:30, after we’d finished setting up our campsite in the bright headlights of the truck, we jockeyed gear around into the back and slid the cooler into the passenger seat. It fit, to my surprise, with plenty of room. The rear seats provided enough space for all of our gear and dry food items, which was a lot; though a sort of Mary Poppins’s purse situation developed where I would dive shoulder-deep through towels, tea kettles and jars of peanut butter in order to find what I was looking for, this worked in that we foiled the trifling and altogether terrifying bears. It was a great victory for one of the truck’s great downsides, and we celebrated appropriately: by going the hell to sleep.

There were other Colorado-specific problems to overcome as the trip progressed, and we and the truck overcame them. The acceleration was dodgy on on-ramps (but it’s a truck, after all). Gas mileage never got above 21 mpg (but gas is cheap in the South). The Colorado does not come with a CD player, which was a grave disappointment to my girlfriend’s dad, who’d curated an entire box of CDs for us to jam to. We were disappointed, too — and downright angry, when the Bluetooth player forced on us acted up. (On the plus side, the Bose speaker system was so loud it damaged my eardrums on the 14-hour drive south.)

But sometimes, you live with the fact that things are what they are. Or, as Steinbeck wrote, when his ride Rocinante flatted a tire, with a sour touch of literary flair: “It was obvious that the other tire might go at any minute, and it was Sunday and it was raining and it was Oregon.” This humdrum run-on might seem a copout, but in reality it is a vital part of the road trip. There are no wrong turns if you simply go with the flow and work with where the road takes you, and with the truck, a vehicle designed for changing plans at a moment’s notice (“Oh, we need to haul ‘X’ big thing? Throw it in the back!”), that always felt easy.

The other side of the coin was filled with reasons to love this truck and its place in the long-distance traveling game. It handled like a lithe family sedan on tortuous back roads, and my girlfriend, who originally worried about driving something so big, handled the curviest road of the trip with ease. On long highway hauls the combination of the Z71 suspension package and bucket seats kept us loose. This is all part of a shift in the modern truck from outdoorsman’s tool to a jack-of-all-trades hauler, which wasn’t lost on us. The infotainment system did its job well, and all manner of ports and docks kept our beloved personal tech alive. Then there were the truly little things, which provided some of our most contented moments: like how its center console was perfectly deep enough to hold a DSLR ; or how the Talking Heads and Mika blasted so beautifully our own personal driving soliloquies from its speakers; or just the cathartic release of piling camping gear deep in the bed, which ate all of our gear so readily that we never felt overpacked, though we were.

There are no wrong turns if you simply go with the flow and work with where the road takes you, and with the truck, a vehicle designed for changing plans at a moment’s notice, that always felt easy.

All the while we were reminded that though our modern sense of distance has been torched — a morning commute lasts roughly a podcast; a walk to the coffee shop disappears in an email response; a flight from Scotland to New York is almost exactly 3.5 in-flight films long — the trials and tribulations of road tripping still exist, somewhere between episodes of RadioLab and getting lost in the Virginia backwoods. Savannah to Philadelphia to New York is every inch of 814 miles, and it remains that the only way you develop a true understanding of a region is to empty a car’s tank on its roads a half dozen times and take what problems may come with a tough-guy grin. The road taught us this, and also to love the discoveries our trials uncovered: native brook trout in sunny pools and the absurd labels found at fireworks stores; empty trails through the temperate rainforests of the Smoky Mountains; discussions with truckers about Caitlin Jenner’s choices; naps in the live oak- and Spanish moss-filled squares of Savannah.

All of this might have happened without our bright red steed, but it didn’t. And the flexibility of the pickup — bred as a workhorse and successfully adapted for the 21st-century flatlander who occasionally hauls wood — manifested itself in everything we did. When the journey becomes the destination, you see, other lines get blurred, including the way you feel about a complex machine wrapped in sheet metal. This isn’t a new revelation. Greater road trippers than we, and greater writers than I, have experienced it and told it well. But the feeling was new, and stronger than I realized.

When we passed the southbound I-95 exit on the way out of Savannah, to Jacksonville to Mobile to New Orleans and eventually to a reverse loop of Travels with Charley , with border-of-America proportions, we made an almost imperceptible swerve toward the ramp. I felt the animal desire to continue this migration from my normal life, and felt the weight of my girlfriend’s will pressing there, too. The truck was so in tune with us that it only felt right to use it so. It was only my sense of adventure being bullied by societal responsibilities that straightened the steering wheel and kept our wheels pointed north, toward home.

Best Trucks for Towing

The highest towing-capacity pickup trucks for 2024.

Choosing the best pickup truck for towing can require some research. Obviously, the truck needs to have a high enough trailering limit for the task at hand, but you also need to factor in how much truck you can afford. There's also the size of the truck and deciding on whether you want features like towing cameras, trailer tire pressure monitoring, and even advanced driver assistance systems to make the experience much smoother. Luckily, there are many great choices for a small, midsize, large or heavy-duty truck.

Edmunds rates trucks in the four categories mentioned above: small, midsize, large and heavy-duty. Small pickups are the least capable, but properly equipped, you can still hitch up a small trailer. Midsize trucks have higher towing ratings while being maneuverable enough to fit in just about any parking space. Large light-duty pickups have more cargo, passenger, and trailering capability, and they're very popular with buyers as a result. And the heavy-duty segment puts hard work above all else, trading some comfort and around-town maneuverability for huge towing numbers. The rankings below reflect the best blend of comfort and capability in each class, making the decision process that much simpler.

Best Small Trucks for Towing

With a higher base and optional towing capacity, the Hyundai Santa Cruz is the best small truck for towing, followed closely by the Ford Maverick. Both trucks are based on unibody chassis (shared with the Hyundai Tucson and Ford Bronco Sport, respectively). So while their towing ratings aren't as high in comparison to other trucks, they make up for it with nimble around-town performance and efficiency.

2024 Hyundai Santa Cruz

2024 Ford Maverick

Compare small trucks for towing.

Best Midsize Trucks for Towing

The best midsize truck for towing is the Chevrolet Colorado. This Edmunds Top Rated 2024 award winner can tow up to 7,700 pounds. Not far behind is the redesigned 2024 Ford Ranger, which can tow 7,500 pounds and has much-improved ride comfort and interior quality.

2024 Chevrolet Colorado

2024 Ford Ranger

Compare midsize trucks for towing.

Best Large Trucks for Towing

Believe it or not, the best-selling vehicle on the market is also the best large truck for towing: the Ford F-150. Available in a staggering array of bed sizes, cab configurations, trim levels and powertrains, the popular Ford F-150 can tow up to 13,500 pounds. The new-for-2025 Ram 1500 does its best to unseat the F-150 with bold styling, a high-quality interior, and up to 11,580 pounds of towing ability thanks to a new turbocharged inline-six.

2024 Ford F-150

2024 Ram 1500

Compare large trucks for towing.

Best Heavy-Duty Trucks for Towing

If the towing roster regularly includes a fifth-wheel horse trailer or a three-axle Airstream, then a heavy-duty truck is likely the best choice, offering more power and stability for bigger loads. And the best heavy-duty truck for towing is the Ram 2500, with a healthy 19,990-pound towing capacity. The Ram's classy interior and optional Cummins turbodiesel inline-six add to its appeal, but nipping at its heels is the 2024 Chevrolet Silverado 2500HD. With a tech-focused interior, extensive array of optional trailering cameras, and 22,500-pound towing cap, the heavy Chevy may be more appealing to those with big stuff to lug.

2024 Ram 2500

2024 Chevrolet Silverado 2500HD

Compare heavy-duty trucks for towing.

Best Diesel Trucks for Towing

Diesel engines have the unique distinction of being torquey and fuel-efficient, making them a great choice if you have a big trailer to haul long distances. The diesel engines fitted to heavy-duty trucks can make upward of 1,000 lb-ft of torque. Diesel engines cost a bit more up front, and while they're generally pretty reliable, routine maintenance can be costly. But if the fuel savings and capability are worth it, here are some of the best diesels for towing.

2024 Ford F-450 Super Duty

2024 Ram 3500

2024 GMC Sierra 1500

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2024 Ram 3500 February 28, 2024
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What’s the Best Truck for Towing a Travel Trailer or Fifth Wheel?

Everything you need to know about truck size, towing capacity, engine types, drivetrain, payload, and more.

By Johann Schnell

If you’re considering buying a travel trailer or fifth wheel, you’ll need a truck with towing capabilities. There are plenty of trucks to choose from, and each brand and model will be different.

Choosing the proper tow vehicle can feel overwhelming. This guide will break down each step of the process when trying to find the right truck to tow your rig.

The Best Trucks for Towing 2020

Where to compare trucks for towing.

Tow Vehicle Features to Consider

Truck towing fifth wheel travel trailer through mountains

Truck Brands

It’s best to keep an open mind when it comes to choosing your tow vehicle. Try to put any automaker brand loyalty aside, since limiting your truck options can affect the type of trailer you are able to tow.

Automaker quality changes over time and manufacturers constantly develop new features, like towing safety technologies. Manufacturers build vehicles with the same chassis, drivetrain, and design for approximately 4 to 7 years, a period typically known as a generation. When you hear that “the new-gen Tundra is coming out in 2021,” that means it will be on a whole new platform and the truck will be completely overhauled. From year to year and within the same generation, manufacturers will also make minor updates to bumpers, grilles, headlights, and other features to make the same truck slightly new and improved.

If you love the current generation of the truck you are eyeing, look to see how far into the cycle it is. If there’s a new generation coming out next year, the current one will be discounted. Or, the truck you love could be a model from the prior generation and there may be major improvements coming out soon with the new generation.

Truck manufacturers don’t all change generations at the same time. For example, Ford updated the generation of the “F” series trucks in 2016 and it’s the current generation manufactured today. RAM was next to come out with its new generation in 2018, and GM followed in 2019 with the current Silverado/Sierra. This allows for increased competition and to keep truck models fresh to consumers. So, if you’re a fan of Ford trucks, know that Ford will most likely overhaul its trucks in a few years, before RAM and GM.

If you are open to any brand, then you can shop around for the right combination of cost and features to find the perfect truck within your budget.

Truck towing an Airstream travel trailer on road

The Importance of Truck Towing Capacity and Payload

Towing capacity is perhaps the most important consideration when choosing your towing vehicle. However, it can be confusing to compare truck models. Automakers compete in torque and toughness, all trying to offer greater towing capacity without crushing the fuel economy.

Just because an automaker claims to be “Best in Class,” that doesn’t necessarily mean it’s the right fit for you—or that the truck you’re looking at is able to live up to the hype. Within the same model of truck, there is a wide range of towing capabilities.

The most capable version of a truck is often the one with fewer luxury options. Generally, a heavier truck with additional upgrades will have a reduced ability to carry cargo. If you opt for these things, they will typically reduce your truck’s towing numbers. For example, off-road suspension—which can be found in Chevy’s Trailboss, RAM’s Rebel, and Ford’s Raptor—is softer and doesn’t handle heavy payloads as well. Luxury features such as leather, sun/panoramic roofs, and bigger cabs all add weight to the standard truck version, meaning less payload capacity.

Engine options also impact towing capacity. A smaller engine means better fuel economy, but it will have less towing capacity than larger engines.

While tow capacity rankings change from year to year, it’s important to spend some time comparing the towing capacity of different truck models. Automakers including Ford, RAM, General Motors, Toyota, and Nissan adopted a uniform method for testing and rating the towing capacity of their pickup trucks, beginning with their 2015 models, which makes it easier to compare them.

Toy hauler travel trailer being towed by a pickup truck through winding road

Once you have a few trucks in mind, the best way to understand the specific truck’s towing capacity is to look at the driver’s side door jamb sticker. This contains tire information and payload capacity for the truck—arguably the most important number for towing. At the dealership, look at a different trim level of that same truck and you’ll see how the payload varies.

Whichever truck you pick, your towing vehicle must have a towing capacity higher than the trailer’s GVWR. Keep in mind that weight added to your towing vehicle, such as passengers and cargo, increases your GVW and factors into your vehicle’s GVWR. Head to a truck scale to get an accurate measurement of your GVW and then compare that to your GVWR.

It’s extremely important to understand payload capacity, which is the amount that the truck can hold in terms of cargo. This includes you and your family’s weight, any other passengers (including pets), gear in the cab and bed of the truck, and the weight of the hitch. It’s very common for people to go over payload without realizing it when it comes to RV towing because RVs typically have more tongue weight than boats and other types of trailers.

When a truck is carrying too much payload, the rear suspension isn’t level. This is called sag and can be very dangerous. The nose of the truck will be higher and the steering will feel light. If the truck can’t handle the RV’s tongue weight properly, then the RV will also be unlevel with the nose down. Towing safety is incredibly important as overloading your trailer or vehicle can cause a crash.

Considerations When Towing a Fifth Wheel

Since fifth wheels are usually much heavier than comparable trailers, make sure your towing vehicle can support the hitch weight and the tow weight of a fifth wheel. If you’re towing a fifth wheel, you’ll likely need a truck with a more payload and a higher towing capacity than if you have a bumper pull or more traditional travel trailer.

When shopping for a truck to pull a fifth wheel, it’s recommended to look for one that comes with fifth wheel prep from the factory as this means it will also come with other options that are optimized for towing a camper. If there’s a specific truck that meets your taste and has the capacities to tow your camper, there are aftermarket options for models that aren’t prepped for the fifth wheel to hook up to the bed of the truck.

Close up of a fifth wheel hitched to a truck bed

The truck’s payload also plays an important role in a fifth wheel combination because it has high weights that are transferred to the truck. This is why some people find the need to go from a three-quarter-ton truck to a one-ton—for example, if you have a RAM 2500 HD truck, but the fifth wheel’s pin weight, plus passengers, exceed 3,000 pounds. The average RAM 2500 payload maxes out around 3,000 pounds, but the average RAM 3500 can handle 4,000 pounds.

Towing a trailer or fifth wheel takes raw power, a transmission that’s built to distribute that power, a cooling system to keep everything from melting, brakes to be able to stop it, and axles and suspension to support the weight.

It’s crucial to carefully check the specifications of a truck. Why? The engine, gearing, length, cab style, bed style, axles, and towing packages all affect the truck’s towing capacity. While a properly configured RAM 3500 can tow upwards of 30,000 pounds, that capacity drops to about 11,000 pounds without the right features and options.

Illustrations of pickup trucks of various sizes

Here are the 2020 trucks available in the U.S. ranked by towing capacity in their respective segments.

Note: Keep in mind that base payload numbers listed are from a standard truck. The realistic payload may be slightly lower depending on additional features and options that add weight and reduce payload capacity.

Mid-Size/Compact Trucks

Weekend warriors love compact trucks. They’re great for hauling small campers, boats, and motorcycles with maximum towing capacities ranging from 5,000 to 7,700 pounds.

Honda Ridgeline

Base towing capacity: 3,500
Max. towing capacity: 5,000
Base payload: 1,452
Max. payload: 1,499

Nissan Frontier

Base towing capacity: 3,760
Max. towing capacity: 6,710
Base payload: 1,020
Max. payload: 1,460

Toyota Tacoma

Max. towing capacity: 6,800
Base payload: 1,155
Max. payload: 1,620

Ford Ranger

Max. towing capacity: 7,500
Base payload: 1,560
Max. payload: 1,860

Chevrolet Colorado / GMC Canyon

Max. towing capacity: 7,700
Base payload: 1,190
Max. payload: 1,550

Jeep Gladiator

Base towing capacity: 4,000
Max. towing capacity: 7,650
Base payload: 1,150
Max. payload: 1,600

Full-Size Trucks

Full-size trucks, or half-ton trucks, are also popular. These rugged pickups are designed with plenty of torque for pulling power. Maximum towing capacities in this segment range from 9,740 to 13,200 pounds.

Nissan Titan

Base towing capacity: 9,210
Max. towing capacity: 9,370
Base payload: 1,580
Max. payload: 1,680

Toyota Tundra

Base towing capacity: 9,200
Max. towing capacity: 10,200
Max. payload: 1,730

Chevrolet Silverado / GMC Sierra 1500

Base towing capacity: 6,800
Max. towing capacity: 13,400
Base payload: 1,600
Max. payload: 2,110
Base towing capacity: 6,390
Max. towing capacity: 12,750
Base payload: 1,200
Max. payload: 2,300
Base towing capacity: 7,700
Max. towing capacity: 13,200
Base payload: 1,990
Max. payload: 3,270

Heavy-Duty Trucks

Heavy-duty trucks are also referred to as three-quarter-ton trucks. If you own a large fifth wheel trailer or a long travel trailer, you should consider this category of trucks. They come with gooseneck and fifth-wheel hitch options that place your load directly over the axle for greater towing capacities in this segment. The added weight of the truck will also help reduce sway and provide a safer towing experience.

Nissan Titan XD

Max. towing capacity, conventional: 10,880
Max. towing capacity, fifth wheel: 11,040
Max. payload: 2,240
Max. towing capacity, conventional: 10,580
Max. towing capacity, fifth wheel: 19,680
Base payload: 1,620
Max. payload: 4,010

Chevrolet Silverado / GMC Sierra 2500

Max. towing capacity, conventional: 20,000
Max. towing capacity, fifth wheel: 31,180
Base payload: 2,047
Max. payload: 6,610

Ford Super Duty F-250

Max. towing capacity, conventional: 18,200
Max. towing capacity, fifth wheel: 22,800
Base payload: 3,040
Max. payload: 4,160

Ultra-Duty Trucks

Ultra-duty trucks are the heroes of hauling. If you own an extra-large fifth wheel, you will probably need one of these. Their maximum towing capacity ranges from 20,000 to 32,000 pounds. While powerful, they probably won’t ride as well as lighter trucks.

Ultra-duty trucks come equipped with either single rear wheels (SRW) or dual rear wheels (DRW), also known as dually trucks. If you’re comparing the two, it’s helpful to know that single rear wheel trucks have less payload capacity, but dually trucks cost more to buy and require higher maintenance due to the extra tires. Dually trucks are wider and harder to live with as an everyday driver but handle the RV better, offering more stability on the road

Note: The highest payload and towing capacity numbers listed below are for the DRW versions of these trucks.

Max. towing capacity, conventional: 18,000
Max. towing capacity, fifth wheel: 35,100
Base payload: 4,110
Max. payload: 7,680

Chevrolet Silverado / GMC Sierra 3500

Max. towing capacity, fifth wheel: 35,500
Base payload: 4,013
Max. payload: 7,442

Ford Super Duty F-350

Max. towing capacity, conventional: 21,200
Max. towing capacity, fifth wheel: 35,750
Base payload: 2,990
Max. payload: 7,850

For more brand-specific towing information, check out these links:

Ford RV Trailer and Towing Guide
GMC Trailering and Towing Guide
Chevy Trucks Trailering and Towing Guide
RAM Trucks Towing and Payload Capacity Guide
Nissan Titan Towing
2019 Honda Ridgeline Specs
2019 Toyota Tacoma Towing Specs

Three different pickup trucks on grassy area

Features to Consider When Purchasing a Truck for Towing

Gas vs. diesel engines .

Diesel engines are great for towing because they give you low-end torque. That’s why they’re so popular with commercial towing businesses. Diesel engines provide a useful combination of everyday driving fuel economy with torque capability for pulling an RV. These engines have similar pulling characteristics to a larger V8 but get better fuel economy and range.

In prior years, diesel engines were limited to heavy-duty trucks, but now you can find lightweight trucks with high-performance diesel engines. There’s also been an increase in mid-size and full-size trucks offering small turbo diesel engines in models like the Chevrolet Colorado / GMC Canyon, Jeep Gladiator, Ford F-150, GM 1500 Silverado and Sierra, and RAM 1500.

Open hood of a pickup truck with an eco diesel engine

While diesel engines have their benefits, they can add thousands of dollars to the purchase price. For example, you can get the 2020 Chevrolet Colorado (base price $21,300) with a Duramax 2.8L turbo-diesel engine that gives you a 7,700-pound towing capacity. However, the engine upgrade will cost you nearly $4,000.

In the full-size category, a small diesel engine is a premium option. For example, in the Chevrolet Silverado, the small diesel Duramax is $3,670 more than the biggest V8 offered and $6,600 more than the base engine. In the Ford F-150, the small Power Stroke Diesel is also the most expensive option with a $4,000 premium over the base engine.

Pros of a Diesel Truck:

Higher towing capacity and better towing experience
Safer descending when towing because the diesel engine has an engine brake feature to help the regular brake system not overheat
Better fuel economy and range when towing
Designed for a higher number of operating miles
Higher resale value in the used market
More torque makes the truck fun to drive

Cons of a Diesel Truck

Limited to fuel stations or pumps with diesel gas
Diesel Exhaust Fluid (DEF) also needs to be filled
Higher cost of diesel at the pump
Service and repair costs are higher
Diesel engine option costs more
The diesel engine weighs more and reduces payload capacity

Consider how often you’re going to tow your RV. While diesel engines can tow more and may have better fuel economy, you might be better off with a gas engine if you aren’t towing very often.

Four-Wheel Drive

You’ll also want to consider if you need four-wheel drive, or if two-wheel drive will suffice. Nearly all pickups are based on rear-wheel drive platforms, which are designed to move heavy loads.

Traditional four-wheel drive (often called 4×4 or 4WD) is a part-time system that you turn on with a rotary switch, button, or lever when you need it. You can also select a low-range setting for challenging off-road conditions.

Full-time four-wheel drive is more versatile and is optional on some pickups. It kicks in as needed to enhance your traction, and your truck can run indefinitely in that mode without harming the drivetrain.

Close up of wheels on a pickup truck towing a travel trailer

Here’s the trade-off: Four-wheel drive vehicles are typically a bit heavier because of the weight of the four-wheel drive components. They also usually have a slightly lower towing rating and less fuel efficiency than the same vehicle with two-wheel drive.

Here are some high-performance truck models that have four-wheel drive but less payload and towing capacity because the suspension is softer, designed for trails and sand capability:

Ford Raptor to the F-150
Chevrolet Silverado Trailboss / GMC Sierra AT4
RAM Rebel and TRX to the RAM 1500
Toyota TRD Pro trims on the Tundra and Tacoma
Jeep Gladiator Rubicon and Mojave to the regular Sport with Max Tow
Chevrolet Colorado ZR2 trim level

If you’re planning to tackle tough terrain, go off-roading, or travel in the winter, you might need the extra grip of four-wheel drive. You don’t want to get stuck on soft ground or a hill with loose gravel wishing you’d gone with the more aggressive powertrain.

When looking for a pickup, you need to consider the three different types of cabs: regular cab (two-door), extended cab (three-door), or crew cab (four-door).

Regular two-door cabs offer some advantages: They’re typically less expensive and are shorter and lighter, giving you an increase in payload. But if you need room for more passengers, consider the extended and crew cabs.

Interior cab of a pickup truck with leather seats and leg room

Extended cabs give you additional interior storage. The rear seats may make adults feel cramped but are typically comfortable enough for kids.

Crew cabs with four regular doors give you ample room for seating or cargo, similar to full-sized SUVs. However, these large cabs usually come at the expense of a smaller cargo bed and the least amount of payload versus the other cabs.

Here’s another truck decision you’ll need to make: long- or short-bed pickup? If you choose a short-bed pickup, it will be easier to drive and park when you’re not towing. Parking your trailer at the campground should be easier, too. However, a shorter bed truck also means a shorter wheelbase (the space between the front and rear wheels). The longer the wheelbase of the truck, the better it will be at holding trailer sway steady when towing.

Long-bed trucks will give you more space—and more options. Long bed trucks are also more in demand, so they typically command a higher resale price.

The standard cargo bed length is 8 feet for a full-sized pickup, 6 feet for an extended cab, and 5 feet for a crew cab. Cargo beds for compact pickups usually range from 5 to 6 feet. Fold-out bed extenders are widely available as well. These extenders flip over from within the bed, fencing off the open tailgate to allow you to secure bulkier or longer cargo.

If you are towing a fifth wheel, short beds are not recommended. Since the hitch is inside the bed, a longer bed will keep the fifth wheel further away from the cab. People do tow fifth wheels with short beds, but you’ll typically find that the trailer is making contact with the rear cab’s window with this setup. It can also be a close call when backing up as the corner of the fifth wheel swings.

Additional Features

Automakers continue to add advanced safety technologies to their lineups, including electronic braking, stability control, traction control, tire pressure monitoring (TPM), lane departure warnings, and crash avoidance.

Most trucks now come standard with apps on their infotainment system, but there are some dedicated towing features built in to the infotainment system on most trucks in the full-size and up category. The infotainment system will be the starting point for some of the features we highlight below and there is a range in options and technologies depending on the manufacturer.

Rear view camera of a pickup truck with view of hitch

GM is a leader in 2020, with an infotainment system that allows RV owners to connect their truck to a few RV command systems and monitor and control RV features from inside the truck. GM’s infotainment system also provides a checklist of common steps needed to tow a trailer safely.

Some of these features come standard and others are optional, so you’ll want to do some research to decide what’s necessary for your rig.

Trailer Brake Controller

Most trucks that come with a towing option will also come with a trailer brake controller included. This system applies the brakes to the camper when the driver uses the brakes on the truck. This allows both the camper and the truck to each use their own brakes to slow down or stop safely.

Blind Spot Monitoring

This feature alerts the driver when another vehicle is in its blind spot. Most vehicles come with this feature standard, as part of a package of safety features. Now some trucks also have the capability to alert the driver when there is a vehicle in the blind spot of the camper.

View of camera in pickup truck showing length of the trailer and on coming traffic in other lanes

Most vehicles come with a rear backup camera and each manufacturer’s offerings vary. Most will provide an image (varying in resolution quality) from the back view of the truck, lines that guide the driver on a projected path, and zoom-in view. The best systems offer multiple angles on the truck: a front bumper view, wheels view, rear truck bed view, rear hitch view, and a bird’s eye view. The top-of-the-line systems allow for an RV’s rear camera to integrate into the truck’s infotainment system and provide that view, as well.

Be aware that in the mid-size truck category, this feature isn’t standard and may not even be available as an option in some. The aftermarket takes care of this by offering solid units that can be installed in your truck. Some trucks—like the Silverado, RAM models, or F-150—even have wiring ready for installation if they don’t already come with this feature.

View of camera in pickup truck of attached travel trailer interior

Remote Trailer Light Check

Some models allow you to check your trailer lights by cycling through the lights with a smart key fob.

Trailer Backup Assist

Backup assist technologies increase your confidence in backing up your trailer. While the feature varies slightly by automaker, the concept remains the same.

Trailer Sway Control

This feature gives you confidence that you’re in complete control of your trailer. Some trucks offer a stability system and software to automatically respond to sway.

Trailer Tire Pressure Monitoring System

This feature monitors the pressure of your trailer tires. It also allows you to monitor the temperature of the tires to help prevent blowouts caused by overheating.

Final Considerations for Purchasing a Tow Vehicle

Once you’ve narrowed down your options—from truck size to additional upgrades—look at consumer reports and Facebook groups for feedback on how the truck fares with current owners that tow. You’ll also want to take into account the time of year you’re looking to buy your truck and if you can take advantage of dealer incentives or holiday sales.

Heavy duty pickup truck towing a fifth wheel driving on road

Keep in mind that salespeople at dealerships might not be the best source of information for specific towing questions as they can be focused on what’s popular rather than practical. Even within certain brand models, there will be differences that can drastically change how much the truck can tow.

Now you can go start your tow vehicle shopping journey armed with the right knowledge, questions to ask, and proper terminology to buy the right vehicle for not only your rig but also your lifestyle.

Meet the Author

Johann Schnell

South American immigrant to the U.S. Husband to my life partner in crime, dad to two adventure loving boys and fur-dad to two big dogs. When not serving small business clients for a regional bank, I enjoy taking the whole crew to the outdoors with friends.

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Best Trucks for Towing in 2024 & 2025

Planning to haul? You have plenty of great, highly capable pickup trucks to choose from. These are the best pickup trucks for towing in 2024 and 2025.

If there's one thing there's no shortage of in the U.S., it's big pickup trucks. Hauling huge amounts of cargo over long distances is an activity ingrained into American culture, meaning there are plenty of extremely capable trucks on sale today designed to move weight. These are the best pickup trucks for towing for 2024 and 2025, ranking by maximum towing capacity.

2024 Ford Super Duty

Price: Starts at $45,965 Towing capacity: Up to 40,000 pounds

You'll have to use a gooseneck-equipped trailer to achieve that capacity, of course. Ford makes it easy with a host of trailering-assist features like Smart Hitch, which estimates cargo weight to guide the user on proper tongue weight distribution. You can even set the navigation to route you along roads that are more trailer-friendly.

Read our first-drive review of the Super Duty

2023 Ram HD

Price: Starts at $48,710 Towing capacity: Up to 37,090 pounds

Ram's massive HD series truck comes in a close second behind the Ford, capable of pulling up to 37,090 pounds of weight in 3500 guise. That number is possible only when the truck is optioned with the high-output version of the available Cummins diesel engine, rated at 1075 lb-ft of torque.

In its most capable form, the Ram HD can also handle a maximum payload of 7680 pounds in its bed. Drop to the 2500 model, and maximum tow capacity falls to 19,010 pounds, while max payload falls to 2380 pounds.

Here's our review of the Ram Rebel 2500

2024 Chevrolet Silverado HD

2024 chevy silverado 2500 hd front three quarter

Price: Starts at $46,395 Towing capacity: Up to 36,000 pounds

Opt for the available 6.6-liter Duramax turbodiesel V-8 in the Chevrolet Silverado HD , and you can tow up to 36,000 pounds worth of trailer. Stick with the base 6.6-liter naturally aspirated gas engine, and the truck is still capable of pulling 17,400 pounds—plenty for most personal-use applications.

Option your Silverado 3500HD with the regular cab and dual-rear-wheel axle set, and you can max out payload capacity at an impressive 7442 pounds.

Check out our in-depth review here

2024 GMC Sierra HD

2024 gmc sierra 2500hd at4x in volcanic red tintcoat tackling rocky off road conditions

Price: Starts at $47,395 Towing capacity: Up to 36,000 pounds

When it comes to the purpose of towing, the GMC Sierra HD and the Chevy Silverado HD are identical. The two heavy-duty trucks share the same chassis and drivetrain architecture, and the same maximum 36,000-pound tow rating.

That rating is only possible in 3500HD guise with the optional turbodiesel Duramax engine, a regular cab body style, rear-wheel drive, a dual-rear-wheel axle, and a gooseneck hitch pulling the load. Drop to the 2500HD, and that number drops to 22,500 pounds.

Here's what you need to know about the Sierra HD

2024 Ford F-150

Price: Starts at $38,565 Towing capacity: Up to 13,500 pounds

The Ford F-150 is king of the half-ton trucks when it comes to towing, rated at a maximum of 13,500 pounds when equipped with the optional 3.5-liter twin-turbo EcoBoost V-6 power plant.

We have good news if you absolutely must have eight cylinders in your tow vehicle: Going for the available 5.0-liter naturally aspirated V-8 only drops the max towing capacity 500 pounds, to 13,000 pounds. Go for the F-150 hybrid, and towing capacity is rated at 12,700 pounds.

Here are all the details on the new F-150

2024 Chevrolet Silverado 1500

Price: Starts at $37,445 Towing capacity: Up to 13,300 pounds

The Chevy Silverado 1500 is nearly as capable as its F-150 rival, delivering up to 13,300 pounds of towing capacity, available with the optional 6.2-liter naturally aspirated V-8 engine.

The smaller 5.3-liter V-8 is no slouch either, with up to 11,500 pounds of towing capability available. Even the base turbocharged inline-four engine in the Silverado can haul 9500 pounds when properly equipped—plenty for most boating, camping, or car trailering applications.

Check out our review of the fun ZR2 model

2024 GMC Sierra 1500

Price: Starts at $38,345 Towing capacity: Up to 13,300 pounds

The GMC Sierra 1500 shares its underpinnings with the Silverado 1500, so it's no surprise to see them right next to each other on this list. The Sierra achieves its maximum tow rating equipped with the available 3.0-liter turbocharged Duramax diesel straight-six.

Going for either of the 5.3-liter or 6.2-liter V-8s doesn't knock much off the towing capacity maximums, in case you absolutely need to have a V-8 in your rig (which we understand).

Here's what you need to know

2024 Ram 1500

Price: Starts at $39,900 Towing capacity: Up to 12,750 pounds

While it can't match the Ford's or the Chevy's towing capacities, the Ram 1500 is still able to put up an impressive 12,750 pounds of maximum pulling strength when equipped with the optional 395-hp 5.7-liter Hemi V-8 engine.

Drop to the base 3.6-liter 305-hp Pentastar V-6, and towing capacity falls to 7730 pounds—still enough to pull your small race car to the track.

Read our review of the Ram 1500 TRX right here

2024 Toyota Tundra

Price: Starts at $41,815 Towing capacity: Up to 12,000 pounds

The Toyota Tundra is a fantastic pickup, but falls short of its American rivals in the half-ton segment, delivering a maximum 12,000 pounds of towing capacity. That's not a low number by any means, and most owners will never get close to maxing out the Tundra's capabilities.

A low max payload of 1940 pounds is a bit tougher to swallow, as it lags severely behind U.S.-branded trucks of the same class.

Check out our full review of the Tundra here

2024 Nissan Titan XD

Price: Starts at $53,825 Towing capacity: Up to 11,050 pounds

Despite being classified as a three-quarter-ton truck, the Nissan Titan XD can't even match the smaller, cheaper half-ton pickups from the likes of Ford, Chevy, and Ram. But anything over 10,000 pounds is still worthy of praise here, and the Titan XD can pull 11,050 pounds with a gooseneck trailer setup.

Switch to a conventional hitch, and the Titan XD is rated at 10,900 pounds of towing capacity. That's not very much by three-quarter-ton standards, but still enough for lots of campers, boats, and car trailers.

2024 Nissan Titan

Price: Starts at $47,665 Towing capacity: Up to 9660 pounds

Like the Titan XD, the half-ton-sized Nissan Titan is outclassed among its peers, rated at only 9660 pounds of maximum towing capacity—over a ton below the next highest half-ton, the Toyota Tundra.

That rating isn't awful in the grand scheme of tow vehicles, though, as it's still higher than any quarter-ton pickup on sale today, as well as most full-size SUVs.

The Nissan Titan will likely end production next year

Brian Silvestro is Hearst Autos' former lead deputy editor for rankings content. He spent over seven years as a staff writer for Road & Track Magazine where he contributed car reviews, industry interviews, and more. He has a taste for high-mileage, rusted-out projects and amateur endurance racing.

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10 Perfect Travel Trailers to Tow With Your Half-Ton Truck

These 10 camper trailers designed for outdoor enthusiasts are easily towable with a half-ton pickup like the Ford F-150. Let's dive into all that they have to offer.

10 Perfect Half-Ton Pickup Compatible Camper Trailers

Airstream bambi 22fb : $69,200+.

Base weight: 3,900 lbs.
Hitch weight: 500 lbs.
GVWR: 5,000 lbs.
Overall length: 21 ft., 11 in.
Exterior width: 8 ft.
Exterior height: 9 ft., 3 in.
Interior height: 6 ft., 4 in.
Sleeping capacity: Up to 4
LPG capacity: Two 20-lb. tanks
Freshwater tank: 23 gals.
Gray water tank: 30 gals.
Black water tank: 17 gals.

The Airstream Bambi trailer line is available in four different models ranging from 16 to 22 feet in length. The Bambi is a perfect example of Airstream’s classically stylish aluminum design and sturdy construction. We chose to highlight the Bambi 22FB floorplan because it’s the largest member of the Bambi family, is easily maneuverable, and is a great fit for a half-ton pickup truck like the Ford F-150 .

Airstream has been a pioneer in the RV industry since its inception in 1931. The Bambi travel trailer line is a masterpiece of maximizing available space while still delivering top-of-the-class features and amenities. The Bambi 22FB is big enough to comfortably sleep four people.

It offers a primary front bed with a view and a fully equipped bathroom. It also offers a large storage closet, spacious and well-equipped kitchen, and convertible U-shaped dinette.

As with most Airstream trailers, the Bambi’s exterior is a semi-monocoque aluminum superstructure instead of the more typical wood-framed camping trailer construction. Running gear includes a torsion axle suspension and ST 225/75R15 tires on 15-inch aluminum wheels.

The Airstream Bambi 22FB delivers as standard equipment a 26-inch-wide entry door, rear-view monitoring system, LED lighting seemingly everywhere, and an enclosed, aluminum insulated and heated underbelly. Equipment often on the options list of other trailers, like an LED HD television with DVD and omnidirectional antenna, are also standard on this camping trailer.

Coleman Lantern 285BH : $43,320

Base weight: 6,611 lbs.
Hitch weight: 869 lbs.
GVWR: 9,680 lbs.
Overall length: 32 ft., 9 in.
Exterior height: 11 ft., 2 in.
Sleeping capacity: Up to 8
LPG capacity: Dual 20-lb. tanks
Freshwater tank: 60 gals.
Gray water tank: 42 gals.
Black water tank: 42 gals.

Coleman’s iconic pop-up tent trailer that so many began their family camping experiences in a generation ago is no longer being built. However, the Coleman trailer brand and its legendary utility have been transformed under the Dutchmen RV umbrella. A fully featured line of Coleman travel trailers is now available that can serve as a perfect support system for outdoor adventures.

The Coleman Lantern 285BH is on the larger end of our scope of interest here but remains easily towable (with a weight-distributing hitch) using a half-ton pickup truck such as the Chevy Silverado 1500. We think the Coleman Lantern 285BH camping trailer would be a good choice for a larger family or an extended family group that enjoys the outdoors.

It features bunk beds, a large slide-out with a convertible couch and dinette, and a primary bedroom with a queen-size mattress. This combo makes it capable of sleeping up to eight people.

An insulated structure with a metal exterior panel, wood framing with thermal insulation, and a Lauan (a hardwood plywood) interior panel is a typical trailer construction method used for the Coleman Lantern. Its roof features a Lauan interior panel, wood framing, fiberglass insulation, 3/8-inch decking, and an EPDM (synthetic rubber membrane) top layer.

Standard amenities in the Coleman Lantern include 28-inch entrance doors, a 13,500-BTU air conditioner, a power awning, interior 120V and 12V power outlets, an enclosed underbelly, and an exterior shower. The Coleman Lantern 285BH camping trailer also features a full kitchen with a three-burner cooktop, microwave, 10-cubic-foot fridge, and a large sink kitchen with a high-rise faucet.

Forest River No Boundaries 20.3 (Unplugged Package) : $50,000

Base weight: 5,306 lbs.
Hitch weight: 734 lbs.
GVWR: 7,734 lbs.
Overall length: 26 ft., 2 in.
Exterior height: 11 ft., 3 in.
Freshwater tank: 40 gals.
Gray water tank: 40 gals.
Black water tank: 30 gals.

Forest River offers more than a dozen different RV brands and configurations ranging from motorhomes, toy haulers, fifth-wheel trailers, travel trailers, and pop-up tent trailers in all shapes and sizes. One of our favorites is the Forest River No Boundaries line of travel trailers that are perfect for half-ton pickups.

The Forest River No Boundaries travel trailers are rugged towables, ranging in length from 12 to 25 feet, designed with the outdoor enthusiast in mind. They offer adaptable storage solutions for bikes , kayaks, SUPs , surfboards, skis, and fishing equipment.

Helping transport you deeper into the wild with higher than typical ground clearance, larger-diameter tires, and a nimble suspension system, the Forest River No Boundaries allows you to set up camp in locations others would find inaccessible.

Our choice would be the Forest River No Boundaries 20.3 Unplugged Package travel trailer. Like all the No Boundaries trailers, 20.3 offers familiar standard equipment and a host of useful options to choose from. The UnPlugged Package model adds four lithium-ion batteries, a digital control screen, remote A/C control, and a heavy-duty solar panel.

Interior living amenities include a sofa and 60×80-inch Murphy bed up front, slide-out with a convertible dinette and well-equipped kitchen mid-ship, 52×74-inch bunk beds, and a bathroom with shower stall in the rear of the trailer. Available options start with a 13.5K-BTU AC unit, 5,500-BTU heat strip, power tongue jack, and a batwing awning .

inTech RV O-V-R Adventure : $61,880

Base weight: 5,700 lbs.
Hitch weight: 1,100 lbs.
GVWR: 8,500 lbs.
Overall length: 29 ft., 3 in.
Exterior width: 8 ft., 3 in.
Exterior height: 10 ft., 6 in.
Interior height: 6 ft., 11 in.
Sleeping capacity: Up to 6
Freshwater tank: 44 gals.
Gray water tank: 39 gals.
Black water tank: 26 gals.

The inTech O-V-R Adventure travel trailer is what the RV industry refers to as a tow hauler. It does a great job of carrying motorcycles or UTVs and at the same time providing its inhabitants with comfortable and modern creature comforts and amenities.

A lightweight but sturdy all-aluminum frame and body supported by a torsion axle suspension team up to help better manage irregular road surfaces on the way to your outdoor adventure destination.

The versatile interior design utilizes every inch of the space inside the inTech O-V-R Adventure trailer. The voluminous trailer box has a cargo hold length of 13 feet, 3 inches, but can easily be converted from toy hauling duty to living, dining, and sleeping space in a matter of minutes. The well-equipped modern kitchen, wet bath (enclosed shower stall with a porcelain toilet), and large (60×80-inch memory foam queen) front bedroom are static.

Standard equipment for the O-V-R Adventure trailer includes a power tongue jack, 25K-BTU furnace heater, 15K-BTU ducted air conditioning system, and a heated underbelly with line heaters and tank heat pads. The ramp door is 7 feet, 1 inch wide and 6 feet, 7 inches high.

Available options are few because it’s already loaded. However, a pair of 75-inch foldup couch/beds for the interior dinette, an 18-foot power awning with wind protection that auto retracts, and an Off-Grid Package that includes a 400W solar power system with a 2,000W inverter perfectly round out the inTech O-V-R Adventure toy hauler trailer.

Jayco Jay Feather 26RL : $52,275

Base weight: 6,115 lbs.
Hitch weight: 690 lbs.
GVWR: 7,500 lbs.
Overall length: 31 ft., 11 in.
Exterior height: 10 ft., 8 in.
Interior height: 6 ft., 6 in.
Freshwater tank: 55 gals.
Gray water tank: 31 gals.
Black water tank: 31 gals.

The Jayco Jay Feather 26RL travel trailer is a perfect fit for a Toyota Tundra or any of the half-ton pickup trucks available today. The Jay Feather 26RL was designed to offer a large open space in the rear of the trailer with a wide pull-out holding a convertible dinette, a big fridge, and a pantry closet.

Opposite the 26RL trailer’s pull-out is a full kitchen with an L-shaped counter and overhead cabinets, a dual sink, a three-burner stove, and a microwave. An entertainment center and LED TV are integrated into the kitchen area and can be seen from the dinette or from the theater seats (optional) along the back wall.

A 60×75-inch queen bed and plenty of storage space make up the roomy front primary bedroom that can be accessed from inside the Jay Feather 26RL trailer or from the outside through a second door. The bathroom in between the front bedroom and main living area is generously sized with an enclosed shower, a separate flush toilet, and a large sink.

Standard equipment includes desirables like a 35K-BTU furnace heater, a 15K-BTU A/C, an 8-cubic-foot fridge, ball-bearing drawer guides, residential-style kitchen countertops, and a 20-foot awning.

Jayco’s Jay Feather 26RL travel trailer is built on an I-beam main frame with an integrated A-frame structure for strength and durability. The trailer body is made up of a welded-aluminum-framed, vacuum-bonded laminated side. Its rear walls have a fiberglass exterior siding that is lightweight yet sturdy and well-insulated.

The floor is a 2-inch vacuum-bonded panel with foam insulation, and the waterproof and insulated roof is based on trussed wood (2×2-inch studs) and plywood construction that offers high weight-bearing performance.

Lance Camper 2445 : $89,024

Base weight: 6,605 lbs.
Hitch weight: 605 lbs.
GVWR: 8,700 lbs.
Overall length: 29 ft., 10 in.
Exterior width: 8 ft., 3/8 in.
Exterior height: 10 ft., 5 in.
Interior height: 6 ft., 8 in.
LPG capacity: 20-lb. tank
Freshwater tank: 45 gals.
Black water tank: 40 gals.

The Lance 2445 travel trailer is another great match for a half-ton pickup such as the GMC Sierra 1500 . If the name Lance Camper sounds familiar, it should. Lance has been building one of the RV industry’s best slide-in truck campers and continues to do so. A few years ago, Lance also began building a full line of high-end travel trailers with the same attention to detail and quality that made its truck camper a bestseller.

Part of a 12-model line of Lance travel trailers running from just under 15 feet to nearly 30 feet in length, the Lance 2445 travel trailer offers a primary bedroom up front with Lance’s SkyView dual-pane radius windows, a slide-out carrying a convertible dinette, and bunk beds in the tail end.

Built upon an aluminum frame, the Lance 2445 travel trailer’s construction features high-density foam block insulation, dual-layer Adzel composite (no wood) panel, and a crowned roof topped with a synthetic membrane.

Standard interior features of the Lance 2445 travel trailer include an enclosed glass shower stall and porcelain toilet. The kitchen offers a 21-inch oven, three-burner range, microwave, 6-cubic-foot fridge, and undermounted residential-style sink.

Electrical equipment includes ducted A/C, a heater, exterior solar quick connect (SAE port), systems monitor panel, and USB, 120V, and 12V power ports. Among your choice of options for the Lance 2445 travel trailer are a 1,500W inverter, a 190W solar panel, and Lance’s own easy-loading roof rack. The optional shock absorber package can make dirt roads easier to manage on the way to find some adventure.

Opus Camper OP15 : $65,000

Base weight: 5,159 lbs.
Hitch weight: 410 lbs.
GVWR: 6,393 lbs.
Overall (closed) length: 23 ft.
Exterior width: 7 ft.
Exterior height (roof closed): 8 ft., 10 in.
Interior height: 6 ft., 5 in. (open) / 5 ft., 5 in. (closed)
Freshwater tank: 63 gals.
Gray water tank: 17 gals.
Black water tank: 10 gals.

Called an off-road hybrid caravan by its builder, the Opus Camper OP15 is a serious overlanding machine designed for those outdoor enthusiasts who like getting far away from it all while having all the comforts and amenities of home. Newly reengineered for severe off-road environments, the independent trailing arm suspension system underneath the bomb-shelter-sturdy Opus OP15 trailer’s cabin features dual shock absorbers and larger springs repositioned for improved performance.

The interior of the Opus Camper OP15 trailer increases in size dramatically once it’s parked and the pop-top roof and rear slide-out are extended. Inside the OP15 you’ll find a king-size bed, bunk beds, a dining lounge with plush seating and an adjustable table, plenty of storage space, and a full bathroom with shower, sink, and flush toilet.

The OP15 trailer’s outdoor slide-out kitchen delivers a stainless-steel sink, a four-burner stainless steel stove, and a food-prep deck. A second outdoor slide-out carries a 12V fridge/freezer combo.

The Opus Camper OP15 scores more off-road points with its 360-degree articulating trailer hitch and large all-terrain tires (including two spares). A fully galvanized welded chassis and drawbar, stone guard, heavy-duty safety chains, and electric brakes are standard equipment.

Fully loaded for off-grid adventure the OP 15 also offers three 100A AGM batteries, a 300W solar panel setup, and utility storage for two 6-gallon fuel cans as standard. You can boost that capability with options such as a DC charger, or lithium batteries and an upgraded charger.

Outdoors RV Back Country Series 24KRS : $80,060

Base weight: 7,430 lbs.
Hitch weight: 965 lbs.
GVWR: 9,995 lbs.
Overall length: 28 ft., 8 in.
Exterior height: 11 ft., 6 in.
LPG capacity: 80 lbs.
Freshwater tank: 100 gals.
Gray water tank: 80 gals.

One of the heavier examples in this buyer’s guide of travel trailers well suited for half-ton pickup trucks is the Outdoors RV Back Country 24KRS. The Back Country 24HRS was designed for the outdoor enthusiast who is more likely to camp off-grid and off-road.

Stocked with standard features such as a 36K on-board LPG-powered generator, a 170W solar panel with controller, and 100 gallons of freshwater capacity, the Outdoors RV Back Country 24KRS is capable of sustaining itself and its inhabitants for much more than just a 3-day weekend getaway.

Noted by its builder as designed for “mountain states and western Canada,” the Backcountry 24KRS is delivered with equipment that are options on many other travel trailers. Thermal pane windows, triple-layered roof insulation, insulated slide-out floor, insulated exterior luggage doors, and a fully enclosed, insulated, and heated underbelly make it a good choice for winter or shoulder-season camping. Off-road chops include an integrated A-frame chassis with a heavy-duty off-road suspension and beefy six-lug 5,000-pound-capacity axles.

The Outdoors RV Back Country 24KRS travel trailer’s ability to handle tough roads and long trips is countered with a host of upscale appointments and creature comforts to make the adventure easy to enjoy. A large bathroom is filled with a sink, flush toilet, and roomy shower stall. The kitchen offers a three-burner stove/oven, a large stainless-steel sink with a high-arch faucet, a microwave oven, a huge fridge, and lots of prep space.

Between the 60×80-inch primary bed, a convertible dinette, and a sleeper sofa, there’s room to sleep up to six. And the interior is built out in sturdy and attractive cabinetry that offers enough storage space for all your gear.

TAXA Outdoors Mantis 5.2 Overland : $57,874

Base weight: 3,486 lbs.
Hitch weight: 510 lbs.
Overall length: 19 ft.
Exterior width: 7 ft., 6in.
Exterior height: 7 ft. (closed) / 10 ft., 1 in. (open)
Interior height: 4 ft., 7 in. (closed) / Up to 7 ft., 10 in. (open)
Freshwater tank: 20 gals.
Gray water tank: 22 gals.

The TAXA Outdoors Mantis 5.2 Overland trailer is an admittedly nontraditional travel trailer. Its unique nature is part of what makes it a good choice for half-ton pickup trucks like the Nissan Titan . It may look a bit like a giant insect, but the Mantis 5.2 Overland camping trailer has everything you need to enjoy a comfortable middle-of-nowhere experience.

Based on the TAXA Mantis 5.2 (the company’s largest floorplan), the Overland edition retains all of the original’s creature comforts and conveniences while inheriting a higher level of off-grid and long-term camping capability.

The Mantis 5.2 Overland travel trailer is loaded with a fully equipped kitchen, a combo furnace heater/hot water system, storage compartments everywhere, and comfortable sleeping accommodations for four people. An optional pop-up rooftop tent can sleep two more.

TAXA Outdoors added some serious rough-road handling features like a 360-degree rotation/three-axis hitch for optimum trailer control on or off-road. The Mantis 5.2 Overland trailer rides on a powder-coated steel chassis with a 5,200-pound-rated Timbren axle-less suspension system and a 4-inch body lift. This setup gives the trailer 14 inches of ground clearance, perfect for off-road camping adventures.

A mix of aluminum composite panels, Baltic Birch plywood, and an aluminum and steel structural skeleton make up the atypical shape of the TAXA Mantis 5.2 Overland travel trailer. On the long list of available features are handy items like acrylic windows with screens and shades, batwing-style awnings, and exterior hot and cold showers. An integrated 12V electrical system, wet bath with cassette toilet, and 8K-BTU A/C make long trips even more comfortable.

Venture RV Sonic X SN220VRBX : $51,354

Base weight: 5,610 lbs.
Hitch weight: 570 lbs.
GVWR: 7,285 lbs.
Overall length: 27 ft., 6 in.
Exterior width: 7 ft., 6 in.
Exterior height: 10 ft., 4 in.
Freshwater tank: 78 gals.
Gray water tank: 30 gals.

Venture RV currently builds six different travel trailer lines, each offering its own design and engineering flavor. Dozens of Venture RV trailers ranging from 3,000 to 9,000 pounds (base weight) are ideal for a half-ton pickup like the Ford F-150.

Our favorite Venture RV line is the Sonic X, of which there are two floorplans. We will focus on the Sonix X SN220VRBX travel trailer with its large rear-bathroom floorplan.

The Venture RV Sonic X SN220VRBX travel trailer and its SN211VDBX (rear bunk bed plan) cousin are the same length and nearly the same weight. Both feature a high-clearance off-road-capable NXG chassis and two 3,500-pound capacity torsion axles, making it easier to get the Sonic X trailer into campsites others can’t reach.

Go-anywhere standard equipment for the Sonix X trailers includes a tubular brush guard, welded tube bumper, roof-mounted LED lightbars, and off-road tires. Designed to be self-sustainable for long periods of time, the Sonix X trailers offer extended off-grid adventure with standard equipment like two 190W roof-mounted solar panels, two 250A lithium-ion batteries, and a 2,000W inverter/charger.

The floorplan of the Venture Sonix X SN220VRBX travel trailer is laid out with a 60×75-inch primary bed (or with a Murphy bed with sofa) up front. The center section of the trailer carries a slide-out holding an 88×47-inch convertible dinette directly across from a well-stocked kitchen that offers a large sink, three-burner stove, oven, and a 7-cubic-foot refrigerator .

The rear section of the SN220VRBX trailer houses a bathroom with a flush toilet, a large sink, and a 34-inch glass radius enclosed shower. A large exterior-accessed storage garage compartment for outdoor gear is standard on both Sonix X trailers.

How Much Can a Half-Ton Truck Tow?

How much trailer can a half-ton truck — F-150, Silverado 1500, Sierra 1500, RAM 1500, Tundra, and Titan — tow ?

As an example, tow ratings for the bestselling Ford F-150 can range from 5,000 to 14,000 pounds. This depends upon cab configuration, truck bed size, 2WD or 4WD, engine size, and the final drive ratios (ring-and-pinion gear set ratios).

In addition, some high ratings require additional payload or towing packages. All these aspects combine to establish a pickup truck’s maximum tow rating — also referred to as the maximum trailer weight rating.

The bestselling Ford F-150 cab configuration (according to 2022 model sales) is the SuperCrew. We’ll use that as a starting point. The 2023 Ford F-150 SuperCrew short bed 2WD with a 3.3L V-6 engine and 3.55-ratio axle gears is rated at 5,100 pounds.

On the other end of the scale is the 2023 Ford F-150 SuperCrew short bed 2WD with a 3.5L turbocharged V-6 engine, 3.55 axle gears, and optional payload package scores a 14,000-pound tow rating.

Detailed tow ratings are listed in your truck’s owner’s manual. Tow ratings for some older trucks can be found on RV.com . The Ford Motor Company website also offers a Towing Guide to help find your truck’s maximum trailer weight rating.

Travel Trailer Terminology You Should Know

There are a few terms that trailer manufacturers use in their specification charts that you should know and understand.

Gross Vehicle Weight Rating (GVWR): The maximum permissible weight for a trailer, including all cargo, fluids, LPG, and optional equipment.

Unladen, Dry, Tare, or Base Weight: These all mean the same thing — the total weight of the unloaded trailer in standard equipment trim, with no cargo, fluids (freshwater), or LPG.

Cargo Carrying Capacity (CCC): Sometimes referred to as Rated Cargo Load, this is the maximum amount of cargo weight the trailer can safely hold. This includes everything you load into the trailer, full water tanks, filled propane tanks, and batteries.

Tongue or Hitch Weight: The weight the trailer will place upon the hitch of your truck. More than 500 pounds of tongue weight on a half-ton pickup will likely place undue stress on the rear suspension and unload the front end, adversely affecting the truck’s steering and overall handling. In this case, the use of a weight-distributing hitch can redeploy some of the weight from the hitch back to the trailer’s axle(s).

Overall or Exterior Length: Commonly refers to the length of the trailer from the hitch ball-coupler to the back of the rear bumper.

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A passion for anything automotive (especially off-road vehicles), camping, and photography led Stuart to a life exploring the mountains and deserts of the Southwest and Baja, and a career in automotive, outdoor, and RV journalism. He has held editorial staff positions at publications such as Four Wheeler, 4Wheel & Off-Road, Jp (all-Jeep), Trailer Boats, and Camping Life. When not behind a camera or in front of a computer, Stuart can often be found behind the wheel.

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Love's Travel Stop

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1264 De La Torre

Salinas, CA 93905

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About the Business

Conveniently located along US-101 at Exit 326A, this Love's Travel Stop is passionate about providing friendly service, clean facilities, and a modern store stocked with the diesel fuel, gas, food and supplies needed to keep drivers going. …

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The Great: 1) For me the long awaited easy off and on Northbound 101 Loves Travel center is open! 2) They have some hit and run healthy choices of grab and run food choices! 3) Brand new bathrooms! The not ready for prime time: 1) The gas pumps not open yet. 2) Wendy's fast food not open yet either. What a great location when transiting the Northbound 101, before all the multiple direction choices that you may choose to be traveling.

Some healthy choices to grab and go, Love it.

Love's Travel Stop is located just off the northbound 101 Freeway at the Airport Blvd. exit. They offer 24-hour access to fuel, a convience store and clean restrooms. The interior is clean and offers customers fresh & convience foods, beverages, gifts, and items for one's auto & truck and travel needs. The restrooms are monitored for cleanliness. This Love's Travel Stop's convience store is cojoined with a newly opened Arby's restaurant. There is plenty of parking.

Nice clean location. Well lit at night. Separate sides for trucks and cars. Doggie park on site.

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Accessories in Elektrostal,Moscow Oblast,Russia

Get accessories for your car, SUV, truck or Jeep in Elektrostal, Moscow Oblast . We have all the best truck accessories for off-road adventures, towing, and hauling. Our selection is unbeatable for car, truck, SUV and Jeep accessories, and we ship directly to Elektrostal, Moscow Oblast, Russia . We've got tonneau covers to keep your pickup truck's bed dry and secure. We have billet grilles to elevate your vehicle above the bland stock look. We've got rugged tough aftermarket off-road bumpers as well as a ton of other bumper styles to protect your vehicle from scrapes. If you want running boards or nerf bars for that extra step up into your lifted truck or Jeep, we've got plenty to choose from at low prices.

Need to do some towing or hauling? We have receiver hitches to boost your vehicle's towing capacity. When your Jeep's soft top is getting worn out, come to us for a replacement. We carry it all: door skins, bikini tops for open-air off-road driving, mesh tops for maximum air flow without sacrificing sun protection, and full OEM-style replacement soft tops that keep your Jeep looking as good as new. Need to protect the inside of your vehicle? Floor liners guard the interior of your truck or Jeep from the dirt and mud of your off-road journeys. And the best part is, we ship all these things right to your door in Elektrostal, Moscow Oblast, Russia with no hassle.

Call us today at 1-800-232-0734 to get car, truck, Jeep or SUV accessories in Elektrostal, Moscow Oblast . Our team of experts will help you find the parts you need to upgrade your vehicle. Make your vehicle stand out with some of these accessories and you'll be the envy of everyone else in the cities or on the trail in Elektrostal, Moscow Oblast, Russia .

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The trains and stations of the Moscow Metro

2 Comments · Posted by Alex Smirnov in Cities , Travel , Video

The Moscow Metro is the third most intensive subway system in the world after Tokyo and Seoul subways. The first line was opened on May 15, 1935. Since 1955, the metro has the name of V.I. Lenin.

The system consists of 12 lines with a total length of 305.7 km. Forty four stations are recognized cultural heritage. The largest passenger traffic is in rush hours from 8:00 to 9:00 and from 18:00 to 19:00.

Cellular communication is available on most of the stations of the Moscow Metro. In March 2012, a free Wi-Fi appeared in the Circle Line train. The Moscow Metro is open to passengers from 5:20 to 01:00. The average interval between trains is 2.5 minutes.

The fare is paid by using contactless tickets and contactless smart cards, the passes to the stations are controlled by automatic turnstiles. Ticket offices and ticket vending machines can be found in station vestibules.

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Touring the Top 10 Moscow Metro Stations

By Claudia Looi 2 Comments

Komsomolskaya metro station looks like a museum. It has vaulted ceilings and baroque decor.

Hidden underground, in the heart of Moscow, are historical and architectural treasures of Russia. These are Soviet-era creations – the metro stations of Moscow.

Our guide Maria introduced these elaborate metro stations as “the palaces for the people.” Built between 1937 and 1955, each station holds its own history and stories. Stalin had the idea of building beautiful underground spaces that the masses could enjoy. They would look like museums, art centers, concert halls, palaces and churches. Each would have a different theme. None would be alike.

The two-hour private tour was with a former Intourist tour guide named Maria. Maria lived in Moscow all her life and through the communist era of 60s to 90s. She has been a tour guide for more than 30 years. Being in her 60s, she moved rather quickly for her age. We traveled and crammed with Maria and other Muscovites on the metro to visit 10 different metro stations.

Arrow showing the direction of metro line 1 and 2

Moscow subways are very clean

To Maria, every street, metro and building told a story. I couldn’t keep up with her stories. I don’t remember most of what she said because I was just thrilled being in Moscow. Added to that, she spilled out so many Russian words and names, which to one who can’t read Cyrillic, sounded so foreign and could be easily forgotten.

The metro tour was the first part of our all day tour of Moscow with Maria. Here are the stations we visited:

1. Komsomolskaya Metro Station is the most beautiful of them all. Painted yellow and decorated with chandeliers, gold leaves and semi precious stones, the station looks like a stately museum. And possibly decorated like a palace. I saw Komsomolskaya first, before the rest of the stations upon arrival in Moscow by train from St. Petersburg.

2. Revolution Square Metro Station (Ploshchad Revolyutsii) has marble arches and 72 bronze sculptures designed by Alexey Dushkin. The marble arches are flanked by the bronze sculptures. If you look closely you will see passersby touching the bronze dog's nose. Legend has it that good luck comes to those who touch the dog's nose.

Touch the dog's nose for good luck. At the Revolution Square station

Revolution Square Metro Station

3. Arbatskaya Metro Station served as a shelter during the Soviet-era. It is one of the largest and the deepest metro stations in Moscow.

Arbatskaya Metro Station

4. Biblioteka Imeni Lenina Metro Station was built in 1935 and named after the Russian State Library. It is located near the library and has a big mosaic portrait of Lenin and yellow ceramic tiles on the track walls.

Lenin's portrait at the Biblioteka Imeni Lenina Metro Station

5. Kievskaya Metro Station was one of the first to be completed in Moscow. Named after the capital city of Ukraine by Kiev-born, Nikita Khruschev, Stalin's successor.

Kievskaya Metro Station

6. Novoslobodskaya Metro Station was built in 1952. It has 32 stained glass murals with brass borders.

Novoslobodskaya metro station

7. Kurskaya Metro Station was one of the first few to be built in Moscow in 1938. It has ceiling panels and artwork showing Soviet leadership, Soviet lifestyle and political power. It has a dome with patriotic slogans decorated with red stars representing the Soviet's World War II Hall of Fame. Kurskaya Metro Station is a must-visit station in Moscow.

Ceiling panel and artworks at Kurskaya Metro Station

8. Mayakovskaya Metro Station built in 1938. It was named after Russian poet Vladmir Mayakovsky. This is one of the most beautiful metro stations in the world with 34 mosaics painted by Alexander Deyneka.

Mayakovskaya station

One of the over 30 ceiling mosaics in Mayakovskaya metro station

9. Belorusskaya Metro Station is named after the people of Belarus. In the picture below, there are statues of 3 members of the Partisan Resistance in Belarus during World War II. The statues were sculpted by Sergei Orlov, S. Rabinovich and I. Slonim.

10. Teatralnaya Metro Station (Theatre Metro Station) is located near the Bolshoi Theatre.

Teatralnaya Metro Station decorated with porcelain figures .

Taking the metro's escalator at the end of the tour with Maria the tour guide.

Have you visited the Moscow Metro? Leave your comment below.

January 15, 2017 at 8:17 am

An excellent read! Thanks for much for sharing the Russian metro system with us. We're heading to Moscow in April and exploring the metro stations were on our list and after reading your post, I'm even more excited to go visit them. Thanks again 🙂

December 6, 2017 at 10:45 pm

Hi, do you remember which tour company you contacted for this tour?

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The Best Vehicle for Overlanding

Mid-Size Pickup Truck

2. Second-Gen Chevrolet Colorado (2014-2022)

3. Second-Gen Jeep Gladiator JT (2018-Present)

Full-Size Half-Ton Pickup Truck

2. 14th-Gen Ford F-150 (2021-Present)

3. Fifth-Gen Ram 1500

Full-Size Three-Quarter-Ton Pickup Truck

2. 2023 Ford F-250 Super Duty

3. Fifth-Gen GMC Sierra 2500

Body-on-Frame SUV

2. Jeep Wrangler JL (2017-Present)

3. Second-Gen Toyota Sequoia

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