Fifth Place: 2005 Ford Ranger


Ford recently revised the Ranger's grille to look a bit more like the F-150 and Super Duty, but otherwise it hasn't changed much in over a decade.


The Ranger is the only truck in its class not available as a crew cab. The "Super Crew" extended cab model has two small fold-down jump seats in back, but they're not big enough for a full-size American male.


While the Ranger's interior was cramped compared to the other trucks in the test, it did have excellent fit and finish. The leather front bucket seats were very comfortable, and we appreciated the well-designed center console.


If you actually enjoyed the '80s, Ford Motor Company makes a time machine that will take you back there. It's called the Ranger, and about five minutes behind the wheel will have you banging your head and looking for Van Halen tapes all over again.

Don't get us wrong, the Ranger is actually a fun little truck that does its job quite well. Riding on a platform that was designed in the '70s, the Ranger does the best it can with dated components and diminutive dimensions.

The Ranger's suspension may not have changed much over the past decade or two, but the powertrain has undergone a handful of excellent upgrades. Its 4.0-liter V6 is only rated at 207 horsepower, yet it feels much more powerful than the 220-horse five-cylinder in the Colorado. It's also much smoother and its five-speed automatic does an excellent job of managing the V6's limited power band. On the highway or off-road we were never wanting for power.

Speaking of going off-road, this is one area where the Ranger shines. Our test truck was equipped with the pricey FX4 Level II package which includes a suspension lift, Alcoa forged alloy wheels and 31-inch BFG All-Terrain T/As. The Ranger's shift-on-the-fly transfer case was also the fastest and smoothest in the group.

Climbing over boulders and through gulleys in the Santa Monica Mountains, the Ranger instilled absolute confidence. The combination of grippy tires and the truck's short wheelbase made it an absolute blast to drive.

When the off-road adventure was complete and we had to drive home for the night, the Ford was just as smooth and refined. The interior featured some of the best fit and finish of the group, and the optional leather bucket seats were very comfortable. We also like the leather-wrapped steering wheel and the new ringed instrument cluster designed to look like the gauges in the F-150. The center console is wide and flat, with dual expandable cupholders and two power outlets for added convenience.

Legroom falls short compared to the newer trucks, and since Ford doesn't offer a Ranger four-door, we had to make do with small rear-opening access doors. The "backseats" are actually small pads that fold down and face inward, so that the occupants would be facing each other knee-to-knee. It really didn't pose a problem though, since the quarters back there are so cramped only small children could fit back there.

At $29,000 the Ranger FX4 isn't cheap, but if you don't need a tow vehicle or a backseat, it can get the job done. The only reason it finished in last place is its high price tag and lack of features.

While it isn't perfect, there's a reason the Ranger is the sales leader in this segment, year after year. Now if you'll excuse us, we've got a Bob Seger album to listen to.

Vehicle Tested:
2005 Ford Ranger 4dr SuperCab FX4 Level II 4WD Styleside SB (4.0L 6cyl 5M)
MSRP of Test Vehicle: $29,010

What Works:
Solid interior fit and finish, attractive and functional off-road package, compact dimensions make for nimble handling.

What Needs Work:
Outdated platform, choppy ride, no crew cab body style available, rear jump seats are a joke.

Third Place: 2005 Dodge Dakota


Hard lines, flared fenders and a prominent crosshair grille give the all-new pickup a much edgier look than its Durango SUV cousin.


Our test truck came equipped with four-wheel drive, but you wouldn't know it from the ride. Smooth and well balanced, the Dakota drove more like a car than a pickup truck.


The Dakota gets high marks for interior design, but the materials were a bit lacking. Comfortable seats and a stylish aluminum center stack were highlights of the truck's cabin, but large expanses of hard plastic brought down its overall feel.


Survival of the fittest. Kill or be killed. Trucks are big business these days, and two of the biggest automakers in Japan have figured out that Dodge was ruling the midsize pickup world because it offered more space and power than anyone else in the market. Now Toyota and Nissan have supersized pickups with powerful engines just like the Dakota, and suddenly the baby Ram is faced with serious competition.

On paper, the Dodge looked like a surefire winner for this comparison test. The '05 Dakota is packing an all-new chassis, not one but two V8 engine options, six-speed manual or five-speed automatic transmissions, available all-wheel drive and best-in-class towing capacity. Throw in killer styling and you should have yourself a winner, right?

The problem is, for all of its positive attributes, the Dakota's performance fell flat. The base 4.7-liter V8 pumps out a paltry 230 horsepower, well short of Nissan's and Toyota's V6s. The Dakota took 9.6 seconds to meander up to 60 mph, and with 1,000 pounds of payload in the bed it eclipsed the quarter-mile in 18.3 at 75.5 mph. Those numbers are hardly impressive considering this is the only truck in the class with a V8.

Some would argue that the Dakota's optional high-output V8 would have fared better, but given that our tester priced out at a whopping $33,600 the thought of paying even more was frightening.

With those gripes out of the way, the Dakota is actually a very nice truck. The interior design is outstanding, although more soft-touch materials wouldn't hurt. The silver-ringed chronograph-style gauges are easy to read and look good at night. The thickly padded steering wheel has cruise controls on the front and stereo controls on the back, which makes it easy to dial up some killer tunes on the satellite radio without taking your eyes off the road.

The aluminum-trimmed center stack looks slick slightly offsetting the hard plastic panels elsewhere in the cab. Bringing drinks along for the ride is easy thanks to a large water bottle holder and two adjustable cupholders in the center console, which also houses several storage trays and two power outlets.

Both the front and rear seats are extremely comfortable thanks to firm padding and nicely contoured backrests. The Dakota also offers the most legroom of any truck in the test, and the backseat is positively sedanlike.

The seats aren't the only area where the Dakota feels like a sedan. On the road it hunkers down and handles like a car, with easy, yet responsive steering and a supple ride befitting a station wagon more than a pickup truck. In fact it drives a lot like our long-term Magnum RT. The exhaust note is throaty when the pedal is floored, but hushed when cruising along at highway speeds.

The pickup bed is the perfect size, not as short as the Chevy or Nissan yet not as cumbersome as the extra-long Toyota.

Overall the Dodge is a solid truck that is probably the easiest to drive on a daily basis. It's perfect for people who need four doors and the room of a sedan, yet need a pickup bed to haul gear around. It's not as refined as the Toyota, and it doesn't have as many features as the Nissan, but for American truck fans the Dakota might be a perfect fit. If only it had a bit more muscle...

Vehicle Tested:
2005 Dodge Dakota 4dr Quad Cab Laramie 4WD SB (3.7L 6cyl 4A)
MSRP of Test Vehicle: $33,609

What Works:
Cavernous interior, refined ride, sporty handling, full-size pickup towing capacity, only V8 in its class.

What Needs Work:
High price tag, anemic base V8 can't keep up with V6s from Nissan and Toyota, interior has more hard plastic than a 1980s K-car.

Bottom Line:
The new Dakota offers a silky-smooth ride, tons of torque and a spacious interior. If only the cabin wasn't so drab….

First Place: 2005 Toyota Tacoma


A long wheelbase and powerful engine make the Toyota nearly as capable as its full-size brother, the Tundra.


Our test truck came equipped with the SR5 package, which includes alloy wheels and large fender flares as well as a bevy of interior appointments.


The Tacoma's interior fit and finish is almost Lexus-like.


Remember the T100? No, we're not talking about Schwarzenegger's stint as a robot from the future. The T100 was Toyota's version of a midsize pickup back when the Tacoma was still a small truck and the Tundra was nothing more than a pipe dream. Toyota's midsize hauler offered a nicely put-together cabin and a 6-foot pickup bed in a package slightly smaller than a typical full-size truck. Unfortunately it was ahead of its time, and Toyota fazed the T100 out after a few short years.

The class formerly known as "compact" trucks has evolved into a pack of midsize pickups with big engines and bigger towing capacities. Toyota's venerable Tacoma has been fully redesigned for 2005, and after growing more than 6 inches in length and picking up a powerful new engine it is now bigger than the old T100. Go figure.

Driving the new Tacoma is a lot like driving a four-wheel-drive Camry. The truck sits nice and high, with a great stance. The ride is excellent — especially for a four-wheeler. Steering feel is solid but slightly numb, also like a Camry.

From the outside the Tacoma's family heritage is unmistakable, although the new lines are more angular and aggressive than the softer, smaller Toyotas of years past. Big bolt-on flares on four-wheel-drive and Pre-Runner models add to the truck's aggressive "bring it on" look.

Three cab configurations are available: standard, extended cab and double cab (or crew cab). Three bed lengths are also available making the Tacoma the only midsize truck that can be configured as a crew cab long bed.

Speaking of beds, the Tacoma packs the most innovative bed of the bunch. Rather than relying on spray-on or bolt-in bedliners, the Toy's inner bed is made out of a dent-resistant polycarbonate material that will never rust or scratch. It also features adjustable tie-down hooks like the Nissan and innovative lockable storage boxes integrated into the bed itself. To top things off, you can also configure the Tacoma's bed with a 400-watt electrical outlet for powering tools or camping gear.

Similar attention to detail appears inside the truck where it looks like Toyota let a few Lexus designers loose on the interior. A triple binnacle gauge pod provides plenty of information and is easy to read at a glance, and the steering wheel can be configured with thumb-operated stereo controls.

Our test truck had a two-tone slate and tan color treatment that looked classy and upscale, and soft-touch material covered virtually every surface. We also noted that the front bucket seats were the most comfortable chairs in the test.

The backseat wasn't quite as comfortable mostly due to its harsh 90-degree "park bench" shape. This is also a problem in the full-size Tundra, so maybe Toyota ought to look at how the human spine is shaped and work a little extra curvature into the seat contour. The backseat does split and fold, however, creating a cavernous amount of storage space if the need arises.

On the road the Tacoma is surefooted and easy to drive. The ride is whisper-quiet even at freeway speeds, and the truck performed relatively well in the canyons despite its extra-long wheelbase. It handled just as admirably off-road, with plenty of suspension travel and excellent grip from the optional Dunlop GrandTrek tires.

The Toyota's 4.0-liter, 245-horsepower V6 may be 20 horses down on the Frontier, but with 400 fewer pounds to lug around the Tacoma proved the quicker truck. The big red Toy ran zero to 60 in 7.8 seconds, and the quickest quarter-mile (17.1) when loaded down with 1,000 pounds of sand. It was also fastest through the slalom at 58.9 mph.

Our only complaint about the Tacoma's performance is its lack of low-end torque. We also noted that it didn't like running on regular fuel, and we're guessing that Toyota is squeezing so much power out of a 4.0-liter engine it needs the extra octane to reduce risk of detonation. If you plan on towing (the Tacoma is rated to tow 6,500 pounds), plan on running premium fuel only.

It's ironic that the biggest truck in the test is also the least trucklike to drive. Toyota did an outstanding job designing a functional yet attractive hauler with enough power to give many of the full-size pickups a run for their money. The new Tacoma may be a spiritual successor to the short-lived T100, but it has eclipsed its ancestor in every conceivable way.

Vehicle Tested:
2005 Toyota Tacoma 4dr Double Cab V6 4WD LB (4.0L 6cyl 5A)
MSRP of Test Vehicle: $30,075

What Works:
Smooth and powerful V6, comfortable interior, excellent fit and finish, Toyota reliability.

What Needs Work:
V6 requires premium fuel.

Bottom Line:
Toyota's pickup has grown up. Bigger dimensions, more power under the hood and a Camry-like interior make the Toy an easy-to-live-with daily driver.

Second Opinions

Road Test Editor Brian Moody says:
If I had it my way, the Nissan, Dodge and Toyota would come in with a three-way tie. Each offers something special and worthwhile that the other does not.

The Nissan is fun to drive and has a zippy engine. Add a killer Rockford Fosgate stereo, spray-in bedliner and adjustable tie-downs and the deal is sealed.

I've never been a fan of the Dodge Dakota but this new version is top-notch. It's a good-looking truck that offers V8 power and excellent ride and handling dynamics; notably better than the other trucks (although the Canyon/Colorado comes close on this count). Unfortunately, the Dakota's interior is seriously lacking when compared to the Toyota's.

I expected the Tacoma to be the winner before the vehicles even arrived. The interior is by far the best of the bunch and borders on Camry-like comfort. But despite the cushy interior, the overly soft ride detracts from the truck's overall feel. Handling is kind of sloppy and the suspension ends up causing too much commotion. Plus, the engine and transmission seem to be constantly searching for power.

By comparison, the Ford Ranger is dismal and serves only as a rolling time capsule of 1980s-era compact pickups. Rough ride, weak and noisy engine, dated interior — yep, it's all there.

And then there's the Chevrolet Colorado. It's basically a middle-of-the-road truck that offers adequate everything. Nothing is horrible but nothing is exceptional. It is competent but just doesn't move me.

If someone gave me a free midsize pickup, I'd take the Dodge. But I certainly wouldn't mock anyone who chose the other three. However, choose a nearly $30,000 Ford Ranger and all I can say is that you got straight punked. There's only one real loser in this bunch.

Road Test Editor John DiPietro says:
I don't get Chevrolet. Knowing full well that new versions of the Tacoma, Dakota and Frontier were on the way, they decided to make a five-cylinder the top engine in their all-new pickup. Performance is acceptable around town, but drive it back-to-back with every truck here, except the Ford, and the Colorado comes across as coarse and down on power. If there were a price advantage of $3,000 or so, then maybe I could cut the Colorado some slack. But when its sticker is within dollars of the Tacoma, I'm afraid I just can't do that.

Before I got to know the Ranger, I was prepared to label it as the dog of the group. But a funny thing happened after logging some miles in the sporty red truck — I found the Ranger quite likable. The Ranger's big V6 is hardly cutting edge, but it provides ample low- and midrange response. The FX4 package helped the Ranger rock off-road, yet didn't beat me up on pavement. Like its age-old rival Chevrolet, Ford needs to put some of its considerable resources into improving this pickup.

The Tacoma impressed me with its refined demeanor. On the pavement, the Tacoma's ride and handling are as smooth as a Camry's. In the brush it was confident and unstressed. Doubly impressive considering that this is a fairly big truck, closer to full-size than midsize in my book. The engine made its presence known when you put your foot into it with strong midrange performance and a powerful sound. A spacious cabin with comfy seats, large gauges and simple, high-quality controls make the Toy a great choice for daily driver duty.

The Dakota was the only challenge to the Toyota for my pick 'o the pickups. Impressively quiet and with a ride more Magnum than Ram, the Dakota is similar to the Tacoma in its capability. Running through our off-road loop, the Dakota never shuddered, creaked or groaned. In the asphalt jungle, the Dakota soothed driver and passengers alike with its big, soft yet supportive seats. Unfortunately, I was a little disappointed in the Dodge's numbers at the track (I figured the V8 would catapult it to the lead in acceleration). Only the Dakota's thirst for fuel and history of reliability issues prevented it from tying the Toyota in my opinion.

If you're looking for the athlete of the group, the Frontier fits the bill. Equipped with a 265-horse V8, the Frontier always has scads of scoot on tap. The Nismo version gets you beefed-up suspension that feels sporty on the blacktop. Off-road, the Frontier felt surefooted and unshakeable, a benefit of the stout frame derived from big brother Titan. The Nissan has other factors in its favor, such as standard stability control and Utilitrak adjustable tie-downs in the bed. Concessions include a stark cabin filled with hard plastic, a stiff ride, second-class accommodations for rear passengers and oddball (though unique) styling that doesn't do it for me.

That's about how I would rank them too. I wonder though, why is the Tacoma so much quicker than the others? Even the Frontier, which has more horsepower, is .6 seconds slower than the Tacoma. Why?

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Originally posted by: Kevin
""The Toyota's 4.0-liter, 245-horsepower V6 may be 20 horses down on the Frontier, but with 400 fewer pounds to lug around the Tacoma proved the quicker truck."    It might have more torque too, I have no idea."

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Still seems a little odd... I would think 20hp would be enough to even up 400 pounds. By the way Kevin, they are close in torque, the Tacoma has 282 ft-lbs and the Frontier has 284 ft-lbs.

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Originally posted by: ifcar
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Which shows you that there's more to acceleration than hp, weight, and engine size statistics. "

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Oh God! Don't let anyone at C&D know!

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Originally posted by: ifcar
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That certainly hasn't proved to be a problem in the past. "

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Haha! Fantastic.

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Originally posted by: TheCynic
"If you actually enjoyed the '80s Was that joke? What's with that "if" who wouldn't enjoy the 80s?"

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hehe

Made in the '80s