The 51 Coolest Trucks Of All Time (2024)

Jeep's replacement for both its Willys pickup and the FC (Forward Control) truck was the Gladiator pickup. The Gladiator was a much more modern full-size pickup than Jeep's earlier workhorses. This Jeep was contemporary enough that, with a few updates and styling changes, it stayed in production without a ground-up redesign for 24 years.

The earliest Gladiators used an advanced six-cylinder engine, while larger V-8 engines were optional throughout the life of the Gladiator and later J-10 and J-20 trucks. Since Jeep didn't make its own V-8s, these were supplied by Buick and, of course, AMC. The largest was the AMC 401 V-8—the biggest engine ever offered in a Jeep pickup.

By 1976, the J-trucks received a new frame, and an awesomely disco "Honcho" package became available in the late 70s. The rarest and coolest of all the J-trucks of this generation would be the stepside bed Honchos of 1980-1983—only 1264 were made.

The Highboy is one of the toughest-looking Ford trucks of all time. We love its sky-high stature and ultra-rugged drivetrain. You could bolt on a massive 35-inch tall tire under these trucks without lifting the suspension. These trucks sat a few inches taller than the 3/4-ton trucks from GM, Dodge, and Jeep, too.

After 1977.5, the F-250 was revised with a new frame, suspension, and drivetrain that lowered new F-250s. So from that point on, the older F-250s were known as "Highboys" and the new trucks that sat 2 inches lower were "Lowboys". Many of these early tall F-250s came with Ford's 360 V-8 paired to either a sturdy C6 automatic or a "granny low" NP 435 4-speed manual.

It might seem odd that a heavy-duty pickup truck from the 1970s could begin to interest truck collectors, but the cool stance, durability, and lore of these "Highboy" Ford Trucks make restored or low-mile examples very desirable.

The Willys CJ-2A is so much more than the civilian version of the Willys MB. The original "Jeep" would become the blueprint and inspiration for just about every recreational four-wheel drive vehicle for the next seven decades, including every Jeep. Perhaps the most iconic aspect is that seven-slot grille, a design cue baked into every modern Jeep.

Between those flat fenders sat Willys' little 60-hp, 134-cid "Go-Devil" engine. But because the CJ-2A ran on an 80-inch wheelbase and weighed just 2100 pounds, it was not only maneuverable but also peppy.

The CJ2A was more of a workhorse than any SUV today, and often ran with farm implements and other attachments—even snow plows. To us, the CJ-2A is most in its element when crawling over the rocks on a four-wheel-drive excursion, enjoying the open-top fun that this vehicle practically invented.

The original Jeep Wagoneer was, along with the Chevy Suburban, one of the forefathers of the modern SUV. The Wagoneer used the same basic chassis as the Jeep Gladiator pickup truck and saw few changes through its nearly 30-year production run. From 1974 to 1983, Jeep sold a two-door version of the Wagoneer that it called the Cherokee—another legendary Jeep nameplate.

The Super Wagoneer of 1966 packed more luxury features and a strong V-8 under the hood. It became a precursor to the more upscale path the Wagoneer brand would blaze through the 70s, 80s, and early 1990s, with trims such as the Brougham, Limited, and finally, Grand. And the faux wood grain side panels would become a Waggy trademark. Today, these SUVs look and drive like the classics they are.

Back in the 1950s, Chevy and GMC didn't offer in-house-designed 4WD pickup trucks. But Dodge had been building its trucks with 4WD since the 1940s. So the Northwest Auto Parts Company (Napco), an engineering and fabrication firm from Minnesota, began to produce conversion kits that could transform GMC and Chevy trucks (as well as Fords) into 4WD trucks.

By 1957, both manufacturers were installing Napco Powr-Pak 4WD conversions directly on the assembly line. Once the OEM manufacturers began building their own 4WD trucks in the 1960s, the Napco conversions were no longer needed. Today, Napco trucks are rare and highly desirable collectables with a strong owner's group. This 1959 Chevy 3100 sold at a 2008 Barrett-Jackson auction for a whopping $72,600.

The Jeep Wrangler Rubicon just celebrated its 10 anniversary. When it launched in 2003, this optional package became an instant hit. The second-generation Jeep Wrangler TJ was, for many, the high point of Jeep off-road capability thanks to its flexible coil-link suspension and nimble size.

The TJ was smaller than today's Wrangler and used Jeep's torquey 4.0-liter inline six-cylinder engine, so it could crawl up hard, narrow trails with practically no modifications. To transform the TJ into an even more talented dirt machine, the Rubicon package included beefy Dana 44 axles front and rear, with electronic locking differentials, an ultra-low gearing in its transfer case, and aggressive 31-inch Goodyear mud tires.

The rarest and most desirable of the Rubicons from this generation are the long-wheelbase Unlimited models that were sold from 2004 to 2006 and set the stage for today's four-door Unlimited.

The International Harvester Scout was one of the most popular 4WD vehicles of the 1960s and 1970s, with just over a half-million produced in that time. The original Scout 80 and later 800s were solid competitors to Jeep. But it was the later, larger, and more modern Scout IIs that many enthusiasts pine for today.

The Scout II was a heavy and versatile beast, and International designed it to handle just about any task. The short overhangs of the bodywork and beefy drivetrain meant it was a great trail machine. The most desirable of the Scout IIs came after 1974 when the strong Dana 44 front axle came standard, along with disc brakes. The Scout II could be optioned with the 304 cid V-8 or the brawny 345 cid V-8. Starting in 1976, those who needed more room could order a Traveler SUV or Terra pickup version on an 18-inch-longer wheelbase.

The Chevrolet Suburban might have invented the SUV, but it was International that put the proper number of doors on it. With four real doors, it was easy to climb into the third row of a Travelall. And in 1961, the Travelall received stylish new bodywork with curves that make it a classic.

Starting that year, the 2WD models sat lower to the ground and rode on a torsion bar front suspension. But the 4X4s were still tall and used the same solid axle, leaf sprung suspension as the International Harvester pickup trucks. The four-inch wheelbase stretch over the 1950s Travelall meant that this one could really haul, whether it was people or stuff. The brochures bragged that the Travelall could swallow a 4-foot by 8-foot sheet of plywood with the rear seats removed, or stow 124 cu-ft of gear with a maximum height of 42 inches. With all the seats in place, there was room for nine people.

In the 1970s, the Chevy Blazer and Dodge Ramcharger SUVs were based on full-size pickups, so they could haul and tow like real trucks. Ford's Bronco retained its original small platform until 1978, when it finally moved to the F-150 chassis. The second-generation big Bronco was no less cool than the original, especially if you checked the box to option a big-block 460-cid V-8 under the hood.

Ford refined the chassis in 1981, and as a result, the Bronco lost its durable Dana 44 solid front axle in favor of a new Twin-Traction Beam setup that was less capable off-road. So it was these first three years of the big Bronco that have found the strongest following among Ford truck fans.

The 1999 Ford Super duty revolutionized the heavy-duty truck market. Before this big, bad pickup arrived, manufacturers largely used upgraded versions of their light-duty trucks to handle heavy-duty work. The 1999 Super Duty was a separate model line with its own style and hardware underneath. That way, the light duty Ford F-150 could be engineered for milder tasks while the Super Duty could handle the work crowd as well as the hardcore recreational towers.

Under the hood was the choice of a new 6.8-liter gasoline V-10 engine, a 5.4-liter V-8, or a 7.3-liter turbodiesel with a whopping 500 lb-ft of torque. And on the options list were manually telescoping side mirrors, which drivers could slide out just when they needed them for towing. Ford also built the Super Duty in F-450 and F-550 cab-chassis models for the even higher GVWR market—a market it dominates today.

Ford had been toying with the concept of a raging off-road F-150 back in the 1990s. Even so, transformation that Ford's SVT team achieved with the Raptor was shocking when we caught our first glimpse in 2009. It promised to smooth out the worst high-speed desert terrain, fly over jumps, and handle slow-speed four-wheeling better than just about any production truck.

The SVT team chose internal-bypass Fox Racing shocks and urethane bump stops. Although the Raptor's 4WD system is mechanically similar to a standard-issue F-150's, the designers incorporated advanced electronics to increase the capability.

Raptors come in either SuperCab or larger SuperCrew cab configurations. Whichever setup you select, the Raptor's soft-riding suspension can sail over jumps, smooth out the worst washboard roads, and still tow an 8000-pound trailer.

The impact of the Chevrolet Suburban can be felt in ever corner of the 4WD world. The Suburban (originally named Suburban Carryall) was America's first SUV. Four-wheel drive came along in 1957 and would transform how America got around in inclement weather. The Suburban didn't get four real passenger doors until the boxy 1973 model arrived, but that square-fendered Suburban would stay on the market until 1991.

In the 1970s and 1980s, the big three-row SUV became a popular replacement for the station wagon. Suburbans could be optioned with big-block 454 V-8s and tow 10,000 pounds—perfect for ranchers who needed a vehicle that could haul the crew as well as the horse trailer. The heavier-duty 2500-series Suburban became a favorite ride for the secret service.

While competitors from International, Ford, and others have come and gone, the Suburban remains the dominant large American SUV.

The Dodge Power Wagon, like the Willy CJ-2A, was a thinly disguised version of a military machine—in this case, the WC-series Dodge three-quarter-ton trucks used in WWII. It was America's first civilian 4WD truck.

Under that giant hood wasn't an equally giant V-8. Instead, contrary to the Power Wagon's name, these trucks used a 94-hp, 230-cid inline six-cylinder. A larger 251-cid engine came aboard in 1961. But these trucks didn't need major horsepower to get the job done. They used transmission and ultra-low axle gearing instead. And thanks to massive tires, Power Wagons had more than ten inches of ground clearance under each axle and could haul around 3000 pounds in their beds.

The original Power Wagons would stay in service for decades to come. Today, Legacy Power Wagon offers fully restored Power Wagons with V-8 or diesel power.

Throughout most of the 1980s and early 90s, Dodge struggled to make its trucks relevant. The 1989 introduction of the Cummins diesel to the heavy-duty line helped, but everyone bought that truck because of its engine—not because the truck itself was good.

That changed when the redesigned Ram hit the market as a 1994 model. The styling was bold and handsome, evoking the look of the big rigs of the day. Consumers flocked to Dodge dealers: Sales skyrocketed by fourfold in just a handful of years. It's not hard to see echoes of these Dodges in some Ford and GM pickups today.