Here’s the truth: your quads, UTVs, and side-by-sides are useless until you haul them to the trailhead. The truck is the unsung hero of every ride—an anchor that does the heavy lifting long before you hit the throttle on your favorite machine.
But not every shiny new pickup on the lot is cut out for the job. Some trucks are built to win Instagram likes with neon screens and 22-inch rims. Others are built to drag ten thousand pounds of steel and rubber up a mountain pass without complaint. If you care more about the latter, here’s what matters.
Payload and Towing Capacity
Payload is what the bed can carry—fuel jugs, gear bins, spares, maybe a pit bike if you’ve played Tetris with tie-downs before. Towing is the trailer weight you can safely pull. Both numbers matter more than the marketing copy.
A weekend setup can sneak up on you fast: two UTVs at ~2,000 pounds each, plus a dual-axle trailer, and suddenly your “plenty strong” midsize rig feels winded on a grade. That’s why people swear by the F-150 or Ram 1500—with the right packages, they’ve got breathing room. Even the smaller Tacoma can work for one ATV and a light trailer, but don’t expect miracles. Although RideApart's boss Jonathon Klein will swear he can do it all, and sorta has, with his Honda Ridgeline.
Power: Horsepower vs. Torque
Everybody loves quoting horsepower, but torque is what gets a loaded trailer moving without drama. Diesel guys already know this, but even modern turbo V6s are stout in that department.
Take the Silverado Duramax—it delivers nearly 500 lb-ft of torque at barely over idle. That means less flooring it at stoplights, less hunting for gears on long climbs. In other words: less stress, both for you and for the truck.
Brakes and Control
Here’s where rookies get surprised. Going uphill is easy—it’s gravity’s problem. Coming downhill with a heavy trailer is yours. If your brakes overheat, you’re just along for the ride.
That’s why integrated trailer brake controllers are worth every penny. They sync the trailer’s brakes with the truck’s, instead of leaving you to rely on aftermarket add-ons that never feel quite right. Trucks like the Ram 1500 and Ford Super Duty have this baked in, and it’s one of those things you’ll only appreciate the first time you come down a winding grade in the Rockies.
Tires and Wheels
Flashy 22-inch wheels look great at Cars & Coffee, not so much when you’re towing on rough ground. You want tires with stiff sidewalls—LT-rated all-terrains are ideal. They resist squirming under load and give more confidence on gravel roads that lead to most staging areas.
The Tacoma TRD Pro nails this balance from the factory. The Ram Rebel is another one that gets it right—proper rubber, proper ride.
Comfort and Tech
Towing is tiring. Crosswinds push, mirrors vibrate, and your neck gets sore from constantly checking what’s behind you. The tech that matters isn’t gimmicks—it’s the stuff that makes towing less stressful.
Ford’s Pro Trailer Backup Assist is almost magic for solo missions. GM’s camera setups let you keep an eye on the hitch, the cargo, and the trailer all at once. And don’t underestimate something as simple as better seats. The more comfortable you are, the sharper you’ll be behind the wheel after five hours on I-10.
Visibility
Anyone who’s towed through cross-traffic knows the value of a good mirror. Big side mirrors, extendable tow mirrors, or even trailer-mounted cameras like the GMC Sierra offers—they all make life easier. Blind-spot systems that extend to the trailer are the cherry on top. It’s not about luxury; it’s about not sweating every lane change.
Fuel Economy and Cost
Fuel economy sounds like a joke in a towing guide, but it’s part of the deal. Hybrids like the Ford Maverick prove you don’t always need a monster truck if your toys are small. Diesels, meanwhile, earn their keep on long hauls.
The trick is matching your truck to your actual habits. If you only tow once a month, that thirsty three-quarter-ton diesel may end up costing more than it saves.
The Intangible: Mechanical Sympathy
Some trucks seem offended when you hook up a trailer. They sag, groan, and ride like a pogo stick. Others shrug off 7,000 pounds and still drive like a daily commuter. That balance—that lack of “mechanical sympathy”—is what separates a capable hauler from a truck that feels overmatched.
The Ram 1500’s coil suspension is famous for this. The Tundra Hybrid, too, is strong under load, civilized when empty.
The right truck doesn’t just haul your toys. It sets the tone for every ride. Pick one with real capability—payload, torque, brakes, tires—and the rest of your weekend flows easier. Pick the wrong one, and you’ll spend more time fighting your rig than enjoying the machines it’s carrying.
Because let’s be honest: the trip doesn’t start at the trail. It starts in the truck.
