Best pick-up trucks in the UK 2026: every model rated
Pick-up trucks are Britain’s workhorses, carting tools and materials up hill and down dale. And as the song goes, many are capable of climbing every mountain, fording every stream.
The best are capable of even more than that, because they can provide surroundings plush enough to pass as a family car as well as a work vehicle – especially those which provide comfortable seats, a car-like driving experience and decent technology.
However, the Government has cottoned-on to this useful duality, and changed the tax system to make them far more expensive to run as a company vehicle. Following the introduction of the ‘double-cab pick-up tax’, pick-ups with four doors are treated as cars for the purposes of capital allowances, benefit-in-kind (BIK) and some deductions from business profits.
Single-cab pick-ups – those with two doors and a single row of seats – are still classified as commercial vehicles, and are cheaper to run as a result. You can find out more about van and pick-up tax in our guide.
Our testers consider these running costs alongside a raft of other criteria that’s vital when choosing a pick-up truck. The pick-ups below have been extensively tested and rated according to their practicality, comfort, payload and towing capabilities as well as mechanical refinement and how well they drive on and off the road.
So, what are the best pick-up trucks for 2026? Read on…
Strengths
- Big cargo bay with a high payload capacity
- Space for four six-footers in Double Cab versions
- Good to drive for a pick-up
Weaknesses
- Not the cheapest pick-up
- Warranty could be better
The Ford Ranger has long been the UK’s biggest-selling pick-up, but in its latest incarnation, it’s also the best for British buyers. In fact, our reviewers say it’s the best pick-up they’ve ever tested – despite the fact it shares its underpinnings with the Volkswagen Amarok.
As such, it’s as comfortable as the Amarok, and its 3.0-litre V6 is just as powerful and smooth. But where the Ranger really stretches ahead when it comes to plug-in hybrid power: it’s powerful, quiet and can travel 27 miles on a charge.
The Ranger has a wider range of bodystyles than the Amarok, too, with Single Cab and Double Cab configurations. While the latter robs space in the load bay to pay for surprisingly spacious rear seats, the increase in all-round usability means it’s our choice.
How much the Ranger can carry depends on cab type and engine choice. The payload champion is the Single Cab, with its 1200kg rating, but all of the heavier Double Cabs are capable of carrying cargo in the 1037-1098kg range. Even the Ranger PHEV can carry more than a tonne. If you’re using your Ranger as a workhorse, the high-performance Ranger Raptor is harder to recommend on account of its poor fuel economy, 680kg payload and towing capacity of just 2500kg – 1000kg less than other versions. It is enormous fun, though.
The Ranger has a nicer dashboard layout than the Amarok, and the infotainment system is more intuitive to use, with physical controls for the air-conditioning – a boon when you’re jumping in the Ranger wearing gloves in the middle of winter.
Flies in the ointment? There are a few. Firstly the three-year/60,000 mile warranty is shorter than its rivals. And it’s not cheap, either. But it’s so good in other respects that the Ranger is top of the pick-up truck tree.
"Ford has dropped the 2.0-litre diesel engine from the range, leaving the PHEV and 3.0-litre diesel. While the latter is thirstier, it doesn't suffer from the 'wet belt' reliability issues of the 2.0-litre, which will be reassuring." — Stuart Milne, Digital Editor.
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Strengths
- Big cargo bay with a high payload capacity
- Good to drive for a pickup
- Space for four six-footers inside
Weaknesses
- More expensive than rivals
- Ranger Raptor is more comfortable and fun
- Fiddly air-con controls
The Volkswagen Amarok is the sister car to the excellent Ford Ranger, so why is it the runner-up? It boils down to the limited range of engines and configurations – because there’s one engine and one bodystyle. And because the engine happens to be the brawny 3.0-litre V6 diesel, the bodystyle the big Double Cab and the trims bursting at the seams with kit, it’s substantially more expensive to buy than the Ford.
Of course, if you need the V6’s 237bhp, the flexibility of four doors (and no need of a longer single-cab load bed) or the desire for something that’s really well equipped, the Amarok has an appeal all of its own.
Like the Ranger, the Amarok drives superbly, offers impressive cargo carrying credentials and both feel extremely robust and well-built. You might argue the Volkswagen, with its varied range of options including a bike carrier and tent is aimed as much at leisure pursuits as it is work.
The infotainment is just a bit more fiddly to use than the Ford’s, especially as the air-conditioning controls are located in the screen, rather than as proper physical controls.
It’s also worth considering that the Amarok’s interior feels a little more premium than the Ranger, which for some will justify the extra outlay. Also helping to sugar the pill is that Amaroks come with a longer warranty lasting for five years and 124,000 miles, five free services and five years’ breakdown cover.
Despite the amount of shared parts, you’ll be hard pressed to spot visual similarities between the two pick-ups because only the roof, door handles and mirror casings are alike.
"I was surprised by just how good the Amarok is to drive. It handles well and is surprisingly quiet at speed." — Dan Jones, Senior Reviewer
Strengths
- Surprisingly smart interior
- Refined engine
- Great towing ability
Weaknesses
- Stiff ride
- Rivals have bigger load bays
- Lacks some modern safety kit
The KGM Musso is very attractively priced and it’s impressively comfortable, has enviable towing capacities and the interior is surprisingly pleasant, too. It also comes with an impressive five year/100,000-mile warranty, and some attractively-priced monthly service plans.
Unlike most rivals here, the Musso is only available in one bodystyle, a four-door, five-seat Double Cab, and with one engine. But the 2.2-litre diesel feels strong and smooth even when pulling hard. There’s a choice of gearboxes, though, and while the six-speed manual is pleasant, we prefer the six-speed automatic gearbox because it boosts the 3200kg towing capacity to 3500kg.
Yet in many ways, the Musso is rather agricultural: the steering is vague enough to feel resolutely utility (rather than sports utility), and the suspension is stiff leading to a lumpy ride. Yet after filling it with 700kg of bricks, our testers said it felt far smoother over bumps. Depending on the gearbox and trim, the Musso can carry between 1095 and 1205kg.
It’s the top-spec Saracen+ that’s the champion in this regard. It has a longer wheelbase (the distance between the front and rear wheels) than other Mussos and its load bed is 310mm longer, at 1310mm.
And it’s important to note that the Musso’s warranty stretches to five years or 100,000 miles.
"I expected the bargain Musso to have a cut-price interior and be left wanting when it comes to cargo-carrying ability. I couldn't have been more wrong. It's not as sophisticated as the Ranger or Amarok, but budget-focussed businesses simply won't care." — Jack Mortimer, Content Editor
Strengths
- Excellent off-road ability
- Great ergonomics with real buttons and switches
- Strong performance off-road
Weaknesses
- Diesel 48V system brings limited economy gains
- Options hidden behind digital menus, including safety tech
- Competitive but not class leading cargo area
The Toyota Hilux has been a byword for rugged reliability since it first launched in the UK in 1972 – a date that makes it the most firmly-established model of any in our list. And despite a move to buyers choosing plusher models, the Hilux still wins fans because it still feels resolutely workmanlike.
Interior plastics are hard and scratchy and trade tactility for longevity, but all models are well equipped. The entry-level Active is better suited to the building site than the school run, so consider the plush Invincible or Invincible X if you’re looking for a vehicle to use during the week as well as the weekend.
The Hilux can feel rather bouncy on the road, especially when there’s no cargo in the back, but it’s better than the Isuzu D-Max and KGM Musso in this regard. It doesn’t corner nearly as well as the Ford Ranger, either, although it’s exceptional off-road, with selectable four-wheel drive, and a switchable differential lock. It has more ground clearance than a Ranger, too.
While Toyota is famed for its hybrid engines, the pair offered in the Hilux are rather old-school-feeling 2.4 and 2.8-litre turbodiesels. If you can stretch to it, we recommend the mild-hybrid 2.8-litre; its extra power means you don’t have to work it so hard, meaning its official fuel economy is actually better than the 2.4’s. In fact, in our scientific testing, it achieved an impressive 35.0mpg.
The cheapest Hilux Active is available in two-door, two seat Single Cab and as a two-door, four-seat Extra Cab, but all other models are Double Cab only.
"The Hilux is capable and has a well-earned reputation for reliability. I think it a shame that its interior is so workmanlike, because it doesn't serve that 'dual-use' role quite as well as the Ranger." — Lawrence Cheung, New Cars Editor
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Strengths
- Simple interior layout
- Good payload ratings
- Safety tech available across the range
Weaknesses
- Weak, noisy engine
- Rivals have a more comfortable ride
- Rivals feel plusher inside
If safety is paramount, then the Isuzu D-Max is the pick-up to choose. Not only does it enjoy a full five-star safety rating from Euro NCAP, but it comes with a wide range of autonomous tech, with automatic emergency braking (AEB), lane-keep assistance and traffic sign recognition standard across the range. Double cab models feature blind-spot monitoring and rear cross-traffic alert, and automatic models see standard cruise control swapped for an adaptive version that will keep you a set distance from the car in front.
The interior looks smart and is plush for a pick-up, and it mostly feels robust. Visibility is good, and wide seat adjustment makes it easy to get comfortable behind the wheel. It’s good off road, too, with lots of suspension articulation and a lockable rear differential on higher-spec models to aid traction. Although if that’s your priority then take a look at the Arctic Trucks AT35 variant, which has been designed to be virtually unstoppable.
However, in most other regards, it gives best to the models higher up this list. The noisy 1.9-litre diesel engine runs out of puff quickly, not helped by a short first manual gear and a hesitant six-speed automatic gearbox. And while improved over previous models, the D-Max has a tendency to bounce over bumps – both the Hilux and Ranger are better in this regard.
However, it’s worth bearing in mind the D-Max price: in entry-level Single Cab guise it undercuts the Ssangyong Musso, and more or less matches it as you walk up the range. But the near-£60,000 Arctic Trucks AT35 is harder to justify.
"I like that the D-Max has a 125,000-mile warranty — 25,000 more than the Musso — which shows Isuzu's confidence in its product" — Claire Evans, Consumer Editor
Strengths
- Low pricing
- Well-equipped, relatively plush interior
- Competitive towing capacity
Weaknesses
- Poor ride quality
- Noisy on the motorway
- Ford Ranger’s handling inspires more confidence
The GWM Poer300 hails from Great Wall Motors, a Chinese manufacturer best known in the UK for the GWM Ora 03, an electric family car that was formerly known as the Funky Cat. The Poer300 is very well priced in its cheaper guises, and is close to the more established KGM Musso in that regard – and is cheaper than the Isuzu D-Max.
Despite its modest outlay, the Poer300 comes with plenty of standard equipment. The interior feels pleasingly plush and there are a decent amount of physical controls. Its towing capacity of 3500kg is very competitive, matching the Ford Ranger, D-Max and Musso.
The double cab-only Poer300’s load bed is square-shaped, but while it’s deeper than the Ranger’s, total volume and its one-tonne payload are the same.
Thereupon, things start to unravel because while acceleration is competitive, it’s noisy on the motorway and the standard nine-speed automatic gearbox is slow to react. And while sharp handling isn’t really the priority for pick-up tricks, the steering is too light to give much sense of what the front wheels are up to. At least it makes manoeuvring around town a little easier.
"It's a game of two halves when it comes to the Poer300. I was initially impressed by the amount of kit it comes with, and a surprisingly plush interior. But on the move it's clear you can do better." — Oliver Young, Reviewer
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