1995-2004 Toyota Tacoma
Nominated by: Holman
Overview: This truck was the first generation of the new Tacoma line and it was more refined than the truck it replaced. It was IFS-equipped and available with either a four- or six-cylinder engine and in regular or XtraCab configurations. A four-door version arrived in 2001.
Holman’s take: The first generation of Tacoma, replacement for the beloved Toyota pickup, was wildly popular. It brought one of the first comprehensive “real” factory off-road packages with the TRD model (BFGoodrich tires, rear locker, Bilstein shocks, etc), and was one of the first successful four-door compact pickups at the time.
Cappa’s take: Toyota could certainly be held responsible for taking the off-road package to the next level. Before the TRD model in 1998, most off-road packages available in the U.S. consisted of flimsy skidplates, painted shocks, and a few stickers.
Brubaker’s take: The Tacoma was more refined than the no-name truck it replaced and it brought to the table outstanding visibility, nimble handling, and ruggedness. It grew in size compared to its predecessor, but it was still easy to wheel. To understand how popular these trucks are, just look at the stunningly high resale prices of a clean four-wheel-drive model.
2003 Jeep Wrangler Rubicon
Nominated by: Cappa
Overview: The Rubicon package made its debut on the Jeep TJ in 2003 and the package included Dana 44 axles, pneumatic locking differentials, rear disc brakes, a NVG241OR transfer case with 4:1 low-range ratio, 31-inch-diameter Goodyear MT/R tires, and rocker protection.
Cappa’s take: The last time Jeep really built a use-specific vehicle like this was in 1946, when the CJ was marketed as a possible replacement for a tractor. It had all sorts of PTO attachments available. The Wrangler Rubicon was almost everything an off-road package should have been from the beginning. And the funny part was that Jeep sold way more Rubicon’s than the company ever anticipated in the very first year. Nearly 10 years later, it’s hard to believe that this was the Jeep that almost never was.
Holman’s take: Game changing. The current iteration continues to be the benchmark for trail-specific content offered direct from an OE.
Brubaker’s take: The Rubicon package was, and continues to be, quite possibly the best idea to come out of modern Jeep. Wheelers could get all the most desired trail-ready mods by simply checking a box and it was cost effective and came with a full warranty.
2005 Dodge Power Wagon
Nominated by: Cappa
Overview: Based on the ¾-ton Dodge Ram 2500 platform, the new-for-’05 Power Wagon featured electric locking differentials, electronic disconnecting front sway bar, a taller suspension, forged aluminum wheels, 33-inch tires, a 12,000-pound Warn winch, and underbody protection. It was rated to tow up to 11,000 pounds and haul up to 2,430 pounds of payload.
Cappa’s take: It may not be the smoothest or fastest down a dirt road, but it’s pretty freaking amazing for a ¾-ton truck. You can’t beat the pure work-truck capability. It’s the only modern day U.S. 4x4 offered with a winch. And it’s a really trick hidden mount to boot!
Holman’s take: This was Dodge’s version of the Wrangler Rubicon. It was the Jeep for those who needed a big truck to haul and tow. With rocker protection and a Warn winch, it was essentially unstoppable—plus it was the best-riding Ram with the Bilstein shocks.
Brubaker’s take: Hands-down the most capable fullsize pickup to that point. It was the Wrangler Rubicon of pickups. I feel the ’05 Power Wagon trumps the current model due to standard factory rocker protection and a shorter wheelbase, shorter overall length, and less weight.
1992 Hummer H1
Nominated by: Holman
Overview: The civilian version of the High Mobility Multipurpose Wheeled Vehicle (better known as the Humvee), the first year Hummer H1 was powered by a non-turbocharged 6.2L diesel engine that was mated to a three-speed automatic transmission. Options included air conditioning (late 1992), 120-amp alternator, Central Tire Inflation System, and 12,000-pound winch.
Holman’s take: The Duramax-powered ’06 Alpha model was the cream of the crop with a near-complete overhaul of the drivetrain and new interior that made the H1 much more civilized and easy to live with.
Cappa’s take: It was the ultimate American 4x4. It oozed excess, which was big at the time. But in the grand scheme of things, it was simply ridiculous. It was big, heavy, slow, only seated four people (uncomfortably), and got terrible fuel economy. Only Americans and people in small countries liberated by the American military would come to love it.
Brubaker’s take: It was an expensive niche vehicle, but cool nonetheless. It was as tough as the military version but without the Spartan-ness. It was like buying a fighter jet, upgrading the interior with leather and other luxuries, and using it as your personal aircraft. Not really all that practical, but a heckuva lot of fun.
1984 Jeep Cherokee XJ
Nominated by: Holman
Overview: This unitbody SUV was available in two- and four-door configurations with either a 2.5L four-cylinder or a 2.8L V-6, both carbureted. The suspension was called Quadra-Link and it located a pair of solid axles.
Holman’s take: It started the four-door craze and brought capability to families needing a smaller vehicle. It could be said that this is the predecessor to the JK Unlimited (even though there is a size discrepancy). A Cherokee Classic is the best of the breed, with a nicer interior and best drivetrain offerings.
Cappa’s take: The only real bummer was the available drivetrain at the time. Of course, over the years the powertrain improved. But today, unlike most of the other vehicles on this list, you can’t even give away an ’84 XJ.
Brubaker’s take: The XJ went head to head with the likes of the S-10 Blazer, but differed by offering Jeep ruggedness in the form of better approach and departure angles and a solid front axle. The first XJ revolutionized the small SUV scene, even with the suspect carbureted I-4 and V-6 engines and weak transmissions. I owned an ’84 with the I-4 and five-speed manual transmission and it was the most unreliable vehicle I have ever owned. Nonetheless, the XJ itself was game-changing.
1989 Dodge W250 Cummins
Nominated by: Cappa
Overview: The first generation Dodge Ram had been around for quite a while before Dodge dropped the 160hp, 400 lb-ft Cummins turbodiesel between the framerails in 1989. The Cummins was mated to either a five-speed manual or three-speed automatic transmission.
Cappa’s take: Putting the Cummins engine in a light-duty truck really upped the ante in multiple ways. The ’89 Cummins made Dodge the first of the Big Three to offer direct injection, a turbocharger, and an intercooler. The Ford didn’t get direct injection until the ’94½ model and the GM didn’t get it until 2001. Ford didn’t offer a turbo until 1993 and GM didn’t get it until 1992. Ford didn’t offer an intercooler until 1999 and GM was sans-intercooler until 2001. Today, the old Cummins 12-valve is typically the engine of choice for diesel performance guys. It’s the GM small-block of the diesel world.
Holman’s take: Essentially a medium-duty engine in a light-duty truck, this level of power had never before been seen in the consumer-duty marketplace. The legendary Cummins gave Dodge instant credibility, something its neglected truck line sorely needed.
Brubaker’s take: Offering the Cummins in the old, outdated pickup gave Dodge a shot of increased sales and newfound respect. Interestingly, these old Cummins 12-valve engines are in big demand nowadays for swaps.