Top Gear's US Truck of the Year is… fast, fun and software driven

“You can’t be serious.” We’re willing to bet that was your initial thought as you saw our, shall we say, eclectic selection of finalists. The smallest pickup on the market, going against two massive EVs (of all things) that dwarf it in every measure. But the selection criteria was simple – the best new trucks launched in the US market in the last 12 months, and each of our trio has earned its spot on the shortlist.

GMC’s Sierra EV is a big deal. It’s also just… big. It’s almost 20 feet long and weighs about 9,000lbs, numbers that turn this EV into some sort of Paul Bunyan-like folk legend. “Why, I heard the Sierra EV can drive 400 miles on a single charge!” Indeed, it can do that, so the story goes.

The slab of batteries and attached motors has been on quite a journey, debuting on the spectacular - in that it is a spectacle - Hummer EV, a vehicle from a defunct brand, brought back to life with electricity like an all-wheel drive Frankenstein. It went on to underpin the Cadillac Escalade IQ, which rounded out the fun factor of the platform. It can be an off-road tank or a cool Caddy for clubbing, but can it be used for work?

Photography: John Wycherley

GM certainly thinks so. Depending on the configuration the Sierra EV has between 625 to 725hp on tap, not to mention an available 205kWh battery pack, providing a stunning amount of range. We’re talking between 410 to 478 miles. An AT4 version also gives it more off-road chops than the standard models.

Is it a proper truck for truck people and a proper EV for EV people? This is where things get a little bogged down, such as the truck itself when it goes off-road because it's 9,000 freakin’ pounds. Yes, it’s got range, a tech-filled cabin, utility and enough space to fit the entire Clampett family and all their meager belongings for a cross-country move. However, everything the Sierra EV does is impressive in spite of itself.

The “David” against the EV Goliaths on our list, the Ford Maverick, has been a revelation for thousands of people since its debut just a few years ago. Turns out a pickup truck that can actually fit in an average parking spot is more than what most people need for tackling odd jobs. Initially, it was offered as a FWD hybrid or an EcoBoost version with either front-or-all-wheel drive. Ford has since heard the lamentation of its buyer base and added AWD to the hybrid options, as well as a dedicated Tremor model, Ford’s line of off-road-ready truck variants.

You’d think that would cover most bases, but then this year we were introduced to the Lobo, a stylish, playful version of the Maverick that’s - get this - just for fun. Along with its inherent utility, the Maverick Lobo borrows a few parts from the Focus ST and tunes its suspension to give it autocross-ready handling. A rear drive unit imbues it with torque vectoring, rounded out with a Lobo-specific drive mode to make the diminutive pickup a slide-happy toy when it isn’t sorting out daily duties.

The Lobo’s style is a nod to the old-school, low-rider culture of street trucks. Though not slammed, it’s an inch or so lower, with a distinct grille, dinner-plate wheels and numerous subtle touches to distinguish itself from the pack.

Backing up its looks, the Maverick Lobo makes use of the 2.0-liter turbocharged EcoBoost four-cylinder setup paired with all-wheel drive, though it’s got its own seven-speed ‘quick-shift’ transmission rather than the Maverick’s standard eight-speed.

A twin-clutch rear drive unit is the Lobo’s secret weapon, enabling torque vectoring to improve cornering when in its unique Lobo drive mode, which is not dissimilar to the Mustang’s track mode, i.e. some of the usual on-road safeties are switched off for better performance on a closed course.

With just 250hp and coming in at around $36,000, it’s got a fraction of the power of its competition on our shortlist as well as a sliver of their asking price, and yet it runs circles around them both for all the things it brings to the table.

The Maverick’s charm offensive very nearly made it our victor, but the Rivian R1T Quad was simply too impressive to ignore. Unlike the typical upgrades that come with a vehicle’s new generation, second-gen Rivian R1s are essentially do-overs, including this new, stronger Quad Motor version.

Rivian saw it as an opportunity to innovate rather than dumping more power into proceedings and calling it a day. Sure, 1,025hp and 1,198lb ft of torque is impressive, but what would an outdoorsy adventure EV do with all of it outside of smoke unsuspecting sports cars at red lights? To start, Rivian made it more maneuverable in the wild, and in a way that’s in line with Rivian’s wilderness spirit. Hello, kick-turn. 

You might remember ‘tank turn’ from the early days of Rivian’s introduction to the automotive world. It was a demonstration of what the vehicle can do with four independently-powered wheels, though beyond showing off, there wasn’t much to it. Ask Mercedes-Benz G580 owners how much practical use they’re getting out of their car’s ‘G-turn’ function.

Kick-turn is a sensible, real-world application of this concept that’s suited to the R1’s duty as an off-road explorer. It can spin around, though only on loose ground and at a very fixed speed, like at a base camp or a tightly-wound trail. The ‘kick’ part is where it gets interesting. The same system can throw the R1’s back around for very controlled, deliberate rounding of narrow corners. It’s no drift mode, but it gets the job done.

There’s also a drift mode! The latest Rivians have drive modes in place to make drivers feel like the drift and rally pros that programmed them. It’s wild to take what is essentially a family utility vehicle and whip it around with the finesse usually reserved for sports cars set up for pure hoonage.

In the end, though, it wasn’t kick-turn nor the amazing drive modes that made us feel like superstars, it was the opportunity to set the car up for better or for worse thanks to the Rivian RAD Tuner. The same tools that allowed pro drivers to dial in the aforementioned drive modes are now included with the R1 Quad. It’s unprecedented, manufacturer-direct access that allows drivers to change a multitude of settings to their liking. With the RAD Tuner, drivers are free to make their Rivian a regen-heavy pig or a wild, rear-drive rodeo ride. The point is you’re allowed to choose and it’s ridiculously easy to use.

Those not set on ruining things can stick to the pre-set modes, though they can also tweak them as they see fit. Perhaps you want a touch more power for rocky inclines or open up the rear traction restraints slightly. The choice is yours, and that’s what counts. For software-based vehicles like this, it’s access we never expected to see. A new generation of garage tuners is on the way, ones with laptops instead of wrench kits, and Rivian is welcoming them in with open arms. Heads up, performance EV automakers, that’s a gauntlet Rivian just threw down at your feet.