18 Wacky Concept Pickup Trucks

Story Cars
30 minutes ago
16 min read

There was a time when a concept truck did not need to look 90 percent ready for production. Automakers used pickups as rolling experiments, testing everything from Viper-powered roadsters and mid-engine car-truck hybrids to hydrogen-burning V10s, washable cargo areas, four-wheel steering, built-in generators, and cabins that doubled as mobile offices. Some of these trucks introduced genuinely useful ideas. Others existed mainly to stop people in their tracks at an auto show. All 18 appeared in the original Story Cars lineup, which begins with the 1994 Ford Power Stroke Concept and ends with the Ford Montana Lobo, followed by the Nissan XIX as an honorable mention.

For this expanded list, period manufacturer releases, contemporary auto-show archives, and surviving technical specifications take priority. When an automaker never released a horsepower figure, engine specification, or performance number, it is left unpublished rather than filled in with a guess from a related production vehicle.

1

1994 Ford Power Stroke Concept

The 1994 Ford Power Stroke Concept was created to introduce Ford’s new 7.3-liter direct-injection turbo-diesel without revealing the styling of the redesigned F-250 that was still several years away. Ford therefore wrapped the engine in a purpose-built body that looked nothing like its upcoming production trucks.

The concept used a 1993 F-350 extended-cab dually chassis, but its wheelbase was stretched by 10 inches while the rear overhang was shortened to keep the bed in proportion. The 7.3-liter diesel produced 420 lb-ft of torque; Ford’s surviving concept material does not provide a corresponding horsepower figure. Dual LT265/70R17 rear tires, billet-aluminum wheels, a permanently mounted fifth-wheel hitch and four bed-mounted cargo cleats made its towing mission obvious. A hidden 8,000-pound winch and tow hooks sat behind the front fascia. The cab retained production steel inner structure and floor panels but wore a fiberglass outer skin, a wraparound Plexiglas windshield and no side windows. Even the mirrors carried integrated turn, stop and reverse lights. It was less a preview of a future pickup than a giant display case built around the engine that would give the Power Stroke name real meaning.

2

1997 Dodge Dakota Sidewinder Concept

The 1997 Dodge Dakota Sidewinder was what happened when Chrysler treated a pickup like a street-legal hot rod instead of a work vehicle. Unveiled at the 1997 SEMA Show, it combined a low, open two-seat body with an 8.0-liter V10 derived from the Dodge Viper GTS-R racing program. The engine produced 640 horsepower and 530 lb-ft of torque, sent to the rear wheels through a four-speed automatic transmission.

Because the Sidewinder weighed only 2,701 pounds, published estimates placed its 0–60 mph time at roughly 3.9 seconds and its top speed near 170 mph—numbers that made it closer to a supercar than anything normally associated with the Dakota name. The concept rode on 21-inch front and 22-inch rear wheels, backed by 15-inch vented disc brakes at all four corners. Its 112-inch wheelbase and 189.2-inch overall length kept it relatively compact, while the curved cab referenced early T-bucket roadsters. Chrysler removed door handles, bumpers, and unnecessary exterior trim so that nothing would interrupt the body’s shape. The Sidewinder was not a Dakota with its roof cut off. It was a clean-sheet performance machine that used the idea of a pickup bed as part of an American hot-rod silhouette.

3

1990 Ford Explorer Surf Concept

Ford introduced the Explorer Surf at the 1990 North American International Auto Show as a wide-open recreational version of its new Explorer 4x4. The formula was simple but extreme: remove the roof, remove the tailgate, and turn a family SUV into something closer to a full-size beach buggy. Large 15-inch wheels and off-road tires gave it extra traction in loose sand, while flared fenders helped control spray and special wheel discs protected the hubs from grit.

A row of auxiliary lights sat above the windshield, and the purple, blue and pink paint treatment made it impossible to mistake for a production Explorer. Ford promoted the Surf as a leisure vehicle rather than a serious work truck, with an open cabin and short pickup-style cargo area intended for surfboards, beach equipment and other outdoor gear. No reliable period specification sheet has surfaced with a unique engine, transmission, output or dimensions for the concept, so production Explorer powertrain figures should not automatically be assigned to it. The verifiable mechanical information is limited to its Explorer-based four-wheel-drive layout and 15-inch wheels. Its importance lay in the body format: Ford had taken an SUV, opened it almost completely, and turned the rear into an exposed recreational-hauling area long before lifestyle pickups became a major part of the market.

4

2001 Nissan Nails Concept

The 2001 Nissan Nails was one of the smallest and strangest interpretations of a pickup in this group. Nissan unveiled it at the Tokyo Motor Show as a two-seat “street pickup,” designed around city use rather than towing or heavy payloads. It measured 4,250 mm long, 1,720 mm wide and 1,470 mm tall, with a 2,580 mm wheelbase. Power came from Nissan’s 1,497 cc QG15DE DOHC four-cylinder engine, producing 105 horsepower and 102 lb-ft of torque.

A four-speed automatic sent power to the front wheels, and the concept used double-wishbone suspension at both ends. The body was built around a prominent A-shaped structural frame placed over a low floor that continued from the passenger compartment into the bed. Nissan treated the hood, doors, and fenders so the owner could use the vehicle without constantly worrying about scratches or minor dents. The wheels were pushed to the corners to maximize usable space, while the low roof, yellow-tinted lamps, and almost horizontal hood made the Nails look more like industrial equipment than a conventional truck. Its short cargo area and modest engine meant it was never meant to replace a traditional pickup. The idea was a compact personal tool: small enough for the city, open enough to carry awkward gear, and tough enough to use without being treated like a fragile showpiece.

5

2003 Chevrolet Cheyenne Concept

Chevrolet used the 2003 Cheyenne Concept to rethink almost every part of a full-size pickup, including the bed, suspension, steering and engine access. Its cab was pushed forward on an extruded-aluminum chassis, leaving room for a large cargo area with two side-access doors positioned directly behind the passenger compartment.

The conventional tailgate could open fully or stop halfway to create a work shelf, while the independent rear suspension allowed Chevrolet to place the bed floor only 28 inches above the ground. Rear-wheel steering improved low-speed maneuverability and high-speed stability. Under the front-hinged clamshell hood sat a supercharged, all-aluminum 6.0-liter Vortec V8 producing 500 horsepower and 580 lb-ft of torque, paired with a heavy-duty automatic transmission. The Cheyenne rode on 35-inch BFGoodrich tires wrapped around 22-inch wheels. Six-piston front calipers clamped 15-inch rotors, while four-piston rear calipers worked with 14.75-inch rotors. The truck stretched 233.9 inches long on a 154.9-inch wheelbase and weighed an estimated 6,000 pounds. The most important part, however, was not its size or power but how Chevrolet treated the bed as an integrated working space rather than an empty box. Side access, a lower loading height, hidden storage and a multi-position tailgate made the Cheyenne one of the most practical concepts on this list.

6

1999 Dodge Power Wagon Concept

The 1999 Dodge Power Wagon Concept revived one of Dodge’s most respected truck names, but it did not try to copy the original 1946 Power Wagon. Instead, Dodge combined its classic separated-fender proportions with exposed hardware, brushed aluminum, raw steel, European ash wood, and an experimental diesel powertrain. The concept was built on a Ram chassis, although its cab was closer in size to a Dakota Club Cab.

Rear-hinged half doors opened to storage drawers rather than a rear seat, and a power-operated tailgate simplified loading. The centerpiece was a 7.2-liter direct-injection turbo-diesel inline-six producing 780 lb-ft of torque. Dodge’s original release did not publish an official horsepower figure, even though later sources often attached one to the truck. The engine was also designed to run on a sulfur-free synthetic fuel developed with Syntroleum, making the Power Wagon a test bed for lower-emission compression-ignition technology. It stood 77 inches tall on 35-inch tires, with exposed axles, visible fasteners, and body vents that opened the engine compartment to view. The concept had plenty of off-road theater, but Dodge deliberately positioned it as a more refined and equipment-focused alternative to the bare-bones original. It showed that a heritage truck could look mechanical, expensive, and modern without becoming a direct retro remake.

7

1988 GMC Centaur Concept

The 1988 GMC Centaur looked like a minivan stretched over a compact pickup, but its unusual shape stemmed from an equally unusual mechanical layout. GMC placed the engine beneath the cargo bed floor, just ahead of the rear axle, which allowed the five-passenger cabin to move far forward. The powerplant was described as a 3.0-liter horizontally oriented inline-six with a 24-valve, high-compression cylinder head, connected to an experimental five-speed automatic transmission.

GMC did not release horsepower or torque figures. Power was sent through an all-wheel-drive system, while electric four-wheel steering, anti-lock brakes and self-leveling air suspension were intended to give the Centaur more car-like road behavior. Despite being approximately the same length and width as a contemporary GMC S-15 compact pickup—and slightly lower—the concept was rated for a 2,000-pound payload and a 5,000-pound trailer. Two front bucket seats and a rear bench provided room for five adults, although the two-door body would have made rear access less convenient than the futuristic shape suggested. The Centaur was a genuine packaging experiment: move the engine away from the nose, maximize cabin space, keep a usable bed and combine compact dimensions with serious truck ratings. Its forecast of future pickup styling was wrong, but its attempt to merge passenger-car comfort and truck utility was far more realistic than its appearance suggested.

8

2000 Dodge MAXXcab Concept

Dodge called the 2000 MAXXcab the world’s first “Passenger Priority” truck, and that phrase explained the concept better than its oversized grille ever could. Instead of maximizing bed length, Dodge used cab-forward proportions and a long passenger compartment to create sedan-like room for adults and children. It still offered a half-ton payload, while its bed measured 52.7 inches long, 56.7 inches wide and 24 inches deep.

An integrated picnic table and chairs turned the cargo area into a ready-made tailgating space. The MAXXcab also doubled as a mobile office, using voice recognition to access navigation, vehicle diagnostics, traffic information, weather reports, email and telephone functions. Mechanical specifications were more conventional: a 4.7-liter Magnum V8 produced 238 horsepower and 295 lb-ft of torque, connected to an electronic automatic transmission and four-wheel drive. The concept weighed 5,300 pounds, rode on a 132.3-inch wheelbase and measured 203 inches long, 80 inches wide and 70.6 inches tall. It used 18-inch wheels with 33-inch tires and could reportedly reach 60 mph in 7.7 seconds, with a top speed around 115 mph. The MAXXcab’s styling did not reach production, but its main argument did: many pickup buyers would accept a shorter bed in exchange for a much larger and more comfortable cabin.

9

2000 GMC Terradyne Concept

The 2000 GMC Terradyne was less cartoonish than many concepts of the same era because its technology was directly tied to real truck work. Its 6.6-liter Duramax 6600 intercooled turbo-diesel V8 produced 300 horsepower and 520 lb-ft of torque, paired with an Allison 1000 five-speed automatic. The transmission included normal and tow/haul modes, engine-grade braking and power-takeoff capability.

GMC also used the Terradyne to introduce QuadraSteer four-wheel steering, which turned the rear wheels opposite the fronts at low speeds for a tighter turning circle and in the same direction at higher speeds for greater stability. Four powered sliding doors opened without a conventional B-pillar, while a retractable step made cabin access easier. Cameras helped with reversing and trailer connection, and powered towing mirrors could extend when needed. The most useful feature was an engine-driven AuraGen generator producing 5,000 watts, with 110- and 220-volt outlets near the tailgate for tools, equipment, or campsite power. The concept rode on a 153.3-inch wheelbase and measured roughly 225.3 inches long. Unlike concepts that merely suggested future shapes, the Terradyne assembled a group of technologies that had clear value: stronger diesel performance, an advanced heavy-duty automatic, tighter maneuverability, onboard electricity and better visibility while towing. It was a serious working truck hidden inside a dramatic show vehicle.

10

1989 Chevrolet-PPG XT-2 Pace Truck Concept

The 1989 Chevrolet-PPG XT-2 Pace Truck barely resembled a pickup at all. Chevrolet and PPG developed it for CART and IndyCar pace duties, combining a low wedge-shaped body with a small cargo bed and the stance of a late-1980s sports car. Chevrolet’s period release described it as a cross between an IROC Camaro and a pickup, and the mechanical specification supported that comparison.

A 4.5-liter Trans-Am racing V6 produced 360 horsepower, while Corvette-derived suspension gave the XT-2 the handling needed for track use. Chevrolet claimed a 0–60 mph time of 6.0 seconds, a serious figure for 1989 and especially unusual for anything presented as a truck. The concept’s glassy canopy, covered rear wheels, narrow lighting, and extremely low hood made the cabin and bed appear to be part of a single continuous aerodynamic shape. Unlike a typical auto show model, the XT-2 had a defined role: it was scheduled to lead CART fields as one of PPG’s pace vehicles. That role explains why its powertrain and performance were more important than its payload, towing capacity, or bed dimensions. The XT-2 was essentially a racing-powered concept car with enough of a rear cargo area to challenge the definition of a pickup, which is exactly why it belongs here.

11

2006 Ford F-250 Super Chief Concept

The 2006 Ford F-250 Super Chief was named after the famous American passenger trains, and Ford used that connection to build a pickup around polished metal, glass, wood and long-distance luxury. Its biggest technical feature was the Tri-Flex powertrain, which allowed the 6.8-liter SOHC V10 to operate on gasoline, E85 ethanol or hydrogen.

Published specifications listed 310 horsepower and 425 lb-ft of torque, delivered through a five-speed TorqShift automatic and all-wheel drive. When running on hydrogen, Ford said the supercharged V10 produced 400 lb-ft of torque, emitted 99 percent less carbon dioxide than on gasoline, and improved energy-equivalent fuel economy by as much as 12 percent. The company also claimed a range of nearly 500 miles per fill-up. At 265 inches long, 92.2 inches wide and 78.7 inches tall, with a 175-inch wheelbase and 24-inch wheels, the Super Chief was enormous even by full-size concept-truck standards. Rear-hinged rear doors could open independently of the front doors, while the bed featured a side-hinged tailgate, a wood floor, and accessible under-bed storage. Inside, American walnut, brushed aluminum and brown leather surrounded a full glass roof and rear ottomans. The hydrogen system was highly experimental, but the truck accurately reflected the industry’s growing belief that buyers wanted heavy-duty capability combined with luxury-car materials and comfort.

12

2000 Ford Equator Concept

The 2000 Ford Equator Concept was a four-passenger adventure truck built around off-road hardware rather than a fully documented production powertrain. It rode on a Ford heavy-duty platform with a 128-inch wheelbase and used fully independent front and rear suspension, billet-aluminum upper control arms, steel lower control arms, adjustable coil-over components, and gas-linked shocks.

Ford used Kevlar for the bumpers, fenders, wheel wells and lower body panels to protect the areas most likely to take damage off-road. The doors were cut unusually high into the body, so the hydraulic lower panels folded down to serve as entry steps. When raised, those panels helped form a watertight barrier around the passenger compartment. A folding midgate behind the rear seats allowed the bed to extend into the cabin, giving the Equator more flexibility when carrying long equipment. The major gap is under the hood. Later articles have guessed that the truck used either a Power Stroke diesel or a 6.8-liter gasoline V10, but surviving specification records leave the engine field blank and Ford’s available descriptions do not provide an output figure. Those guesses should therefore not be treated as confirmed specifications. The Equator’s documented engineering story is its suspension, structural materials, body protection and adaptable cargo area—not an engine that cannot be reliably identified.

13

1993 Chevrolet Highlander Concept

The 1993 Chevrolet Highlander Concept previewed the forthcoming 1994 S-10 extended-cab pickup, but almost everything added to the show truck was pure early-1990s excess. Its chartreuse-and-purple body was fitted with a removable and adjustable roll bar, roof-mounted driving lights, a sliding second door on the driver’s side and a built-in tool compartment along the left side of the bed.

Ford promoted the Surf as a leisure vehicle rather than a serious work truck, with an open cabin and short pickup-style cargo area intended for surfboards, beach equipment and other outdoor gear. No reliable period specification sheet has surfaced with a unique engine, transmission, output, or dimensions for the concept, so production Explorer powertrain figures should not automatically be assigned to it. The verifiable mechanical information is limited to its Explorer-based four-wheel-drive layout and 15-inch wheels. Its importance lay in the body format: Ford had taken an SUV, opened it almost completely, and turned the rear into an exposed recreational-hauling area long before lifestyle pickups became a major part of the market.

14

2002 Ford Mighty F-350 TONKA Concept

The correctly named 2002 Ford Mighty F-350 TONKA Concept was more than a life-size tribute to the yellow toy trucks. Ford used it to preview the harder, more architectural design direction of its next-generation F-Series while demonstrating an advanced diesel-electric alternative that relied on stored hydraulic pressure rather than batteries.

Its Power Stroke Super-600 concept engine was a 5,954 cc, 32-valve, turbocharged diesel V8 producing an estimated 350 horsepower at 3,300 rpm and 600 lb-ft of torque at 2,000 rpm. It was paired with a PowerTorq five-speed automatic and a four-wheel-drive system with low range and a limited-slip rear differential. Hydraulic Launch Assist captured energy during braking, stored it under pressure and released it during acceleration; Ford estimated a 25–35 percent improvement in city fuel economy for large trucks. Air suspension replaced conventional springs and could lower the truck by five inches when the doors opened, while powered running boards deployed to ease entry. The TONKA measured 242 inches long, 93 inches wide and 84 inches tall on a 165-inch wheelbase. It wore 22-by-11-inch wheels, 315/60R22 tires and dual rear wheels. A B-pillarless cabin, rear-hinged doors, floating “Commander’s Seat,” removable toolbox luggage and camera-based trailer assistance made it as much a technology demonstrator as a styling exercise.

15

1995 Plymouth Backpack Concept

The 1995 Plymouth Backpack Concept imagined what a pickup might look like if it were designed from a small front-wheel-drive car instead of a truck platform. Introduced at the Chicago Auto Show, the compact 2+2 used Neon underpinnings and a Mopar 2.0-liter overhead-cam four-cylinder engine producing 135 horsepower. Power went to the front wheels, although reliable period records do not provide a torque figure or verified performance numbers.

The short, rounded body placed a small open cargo area behind the cabin, with an integrated bicycle carrier that made its intended buyer obvious. Inside, the driver’s seat could move aside while the passenger seat folded to create a table or work area. The extra seating was limited, but the cabin could be rearranged around work, recreation, or carrying gear. The Backpack was not designed to tow a large trailer or replace a conventional compact pickup. It was a personal-use vehicle aimed at younger buyers who needed more cargo flexibility than a hatchback could provide but did not need the size, weight, or rear-wheel-drive hardware of a traditional truck. In that sense, the concept was remarkably close to the logic behind later car-based lifestyle pickups. Plymouth simply wrapped the idea in the soft, rounded shapes and bright colors that defined its mid-1990s concept vehicles.

16

2002 Dodge M80 Concept

The official name of Dodge’s 2002 concept was M80, without a hyphen, and the truck was intended to be small, simple and attainable rather than another oversized luxury showpiece. Its design drew from Dodge pickups of the late 1930s and early 1940s, featuring round headlights, upright proportions, a crosshair grille, and dark, separate-looking fenders.

Underneath was a steel body-on-frame chassis with four-wheel drive, a naturally aspirated 3.7-liter V6 producing 210 horsepower and 235 lb-ft of torque, and a five-speed manual transmission. The M80 weighed only 2,500 pounds, measured 166.5 inches long and rode on a 112-inch wheelbase. Published performance estimates placed its 0–60 mph time at 8.0 seconds and top speed at 99 mph. Twenty-inch stamped-steel wheels wore 265/50R20 tires, while the five-foot bed included a durable liner, multiple tie-down points and compatibility with Mopar racks for bicycles, skis and surfboards. Integrated lockers provided additional storage along the body sides, and full-width flip-up rear glass opened the cabin toward the bed. Dodge described it as a “son of Power Wagon,” but the M80 was lighter, more affordable and less serious than that name suggested. It was a compact manual-transmission 4x4 built for two people and their equipment—a category that has almost disappeared from the modern American truck market.

17

2000 Ford 24.7 Pickup Concept

The 2000 Ford 24.7 Pickup was part of a three-vehicle concept family built around constant connectivity, personalization, and simple geometric design. Ford described the pickup as a vehicle that could be loaded like a backpack, carrying outdoor equipment on the weekend and books or everyday cargo during the week. It was a two-door, two-passenger truck based on the Ford Focus platform, stretched by two inches and powered by the Focus 2.0-liter Zetec four-cylinder engine.

Ford’s available concept release does not specify horsepower or torque, so production Focus output figures should not automatically be applied. The pickup rode on 17-inch wheels with 245/50R17 tires and replaced conventional mirrors with small cameras that projected a panoramic view onto the instrument panel. Rear half-doors opened after the front doors to provide unobstructed access behind the seats. Inside, the dashboard was a reconfigurable high-definition projection screen. Voice commands could call up the speedometer, oil and fuel information, navigation, maps, email, internet functions, telephone controls, audio, or a clock. A camera supported hands-free video calls, while steering-wheel buttons allowed manual control of the automatic transmission. The technology now looks more familiar than the body, but in 2000, a configurable digital dashboard, camera mirrors, connected navigation and voice-controlled communication made the tiny pickup feel like a mobile device long before that became an industry goal.

18

1981 Ford Montana Lobo Concept

Ford prepared the Montana Lobo in 1980 for the 1981 auto-show circuit, which is why both years appear in later references, but 1981 is the appropriate public debut year. The concept’s core name was Montana Lobo, although it was built on a first-generation Bronco-based chassis and is often described as a Bronco concept.

Ford’s Advanced and International Design Center developed it with the Italian design house Ghia, filling the truck with features ranging from clever to completely impractical. Clear Plexiglas bubble doors could be removed and replaced with webbing, while removable T-top roof panels could open the cabin further. The short pickup bed included storage compartments in its sides, fold-down seats, a woven-hemp liner and a tailgate that doubled as a loading ramp. Side-exit exhausts were integrated into the running boards, and the front bumper carried a winch. Inside, the dashboard borrowed from the 1980 Thunderbird and used digital instrumentation, while the black vinyl seats offered both heating and ventilation. Power came from a 5.0-liter V8 connected to an automatic transmission and four-wheel drive. The Montana Lobo measured 188.9 inches long, 75.4 inches wide and approximately 77.4 inches tall, with a 107.3-inch wheelbase and 15-inch wheels. It was equal parts off-road truck, open-air toy and rolling catalog of ideas that Ford could study for future four-wheel-drive vehicles.

Honorable Mention

1995 Nissan XIX Concept

The 1995 Nissan XIX—pronounced “Kicks”—was not a conventional pickup, which is why it fits better as an honorable mention. Nissan presented it at the 31st Tokyo Motor Show as a new kind of sedan for people who treated a vehicle as a practical tool shaped around their lifestyle. It measured 4,650 mm long, 1,695 mm wide, and 1,500 mm tall. A 2.0-liter DOHC inline-four was paired with a four-speed automatic and full-time four-wheel drive.

The four-door body looked like a raised sedan, but its long rear cargo area was designed to be used more like a truck bed. The compartment could be washed out with water, and a pass-through allowed items nearly two meters long to extend into the cabin. Nissan’s show material pictured the XIX towing a camping trailer and carrying long construction materials, emphasizing utility over luxury. Its upright body, round lamps, washable cargo area, and simple surfaces later appeared in a more developed form on the first-generation X-Trail, while variations of the Kix and Kicks name eventually reached production Nissan SUVs. The XIX did not have an exposed bed, but it asked the same question as many trucks on this list: how much utility could be added to an everyday passenger vehicle without turning it into a traditional commercial pickup?

When Concept Trucks Were Allowed to Be Weird

These trucks did not follow one formula. The Sidewinder and XT-2 were performance cars wearing pickup bodies. The Centaur, Backpack, Nails and 24.7 tried to combine passenger-car efficiency with open cargo space. The Cheyenne, Terradyne and MAXXcab reworked the full-size truck around easier bed access, passenger comfort and new technology. The Power Stroke, Power Wagon, TONKA and Super Chief existed largely to showcase engines and alternative powertrain ideas. The Montana Lobo simply threw as many unusual off-road features as possible onto one vehicle.

Many of the individual concepts disappeared, but some of their ideas did not. Four-wheel steering, rear-hinged access doors, folding midgates, onboard generators, camera-based visibility, configurable digital displays, voice-controlled navigation, under-bed storage and large crew cabs all became real production features in one form or another. That is what made this period of concept-truck design so interesting. The vehicles did not need a clear business case or a showroom-ready body. They only needed to test an idea, demonstrate new hardware, or make people stop and look.

Which of these wacky concept trucks should have made it into production?