2024 Toyota Tacoma Hybrid Is a Spicier Taco

Modern mid-size trucks may have grown to what not long ago would be considered full-size proportions, but they also can now package a lot more content—and handle a lot more power. Case in point is the redesigned 2024 Toyota Tacoma, which follows in its larger Tundra sibling’s footsteps in offering a hybrid powertrain as its top engine offering—a first for a mid-size pickup. As a result of that enhancement, plus some additions to its model lineup, the new Taco makes an even stronger statement in its revitalized segment.

We’ve already written a fair amount about the latest Tacoma, including a comparison test that saw a crew-cab TRD Off-Road model beat the also-fresh Chevy Colorado ZR2. For that existing trim level, as well as the TRD Sport and the Limited, the hybrid option (i-Force Max in Toyota-speak) amounts to a performance enhancer that also brings a modest uptick in fuel economy; most versions increase from an EPA combined estimate of 20 mpg to 23 mpg. The Max powertrain also accompanies the introduction of the Tacoma’s top two trims, the hybrid-only TRD Pro and Trailhunter, which are even more focused on off-road performance.

Driving Force

The Tacoma’s Max setup is somewhat familiar in that it’s related to the top powertrain in the 10Best-winning Grand Highlander SUV, among other front-wheel-drive-based Toyota and Lexus models. However, the Tacoma’s application (and the new Land Cruiser’s and 4Runner’s) is a longitudinal, rear-drive-based arrangement, whereas other versions are configured transversely. At its heart is a turbocharged 2.4-liter inline-four making 278 horsepower and 317 pound-feet of torque—the same output as most nonhybrid Tacomas. This is backed by an eight-speed automatic transmission, with a 48-hp, 184-lb-ft electric motor sandwiched between the two. Stored energy comes from a nickel-metal hydride battery under the back seat that has 1.4 kilowatt-hours of estimated usable capacity (Max-equipped Tacomas are crew cab only and have a five-foot cargo bed, except the Trailhunter, which you can opt to get with a six-foot bed).

Combined output is 326 horsepower and a class-leading 465 pound-feet of torque, which despite the several hundred pounds of hybrid hardware plus a standard part-time four-wheel-drive system, should be enough to scoot these rigs to 60 mph in under seven seconds. The sensation on the road is one of deliberate thrust, the hybrid trucks smoothly feeding in the low-rpm grunt of the electric motor to improve responsiveness and provide strong, steady acceleration. Changeovers from regenerative to friction braking are imperceptible, and toggling to Sport mode increases the heft of the steering and sharpens the mapping of the engine and drivetrain. Limited models with their available adaptive dampers (other trims make do with passive units) also feature Sport S+ and Comfort modes. But the change in character is subtle, and the ride on the Limited’s standard 18-inch wheels is conventional-pickup firm if well controlled.

Compelling Refinement

The TRD Pro, on the other hand, is the hybrid Tacoma’s headline act. Some may be put off by the non-negotiable black finish of its roof and fender flares. Others may balk at its girth; both it and the Trailhunter are 2.0 inches taller, 3.0 inches wider, and have a 3.2-inch greater wheel track than a four-wheel-drive SR5 crew-cab model. But we were thoroughly impressed at how quiet and composed the Pro was when hurdling down challenging mountain roads, especially considering its off-road chops (more on that in minute).

The cushioning of the Pro’s 33-inch Goodyear Wrangler Territory RT tires, which it shares with the Trailhunter, combined with its manually adjustable 2.5-inch Fox internal-bypass dampers, help it steamroll broken pavement with little kickback from its coil-sprung rear live axle (only the lowliest nonhybrid trim levels feature rear leaf springs). Body control is surprisingly good for a compliant off-roader, and its steering is quick and responsive with a progressive buildup of effort in corners, allowing the truck to change direction with confidence. The modest grip of the TRD Pro’s tires limited our pace on the sinewy two-lanes of our Southern California drive route, but exercising this desert-running pickup on blacktop was unexpectedly fun.

Off-Road Prowess

Along with their big rubber and the Pro’s Fox dampers (Trailhunters get Old Man Emu units; both setups feature remote reservoirs at the rear), both models also bring a host of standard off-road gear: forged-aluminum upper control arms for their front suspensions, electronically locking rear differentials, a front anti-roll bar disconnect, a low-speed off-road cruise control system, a forward-facing terrain camera, off-road drive-mode settings, rocker-panel protectors, ARB steel rear bumpers, LED light bars in their grilles, and Rigid Industries fog lights. The Trailhunter also features a snorkel intake and additional underbody protection, while the Pro gets TRD intake and cat-back exhaust systems, secondary Fox hydraulic bump stops for its rear axle, and Toyota’s trick IsoDynamic suspension seats.

The Tacoma’s off-road stats max out on the TRD Pro, which has 11.5 inches of ground clearance, as well as approach, departure, and breakover angles of 35.7, 25.3, and 27.4 degrees. Suspension travel is a solid 9.6 inches in front and 10.2 at the rear, which is less than you get on wider full-size trucks such as the Ford F-150 Raptor but enough to safely cover gnarly ground at high speeds. On an old motocross circuit that had been tamed to accommodate four-wheeled vehicles, the TRD Pro soaked up landings from a foot or two in the air and raced across undulating whoop-de-doos that highlighted the excellent bump absorption in the last few inches of its suspension travel.

The poise that this Tacoma exhibits on the street also pays dividends here, where the Pro could be precisely positioned to arc around tight turns that would hang up larger rigs. Out of hairpins that demanded full steering lock, the extra boost from the hybrid system’s motor helped the truck dig for traction and wag its tail under full power as a deep, synthesized growl emanated from the audio system’s speakers (the sound modulation cannot be turned off but is less pronounced in other hybrid trims). Sadly, we didn’t get to drive the trucks on technical trails that would’ve favored the overlanding-oriented Trailhunter. But we can say that on the track, the Trailhunter gave up little to the TRD Pro, exhibiting similar handling characteristics but with a suspension package that’s not quite as adept at absorbing big impacts.

Value Considerations

While the EPA says the hybrid Taco holds a fuel-economy advantage over its mid-size competition, the truck’s packaging does bring with it some drawbacks. Toyota has yet to release measurements for the TRD Pro’s unique (and bulky) front seats, but they significantly cut into the crew-cab Tacoma’s already-tight rear legroom; protruding hardware on the back of the seats is additional incentive for would-be riders to leave the Pro’s aft quarters vacant. The positioning of the hybrid battery also means you can’t fold up the rear seat, limiting the cab’s cargo-carrying flexibility. And for potential buyers planning to visit off-road venues that require a front-mounted safety flag, as many in Michigan do, know that the Pro and Trailhunter have deeply recessed front recovery hooks, making such an attachment difficult.

The Max powertrain also comes with a slight reduction in the four-wheel-drive Tacoma crew cab’s maximum towing capacity, dropping it from 6400 pounds to 6000, though it does provide a standard 2400 watts of accessory power via 120-volt outlets in the bed and cabin. Most everything else inside is familiar Taco fare, which is a good thing, and the top trims dress things up further with additional red (TRD Pro) or gold (Trailhunter) accents.

The upcharge for the Tacoma’s hybrid option is $3700, with the entry point being the $47,795 TRD Sport model. However, the pricey Trailhunter and TRD Pro—which start at $64,395 and $65,395, respectively—cost more than even the 35-inch-tired Colorado ZR2 Bison ($60,540) and the 405-hp Ford Ranger Raptor ($57,065). How the Taco’s hybrid elements play out in that company is a question for another comparison test.

Source: Reviews - aranddriver.com