Yahoo Autos The 2024 Toyota Tacoma Hybrid Is a Spicier Taco
11/12/24 UPDATE: This review has been updated with test results for TRD Off-Road and TRD Pro models.
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 a bolder 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 power-adder that also brings a modest uptick in EPA fuel efficiency figures; most versions increase from a combined estimate of 20 mpg to 23 mpg, though we've yet to run a hybrid model on our real-world 75-mph fuel-economy test. 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.
Power Versus Weight
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 0.9 kilowatt-hour of estimated usable capacity (Max-equipped Tacomas are crew cab only, come standard with a part-time four-wheel-drive system, 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, the impact of which gets tempered by several hundred pounds of additional hybrid hardware. Our 5155-pound TRD Off-Road hybrid test truck weighed some 484 pounds more than the nonhybrid version in the above comparison test, while the TRD Pro (more on that model in a second) is 248 pounds heavier still, compressing our scales with a beefy 5403 pounds. The sensation on the move is one of deliberate thrust, the hybrid trucks smoothly feeding in the low-rpm grunt of the electric motor to improve responsiveness and provide steady (if less than neck-snapping) acceleration.
With our test equipment installed, the TRD Off-Road model ambled to 60 mph in 7.6 seconds, with the TRD Pro behind it by 0.1 second. The TRD twins' times trail those of the quickest nonhybrid 2024 Tacoma we tested by nearly a second, and they lag behind Chevy's Colorado ZR2 models as well. The 405-hp Ford Ranger Raptor, with its 5.3-second sprint to 60 mph, is a rocket by comparison.
Away from the test track, the hybrid Taco's blending of regenerative and friction braking is imperceptible, and toggling to Sport mode increases the heft of the steering and sharpens the mapping of the throttle 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 track width than a four-wheel-drive SR5 crew-cab model. With their towering hoods and flared front fenders, it's easy to think you're piloting a full-size truck. Yet, we were impressed at how quiet and composed the Pro was when hurdling down challenging mountain roads, especially considering its off-road chops. At 70 mph, the TRD Off-Road hybrid generated a hushed 67 decibels of noise inside—just one decibel more than the regular model—with the TRD Pro only slightly louder at 69 decibels.
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 live rear 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.
However, the hybrid system's mass (combined with large, off-road-oriented tires) once again comes into play here. Compared to the nonhybrid model from our comparison test, which on its BFGoodrich Trail-Terrain T/A tires posted a 179-foot stop from 70 mph and clung to the skidpad with a reasonable 0.77 g of grip, our two hybrid examples exhibited much weaker connections to the road. The Falken Wildpeak A/T-shod TRD Off-Road hybrid, for example, came to rest from 70 mph in 191 feet and only managed 0.73 g of stick, while the TRD Pro fared even worse with 194-foot and 0.72-g results. In their defense, though, the hot-rod Ranger Raptor could only manage a 218-foot stop and a mere 0.69 g of grip in the same tests.
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 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 this 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. We also didn't get to drive either version in the open desert or on steep sand dunes, conditions that would test the hybrid system's ability to deliver full power for extended periods.
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, rendering its rear bench nearly useless for adult-sized passengers; 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 $64,895 and $65,395, respectively—cost more than even the Colorado ZR2 Bison ($60,540) and the Ranger Raptor ($57,065). How the Taco's hybrid elements play out in that company is a question for another comparison test, but the reduced performance alone makes us think the regular Tacoma models are smarter picks for most buyers.
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