First Drive: 2024 Toyota Tacoma Hybrid Review: Excellent
What was the main issue with the previous Toyota Tacoma Hybrid? It lacked torque at low speeds. At 4,600 rpm, only 265 pound-feet. With 317 pound-feet of torque at 1,700 rpm, the new basic turbocharged four-cylinder engine significantly improves performance; nevertheless, the optional hybrid system gives the Taco the feel of a V-8.
The most dedicated Tacoma trims—the off-road-ready TRD Pro and the versatile Trailhunter—are also unlocked by going hybrid. We had the opportunity to test drive both the Tacoma Limited hybrid on the surrounding mountain roads and those models in the dirt and sand close to the Mexican border, which is southeast of San Diego.
Toyota’s i-Force Max hybrid powertrain, which consists of an eight-speed automatic gearbox, a turbocharged internal combustion engine, and an electric motor, is available for the 2024 Tacoma. A 1.9-kilowatt-hour Nickel-Metal-Hydride battery situated beneath the back seats powers the system. You obtain 465 lb-ft of torque and 326 horsepower overall. The Land Cruiser comes standard with this similar system, while the new 4Runner offers it as an option. Every hybrid Tacoma has four-wheel drive, though the Limited has permanent four-wheel drive.
Put simply, Tacoma is transformed by the hybrid system. Although the EPA estimates that it will only get about 3 mpg in the city and 1 mpg on the interstate, the Tacoma is far more pleasant to drive thanks to the smooth, instantaneous torque. Moreover, both the Trailhunter and TRD Pro are incredibly entertaining.
Hiker on the Trail
This is the only new Tacoma trim for 2024; it’s essentially an overlanding rig ready out of the factory. Highlights of the Trailhunter include:
- Standard 33-inch Goodyear rough-terrain tyres.
- Rock rails.
- Skid plates.
- An optional full-bed-length rack system for attaching rooftop tents and similar equipment.
- Old Man Emu remote-reservoir shocks.
The steel rear bumper was designed in collaboration with ARB.
Either a five- or six-foot bed is available, and the Trailhunter naturally has all of the Tacoma’s off-road features as standard, including 360-degree cameras, anti-roll-bar disconnect, and centre and rear locking differentials. Toyota also raised the ride height by 1.5 inches in the back and 2.0 inches in the front.
Toyota took us on a bumpy ride in a ranch not far from Tecate, the border town. There were a few difficulties to overcome, including rough hills, moguls, and some narrow passageways. In the end, though, the course didn’t really test the new Trailhunter’s fitness. Riding on its 33s made all of the challenges seem easy.
When you shift into 4-Low, the hybrid powertrain produces a ton of torque. The principal engineer of the new Tacoma, Sheldon Brown, admits that it was not easy to keep up with the enormous output. Fortunately, this prevents the object from shooting forward the instant you release the brake. You hardly really notice that an electric motor is assisting you at all because the calibration is so seamless.
We locked the rear differential of the Land Cruiser when we drove it on the same route in order to improve grip for its road-oriented tyres, but the Tacoma Trailhunter didn’t require that measure. This vehicle comes equipped with Toyota’s Multi-Terrain Select (MTS) system, which is excellent at handling any type of terrain. Additionally useful is the anti-roll bar disconnect, which improves articulation over difficult obstacles and improves interior comfort. It wasn’t required for smooth desert trails, but it will come in handy on lengthy overlanding excursions in difficult terrain.
For Toyota, the Trailhunter is a wise decision. Although it may not be as popular as it was during the pandemic’s peak, overlanding is still quite popular. Thus, there is a great demand for an off-road capability that is backed by a factory guarantee and sends the right signals to the trailhead (or Home Depot). Other mid-size off-road pickups exist, but none that are expressly designed with the overland enthusiast in mind. Even though we were unable to push this truck to its absolute limits, we do not doubt that it will be a dependable travel partner for extended off-grid excursions.
TRD Pro
The TRD Pro is designed to drive much, much quicker off-road than the Trailhunter, which is optimized for slower travel. This is Toyota’s rival to the Raptor/ZR-2, a desert-basher. Toyota put us on a motocross circuit that featured numerous banked curves for sand kicks and a jump.
The Tacoma is equipped with Fox Racing shocks, which are controlled by a knob on the shock body and come in three levels, just like the other TRD Pro versions. While the second and third boost compression damping for faster off-roading, the first is for regular road driving. Though it has different wheels, the TRD Pro has the same 33s as the Trailhunter and is equipped with the same bigger fenders and raises.
The best feature of the truck is these shocks. The quicker you drive on tough terrain, the more comfortable it becomes. The vehicle lands so softly on a tiny jump—taken at a speed recommended by Toyota—that it barely feels like the wheels left the ground at all. Toyota’s incredibly bizarre IsoDynamic Performance Seats, which have two damper struts in the seatback to reduce vibrations in the side-to-side and up-and-down directions, also contribute to the solution. Although they take up some of Tacoma’s little rear legroom and seem a little weird at first, they actually improve comfort when you’re speeding over uneven terrain.
Once more, the hybrid technology functions flawlessly, and the Tacoma has plenty of power to oversteer if you turn off traction control. The TRD Pro is eager to experiment. Along with the Trailhunter, it demonstrates the range of talent built into the new Tacoma platform and is intended for the hooligans among us.
Restricted
Even while the off-roading was enjoyable, spending time in a Tacoma Limited on some winding mountain roads outside the property proved to be far more educational. According to Brown, the electric motor enhances the performance of the turbocharger. As the turbo spools up, it gives some grunt, and at higher engine rpm, when the turbo can’t quite keep up with the need for more airflow, it somewhat increases power.
Monster torque is essentially the result all the time. The Tacoma felt nice without the hybrid system; it felt even better with it. This truck is fast and never lacks acceleration. This 2.4-litre isn’t the pinnacle of refinement, so it’s a good thing that the electric motor helps the engine run more smoothly.
Furthermore, the Limited is a lovely package. According to Brown, who spoke with Motor1, he wanted it to be a more significant upgrade over the previous model; it now has an elegant cabin, adjustable dampers, and full-time four-wheel drive. Although the Limited isn’t transformed into a fully-fledged luxury vehicle, the improved suspension allows for a far more enjoyable ride. A manageable Tacoma? It is enlightening. Even when it isn’t loaded, the Tacoma Limited still has a truck-like feel about it, and its ride may be a little bumpy. However, this is nearly unidentifiable as a Tacoma—in a positive manner.
Does a Hybrid Make Sense?
TRD Pro and Trailhunter models come standard with a hybrid powertrain. When paired with their off-road amenities, both trim levels become highly costly. However, it seems likely that the intended market will not hesitate to shell out $64,395 for the Trailhunter and $65,395 for the TRD Pro. Actually, locating a dealer who will sell them at MSRP will be a challenge.
The hybrid system costs an additional $3,700 for the TRD Sport, TRD Off-Road, and Limited models of the Tacoma. You’ll want it if you drive the hybrid and the regular Tacoma side by side. Is it required? Not at all, and are the fuel savings noteworthy? No, additionally. However, the Tacoma feels more complete thanks to the hybrid’s enormous torque. The truck is changed by it.
