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.
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.
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 and the 405 horse power Ford Ranger Raptor. How the Taco's hybrid elements play out in that company is a question for another comparison test.
Thank you so much for joining us today.
Until next time, keep chasing your dreams and embracing the thrill of the road and drive safe.
Certainly, here they are arranged in a single row:

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