First drive

2024-lincoln-nautilus-first-drive:-a-sea-change-for-lincoln’s-middle-child

2024 Lincoln Nautilus first drive: A sea change for Lincoln’s middle child

car review, Cars, First drive, Lincoln Nautilus / /

anyone seen captain nemo? —

The Nautilus might just be enough to finally get people into Lincoln dealerships.

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A silver Lincoln Nautilus next to a sign that says Palm Springs

Enlarge / The Lincoln Nautilus is now in its fourth generation.

Lincoln

PALM SPRINGS, Calif.—Lincoln is one of those car companies that for years will give the impression that the people in charge are asleep at the proverbial wheel and then all of a sudden will debut a total knockout. It’s happened a few times throughout the brand’s long history, most recently with the fourth-generation Navigator. The introduction of the 2018 Navigator also sparked a huge overhaul in design and technology for the brand that catapulted it from “decent free rental car upgrade” to a maker of luxury SUVs that people might want to buy. The 2024 Lincoln Nautilus is just such an SUV.

In the hierarchy of Lincoln models, the Nautilus sits neatly between the Aviator and the smaller Corsair. It’s arguably one of the best looking of the current crop of Lincolns, and it’s positioned to compete with the likes of the Lexus RX, the Cadillac XT6 and Volvo’s XC60, among others. But does it actually compete? Or is it simply another car for the Enterprises and Hertzes of the world?

The 2024 Nautilus is available in two flavors: a purely internal combustion-powered version with a 250 hp (186 kW) turbocharged inline-four that also puts out 280 lb-ft (380 Nm) of torque and is paired with an eight-speed automatic transmission; and a much more interesting hybrid version, which offers up 310 combined hp (231 kW) that’s paired with a CVT transmission. The Nautilus is only available with all-wheel drive.

The hybrid is only $1,500 more, and you get more power and much better efficiency.

Enlarge / The hybrid is only $1,500 more, and you get more power and much better efficiency.

Lincoln

The hybrid variant is a traditional series hybrid, rather than a plug-in hybrid as we’ve seen on the Corsair. Honestly, the lack of a plug-in variant of the Nautilus is kind of a bummer because its character would suit the Nautilus so well, but like the middle-aged sad dad band sang at my wedding reception, you can’t always get what you want. Still, between the two variants, the hybrid is the one to get for a few reasons, and it’s only a $1,500 upcharge versus the gas-only model.

In addition to the power and torque increases offered by the hybrid system, the overall efficiency boost is welcome. The Nautilus Hybrid is good for an EPA-rated 30 mpg (7.84 L/100 km) city, 31 mpg (7.6 L/100 km) highway for a 30 mpg combined. The gasser only manages 21 mpg (11.2 L/100/ km) city, 29 mpg (8.1 L/100 km) highway, and 26 mpg (9 L/100 km) combined. The hybrid system is smooth and well-integrated, too, and I find that an ignorable hybrid drivetrain is a good hybrid drivetrain.

The HEV differentiates itself in other ways, too. Where the ICE model makes do with a non-adjustable suspension, the hybrid gets continuously adjustable dampers and, as a result, a very smooth and Lincoln-appropriate ride. Those dampers are able to be set into a handful of drive modes. These are labeled Normal, Conserve, Excite, Slippery, and Deep Conditions.

There is a noticeable difference between the settings both in the suspension and the accelerator calibration, but it’s not so dramatic that you wouldn’t, say, put it in “Deep Conditions” so you can make a Dune joke on Instagram based on the little animated digital desert planet that’s displayed on the screen and then forget to change it back afterward. Not that I know from experience or anything. Basically, the suspension is a bunch of levels of softness that go from newborn kitten fluff to Ikea couch pillow, so don’t expect corner-carving prowess even in the slightly misleading “Excite” mode.

The Nautilus’ power steering is electric and pretty light in all settings, and the braking system feels smooth and as strong as you’d want it to be when panic-stopping the 4,517-lb (2,049 kg) hybrid. Nothing feels like an afterthought here, apart from the borderline shocking levels of road noise transmitted through the Nautilus’ great big wheels and low-profile tires. The Black Label we tested was on 22-inch wheels and, while not a dealbreaker, the tires make a lot of noise. If I were buying one, I’d get it with the smallest wheels possible and hope that taller sidewalls restore some of the Nautilus’ potential for serenity.

2024 Lincoln Nautilus first drive: A sea change for Lincoln’s middle child Read More »

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The 2025 Porsche Panamera perfectly balances luxury ride and great handling

car review, Cars, First drive, Porsche Panamera, Porsche Panamera 4, Porsche Panamera Turbo E-Hybrid / /

turbonite —

There’s clever new air suspension and a much bigger battery for the PHEV variant.

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A white Porsche Panamera

Enlarge / BIgger air intakes, steeper headlights, and more pronounced fenders are the visual hallmarks of the 3rd-generation Porsche Panamera.

Jonathan Gitlin

SEVILLE, Spain—Once upon a time, Porsche just made two-door sports cars. Then the 21st century happened. People started to get fickle and demand things like practicality and comfort as well as good handling and soild engineering. Preferring to stay in business, Porsche recognized this market shift and since 2003 has bolstered its lineup, first with SUVs, then in 2009 with the Panamera sedan.

That sedan is now in its third generation, and late last year, we visited its factory in Leipzig to get a sneak preview of the prototype. Now, the new Panamera has gone into production, and we spent a day driving a pair of models on the road and track ahead of the car’s arrival in the US this summer.

Looks-wise, the third-gen Panamera closely resembles the outgoing model to the extent that it has the exact same exterior measurements: 198.8 inches (5,052 mm) long, 76.3 inches (1,937 mm) wide, and 56 inches (1,423 mm) tall. However, it will only be offered as a five-door hatchback—the Sport Turismo variant is no more, we’re told.

At the rear, the light clusters are more three-dimensional now.

Enlarge / At the rear, the light clusters are more three-dimensional now.

Jonathan Gitlin

The design looks a bit sharper than the older car’s, with more pronounced fenders over the wheel and steeply raked LED matrix headlights. At the back, the retractable rear wing is a split-piece affair that pops out and then extends above a certain speed threshold. Keen eyes will also see additional air ducts at the front to better cool the engine bay.

Powertrains

The Panamera was the first Porsche to sport a hybrid powertrain, ignoring, of course, the Lohner-Porsche Semper Vivus of 1899. In 2016, Porsche put a plug-in hybrid powertain into the Panamera for the first time, and it will eventually offer a total of four different PHEV powertrains for the 4th-gen car. It’s only offering one at launch, though, and it’s the Panamera Turbo E-Hybrid. You’ll know you’re looking at a Panamera Turbo because of the distinctive “Turbonite” colored badge and accents, and pedants will be pleased to know that this car does indeed feature forced induction.

In fact, the 4.0 L V8 uses a pair of turbochargers, now monoscroll, rather than the twin-scroll turbines in the old car. This allows the car to heat the catalytic converter more quickly and operate at higher exhaust gas temperatures. There’s no more cylinder deactivation; instead, Porsche’s engineers have used variable valve lift and opening to cope with different engine loads.

There’s an all-new 188-hp (140 kW), 332 lb-ft (450 Nm) electric motor for the PHEV powertrain, which now lives inside the eight-speed dual clutch PDK transmission (which powers all four wheels) rather than downstream of it. Total power and torque output is 670 hp (500 kW) and 685 lb-ft (935 Nm).

  • A cutaway illustration of the Panamera Turbo E-Hybrid’s powertrain.

    Porsche

  • A cutaway illustration of the Panamera plug-in hybrid battery pack.

    Porsche

  • A cutaway showing the internals of the Panamera Turbo Hybrid’s PDK transmission. Note the electric motor on the far left.

    Jonathan Gitlin

The electric motor is always coupled to the transmission, and it’s only when the car wants to add some internal combustion power that a decoupler closes and engages the V8 as well. Under braking, the electric motor can regenerate up to 88 kW before the friction brakes take over. Top speed is 87 mph (140 km/h) under electric power alone, or 190 mph (305 km/h) with the V8 also contributing.

There’s also a new high-voltage traction battery to go with the new electric motor. Porsche has upped the capacity to 25.9 kWh, which should translate to a meaningful increase in the distance one can drive on electric power alone. Porsche has yet to release official EPA fuel efficiency data, so we can’t be specific, but the European WLTP electric-only range is between 76 and 91 km, depending on drive mode, which is about a 75 percent improvement on the previous Panamera PHEV. Recharge times (from 0 to 100 percent) are as low as 2 hours and 39 minutes via the onboard 11 kW AC charger.

The other two powertrains at launch will be the rear-wheel drive Panamera and the all-wheel drive Panamera 4. Both use a 2.9 L twin-turbo V6 gasoline engine, which generates 349 hp (260 kW) and 368 lb-ft (500 Nm), a 10 percent increase in both stats over the outgoing V6 Panamera. Coupled with a new eight-speed PDK transmission, that saves a tenth of a second or two on the 0–60 time—between 4.8 and 5 seconds depending on whether you optioned the Sport Chrono package—and raises the top speed to 168 mph (270 km/h) for the Panamera and 169 mph (272 km/h) for the Panamera 4.

The 2025 Porsche Panamera perfectly balances luxury ride and great handling Read More »

we-drive-mini’s-first-electric-crossover,-the-2025-countryman-se-all4

We drive Mini’s first electric crossover, the 2025 Countryman SE ALL4

car review, Cars, First drive, Mini Countryman / /

better than the JCW —

The Countryman SE goes on sale later in 2024, starting at $45,200.

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A blue-grey mini countryman SE

Enlarge / Mini has made a fully electric version of its Countryman compact crossover, replacing the outgoing plug-in hybrid Countryman.

Jonathan Gitlin

Over the last couple of weeks, we’ve brought you test drives of a pair of related small cars, the 2024 BMW X2 M35i and the 2025 Mini JCW Countryman. Today it’s time for the third member of the family destined for US sales, and the one that we think Ars readers will be most interested in—the fully electric Mini Countryman SE ALL4.

This is the third-generation Mini Countryman, replacing the plug-in hybrid version we last tested in 2017. It’s a little larger now, although not by much: at 174.5 inches (4,433 mm) long, 72.6 inches (1,843 mm) wide, and 65.2 inches (1,656 mm) tall, it is still a pretty small car by most standards. It’s also a pretty aero-efficient one; the drag coefficient is just 0.26.

As the ALL4 name might suggest, this is an all-wheel drive electric vehicle, with a combined 313 hp (230 kW) and 365 lb-ft (494 Nm), fed by a 66.5 kWh lithium-ion traction battery. That makes it nearly as peppy off the line as a Ferrari Testarossa, capable of reaching 62 mph (100 km/h) from a standing start in 5.6 seconds. (The Ferrari took 5.2 seconds to reach 60 mph.) Top speed is limited to 112 mph (180 km/h).

  • The Countryman SE ALL4 should have a range of just under 250 miles.

    Jonathan Gitlin

  • It really is still quite small

    Mini

  • Mini has ditched the union flag taillights.

    Jonathan Gitlin

  • The ride is noticeably better than the gasoline version we drove.

    Mini

  • Although it’s big for a Mini, it was the perfect size for small Portuguese villages.

    Mini

Although Mini doesn’t have an official EPA range estimate yet, it thinks the Mini Countryman SE ALL4 should be able to travel about 245 miles (394 km). There’s an onboard AC charger capable of rates up to 22 kW, although you’ll probably only encounter such powerful level 2 chargers in Europe, where they can take advantage of three-phase electricity. DC fast charging tops out at 130 kW, which should take the battery from 10–80 percent state of charge in 30 minutes.

The styling is virtually identical to the JCW Countryman we wrote about a couple of weeks ago. The differences are subtle—a filled-in grille, no quad exhaust pipes (for this is a Mini, not a Dodge), and bronzish-goldish accents here and there. The 20-inch alloy wheels are made from 70 percent recycled aluminum, Mini told us.

The interior uses a different mix of materials than the JCW Countryman, but it has the same layout and the same pluses and minuses. The interior makes heavy use of recycled polyester, which Mini says significantly reduces the carbon emissions of its supply chain and also uses less water than cotton.

There’s the same bright, circular OLED infotainment display with the same user interface that is again hobbled by what feels like an underpowered graphics chip. There are still a smattering of physical controls, and I still think the cubby between the driver and passenger seats could be larger.

On the road, the Mini Countryman SE ALL4 feels noticeably different to drive than the gasoline-powered JCW version. Some of that is down to the steering, which is geared differently to the JCW car and feels slightly less direct. The suspension also contributes to the SE ALL4 feeling different, as it’s better damped against bumps and jolts—no doubt as a result of having to control a heavier car thanks to the battery pack. (Mini has not given us a curb weight for either JCW or SE ALL4, however.)

  • The interior is stylish and tactile.

    Jonathan Gitlin

  • The augmented reality view for navigation is very useful on unfamiliar roads.

    Jonathan Gitlin

  • Spike is rather cute.

    Jonathan Gitlin

  • This cubby is too small to be very useful.

    Mini

  • Recycled aluminum for the alloy wheels helps Mini keep the Countryman SE’s carbon footprint as small as possible.

    Jonathan Gitlin

Perhaps my highlight of the Countryman SE ALL4 was the synthetic driving sounds it makes in the cabin, which are rather over the top. I’m also quite aware many of our readers will dislike this aural exuberance and will be glad to know that it can be turned off.

Mini says the 2025 Countryman SE ALL4 will be available in the US this fall, starting at $45,200.

We drive Mini’s first electric crossover, the 2025 Countryman SE ALL4 Read More »

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Smallish car, biggish price—we try out the 2024 BMW X2 M35i

bmw, BMW X2 M35i, car review, Cars, First drive / /

bring us the ev —

We drive the new Sports Activity Coupe, but there’s no EV version for the US market.

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A green BMW X2 parked next to the sea

Enlarge / BMW calls the X2 a Sport Activity Coupe.

Jonathan Gitlin

Last week, we told you about our first drive in the new Mini Countryman John Cooper Works, Mini’s new little crossover. This week, it’s the turn of a related model, built on the same vehicle architecture: BMW’s new X2 crossover, or “Sports Activity Coupe” in BMW-speak. As we’ll find out, the BMW shares more than one trait with the Countryman JCW.

BMW had an array of X2 M35is, all painted the same “Frozen Tampa Bay” shade of green, which starts in the US at $51,400. There’s a less-powerful $42,000 X2 xDrive28i coming here as well, but North American customers will not be offered the battery-electric iX2—BMW’s product planners evidently didn’t think importing the diminutive EV would be profitable. Outside the US, BMW expects 1 in 5 X2s to be electric.

The first-generation X2 (and the more upright-looking X1) were divisive cars even by BMW standards. The new one is slightly bigger than before, at 179.3 inches (4,554 mm) long, 72.6 inches (1,844 mm) wide, and 62.6 inches (1,590 mm) tall. That translates to more rear legroom and more cargo volume at the back, but it’s not a massive machine—a touch bigger than the Audi Q3 but a bit smaller than a Mercedes-Benz GLB.

Each of those exhaust pipes is almost 4 inches wide, yet all the sound is synthesized by speakers in the cabin.

Enlarge / Each of those exhaust pipes is almost 4 inches wide, yet all the sound is synthesized by speakers in the cabin.

Jonathan Gitlin

It’s not the most elegant car to emerge from BMW’s design studio in recent years, although the styling tweaks for the M35i version—a different front splitter, quad exhaust pipes, an M-specific rear spoiler, and an illuminated kidney grille—are visually rather bold. The three-dimensional light cluster details are rather interesting.

The X2 M35i is powered by a turbocharged 2.0 L four-cylinder gasoline engine that generates 312 hp (233 kW) and 295 lb-ft (400 Nm), sufficient to propel it to 60 mph (98 km/h) in 5.2 seconds via a seven-speed dual-clutch transmission that sends power to all four wheels.

BMW says it has heavily revised the suspension of the new X2, which shares a similar layout to the old model but with very little parts carryover. On the road, the main thing you notice is that the ride is quite firm, with a lot of lateral jostling at low speeds over bumps or potholes despite adaptive dampers as standard.

It’s also not particularly engaging to drive on a twisty road, with little feel communicated through the fat-rimmed steering wheel. The gearbox’s control logic was good enough not to need to bother with shifting manually via the paddles, but a long pull on the left paddle engages an overboost function for a short time.

The taillights (and headlights) have a rather interesting 3D design.

Enlarge / The taillights (and headlights) have a rather interesting 3D design.

BMW

As with the Mini Countryman JCW, the noises that accompany spirited driving are quite artificial in nature, being played to the occupants via the car’s internal speakers. This keeps noise levels low for bystanders, and while many of my colleagues found the sounds too contrived for their tastes, I actually quite liked the pops and crackles.

While the car wasn’t that thrilling to drive, I was impressed with how well it coped during a violent rainstorm. It handled puddles of standing water without a hint of hydroplaning, although a rear windshield wiper would be a welcome addition.

The cabin design is a little fussy, and there’s a big blind spot from the driver’s side A pillar that mars otherwise good forward visibility. The rear windshield is a little small, on the other hand. And on the topic of complaints, the cubby built into the armrest between the front seats is too weirdly shaped to be able to accommodate a smartphone—I’m not sure what you’re supposed to be able to store there other than pens, pencils, and maybe short rulers.

  • There are some design touches and details that you’ll also recognize in larger BMWs, like the M steering wheel or the intricately cut speaker fascias.

    Jonathan Gitlin

  • The rear seat is less cramped than the outgoing model.

    Jonathan Gitlin

  • There is between 25.3–51.7 cubic feet (716–1,464 L) of cargo room.

    BMW

  • BMW’s X2 does away with the rotary iDrive controller, so you can only interact with the infotainment via voice or touchscreen.

    BMW

The X2 uses BMW’s latest operating system 9, like the bigger and more expensive cars in the lineup. I’m normally a big fan of the latest version of iDrive, which offers excellent voice recognition and a UI that mostly helps the driver out. But like the Mini Countryman, in the X2 it feels as if the infotainment system is underpowered.

However, I did finally check out BMW’s in-car gaming, which also appeared in the BMW i5 we tested last year. It’s called AirConsole, and you use your phone as a controller, pairing it to the system via a QR code. There’s a Mario Kart clone that’s passable, and my drive partner and I tried a trivia game, too.

While I’m talking tech, I should also praise the augmented view for the navigation system, which overlays big arrows onto a video feed to show you exactly which turn it wants you to take. The My BMW App integration is also rather well implemented—you can use an Android or iOS phone as a digital key for the car, as well as remotely lock and unlock the doors or the cargo hatch.

If all of that sounds compelling, you should already be able to find the X2 M35i in stock at BMW dealerships.

Smallish car, biggish price—we try out the 2024 BMW X2 M35i Read More »

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The 2024 Kia EV9, an electric three-row SUV designed with the US in mind

car review, Cars, E-GMP, First drive, Kia, Kia EV9 / /

mostly good —

Kia bets on edgy design, a futuristic interior, and plenty of interior space.

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A blue Kia EV9 drives along a forest road in California

Enlarge / The 2024 Kia EV9 takes many of the things people love about the Telluride but does them on one of the best purpose-built EV platforms in the industry.

Kia

American car buyers love purchasing way more car than they need. Have a kid and a dog? You’d better get a Suburban. Need to tow a Hobie Cat to the lake once or twice a year? Get a full-size diesel four-wheel drive pickup. Looking at an EV for your family? Well, it had better do 400 miles at a time and charge in 15 minutes, despite you having a six-mile commute. This mentality would make a cynic say that Kia’s EV9 is a pointless exercise, but that cynic would be wrong.

The 2024 Kia EV9 is ostensibly a three-row, midsize electric SUV that in its most efficient form—the Wind RWD Long-Range trim—will do a claimed 304 miles (489 km) of range, but it’s also Kia’s flagship model and the vehicle that seems to give us the best look at the formerly cheap-and-cheerful brand’s more upscale future.

The EV9 is the latest vehicle based on the E-GMP platform that underpins the Ioniq 5, EV6, and Genesis GV60. Like those vehicles, it features a skateboard-style chassis and is available in rear- or all-wheel drive. Power ranges from 201 hp (150 kW) in the entry-level Wind RWD model to 379 hp (283 kW) in the Land AWD and GT-Line models. There are two available battery packs, with the smaller coming in at 76.1 kWh and the long-range pack rated at 99.8 kWh.

The larger size of the EV9 means you won't get quite the same range efficiency out of the same powertrain as the smaller E-GMP cars. Not that it matters on the commute, school run, or grocery errand.

Enlarge / The larger size of the EV9 means you won’t get quite the same range efficiency out of the same powertrain as the smaller E-GMP cars. Not that it matters on the commute, school run, or grocery errand.

Kia

The conversation around electric vehicles, especially with new buyers, tends to be dominated by range. The claimed range figures for the EV9 won’t light anyone’s hair on fire, particularly with the GT-Line model and its not-so-whopping 270 miles (434 km) or the bottom-of-the-barrel Light RWD model that only offers 230 miles (370 km). Still, these figures should prove to be ample for most Americans.

Like other E-GMP-based vehicles, the EV9 is built on an 800 V architecture and supports DC fast charging at up to 235 kW. The onboard AC charger is rated at 10.9 kW, and for home-based level 2 charging, Kia is partnering with Wallbox and is pushing that company’s Quasar 2 home charging setup. While the Quasar’s vehicle-to-load and vehicle-to-home capabilities are neat, its $4,000-plus price before installation isn’t, and neither is Kia’s decision to not sell them through dealers, preventing new EV buyers from wrapping the system into their car loan.

On the road, the EV9 is just nice. It’s not particularly quick, even in its most performative variant. Kia claims a 4.5 second 0–60 time, but that’s only if you pay for the acceleration boost unlock (more on this later), and while that’s not slow per se, it won’t impress veteran EV drivers. Ride quality is also average. Like many other Kias, the suspension is tuned on the slightly firmer side, but it’s not harsh, even over very broken pavement.

Only the EV9 GT-Line features an exterior vehicle-to-load AC outlet.

Enlarge / Only the EV9 GT-Line features an exterior vehicle-to-load AC outlet.

Kia

The EV9’s steering is perfectly ignorable in most drive modes, but it leans hard into artificially heavy territory in sport mode. The EV9 has a super long wheelbase—122 inches (3,098 mm) vs. the Telluride’s 114.2 inches (2,900), despite being essentially the same size—but it lacks any kind of rear-wheel steering, meaning that parking lot maneuvers are a bit of a chore—and don’t even think about u-turns unless you’re ready to do a very fast three-point turn.

The 2024 Kia EV9, an electric three-row SUV designed with the US in mind Read More »

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Not all pickups are work trucks—Toyota aims the 2024 Tacoma off-road

car review, Cars, First drive, hybrid pickup truck, Toyota Tacoma / /

Not the official truck of Takoma Park, however —

The TRD Pro trim even comes with seats fitted with shock absorbers.

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A red Toyota Tacoma TRD seen on a trail

Enlarge / Yes, pickup trucks are used in work situations, but they’re also bought by people who want to drive them off-road.

Kristin Shaw

Between a new platform and the model’s first hybrid powertrain, the redesigned 2024 Toyota Tacoma is full of interesting tidbits and both off- and on-road enhancements. The refresh has been a long time coming, as the last time Toyota updated the Tacoma was for model-year 2015.

The Tacoma line began in 1995 as a US-specific version of the global HiLux. Even Back to the Future‘s Marty McFly coveted a black 1985 Toyota HiLux SR5 Xtra Cab, and it appeared in his garage, complete with a kangaroo bar, off-roading lights, and more.

By design, the new Tacoma is larger than the last generation, sharing a platform with the full-size Tundra. Today, the 2024 Tacoma is more fuel-efficient than its smaller predecessor, notching between 20 and 26 mpg (9–11.8 L/100 km) in the gas-powered versions—a 1995 HiLux ranged from 14–22 mpg (10.7–16.8 L/100 km). We’re waiting to see what the hybrid powertrain earns from the EPA; the difference in mpg may be modest, but the horsepower quotient is impressive.

Toyota will sell you a range of different Tacoma trims, many of which can handle some rough stuff. The TRD Off-Road grade is the most specialized.

Enlarge / Toyota will sell you a range of different Tacoma trims, many of which can handle some rough stuff. The TRD Off-Road grade is the most specialized.

Kristin Shaw

In the last few years, the popularity of off-roading has soared, and the segment has exploded, with accessories becoming a cost center for manufacturers, too. The 2024 Tacoma is available with over 100 off-roading accessories, all covered by the same warranty as the truck. At the truck’s launch, we had an opportunity to test it off the tarmac.

More options, more off-road upgrades

Toyota didn’t spare any bells and whistles for the new Tacoma, basing the infotainment system on the new Tundra’s much-improved setup and adding a coilover rear suspension option over leaf springs. Each trim level has a suspension tuned specifically to its grade, including high-end Bilstein shocks for the TRD Off-Road grade.

The differences are evident after driving several trims on a test run in California. Limited trim buyers can choose an available adaptive variable suspension that adjusts to road conditions on the fly; the ride is noticeably smoother than its model siblings. On the other end of the spectrum, the TRD line carries progressively tougher shocks to save your back and neck muscles when powering over dirt and rock obstacles.

Toyota

At the top of the line is the Trailhunter grade, which is equipped with an Old Man Emu suspension by ARB. The Australian suspension setup is designed to increase the range of motion to make off-roading more comfortable—and, as a result, more fun. Its suspension is custom-tuned for the Tacoma and isn’t available as an off-the-shelf product.

Progressively tougher

Two years ago, Toyota showcased the Trailhunter concept on display at the Specialty Equipment Market Association annual megaevent, and the buzz was palpable. More drivers are interested in off-roading, and this one is built to withstand heavy loads (think camping gear like tents, 10-gallon water containers, and portable refrigerators). It also carries an onboard air compressor and is covered in skid-plate armor to protect the fuel tank, mid-body, and front from damage.

In the TRD Off-Road grade, one of the standard technologies is a new 2-inch Bilstein monotube shock with piggyback reservoirs. Tacoma Chief Engineer Sheldon Brown says it’s pretty unusual to see those types of shocks in a core grade of vehicles, but he felt it was important to provide an “incredible” off-road performance.

The piggyback part is key, providing a reservoir of heat management to keep the shocks moving.

The Tacoma TRD Pro's interior.

Enlarge / The Tacoma TRD Pro’s interior.

Toyota

“As we’re moving, we have these long stroke shocks and it’s working this fluid,” Brown says. “The fluid gets warm, the viscosity gets lower, and we get shock fade.” Shock fade is what happens when the damper loses control and the ride loses some of its comfort factor.

Seats that protect your neck and back

The ultimate comfort feature is an option in Toyota’s popular TRD Pro trim. The engineers and designers worked together to give the new Tacoma new seats for the driver and front passenger that ride on a shock-absorber system.

“The purpose of these so-called IsoDynamic Performance Seats is to keep your head—and in turn, your eyes—steady and focused while driving (or riding in the right seat) on rugged terrain,” Brown says. “If you’ve ever ridden a horse or performed in a marching band, you understand how important it is to keep your vision intact while moving.”

Sounds great, right? The best part is that the new seats, called IsoDynamic Performance Seats, can be tuned and adjusted by body mass, or they can be bypassed via levers on the seatbacks.

This truck was made for getting dirty. But Toyota gave the new Tacoma a wide range of options that will satisfy the person least likely to even touch dirt with one today all the way to the seasoned off-roader.

Not all pickups are work trucks—Toyota aims the 2024 Tacoma off-road Read More »