The normal as-try-out value of the four full-magnitude trucks in our most brand-new examination try-out was $56,409. And that’s not even the half of it, the most exorbitant half-ton truck is the Ford F-150 Limited, which regions out north of $68,000. Jump inside that truck, and you’re welcomed by fastened leather, wood trim and a full-length wide crystal roof. It’ll even treatment your rear extremity as you draw your boat to the lake dwelling for the weekend with your three kids in the large back seat. While full-magnitude trucks are moving further into luxury realm in their strive to be all things to all people, mid-magnitude trucks aren’t quite there yet. Even the brand-new the Chevrolet Colorado/GMC Canyon twins and the recently redone Toyota Tacoma, still feel like work trucks at heart.
At first look, you might think that the high-zoot 2016 Toyota Tacoma Limited we try-out here is doing a doctrine of a F-150 Limited or a Ram Laramie Limited. It has a chrome-trimmed out, tasteless wheels, a leather-lined indoor, and a relatively long database of features including blind-spot observing, push-button start and a 7.0-inch information and entertainment surface with navigation system and abundance of smartphone-integration functions. Don’t be deceived by the stylish trim, the Tacoma Limited is still more machine than show horse. You won’t find any eucalyptus wood inside, just solid plastics and some sheets on the dashboard that aren’t particularly upscale-looking.
Yes, the rooms are supplied in brown leather, but the hides are immobile, the category of leather that you won’t feel too evil about getting wet. The compartment is structural, with a respectable amount of points to save tiny parts, and our truck was supplied with Qi inductive charging for accordant inclinations. The center-stack design is businesslike, with uncomplicated-to-use knobs for the climate commands and information and entertainment system and the simple gauges look unshapely and industrial.
Industrial also describes the feel of the Tacoma’s 3.5-liter V-6. Despite being a relatively contemporary motor with Toyota’s D4S technology that can control between direct and port injection, the V-6 sounds about as ill-natured as the aged Tacoma’s 4.0-liter V-6, with lots of intake sound and a coarse sound standard high in the rev extent. Not that we expect Lexus-level perfection from a truck, but the Toyota motor pales next to the brand-new Honda Ridgeline’s creaseless V-6.
More unsatisfactory is the powertrain’s performance. The Tacoma’s six-speed automatic transmission upshifts early and takes some pushing to kill kickdowns, plotting with the V-6’s high nature to make the Tacoma feel more slow than its reasonably fast 7.9-second zero-to-60 mph moment suggests. Opting for the six-speed manual (not accessible in the Limited) at least lets the chauffeur make good use of the motor’s powerband, that collection were to be 0.6 second fast to 60 mph than the same TRD Off-roadway version.
When we attached up a tiny idler (measuring roughly 1500 pounds, far abbreviated of this Tacoma’s 6400-pound expressed towing ability), we really found ourselves desiring for more midrange utter. The V-6 doesn’t make its maximum 265 lb-ft of torque until 4600 rpm. The 3.6-liter V-6 in the Colorado and Canyon makes 269 lb-ft of torque that comes on at 4000 rpm, and the Nissa Frontier’s 4.0-liter V-6 muscles up 281 lb-ft of torque, also at 4000 rpm.
Analyze these with the strong turbo-diesel in General Motors’ rival trucks, with 369 lb-ft of torque accessible at 2000 rpm and it’s uncomplicated to understand the appeal of that powertrain option. Go up a magnitude, and the Ford F-150 offers a twin-turbocharged gasoline V-6 with a large 375 lb-ft consigned at only 3000 rpm.
The Tacoma Limited did dispatch a mostly cozy drive, with the Michelin LTX tires making for a slightly creaseless and peaceful experience analyzed with the TRD Off-roadway version’s knobbier Goodyear Wrangler all-terrain latex. The Michelins also consigned a bit more skidpad grasping, at 0.73 g versus the TRD’s 0.70, and stopped the truck from 70 mph seven feet abbreviated, at 185 feet. Yet both of those illustrations still descend abbreviated of a cognition Chevrolet Colorado unit compartment 4x4, which moved 0.78 g on the skidpad and stopped from 70 mph in 174 feet.
And the brand-new, unibody Ridgeline puts all of these trucks to feeling with its truly carlike roadway demeanors. We don’t take much content with the Tacoma’s basal indoor and unrefined motor when the truck in request is in the debased-$30,000 extent. But this Tacoma Limited outgo $41,024, coming the very top maximum of what seems commonsense to pay for a truck this magnitude. That asset will get you abundance of F-150 or Silverado, both of which offer much more ability and perfection than the Toyota, even if this truck is uncomplicated to operation in urban and parking states. And you can still get a decently supplied Tacoma for a whole lot less than $40,000, too. A tacoma SR5 unit compartment V-6 4x4, for example, can be had with many of the same options as our Limited try-out truck (backup camera, navigation system, towing collection, tonneau cover) for right around $35,000, and a more basal Tacoma SR V-6 4x4 unit compartment would be just over $30,000. These debased stages are much more in keeping with the Tacoma’s abrasive-and-tumble character, and they strike us as a more dianoetic decision than the loaded-up Tacoma Limited. Let the luxury remains with the F-150 and Sierra Denalis only.