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The 2011 Toyota Tacoma is available in 20 different configurations, including Regular Cab, Access Cab (extended cab) and Double Cab (crew cab) body styles. Regular and Access Cabs come with six-foot beds; Double Cab comes with the choice of a shorter five-foot bed or a standard-size six-footer. The base engine is a 2.7-liter inline four-cylinder mated to a five-speed manual transmission; a four-speed automatic is optional ($900). A 4.0-liter V6 is standard on Double Cabs and optional ($1,435) on 4WD Access Cabs. It is paired with a six-speed manual or five-speed automatic. Tacoma Regular Cab ($16,365) comes standard with cloth upholstery, AM/FM/CD four-speaker sound system, tachometer, digital clock, two 12-volt powerpoints, fuel warning light, tire-pressure monitor, service reminder indicator, dome lamp, rear mudguards, 15-inch steel wheels and a full-size spare tire. And now air conditioning, which was previously optional. Tacoma Access Cab ($19,655) and Double Cab ($21,865) L4 models add more standard features, including functional consoles for the floor and ceiling. Double Cabs come with upgraded seat fabric, plus power windows, mirrors and door locks. Access and Double Cabs also get satellite-ready six-speaker audio systems, and offer an in-dash six-CD changer; Access Cab and Double Cab models offer a premium JBL system (that's wrapped into other packages) with CD changer and amplified subwoofer. Both audio upgrades feature steering wheel controls. Tacoma PreRunner models are 2WD, but feature the high stance and general appearance of a 4WD truck. (Desert racers use this style of truck to scout or pre-run the course before the big race.) The Regular Cab PreRunner was discontinued, so now the four-cylinder Access Cab with 4-speed automatic transmission ($21,315) is the entry-level PreRunner. The V6 is optional ($1,455) on PreRunner Access Cabs and standard on Double Cabs ($23,950). Four-wheel-drive is available throughout the line, in Regular, Access and Double Cabs. Four-cylinder and V6 engines, along with manual and automatic transmissions are available, including a 5-speed manual and 6-speed manual, or 4-speed automatic and 5-speed automatic. Tacoma X-Runner ($25,735) features unique styling cues and a chassis tuned for on-road performance. Its name refers to the additional X-shaped brace added to stiffen its frame against high cornering loads. X-Runner is offered only in the Access Cab style, and only with the V6 and 6-speed manual. Tacoma SR5 packages bundle styling and comfort features, including color-keyed overfenders and front bumper, chrome grille surround and chrome rear bumper, bucket seats with center console, and other upgraded interior features and trim. The TRD Sport Package starts with SR5 Package 2 equipment and adds or substitutes P265/65R17 tires, sport-tuned suspension with Bilstein shock absorbers, sport seats, overhead console and power point, plus a hood scoop, lots of body-color trim, and its own graphics package. The TRD Sport is available on any Tacoma V6. The TRD Offroad Package starts with the SR5 Package 2 equipment and adds or substitutes BF Goodrich P265/70R16 OWL tires, locking rear differential, off-road suspension with Bilstein shock absorbers, engine skidplate, sport seats, overhead console with compass and outside temperature, heavy-duty front tow hook, 115v/400w deck-mounted powerpoint, and unique TRD graphics. TRD Offroad is available only on V6 models, but not on Double Cab Long Beds. Options for the Tacoma include a tow package ($650) for V6 models that comprises a 130-amp alternator, heavy-duty battery, transmission oil cooler, and a Class IV hitch with seven-pin connector. Safety features that come on all models include anti-lock brakes (ABS) with Electronic Brake-force Distribution, Brake Assist, Vehicle Stability Control with Traction Control, and the Automatic Limited-slip Differential. Models with automatic transmission also include Hill-start Assist Control, and TRD Offroad models add Downhill Assist Control. In addition, front airbags, front seat side-impact airbags, and side-curtain airbags are standard on all models.
The Toyota Tacoma drives well and cruises nicely. It offers plenty of power from the V6. It handles well and feels relatively refined. Off-road models offer commendable capability over rugged terrain and good ride comfort, as well. The 4.0-liter V6 engine uses dual overhead camshafts and variable valve technology (Toyota calls it VVT-i, for Variable Valve Timing with intelligence) to optimize power and torque over a broad range of rpm. In action, the V6 feels refined and delivers responsive performance. It is rated at 236 horsepower and a strong 266 pound-feet of torque. Toyota's 4.0-liter V6 works well with the 5-speed automatic transmission. And that's our first choice for this truck: The V6 and automatic. Its MSRP is only $1435 more than the 4-cylinder with 4-speed automatic. The automatic is super smooth and very responsive, quickly downshifting when you mash the throttle, and it offers five ratios to better keep the engine at its most efficient rpm. For its part, the 6-speed manual transmission is easy to shift, but first gear is a very low ratio, leaving a broad stretch to second. The automatic even delivers better gas mileage, according to the latest EPA estimates, with 17/21 mpg City/Highway; vs. 15/18 for the V6 and manual with 2WD and 14/18 for the V6 and manual with 4WD. Our test model was a 4WD V6 Access Cab with the 6-speed manual transmission and the TRD Sport Package, which stiffens the ride and handling with a suspension that's more firmly tuned, mostly by the Bilstein shocks. But it's not too firm. And it's not as much of a hot rod as the X Runner, however. After the shocks, 17-inch alloy wheels and wider profile tires, which definitely improve cornering, the TRD package contains mostly cosmetic things. TRD stands for Toyota Racing Development, but if you expect extra speed you'll be disappointed. The V6 engine has the same good power. It's easy to peel out and lay down a chirp when upshifting to second gear, even with the wider tires that come with the TRD package. And the excellent torque makes it easy to cruise in 5th and 6th gears, without needing to downshift to accelerate. The 6-speed gearbox the same long throws, which take downshifts well. It's a good, solid truck transmission, without a lot of room for error; you have to press your foot all the way to the floor when shifting gears or you'll hear a crunch. The 2.7-liter four-cylinder engine gets better mileage and runs on regular gas. As with the V6, the four-cylinder benefits from VVT-i and dohc, which means it's a modern, sophisticated engine. It is rated at 159 horsepower and 180 pound-feet of torque, which is about average for the class. EPA estimates are 20/26 mpg with 2WD and the 5-speed manual, and 19/25 mpg for 2WD with the 4-speed automatic. Handling is quite good on curvy roads. The Tacoma feels steady in sweeping turns and suffers from surprisingly little body roll, or lean, in hard corners. The Tacoma feels big on the road when compared with older compact pickups and, in fact, it is relatively large. It's wider and longer than previous-generation models. Size can be a detriment when parking, and a long-bed Double Cab can be a challenge in tight parking situations due to the amount of space it requires to turn. The Tacoma Double Cab long bed requires 44 feet to complete a circle, while a Double Cab short bed needs a little over 40 feet. For this reason, we recommend the short bed unless you really need to carry something that won't fit in it. A base Tacoma Regular Cab boasts a turning circle of less than 37 feet. On pavement, the 4WD and TRD Off-road models seemed smooth and refined. Off-road, a 4WD TRD model is smooth and highly capable. The TRD suspension is excellent on rough, rugged terrain. It handles well on rough dirt trails, something we learned while charging up a ski run at Alyeska. It never bottomed on the rough terrain even when we pushed it well beyond socially acceptable standards. The Tacoma TRD also easily handled an off-road course that featured steep ascents and descents, moguls, and a log step. In short, we'd feel comfortable tackling just about any terrain in a Toyota Tacoma. And it doesn't just get there, it does it in relative comfort. The Tacoma doesn't seem to generate as much head toss as earlier 4WD compact pickups, an important consideration when driving long distances over rugged terrain, because you don't want to arrive to your backcountry camp fatigued from driving. Switching into 4WD and 4WD Lo is as easy as twisting a rotary knob. It works very well, for the most part. The Tacoma's brakes are smooth and easy to modulate, and they can bring the truck to quick halt without drama. The rear brakes are drums, however, less desirable than the rear disc brakes that come on some of the other pickups in this class. The available TRD Big Brake system uses floating 13 x 1.25-inch directionally vented rotors, forged aluminum four-piston fixed calipers, larger pads with higher coefficients of friction, and braided steel brake lines. The X-Runner is a lot of fun to drive and handles like a sports car. It corners flat and generates lots of grip in the curves. We pushed it hard up a hill climb and were not able to reach its cornering limits. It tracks well and is very stable in tight corners even when spinning the inside rear tire under full throttle. The ride is firm, but the X-Runner seems to ride better than our recollection of the Ford SVT Lightning. However, we didn't care for the feel of the clutch pedal, the steering was vague on-center, and there was that aforementioned inside rear-wheel spin. Wind noise seems higher in the X-Runner than in the other models. But much of this is nitpicking. This is a tight, sporty truck, and probably the best of the genre. There's no cowl shake. The exhaust sounds cool. If you want a truck that can hang with a sports car, the X-Runner is the ticket. 2ff7e9595c
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