Quote:2005 TOYOTA TACOMA X-RUNNER
ON SALE: October
BASE PRICE: $23,000 (est.)
POWERTRAIN: 4.0-liter, 245-hp, 282-lb-ft V6; rwd, six-speed manual
CURB WEIGHT: 3690 pounds
0 TO 60 MPH: 6.9 seconds (mfr.)

When Toyota engineers decided to build the 2005 Tacoma X-Runner high-performance sport pickup, they didnÔÇÖt waste much time studying the trucky competition. Instead, ToyotaÔÇÖs tuners locked onto a real sports car, an acknowledged benchmark for super handling at a bargain price: NissanÔÇÖs 350Z.

No, the X-Runner wonÔÇÖt give you quite the same "woo-hoo" factor as the riding-on-rails 350Z, but ToyotaÔÇÖs factory-built and racing-developed performance truck is a pure joy in its own right. And with a generous truck bed out back you can stop worrying about which luggage or whose golf clubs youÔÇÖll have to leave behind.

X-Runner leads an 18-model onslaught of all-new 2005 Tacomas on sale soon (more about the full line later) that are bigger, stronger andÔÇöin X-RunnerÔÇÖs caseÔÇöfar sportier than any truck Toyota has ever offered. Toyota says X-Runner produces cornering grip in excess of 0.90 gÔÇömore than a 350Z. Engineers achieve this trick with a 1.0-inch-lower suspension, 255/45R Bridgestone Potenza tires on 18-inch wheels, stiffer "X-braced" chassis (the X-Runner exclusive rear frame brace from which the truck takes its name) and performance suspension including Bilstein shocks, stiffer springs and a rear antiroll bar.

Toss in a 4.0-liter, 245-hp, 282-lb-ft dohc V6 (the same powerplant introduced in the 2003 4Runner), mated to a six-speed manual gearbox (X-RunnerÔÇÖs only tranny offering) sending power to a limited-slip rear differential and the company says its little pickup will turn sub-seven-second 0-to-60-mph times. For comparison purposes, the last 350Z we tested registered 0.86 g and ran 0 to 60 mph in 5.66 seconds. So while X-Runner isnÔÇÖt as quick as a Z, the numbers say it should at least run circles with one. Or put another way, for a pickup truck, the X-RunnerÔÇÖs numbers are pretty impressive.

Impressive is a pretty strong word, but itÔÇÖs the one weÔÇÖd use to describe the X-Runner on the road. The truckÔÇÖs taut suspension feels planted and the extra diagonal frame bracing in front and the X-brace in the rear do a good job of eliminating the cowl shake we noted in drives of non-X-Runner siblings. The truck feels balanced and holds the road well in hard cornering without plowing, as power to the rear wheelsinduces manageable oversteer, despite some inside rear tire lift and wheelspin. Steering is responsive, as are the brakes, not all of which can be attributed to the stickier eight-inch-wide treads. X-Runner stopping power is enhanced with the optional TRD-developed Big Brake system featuring 13-inch vented front rotors, forged aluminum four-piston calipers, larger brake pads and braided steel brake lines, designed for "effective braking performance under sustained heavy abuse."

"The Big Brake package is for the owner who wants to take his truck to track days to see if it really will beat a 350Z," says Paul Williamsen, Toyota product education manager. All Tacomas are fitted with 10-inch rear drum brakes, along with antilocks, electronic brake force distribution and emergency brake assist.

Toyota tops the X-Runner with a sharp styling package that includes full-surround ground effects, a hood scoop (nonfunctional), integrated fog lamps and three racy colors: Radiant Red, Black Sand and Speedway Blue. The exterior work makes for a distinctive, almost concept-truck look. From the driverÔÇÖs seat the lowered stance contributes to a sportier feel, and the faux hood scoop breaks up the hoodÔÇÖs expansive sheetmetal.

As much as we like the X-RunnerÔÇÖs handling and performance, we were less than impressed by its balky shifter, odd clutch feel and tight pedal confines. Though the shifter is well placed, it doesnÔÇÖt always find the desired gear; the clutch pedal gets progressively lighter through the travel; andÔÇöwith three pedals squeezed between the transmission tunnel and the dead pedal areaÔÇöweÔÇÖd like a little more room in the footbox.

The rest of the 2005 Tacoma lineup includes everything from Regular Cab to extended Access Cab (this year with dual front-opening doors) to four-door Double Cab versions. Double Cab buyers can choose between a 60.3-inch bed or a 73.5-inch bed, while Regular and Access Cab models come with the longer bed only. A revised TRD Off-Road package provides better off-road performance and better on-road handling, while a TRD Sport package is aimed at those who spend more time on the beaten path. Finally, Toyota continues to offer PreRunner with the less expensive 4x2 drivetrain but the same raised stance and flared-fender styling of 4x4 siblings.

In addition to the 4.0-liter V6, which is 55 hp stronger than the 3.4-liter V6 it replaces, an all-new 2.7-liter, 164-hp, 183-lb-ft four-cylinder engine is available. V6 buyers choose between a six-speed manual or five-speed automatic, while four-cylinder trucks come with a choice of a five-speed manual or four-speed automatic. Four-wheel drive is available with all powertrains except the four-cylinder automatic setup.

In keeping with the general trend of compact trucks getting bigger (so much so that everybody now calls them midsize), the ÔÇÖ05 Tacoma is "larger in every metric of comparison," says Don Esmond, Toyota Division senior vice president and general manager. But ToyotaÔÇÖs move to a bigger small truck isnÔÇÖt just an effort to keep up with competitors whose small trucks have also grown (see Dodge Dakota, GMC Canyon/ Chevy Colorado). The Japanese companyÔÇÖs upsized small truck also gives a clear indication of the leap in scale we can expect in the brawnier next-generation Tundra due in 2006.

How much bigger? For 2005 Tacoma wheelbases grow by at least 5.3 inches and up to 5.9 inches, depending on cab style, bed length and running gear, ranging from 109.4 inches for the Regular Cab 4x2 to 140.6 inches for the Double Cab long-bed model. Front and rear tracks widen by nearly four inches, providing a boost in shoulder and hip room, along with space for a cavernous center console. Maximum towing capacity on V6 models is up by 1500 pounds to 6500 pounds.

TacomaÔÇÖs new look, a harbinger of the Tundra, features bold headlight and grille styling, and flush bumper to body surfaces. Tacoma also gets a new sheet-molded composite inner truck bed, which is lighter than steel but more durable, and an optional 115-volt/400-watt power plug. Loads of accessories are available to take advantage of the integrated utility rails with four built-in adjustable tie-down cleats. WeÔÇÖre thinking those tie-downs could really come in handyÔÇöespecially at 0.90 g.

ScottyB Wrote:pretty nice, but comparing it to a 350Z is just retarded. i like the six speed option 8)

just curious, was that picture badly photoshopped to look like a one wheel burnout?

.RJ Wrote:Your mustang can tow 6500 lbs?

.RJ Wrote::?:

.RJ Wrote:I honestly have no idea what your point is.

You said you were towing with an F-150, which (if I ass-u-me correctly is the 97-03 body style) is rated at 235hp and 330 lb-ft - carrying 500-800 lbs more than the Tacoma.

But put 6500 lbs behind your mustang, and see how well it does.... By that logic, a 400rwhp 'vette should be able to tow an enclosed trailer, no?

.RJ Wrote:By that logic, a 400rwhp 'vette should be able to tow an enclosed trailer, no?

.RJ Wrote:If I towed my ITR, it would be on a (small) Al trailer, so the total weight would be under 3500 lbs

Although I'd still rather have a 97-98 F150 to tow with. The longer wheelbase and auto trans would make it a better tow vehicle - that and it would be 1/3 the price

Dave Wrote:okay, I'm not dumb enough to get a Lightning as a tow vehicle either :p

mongooze Wrote:

Dave Wrote:okay, I'm not dumb enough to get a Lightning as a tow vehicle either :p

What are you saying Dave?