A low-key beige Tacoma with graphics inspired by a Toyota truck from the 1980s stood out among the many modified vehicles Toyota brought to SEMA last year. It has basic tires and wheels as well as yellow KC running lights set on a tubular rollover bar with a happy face. It more than made up for what it lacked in gimmicks and technology with character.
Although Toyota refers to it as the Tacoma Truck Concept, the more popular moniker for it is the BTTF Truck “Because it brings to mind the vintage 1985 Toyota pickup that Marty McFly left in at the end of that film.
Of course, Toyota’s compact vehicles from that decade are legendary. At that time, onboard gadgets were the Mattel handheld football game you left in the passenger seat, and small actually meant small not medium.
Toyota is still supported by the goodwill that its tiny trucks from the Reagan period created. The 2.4-liter four-cylinder 22R and 22RE engines, which power the renowned 198488 Toyota Truck, have an almost spotless reputation for dependability and longevity at a reasonable price.
Furthermore, Toyota Trucks were easily transformed into eye-catchers. It was rapidly transformed into something uniquely American by adding aftermarket wheels and a light bar. many young men who witnessed “Back to the Future left the building desiring just that for themselves.
Thus, we return to the BTTF Truck. Even though the current Tacoma is almost as large as the first-generation Tundra, Marty McFly’s pickup truck is its direct ancestor. As a mark of respect, Toyota developed this unique 4x4x4 with four-wheel drive, an automated transmission, and a four-cylinder engine. The only factory-built vehicle that currently comes close to this arrangement is the PreRunner with two-wheel drive.
The ultra-extreme King of the Hammers cross-country/rock crawl race is hosted at Southern California’s Johnson Valley OHV area, where we spent some time with the BTTF. Although it would be almost ideal to bring Toyota’s vintage pickup here, the BTTF is still still a fairly light-duty vehicle. Toyota didn’t have enough time to complete the final adjustments needed to complete the bullet-proof capabilities it requires to match its appearance because its manufacturing came together so rapidly last year. Only flat fire roads and dirt trails will it operate.
The BTTF’s solid front axle, which substitutes the Tacoma’s conventional independent front suspension, is the ultimate salute to the Toyota Truck. Because an SFA offers better wheel travel off-road over obstacles than IFS does, ardent rock crawlers and trail hounds readily recognize its legitimacy. Like the rear live-axle configuration and leaf springs still used on almost every pickup built in the United States today, it is straightforward, practical, and basic.
The project team who built the BTTF truck stole the front axle, much of the rest of the front running gear, and the rear axle (though it utilizes leaf springs instead of the FJ80’s multilink suspension system). This also slightly widened its track.
Along with the paint, wheels, and lighting, the exterior also features a unique grille and completely professional tubular front and rear bumpers.
The BTTF’s interior is also retro. Genuine Recaro cloth inserts from 20 years ago can be found in the brown and tan interior. The extra designs were discovered in a Toyota warehouse’s nook. To change the truck from two-wheel drive to four-wheel drive high or low, there is a floor-mounted manual transfer case lever adjacent to the transmission shifter rather than a contemporary dash-mounted electronic t-case knob.
Even if we wish to test the Tacoma Truck Concept off-road, we ponder whether Toyota would truly make such a vehicle.
Ford recently received a lot of praise for designing the 2010 Ford F-150 SVT Raptor, a fast desert runner. It has a unique, purpose-built long-travel suspension that Fox Racing Shocks created. Why not put the Tacoma, which leads sales in the U.S. midsize market, in the product limelight given that Toyota’s Tundra is finding it difficult to compete in full-size trucks, and develop their own off-road halo truck?
Toyota has plans to keep improving the Tacoma, but as of right now, those plans exclude creating a BTTF for mass production.
Even though it’s awesome, there are a few factors that make making an SFA Tacoma more difficult than a Raptor. Weight would very certainly increase if the IFS were replaced with an SFA, and the on-road ride and handling would suffer. IFS has dominated the market for most pickups because it drives better, the setup cuts weight, and it helps with improved gas mileagefactors that truck buyers consider considerably more important than pure off-road performance. We believe the Tacoma’s 3,700 pound curb weight is a little too much for the 2.7-liter 2TRFE four-cylinder engine, which generates 159 horsepower.
By designing a modular architecture that can support either an IFS or SFA system, Toyota might be able to actualize the BTTF truck in a later version of the Tacoma. Perhaps a more potent and effective direct injection four cylinder motor would also be developed to power the vehicle, and perhaps its footprint would start to slightly decrease rather than continuously increase.
While waiting, we’ll daydream about Marty McFly’s truck and the Tacoma concept that we both can’t have. It’s time to go back in time.
In This Article...
What is the Tacoma’s gear ratio?
By reusing key components across many models, Toyota is able to produce cars with such a solid reputation for dependability. In addition to generating the volume that lowers the cost of those components for you, the end user, doing so also secures a nearly universal supply of those components.
If you need to special order an engine part for a more exotic vehicle, you could have to wait weeks for it to arrive. If you need a Tacoma engine part, practically every vendor in the US will have it in stock. This is due to the fact that the Camry, Highlander, Sienna, and no fewer than five other models from Toyota’s luxury division, Lexus, all share the Taco’s 3.5-liter Atkinson-cycle V-6 engine. In ten years, it will be exponentially simpler and less expensive to maintain a Tacoma thanks to the parts’ commonality.
Toyota has opted to equip the truck with rather tall gear ratios in order to produce a truck that can provide impressive fuel-economy results in the Environmental Protection Agency’s standardized test cycle (up to 19 miles per gallon in the city and 24 miles per gallon on the interstate). The V-6 is rotating at 1,500 revolutions per minute at 60 mph while in sixth gear. Although there are significant trade-offs in terms of practical drivability, this is perfect for yielding good fuel economy in the EPA’s highway-test cycle, where the top speed is 60 mph.
That 3.5-liter V-6 in the Tacoma produces a respectable 278 horsepower and 265 pound-feet of torque, but only at high engine speeds. The engine produces somewhere between 50 and 100 pound-feet of torque and horsepower at 60 mph in top gear, where maximum horsepower is reached at 5,374 rpm and maximum torque at 3,037 rpm.
To give you the performance you demand, the transmission will need to downshift by two or three gears if you put your foot down at that speed to pass another car or climb a hill. This holds true whether you’re shifting with a manual or automatic gearbox. The Tacoma’s extremely high gear ratios are ideal for official fuel-economy ratings, but in practice, drivers will discover that the transmission downshifts far more frequently than necessary, making it impossible to meet those figures. You can anticipate Tacomas to have an average fuel efficiency of around 18 mpg if you look at the 2,287 third-gen Taco owners who submit their own statistics on Fuelly.
But instead of using the fast lane, what Tacoma owners typically do wrong is install bigger tires without making the appropriate adjustments to sustain them.
Off-road, greater obstacles are easier to roll over with larger tires. And they look cool. Therefore, adding bigger tires is likely the most frequent alteration performed to a truck. But bigger tires also result in a lower effective gear ratio for a vehicle. This poses significant difficulties given how tall the Tacoma’s gearing is. You can increase your Tacoma’s stock 30.5-inch tires to 34 inches and spin those 1,500 rpm at 70 mph. That might not offer enough power to sustain top gear while driving steadily at a constant speed on a flat road, forcing the usage of lower gears everywhere and putting more strain on the engine at every speed. In other words, it ruins fuel efficiency and creates an unpleasant driving situation.
Stuart says that after installing 34-inch tires on his Tacoma without regearing, he was averaging about 12 mpg on the interstate. Even a 10% increase in tire size reduced fuel economy by half compared to the claimed number.
“I remember flooring it up a grade in the summer of 2019 while traveling from Southern California to Montana via Colorado, just making it to 60 miles per hour, he says. ” At 7,000 feet, the engine was working extremely hard to maintain highway speeds. Semis were moving ahead of me in speed. Back on level ground, the speed was so sluggish that passing in the oncoming lane was actually dangerous.
Off-road, where performance rather than fuel economy is the main focus, is where the issue is much worse. Your car’s horsepower and torque will go farther down the road if its effective ratio is decreased. By shifting into distinct, extremely low gears, off-road vehicles may safely ascend and descend steep obstacles at very low speeds. These gears increase the force the engine can apply to the wheels by a quantity given as a straightforward ratio.
A standard Toyota Tacoma TRD Pro has a crawl ratio of 36:1 for automatic transmissions and 44:1 for manual transmissions. You can see that the Tacoma’s gearing is already subpar on highly steep obstacles when you compare those gear ratios to an off-road vehicle that is more specifically designed, such as the Jeep Wrangler Rubicon (with an 84:1 ratio). Increased tire size will further reduce that. As a result, it’s typical to witness films of Tacoma drivers ascending slopes at excessive speeds, risking damage to their cars in exchange for the forward momentum required to complete the ascent.
In order to complete a climb, a Tacoma driver is required to use momentum rather than changing gears, as seen in this Fast Lane video. This kind of driving will eventually harm a vehicle, and attempting tricky off-road barriers at high speed also increases the likelihood of a rollover or other mishaps.
What can you do in this regard? Fortunately, there is a really good solution: you can raise your final drive ratio by changing the gears in your axle differentials. You have the option of increasing the final drive ratio or bringing it back to a level that is similar to stock after accounting for the effective gearing decrease generated by the larger tires. Installing gears that raise the Taco’s V-6 engine speeds at 60 mph to roughly 2,000 rpm will maximize performance and fuel efficiency, allow you to sustain highway speeds without downshifting, keep the engine running in its most efficient rpm range, and improve safety and off-road control.
The 3.91:1 final drive ratio on the Tacoma may be changed to either 4.88 or 5.29:1 by Nitro Gear and Axle. In addition to being able to pass 18-wheelers on two-lane roads, Stuart would have averaged closer to the 18 mpg statistic that most owners of stock Tacomas record if he had installed 5.29 gears at the same time he added the 34-inch tires. Budget roughly $3,000 for regearing if you intend to place bigger tires on your Tacoma (which should cover both parts and labor).
Here’s a new, entertaining hobby that any of us can undertake at home. Find a Tacoma on Instagram, then make some calculations on a piece of paper. Let’s make some conservative estimates for this one, going backwards from the front. 100 pounds for the front bumper. Sliders for rocks: 100 pounds. 40 pounds for the roof rack. 50 pounds on the bed rack. 150 pounds of unsightly canvas was piled up. Maxtrax knockoff: 15 pounds. 30 pounds for high lift. 90 pounds of extra fuel equals fifteen gallons (there are two Rotopax on the other side). 120 pounds for the rear bumper with swing-out. 50 pound large spare tire This Taco weights at least 5,190 pounds before taking into consideration the weight of a driver and passenger, a full tank of fuel, and anything they are hauling inside the cab or bed.
Which Toyota Tacoma is 4×4?
The Toyota Tacoma does provide 4WD as an option. Finding a Toyota truck with 4WD drive capability is simple with this mid-size car, whether it be a new model or an older Toyota truck. And a Tacoma with 4WD is a vehicle that can do the job whether you’re looking for a work truck or a truck that can handle off-road activity. It has stayed popular for many years because of this.
Each Toyota Tacoma has the option of having 4WD. Because of this, the Tacoma offers the advantages of 4WD even at the base level. The Tacoma models in the TRD family provide more utility and toughness for those who require it. Particularly the Toyota Tacoma TRD Pro, which includes 4WD as standard.
The Tacoma’s gear ratio in 2021 is how many.
The 3.5L V6 engine is located under the hood of the 2021 Toyota Tacoma, and it is mated to either a six-speed manual transmission or a six-speed automatic transmission. A 2.7L four-cylinder with 278 horsepower is an additional choice. Bring a trailer to complete the task or an RV with a maximum towing capacity of 6800 pounds for weekend pleasure. Maintaining stability while towing a big load or while riding empty is much simpler with trailer sway control.
Does the Tacoma have a front suspension that is independent?
The brand-new Tacoma was made available in the US in 1995. The weaker twin A-arm setup and rack and pinion steering that came from a passenger car were used in the reworking of the front independent suspension. The electric rear locker option did allude to off-road potential. This, along with bigger tires, contributed to the Tacoma’s image as an off-road vehicle.
Tacoma has any ifs, right?
Toyota purists were dubious when the Tacoma was debuted in the middle of 1995. Even though they were so slow they’d lose a drag race with a refrigerator, the ’79 through ’95 pickups were long-established as tough, trustworthy trucks. The Tacoma models gave the Toyota stable a new generation of engines and a new chassis.
Now that 2012 is coming to a close, the Tacoma is a tried-and-true truck that can easily hold its own in the mud. Compared to the previous iron, Tacoma engines are significantly more powerful. A truck worthy of suspension modifications is the Toyota Tacoma.
You have options if you want to improve the front suspension on your Tacoma, and we’re here to show you what they are. We’re sticking with six-lug 4×4 models in this narrative for consistency’s sake.
Please be aware that shocks are not included in any of the coilover kits, though coilovers can be bought from each suspension manufacturer.
Long-travel A-arms (IFS) and solid axle swaps are the two primary categories of hardcore Tacoma suspension (SAS). A long-travel IFS upgrade is your best option if you’re designing an all-purpose vehicle and want greater wheel travel and better high-speed stability. It’s difficult to top a swapped-in solid front axle if you prioritize simplicity over all else and performance in the rocks.
For serious “wheeling” and rock-climbing, solid axles and leaf springs are a tried-and-true combo, and Trail-Gear provides its Tacoma solid axle swap (SAS) kit in three distinct levels. The first-generation Tacoma models from 1996 to 2004 are compatible with the Trail-Gear SAS kits. Attempt the “You can purchase a kit and acquire your own axle and steering box, or you may upgrade to a Trail-Gear “B” or “C” kit to locate something more comprehensive. Whichever alternative you select (the “You will have a pre-engineered kit that eliminates the guesswork involved in a solid axle swap (Model C kit is illustrated). It is necessary to use cutting, grinding, and welding. Even though the procedure is simple, it nevertheless counts as significant surgery.
A long-travel IFS system is available from All-Pro Off-Road for Tacomas, 4Runners, and FJ Cruisers manufactured in 2005 and after. The replacement upper and lower control arms of the All-Pro long-travel IFS system increase the track width by two inches on each side. Spherical bearings (uniballs), which provide increased strength, easier replacement, and a wider range of motion, are used to replace the upper and lower ball joints. Cold-rolled billet steel and chromoly tubing are used to create the TIG-welded All-Pro system. It is designed to utilize a bumpstop and a single coilover. Although not necessary, fiberglass fenders can be used. Updates have been made to the All-Pro long-travel IFS kit since the kit layout picture was shot. Visit the All-Pro website for a more recent image.
The Taco Supreme SAS kit from All-Pro is a simple way to perform at the highest level of rockcrawling if you own a 1996 to 2004 Tacoma. However, an All-Pro-specific Currie Rock Jock 60 front axle was used in the creation of the Taco Supreme SAS kit, which can be used with a variety of different solid front axles. To make installation even simpler, All-Pro shock towers can be added to the standard link and bracket kit. Cutting, grinding, and welding are required to install the Taco Supreme kit. It’s advisable to leave this task to an expert fabricator or shop. An ’86 to ’95 Toyota pickup Toyota steering box is installed in place of the conventional Tacoma steering rack (much stronger).
The ’05 through ’12 Tacoma’s long-travel package from Camburg increases track width by 3.5 inches on each side. The upper control arms have a conventional tubular design, while the lower control arms are composed of plate steel. 1.25-inch uniballs are used in place of the upper and lower ball joints, improving strength and wheel travel. Lower control arms are less likely to deflect during tight turns or on rough terrain since they pivot on 1-inch uniballs rather than bushings. There are two alternatives for steering: lengthening the standard tie rods or fully swapping them out with clevis-and-rod ends. Both vehicles with two and four wheels can use this technology. There is a need for fiberglass fenders.
There is also a Camburg long-travel kit available for the first-generation six-lug Tacomas from 1996 to 2004. This upgrade requires fiberglass fenders and expands the truck’s stance by 3.5 inches each side. A one-inch uniball replaces the stock upper ball joint at the steering knuckle, and the lower control arms likewise pivot on one-inch uniballs. Your stock Tacoma shorties can be swapped out with Tundra CV axles. Run this kit with just a coilover or, for maximum control in the muck, add a hydraulic bumpstop and a bypass shock.
The 20052012 Tacoma long-travel kit from Total Chaos Fabrication is available in two widths: 3.5 inches wider per side and 2 inches wider per side. The +3.5 kit is seen in this picture. Upper control arms are built of tubing, while lower control arms are made of boxed plate. Heim-jointed upper arms are an option, but both upper and lower arms pivot on urethane bushings, which reduces noise and harshness transmitted from the control arms into the chassis. Conversions between upper and lower uniballs are common. Use T.C.’s optional Nylatron bushings in your lower control arms if you want more deflection control. There must be fiberglass fenders. The stock inner and outer CV joints are fitted with custom Total Chaos CV axles. In addition, Total Chaos provides a number of enhancements that together with the long-travel suspension will fortify the chassis. These included the steering knuckle gusset, coil bucket tower, and alignment cam tab gussets.
The Total Chaos +2 kit can be right for you if you don’t want to go as wide, don’t want to use fiberglass fenders, or are constrained by SCORE Class 3 track width limits. The characteristics are essentially the same as the +3.5 kit, but with a smaller track width. Although the +2 kit is displayed on a fifth-generation 4Runner, this system is also compatible with the 20052012 Tacoma, the 20072012 FJ Cruiser, and the 20032009 4Runner.
The first-generation six-lug Tacomas from 1996 to 2004 are supported by a system from Total Chaos. Owners of 4Runner models from 1996 to 2002 can also use this technology. The T.C. first-gen Tacoma long-travel system increases track width by 3.5 inches on each side. In order to preserve four-wheel drive and accommodate the wider track, modified Tundra CV axles are employed. Both the upper and lower control arms have choices. For the upper arms, choose from bushing pivots and Heim joint pivots, and for the lower control arms, pick from tubular or boxed-style arms. A one-inch uniball is used to replace the upper ball joint. In order to prepare your chassis for rigorous use, Total Chaos offers steering knuckle gussets, alignment cam tab gussets, and coil bucket tower gussets. plastic fenders? Yes, you will require these.