Toyota’s 2 Best Off-Roaders Are Fresh for 2020

Overlanding and off-roading are not synonymous. The ballistic-missile ascent of the former term into the modern vernacular has left hardcore trail enthusiasts wincing at its ubiquitous misuse by the masses who simply guide their tires from asphalt to gravel and bop around a little. Overlanding and off-roading are about intent, not actions. When a remote journey itself, not the destination, is the purpose of the trip, you’re overlanding. And when you attempt to conquer mighty earthly obstacles, you’re off-roading.

Informed denizens of the four-by-four community are quick to note that not all 4x4s are suitable for both endeavors. Toyota, however, builds two steeds capable of dominating both domains: the Tacoma TRD Pro and the 4Runner TRD Pro. Both have been treated to a light refresh for the 2020 model year. To sample them in their rightful element, we (along with a gaggle of other journalists) took them on an excursion across the American West, from the blistering Utah deserts to the lush Colorado mountains.

The Good: Reliability and durability are two defining attributes across Toyota’s entire lineup. The Tacoma and 4Runner have always exhibited both qualities in such spades that when it came time to reimagine them for 2020, it was hard to fix what’s not broken. The workhouse powertrains remain unchanged, as does the beefy exterior styling. So what is new? On the 4Runner, a TRD-branded cat-back exhaust system has been added. A redesigned instrument panel brings a touch of modernity to the spartan cabin, as does a honking 8.0-inch touchscreen multimedia display that now features Apple Car Play, Android Auto and Amazon Alexa capabilities. 

The same 8.0-inch screen and connectivity addition in the Taco breathes new life into the low-tech brute that launched in 2005 and has since gone largely unchanged, save for a 2016 update. The Tacoma also receives an eye lift in the form of new LED and Daytime Running Light headlights and the inclusion of LED foglights. Lastly, the helpful and effective Panoramic View Monitor (PVM) and Multi-Terrain Monitor (MTM) features both come standard on the new Tacos.

Who They’re For: No-frills adventure-seekers who’ll spend a considerable chunk of wheel time on unpaved ground. And people who will it drive often, on their way to the 250,000-mile club. Accordingly, the economically-minded will appreciate the low-maintenance requirements, long life expectancy and impressive resale value these vehicles offer.

Watch Out For: While the Tacoma and 4Runner are big strides forward, especially in the cabin, there’s still room for improvement in the creature-comfort department. The 4Runner remains sparse inside compared to rival SUVs. Despite being a beloved bombproof legend, the Tacoma has long suffered from a seat design that offers no real comfortable way for gangly-limbed occupants to comfortably rest. (The flat raised floor does afford better ground clearance off-road.) Toyota’s tried to address seating woes by bestowing the Taco with new 10-way power-adjustable seats; they help a smidgen but don’t rectify the issue. Lastly, there’s no telescoping wheel in the Taco, which is a true head-scratcher in this day and age.

Alternatives: Buyers of the Tacoma would likely cross-shop the Ford Ranger in Lariat trim (starting at $33,350) and the Chevrolet Colorado ZR2 (beginning at $42,000), while 4Runner prospectives would eye the Jeep Grand Cherokee (from $32,045) and perhaps the new Ford Explorer (from $36,675), though the Blue Oval wouldn’t stack up as well off-road.

Review: It was a withering 103 degrees when we hit the trailhead of Hell’s Revenge, a 5.5-mile off-road route nestled in the outskirts of Moab, Utah. The name doesn’t obfuscate what you’re about to undertake: The sinewy route is tricky and treacherous, riddled with boulders the size of dumpsters, cross-axle obstacles and steep hills that frequently leave you staring at the pristine blue sky.

As we queued up, seriously-kitted-out Jeep Wranglers streamed past — lifted to the sun, affixed tall jacks glistening. Our TRD Pros were bone-stock — a condition our fearless and affable trail guide Kurt Williams of Cruiser Outfitters claimed he’d never run here despite his 100-plus passes, though he had the utmost confidence we would emerge unscathed. (Even Williams’ lead vehicle, his own 2004 Land Cruiser, was modded with rail and rocker guards, a sizable lift, aftermarket shoes and custom bumpers, though he left the drivetrain untouched.) 

The mantra of off-roading is “as slow as possible, as fast as necessary.” So we inched our way forward in a 4Runner. On this harsh, undulating terrain, the body-on-frame SUV is at its best. The Nitto Terra Grappler tires — slightly deflated for the affair — offer impressive grip, and the 2.5-inch Fox internal bypass shocks that bestow an extra inch of lift over other 4Runner models will keep the sweat from beading on your brow as you crawl over everything in your path. The aging 4.0-liter, naturally-aspirated V6 offering 270 horsepower and 278 pound-feet of yank are more than sufficient, and you won’t use more than two of the automatic transmission’s five gears available while scrambling around off-road

The Multi-Terrain Select system lets you select from Mud and Sand, Rock and Dirt, Loose Rock, and Mogul and Rock modes. Each changes the brake-based torque vectoring to eliminate wheel spin, along with adjusting the throttle’s responsiveness. Coupled with an electronically-locking rear differential, you’re unstoppable. Ascending stretches where the gradient exceeded 25 degrees was a breeze, provided you’d locked the diff. (Fail to do so, and the 4Runner will shudder and skitter in place.)

The five-level Crawl Control system is a neat parlor trick that’ll help keep everything tidy by taking throttle and braking control out of your hands and allowing you to focus on steering and your line, but it’s more fun to modulate the pedals on your own. Loose steering and long accelerator pedal travel provide a nice buffer for you to find exactly the right amount of input, thus allowing you to keep trucking.

The short wheelbase of the 4Runner meant no trailer hitches kissed the umber Utah rocks. The lengthier Tacoma Double Cab, however, did make contact at a few points, albeit briefly — and no real damage was done. On Hell’s Revenge, the Taco shone bright, its surefooted prowess demonstrating why it’s such an icon in these conditions. It also enjoys the same lifted suspension and Fox shocks as the $Runner, and the 3.5-liter V6 mill good for 278 horsepower and 265 lb-ft of twist keeps you clambering forth with ease. Goodyear Wrangler All-Terrain Adventure 16-inch tires impart impeccable grip, even in slippery spots.

The PVM and MTM systems, which show the area around the vehicle via screen, are a kind feature that comes in handy when you’re climbing and the hood — sloped down a few degrees for better sighting — rises above the head of your trail guide. You can use the cameras to make sure you’re aimed the right way, and that your forward path is free of large obstacles. The downside is the pixelated resolution of the screen; it’s not crisp enough to see individual rocks in your blind spots, something engineers acknowledged they’d continue to tinker with. Still, you’re better off with the systems than without.

En route to Ouray, Colorado, we did some light pseudo-overlanding over the La Sal Mountains, where both the Tacoma and the 4Runner lapped up the gravel and dirt trails some 10,000 feet above sea level. Bashing around the loose surfaces was a hoot, but it was here that the transmissions started to show their age. The Taco suffers from incessant gear-hunting, seemingly never content with its own selection. It’s constantly rowing through the six-speed auto (this problem wouldn’t exist in the optional manual version);  just when it settles, you’ll inevitably need more power, forcing a downshift — and the whole process starts anew. Engineers have recalibrated the transmission recently, tweaking shift points for improved fuel efficiency, but a little more time spent here may benefit drive quality. The 4Runner’s gearbox is better, but hints of the same issue show under harder pushes.

Verdict: The final stretch of the trip was on the highways of Colorado. If you’re looking for a sedate and plush mile-logger, the Taco and 4Runner may disappoint. The same attributes that make them impeccable off-road leave something to be desired when it comes to pavement manners; there’s a bit of brake dive on both vehicles, and the loose steering becomes unwelcome at a highway clip. But the people who understand the intent of these immutable machines — the overlanding and off-road zealots seeking uncharted exploration and adventure — certainly won’t be disappointed by the 2020 4Runner and Tacoma TRD Pros in the least.

2020 Toyota 4Runner and Tacoma: Key Specs

Powertrain: Tacoma – 3.5-liter V6, six-speed automatic or six-speed manual, four-wheel-drive; 4Runner – 4.0-liter V6, five-speed automatic, four-wheel-drive
Horsepower: Tacoma – 278; 4Runner – 270
Torque: Tacoma – 265 lb-ft; 4Runner – 278 lb-ft
0-60 MPH: Tacoma – 7.3 seconds; 4Runner – 7.5 seconds
Fuel Economy: Tacoma – 18 mpg city, 22 mph highway; 4Runner – 17 mpg city, 20 mpg highway (2019 model)

Toyota hosted us and provided these products for review.

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‘We’ve Got the Formula:’ Bentley’s CEO Talks the Future of the Luxury Brand

Adrian Hallmark looks pretty much exactly like you’d expect the CEO of Bentley Motors to look. Middle-aged, square-jawed and broad-faced, he’s the sort of generically good-looking British fellow who you’d see playing M in a Bond film before Dame Judi Dench owned the role.

He’s also holding the reins of the company at a pivotal moment in time. Bentley isn’t just celebrating its 100th birthday this year; the brand is celebrating its centenary with what Hallmark himself described to Bloomberg as “probably the worst year in our history” squarely in its rearview mirror.  And the road ahead is a twisty one; parent company Volkswagen AG is pushing full steam ahead into electrification, with plans to invest $91 billion in electric cars and tech in the near future in order to crank out three million EVs a year by 2025.

For a brand based around the idea of grand tourers designed to drive for days on end at high speeds, pushing into electric cars — which, for all their rapidly-gaining capabilities, still can’t come close to the range of their internal-combustion equivalents, let alone the “recharging” time of a $500 hooptie — seem like a honker of a pill to swallow. Hallmark, for his part, isn’t in denial about the challenges. In order to work for Bentley, the CEO says, batteries need to reach parity with the range and performance of the carmaker’s current gas-powered cars.

“We don’t see anything until the mid-2020s that’s big and strong enough for our needs,” Hallmark says. “We would need probably a 150-kilowatt-hour battery to propel something the size of a Flying Spur or a Bentayga.” (The largest electric car battery currently used, for the record, is the 100-kWh unit in top-trim Tesla Model S sedans and Model X crossovers.) A slightly smaller battery could be practical, he hedges — “We can maybe get 130-135 kWh” to work, he says — but that would have to be in part due to better battery management technology as well as bigger electron tanks, so to speak. 

Vero eos et accusamus et iusto odio dignissimos ducimus qui blanditiis praesentium voluptatum deleniti atque corrupti quos dolores et quas molesti Photo by John Doe.

Also — new types of electron tanks. The current type of battery technology commonly used — lithium-ion, which use a liquid electrolyte to carry charge around — just doesn’t have what it takes, at least for the Flying B. “Lithium-ion is not the long-term solution. Full stop,” Hallmark says. “We’re looking forward to solid-state.”

Solid-state batteries, unlike lithium-ion, don’t have a liquid component, instead using solid materials such as ceramics as conductors for electricity; this can make them both safer and more power-dense than other, more traditional batteries, but the technology is still in its infancy compared to the power packs found in iPhones and Teslas. To that end, the VW Group has invested in a solid-state battery startup called QuantumScape, whose work should be ready for production car integration by 2023-2025, according to Hallmark. (Hence, presumably, why Bentley has locked onto a target date of 2025 for launching its first pure electric car.)

It’ll still be more expensive than li-ion, as the common battery type is abbreviated, but Bentley’s positioning near the top of the market means it can lead the way for the whole VW Group on the new tech. “In a $250–$300,000 car, people can afford to carry that premium,” Hallmark says. 

And in spite of what you might assume, while Hallmark claims Bentley’s customers aren’t particularly jazzed about self-driving cars — “I wanna be the last customer in an autonomous car” is the sort of remark they often drop in research clinics and casual conversations alike, he says — they are enthusiastic about the idea of EVs. Every two years, Hallmark says, the company does a survey of 1,500–2,000 current and potential customers; over the last four years, interest in electric cars jumped from just 8 percent to a whopping 40.

Hence, in part, why the EXP 100 GT concept car — unveiled last month and shown off to the public at Monterey Car Week — is powered by electrons, not fossil fuels. But the choice of powertrain is hardly the only thing differentiating that idea of Bentley-circa-2035 from the new Continental GT coupe parked next to it at The Quail. Sustainable materials make up a far greater chunk of the car than current models: the interior uses 83 percent less leather than a modern car would, subbing in upholstery made from winemaking-sourced grape skins that would otherwise be discarded; cotton from a farm in the north of England makes up much of the rest of the insides.  It’s all part of a broader vision for the super-luxury brand’s future, one that holds sustainability as a watchword as much as elegance and craftsmanship.

“It’s not tokenism,” Hallmark says. The brand already uses sustainably-sourced wood appropriated from trees that fell on their own, but going forward, the CEO says the company might even invest in buying entire forests — partly to guarantee a supply of hardwood, yes, but also to help offset the company’s own carbon emissions. The goal, he says, is to make the company carbon-neutral by 2023, balancing out emissions on every continent from both the vehicles they sell and the facilities that build them. (The Bentley factory in Crewe, he says, will be the second one in the entire VW Group to negate its CO2 footprint.)

“We have to reinvent Bentley,” he says.“If that appeals to vegetarians, carnivores, velociraptors, I don’t care. As long as they’ve got a driver’s license.”

“The potential is huge,” he adds. “The next 100 years, although we have to redefine everything, we’ve got the formula.”

In the short term, however, that means hybrids. The Bentayga is first; the 3.0-liter-turbocharged-V6-and-17.3-kWh-battery plug-in hybrid goes on sale towards the end of the year. Every model in the portfolio is ripe for partial electrification, however — though Hallmark admits the Mulsanne won’t be able to integrate a battery and electric motor until a new version replaces the current one, which has gone largely unchanged since its 2010 debut. (“Where the petrol tank is probably the worst place for electrification,” he says.)

It isn’t just hybrid tech that’ll be coming to the existing lineup. Hallmark says the company’s current four models have room to develop further; “there’s a lot more innovation we can do with each of those models” than with new ones, he says. Faster versions and longer wheelbases could both be in the cards, he says — the latter, presumably, reserved for the likes of the new Flying Spur and future Mulsannes. 

One addition you shouldn’t expect to see: a Bentley hypercar. While Hallmark admits it’s the sole high-end automotive segment that’s been growing in the last decade and a half that the brand doesn’t play in, the brand’s VW Group cohorts Bugatti, Lamborghini and Porsche already own the space well enough.

“As a group, we don’t need a fourth member of the family sharing the same chicken,” he says. 

One pool where Bentley still sees a place to dip its toe, however: one-offs and limited-run models. They’ve been both a sales success and a media boon for other brands in the group (and elsewhere), yet so far, the crew from Crewe hasn’t done much in the way of those high-margin specials. That seems likely to change.

“We’ve got some ideas,” Hallmark says. “You can expect some positive news,” he adds, before mentioning that we won’t need to hold our breath too long. “It’s months, rather than years.”

Defender by Himalaya 110 Review: The O.G. Land Rover, Resurrected

Understanding Land Rover Defender restoration firm Himalaya nomenclature can be a tad confusing, so let’s clear it up right here at the start: Himalaya is the name of a South Carolina-based company that specializes in high-end restorations of the boxy Land Rover from the late ’80s and early ’90s. That company builds two types of Land Rovers: super-high-end versions with modernized interiors and powerful aftermarket engines, which are called “Himalayas;” and more basic versions that hew closer to the original Defenders in spec and spirit, each of which is called a “Defender by Himalaya.”

Or, to sum up: If a Himalaya has “Defender” in its formal name, it’s basically the closest thing you can buy to a brand-new version of Land Rover’s iconic four-wheel-drive box here in the United States. Jaguar Land Rover, after all, hasn’t sold the Defender 90 or 110 in America since new episodes of Seinfeld were the backbone of Must-See TV Thursdays — or anywhere else since early 2016, for that matter. (Not counting the limited-run Defender Works V8 models of 2018, which were as much a part of the regular production run as Aston Martin’s DB5 James Bond “continuation cars” were made for Goldfinger.)

While they’re generally made to order, Himalaya brought one of its lovingly-recrafted Defender 110 models up to New York earlier this summer for us to take a spin in — not just on the streets, but on the gnarly off-road trails hiding in the woods behind Monticello Motor Club.

The Good: The Defender by Himalaya is, in almost every way that matters, simply a new Defender — not a New Defender, mind you, but a new copy of the classic Land Rover whose basic shape can be traced directly back to the Series I of 1948. As such, it delivers all the joys that come with a simple, all-conquering Landie: simple, mechanically-based off-road capability that humbles most modern SUVs; an open-air driving experience that puts you closer to Nature (and, admittedly, the diesel exhaust belching from the tailpipe) than current vehicles; and a design that even people who know zilch about automobiles can identify.

Who It’s For: Die-hard Land Rover enthusiasts who will happily put up with the sacrifices of an old vehicle to gain driving purity.

Watch Out For: Any car designed in the early ’80s bears its share of quirks and peccadillos by modern standards, but the Defender is a whole different story. After all, it wasn’t designed to be a comfortable road vehicle; it was designed as a tool, off-road equipment made for the likes of farmers and soldiers. Seating is tight — my admittedly-long limbs had to take on a mantis-like fold in order to squeeze behind the wheel and work the controls. The engine’s specs seem laughable in this day and age. . The steering is downright nautical, both in feel and speed. And while it can clean the clock of practically any passenger vehicle off the beaten path, once you hit dry pavement, it feels shockingly out of place by modern standards.

Alternatives: Arkonik D110, East Coast Defender ECD 110, a used Land Rover Defender on Bring a Trailer.

Review: Reviewing a refreshed, improved version of the most iconic Land Rover ever isn’t like reviewing a regular car. The people considering buying one won’t be cross-shopping it against similarly-priced new SUVs like the Mercedes-Benz GLS-Class or the Porsche Cayenne; they likely won’t be looking at other capable four-by-fours like the Jeep Wrangler Rubicon or Toyota Land Cruiser. The folks interested in a restored or resto-modded Land Rover Defender know exactly what they want: a restored or resto-modded Defender.

The Defender by Himalaya 110 won’t disappoint those folks. While it’s very clearly a vintage Landie, it boasts just enough modern touches to make it more respectable to modern audiences. The LED headlamps slotted into those familiar sockets are the most apparent, but the changes go far deeper. The company builds its Defenders by melding older chassis to new bodies, but adds onto them with newer pieces. Those door handles may look original, but they’re better than new; they’re metal, where the old ones were plastic. And good luck finding any original Defender with upholstery as nice as the leather wrapping all eight seats in this long-wheelbase three-door.

Of course, there are the occasional anachronistic touches; the giant aftermarket screen mounted inside is hardly 1997-spec, and looks every bit as awkward in the militant interior as seventh graders at a Sadie Hawkins dance. But that’s a small price to pay for the added convenience of a modern-day infotainment system that delivers Bluetooth and other handy features.

And you won’t give a damn about any of that once you’re plowing through the rough stuff beyond the asphalt. The little turbodiesel’s 107 horsepower seems more appropriate for a lawnmower than an off-roader these days, but that engine is more than capable of pushing the SUV around with confidence. Drop it into low range, keep the loooooong stick shift bopping between first and second gears, and the Defender will crawl up and/or over just about anything in its path — including nearly three feet of water. Which, for the record, is doubly entertaining when doing it in a Land Rover with a canvas top rolled up, making the water lapping around the sides feel even closer than it actually is.

Verdict: If you’ve already sucked down the Defender Kool-Aid, a Defender by Himalaya is probably exactly what you’re looking for: the classic Land Rover, made better. It’s not as wildly revisionist as, say, a Singer-customized 911; if you’re seeking Bentley-esque refinement, AMG-like power or even modern Toyota Corolla creature comforts, keep on looking. But if the first thing you’d do with a time-traveling DeLorean is zip back to the ’90s and snap up a D90 or 110 from the local dealership, the Defender by Himalaya’s probably the right rig for you.

Defender by Himalaya 110: Key Specs

Powertrain: 2.5-liter turbodiesel inline-four; five-speed manual transmission; four-wheel-drive
Horsepower: 107
Torque: 188 pound-feet
Claimed Seating Capacity: Eight
Actual Seating Capacity: Four to five, depending on how long the legs of the people in back are

Himalaya provided this product for review.

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