Review: 2012 Toyota Tacoma TRD T|X Baja Edition

Alex L. Dykes
by Alex L. Dykes

Toyota trucks have long been the staple of practical truck shoppers, young shoppers looking for a cooler first ride, off-roaders and just about every rebel militia. What’s a company like Toyota do to keep sales of the 8-year-old truck going? Special editions of course. Despite the higher profits, Toyota decided to skip the “freedom fighter” edition with bench seating for 8 in the bed and a .50 caliber machine gun on the roof in favor of an off-the-rack off-roader. Thus the Tacoma TRD T|X Baja Edition was born. In case you are wondering, T|X stands for Tacoma Xtreme. You know, because it is way cooler to spell extreme without an “e.”

Exterior

The Tacoma has been with us for a long time and there’s little disguising that despite the periodic face lifts. Still, in the truck world this isn’t really a problem as styles change slowly and long product cycles are the more the rule than the exception. Despite a 2009 refresh, the most common comment I received from friends during my week with the Tacoma was: “I didn’t know you had an old truck.” Xtreme? Not so much. While Toyota still offers a regular cab Tacoma for $17,525, the Baja Edition is only offered in with a “Double Cab” or “Access Cab.” Color options are limited to black or red for 2012.

Interior

The last time we looked at the Tacoma’s cabin, a common complaint was the car-like interior. The basics of that interior are still with us, but Toyota swapped in a chunky steering wheel, shiny metal bling and rubber flooring to butch-up our Baja. Compared to the current Nissan Frontier and Chevy Colorado, the Tacoma is a more comfortable place to spend your time and the cabin looks less dated as well. Despite the car-like shapes and Toyota sedan door handles, my forum trolling indicates the interior holds up well to abuse. While the cabin is far from Xtreme, I don’t have a problem with car cabins in trucks.

Infotainment

All Tacoma models (including the base model) come standard with Toyota’s snazzy 6.1-inch “Display Audio” system. The touch-screen head unit is easy to use and allows full control of your USB/iDevice as well as Bluetooth audio streaming and Bluetooth speakerphone integration. The audio quality from the base speaker package is merely average, if you care about your tunes upgrade to the JBL system. Toyota’s Entune software is available as an option and enables smartphone integrated apps like iHeartRadio and Bing. Also available is a $1,930 package that combines Entune, the optional navigation software, JBL speakers, XM/HD radio and a subwoofer.

While systems like MyFord Touch, or even Toyota’s own higher end nav systems use Sirius or XM satellite radio to deliver data content, the Display Audio system pulls the information off the internet using your smartphone and data plan. As a result, there’s no need for an XM or Sirius subscription. The downside? You can’t access these services without a smartphone, so if you haven’t joined the 21st century and are still using a Motorola StarTac, you won’t be able OpenTable.com whileyou roll. Is a well balanced JBL system with smartphone love Xtreme? For this segment it sure is.

Drivetrain & Off-Road Enhancements

The Tacoma’s base engine is a 2.7L four-cylinder engine good for 159HPand 180lb-ft of twist. In order to get the Baja Package you have to step up to the optional 4.0L V6 which produces 236HP at 5,200RPM and 266lb-ft of at 4,000RPM. (And check that 4×4 option box as well.) While the 2.7L is still saddled with Toyota’s old four-speed auto or five-speed manual, the V6 gets a newer five-speed auto or six-speed manual. The Baja uses a traditional two-range transfer case (read: part-time 4WD) and both a “real” locking rear differential and a brake-actuated limited-slip rear differential just like the regular 4X4 Tacoma. The lack of driveline differentiation makes sense as the Baja is built on the San Antonio assembly line, then over to the Toyota Logistical Services building (on-site) where a team disassembles the Tacoma suspension and reassembles it with the Baja bits. By hand.

Compared to the Ford Raptor, Toyota’s changes to the Tacoma donor truck are less “Xtreme” with all the changes working within the stock suspension design as much as possible. For instance, despite going from 8.5 to 9.25 inches, front wheel travel is limited by the the upper A-arm design which is retained from the stock Tacoma. The enormous 60mm Bilstein shocks (originally designed for motor home use) will support more travel should a buyer decide to swap out the A-arm for an aftermarket unit. The Baja receives new springs all the way around for two-inch bump in height and rear suspension travel is increased from 8.5 to 10 inches. To help in cooling and performance, the rear shocks are upgraded to 50mm units that sport a remote reservoir.

The Baja edition also sports a TRD cat-back exhaust, some crazy side graphics and unique 16-inch wheels shod with 265-width BFGoodrich all-terrain tires. As you would expect, all the usual TRD off-road gear is included in the Baja package from skid plates up front to a 400-watt AC power inverter integrated into the truck bed.

Drive

If you’re looking for a head-to-head Baja vs Raptor comparison, you clicked on the wrong review. The Raptor is a different animal entirely and it’s just not a fair comparison to the Baja. The Ford is bigger, heavier, more powerful, faster, more expensive, and plays to a different audience.

On the road the Baja is surprisingly civilized for an off-road tuned vehicle. If you ever needed a reason to select the “factory” off-road truck instead of DIY modding, on-asphalt manners are that reason. Aside from the drone of the TRD cat-back exhaust, the Tacoma’s cabin is quiet, comfortable and a great place to be on a 5 hour road trip. However, it is out on the highway that Toyota’s V6 and 5-speed auto start to show their age. On the gently rolling hills of US-101 in California, the Baja’s lack of low end torque and tall 5th gear meant the transmission shifted frequently. The relatively low fourth gear combined with the cat-back drone spoiled an otherwise well behaved highway cruiser.

Off road, the Baja is a comfortable companion on the trail soaking up bumps without loosing composure. Like all trucks, the Baja is front heavy (56/44 % F/R) and is designed for load carrying in the bed. This combination of a light rear end and suspension designed for a load means that most trucks tend to get “squirrely” out back on washboard dirt roads at moderate speeds. The Baja on the other hand never broke a sweat thanks to the well-tuned Bilstein shocks and springs. The improved articulation of the suspension helped the Baja feel almost as sure-footed as the FJ Cruiser on the deeply rutted trails we encountered.

There are a few things that must be said. First off, pretty much nobody takes their brand-new, bone-stock anything to the off-road park and thrashes it. In our brand-new, bright-red Toyota pickup, all eyes at the SVRA were upon us as we bottomed out on a concrete pipe. They probably went home and told stories about the crazy dude in the new truck. Second, even in Baja trim the Tacoma’s approach/departure/break-over angles take a back seat to the FJ Cruiser and the Jeep Grand Cherokee. Third, Toyota does not offer a locking front differential. I didn’t think the diff deficit would be too big of an issue until we were on tight switch-back turns at Hollister Hills where the large 40-foot turning circle (44 in the long bed) meant I was off the trail more than I was on it. If the Baja had a locking or limited slip diff up front, I wouldn’t have had to constantly resort to the hundred-point-turn to navigate some of the trickier descents. Despite these shortcomings, the Baja is “light” at 4,300lbs, some 900lbs lighter than a Jeep Grand Cherokee and a whopping 1,700lbs lighter than the Ford Raptor. Depending on the type of off-roading you plan on tackling, this lighter curb weight has some serious advantages.

Pricing is where the T|X Baja Edition shines. The base Access Cab model with the 6-speed manual transmission starts at $32,990 and our fully loaded four-door model with the automatic transmission and navigation rang in at $39,150. The observant in the crowd will notice two things, the Baja package costs $4,365 more than a truck without it, but more importantly (and quite strangely) it is cheaper than the Tacoma with the less rugged TRD off-road package. Go figure. While this is much cheaper than the Raptor which ranges from $42,975 to $53,000, it is strangely more expensive than the more capable FJ Crusier which rings in at $37,400 with Toyota’s “trail-teams” off-road package. Toyota plans to make only 750 due to the production limitations in 2012 but has promised the Baja will return for the 2013 model year with some tweaked options. If you’re the kind of person that’s willing to take their new car off-road, the Baja is easily the most Xtreme capable new truck for the price. I’m just not sure I’d take my shiny new truck too far off the beaten path.

Toyota provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 2.4 Seconds

0-60: 7.08 Seconds

1/4 Mile: 15.5 Seconds @ 87MPH

Average Economy: 17.5MPG over 1020 Miles









Alex L. Dykes
Alex L. Dykes

More by Alex L. Dykes

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  • Ponchoman49 Ponchoman49 on Sep 24, 2012

    April fools right? Nearly 40 large for this TRD-turd that looks like it was vandalized by a black can of spray paint. Just one pull of the door handle on one of these yesterday convinced us that Yota has cheapened there vehicles to a point of non recommendation. A test drive cemented that point. The 4.0 liter 236 HP sounds and feels as old as it is. It's low 16/19 MPG figures further re-enforce that coupled to dated 4 and 5 speed transmissions. The drum brakes and resulting soggy pedal take me back to the 90's. If that isn't bad enough the pile upon piles of rotted out rusty frames behind every Toyota dealership send a shiver down my spine every time I see one of these on the open road hauling anything in the bed. 39 grand will buy a lot of Ford/Chevy/Dodge 4X4 truck with spare change over for real modifications and far more room than this antiquated overpriced trunk.

  • Angus McClure Angus McClure on Nov 19, 2012

    I really like this truck. Just not enough to pony up almost 40 grand. Guess my 91 S10 with God knows how many miles will just have to keep on trucking. Count me as one of those who laments the passing of the compact pickup. The S10 isn't one so far as I am concerned. A parade of Datsuns/Nissans that served me well cannot be replaced today so far as I can see.

  • FreedMike Off topic, but folks, this site is not working well for me from a technical standpoint, and it doesn't matter if I'm using my phone, or my computer (on two different browsers). It locks up and makes it impossible to type anything in after a certain point. Anyone else having these issues?
  • Syke Kinda liked the '57, hated the '58. Then again, I hated the entire '58 GM line except for the Chevrolet. Which I liked better than the '57's. Still remember dad's '58 Impala hardtop, in the silver blue that was used as the main advertising color.
  • Dartdude The bottom line is that in the new America coming the elites don't want you and me to own cars. They are going to make building cars so expensive that the will only be for the very rich and connected. You will eat bugs and ride the bus and live in a 500sq-ft. apartment and like it. HUD wants to quit giving federal for any development for single family homes and don't be surprised that FHA aren't going to give loans for single family homes in the very near future.
  • Ravenuer The rear view of the Eldo coupe makes it look fat!
  • FreedMike This is before Cadillac styling went full scale nutty...and not particularly attractive, in my opinion.
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