2016 Nissan Titan XD
After hauling up our Drivers’ Choice Award for Best Pickup, the Nissan Titan XD looks to wow us again. This time, running on tried and true V8 gasoline power.
The original 5.0 liter Cummins turbo diesel V8 was a torque-y and stout mover that impressed us mightily. A tow rating of 12,300 pounds impressed us, too.
This time, we’re cruisin’ in the 5.6 liter “Endurance” V8, a naturally aspirated gasoline engine carried over from the current gen, and also smaller, Titan. Although some reengineering bumps horsepower way up to 390, and torque to 401 lb-ft.
Compared to the diesel, there’s a penalty on tow rating, of course. But at around eleven hundred pounds less weight, it’s not as much as we expected. Max payload on the other hand, is actually up about 500 pounds.
The lighter gas engine also makes it feel a little more nimble on its feet.
On sale now, the 2016 Nissan Titan XD, with V8 Gasoline power, starts around $36,000.
Specifications
- Engine: 5.6 liter
- Horsepower: 390
- Torque: Starts around $36,000
2024 Toyota Tacoma Hybrid
Delivers the Goods Better than the V6
I was fortunate enough to be on the Big Island of Hawaii last spring to see Toyota unveil this 4th generation Tacoma, and have driven a few of them since then, but this is my first chance to get behind the wheel of a Tacoma with the new i-FORCE MAX powertrain.
This is Southern California not Hawaii, but the weather’s just as nice and this 2.4-liter turbo-4 with hybrid assistance puts down the kind of power that has you forgetting about where you are anyway and just enjoying the drive. Technically that’s 326-horsepower and 465 lb-ft. of torque.
The i-FORCE MAX is paired exclusively with an 8-speed automatic transmission, which has a 48-horsepower electric motor integrated into it. It’s also packing 4-wheel-drive as standard, and a 1.9-kWh battery pack located under the rear seat just as in the Tundra hybrid.
The i-FORCE MAX is available in TRD Sport, TRD Off-Road and Limited Tacomas, standard in the Trailhunter and TRD Pro.
After much seat time both on and off-road, it’s clear the i-FORCE MAX delivers the goods.
“Say what you will about turbos, and you can complain about the hybrid assistance as well, bottom line, there’s 200 more lb-ft. of torque here than in the V6 and you can feel it. This thing is a monster, and it’s smoother and quieter than the V6 ever was.”
If you need a refresher on all the changes to happen to Tacoma for ’24, check out one of the many other videos on the site. For now, just know that while Tacoma pricing starts at around $32,000, getting i-FORCE MAX power will cost you at least $46,000.
Stay tuned to MotorWeek, as we’ll continue to bring you all the news you need to know about the 2024 Toyota Tacoma.
2025 Hyundai IONIQ5 N
Hyundai’s N sub-brand is known for delivering motorsport-derived hi-po versions of their everyday models, much like BMW’s M division.
Their latest, and first EV offering, is the IONIQ5 N, and we’re still cooling down from our trial run at California’s iconic Laguna Seca race circuit.
“The IONIQ5 N is not just a sporty version of Hyundai’s popular EV, it’s a track-focused performance car. Every bit of the suspension is different, the ride height is lowered, even the battery sits a half-inch lower. They’ve added more welds and structural adhesive to make the chassis stiffer. In effect, it’s what you can’t see that you feel on the race track.”
Built using the same E-GMP platform as the regular IONIQ 5 and its Kia EV6 cousin, the 5 N incorporates a dual-motor all-wheel drive setup, fed by a stronger 84 kilowatt-hour battery. The result is a total system output of 448 kilowatts, or 601 horsepower.
But it gets better..
The N Grin Boost button adds 40 horsepower for 10-second bursts. And believe me, that’s power you can feel on the straights and up the hills at Laguna Seca.
Steering has also been improved, featuring a special Rack-Mounted Motor-Driven Power Steering system, providing a quicker ratio and better feedback.
For those unaccustomed to the sensations of EV driving, the lack of a transmission means there’s no gear shifting to be done. While that’s still true for the 5 N, Hyundai added an N e-shift feature, including paddle shifters, which mimics the feel of an eight-speed dual-clutch transmission.
The high-tech wizardry continues with N Active Sound+, pumping one of three realistic sound tracks through the speakers to provide drivers with an acoustic reference point. It sounds good in theory, and after some getting used to, actually works in practice. The familiar rhythm of an ICE engine revving and shifting did help our driver get in sync with the car.
While specs are nice to chat about, on track it’s put up or shut up, and we think the IONIQ5 N has plenty to say. Grip is great from the 21” Pirelli P Zeros, braking is strong and consistent, and while you definitely feel the car’s 4800 pounds of ground-hugging weight, it feels nimble, tossable and brisk, if not blindingly fast.
The IONIQ 5’s 350 kiloWatt charging speed carries over to the N, enabling 10-80 percent recharges in 18 minutes. Hyundai has plans to install fast chargers on-site at a number of race tracks, again walking the talk to make track attack days a real option for IONIQ5 N buyers.
Speaking of which, IONIQ5 N pricing will start at $67,475 with destination.
Keep it locked on MotorWeek for our full road test treatment, soon.