Toyota Tacoma Trailhunter vs Nissan Frontier Pro-4X Comparison

There are no two trucks that better illustrate how the mid-sized segment has changed than these two.

Let's get this out of the way right now: this is not a typical comparison between the Toyota Tacoma Trailhunter and Nissan Frontier Pro-4X. While they are both the range-topping, off-road-focused trims of their respective model lineups, they go about their business very differently. One is straight-forward, a properly old-school approach to right-sized 'froading. The other is bang up to date, with a hybrid powertrain providing more down-low grunt and a variety of factory-installed accessories for overlanding.

Oh yeah, and there is a massive price gap.

Nonetheless, we wanted to see just how these two Japanese trucks have accomplished their mission briefs... and whether or not the Toyota is really worth all that extra coin. Mike Schlee and I spent a week with them, with a mixture off on- and off-road fun.

Toyota Tacoma: This generation of Tacoma launched last year, so not a whole lot has changed in its sophomore season. There are plenty of trims and body styles, including the return of the two-door truck in select trims. The Trailhunter joins the TRD Pro as the co-flagships of the range. Toyota likes to say the Pro is for going fast, while the Trailhunter is for going far: it's the overlanding, rock-crawling option, and comes standard with the hybrid 2.4-liter turbocharged four-cylinder powertrain.

Tacoma: The Tacoma's latest look is familiar—only updated. Thin headlights frame a hexagonal grille, with small inlets just below the lights. There's an intersectionality to the grille and the chunky lower bumper, with integrated fog lights and a sizeable bash plate. The Trailhunter gets its own heritage-inspired grille insert, and the bumper features aggressive cutaways at the corners for more clearance. Even wider fender flares are fitted on this and the TRD Pro, and the combo of high-mount air intake and bed accessory bar gives it serious adventure vibes.

Tacoma: The Taco has ditched its old V6 for a turbocharged four cylinder. There are a few states of tune for the pure ICE setup, while a hybridized model also joins the lineup, because Toyota. That’s the only setup for the Trailhunter (and TRD Pro), giving the Toyota a massive advantage in the power department: 326 horsepower isn’t a big gap, but 465 pound-feet, or nearly 200 more than the Nissan, sure is. More than the peak figures, the Tacoma’s setup offers more power across the entire sweep of the tachometer, and it’s more responsive. The eight-speed auto ‘box is noteworthy for its un-noteworthiness: there’s no hesitation or awkwardness, it simply fades into the background to do its job. Don’t forget the completely obnoxious soundtrack from the standard-fit high-mount intake, too. It might be draining on longer highway runs, but I can tell you that everyone who rode in the truck, even folks who don’t care about cars, smiled with the window down.

Tacome: With its trick Old Man Emu shocks and more sophisticated coil-spring rear suspension, the Tacoma has a handling balance catered to off-roading. The Toyota soaks up dips and bumps like it’s job because, well, it is. The steering is lighther than the heavy helm of the Nissan, but it’s not as if the driver gets less feedback here. It’s an easy, predictable drive, but it also feels a half-size bigger than the Nissan thanks to its wide stance and phone-ahead turning circle. There is ample underbody protection should you run out of clearance—the Tacoma has 11.2 inches (284 millimeters) of the stuff.

Like the Nissan, the Toyota has a two-speed transfer case and four-wheel drive; there’s no option of anything else. Off-tarmac it benefits from the rear locking differential as well as the front stabilizer bar disconnect.

Trailhunter buyers get 33-inch all-terrain Goodyears wrapped around 18-inch wheels. Yes, with a 265-section width, they produce a steady hum on the road, as expected. With that extra height and the cut-away bumpers, the Tacoma has an approach and breakover advantage with 35.2 and 24.0 degrees, respectively—but actually trails the Nissan slightly with its 22.3-degree departure angle.

Frontier: As expected in a proper body-on-frame pickup truck, the Frontier has a two-speed transfer case and four-wheel drive. The PRO-4X receives Bilstein shock absorbers, but the stabilizer bars are unchanged. Since this is an off-road oriented model, it also gets front steel and aluminum skid plates as well as a steel transfer case skid plate.

Wrapped around the 17-inch wheels are 265/70R17 all-terrain tires that assist in providing 9.5-inches (241 mm) of ground clearance. This leads to an approach angle of 32.3, departure angle of 23.0, and break over angle of 19.6.

Behind the wheel, the Nissan has heavier steering and handles washboard roads better. It feels choppier on regular roads though, more like a traditional truck. As far as other truck capabilities, the 4,861-pound Frontier has a tow/haul mode, an 1,100-pound payload capacity, and 6,310-pound tow rating.

Tacoma: Without the silly seats of the TRD Pro, the Trailhunter has… okay, it doesn’t have great second-row space either. That remains a Tacoma weak point. Its seatbacks do at least have a semblance of angle to them, but the newer, modern truck isn’t the more spacious one.

Toyota has made this a proper flagship, so the Tacoma has some genuinely swanky niceties for a mid-sized truck, including heated and ventilated front seats (with power adjustments). The seats themselves are far more comfortable too, with a wider range of adjustments.

Frontier: The Frontier lacks a lot of the creature comforts of the Tacoma and only has an 8-way power driver seat and 4-way power passenger seat. It does include the optional heated front seats, but we could never find an optimal driving position.

The rear seat looks quite tight on paper, with only 33.2-inches (843 mm) of legroom and 38.6-inches (980 mm) of headroom. We wouldn’t go as far as to state they’re spacious, but there is more real-world space in the back of the Frontier compared to the Tacoma.

Tacoma: Toyota has injected the Tacoma with some personality, especially with the rock-climber aesthetic of the Trailhunter. Lots of chunky chamfering gives the dashboard design a rugged feel, along with the seemingly requisite bright contrast stitching—both trucks employ the stuff. Some of the lower center console plastics feel chintzy for a truck stickering so high, though we do like the net-like pattern beside the passenger and all the various storage spaces. Chunky dials and flickable switches make it easy to operate most controls without needing to dive into the touchscreen. One of our absolute favourite bits is the multi-function rotary dial, handling drive modes, Multi Terrain Select, tow or crawl modes, as well as the transfer case. It’s lots of easy-to-use functionality in one tidy package.

Tacoma: Simply put, the Tacoma is better-equipped, as it should be for the price gap. A heated steering wheel, fully digital instrument cluster, multi-angle off-road camera setup, two-color foglights, and the larger 14.0-inch touchscreen are all standard. The Taco only ties the Frontier’s 10-speaker count—but you can’t take one out of the Nissan’s dashboard for your tailgate party, now can you?

While we had no use for it this week, we made use of the Tacoma’s onboard compressor when we climbed a mountain in it last year. It’s fantastic.

Toyota’s Safety Sense 3.0 system comprehensive outpoints the lineup of driver assists in the Frontier, with smooth full-range adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, auto high beams, and a pre-collision alert system with pedestrian detection. Toyota also includes a handful of useful trailering assists.

Nissan Frontier: The PRO4-X is one of the top trims on the Frontier lineup and our tester includes most available options. Included are the heated steering wheel, 10-speaker Fender audio system, 7-inch digital driver information centre insert, 12.3-inch color infotainment system, and around view monitor.

On a safety front, our tester includes NissanConnect Services, lane departure warning, blind spot warning, rear automatic braking, intelligent cruise control, intelligent forward collision warning, and more.

Tacoma: Are you sitting down? Good, because the Tacoma’s as-tested price is $65,230 in America, or just about $15k above the Nissan. You’re well into full-size truck territory at that point. The Trailhunter’s standard price is the same as the TRD Pro in the US; the only change here is the extra $500 for the six-foot bed instead of the five-footer.

The story is different in Canada. For reasons only known to Toyota, the Trailhunter sits five grand above the TRD Pro, and only comes with the longer bed up North. While there are no options to speak of, we’re still looking at a wince-inducing $86,669 CAD. Yes, $25,000 CAD more than the Nissan, which is approaching 50-percent more.

Is the Tacoma Trailhunter the better truck, both day-to-day and out in the wilderness? Yes, of course: outside of a fractionally tighter rear seat, it beats the Nissan in every way. Except price: the Trailhunter is either very or extremely expensive compared to the humble Datsun, depending on the country. We wish Toyota offered it with the non-hybrid powerplant and maybe a few creature comforts removed, but if you want the ultimate go-anywhere mid-sizer, this is it.

The Frontier still impressed us however, feeling distinctly old-school at a time when a lot of folks are clamoring for just that. Yes, the seating position is awkward, and the cabin won’t win any design awards. But those wanting a classic pickup feel with the benefit of a new-vehicle warranty will find the Nissan refreshingly honest.

Become an AutoGuide insider. Get the latest from the automotive world first by subscribing to our newsletter here.