Toyota is known for its ‘electrification’ strategy. That may seem like a misnomer. That’s about EVs, yes, but most of all it’s about almost every Toyota and Lexus having at least a hybrid option. Some vehicles, like the Camry, are even sold only as hybrids. And the upcoming 2026 RAV4, which was the best-selling vehicle in the US last year, will also only be sold as a hybrid.
After an in-depth conversation with Toyota officials, I gained a better understanding of how Toyota’s 2.4-liter inline-four in particular could be versatile enough to be deployed in the Tacoma, 4Runner and Land Cruiser – as well as other vehicles. How Toyota and Lexus manage to make this engine – and other engines – so easy to use flexibly is actually the story of many decisions Toyota has made in recent years.
Why worry?
Because the way Toyota does it, so does the entire automotive industry. Suddenly a struggling Porsche also needs more hybrids. Nissan does that too. This also applies to every car manufacturer. With demand for electric vehicles declining, Toyota has found its steadfast approach and, as usual, leadership in the industry. Here’s the magic formula and the subtle ways Toyota has been super smart about hybridization, especially in a few ways you’d never guess.
To give you the most accurate story about Toyota powertrains, we consulted with Benjamin Geller, chief engineer at Toyota North America, and other Toyota sources, as well as material provided to the media through Toyota North America.
i-FORCE MAX Vs. Hybrid MAX
Blame auto marketers for the following reality. Toyota and Lexus have two different hybrid systems in their trucks and SUVs, and they are named almost identically. There is the i-FORCE MAX in the Tacoma, 4Runner and Land Cruiser. Then there’s the Hybrid MAX, which powers vehicles like the Highlander, Great Highlander, and also the Lexus RX 500h F SPORT, and the Lexus TX 500h F SPORT. But if you think it’s just a marketing spin, that’s not the case at all. These are two very different systems, used for very different challenges.
i-FORCE MAX is about early torque delivery
Toyota explained that the i-FORCE MAX has been developed around a very specific type of hybrid application. It’s obviously more economical than going for something like a V-8 to get these horsepower and torques, but Toyota needed a hybrid that would have kinetic connectivity to all four wheels because that’s absolutely crucial for off-road accuracy. That’s why Toyota places an electric motor in the bell housing, between the engine and the eight-speed torque converter transmission, with a physical driveshaft sending power to the rear axle. This setup delivers more torque at lower revs, so you can drive super safely and nimbly regardless of 4×4 conditions.
Toyota’s premium hybrid i-Force MAX
i-FORCE MAX with turbocharger | Horsepower | Couple |
Toyota 4Runner, $52,490 | 326 @ 6,000 | 465LBFT @ 1,700 |
Toyota Tacoma, $46,720 | 326 @ 6,000 | 465LBFT @ 1,700 |
Toyota Landcruiser, $58,695 | 326 @ 6,000 | 465LBFT @ 1,700 |
Yes, these numbers are identical, but what’s really going on here is that the 2.4-liter turbo is complemented by a 48-horsepower electric motor, designed to deliver instant torque, up to 184 foot-pounds. That’s why you see maximum torque already at 1,700 rpm. Benjamin Geller, chief engineer at Toyota North America, explained that this is different from Toyota’s strategy with vehicles that will be used primarily on sidewalks. The turbo strategy, as you can see from the numbers, is more about torque than ultimate horsepower, which is why the peak horsepower only happens when the redline is reached.
Robustness is crucial
Geller adds that the deployment for each of the above vehicles is subtly different. But there are two keys for all three. First, they had to ensure maximum cooling, because Geller explains that they know these vehicles have to endure a lot of stress off-road and also while towing.
“We need the kind of rugged durability for some of the more rugged off-road activity we experience in our full-size trucks and SUVs.” -Benjamin Geller, chief engineer, Toyota North America
This is also the reason why Toyota will not use a CVT in combination with the same 2.4 turbo that is placed under the hood of the Crown, for example. Instead, they all get an eight-speed torque converter automatic. While a CVT can ‘simulate’ a shift, being able to manually control a real gear change is critical for engine braking when towing or when crawling up a steep dirt wall off-road. “That’s what our customers expect, you know, that they can have that extra control when driving, off-road, towing, etc.” FYI, the tighter gear spread is also designed for that control, which is different than the wider six-speed automatic in the more family-oriented Grand Highlander.
Accelerator pedal mapping for off-road modes
While Toyota wouldn’t provide any footage of this, they did explain that they specifically map the accelerator pedal for low range vehicles (4Runner, Tacoma, Land Cruiser, GX). That’s important for all of these, but especially the first three, because hybrid power means that with too much torque you can easily overpower what the wheels can handle. Slowing down with software, and tailoring it specifically to each driving mode, is part of Toyota’s secret hybridization sauce.
Hybrid Max is the same, but different
Looking at the Grand Highlander, you might guess that because the Hybrid MAX version has the same 2.4-liter turbocharged four-cylinder, the trim would be identical. Instead, the Grand Highlander (and the Lexus RX) have entirely different setups. Their electric motor has no mechanical connection to the front wheels. The gas engine powers this and the electric motor supplies power to the rear axle. Also note the flatter torque curve.
Toyota and Lexus Hybrid MAX
Hybrid MAX with turbocharger | Horsepower | Couple |
Lexus RX 500h F SPORT Performance, $66,150 | 366 hp @6,000 | 406 LB FT @ 2,000–3,000 rpm |
Toyota Grand Highlander Hybrid MAX $60,770 | 362 hp @6,000 | 400 LB FT @ 2,000–3,000 rpm |
The specs don’t tell the story
Toyota’s Geller explains that you can’t simply stack the maximum power of each engine, electric and gas, to calculate the total energy production of each vehicle. So even though the RX 500h Hybrid MAX 2.4-liter engine is technically good for 271 hp, and the rear-mounted electric motor is 107 hp, you won’t see 378 peak power. Instead, Geller says there is a ‘hand-off’ where the two powertrains can deliver optimal performance, and that part of that is down to software, tuning and reducing pressure on the entire system. In general, electric motors are excellent at producing instant torque, while gasoline engines like to chug along at lower rpm. Flexible torque is the name of the game for the Hybrid MAX, and Toyota officials explained that while RX and Grand Highlander customers may find themselves towing occasionally, the powertrain is actually designed with quicker response on the highway in mind.
Not all Toyota hybrids are premium priced
There are a few factors to consider. Not all Toyota and Lexus hybrids have the extreme power of the models mentioned above, which are at the most expensive end of their respective models. That’s one reason why the majority of Tacoma buyers opt for the non-hybrid option.
However, a vehicle like the 2.5-liter hybrid Camry still gets plenty of juice, as the combined juice from both the front and rear electric motors reaches up to 174 horsepower. So while the net combination with the gas engine is only 232 hp, owners benefit from all that electric power, even with the gas engine’s modest 184 hp. This is also how the Camry delivers a remarkable 51 MPG combined, as the electric motors do most of the heavy lifting.
If you really dig into the numbers, you’ll see that Lexus vehicles with the “same” powertrain and probably even the same battery and electric motor power often get slightly more power. That’s because they often get more breathable exhaust, and while the powertrains are developed for both Lexus and Toyota, Lexus vehicles will get some extra oomph.
“They are co-developed, and where it is logical that we need extra refinement for Lexus, such as a power bump with premium octane.” – Benjamin Geller, chief engineer, Toyota North America
TopSpeed’s opinion
Toyota and Lexus are not perfect. Geller made it clear that when Toyota first offered hybrids on the Prius in the 1990s, there were some problems. Their drivetrains are now incredibly smooth. Everything you have experienced before with hybrids, such as clear moments of transition between gas and electric propulsion, is ancient history. But the big four-cylinder Toyota depends on these days can be a little “gritty” mid-range. Geller says Toyota continues to work on refining what they offer, and considering how much better their hybrids are today, that effort is clearly paying off.
However, there will be new boundaries. Toyota says it’s close on internal solid-state battery technology. And even though they are an ultra-conservative automaker, Toyota knows the day is coming when electric vehicles will dominate what they do. A few years ago a Toyota official told me that Toyota is conservative because they are obsessed with getting the formula right. Yes. QED
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