Toyota is pretty much synonymous with overlanding around the world, having made some of the best platforms. It’s gotten so popular with overlanders that Toyota has even started offering a sort of “overland starter pack” trim level on the Tacoma and 4Runner, which it calls Trailhunter.
Now, thanks to announcements made this week by Toyota, we know that the 2027 Sequoia and Tundra models will have Trailhunter trims for the very first time.
What Is a Trailhunter?
Trailhunter is a cool-sounding name, but what does ponying up the dough for one get you? Well, in the forthcoming Tundra and Sequoia versions, it’s based on the SR5 trim and adds a factory suspension lift with Trailhunter-specific dampers from Old Man Emu. If you’re unfamiliar with Old Man Emu, it’s the suspension arm of famed Australian overland outfitter ARB, and it’s been specializing in Toyota suspensions for decades.
Also part of the Trailhunter spec are a set of Michelin LTX Trail all-terrain tires sized at 265/70R18, mounted to Trailhunter-specific bronze alloy wheels, a full complement of metal underbody skid plates, and Toyota’s full suite of excellent off-road driver aids like Crawl Control and Multi-Terrain Select. You even get a locking rear differential as standard, which is very nice to have, and something that’s generally available as part of an option package on other trim levels.
Notably absent from the Tundra and Sequoia Trailhunters are the raised air intake (read: looks like a snorkel, but isn’t sealed like one) that we saw on the 4Runner and Tacoma versions. We asked Toyota why that is the case, but didn’t get a response in time for publication.
Better Than the Aftermarket?
While the aftermarket will definitely be able to replicate all the stuff that Toyota is throwing at these vehicles, does it make more sense to go that route, or shell out for the Trailhunter trim, rather than the SR5 on which it’s based, for example?
Without knowing exactly how much the Trailhunter will cost, it’s hard to make a definitive argument for one option over the other, but without that, there are some important points to be made for either route. For example, if you go the aftermarket route, you have more freedom to choose the parts that will do exactly what you want them to do. For example, maybe you want an air locker instead of the electronic locking rear differential that comes from the factory.
The downside to that is, of course, the cost of the part plus installation, plus the trouble you’re likely to get from your dealer if something goes wrong after you’ve modified it. While the stuff that Toyota is fitting might not be the most hardcore components, it is all covered by a factory warranty — and when you have a brand-new truck, that’s a very good thing. It’s our thinking that the Trailhunter will be a great base for further modifications, but most people won’t need to change a thing.
Coming Soon
The full debuts of both the 2027 Tundra and Sequoia are slated for this fall, but given Toyota, most of the changes are likely to be in the styling department. We fully expect the running gear to stay the same, with the drivetrain choice of a twin-turbo V6 or that V6 with a hybrid system for more power and torque, with the latter being the default in the Trailhunters.
No word on pricing for these trims yet, given that the official debut is likely a couple of months away at least, but expect it to be at or near the top of the range for both models.
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