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000-234 A IX 5L Performance and Systems Tuning

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000-234 exam Dumps Source : A IX 5L Performance and Systems Tuning

Test Code : 000-234
Test Name : A IX 5L Performance and Systems Tuning
Vendor Name : IBM
: 128 Real Questions

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IBM A IX 5L Performance

IBM Corp.'s new AIX 5L operating system has Linux tools, extensions | Real Questions and Pass4sure dumps

IBM Corp.'s new AIX 5L operating device has Linux tools, extensions

IBM Corp.'s new AIX 5L working system has Linux equipment, extensions

through Mark A. Kellner

particular to GCN

IBM Corp. this month launched a edition of its AIX working device with a Linux chaser.

'It broadens the portfolio of applications, whether or not it's entry to Linux programs for commercial enterprise-class environments or for simpler environments,' observed Miles Barel, IBM program director for Unix manufacturer advertising.

the brand new OS, AIX 5L 5.0, has Linux equipment and extensions and can run on each IBM PowerPC and Intel Itanium IA-sixty four CPUs. It contains aspects of IBM's RS/6000 know-how corresponding to multipath enter/output and multiclustering. An superior Workload manager module can control disk I/O, in addition to CPU and reminiscence. AIX 5L additionally will aid Java2 version 1.3 and will have TCP/IP enhancements for greater network efficiency and reliability.

OS flexibility

sites that undertake AIX 5L can use Linux for front-end net serving and AIX for transaction and information administration. among the Unix applied sciences integrated within the new unencumber is a subsystem for printer administration and drivers.

Barel mentioned a few different hardware makers have indicated they are going to aid AIX 5L on Itanium. They include Acer america Corp. of San Jose, Calif.; Bull HN tips systems Inc. of Billerica, Mass.; Cetia Inc. of Burlington, Mass.; Compaq computer Corp.; Samsung Electronics Co. Ltd. of Korea; and Unisys Corp.

despite the fact IBM is 'seeing the success of the mission Monterey initiative' for AIX, he noted, IBM additionally wishes Linux facets in AIX. task Monterey is an IBM initiative with Intel, Santa Cruz Operation Inc. of Santa Cruz, Calif., and others to create a sixty four-bit Unix platform.

'We're constructing lots of know-how with powerful Linux affinity, akin to a port for Linux interfaces and build-time assist for one of the vital ordinary tools used with the aid of Linux developers,' he mentioned.

AIX 5L, as an instance, will help crimson Hat Inc.'s RPM package supervisor, which lets users kit supply code for brand spanking new utility so that binaries will also be simply installed and tracked and the supply code can also be with ease rebuilt. Many Linux applications will run under AIX 5L with a simple recompilation, according to IBM.

'This extends their capabilities in each the AIX and the Linux markets,' Barel referred to.

AIX 5L, so one can license for about $300 per replica, will come bundled with some RS/6000 methods.

Contact IBM at 888-411-1932.

AIX, Linux draw closer collectively | Real Questions and Pass4sure dumps

(IDG) -- IBM on Friday delivered the primary in what is anticipated to be a sequence of items that make it easier for developers and company users to tie its AIX and Linux working environments together.

The AIX Toolbox for Linux applications is designed to build Linux functions that may take knowledge of AIX's full latitude of capabilities. It also offers users extra flexibility in deploying a mix of AIX and Linux purposes for e-company solutions working natively below either AIX or Linux.

"What this does is present a well-recognized Linux development environment to builders obtainable under AIX, to do the entire range of application building and recompilation,'' stated Tilak Agerwala, vp of AIX marketing and product administration in Somers, N.Y.

as soon as developed and deployed, the Linux-based applications are treated as native AIX purposes, which means they could access the identical scalability and efficiency that the 64-bit operating system doles out to AIX functions, in accordance with Agerwala.

the brand new toolbox is the forerunner of the quickly-to-be-released AIX 5L, edition 5.1 operating gadget, which contains all of the Linux APIs. With start of that version, AIX will then support both IBM's power and Intel's Itanium processor architectures.

"The talents [with AIX 5L] is that now consumers should be able to run functions they need on the hardware they want, some thing no longer feasible on many proprietary architectures," Agerwala referred to.

the new toolbox also consists of a group of open-source and GNU software that works with each AIX four.3.3 and AIX 5L. some of these purposes encompass recompiled versions of the Gnome and KDE desktop environments and device utilities, together with Emacs, Samba, Shells, GNU base utilities, and application construction equipment comparable to GCC, G++, and RPM.

Some analysts stated they consider the toolkit is a great and imperative step to take if IBM goes to establish AIX as an open 64-bit Unix operating device that can span varied hardware platforms.

"IBM's built-in Unix/Linux method, which may guide both fundamental and sophisticated workloads, is designed to aid valued clientele make client's decisions the right one,'' stated invoice Claybrook, a senior analyst with The Aberdeen neighborhood, in Boston.

The toolkit is now available for download youngsters the enterprise will make the product often accessible on CDs via the end of this month. it will also be dispensed at this month's LinuxWorld Expo in new york.

linked stories:

Feds unveil 'protection-more desirable' Linux prototypeJanuary 12, 2001Linux gaining with mission-essential systemsJanuary 3, 2001Top 10 Linux games for the holidaysDecember 20, 2000Users: Interface issues dangle lower back LinuxNovember sixteen, 2000First Linux construction platform necessities releasedOctober 13, 2000

related IDG.internet reviews:

VA Linux proclaims 2.four kernel availability('s in the back of IBM's Linux plans?( IBM's assist, Linux can ring in the new year on a excessive observe( bets huge on Linux(network World Fusion)trade leaders react to kernel 2.4(LinuxWorld)sun StorEdge out for NT, Unix types( making Linux, server play( pumps up the penguin(LinuxWorld)

connected websites:

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IBM says Power5 eServers will offer choicest-in-category performance | Real Questions and Pass4sure dumps

IBM has revamped its Unix and Linux eServer family unit with a number machines according to the new Power5 processor.

The Power5 is IBM's latest vigor computing device-based mostly processor. It features 276 million transistors per processor and is manufactured with IBM's 0.13-micron copper wiring and silicon-on-insulator applied sciences. The servers run IBM's Aix 5L Unix operating device, red Hat and SuSE Linux.

IBM referred to the Power5 integrates not only varied microprocessor cores in silicon, but aspects of reminiscence and assignment administration that have lengthy been backyard the chip.

With these advancements, IBM pointed out the server line will present most effective-in-type performance.

in response to figures from IBM, Power5-based mostly systems provided two and a half instances improved fee/efficiency than Hewlett-Packard's PA-Risc, when comparing the cost/efficiency effects from the Transaction Processing performance Council's database benchmarks.

IBM achieved as a result of $4.56 per tpmC on an IBM eServer p5-570 running DB2, in comparison to $eleven.66 per tpmC on an HP9000 Superdome working Oracle Database 10G business version the usage of the TPC-C benchmark.

IBM additionally observed the eight-manner p5-570 performed the most appropriate-in-category two-tier SAP SD regular utility benchmark outcome, and the 16-approach p5-570 completed the most excellent-in-category two-tier SAP SD standard application benchmark effects.

The p5 server family additionally includes IBM's micro-partitioning technologies, which IBM stated allow each and every processor to be subdivided into as many as 10 virtual servers.

according to IBM, the micro-partitioning know-how may also be used to consolidate assorted independent workloads resulting in an conveniently managed digital server farm.

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A IX 5L Performance and Systems Tuning

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IBM's heavyweight server wins the processing prize for Power5 | real questions and Pass4sure dumps

A new high-end Transaction Processing Council server benchmark result has put into question whether such servers can realistically be deployed in enterprises because of the cost of configuring and tuning.Last month IBM achieved a new record for transaction processing throughput with one of its high-end servers, tripling the speed of the previous record.

A Power5-based IBM p5-595 eServer running the AIX 5L V5.3 operating system and DB2 Universal Database 8.2 achieved a throughput of 3,210,540.63 transactions a minute, based on the Transaction Processing Council's Benchmark C (TPC-C).

Analyst firm Gartner said it considered the 64-way server's price/performance to be poor, with high memory costs and a lack of upgrade making the server unattractive to organisations.

Gartner said the benchmark result was subjective because to achieve its record performance, IBM packed the p5-595 with terabytes of memory and hundreds of terabytes of storage.

Ian Brown, research director for the enterprise systems service at Gartner, said, "This amount of memory would drive up the cost of any system dramatically, in part because P5 memory is particularly expensive. These additional costs, and the extraordinary amount of fine-tuning required will make this server set-up an unrealistic choice for most cost-driven enterprises."

Gartner vice-president of research Andy Butler said, "Our concern about pSeries hardware investment protection refers to the fact that IBM tends to impose a technology break with each new Power generation. A Power4+ system, such as a p690, cannot support a Power5 CPU for instance. Similarly, they do not expect the new generation of systems to support Power6 when they are introduced in two years."

Responding to Gartner's allegation, Stephen Atkins, IBM eServer pSeries product manager UK, said, "The result published for the TPC-C benchmark reflects the cost of the memory and storage used to achieve the winning performance and is represented in the price/performance result of a three-year total cost of ownership of £2.69 per transaction per minute."

In the case of the IBM p5-595 server, Gartner recommended that firms consider its total cost of ownership before buying. It said the three-year TCO for the 64-way p5-595 configuration is three times that of IBM's p690 server.

Is Diesel Tuning Dead? | real questions and Pass4sure dumps

Mainstream diesel performance hit a home run when Dodge introduced the Cummins-powered Dodge Ram in 1989. In stock trim, the trucks were reliable yet underpowered, but it wasn’t long before enthusiasts figured out the 5.9L 12-valve engines could be "turned up" for increased performance simply by turning a screw in the injection pump to add more fuel, which often resulted in gains of up to 100 hp—and usually a lot of exhaust smoke.

This method of tuning continued until the late ’90s, when manipulating a diesel’s fueling started to evolve. Dodge went from using mechanical VE and P7100 injection pumps to the VP44; a rotary pump controlled by the ECM.

Early electronic tuning basically involved “tricking” an ECM into adding more fuel, timing, or both, and it was all achievable through simple boxes that hacked the stock processor. Ford's 7.3L Power Stroke engine could be modified in the same way, and some companies like TS Performance even offered chips programmed with different calibrations that could be changed by turning a multi-position switch. GM’s 6.5L oil-burner was also computer-controlled at that time, but the company’s 6.6L Duramax LB7, introduced for 2001, is the engine platform that lead the charge in changing the way they do things with diesel tuning.

The new engine was released in ¾- and 1-ton GM pickups and instantly became an industry leader. It had the most power in its class (300 hp) and a sophisticated computer capable of infinitely tuning the engine. Performance-minded enthusiasts also quickly realized this advanced powerplant was extremely limited with the stock calibration, and by simply raising the amount of fuel, timing, and boost, gains of an incredible 200 to 250 hp on otherwise-stock trucks could be reached. The discovery led to two things: the birth of a strong aftermarket transmission industry (as this was now the weak link) and a flood of aftermarket programmers and tuning for this new and exciting engine.

Photo 2/14   |   Evolution Of Diesel Performance Tuning

Until recently, ECM tuning was limited to people who could hack into and reprogram the stock engine and transmission-control modules, which was a very select group. Most of the sources for “flashing” the computers were also pretty tight-lipped on exactly what they were doing with timing, injector pulsewidth, or pretty much anything else associated with managing engine functions.

EFILive, a New Zealand-based company that started in the gasoline-engine market, saw the potential of the Duramax and released a new type of software that presented users with access to virtually all of an ECM’s tables and the ability to change values up or down. With the program, users could see everything from the thermostat’s set temperature to how much the engine de-fuels between shifts. While it took a few years for folks to fully grasp the idea of tuning their own trucks, eventually, small shops that could take the time to build and tailor a tune specifically for a customer's truck started becoming more prevalent.

Dodge offered common rail–injected 5.9L powerplants in 2003, while Ford stuck with its HUEI-fueled 6.0L Power Stroke until 2008, when the 6.4L Power Stroke was introduced. By that time, all three of the Big Three’s diesels could be tuned with a laptop and software such as H&S Performance’s MCC, EFILive, and even Smarty, which had a program called UDC. The ability to delve deep into a processor and manipulate its settings opened the door to using bigger injectors to make power while still burning clean, controlling turbos to stay in the sweet spot of their boost curves, and even improving transmissions’ shift timing and firmness.

Photo 3/14   |   Although the real revolution in the computer-based diesel tuning would come in 2001, with the introduction of GM’s 6.6L Duramax LB7 engine, the process actually started to evolve in the late ’90s. Trucks like this Dodge Ram (fueled by a VP44 injection pump) could be hopped-up with a simple "plug-and-play" handheld programmer, which enabled users to change timing and fuel curves by just pressing a few buttons.

All this hoopla came at a price, however: a serious crackdown by one of the most feared agencies in the automotive industry, the Environmental Protection Agency.

The EPA has been around since 1970, and there's absolutely no question the agency has helped improve the air they breathe, especially in big cities. Unfortunately, however, between 2010 and 2013, the EPA turned its focus to diesel tuners, who were increasing power levels by adding fuel, a practice that creates smoke and particulate matter that’s emitted into the atmosphere. Unlike gasoline-powered vehicles, which produce much greater tailpipe emissions without it being visible, diesels literally left a black mark on the industry, as removing diesel particulate filters and emissions-off tuning became more and more popular.

The repercussions of these practices between 2013 and 2019 have been severe. H&S Performance is probably the most recognized for receiving a harsh punishment of fines and sanctions levied by the EPA, which forced its closure in 2013. More recently, Edge Products was monetarily penalized, as was Spartan Diesel Technologies. As of 2019, Adrenaline Truck Performance has also stopped tuning.

"I'm not surprised," says one company owner who has had some interaction with the EPA. "It's all a money grab. People think they're getting away with it, but really the EPA and CARB are just waiting until the companies get big enough where they can sue them for millions.”

“I can say that I have nearly $500,000 in cash set aside for this type of situation, because they all know that if we’re doing it (tuning illegally), the EPA is coming," notes another tuner who declined an official interview.

Photo 4/14   |   H&S Performance was a leader in diesel ECM calibrating for many years, with its Mini Maxx monitors that allowed an easy defeat of stock emissions systems. Eventually, the EPA ordered the company to stop producing the products, which ultimately led to the closure of H&S.

With regard to today’s buzz term, “clean tuning,” let’s be clear: Without the endorsement of the California Air Resources Board (by way of an Executive Order number), even so-called "clean"/smoke-free ECM calibrations are still technically illegal, despite the good they do for performance and the environment. The key to the diesel hobby’s longevity and ability to sustain truly lies on product manufacturers’ pursuit of CARB certification and enthusiasts’ willingness to comply with the regulations imposed on diesels.

For this report, they feel it is important to give you the insights of some of the diesel scene’s biggest names, including a few very reputable tuners who requested to remain anonymous. Since one of their mystery men was probably the most honest, we'll start with him first.

"It's not that tuning is really that difficult, it just takes time," he says. "The factory engineers aren't idiots; they know people will be hard on diesels, so there are safeguards on everything from fuel to boost to brake-torquing the truck—even engine temperature and fuel level. Missing just one parameter when creating a tune typically makes the difference between an engine running well and making the power it should. Also, a lot of people don't understand there are fundamental limitations to diesels, and if you actually do try and get away with setting the ignition timing at 40 degrees, you're probably going to crack a piston,” he states.

“Given the profit margin in tuning, many people who shouldn't be tuning are having a go at it. A lot of people won't admit it, but I'd estimate a full 80 to 90 percent of tuning still involves deletes, whether it's a DPF, EGR system, or other emissions-related component,” he says.

Photo 5/14   |   Part of the allure of electronic tuning is that power levels can be changed with keystrokes on a handheld programmer or laptop computer. Very popular in late-model Ford Power Stroke, Duramax, and Cummins-powered trucks, these calibrations can range anywhere from completely stock to wild.

After receiving this warning shot, which they hope readers will think about before tuning a diesel pickup (as an owner or an actual calibrator), they went on to speak with Vivian Machado from Quick Tricks Automotive, Edge Products’ Marketing Manager Jared Venz, and PPEI’s Kory Willis regarding their thoughts about “coming clean.”

Vivian, who creates calibration strictly for DPF and emissions-on vehicles, advises "there are literally thousands of parameters in an ECM that can be manipulated, so you have to be careful. Tuning is basically attempting to successfully achieve the best balance of increased airflow and fuel that is delivered to an engine," she continues. "We have seen very good performance and fuel-economy gains with a newer 6.7L Ford while leaving the truck’s emissions hardware and electronics intact," she adds.

Jared echoes Vivian's sentiment: "Years ago, the EPA and CARB came to us and said they needed to stop offering delete tunes, and they voluntarily elected to shut down that segment of their business. The decision proved to be a good one, as it helped us develop products such as the Insight CTS and CTS2 monitors, and eventually return to ECM tuning with CARB-legal calibrations.”

It’s not all easy come for that CARB E.O., however.

"It can take anywhere from two months to a year to certify a product, but when it passes and receives a CARB E.O. number, they know that tune is approved for use anywhere in the U.S. They now have their own emissions-test equipment that helps us validate a product in-house before presenting it for certification," Jared says. "We’re proving that clean—and legal—tuning can be accomplished without having to be conservative about power gains. Their tuning for 6.6L Duramax LML engines adds nearly 130 hp.”

Photo 6/14   |   There are several different platforms used to create custom tunes. While EFILive is probably the most well-known software, companies such as HP Tuners, PPEI, Calibrated Solutions, and SCT offer programmers that also support custom tuning.

We believe that with this type of power being possible legally, there's still room for growth. They have found that modern diesel engines can typically run at 17:1 air/fuel ratio, and calibration will help make as much as 200 to 250 additional hp through enriching the air/fuel mixture to 14:1—which is well within the parameter for not emitting heavy smoke. With the addition of larger injectors and/or turbochargers, newer trucks are capable of making 500 to 550 hp.

There also are some companies that specialize in cloud/Internet-based diesel tuning.

PPEI's Kory Willis is one of the few tuners who supplies off-road-only ECM calibrations that is willing to go “on the record” for this report. "Right now, most tuners are pretending like the EPA doesn't exist, and diesel enthusiasts are pretending like the EPA doesn't exist, and that's simply not the case," he says. "There are literally thousands of diesel and gas vehicles out there that are street-driven yet still participate in closed-course competition events. They need to come to terms with laws that make sense and rules for these types of vehicles. We're actively working with the EPA to explore these types of options."

So, what does the future hold for diesel tuning? While they don’t know when it will happen, they believe ECM calibrating may branch into two separate directions. Brand-new trucks (once the most popular engines to tune) would rarely be modified thanks to their increasing stock horsepower and torque output and the manufacturers’ efforts to thwart manipulating ECMs by encrypting processors with multiple security/anti-tamper codes.

Photo 7/14   |   Products like the EZ Lynk Autoagent are thought to be the future of tuning. The device eliminates emailing calibrations back and forth (between tuners and technicians, owners, and such), or waiting for ECMs to be modified. This cloud-based tuning and data-logging software allows users to access files straight from the Internet.

ECM swaps (exchanging a stock processor for a modified ECM with custom tuning) are currently the only viable option for supporting the very big power gains that are brought about by extensive engine modifications. However, ironically, the $3,000 to $5,000 price for this type of upgrade (along with the major OEM powertrain warranty implications) makes a lot of new-truck owners hesitant to do it.

We think tuning activity for older trucks, on the other hand, will increase, especially as their emissions-related parts start to fail. “When the option comes to spending thousands of dollars (DPFs are nearly $2,000 alone for a 6.7L Cummins engine) to replace failing parts, most customers will just opt for a delete tune and be done with it," notes one anonymous calibrator. They think more small shops will specialize in offering tunes that are cloud-based, in an effort to avoid official reprimand. Off-road–only tuning will also become more popular, as diesels participate in other forms of motorsports, and events such as the Ultimate Callout Challenge become more popular.

While there is no certainty about any of this right now, there is one thing they are sure about: Diesel tuning will continue to be one of the most exciting, misunderstood, and maligned markets for many years to come.

Photo 8/14   |   Scheid Diesel Service is best known for its 3,000hp sled-pulling trucks. What you probably don’t know is the company has a DPF cleaning machine that can handle soot buildup in everything from pickups to big rigs. "They're (DPFs) on everything now, so it's a direction they knew we'd have to take," Dan Scheid says. Photo 9/14   |   To see how an actual tune is modified, they took a look at the main injection-pulse table for the ECM of an '01 GM pickup powered by a 6.6L Duramax LB7 engine. Note how the stock pulsewidth actually drops as rail pressure rises. Photo 10/14   |   This modified table (blue area) shows a big increase in pulsewidth, which equates to a gain of several-hundred horsepower. The top-left is the modified area (high rail pressure, full throttle), and the rest of the table remains fairly stock to preserve part-throttle driveability. Photo 11/14   |   Just because one parameter is changed, doesn't mean the ECM won't override it elsewhere. This table limits the engine’s torque to prevent the transmission from being damaged. Even if fuel is added or power is increased through timing, the processor will still limit maximum torque. To build a comprehensive tune, there are literally dozens of tables like this that must be balanced in order for everything to function correctly. Photo 12/14   |   It's important to verify how a tune performs after it's installed. Too often they hear "that truck runs hard," but unless you have some kind of verification from a dragstrip or chassis dyno, you can't be sure. "You don't know where you need to go until you know where you've been," says one anonymous tuner. Photo 13/14   |   This is Bosch Motorsports’ stand-alone ECM, a processor capable of managing the functions of virtually any diesel engine. However, because of its hefty price tag, these units are more commonly used in all-out competition vehicles.

Executive Order In the diesel-tuning space, there are companies that invest a significant amount of manpower and financial capital to develop diesel-performance accessories, including tuning hardware and software. Edge Products and its sister brands (DiabloSport and Superchips) offer diesel products that are in compliance with federal emissions regulations and/or qualified to begin the application process for California Air Resources Board (CARB) certification. “While technology, engine capabilities, and emissions requirements are always subject to change, they carefully evaluate every tunable table parameter that can be engineered for improvement, good driveable horsepower, and torque gains while staying 50-state legal,” Edge’s Marketing Manager, Jared Venz, says.

“The Executive Order (E.O.) numbers they have received are the most comprehensive and detailed of their kind when it comes to the space their company operates in today,” says Powerteq (Edge Products’ parent company) Division President Dave Martinez.

Why is a CARB E.O. important? The short answer is because the number confirms that a product installed on a vehicle has been tested in an authorized facility and meets the regulatory body’s standards for emissions. In almost all instances, this confirmation is required for motor vehicles that are registered and inspected in California or other areas that have adopted CARB’s standards. Inability to produce an E.O. during an inspection can result in fines being assessed and a vehicle failing inspection.

Photo 14/14   |   This photo details results of the CARB emissions tests that were performed to evaluate Edge Products’ 6.6L Duramax LML calibration. The gas levels measured include THC (Total Hydrocarbons), CO (Carbon Monoxide), NOx, CO2 (Carbon Dioxide), NMHC (Non-Methane Hydrocarbons), and PM (Particulate Matter).

Pickup Review: 2019 Toyota Tacoma 4×4 TRD Pro | real questions and Pass4sure dumps


Off-road chops with the looks to match


Tight turning circle, simple controls, off-road ability


Seat comfort, on-road wallow, price


You can get Chevy's ZR2 for less


Fix the seating position


You only live once; I'll go full Pro

If you’re the type who spends most weekends tackling the toughest off-road trails you can find, this might be your truck. And if you’ve never left the pavement but want to know you can – and look it, too – then this Tacoma TRD Pro might be your truck as well.

that new snorkeltells anyone whostill isn’t sure thatyes, you havegone full-Pro

TRD stands for Toyota Racing Development, and its Pro vehicles are the toughest the company has. For 2019, the Tacoma gets some improvements for that, with new shocks and suspension tuning that’ll handle everything from a slow rock crawl to desert-style runs.

The Tacoma can be had with a 2.7L four-cylinder in a couple of trim levels, but most carry a 3.5L V6 that spins out 180 horsepower and 265 lb.-ft. of torque. Both the manual and automatic transmission choices have six speeds.

While you can put a TRD Off-Road Package on the Access Cab (which has two small rear-hinged back doors), the TRD Pro only goes on the Double Cab 4X4 (four conventional doors) with five-foot bed, V6, and with the off-road package, which adds a locking rear differential, Multi-Terrain Select driving modes, underbody protection plates, and a crawl system that’s basically very-slow-speed cruise control. That starts at $42,040 with the stick shift, and you add $1,200 for the automatic.

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  • Going full-on gnarly does not come cheap. There’s a lot in the TRD Pro option, but it adds $13,495. Performance-wise, the biggest deal in the package is four-corner Fox internal-bypass shocks, which smooth out the ride and help prevent bottoming-out when you’re bumping and grinding over rough terrain, including at higher speeds. Other items include TRD-tuned front and rear springs, TRD remote reservoir suspension kit, stainless-steel exhaust, and 16-inch black wheels. You also get blind spot monitoring, LED fog lights, hood scoop, leather seats, premium stereo, unique grille, and various badging.

    And of course you get that new snorkel-style rig, properly called a Desert Air Intake, which tells anyone who still isn’t sure that yes, you have gone full-Pro. (Of course it pairs best with my tester’s delightfully eye-searing coat of “Voodoo Blue” paint for the full effect.) The idea behind it is that most engines draw air through a vent that’s close to the wheel well. It’s filtered, of course, but if you’re taking your Tacoma across terrain where the tires are kicking up dust, it’s preferable to suck in clean air higher up.

    The intake completes the look but it does have some restrictions. Although the tube has a drain in the bottom, Toyota warns not to take the truck through an automatic car wash, and when it’s snowing very hard, you’re supposed to unscrew the top and turn it backwards to avoid pulling in too much fluffy stuff.

    So for all that, how does the truck work? In a nutshell, very well. I’ve driven the Tacoma on some very rough courses, including over a rock bed, and it lives up to the looks. Both the crawl control and Multi-Terrain make off-roading easier for those who haven’t yet spent a lot of time off the pavement. There are five selectable crawl speeds – all of them walking speed, since this works in 4×4 Low – which the truck maintains uphill or down. The terrain choices help get you through mud, sand, loose rocks, dirt and bumps.

    There is another price to be paid for off-road goodness, though, as the truck can be wallowy on smooth pavement. It’s not unbearable – if you’re used to most off-road-intended vehicles, it’s pretty much par for the course – but you’ll want to test-drive it thoroughly if you’re more into the looks and less into actually taking it out into the wild each weekend.

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  • I’d also suggest an objective look at the seat, which has long been a thorn for me with this truck. The floor is high for ground clearance, the seat is low for headroom, and the result is a lower-slung chair that doesn’t leave enough of a bend in my knee and cramps my leg. I’ve had a couple of co-drivers complain about this as well – it’s not just me! – so test-drive it long enough to be sure you’ll be sufficiently comfortable.

    This is a compact, of course, and tall folks in the back seat may feel somewhat squished. The rear seat hides bins under its cushions.

    I’ve always liked the truck’s simplicity, too. Just about everything is controlled by big buttons or dials, and the centre touchscreen – equipped with navigation and satellite radio at this level, but not Apple CarPlay or Android Auto – uses straightforward and intuitive icons. Standard on all models is Toyota’s Safety Sense, which bundles adaptive cruise control, emergency braking, lane departure alert, and automatic high-beam headlamps. There are heated seats, but my favourite new feature, a heated steering wheel, is not to be found.

    Toyota has done a great update of the Tacoma’s off-road capability, but the competition is fierce. Chevrolet’s off-road-specific Colorado ZR2 breathes down its neck but at a starting price of $47,600, and later this year, Jeep will send out its Gladiator pickup to do battle with Rubicon credentials. If you like to off-road, these are good times indeed.

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