Toyota absolutely dominates the mid-size truck segment in the United States and it isn’t even a particularly close call. Even if the 2024 Toyota Tacoma came out and it was exactly the same as the aging third-generation model it replaces, it would still have no trouble outselling the likes of the Chevrolet Colorado, Ford Ranger, GMC Canyon, and Nissan Frontier. For reference, the Tacoma sold 215,853 units in 2022; the Colorado was the closest mid-sizer with 89,197 units sold.
There are significant changes to the Tacoma for 2024, including a new TGNA architecture, a turbocharged engine with an available hybrid powertrain, exterior updates, and a radically refreshed interior.
In our opinion, Toyota needed to do three things to keep the Tacoma at the top of the sales charts: modernize the interior, improve the road manners, and keep the Tacoma-ness. In this review, we will look at how Toyota lived up to these three metrics. Now that we’ve finally had a chance to drive the all-new fourth-generation Tacoma, we can confidently say that Toyota’s dominance in the mid-size segment is destined to continue.
Exterior: Keeping It Tough
Toyota wanted to keep the iconic Tacoma aesthetic that the company refers to as “Tacoma-ness.” In this regard, we think the company succeeded with flying colors. Each trim level gets its own unique styling ranging from the barebones SR to the luxurious Limited. We particularly love the TRD Off-Road, which ditches the massive air dam present on more on-road-focused models. If you absolutely hate how that piece looks on your non-TRD model, Toyota has made it easy to remove yourself.
Every trim level gets LED headlights, meaning even the lower-end models still don’t look cheap, unlike some competitors. The base SR looks like a work truck with 17-inch steel wheels while the 17-inch TRD Off-Road and 18-inch TRD Sport wheels both look properly aggressive. The TRD Off-Road also gets all-terrain tires as standard.
Of the Tacomas that Toyota had on hand for the first drive event, the TRD Off-Road in Solar Octane (last year’s TRD Pro signature color) was the standout. Other available colors include Supersonic Red, Blue Crush Metallic, Underground, Wind Chill Pearl, Celestial Silver Metallic, Black, Ice Cap, and Bronze Oxide. Blue Crush Metallic looks equally awesome and Bronze Oxide is a truly unique color that won’t draw too much attention to itself.
Interior: Escaping The Past
If the interior of the latest Tundra works for you, the Tacoma’s interior will be to your liking, too. An eight-inch touchscreen used to be the largest one available in a Tacoma, and now it comes standard. Toyota also offers an upgraded 14-inch screen, which is the largest in the mid-size class, but even that smaller unit comes with wireless Apple CarPlay and Android Auto, meaning they are far more modern than the infotainment in the previous Tacoma. A seven-inch gauge cluster comes standard while higher trims get a 12.3-inch cluster that’s more customizable. Those screens can be tied to a four- or six-speaker audio system, or an upgraded 10-speaker JBL system with a cool portable Bluetooth speaker that pops out of the dashboard.
The interior layout feels like it was designed this century with plenty of places to stick your phone and other devices. However, Toyota didn’t go too futuristic, leaving plenty of large buttons and knobs that can be operated, even when wearing gloves. Push-button start now comes standard on all grades and a smartphone-based Digital Key or Smart Card Key is also available. The Tacoma also adds previously unavailable luxuries such as heated and ventilated seats and a head-up display. Toyota certainly succeeded in modernizing the cabin.
Toyota will offer two cab configurations, XtraCab and DoubleCab, the former of which does not have rear seats and only comes with a six-foot bed. In lieu of seats, the XtraCab comes with lockable storage behind the driver seat, a hidden pegboard to hang tools, and a folding passenger seat that can be used as a workstation or for additional storage. We’d love to have a rear-opening half door to make that area easier to access, but it’s relatively practical as is.
As for the DoubleCab, it is available with a five- or six-foot bed. Toyota says the bed volume is increased by 7%, meaning you can haul more stuff. We particularly love the available power tailgate, which includes two easy-to-press buttons on either taillight door and the ability to raise simply by nudging the tailgate with your knee. While the DoubleCab does gain over an inch of rear legroom compared to the previous generation, it’s still tighter than the Chevy Colorado and GMC Canyon. On the bright side, Toyota improved the storage under the rear seats; it’s now three times more voluminous than before.
Performance: Turbo-Taco
Goodbye sluggish four-cylinder and wheezy V6. Hello, turbo power! All Tacoma grades get a turbocharged engine, though it develops various levels of power. The base SR ships with a 2.4-liter turbocharged four-cylinder producing 228 horsepower and 243 lb-ft of torque going out to rear- or four-wheel-drive through an eight-speed automatic. This may seem low on paper, but it’s stacks better than the outgoing base four-cylinder with a lackluster 159 hp. Still, the base engine feels a bit sluggish compared to the other grades.
Upgrading to a higher trim boosts the output to 278 hp and 317 lb-ft of torque, assuming you get the automatic. Toyota offers a six-speed manual transmission with rev-matching that slightly decreases the figures to 270 hp and 310 lb-ft torque. The manual delivers long throws with pretty nice engagement for a truck and a 0.643 ratio in 6th which makes it quiet on the highway. Getting the hang of the long clutch with its high bite point takes some time, as does managing the rev hang from the turbocharged engine. It’s far from the best transmission we’ve ever sampled but in a segment devoid of manuals (the Jeep Gladiator is the only other option), we are happy Toyota offers it. As for the eight-speed auto, it’s a massive leap forward from the previous generation’s antiquated six-speed, which was always hunting for the right gear.
Toyota will also offer an i-Force MAX hybrid powertrain with 326 hp and 465 lb-ft, but it won’t be available until next year. It’ll be the most potent – and most frugal.
Switching to a turbocharged powertrain has also benefitted the Tacoma’s fuel economy. It now achieves 21/26/23 mpg city/highway/combined in its most efficient guise (SR5 4X2 automatic), which is higher than both the outgoing 2.7-liter four-cylinder and 3.5-liter V6. Even the least efficient new Taco (4X4 manual models) gets 18/23/20, which is slightly better than the old V6 despite being more potent.
Driving Impressions: Better Etiquette
Toyota had a previous generation Tacoma on hand to remind us how much we hated driving it. The seating position was awkward, the V6 engine was gutless, the ride was lousy, and the transmission could never make up its mind. In every single measure, the new Tacoma is improved. Lower grades still get leaf springs in the back, which deliver a bouncy, truck-like ride. Even still, the new Taco benefits from electric power steering that is both lighter and more direct, standard disc brakes that can actually bring the truck to a stop confidently, and that excellent turbocharged engine that now has enough torque to get it up to speed in a reasonable timeframe.
The base SR certainly isn’t quick, but the other grades will leave the old Tacoma in the dust with ample turbo torque and transmissions that finally have enough ratios. As much as we love driving a manual, we think the automatic feels more suited to the power band of the engine.
Multi-link rear suspension is available on most grades and it dramatically improves the ride quality. There is also an adaptive suspension system available, but only for the luxurious Limited trim, which further smooths out the ride. TRD Off-Road models naturally get Bilstein shocks and bespoke suspension tuning.
Pricing & Verdict: Money Maker
Pricing for the 2024 Tacoma is up by $2,900 compared to the outgoing truck, but it comes with better technology, 69 hp and 63 lb-ft of torque more than the old naturally aspirated four-pot, and a whole lot more value. You’ll pay $31,500 for a zero option SR XtraCab 4X2 ($34,700 with 4X4 or $33,700 with the Double Cab), excluding destination and handling fees. The SR5 XtraCab 4X2 starts at $36,200 while the TRD PreRunner (a special sporty version) is only available as an XtraCab 4X2 for $38,100.
We recommend the TRD Sport ($39,400 for Double Cab 4X2) or the TRD Off-Road ($41,800 for Double Cab 4X4 6MT), whichever speaks to you more because they provide superior styling and plenty of available features without breaking the bank. Though we love the adaptive suspension in the Limited, it’s a big ask at $52,100 for the Double Cab 4X4.
Looking back at our three metrics for success, Toyota has checked off each box. The new Tacoma has better road manners than before and superior technology, but it hasn’t lost that x-factor that made people love it: that Tacoma-ness is still front and center. Toyota’s only challenge will be building enough to keep up with demand. Watch out mid-size truck segment, the Tacoma is ready to dominate once again.