Yahoo Autos 2024 Toyota Tacoma First Drive Review: Best-seller finally worthy of its fanfare
The 2024 Toyota Tacoma is a massive deal. It's the first completely new Tacoma in more than a decade and a half (the 2016 redesign was really just a heavy refresh). It’s also the best-selling model in the segment by a huge margin, but that segment is more competitive than ever, with new, refreshed and soon-to-be-new models from every truck maker in America. And we rank them all higher than the current Tacoma. Fortunately for Toyota and for its customers, the new Tacoma is back in the game, maybe even a segment leader.
We say maybe because we've only been able to try out Tacomas with the new 2.4-liter turbocharged four-cylinder. Those will be the first to hit dealers, sometime before the end of the year. The also-new, higher-performance hybrids won’t arrive until early next year, so we won't have a chance to try them out until then (that sadly includes the hybrid-only TRD Pro and Trailhunter). The hybrid could very well be the powertrain that makes the Tacoma the clear pick for your every midsize truck need, but we don’t know yet.
With that out of the way, let's dig into what makes the Tacoma new, beyond just saying “everything.” It starts with the underpinnings. The truck is built on a version of the TNGA-F platform shared with the Tundra, Sequoia and Land Cruiser. And besides simply being new, this platform brings upgrades such as a completely boxed frame from stem to stern – the outgoing one was only boxed from around the A-pillars forward. Plus, there are handy high-lift jack points on the rear ends of the frame and an array of reinforcement plates for additional stiffness. Toyota also significantly modernized the suspension for select versions of the Tacoma, going to coil springs on crew cab models. The extended cab versions retain leaf springs. The brakes get love, too, going to discs all around on all trim levels.
Then there are the powertrains. Initially, there are two versions of essentially the same 2.4-liter turbo-four. It's derived from the same engine used elsewhere in the Toyota empire, particularly Lexus, but with some upgrades for truck use such as the oil pan and cooling system. It’s also been re-tuned to run on 87-octane versus the premium-drinking Lexus versions.
The base 2.4-liter makes 228 horsepower and 243 pound-feet of torque, while an upgraded oil cooler and revised engine tuning up the ante to either 270 hp and 310 lb-ft, or 278 hp and 317 lb-ft. The difference there? Transmission. An eight-speed automatic is tied with that higher output along with the base engine, while a six-speed manual transmission gets the lower, 270-hp version.
Naturally, fuel economy differs, too. The base engine with rear-wheel drive is the most efficient, returning 21 mpg city, 26 mpg highway and 23 mpg combined. On the other end of the spectrum is the manual, four-wheel-drive, high-output combo at 18/23/20. This equates to roughly a 2-mpg improvement compared to the less powerful four- and six-cylinder naturally aspirated engines they replace. They’re also as efficient as the other four-cylinder midsize trucks, or sometimes better depending on trim.
These are the core mechanical improvements of the Tacoma, and they all translate to a far better Tacoma to drive in every way. The increased torque, available at low rpm, allows it to accelerate much harder and with much less effort than any previous Tacoma. Like many turbo engines, it loses a little grunt toward the top end, but at least there is grunt, unlike before. Surprisingly, the low-output engine doesn't feel as down on power as the numbers would suggest, likely due to the strong torque. As such, its slower acceleration still feels sufficient in most kinds of driving. The automatic transmission contributes to this, too, as it's another huge improvement, shifting far more smoothly and promptly than before, and is quite close to GM’s excellent unit. And with eight speeds rather than six, it's better able to keep the truck in the meat of available torque without revving like crazy.
Which is good, because revving it like crazy reveals quite a bit of mechanical thrashing and gnashing from under the hood. And although the segment's other four-cylinders (Ford and GM) aren't exactly V12s in their sonic presentation, they do manage the coarseness better. This, despite the new Tacoma’s inclusion of active noise canceling as well as artificial engine noise in some trim levels, with the most aggressive being in the Limited. The added lower frequencies help somewhat but can’t hide the overall roughness. Manual Tacomas don’t get the artificial noise and sound the worse as a result.
On the subject of the manual, don’t get too excited. It pains me to say this, but it should be avoided by all but the absolute, most diehard stick traditionalists. It has a ropey, balky shifter that’s worse than those of even some older trucks (I'm thinking back to the '94 T100 I owned for a year). Worse is the mile-long clutch pedal travel and awkward engagement somewhere halfway in that travel. Coupled with bad rev hang on shifts, it's hard to be smooth, and nothing about the operation feels fun. It does at least boast auto rev-matching that can be switched on or off, while boasting handy features like brake hold and clutch start cancel (for bump-starting on the trail to avoid rolling backward). Nevertheless, the automatic is far more pleasant and well-suited to the truck than the stick. This is not how you #SavetheManuals.
The best part of the 2025 Tacoma is the improved ride and handling. The chassis and body feel extremely stiff, which translates into an impressive lack of the wiggling and shuddering you often find in body-on-frame vehicles. The suspension is also tuned on the soft side, making it smoother than most others in the segment over mild bumps. It's the most car-like ride you'll find in this size of truck, apart from the crossover Honda Ridgeline. Larger bumps will kick a bit, but overall, it's quite refined. And if you’re wondering about the difference between crew cab Tacomas with the new coil springs versus the extended cabs with leaf springs, there didn’t seem to be much of one during our drive despite the expectation and promise of improved ride and handling. What really seemed to make a difference in how the Tacoma drives is rather the various trims’ tuning and shock absorbers.
