The 2024 Toyota Tacoma Is a Huge Leap Forward

The previous-generation Toyota Tacoma is a rightful legend. The truck’s blend of utilitarian design, off-road capability, and unbeatable reliability have ensured its spot as the best-selling mid-size truck. There was only one issue with it: It is not a nice vehicle to drive or be driven in. The new redesign fixes that. The 2024 Toyota Tacoma handles well, rides better, and feels far more refined. It may not have the American trucks beaten on all counts, but it finally feels like a sophisticated product, one that’s worthy of segment domination.

Blame the new frame for a large portion of the Taco’s improvement. The new truck rides on the same TNGA-F body-on-frame architecture that underpins the Tundra, Sequoia, Lexus LX, Lexus GX, and upcoming Land Cruiser. After our experience with the Tundra, LX, and Sequoia, we weren’t sure what to expect from the new Tacoma. The full-size products saw some improvement in the switch to TNGA-F, but none of them blew us away.

It’s now clear that the Tacoma gets the biggest payoff from the switchover. The previous-generation truck was hampered by ancient bones and a series of patchwork upgrades to keep it competitive. But its weaknesses showed through, with a maximum capacity that all but guaranteed that any “overland” Tacoma build is over max payload. The new one can haul up to 1705 lbs in 4x4 Double Cab configuration with the i-Force Max hybrid powertrain.

We won’t get to drive the hybrid until spring of 2024. In the meantime, the only engine available is a turbo 2.4-liter in two states of tune. Base SR trucks ($31,500 to start) get 228 hp and 243 lb-ft of torque, while i-Force engines make 278 hp and 317 lb-ft of torque. That torque peak comes at 1700 rpm (or 1600 rpm for the base motor), so there’s plenty of low-end oomph, even if you have to rev it to 6000 rpm for peak power. When the hybrids hit the market next spring, they’ll offer 326 hp and 465 lb-ft of twist.

For now, the i-Force and standard 2.4 seem up to the job. The i-Force matches the power output of the 2023 truck’s 3.5-liter V-6 while trouncing that engine’s 265-lb-ft torque max. The standard 2.4 beats the 159-hp, 180-lb-ft four-cylinder from last year’s truck on both metrics. Fuel economy improves, too, with figures ranging from 20/26 city/highway for the 4x2 base automatic truck to 18/23 for the manual, 4x4, i-Force model. That’s right, the manual is still on the menu, and you can even get it on the good trims.

Powertrain-wise, Toyota made smart choices and serious improvements. In both specs the 2.4 has enough grunt to move the truck about. It just doesn’t seem to enjoy the work. Toyota says that the 2.4 in the trucks is built for a 50 percent heavier duty cycle than the 2.4 turbo in the Highlander (with which it shares many parts), but the engine works hard and makes plenty of noise when powering a truck. Chevy’s 2.7 liter feels much more relaxed in the Colorado. That makes sense, given its midrange tune provides 310 hp and 391 lb-ft of torque.

The Chevy also pulls more. Rear-wheel-drive Tacomas can tow 6500 lbs. Subtract 100 lbs if you want a 4x4 truck. The Colorado and Canyon can pull 7700 lbs in either 4x2 or 4x4 configuration, as can the Jeep Gladiator. Ford’s redesigned Ranger should be able to handle 7500 lbs. Even the Nissan Frontier can tow 6640 lbs.

So the new Tacoma keeps its family tradition, not besting competitors on stats but attempting to provide enough utility for the weekend hauler. As Toyota describes it, the Tundra is what you use to haul your toys to the sandbox. The Tacoma is a toy you use in the sandbox.