Toyota reveals 2024 Tacoma pricing—how does it stack up?
Only Nissan’s Frontier approached the Toyota Tacoma in single-model, medium-sized pickup longevity without a major redesign, and since the Frontier was recently restyled, it left the Tacoma as a grand old man of the pickup truck world. The Taco truck is new for 2024, however, with a price starting at $31,500, not including $1495 in shipping fees. MSRP for the uprated i-FORCE MAX models will be announced closer to the on-sale date.
By comparison, the cheapest 2023 Chevrolet Colorado is $29,200, not including $1495 in shipping. The four-door Colorado has a rear seat, while the base Tacoma two-door does not. The base 2024 Ford Ranger four-door starts at $32,565, plus $1595 in shipping. The 2024 Nissan Frontier King Cab (the Crew Cab has four full doors) starts at $29,770, plus $1495 in shipping.
Built on the TNGA-F global truck platform shared with Tundra, the Tacoma was designed and engineered specifically for the U.S. market. Constructed on a boxed, steel-ladder frame, it adds multiple features that are designed to appeal to both on-road customers and off-road enthusiasts.
High-strength steel with blanking and laser welds is used throughout the chassis to increase rigidity. Aluminum has been incorporated into the upper body for weight reduction. Frame crossmembers are also strengthened to increase durability and carry Toyota dealer-available accessories gear, such as rooftop tents, high lift jacks and camp fridges. Additionally, the roof is equipped with integrated attachment holes that allow the ability to easily add roof rack rails on all models.
The new Tacoma has a fully redesigned coil spring multi-link rear suspension. Available on most grades, this new suspension is said to improve overall ride and handling. This system replaces the previous generation’s leaf springs on most models. Leaf springs remain available on SR, SR5 XtraCab, and TRD PreRunner grades.
Four-wheel disc brakes are now standard on the Tacoma, and TRD models and higher grades are equipped with a larger front brake package. Electric power steering is also standard.
The new Tacoma also diversifies its powertrain choices, with two options that improve both power and efficiency. The turbocharged 2.4-liter four-cylinder engine produces up to 278 horsepower and 317 lb.-ft. of torque. The available i-FORCE MAX hybrid version pumps out up to 326 horsepower and 465 lb.-ft. of torque, the most torque in the mid-size truck segment.
The entry-level SR’s powertrain will generate up to 228 horsepower and 243 lb.-ft. of torque. Enthusiasts may be pleased to know that a six-speed “intelligent” manual transmission with rev matching and stall avoidance technology is also available. The manual transmission models produce 270 horsepower and 310 lb.-ft. of torque. Additionally, a clutch start cancel feature has been incorporated, allowing the truck to start while in gear for use on steep grades or technical trail sections.
The hybrid version of the same 2.4-liter engine found in the i-FORCE grades adds a 48-horsepower electric motor integrated into the eight-speed automatic transmission that draws power from a 1.87-kWh NiMH battery pack. This combination results in a total system output that nearly doubles the torque output of the current generation’s V-6 engine.
Maximum towing capacity is 6500 lbs. on SR5 i-FORCE and TRD PreRunner and XtraCab grades, while its maximum payload increases on the new model to 1710 lbs. for i-FORCE Max models. There are new towing features like an available trailer brake controller and a Tow/Haul drive mode that increases throttle response and adjusts transmission shift points.
Outside, bed volume is increased seven percent; the bed is now deeper from rail to deck, as engineers designed it so a camp fridge or worksite gear could be stored under a closed tonneau cover. The truck bed is lightweight and strong thanks to the new Sheet-Molded Compound (SMC) construction.
The lightweight aluminum tailgate features an available power open and close function with jam protection. The Tacoma borrows the tailgate’s quick release and close button from the Tundra that is integrated on the side of either taillight. Hands-free tailgate closing is also possible thanks to the auto-close function that is activated by simply pushing up the tailgate with your knee.
The truck now features suspensions tuned specifically to each grade. TRD Sport has red TRD sport-tuned shocks, while the TRD Off-Road grade features monotube Bilstein remote reservoir shocks that are suited to off-road driving. Each Bilstein shock on TRD Off-Road grades also includes an end stop control valve that provides increased damping force as the suspension comes closer to full bound stroke.
The i-FORCE Tacomas have up to 34.4-degree approach angle, 26.1-degree breakover and 26.1-degree departure angles. Running ground clearance maxes out at 11.5 inches on TRD Off-Road. Multi-Terrain Select, which is now functional in both 4WD High and 4WD Low, offers adjustable settings to help control wheel spin on a variety of terrains such as mud, dirt and sand. Tacoma also adopts the new, significantly quieter CRAWL Control function that acts as a low-speed, off-road cruise control that allows the driver to focus on steering while the system maintains one of five selectable speeds.
When traction is extremely limited, the available electronically activated locking rear differential can help split power 50/50 to the rear wheels. Downhill Assist Control is another off-road feature available and helps the driver navigate descents by limiting the speed of the vehicle.
Inside, a new 8-inch or available 14-inch multimedia touchscreen displays Toyota’s latest Audio Multimedia system and is designed and engineered by Toyota’s Texas-based Connected Technologies team. The system supports wireless Apple CarPlay and Android Auto compatibility and pairs well with the available Qi wireless charging pad with enhanced power output.
A USB-C data and charging port is integrated on the right side of the display, and dual USB-C charging ports are included in the front row and available for the rear passengers. A 12.3-inch digital gauge cluster with four different styles is standard on higher grades, while a 7-inch gauge cluster is standard on lower grades.
Tacoma will be offered in numerous grades and configurations. Two cab styles are available with either a five- or six-foot bed: a four-door Double Cab and a new two-door XtraCab with new storage features behind the front two seats. In terms of grades, Tacoma is available in SR, SR5, TRD PreRunner, TRD Sport, TRD Off-Road, Limited, TRD Pro, and Trailhunter. Returning for 2024, TRD PreRunner is available in the XtraCab configuration with two-wheel drive only.
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Did not say if the seating was fixed. These things made you feel like you sat on the floor vs a proper truck seat.
I will be a skeptic on the Coils. They were a weak spot in every attempt in previous trucks.
Finally SMC bed? Corvette body material is great on a Corvette but not a truck bed. I guess we will not see rusted out bed but broken ones now.
Hagerty did not apparently get a chance to actually drive it, so their lack of comment on the seating is not surprising. I read the First Drive reviews at several other sites. The consensus seemed to be that the seating position was much improved but “fixed” might be a stretch.
SMC is often superior to aluminum and in the correct thickness quite durable.
These are such work horses in Georgia. All the pest and Termite companies seem to have them. The civilian trims are mostly TRD sport and TRD offroads and may be some SR5s. A few sprinkling of higher end trims. No doubt Toyota owns this segment. This new one looks great. If it has the same reliability, their only issue, just like with current gen, will be having enough of them on hand to sell to public.
Well said. I can’t believe Honda isn’t after this truck segment, and no the ridgeline is not in this class.
They got rid of the rear opening suicide doors on the XtraCab models which is one of the best features of my 06 Tacoma – it’s now an access cab that is difficult to access . That stupid looking front spoiler will get destroyed by snowbanks and high curbs let alone off road hazards . They also ditched the indestructible 2.7 liter 4 and V6 that are known to go 300K or more for a 4 cylinder turbo . At least the driver’s seat is now height adjustable like a normal modern truck , but it’s not something I would buy as turbo engines are a no – go with me .
The 2GR 3.5 isn’t very good. Especially in the Tacoma.
The dual VVTi 1GR 4.0 in the 4-Runner is a much better engine, but I guess it produces too much plant food.
We’ll see how this turbo 4 compares to the turbo 4 from GM and Ford. Honestly, if it has better low end torque than the 3.5, it is a major win.
It will be interesting to see how well this does long term versus the old na powered Tacoma but I have reasonable faith it will do well.