Today’s midsize pickups owe their success in part to the fortitude of the Toyota Tacoma nameplate. Ten years ago, the midsize truck segment was in trouble, partly because many buyers had shifted to full-size trucks. At that time, there were also fewer midsize trucks to choose from. The entries from both GM and Ford were on hiatus while new models were being developed. Dodge and Suzuki had simply exited the market a few years earlier.
But while other truck makers were struggling, Toyota was at the top of its game. The Tacoma was the best-selling midsize truck in America. It had an established and well-deserved reputation for quality, and it had a loyal following among 4WD enthusiasts — embraced by both the go-fast desert crowd and the slow-speed trail trekkers. Additionally, the overlanding trend was gaining serious traction around that time, and the Tacoma became a popular platform for those who wanted a capable and reliable pickup that could fit on tight trails.
The 2024 Toyota Tacoma is all-new from the ground up, sharing nothing with its predecessor except its name.
The Midsize Truck Landscape Has Evolved And So Has The Toyota Tacoma
Fast forward to the present, and the midsize truck landscape has significantly evolved. Buyers now value the sweet-spot sizing this class of truck offers, and they’re more popular than ever. Almost every manufacturer is laser-focused on models that offer legit off-road capability. The Chevy Colorado ZR2 and Ford Ranger Raptor are just two examples.
Toyota wasn’t about to lose ground to its rivals, so the company launched a completely redesigned Tacoma for the 2024 model year. With this model, Toyota is doubling down on off-road capability. In fact, there are three models targeting off-road enthusiasts: the TRD Off Road, TRD Pro, and the new Trailhunter. Like past models, the TRD Off-Road is geared for slower-speed four-wheeling and comes standard with an electronic locking rear differential and upgraded Bilstein dampers. It can also be optioned with an electronic front sway bar disconnect system to improve suspension travel. The TRD Pro is designed for high-speed, Baja-style fun, thanks in part to remote-reservoir Fox Racing dampers and increased wheel travel. The Trailhunter is a new model in the lineup, and it’s the only midsize truck expressly developed with equipment and capability for the overlanding crowd.
Since the Trailhunter is the newest model in the Toyota Tacoma lineup, we had to wrangle one for testing. We spent some time with an Oxide Bronze Metallic truck on the streets near Los Angeles and on desert trails in Southern California. So, is this $64,944 (MSRP) pickup a worthy trail performer, and how does it stack up against the old Tacoma? Here’s what we found.
The Hardware
The Tacoma officially became a midsize truck with its 2005 model year redesign. Even though there was an update to the Tacoma in 2016, it was still riding on the same basic frame and suspension in 2023. An 18-year-old chassis design is, well, old. So, yeah, it was time for a truly all-new Tacoma.
The 2024 Tacoma is indeed all-new from the ground up, sharing nothing with its predecessor except its name. Generally, the truck is a bit larger in every dimension, and that includes a bed with a volume that’s seven percent larger than the old one. That’s valuable real estate that every buyer can appreciate. Plus, the bed is made of Sheet-Molded Compound (SMC), so it will never rust or dent.
Under the skin is Toyota’s TNGA-F truck platform, which shares components with the Toyota Tundra, Land Cruiser, and 4Runner, as well as the Lexus GX 550 and LX 600. The Tacoma uses a fully boxed, high-strength steel frame with crossmembers that are strengthened over the previous generation to help support heavy loads. There’s a new front crossmember that’s specifically designed to support the steering rack, and it adds stiffness and handling precision. Out back, Toyota engineers developed a specific high-lift jacking point on the frame, which is another nod to the Tacoma’s off-road DNA.
Depending on model, the Tacoma is powered by either a 278-horsepower i-Force turbocharged 2.4-liter four-cylinder engine, or a more powerful, electrified i-Force Max hybrid system.
Two Available Powerplants, One Transfer Case
Toyota offers two powertrains on the Tacoma. Most models get a 278-horsepower i-Force turbocharged 2.4-liter four-cylinder engine, but there’s also the more powerful i-Force Max hybrid system. The Trailhunter comes standard with the Max powertrain, which adds hybrid electrification to deliver 326 horsepower and an impressive 465 pound-feet of torque. Every Max comes standard with an eight-speed automatic transmission, a 4.41:1 First-gear ratio, and a 3.58:1 axle ratio. Interestingly, on some lower trim levels of the Tacoma, you can still get a six-speed manual transmission with the standard turbo four-cylinder — good news for any wheeler who enjoys rowing gears and wants a lower-priced platform to build from. A two-speed transfer case splits power to the Tacoma’s axles. The transfer case has a 2.57:1 low-range ratio and is controlled by a rotary dial next to the shifter.
Redesigned Coil-Spring, Multi-Link Rear Suspension
Up front, the new Toyota Tacoma doesn’t stray too far from the old model, with an 8-inch ring gear and an open differential. Also familiar is the double wishbone, coil-spring suspension. The lower control arms are steel, but the knuckle of the Tacoma is made from aluminum. Both the Trailhunter and TRD Pro have special aluminum upper control arms that help provide additional wheel travel over the other Tacoma trim levels. The Trailhunter has specially tuned Old Man Emu springs and position-sensitive monotube dampers with remote reservoirs. All Trailhunters come standard with an electronic disconnecting front sway bar to unlock wheel travel and create about ten percent more overall flex versus the previous-generation Tacoma. Interestingly, Toyota says the disconnect system will be compatible with Toyota-approved lift kits.
Out back, the Tacoma Trailhunter breaks from leaf-spring tradition with a new coil-spring, multi-link rear suspension with a sway bar, and Old Man Emu dampers with piggyback reservoirs. The rear axle has a 9.5-inch ring gear with an electronic locking differential.
The Tacoma Trailhunter has a 2-inch lift up front and a 1.5-inch lift in the back. It rolls on 33-inch-diameter tires.
Trailhunter Has A Two-Inch Taller Front Ride Height
The Trailhunter suspension, along with the 265/70R18 (33-inch diameter) Goodyear Territory R/T tires, boosts ride height by 2 inches up front and 1.5 inches in the rear over a standard Tacoma. Furthermore, Toyota says the Trailhunter suspension has been developed to handle heavy loads and offer extra control off-road. Our test truck had a GVWR of 6,825 pounds and a payload rating of 1,250 pounds. Other Tacomas, depending on trim and equipment, can handle payloads up to 1,700 pounds. Our Trailhunter Double Cab 4X4 was rated to tow 6,400 pounds.
Underneath the Trailhunter is a solid collection of underbody protection.
On The Street
Slide behind the wheel, and the new Tacoma feels larger than the one before. Part of that comes from the wide hood. We found the visibility to be worse in this truck than its predecessor, and it’s difficult to judge where the corners of the bodywork are. Additionally, it seems like the roof is lower or has a more steeply raked windshield, which decreases headroom. But not all is bad from behind the wheel — far from it. The overall interior design is fresh, with a large 14-inch central infotainment screen that supports Apple CarPlay and Android Auto. Our tester also had the Qi wireless charging pad, as well as the larger 12.3-inch gauge cluster with four different screen styles. The phone pairing on this Tacoma took longer and was a bit fussy, as was scrolling through satellite radio stations.
We did like the easy-to-adjust knobs for climate control and audio volume. Screens can be useful, but for four-wheelers, it’s far more important to have the buttons, knobs, and levers in the right spots. And like the Land Cruiser we reviewed earlier this year, the Tacoma’s gearshift lever, 4WD knob, and buttons for the sway bar disconnect and locking rear differential are clustered close to the driver on the console.
Finally, even though the truck was a clean-sheet redesign, the backseat didn’t feel like it offered any more room than the old truck. We had about a finger’s width of space before our head touched the roof.
Massive Power Improvement
So, how does the new Toyota Tacoma drive? Well, overall, the Max powertrain is excellent around town. It’s quick, with torque that really does feel bottomless thanks to the added electrification. It’s a fun truck to zip around in. The snorkel amplifies the turbo induction noises too, so there’s a cool soundtrack that comes along with the Trailhunter. Unlike the Land Cruiser, which uses the same powertrain and felt like it had a somewhat jumpy throttle calibration, the Tacoma’s throttle mapping feels more progressive and natural.
The overall power and torque are a massive improvement compared to the previous-generation Tacoma V6, which was sluggish off the line and quick to run out of breath on long hills. Toyota says the Max-powered trucks can ascend a six-percent grade without the need to downshift. On our test freeway grade from Castaic to Gorman (which is around a six-percent grade), at 70 mph, the Taco stayed in Eighth gear at around 1,800 rpm at the bottom of the hill but required a downshift to Seventh gear midway up, where revs climbed to 2,100 rpm. But it felt effortless.
Though there was a bit of hop on certain freeway sections, which is typical of pickups, the effect on comfort was minimal. Around town, the ride was relatively smooth but on the firm side.
On a mix of street, freeway, and trail, the Tacoma averaged 16.4 mpg. That’s less than the 22 mpg city and 24 mpg highway EPA ratings, and it’s also less than the 18 mpg the last Tacoma we tested returned for us.
The all-new Toyota Tacoma Trailhunter was able to easily crawl through obstacles on our test course thanks in part to its standard rear electronic locking differential.
On the Trail
The Trailhunter comes with an extensive list of off-road parts. The larger fender flares make room for bigger tires and contribute to the truck’s purposeful stance. Toyota has equipped this truck with an integrated front lightbar with Rigid fog lamps, an ARB rear bumper with beefy tow points, a massive front skidplate, useful lights around the cargo bed, and a utility bed bar. There’s also a standard snorkel air intake, as well as a high-clearance exhaust tip and rock rail protection. All these goodies point to a truck that’s built for adventure. The Trailhunter is available with a long bed if more space is needed, and it can be optioned with a heavy-duty bed rack to support more gear.
Crawl underneath, and you can see how extensively this truck is armored for protection. Additionally, we measured between 12 and 13 inches of ground clearance at various low points, which is a lot of clearance. There’s also 9 inches of clearance under the rear diff.
Off-Road Observations
Soon after we hit the dirt, we shifted the transfer case into 4-Hi and disconnected the front sway bar. The ride instantly improved, as did the truck’s level of capability, thanks to the improved wheel travel. It’s important to note that the bar automatically reengages at around 20 mph for safety reasons.
Toyota has made the Multi-Terrain Select (off-road drive modes) available in 4-Hi now, as well as 4-Lo, like before. So, you can really tailor the level of wheel slip you need from the traction control system. And that’s before you even lock the rear differential. Fun fact: When negotiating some deeper, twisty spots, it was noticeable right away how the bodywork of this truck is carved away in just the right spots to enhance real-world off-road clearance.
In 4-Lo, the Trailhunter creeped tractor-like through some fairly tricky spots, thanks to the front suspension articulation and locking rear differential. However, we did notice that the new rear coil spring suspension doesn’t flex as much as we think it should. Our guess? The rear sway bar is probably limiting travel. If we owned a Trailhunter, we’d probably ditch that bar and explore some aftermarket solutions to improve rear suspension flex.
When the trail gets tricky, the poor view from the driver seat makes the truck challenging to drive. It’s hard to see out over the hood. But the good news? Toyota’s camera system is impressive. And more than once, we used it to help place the truck.
Creeping along in 4-Lo, our tester had a deep growl. It’s probably an artificial engine sound replicator, as Toyota has used these in the Tundra, but it sounded pretty good combined with the turbo intake noises from the snorkel. At slow speeds, the steering is lighter than the Land Cruiser, which makes this pickup a little more comfortable to drive in the dirt.
Rust and dents aren’t a problem thanks to the Tacoma’s Sheet-Molded Compound (SMC) bed.
Hill Climb, Sandy Washes, And Moguls
On our 30-degree hill climb, we first tried using just Rock mode and left the sway bar engaged with the rear differential unlocked. To our surprise, the Tacoma almost crested the hill at a controlled crawl but got stuck in some deeper ruts. Eventually, it did make the climb with the rear locker engaged, the front sway bar disconnected, and ample use of throttle.
In sandy washes, the Trailhunter was a fishtailing machine in two-wheel drive with the stability control disabled. So. Much. Fun. It’s like the Tacoma was made for this kind of sideways hijinks. The coil-sprung suspension really helps the truck hook up well with zero wheel hop — rare for a pickup. There is a Sand mode setting, which we tried in 4-Hi, and the truck launched harder with less tire spin. But oddly, it’s a little less fun.
On our twisty mogul section, we were able to flex our way up with just the sway bar disconnected in Rock mode. The Trailhunter’s traction control works very well. And with the rear differential locker engaged, we found ourselves able to climb even the trickiest lines.
The Bottom Line
The new 2024 Toyota Tacoma has big shoes to fill because the previous generation Tacoma was the right truck for so many off-road enthusiasts. After spending time with the new Tacoma, we are impressed. It’s more capable in the dirt and better on the paved road too. Yes, the previous generation truck was more of an analog tool compared to this more sophisticated hybrid machine. That will drive away a few buyers and lure others. Then there’s the price. Today’s trucks are expensive, to be sure. But the Trailhunter we tested is priced close to $15,000 more than the last TRD Pro we tested, and it’s significantly more expensive than a Ford Ranger Raptor, Chevy Colorado ZR2, or GMC Canyon AT4X. The Tacoma Trailhunter is a good truck, but the price would force us to hunt for a TRD Off-Road model with similar capabilities at less cost.
