2024 Toyota Tacoma: All You Need to Know About Specs, Pricing, Trims, and More

Be that as it may, Tacoma slowly but steadily became the segment's best-selling truck. Considering that Toyota made a name for itself by focusing on reliability and quality above all else, it's no wonder the Tacoma dethroned the Ranger from the number one spot. It wasn't easy sailing, though, far from it.

The infamous frame corrosion recall springs to mind, but as expected of Toyota, the Japanese automaker learned from its mistake. For the second gen, Toyota switched to C-section rails as opposed to the original's fully-boxed frame. Coincidentally, the second gen was elevated to the mid-size segment.

From the very beginning, the largest automaker in the world engineered the Tacoma for both four- and six-cylinder lumps. That changed for the four-pot-only fourth generation, which is technically related to the full-size Tundra. Best described as the Tacoma's most extensive makeover yet, the N400 entered production earlier this month at two Mexican plants: TMMGT in Apaseo el Grande as well as TMMBC in Tijuana.

This story aims to shed light on pretty much everything there is to know about the 2024 model year Toyota Tacoma, beginning with the meat and potatoes of any automobile. That said, let's get cracking with what makes the all-new Tacoma tick.

Technical Specifications

As mentioned in brief earlier, the Tacoma is joined at the hip to the Tundra. Now based on the TNGA-F platform introduced by the Land Cruiser 300, the midsizer sports beefier crossmembers, a high-lift jack point integrated into the frame's rear end, and five rear suspension designs. As expected, lesser trims use leaf springs. The list continues with multi-link coil springs, Old Man Emu forged monotube position-sensitive coil-overs and rear remote-reservoir shocks for the Trailhunter, Fox QS3 adjustable internal bypass coil-overs and rear remote-reservoir shocks for the TRD Pro, and Adaptive Variable Suspension with built-in actuators in the shocks for the Limited.

AVS, however, is an optional extra. The N400 further differs from the third-gen Tacoma by means of rear disc brakes across the board, with TRD models and those equipped with the i-FORCE MAX hybrid powertrain packing larger rear brakes. Electric power steering replaces hydraulic power steering, and the traditional hand brake has been replaced by an electronic parking brake to enable two features: brake hold and low-speed radar cruise control. Slightly larger than its predecessor, the Tacoma comes in XtraCab and Double Cab flavors. The Access Cab was discontinued for MY2024 due to poor demand.

At press time, the only mid-size pickups in America to offer manual transmissions are the Tacoma and Jeep Gladiator. The iMT2 is dubbed Intelligent Manual Transmission thanks to anti-stall and rev-matching technology, with said stick shift available on the SR, TRD Sport, and TRD Off-Road as long as you're fine with the Double Cab, 5-foot bed, and four-wheel drive. The longest bed available measures 6 feet or 73.5 inches inside the bed. By comparison, the 5-foot bed offers no more than 60.3 inches. Both beds are up to 21.2 inches deep and 56.4 inches wide (Toyota says 44.7 inches between the wheel wells).

The six-speed automatic of the N300 has been replaced by an eight-speed unit. Regardless of grade and optional extras, prospective customers are presented with a 2.4-liter turbo four-cylinder that was introduced by the 2022 model year Lexus NX 350. Said engine is available in four specifications. The least powerful of the bunch is exclusive to the auto-equipped SR, which belts out 228 horsepower and 243 pound-feet (330 Nm). The SR, TRD Sport, and TRD Off-Road with the six-speed manual offer 270 horsepower and 310 pound-feet (420 Nm).

SR5 and higher trims with the automatic get 278 horsepower and 317 pound-feet (430 Nm). As for the i-FORCE MAX, which is standard on the TRD Pro and Trailhunter grades, make that 326 horsepower and 465 pound-feet (630 Nm) of torque. A 48-horsepower electric motor is integrated into the eight-speed auto, with said motor drawing power from a 1.87-kWh battery located underneath the rear passenger seat.

i-FORCE MAX trucks are due to enter production in April 2024. At the moment of reporting (December 2023), only the i-FORCE can be ordered. The hybrid is estimated to net 27 miles per gallon (8.7 liters per 100 kilometers) on the combined test cycle, whereas the unassisted i-FORCE offers 23 miles per gallon (10.2 liters per 100 kilometers) in the SR and SR5 with the eight-speed automatic and rear-wheel drive. Being a turbocharged engine, the T24A-FTS is certain to provoke discussion among everyone worried about said engine's long-term reliability.

Before going into maintenance and warranty information, we have to talk about the drivetrain. Trucks with rear-wheel drive make do with an automatic limited-slip differential, whereas 4WD models get an electronically controlled two-speed transfer case along with an automatic limited-slip differential and Active Traction Control. The TRD PreRunner, TRD Off-Road, TRD Pro, and Trailhunter level up to an electronic locking rear differential.

The Limited boasts full-time 4WD with a center locking diff on i-FORCE MAX models. Remote sway bar disconnect is standard on the no-nonsense TRD Pro and Trailhunter, and optional on the TRD Off-Road. The simple push of a button increases suspension articulation by 10 percent compared to the N300. The front stabilizer bar disconnect is compatible Toyota-approved lift kits.

Maintenance and Warranty Information

Page 12 of the warranty and maintenance guide lists 36 months or 36,000 miles for the new vehicle limited warranty, 60 months or 60,000 miles for the powertrain, restraint systems, and corrosion perforation. Regardless of mileage, new vehicles sold in the state of Kansas come with a 10-year warranty for the seat belts. The emission performance warranty, which includes the air induction system and air/fuel metering system, is in effect for two years or 24,000 miles from a given vehicle's in-service date.

On page 38, the maintenance log reads 10,000 miles or 12 months for the first oil and filter change. In case of special operating conditions, namely driving on dirt roads or dusty roads, you should change them at 5,000 miles or 6 months. Over in Hawaii, Toyota recommends adding Toyota EFI Tank Additive every 5,000 miles or 6 months as well. If you intend to tow stuff, the diff oil has to be replaced every 15,000 miles or 18 months. The 2024 model uses 0W-20 engine oil for best performance, but 5W-20 can also be used. Oil capacity ranges from 5.6 quarts (5.3 liters) without a filter to 5.9 quarts (5.6 liters) with the engine oil filter.

Toyota further recommends iridium-tipped spark plugs with a gap of 0.027 inches (0.7 millimeters), WS automatic transmission fluid, GL-3 or GL-4 gear oil with a viscosity of 75W-90 for the manual transmission, Genuine Transfer Gear Oil LF 75W for the transfer case, Differential Gear Oil LT 75W-85 GL-5 for the diffs, and Toyota Super Long Life Coolant for the cooling system. As for break-in, you should be especially gentle with your truck in the first 1,000 miles (1,600 kilometers). Toyota further states no towing in the first 500 miles (800 kilometers). What's more, no sudden stops in the first 200 (300).

Payload and Towing Capacities

For 2024, towing capacity is rated at up to 6,500 pounds (2,948 kilograms) for the combustion-only SR5, TRD PreRunner, and XtraCab grades, or up to 6,000 pounds (2,722 kilograms) for i-FORCE MAX models. By comparison, the previous-gen Tacoma offers up to 6,800 pounds (3,084 kilograms) with rear-wheel drive. Payload is estimated at up to 1,710 pounds (776 kilograms) with i-FORCE MAX, while the former gen tops 1,685 pounds (764 kilograms).

Although a unibody rather than a body-on-frame truck, the Honda Ridgeline is also considered a mid-size pickup. Twinned with the Pilot, the Ridgeline offers up to 1,583 pounds (718 kilograms) in terms of payload and up to 5,000 (2,268) for towing. Moving on to the body-on-frame competition, the 2024 Ford Ranger maxes out at 1,805 pounds (818 kilograms) and 7,500 (3,401) with the Trailer Tow Package. General Motors advertises the Chevy Colorado with the highest towing capacity in the segment (as of December 2023): 7,700 pounds or 3,493 kilograms.

This rating also applies to the slightly fancier GMC Canyon. Surprisingly enough, the Jeep Gladiator shares the first spot with the Colorado and Canyon despite being more of a lifestyle truck than a workhorse. The Gladiator is the closest mid-size pickup to the Ranger in terms of maximum payload, with Jeep promising 1,710 pounds (776 kilograms) from the Wrangler's sibling. The Nissan Frontier offers no more than 1,620 (735) and 6,640 (3,012).

Pricing Information

For the time being, the 2024 Toyota Tacoma is available in six trim levels. The hybrid-only TRD Pro and Trailhunter are scheduled to enter production in April 2024. The lineup currently comprises the SR (starting at $31,500 sans destination), SR5 ($36,200), TRD PreRunner ($38,100), TRD Sport ($39,400), TRD-Off-Road ($41,800), and Limited ($52,100).

For reference, the 2023 Toyota Tacoma retails at $28,600 for the SR, $31,280 for the SR5, $35,510 for the TRD Sport, $36,790 for the TRD Off-Road, a far more reasonable $41,355 for the Limited, and $48,035 for the TRD Pro. Coming standard with the Toyota Safety Sense 3.0 suite of active safety and convenience systems, the 2024 model can be had in 10 paint colors. Terra is exclusive to the TRD Pro.

The remainder includes Ice Cap (alternatively known as Super White), Black, Celestial Silver Metallic, Solar Octane, Wind Chill Pearl, Blue Crush Metallic, Bronze Oxide, Supersonic Red, and Underground. The latter is a dark gray à la Nardo Gray, a paint color that looks especially good on off-road trim levels.

Now let's move forward to the trim level breakdown.

2024 Toyota Tacoma SR

It's pretty hard to swallow the work truck's starting price, but then again, you do get a lot for your $31,500 plus $1,495 destination freight charge. First and foremost, the 228-horsepower turbo four is more powerful and torquier than the third generation's free-breathing engine. Standard goodies further include a 7.0-inch gauge cluster, front recovery hooks, push-button start, as well as Toyota Safety Sense 3.0.

TSS 3.0 is another way of saying Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Steering Assist and Lane Tracing Assist, Full-Speed Range Dynamic Radar Cruise Control, Road Sign Assist, Automatic High Beams, and Proactive Driving Assist. PDA uses the front camera and radar to provide gentle braking and steering in the corners and to support distance control between your SR and the vehicle, bicyclist, or pedestrian in front.

Proximity key entry, an 8.0-inch touchscreen display for the infotainment system, LED exterior lighting, wireless Apple CarPlay, and wireless Android Auto are standard as well. The no-frills SR rides on 17-inch steel wheels and features leaf springs out back. The most powerful SR of the lot is the 4WD-exclusive manual, which offers 270 ponies and 310 pound-feet compared to 228 horsepower and 243 pound-feet (330 Nm) for the rear-/four-wheel-drive automatic.

2024 Toyota Tacoma SR5

The next step up is only available with the more powerful version of the 2.4-liter turbo and the eight-speed automatic. Double Cab trucks get multi-link rear suspension, whereas the XtraCab makes do with leaf springs. Equipped with 17-inch alloys, the SR5 develops 278 ponies and 317 pound-feet (430 Nm).

There's no manual to speak of, which is a bit of a bummer because the SR5 is – from a historical standpoint – the most popular trim level of the Tacoma. The SR5 further differs from the SR by means of nicer front-end styling, a color-keyed rear bumper, Blind Spot Monitor with Rear Cross-Traffic Alert, and Smart Key System for the driver and front passenger doors rather than only the driver's door.

An auto-dimming rearview mirror and a rear stabilizer are standard as well. Heated seats, the heated steering wheel, fog lamps, front and rear mudguards, and the power sliding rear window are optional extras. Both the SR and SR5 come with a polyurethane manual tilt/telescopic steering wheel.

2024 Toyota Tacoma TRD PreRunner

Introduced for the 1998 model year with the six-lug wheel bolt pattern and taller suspension of the four-wheel-drive Tacoma, the PreRunner is back for 2024 with an electronically controlled locking rear differential, all-terrain rubber, and 17-inch TRD alloy wheels. Strictly rear-wheel drive, the first of many off-road grades cannot be had with the larger cab.

The two-door XtraCab and 6-foot bed make it unique among trucks designed to venture off the beaten path. Whether you like it or not, the PreRunner comes with good old leaf springs. Automatic climate control with air filtration and combined temperature settings for driver and front passenger is standard, as are leather on the steering wheel and a fold-flat passenger seat.

Similar to the SR5 and SR, the PreRunner uses twin-tube shocks. But as opposed to the Hitachi-equipped SR5 and SR, the PreRunner flaunts Tokico shocks. It should be noted that Tokico is owned by Hitachi.

2024 Toyota Tacoma TRD Sport

Exclusively Double Cab, the TRD Sport can be had with either bed option. 18-inch black and silver machined alloy wheels, 265/70 all-terrain rubber, and a 400W/120V AC power supply are standard.

The TRD Sport also stands out from lesser trims by means of a hood scoop and red sport-tuned shock absorbers. Another key standard feature is the 12.3-inch gauge cluster. The i-FORCE MAX rocks a 2400W/120V AC power supply, but alas, we still don't know how much the i-FORCE MAX adds to the tally compared to the ICE-only i-FORCE.

Opting for the 6-foot bed means $39,900 before taxes. Four-wheel drive adds $3,200 to the final price of the TRD Sport, which is $100 less than GM's price for 4x4 in the Chevrolet Colorado's case. It could be worse, though, because Ford wants $3,645.

2024 Toyota Tacoma TRD Off-Road

Similar to the PreRunner, the TRD Off-Road was introduced in 1998. Building on the TRD Sport, the TRD Off-Road offers legitimate off-road capability in the form of Bilstein monotube shock absorbers with remote reservoir, Multi-Terrain Select, Crawl Control, and tires up to 33 inches tall.

Also available as a hybrid, the 4WD-only TRD Off-Road comes as a Double Cab with either bed length. Living up to its name, this grade boasts a standard locking rear differential, optional front stabilizer bar disconnect, and an optional manual box.

The TRD Pro's brother is available with a plethora of TRD Off-Road upgrade packages, with prices for said packages ranging from $4,625 to $10,230. The most affordable adds 8-way power front seats, JBL Premium Audio with a portable speaker, wireless charging for your smartphone, a leather-trimmed steering wheel, AUX switches, an integrated trailer brake controller, and a power rear window.

2024 Toyota Tacoma TRD Pro

Rivaling the Ranger Raptor and Colorado ZR2, the Tacoma TRD Pro is one seriously badass desert runner. Because it's designed to take on dunes at high speed, the Tacoma TRD Pro features IsoDynamic Performance Seats with air-over-oil shock absorbers that allow for vertical and lateral seat movement.

The dampening system can be tuned based on the occupant's body mass and preference. The levers on the seatbacks turn off the dampening system. Equipped with 33-inch tires from Goodyear, the TRD Pro further rocks black-painted TRD wheels and red-painted forged aluminum front upper control arms.

Fox IFP bump stops are joined by rocker protectors, an aluminum front skid plate, a heritage grille, LED fog lights from Rigid, an ARB steel rear bumper with red-painted recovery hooks, and a head-up display. Obviously enough, the front stabilizer bar disconnect is standard on this hybrid-only grade of the Taco.

2024 Toyota Tacoma Trailhunter

Why did Toyota debut the Trailhunter for MY24? Wasn't the TRD Pro more than enough for off-roading? As it happens, the Trailhunter is more of a low-speed rock crawler than a desert-running truck.

Also hybrid from the outset, the Tacoma Trailhunter sports bronze forged aluminum front upper control arms, bronze wheels, frame-mounted rock rails, headlamps that read TRAILHUNTER in uppercase letters, a bed utility bar, and – get this – an integrated air compressor for inflating or deflating the Goodyear-supplied rough-terrain tires on the go.

From a visual standpoint, the Trailhunter cannot be confused with the TRD Pro due to its high-mount air intake on the right A pillar. Some peeps call it a snorkel, but that's a bit fallacious. More to the point, the sole purpose of a raised intake is to reduce the amount of yucky stuff going into the filter. Wading through high water may not damage the engine due to the intake's location, but it could damage the electric and electronic stuff hiding underhood.

2024 Toyota Tacoma Limited

Last but not least, the fanciest Tacoma available for 2024 is ridiculously expensive because it comes with all the bells and whistles you could ask for in a midsizer. Prospective customers only have to choose their preferred powertrain (i-FORCE or the hybridized i-FORCE MAX), exterior color, and whether to pony up $60 for mud guards or not.

It's kind of shocking on Toyota's end to ask $52,100 for the Limited without including mud guards, but then again, remember that every single mass-market automaker puts profits over everything else. The pressure put by investors is real, and with the Tacoma being the best-selling pickup truck in the segment, this level of avarice shouldn't come as a surprise.

Only available with the big cab and short bed, the Limited promises a better ride quality than all other grades due to its Adaptive Variable Suspension. The shock absorbers continuously adjust the damping force based on suspension movement severity, thus giving the Limited the smoothest ride possible.